philippine int'l air terminals co., inc. · approximately 63 hectares located at the...
TRANSCRIPT
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FOR THE PROPOSED
Prepared For:PHILIPPINE INT'L AIR TERMINAlS CO., INC.
A. PASC U ALENVIRONMENTAL CONSULTANCY SERVICES
41 North Diversion Road, Kalookan City ,Philippines
and
KONSULTA PHILIPPINES, INC.Rm. 2403 Cityland 10, Ayala Avenue, Makati Cty
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May 1998
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I TABLE OF CONTENTS
Page NumberContent
224
A. IntroductionA. 1. Name of Project and Project
ProponentA. 2. Stage of Project PreparationA 3. Extent of the ETA StudyA. 4. Brief Outline of the Study
B.
7789I
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Description of the ProjectB. 1. Type of ProjectB. 2. Need for the ProjectB. 3. LocationB. 4. Size of OperationB. 5. Proposed Schedule For
ImplementationB. 6. Description of the Project
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4244454647
C. Description of the EnvironmentC. 1. Physical ResourcesC. 2. Ecological ResourcesC. 3. Hmnan and Economic
DevelopmentC. 4. Economic and Commercial
ActivitiesC. 5. Infrastructural FacilitiesC. 6. TransportationC. 7. Land PlanningC. 8. Power Sources and Transmission
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D. Anticipated Environmental Impacts andMitigation MeasuresD. 1. During Construction StageD. 2. Environmental Impacts After
Construction and DuringCommercial Operation 52
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E. Quality of Life ValuesE. 1. Socio-economic ValuesE. 2. Public HealthE. 3. Recreational Resources and
DevelopmentE. 4. Archeological and Historical
Treasures 78
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IF. Impacts Mitigation / Enhancement Plan
F. 1. Air QualityF. 2. Water Quality and QuantityF. 3. Solid Waste ManagementF. 4. Traffic ManagementF. 5. Safety/ ProtectionF. 6. Aesthetic Consideration
92G. Environmental Monitoring Action Plan
95R Emergency Preparedness
I L106108114119120
Public InvolvementL 1. Summary ofScopingI. 2. Overview of Brangay 183L 3. Perception SurveyI. 4. Environment without the ProjectL 5. Environment with the Project
122J. Cost-Benefit Analysis
130132
K. ConclusionK. 1. Over-all Net GainsK. 2. Adverse EffectsK. 3. Provisions for follow-up
Surveillance and Monitoring 135
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I ANNEXES
-A. PASCUAL ENVIROMENT ALCONSULTANCY SERVICES
ANNEXl
KONSUL T A PHll..IPPINES, INCORPORATED ANNEX 2
ANNEX 3PROJECT SITEIANNEX 4CONCESSIONS AGREEMENT
I PRELIMINARY ENGINEERING DESIGN ANNEX 5
I ANNEX 6MAP OF P ASA Y CITY
GEOLOGIC MAP OF METRO MANILA ANNEX?
ANNEX 8-AAIR SAMPLE
I ANNEX 8-BWATER SAMPLE
ANNEX8-CDENR AMBIENT QUALITY ANDEMMISSION STANDARDS FOR NOISE
ANNEX 8-DAMBIENT AND NOISE LEVEL CONTOURMAP
ANNEX 9RAINFALL
ANNEX 1 0WIND REGIMES
I ANNEX ll-ACLIMATOLOGICAL NORMALS IN P ASA YCITY
I ANNEX Il-BCLIMATOLOGICAL EXTREMES IN P ASA YCITY
ANNEX 12-AFORECAST OF THE INTERNATIONALFLIGHfS
ANNEX 12-BPOWER TRANSMISSION LINES
I ANNEX 13PROJECTION OF PEAK TRAFFIC
ANNEX 13-ASUMMARY OF AIRCRAFf ACCillENTS
MEMORANDUM OF AGREEMENTBETWEEN ADB AND PIA TCO
ANNEX 14
FIRE CODE OF THE PHILIPPINES ANNEX 15
NAJA IPT 3 FIRE PROTECTION PLAN ANNEX 15-AISAMPLE QUESTIONNAIRE ANNEX 16
I ANNEX 1 7A TfENDANCE SHEETOF April 16, 1998 PUBLIC CONSULTATION
I MEMORANDUM OF AGREEMENT ANNEX 18
LE1TER AGREEMENT ANNEX 19
RELOCA nON PLAN ANNEX 20
IRR AND NET PRESENT VALUE FORMULAE ANNEX 21
CHECK LIST OF ENVIRONMENTALPARAMETERS
ANNEX 22
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A. INTRODUCTION
A.I. Name of Project and Project Proponent
INAJA International Passenger Terminal 3 (IPT 3)A 1. 1. Project
IPIllLIPPINE INTERNATIONAL AIR TERMINALS CO., INC.Proponent .
( PIA TCO ) with address at Valero Street, Makati City
A. 1. 2. Description: The project consists of the design, construction, and operation of
siteinternational terminal building on aa new
approximately 63 hectares located at the Philippine Air
Force Base at Villamor, Pasay City. The NAJA IPT 3
building will be designed to handle a maximum of thirteen
.
I (13) million passengers annually up to year 2003. The
project will replace the existing NAJA IPT 1
A 1. 3. Other Pertinent Background Information
The growth and projection of international passenger movement are presently
beyond the existing capacity ofNAIA IPT 1. Clark International Airport as well
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Ias Subic International Airport are both too far and inaccessible, thus necessitating
the "fast tracking" of a new international passenger terminal to be situated atI
Villarnor Airbase, and with the capacity to handle at least thirteen (13) million
passengers annually. The project, therefore, is a flagship project.
A. 2. Stage of Project Preparation
The project is now on the final stage of architectural and engineering design
planning.
A 3. Extent of the EIA Study-A 3.1. Scope of the Study
The study encompasses the construction and operational stage ofNAIA IPT 3
A. 3. 2. Magnitude of the Project
The ETA study encompasses the principal environmental concerns associated with
airport projects such as:
a. aircraft noise on institutional/residential areas particularly at night;
increased traffic congestion in the airport approaches;b.
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c. increased risk from aircraft accidents in populated areas along the
I flight path;
I d. fire hazards;
.
e. ambient air quality;
surface water quality;f.
I g. hydrogeology;
I h. impact on flora and fauna;
social perception1.
emergency preparednessJ.
I A 3. 3. Person or Agency Performing the EM Study
This EIA study has been prepared by A. PASCUAL ENVIRONMENTAL
TheCONSULTANCY SERVICES and KONSUL T A PHn.IPPINES, INC.
assistance of TEEM" INC. was sought in the task of data gathering and analysis.
Please see ANNEXES 1 and 2.
3
A. 4. Brief Outline of the EIA Study
The EIA study investigates and analyzes the principal environmental
concerns which may be present during the construction and operational
stages of the project; and formulates mitigating measures.
I A. 4. 1. During the Construction Stage
I a. Physical Environment
.
1 Water quality and quantity
2. Air quality
3. Fire hazards
4. Generation of solid waste
b. Ecological Environment
1. Impact on Paranaque river
Socioeconomic Environmentc.
1 Impact on employment
2. Impact on City income
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3. Road traffic congestion
4. Community acceptance of the project
I A. 4. 2. During the Operational Stage
I a. Physical Environment
.
1 Water quality and quantity
2 Air quality
3, Fire hazards
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4.
Generation of solid waste
Ib. Ecological Environment
1. Impact on Paranaque River
Socioeconomic Environmentc.
1 Impact on employment
I2. Impact on City revenue
3. Road traffic
4 Impact of noise from aircraft movement
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5. Risk from aircraft accidents
Accredited social scientists from the University of the Philippines conducted the
social survey. Actual measurement of noise at NAJA vicinity was undertaken at
various points covering a 24 hour period. Soil borings were undertaken. Samples
I of TSP in the vicinity were taken and analyzed. Other baseline data on surface
I water quality, hydrogeology, and flora and fauna were taken likewise.
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B. DESCRIPllON OF THE PROJECT
B. 1. Type of Project
IThe proposed NAIA International Passenger Terminal 3 (NAIA IPT 3) is a major
infrastructure project; to be designed, financed, constructed, and operated under a
IBuild -Operate -Transfer (BOT) scheme.
IB. 2. Need for the Project
The existing NAIA International Passenger Terminall (NAIA IPT l) was opened
16 years ago in 1981. By 1990 it had exceeded its design capacity of only 4.3
million annual passengers. NAIA IPT 1 has since been expanded by the
.
I construction of the functional areas within the existing terminal building.
Presently, NAIA IPT 1 has a maximum capacity of7 million passengers annually.
I In 1996, this capacity was reached
-The proposed NAJA IPT 3 will replace the existing NAJA IPT I with the primary
.
objective of finally setting up an international gateway comparable to, if not
better than those of neighboring Asean countries. Additionally the proposed
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NAJA IPT 3 which is an essential part of the MIAA Airport Master Plan, aims to
capitalize on the ideal location of the Philippines, and enhance the movement of
increasing international passenger traffic, trade and commerce in Asean and the
Pacific region. The NAJA IPT 3 concept and design development endeavors to
Iprovide a state -of -the art international passenger terminal consistent with the
expectations of global travel in the coming 21 st century.
B. 3. Location
The selected site for IPT 3 is at Villamor Airbase, Pasay City, which was ceded to
Ithe Bases Conversion and Development Authority (BCDA). The site is 1.5 krnInortheast of IPT 1, 5 kIn southwest of Makati BDC, and 8 kIn southwest of
.
Manila. It is located east of Runway 13/31 and north of Runway 06/24 with an
I approximate area of 63 hectares as shown in ANNEX 3.
The approximate point to point distance ofIPT 3 boundary is 430 meters from the
.
I point of intersection of Sales Road and Kalayaan Exit Gate (Pt. A) to Pt. B
parallel to the existing taxiway 13/31 running 1,785 meters to Pt. C. From Pt. C, it
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is 670 meters diagonally up to the intersection of Andrews Avenue (Pt. D) of
Villamor Airbase and then 1,260 meters going back to Sales Road and Kalayaan
intersection.
Vehicular access to the IPT 3 site will be provided by Sales Road connecting to
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the South Luzon Expressway on the northeast and Andrews Avenue connecting toIRoxas Boulevard on the northwest. Airside access to IPT 3 site from Runway
06/24 will be provided by taxiway 13/31 (upgraded) which will be complemented
by a parallel taxiway in addition to the apron taxilane.
B. 4. Size of the Operation
The proposed NAIA IPT 3 will be designed, financed, constructed, and operated
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I TheBuild-Operate- Transfer (BOT) scheme. newby PIATCO under a
.
international passenger terminal is planned to accommodate thirteen (13) million
passengers annually. The operation of the new terminal will involve the normal
and internationally accepted procedure of providing security to the passengers,
assisting airlines in their ticketing operations, baggage handling, safe boarding
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adaptable to changing requirements. The proponent likewise recognizes the fact
that implementation must be a requisite to meet longer-term needs.
The design direction for the terminal. therefore. will take into serious
Iconsideration the following aspects:
Ia. Simplicity and clarity -Passenger access and orientation, as they move from
Iairside to landside, will involve minimum complication.
b.
Operating efficiency -A tenninal layout to satisfy passengers and operators
.
I and meet targetted operational standards -in tenns of spatial provisions and
processing systems -will be designed.
c. Comfort and convenience -Environmental qualities and aesthetic ambiance of
.
I the interior will provide for an attractive, friendly, calm and reassuring
I atmosphere without necessarily indulging in an extravagant expression.
-Amenities to satisfy both passengers and visitors will be conveniently located
and in sufficient numbers.
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Flexibility and expansion -emphasis will be placed on adaptability in terms ofd.
incremental expansion and expandability as a balanced system. The plan will
be designed with regard to construction and functional cohesion as well as
architectural unity in all stages of development.
B. 6. 2. Minimum Design and Performance Standards
The Implementing Rules and Regulation (IRR) of RA 6957, as amended by RA
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7718, require that the proponent should abide by the minimum design andIperfonnance standards in designing, constructing, operating and maintaining the
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I facility.
I B. 6. 2. 1. Design Approach
The operational qualities of the new tenIlinal will be manifested with the
incorporation of the planning criteria and objectives. However, it would also
I balance the development in both physical and economic tenns, where efficient
planning and phasing will respond to the need to control cost and at the same time
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enhancing functional perfonnance. This will reduce operational and maintenance
costs while raising revenue to be generated by the commercial opportunities.
The potential for revenue from concessionaires has been recognized as a boon to
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running an international airport. For departing. transfer and transit passengers, the
various concessionaires will be effectively located within physical proximity to
the gate. The concept of open boarding lounges interspersed with a variety of
commercial outlets along the departure concourses will capitalize on this notion,
.
The underprovision of space, which results in the rather unnecessary and
unfriendly exclusion of the large numbers of well-wishers and greeters
.
I experienced at the existing International Passenger Tenninal will be avoided in
-the final design of the proposed new terminal. The approach towards integration
of these faci1ities will be followed inorder to maximize the commercial potential
while minimizing impediment to smooth passenger movement. Supplementary
control measures will be included inorder to maintain segregation at strategic
I parts of public areas.
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The final design of the project shall avoid the constraints posed by the structural
systems and technological concerns on baggage handling system, the mechanical
and engineering systems, computer controls, passenger movement devices and
information systems.
Interior design will be simple and with compositional clarity for a large and
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I complex building.
A principal characteristic will be visibility of passenger processing and
orientation. Clarity of spatial organization and strategic placement of passenger
amenities will be included in the final plans, since they contribute to the visual
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I and physical comfort of the users.
All designs will comply with the established rules and guidelines of international
I security standards.
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B. 6. 2. 2. Terminal Design Parameters
The design concept is a function of a number of factors including the size and
nature of traffic demand" processing systems and separation between arriving and
departing passengers.
Priority will be the effort to achieve a balanced capacity between airside and
Ilandside facilities compatible with a terminal complex that would be capable of
eventually handling a two-way flow of not less than 6,000 passengers during the
peak period.
The following parameters, which are symphathetic to the prevailing mode of
operation at the existing NAJA International Passenger T enninal. win fonn the
basis of developing the conceptual allocation of functional areas in the tenninal
The terminal will be designed as a combination of fixed and remote gate
a.
positions with buses to transport passenger to and from remote aircraft
positions. A ratio of at least 70:30 would be adopted. Passenger boarding
bridges shall be equipped with double-door gateways.
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b. Passenger processing will be on two levels, with transfer and transit activities
facilitated.
Immigration controls will be centralized.c.
Id. Security screening will be centralized No intermingling of arriving and
departing passengers will be allowed.. Security screening will take place prior
to checking-in and immediately upon immigration clearance for departingIpassengers. The Departure Concourse will be always maintained as a 'sterile
area' allowing for flexible open boarding lounges. Final hand baggage check
will take place before boarding at each gate. Arriving passengers will be
segregated with use of a 'distribution corridor'. A separate Arrival Mallon the
mezzanine level below the Departure Concourse will be constructed.
The tenninal will interface with a two-level road system with an additional
e.
arrival pick-up for local travelers with the high greeter per passenger ratio.
Car-parking needs will be adequately met by a multi level carpark, to be
connected conveniently to the Terminal.
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f. Access for both well wishers and greeters will be controlled and amply
integrated with the Terminal without compromising operational efficiency.
g. Opportunities for public commercial amenities such as shopping and food and
beverage outlets will be maximized for mutual convenience and optimum
revenue generation.I
B. 6. 2. 3. Design Specifications and Performance StandardsIThe design specifications listed below provide quantitative information on certain
key components of the IPT 3. As general design specifications, the intent will be
to define the minimum or maximum quantitative requirements, which will be
utilized in on-going the preparation of the design and engineering documents for
the IPT 3
a. Passenger Handling Capacity
13 million passengersAnnual volume of passengers
Peak-day volume not less than 33 thousand passengers
not. less than 4 thousand passengersPeak-hour Departure or Arrival volume
Peak-hour Departure and Arrival volume not less than 6 thousand passengers
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b. Required Facilities
Aircraft Parking Stands 24-30 including 70 to 80 % of contact stand
Ib.l. Dual parallel taxiway in addition to apron taxilane
Scope of work
-Earthwork
I-SubgradeI-Subbase (30 cm)I-Base (30 cm)
-Asphalt Treated Base (ATB)
-Tack Coat
-Prime Coat
-Asphalt Concrete (6")
Taxiway center lights, edgelights and pavement markings.
b. 2. Apron and Vehicu/ar Lane:
b.2. 1. Apron
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Scope of work
-Earthwork
I-Subgrade
I-Cement Treated Base (CTB) 30 cm.
-Concrete (40 cm)
b. 2. 2. Vehicular Lane
Scope of work
-Earthwork
-Subgrade
Cement Treated Base (CTB) 20 cm.
-Concrete (26 cm)
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b.
2. 3. Passenger Terminal Building
The total floor area will be 180,000 sq. m. more or less.
b. 2. 4. Loading Device and Pallet Storage and Staging Areas
I Exterior areas for the storage and staging of ULD's and pallet will be provided.
I These areas will be adequate for the expected aircraft operations and will be sited
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in locations where the nonnal flow of aircraft movement area will not be affected.
b. 2. 5. Multi-level carpark
The multi-level carpark will accommodate at any given time a total of 3,000
vehicles. The design capacity is deemed to be adequate because according to a
survey conducted by Louis Berger International, Inc. and SMDI Consultants, Inc.,
approximately forty-two (42 %) of departing passengers use taxis which do not
require parking in the carpark. Moreover, some twenty per cent (20 %) of arriving
passengers are foreigners most of whom likewise use taxis. Lastly, it should be
noted that not all private vehicles use the carpark.
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IB. 6.2.5. Utility Requirement and Estimate of Demand
I2,500 cu.m./ dayDomestic Water Supply *
1,000 cu.m.
2,080 cu.m./ day
Min. fire fighting water supply *
Sanitary sewer flow *
10-yr rainfall
15 MV APower Demand *
and otherTo be supplied by PWTCommunication
telephone companies
* these requirements are mandated by DOTC-MIAA as contained in the Terms ofReference. However, the consultants, Pacific Consultants International Asia (PCI) hadlikewise calculated the requirements based on the passenger capacity of the terminal,
cooling tower capacity.II Please see ANNEX 5 for the Preliminary Engineering Design.
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I C. DESCRIPllON OF THE ENVIRONMENT
The proposed NAJA IPT 3 will be located at Villamor Airbase which is under the
I territorial jurisdiction of Pasay City. Geographically. Pasay City is located
adjacent to the City of Manila; and is bounded on the south by Paranaq~e. on the
northeast by Makati City and T aguig, and on the west by Manila Bay.
Pasay City is located at latitude 140 32' N and longitude 1210 00' E, and with
elevation of21.0 meters. In terms of area Pasay City is the third smallest political
Isubdivision of the National Capital Region (NCR) also known as Metro Manila
I(M.M.). Pasay City has a total land area of 18.5 square kilometers of which only
5.0 square kilometers is the City proper. The Civil Aeronautics Administration
(CAA) complex, which include both the present NAJA IPT 1 and Villamor
IAirbase, occupy a total of 9.5 square kilometers. The rest of the area is the
Ireclamation site which is around 4.0 square kilometers.
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-Among the ]ocal government units in the NCR, Pasay City has the largest area
devoted to utilities covering over fifty-one per cent (51.35 %) of its total land
ar~ or the equivalent of9.5 square kilometers more or less.
Pasay City is known for its entertainment business such as restaurants, coffee
I shops, night clubs, karaoke bars, particularly those located near or along Roxas
I Boulevard facing the Manila Bay. Pasay City is composed of seven (7) districts,
I divided into twenty (20) zones, with a total of200 barangays.
Zone 19 where the proposed NAJA IPT 3 will be located, is considered the largest
among the 20 zones of Pasay City. Zone 19 covers an area of 5.1 square
kilometers more or less.
C. 1. Physical Resources
Ic. 1.1. Topography
Metro Manila is characterized by three (3) distinct land fonns, namely, the
elavated undulating area; the Marikina Valley and adjoining fault escarpments;
and the flood plain areas extending towards Manila Bay.
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I Pasay City, in general, is situated in acoastal plain. The reclamation area on
I Roxas Boulevard, west of the city, acts as its buffer zone. Thus, its physiography
is characterized as former and tidal flats. Zones 1 to 15; and Zones 17 and 18 lie
in the fonDer tidal flat area; while the western part , Zones 16, 19 and 20 are in
the active tidal flats.
I A greater portion or approximately seventy -five per cent (75%) of Zone 19
.
(which includes the Civil Aeronautics Administration, the present NAJA. and the
proposed NAJA IPT 3, has undulating low graded tuffaceons plateau soil.
In general, Pasay City is a plain with only a slight slope ranging from 0 to 2%.
Zones 1 to 18 have a slope of 0 to 1%, while Zone 19 varies from 0 to 12%. The
eastern part of Zone 19 is considered a bit hilly with a slope of2 to 12%. This is
the highest portion of the City. Please see ANNEX § for the Map of Pasay City
Iindicating the various zones.
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c.
1. 2. Geology and Soil
Rocks of various origin and characteristics consisting primarily of agglomerates,
pyroclastics, sandy tuffs, and cinder beds underlie the whole of Metro Manila
area. These occur in association with other properties in alluvial deposits,
reworked tuff and volcanic ash, often displaying desirable hydrogeological
properties. Complex tectonic and volcanic events, mainly during the Late Tertiary
and Quaternary periods, together with large relative sea level changes have
produced the basic structure observed presently in the project site. Please see
ANNEX 7 for the Geologic Map of Metro Manila.
The Metro Manila area is said to be underlain by Kinab~ Maybangi~ and
Antipolo Diorite Fomlations of Cretaceous to Paleogene Age; the Angat and
Madlum Formations of Neogene Age~ and the Guadalupe and Laguna Formations
Iand Alluvium of Quaternary Age. In the sturdy area, the Manila Bay Alluvium is
the existing geologic fonnation. The alluvium thickness is estimated to range
from 5 m to 10m. The alluvium is mainly composed of soft clay and thin loose
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sand. The existing Marikina Fault is estimated to be 10 kilometers east of the
project site.
Soil type existing in the project site is Guadalupe clay type. Borings made within
the area show soft compressible clays and silts and looses to depths of 7.5 meters.
Borings drilled in the vicinity reveaJ stiff plastic clay and coarse grained aJluvium
to depths ranging from 5 to 8 meters where tuffceouslsedimentary rocks exist.
c. 1.3. Seisnwlogy
Metro Manila is generally affected by tectonic earthquakes generated at the
Manila Trench of the Philippine Fault Zone which extends from the Tablas -
Alabats sections up to the Laur -Baler -Dagupan sections. The area is likewise
affected by tremors generated as far as the Casiguran Fault -East Luzon Trench
Iwhich includes the Marikina Fault. Scale in their epiceuters. normally 80 to 100
kilometers away, are usually felt in the Metro Manila area within intensity 4 to 7
in the Rossi -Forrel scale.
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c.
1. 4. Climate! Air Quality/Meteorology
In the 1992 Air Quality Study conducted by the Ac;ian Development Bank, the
prevailing 24 hour Total Suspended Perticulate (TSP) in Metro Manila is 115 to
256 }.lg/Ncm. The latter is beyond the ambient air quality standards of 230
Jj.g/Ncm. Source of this polutant is attributed mostly to motor vehicles. An
ambient air quality survey conducted on 10 March 1998 at the project site showed
the following results
Station 1 (Andrew St. comer Tramo St.) TSP was 485 JJ.g/ncm
Station 2 (13th St comer 8th St, Villamor Airmen's Village) TSP was 334 ~g/ncm
Station 3 (Sales St. comer Manlunas St., Villamor Airmen's Village) TSP was
212 ~g/ncm
All of the TSP results were above 90 ~g/ncm standard. Hence, an air purifier
system will be set up together with the centralized air conditioning system of the
Itenninal building.I
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.
Base]ine Noise Leve]s gathered ]ast 10 to II March 1998 were as follows:
DATE ST AnON TIME dBA
3/10/98 1 10:55 72.7
2 11:10 66.4
3 301 67.0
4 15:40 50.1
20:10 59.8
2 19:35 52.8
3 19:50 53.5
4 19:10 54.8
23:40 60.31
23:10 41.22
3 23:25 54.4
24:00 54.04
04:40 56.73/11/98 1
04:55 53.82
53.43 05:10
05:35 48.04
Daytime noise level averaged approximately 64.0 dBA. The nightime average
level was 53.56 dBA Noise generation emanated mostly from motorcar vehicles
and tricycJes. Both average readings exceeded standards for residents: 55 dBA
(daytime: 9:00 -18:00) and 45 dBA (nightime: 21:00 -5:00).
Please see ANNEX 8 for the DENR Ambient Quality and Emission Standards for
Noise,
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The Philippine Atmospheric Geophysical and Astronomical Servjces
Administration (PAGASA) classifies climate in the Philippines on the basis of
temporal rainfall distribution. The portion of the study area is classified under
Type 1 (Coronas Scheme): two pronounced seasons, dry from November to April,
and wet from May to October as shown in ANNEX 9. The mean annual rainfall
over the study area is around 2000 mm.~ varying from 1900 mm. in the western
part to 2500 mm. towards the Eastern High1ands.
Temperature ranges from minimum of20 °C around January and February, to a
maximum 35 °C around April and May. Mean monthly temperature varies from
25 °C to 30 °C. Mean annual temperature is placed at 27 °C. Monthly relative
Humidity ranges from a maximum of 95 % in August and September to a
minimum of 55 % in March and April. Mean annual relative humidity is 76 %.
Three wind regimes prevail over the area as shown in ANNEX 10. namely (1) the
INortheast Monsoon which is dominant from October to January or until February;
(2) the Trades, from March to May, and (3) the Southwest Monsoon, from June to
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September. The monthly wind speeds in the area range from 3 to 4 mps with
annual nonnal 3 mps. Wind speeds of equal to or greater than 3 mps occur during
the months of February to May. The highest ever recorded wind speed in the area
was 5() mps in November 1970.
In particular, available from the Philippineinformation Atmospheric,
Geophysical, and Astronomical Administration (PAGASA) at its station NAlA
(MIAA), Pasay City, regarding the climatological averages for the period 1961 to
1995, disclosed that the total annual rainfall in Pasay City was an annual average
of 1,849.2 millimeters.
Rainfall in Pasay City starts to become heavy during the period of May to
November. Normally the months of July and August record the highest monthly
rainfall of 363 millimeters and 414 millimeters, respectively. The month of
February nonnally registers the lowest monthly rainfall averaging some 3
millimeters.
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Pasay City has an average temperature ranging from 23.2 °C to 32 °C, or a mean
temperature of 27.4 °C. Please see ANNEX ll-A for the Summary Statistics on
Climatological Normals, and ANNEX Il-B for Statistics on Climatology
Extremes in Pasay Sity as prepared by the P AGASA Station at NAJA.
The monthly normal wind speeds range from 2 to 4 meters per second (mps) with
an annual normal speed of 3 mps. The wind speed equal to or greater than 3 mps
normally occurs during the months of February to May.
C. 1. 5. Groundwater
The hydrogeologic setting of the area is under Manial Bay deltaic alluvium. The
aquifer system is sand and has an average depth that ranges from 34 m to 69 m
from ground surface. The aquifer is recharged with 109 to 198 mm/year of
rainfall, and has conductivity of 1m/day (NHRC, 1992; Pascual, 1993). However,
based on GPI's 22-bore logs, water table ranges from 1.0 m to 7.5 m from the
Iground surface.
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c. 1. 6. Surface Water
The existing surface bodies of water near the project site are Manila Bay
(approximately 400 meters to the west), Paranaque River (approximately 500
meters to the northwest), and Maricaban Creek on the north. Additi~naIly, in and
around the vicinity of the project site are creeks and esteros. A creek passses
through the heart of Pasay City, which also serves as the boundary between the
City proper and MIAA property compound. There also exists secondary drainage
divides starting from Zone 17 passing thru Zones 18 and 19 where the proposed
NAJA IPT 3 will be constructed These creeks and secondary divides lead to the
Paranaque River, which in turn finally exits to Manila Bay.
A creek serves as the discharge point of treated waste water from the existing
MIA Sewage Treatment Plant, a portion of which has been rehabilitated with the
installation of concrete drainage pipes. The creek drains near the confluence of
ultimately towards the Manila Bay. Both the Paranaque River and ~ Pinas River
.34
are classified as Class C surface waters. Class C waters are normally intended for
fishery use (propagation and growth of fish and other aquatic resources)
recreational purposes (boating, etc.), industrial water supply (manufacturing
-processes after treatment). and other uses lower in classification. Paranaque River
water quality sampling was conducted in March 1998 at the bridge along MIA
Road near Land Transportation Office. Surface water quality result is enumemted
as follows:
~56 mgil
StandardParameter
BOD 50 mg/l
100 mg/l
70 mg/l
5.0 mg/l
COD 285 mg/l
70 mg/lTSS
Oil & Grease 3.90 ffig/l
In a study conducted by the Environmental Management Bureau in August of
1996, as part of its Manila Bay Monitoring Program, it was concluded that the
Manila Bay water can be considered unsafe for primary contact recreational
activities due to domestic pollution emanating from the coastal communities. The
results of the water sampling were as follows:
.I 35
~27°C
Parameter
Temp.
Standard (Class SD)
pH
DO
7.87 -8.25 5.0 -9.0
7.6 mg/l
1.01 mI1P04
N04 0.4 mg/l
5.4 mg/lOil & Grease 15 ffig/l
Fecal counts are exceedingly high at Baclara"" South Breakwater. Fasig River
outlet, and Bacoor. The sedimentation rate was found to be relatively hOgh near
the mouth of Pampanga River and within Bacoor Bay area both which exhibited
rates of approximately 4.3 cm/year.
From a study made in December 1993 for the 100 MW Power Barge Project at
Tacoma Wharf, Engineering Island Complex in Manila Bay, sampling of water
was undertaken with the following results: BOD ranges from 72 ppm to 5,500
ppm; COD rages from 120 ppm to 9,000 ppm; illS ranges from 2,200 ppm to
33,000 ppm; TSS ranges from 38 ppm to 82 ppm; Oil and Grease values range
from 20 ppm to 300 ppm; and Total Coliform Count ranges from 130,000
MPN/IOO to 300,000 MPN/IOO.
36
for Class SC waters.
C. 2. Ecological Resources
C. 2. 1. Fisheries
There are no fishponds nor active fishing within the project site. The nearest
fishponds are along the Coast of Manila Bay. No active fishing is done in both the
Paranaque River and Las Pinas River.
C. 2. 2. Wildlife
The only conspicuous fonD of wildlife, if one should tenD it so. are birds (mostly
sparrows) which rest, feed and rear their young in th trees and buildings within th
vicinity of the project site.
c. 2. 3. Forest
There are no forests within or outside the vicinity of the project site showed that
the following: about 500 Narra trees lining both sides of Andrews Avenue; 400
other types of Mahogany likewise lining both sides of major streets; 200 Ipil- ipil
I
I ~7-'
Itrees~ 300 mango trees~ 700 bamboo trees, and more than 800 banana trees among
others.
C. 2.4. Rare or Endangered Species
Being a part of an urban ecosystem, there are no flora and fauna endangered
species within the vicinity of the project site.
I C. 3. Human and Economic Development
C. 3.1. Population and communities
C. 3. 1. 1. Population
Published statistics from the office of the Population Management Program of
Pasay City revealed that in 1997, the population of Pasay City was 424,535, of
which 2,705 persons from squatter areas were relocated, resulting in a net
estimated population of 398,519. The distribution of Pasay City's population by
age and sex is as follows:
38
P ASA Y CITY
POPULA nON BY AGE AND SEX DISTRlBUnON
1997
AGE GROUP0-11-45-9
10-1415-1920-2425-2930-3435-3940-4445-4950-5455-5960-6465-69
70 & aboveTOTAL
MALE5,579
23,] ]427,09924,7082],919]8,73015,94113,9481 ],557
8,7677,5725,5794,7823,5872,7904,384
200,056
FEMALE5,97822,31725,90423,91120,72319,12917,13614,34711,1598,7677,1735,9784,3843,9853,1884,384
198,463
BOrn11,55745,43 ]53,00348,6] 942,64237,85933,07728,29522,71617,53414,74511,5579,1667,5725,9788,768
398,519
Source: Directional Plan of the Philippines Population Management Program
Department of Health Pasay City, Metro Manila
C. 3. I. l.a. Population Growth
Population change is mostly attributed to migration. Nevertheless indicative
population growth rates among the various zonal districts of the city showed that
Zone 20 registered the highest growth rate due mainly to the proliferation of
squatters in the area. Zone 6, a blighted district registered second highest growth
rate, while Zone 3, a commercial area revealed the lowest growth rate. These
Ijndicated the continuing jnflux of migrants into low income areas. Zone 19 where
39
the proposed NAJA IPT 3 project will be set up, registered a growth rate lower
than that of Zones 20 and 6, but slightly higher than that of Zone 3.
C. 3. 1. I.b. Population Density
I
.
square kilometer. This indicates congestion which is one of the more serious
problems faced by the city. The most congested parts of Pasay City are: Zone 1,
Zone 8, Zone 13, Zone 18, Zone 17, Zone 19, Zone 2, Zone 7, and Zone 11. Zone
20 exhibited a population density lower than the regional average.
I The main cause of the extremely high density of Pasay City is concentration in
commercial establishments. People from the provinces who have found
employment in the City's commercial establishments, eventually settle in the
area. At the rate her population is growing, Pasay City could have a density of
31,131 persons per square kilometer by the year 2000. This figure would be way
above tolerable limits.
40~
I
twelve per cent (12 %), health services at eleven per cent (11 %), educational at
seven per cent (7 %), and other types of services at fourteen per cent (14 %).
Commercial activities are distributed as follows:a) most of the wholesaling of
construction materials are along EDSA; b) establishments selling motor vehicle
parts are located along Taft Avenue; c) retailing of home furnishings are along
Taft Avenue; d) gasoline stations are clustered along Harrison; banking services
are along Libertad Street and Taft Avenue; e) and restaurants and night clubs and
cocktail lounges are along Roxas Boulevard
In terms of percentage, wholesale takes up twenty-two per cent (22 %); retail, five
per cent (5 %); other types of services forty-nine per cent (49 %).
The medium industrial area in Pasay City is the Malibay District which covers
Zone 16, Zone 17, and Zone 18. In addition the light industrial area is located
beside Tripa de Gallina, covering Zone 6, Zone 8, Zone 13, and Zone 15. The
presence of the secondary drainage divides in Zone 17 and Zone 18, and the
43
I
stream passing thru Zone 16 and Zone 18 is the main feature which attracted the
medium industries to locate in the areas.
.
I C. 5. Infrastructural Facilities
-C. 5.1. Water Supply
The water supply of Pasay City comes from MWSS. However, due to existing
defects in the distribution system, only eighty-eight per cent (88 %) of the city's
I total area has water supply. Among the seven districts of Pasay City. Malibay
experiences the most serious water shortage.
IIn additi°I? to the water supply from MWSS, the City Government of Pasay
constructed several extension wells and deep wells. However, water from these
wells is unfit to drink, and is merely used for washing. Salt water intrusion is
heavy in the City. such that in many areas nearer Manila Bay. water from these
wells are unifit for drinking.
I
I
I
C. 5. 2. Sewerage
Pasay City has no sewer line. The sewerage system is connected to the drainage
system.
-C. 5. 3. Rood Control and Drainage
There exist natural drainage in Pasay City. These are the creeks. One such creek
I which acts as the divider between the City Proper and the CAA Compound is
I quite deep, and serves Zone 16, Zone 17, and Zone 18. The creek empties into the
I Paranaque River.
IIn addition there are two (2) interceptors with pumping stations located in
Buendia Avenue and Libertad Street, which handle excess water from minfall,
and prevent flooding.
C. 6. Transportation
IC. 6.1. Roads
Pasay City has a total of 149.35 kilometers of road. Approximately forty per cent
while(40 %) or 59.398 kilometers are classified as National Roads;
4~
approximately sixty per cent (60 %) or 89.962 kilometers are City Roads.
Seventy-five per cent (75 %) of the roads is concrete. fifteen per cent (15 % )
asphalt, and only ten per cent (10 %) gravel
I The major thoroughfares in Pasay City are Roxas Boulevar~ EDSA. Aurora
.
Boulevar~ Domestic Road, Harrison Street, Libertad Street, Leveriza Street, Taft
Avenue, Buendia Avenue and Andreww Avenue. EDSA is a circumferential road
starting from Paranaque, passing through Pasay City, Makari City, Mandaluyong
I City, San Juan, Quezon City to Caloocan City.
C. 6. 2. Airports
Both the existing Domestic Passenger Terminal and NAJA International
Passenger Tenninal are claimed by Pasay City as within her jurisdiction.
IC. 7. Land Planning
C. 7. 1. Existing Land Use
IThe largest area in Pasay City is devoted to utilities. These are situated in Zones
19 and 20, and have a total land area of9.5 kilometers or approximately fifty one
46
per cent (51.35 %) ofPasay City's total land area. The rest of the City's land area.is divided among the different land uses, Zones 5, 10, 11, 14, and 16 are
predominantly commercial zones. Zones 1,2,3,4,6,7,8, 12, 13,17, and 15 are
I generally residential area. Zone 18 is an industrial area. while Zones 9 and 10
.
have a mixture of institutional, residential, and commercial uses.
C. 7. 2. Potential Land Use
I It is in the drawing tables of Pasay City 10 retain the existing, commercial strips
I in the City's major roads or thoroughfares. However, there will be limitations to
only a block or two blocks deep at the most. An example of this is the area along
Taft Avenue, with a one-lot deep commercial strip on both sides. Commercial
activities will be allowed, at the most" only two (2) blocks on its side.
IAccording to the City Planning Office of Pasay City, most of the Zones with
dominant residential uses will be retained, and commercial strips in such areas
Ishall be controlled such that no new similar structures will be allowed to be set
up. Thus Zones 8, 12, 13, 15, and 17 shall be purely residential. Mixed land use
47
will be allowed in Zones 1, 2, 3, 4, 6, 9, and 14 for residential and commercial
uses. Zones 5. 10. and 11 will be considered as commercial zones.
uses. For Zone 18, an industrial area, development shall be controlled. Thus, for
instance, the existing tires and paints manufacturing establishments will not be
allowed to renovate or expand their existing factories in the said Zone 18.
IHowever, non-pollutant industries will be encouraged to locate there, and those
I
Ialready existing will be allowed to expand Zone 19 where the proposed NAJA
I 1FT 3 will be located will continue to be classified in the City zoning as utilities
I (transportatio~ airport, communicatio~ etc.).
I C. 8. Power Sources and Transmission
I Electric power source is from MERALCo. Please see ANNEX 12 for indication
ofHf transmission lines.
48
I
D. ANllCIP A TED ENVIRONMENTAL IMPACTS' AND MITIGATION-I MEASURES
.
D. 1. During Construction Stage
D. 1. 1. Physical Environment
D. 1. 1. 1. Water Quality and Quantity
Earthwork, soil excavation, building construction, and ground preparation may
cause siltation! tubidity of Manila Bay and the river. The potential siltation of
Manila Bay will be practically since the project site is far removed from Manila
Bay. The potential siltation ofParanaque River due to the project is insignifican~
short term and reversible. During construction the estimated daily water
requirement both for personal use and for construction purposes has been
estimated at 250 cu. m. for personal use; and some 500 cu. m. for construction
purposes. It is expected that this daily increase in water demand of approximately
750 cu. m. will not affect the supply of water to the Residents of the City, because
49
I by ]999 two (2) new pumping stations of MAYNILAD WATER SERVICES,
-INC. will be operated and provide an additional! ,200 MLD of water.
D. 1. 1.2. Air Quality-The existing level of TSP based on the sampling conducted on 10 March 1998 is
.
from 212 J.lg/Nm3 to 801 J.lg/Nm3. This is above the ambient air level standard
for TSP of230 J.lg/Nm3.
Earthwork, soil excavation, ground preparation, and concreting activities will
increase the TSP during construction to a mOderately significant level, but
temporary and reversible in nature. More so since a comprehensive system of
netting will be used to control the spread of dust or particulate matter. Constant
watering of the ground to control dust will be regularly undertaken on a daily
basis.
Operation of heavy equipment such as bulldozer and excavator will cause
emission of carbon monoxide that will add minimally to the present deterioration
50
of air quality condition of the vicinity. This effect is moderate but reversible and
short term. (please see ANNEX 8-A)
D. 1.1.3. Fire Hazard
During the construction stage there will hardly be any fire hazard if none at all,
because no combustible material, will be used, nor will fires be ignited.
I D. 1. 1.4. Solid Waste
IDuring the construction stage, solid waste will be generated by some five hundred
(500) workers at the site at the rate of 0.2 kg! person! day or a total of one
hundred (100) kg. per day of wet and dry refuse. Solid waste will also be
I generated Disposable solid waste shall be stored in a 20' x 20' cargo van prior to
Ibeing collected daily by the Sanitary Engineers' office ofPasay City.
I
D.
1. 2. Ecological Environment
No increase in turbidity of Paranaque River and Manila Bay, which may affect
aquatic life that is thriving at the said surface waters will be generated during the
Construction stage. (Please see ANNEX 8-B)
I
I 51
I
D. 1.3. Socio-cultural-economicEnvironment
The project has a positive high impact which is long tenD and irreversible-
employment to Pasay City constituents.
It has also a negative moderate impact, which is the generation of solid waste
I from the construction activities and from workers temporarily residing at the
project site.
.D.
2. Environmental Impacts After Construction and During Commercial
Operation
D. 2. 1. Physical Environment
D. 2. 1. 1. Air Quality
During commercial operatio~ it is expected that no significant impact on air
quality within the area will be caused. The terminal building will be fully air
Iconditioned and equipped with dust filtration system. No significant smoke will
be generated by the potential restaurants and other eating and drinking
Iestablishments.
I
I 52
D. 2. 1. 2. Noise
I NAIA was projected as follows:
Projected Number of Aircraft 1/
High Forecast
44,180
Medium Forec~
44,180
Low Forecast;:--
44,180~1996
72,10067,400
72,300
61,700
65,200
200178,300
200279,70077,50068,900200380,100
72,900
77,000
2004
2005
79,700
79,900
79,100
78,300
78,9002006
80.500
79.200
78.00078,5002007
2025 71,900 59,700
1/ Low Forecast was made by PlATCO; the Medium and High Forecasts were made byHalcrow. From the year 2007 to 2025, the assumption was made that other flightswould be diverted to Clark International Airport, since the NAJA IPT 3 would havealready reached the 10 million passenger capacity for three (3) consecutive years.
Please see ~:I;;X 8:12..
65,300
.I
53
II
In the same study the distribution over the hours of arriving and departing aircraft
as experienced by the present NAJA IPT 1 showed that the hours of 8:00 AM and
2:00 PM, are the peak hours when understndably the noise level would be higher.
I Thus, the noise level during the hours of 5:00 AM to 10:00 Am was measured
having a range of 48 dB to 72 dB. The noise level at 2:00 PM was 50 dB. The
least number of departing and arriving aircraft occur during the hours of 10:00
PM to 5:00 AM. during which period the noise level is approximately 41 dBA. It
was concluded by Halcrow Fox that the same pattern of arrivals and departures of
aircraft would be maintained. However. because of the increase in the number of
aircraft movement from the average of 50,000 in 1991 to 61,400 by the year 2000,
the increase in the noise level is expected to increase somewhat. Nevertheless
according to ICAO Standard Aircraft Noise (Annex 16 Vol.l, 3M Ed., July 1993),
the maximum noise level at lateral approach is 108 EPNdB for a take-off mass of
272,000 kg. or over. Based on the IPT 3 Building Design. it could accommodate
16 wide-bodied Jumbo Jets and 6 smaller Jets. Using the maximum noise level of
I-
S4
I 108 EPNdB per aircraft, total noise level is 118.6 dBA on the assumption that all
I
these aircrafts are veering up. Using acceptable noise standard for an Airport of
65 CNEL (San Francisco International Airport), it is estimated that for the years
2001.2007. and 2025. the CNEL wil be 32. With this estimated level there will
be no breach of standards. CNEL=84.2-2] Jog] 0 D + Jog] 0 N, where D=distance,
N=no. of aircraft per day. Using D=4oOrn, N=145 (2001), 160 (2007), & 160
(2025).
D. 2. 1.3. Sufficiency of Domestic Water Source
Following a meeting between PIATCO and Maynilad Water Services, Inc. on
7 November 1997, it was conflmled that Maynilad could fully supply the
3,000 cu.m. daily requirement ofNAIA IPT 3.
Water supply to the NAIA IPT 3 will come from the existing 400 mm diameter
main along Tramo Road. This diameter main is supplied from the 1,650 mm.
diameter feeder along EDSA, which is connected to the Pasay Pumping Station
and Reservoir.
I 55
Additional tapping for the proposed NAJA IPT 3 will be from the existing 900
mm diameter water main along South Super Highway. which is being supplied
I from Fort Bonifacio Pumping Station and Reservoir. In addition. A 1,200 mm
I diameter water main has been proposed to be laid along the South Super Highway
-under the existing project termed as Mani]a South Water Distribution Project.
This will include a new Fort Bonifacio Pumping Station no. 2 expected to be
I operational by 1999, these two water supply projects will provide an additional
1,200 Mill of water. more than enough to supply the projected need of the
proposed NAJA IPT 3. On 19 May 1998, a team from Alan Stratford &
Associates met with Maynilad Water Services, Inc. to reconfirm the commitment
of the latter to fully supply the water requirements. It is expected that the
estimated daily water demand of approximately 2,500 cu. m. will easily be
provided without causing any shortages for the communities.
56
ID. 2. 1. 4. Water Quality
Waste water effluent is estimated to reach approximtely 2,000 cu. m. per day. It
was logically assumed that the balance of 500 cu.m. per day would be either used
I by the air conditioning system (cooling tower); and! or to water lawns and other
.
ornamental plants. A substantial amount would evaporate; would be spilled on the
ground; and would be used as drinking water by well-wishers who discharge later
outside of the Terminal. The water quality of effluent from the sewage treatment
plant and from the various establishments in the proposed NAJA IPT 3 project
will be closely monitored to detennine water pollution indices such as TSS, E.
COLL that are beyond pennissible limits set in the national water quality
standards as a result of possible systems failure.
The pollution indices will include physical, chemical, and bacteriological
characteristics of the treated waste water. The proposed NAIA IPT 3 will have its
own sewage treatment plant which will use one of three (3) effective
processes,namely 1) extended aeration process~ 2) rotating biological contractor~
57
.I
3) sequential batch reactor, and will discharge properly treated eftluent to the
Paranaque River.
.
I Oil and any hazardous waste will be properly collected separately, and will be
I conveyed to a special industrial waste water ~eatment plant before the effluent is
discharged into the sewerage treatment plant for further treatment.
D. 2. 1.5. Solid Waste Disposal
The proposed NAIA IPT 3 project will have a central stainless steel garbage
compartment on the ground floor. This will be the area where solid waste will be
brough~ and stored after having been subjected to sorting out inorder to segregate
cans, plastic materials and paper for recycling purposes. From here, solid waste
will be hauled out and disposed of by the Pasay City Sanitary Engineers Office.
Disposal of treated solid waste will be done twice daily.
58
I D. 2.1.6. Traffic Management
In the Vehicular Traffic Survey, Analysis and Forecast for NAIA IPT 3 conducted
by SMDI Consultants, Inc., vehicular traffic demand forecasts were made starting
in the year 2002 as the Opening year of NAJA IPT 3; and for the years 2007,
2012" and 2017 or at intervals of five (5) years. Growth rates in traffic volume
were based on the growth of international passenger traffic as projected by
PIATCO, developments near the site such as the full development of the privately
acquired land in Fort Bonifacio, and normal traffic growth.
The vehicular traffic forecasts were made for the vicinity of NAJA IPT 3, more
particularly traffic along Andrew Avenue, Sales Road and Trarno Road. Base year
traffic data considered were the morning peak volume. and the daily traffic
volume. The results of the forecast for the morning ~ak volume were as follows:
Year Iram~RQad Andrew Avenue Sales Road
2002 4,470 3,290 3,620
2007 6,062 4,923 5,173
2012 6,993 6,322 5,829
2017 7,930 6,991 6,589
I 59
I
The airport peak hour traffic to and from NAIA IPT 3 by type of vehicle was
projected as follows:
Year-Dir Carl Jeep
Van! P-up
2,601
1,419
3,195
1,774
3,670
2,058
3,670
2,058
Taxi HOV
Taxi
212
271
260
339
299
393
299
393
Jeepney PUB PVT.
Bus
28
13
35
17
40
19
40
19
Truck!
Trailer
II
2
13
2
I5
3
15
3
M'cycle/
T' cycle
70
34
86
42
99
49
99
49
Total
2002-1n
-Out
2007-1n
-Out
20l2-1n
-Out
20l7-1n
-Out
1,056
592
1,297
741
1,490
859
1,490
859
148
165
182
206
209
239
209
239
89
50
4,216
2,547
5,179
3,184
5,948
3,693
5,948
3,693
110
63
126
73
126
73
The results of the forecasts for the daily traffic volume were as follows:
ygr Tramo Road
72,833
Sales Road
60,333
Andrew Avenue
54,8332002
2007 ]0],033 82,050 86,883
The Peak Traffic demand on the access road to NAIA IPT 3, which is double tha~
of the morning peak traffic were projected as follows:
60
I
I
indication of the high level of commitment of the various government agencies
including DPWH and the local governments of Pasay City and Paranaque to plan
Iand actually undertake the infrastructure support listed previously. Please see
IANNEX 11.
The forecasted results on improvement (decrease) in the morning peak traffic
volume when the road network improvement will have been completed were as
follows:
Without Road Network Improvements
Tramo Andrew ~4,470 3,290 3,6207,930 6,991 6,589
With Road Network Improvements
Tramo Andrew ~4.588 3.779 1.5107.484 6.563 4.869
~20022007
Please see ANNEX 13.
To further reduce the volume of vehicular tTaffic the following additional road
network improvements will be vigorously pushed by PIA TCO to be completed
not later than 2017:110
I a. On / off ramps from the Manila South Skyway to Andrew Avenue
b. Elevated Highway along Airport Road from Roxas Boulevard
62
I Extension of ED SA MRT to NAJA IPT 3c.
-There may also be an effect on traffic management along Andrew Avenue if there
is improper storage and safekeeping of construction materials such as sand,
gravel, steel bars along the road which might cause traffic inconvenience and
clogging of drainage pipeJine due to washed aggregates. However this probJem
will not arise because storage of all construction materials will be within the
construction area. (For further details please see the Final Report on Traffic
Survey, Analyses and Forecast for NAJA International Passenger Terminal 3 as
prepared jointly by Louis Berger International, Inc. and SMDI Consultants Inc. in
December 1997)
D. 2.1.7. Loss of Natural Habitat
Since there are no known endangered species of flora and fauna, there will be no
loss of natural habitat to speak of.
63
D. 2. 1. 8. Increase in Population
The commercial operation of NAJA IPT 3 may trigger a mild migration of
potential job seekers, and business enterpreneurs into Pasay City and other
surrounding areas.
D. 2. 1. 9. Employment! Taxation
There will definitely be a significant but positive impact on employment. It is
projected that direct employment opportunities to be created will be
approximately 3,000. Indirect employment opportunities are estimated to reach
10.000 employees. Similarly the proposed NAJA IPT 3 project will have a very
significant positive impact on taxation in terms of increased collection of EVA T ,
personal and corporate income taxes. The commercial operation of the NAIA IPT
3 is expected to pay to the national government the following projected schedule
of Corporate Income Taxes:
64
Projected Corporate Income
Tax to be Paid by
PIATCO
2001 -2010
~ Income Tax Pavrnent
( U. S. $ )
2,543,4002001
2002 2,894,200
2003 3,095,250
2004 3,751,350
2005 3,158,850
2006 3,594,450
2007 4,515,050
2008 4,562,950
2009 4,833,400
2010 4,914,900
In addition~ the proponents of the proposed project NAJA IPT 3~ are committed to
guarantee the annual payment to the Philippine Government of the following:
6S
.I
Strict compliance with proper waste disposal, and with the cleanliness in the
NAIA IPT 3 premises will be ample safeguards against any negative impact on
the health of the surrounding communities.
D. 2. 2. Ecological Impact
No impact on flora and fauna.
D. 2. 3. Socio-economic-cultura1 Environment
D. 2. 3. 1. Impact on employment
There will be a positive, long term, and significant impact on employment for the
outlying communities. The expectation is the project will create at least 3,000
direct employment oppotunities and an estimated 100,000 indirect employment
opportunities. The direct employment will be generated by a) the project proper
which will directly employ some 750 persons; b) concessionaires which will
directly employ approximately 2,500 persons. The indirect employment will be
generated by the auxillary service industries and other industrial sectors which
wj]) be benefitted by the operation of the new NAJA IPT 3.
67
D. 2. 3. 2. Impact on City revenue
There will be positive. long teTnl and significant impact on the city revenue. This
will come from the payment of corporate income tax by the proponent of which
two per cent (2 %) will accrue to the City Government. Thus the City
I Government ofPasay will get the following additional tax collections:
.
~ Tax Amount*
( u. S. $ )
1,017,3602001
2002 1,157,680
2003 1,238,100
2004 1,,500,,540I 2005 1,263,540
2006 1,437,780I2007 1,806,020
2008 1,,825,,180
2009 1,933,360
2010 1,965,960* Equivalent to 2 % of the 5 % corporate income tax payment
There will also be increased real estate and business taxes. The increase in real
estate taxes will come from the substantial appreciation of the real estate values
once the new NAJA IPT 3 becomes operational. The increase in business taxes
68
will come from the increase in the number of business establishments to be
generated by the project.
D. 2. 3. 3. Generation of solid waste
I The estimated daily population of 3,000 passengers plus some 10,000 greeters
I and well-wishers will generate solid waste at the rate of 0.2 kg! person! day or a
I total of 2,650 kg. per day of wet and dry refuse. This could create a negative but
insignificant impact on the surrounding communities, because a complete
regimen of solid waste disposal will be in place.
D. 2.3.4. Road Traffic
As had been previously discussed the operation of the new NAJA IPT 3 will
Idefinitely increase the vehicular traffic volwne especially along Tramo Road,
IAndrew Avenue and Sales Road. However, the expected completion of the
various road network improvements before the year 2002 will definitely mitigate
this significant and long tenD impact of the project on road traffic.
I
I 69
D. 2.3.5. Impact of noise from aircraft movement
As had likewise been fully analyzed, the increase in aircraft movement as
projected by Halcrow Fox will definitely increase the volume of noise
I significantly impacting on the surrounding communities. However, as had been
.
previously discussed the projected increase in the level of noise coming from
Iaircraft movement is still within the tolerable noise levels for residential areas
,
which is a range of 45 dB to 75 dB.
ID. 2. 3. 6. Risk from Aircraft Accidents
In the matter of risk of aircraft accidents from the proposed NAIA IPT 3 project,
which may impact on urban areas, it is significant to narrate the past history of
aircraft accidents at the present NAIA IPT .There are only two (2) recorded
aircraft accidents during the ten (]O)- year period ]987-]997:
Ia. In May 1987, a Philippine Airlines arriving flight overshot Runway
I06/24 ending at the South Luzon Expressway. Five (5) persons were
killed and approximately thirty (30) persons on board the PAL aircraft
70
and in the vehicles hit by the PAL aircraft along the South Luzon
the veb1cles hit by the PAL plane, and obviously the PAL plane itse]f
b. The second accident occurred in September 1997 when the wing of an
I arriving EVA Air flight swiped an Air Pacific aircraft on the ground
I There were no casualties. Damage resulting was to the Air Pacific
.
aircraft, and the EVA Air Flight itself.
It is equally significant to mention that Runway] 3/ 3] which is adjacent and
parallel to the airside of the proposed NAIA IPT 3 project will not be used for
landing or take-off. The said Runway will be converted into a taxiway for arriving
planes to reach the new terminal and for departing flights to egress from it
towards Runway 06/ 24 as the Preliminary Engineering Design reflects.
Lastly, it is likewise significant to state that no residential area is directly in the
path of Runway 06/ 24, nor directly in the path of any flight pattern, arriving or
71
departing. This fact alone will logically explain why in both past aircraft
I aircraft accident occurences as tabulated by ICAO for the period 1990-1966 were
used and analyzed. The data are presented as follows:
In 1990, there were 30 accidents! incidents for 24,966 aircraft movements, or a
frequency of 0.12 % probability.
In ]99],9 accidents! incidents for 25,880 or 0.03 % probabilty.
In 1992,12 accidents! incidents for 29,914 or 0.04 % probabilty.
In 1993. 19 accidents! incidents for 31.891 or 0.06 % probabilty.
In ]994, ]6 accidents! incidents for 34,949 or 0.04 % probabilty.
In 1995,23 accidents! incidents for 37,486 or 0.06 % probabilty.
And in 1996,22 accidents! incidents for 40,028 or 0.05 % probabilty.
Using the highest percentage of probabilty of accidents! incidents of 0.12 %. there
could be 67 accidents! incidents in the year 2002, and 70 in 2007 up to 2025
72
However, this expected risk wj)l be mirnmized or wj]] attain zero level in five
years time due to improvement of surveillance facilities, employment of highly
trained personnel, and highly improved security measures.
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E. QUALITY OF LIFE VALUES
I E. 1. Socio- economic Valoes
-E. 1. 1. Housing
There is an estimated 3,768 unacceptable dwelling units in Pasay City, in addition
to 6,161 doubled-up families who separately need housing. Both comprise the
backlog of dwelling units. In additio~ there are some 29,900 families identified
as slum dwellers by the National Housing Authority (NHA). who need relocation
or whose present dwelling units are in dire need of upgrading. It is estimated that
from 1998 to 200, Pasay City will need to build 20,000 housing units.
E.
1. 2. Education
Pasay City has eighteen (18) public elementary schools, four (4) public secondary
schools, and twenty-five (25) private schools most of which offer elementary and
secondary education. There are three (3) private colleges and one (1) government
or public university. There are also five (5) private vocational schools, and six (6)
flying schools in Pasay City.
74
}. 3. Skills and Per Capita IncomeE.
In a survey undertaken covering Villamor Airbase, Ainnen's Village, and
Barangay Moonwalk, which are areas considered to be primarily influenced by
setting up of the proposed NAJA IPT 3 project, the foll.owing results were
obtained. Most of the residents were understandably employed in government
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Hundred Pesos (P 500.00).
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IAverage Monthly Household Income in
Villamor Airbase, Airmen's Village and Barangay Moonwalk
I Monthly Income
(P)
Percent of Households
(Per Cent)
Below 500 4.3
I500-1,000 25.0
1,000-2,000 12.9
2,000-3,000 6.4
18.63,000-5,000
32.9Above 5,000
100.00TOTAL
.E.
2. Public Health
I Pasay City has eight (8) hospitals including two (2) government hospitals,
I namely, Pasay City General Hospital and the Philippine Air Force General
I76
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I Hospital, with a total aggregate of 314 beds. There is also a sanitarium, the
Manila Sanitarium with 152 beds.
There are two (2) lying -in clinics, one public and one private, with a total
aggregate of 47 beds.
There are nine (9) government health centers which are staffed by twelve (12)
I physicians, twelve (12) nurses, fifteen (15) dentists and thirty-six (36) midwives.
.
In Pasay City, nine (9) leading causes of morbidity are pneumonia, diseases of the
h~ tuberculosis, neoplasm, measles, stab wounds, senility, gunshot wounds,
and traumatic injuries.
The City's birth rate is recorded at 3.5 per 1,000 population; death rate at 6.14 per
1,000 population.
E. 3. Recreational Resources and Development
The major recreational facilities in Pasay City are the Cuneta Astrodome
IComplex~ and the Villamor Golf Course.
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As part of the City Government's Sports Development Program, Summer
-
I Basketball and Volleyball Tournaments in each Barangay is encouraged.
Eo 4. Archeological or Historical Treasures
There are no known archeological or historical treasures within the project site.
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I78
IF. IMPACTS MmGA nONI ENHANCEMENT PLAN
F. 1. Air Quality
F. 1. 1. Particulate! Dust
I To mitigate dust generation from earthwork, soil excavation, soil disposal,
.
building construction, and ground preparation, soil will be constantly sprinkled
with water. Watering will be done four times a day or as the need arises.
G.!. Corrugated sheets will be installed as a temporary fence to contain wind-
blown dust in the area.
F.
1. 2. Carbon Monoxide
Carbon Monoxide is produced from the incomplete combustion of carbonaceous
materials used as fuels for vehicles and heavy equipment. To mitigate the
emission of this pollutant, regular maintenance and check-up of all heavy
eqwpment will be implemented during the construction stage.
'7n
IF. 1.3. Noise
Conducting regular check up and maintenance of all heavy equipment and
installation of fittings for noise abatement can mitigate noise generated by heavy
I equipment during its operation at the construction site. Limiting the operation of
I heavy equipment only during the daytime can also mitigate noise.
I Noise from aircraft movement can be mitigated by the construction of a wall that
.
will bounce off the unwanted sound outward the Airmen's Village; and by setting
up tree plantations of dense foliage species such as narra, acacia, and fire tree.
F.
2. Water Quality and Quantity
Potable water will be fully supplied by MWSS.
Domestic eflluents shall be treated before disposal to the city sewer/ drainage
line. PIATCO has decided that NAJA IPT 3 will have its own sewerage treatment
plant, and no longer just connect to the MIAA Wastewater Treatment FaciJity, or
Ito the Ayala Wastewater Treatment Plan~ since these treatment facilities have
already reached the over-saturated level. The proposed sewerage treatment plant
80
will discharge at the Paranaque River. Since the proposed sewerage plant will still
be bidded out, the only known specifications are as follows:
The Treatment Process to be used will be one of three processes, namely,
a.
I extended aeration process, rotating biological contractor, and sequential batch
reactor
b. The plant will be designed and constructed based on the daily water demand
of 3,000 cu.m.; and
c. It will have sufficient flexibility to incorporate flows from future
developments on the site.
F.
3. Solid Waste Management
Waste generated such as construction debris, overburden soil, and other solid
waste will be sorted, recycled and hauled to its designated place usually on an
open space. Usable materials will be hauled to designated city dumpsite.
The Terminal Building will provide a stainless steel garbage compartment on the
ground floor. This will be the area where the garbage collector truck will standby
81
Iand will be stationed everyday at an appropriate schedule so all waste can be
hauled and disposed in coordination of the proponent with the City Governrnent
Sanitation Section.
F.
4. Traffic Management
.
The two level road network which will provide separate ingress and egress for
I de~ng and arriving passengers will be one-way directional. The 4-lane width
of the access two-level road network will assure a smooth flow of traffic. No
parking along the access roads will be allowed and an exclusive lane for boarding
Iand disembarking will be strictly maintained Moreover, for arriving passengers
egress could be done directly thru the carpark building.
F.
5. Safety! Protection of Workers and Tenants
Safety first is the priority objective of the owner/ proponent during construction
of the project. Gloves, boots, skull guard! cap, and other safety kit will be
provided to the construction personnel. Warning signs and posters will be posted
on all conspicuous places. Bunkhouses and portable comfort rooms will be
82
temporarily constructed! installed in the project area for workers and employees
use.
On the operation of the Terminal Building, Building and Fire Codes shall be
strictly implemented. Fire extinguishers and hydrants will be installed.
In assessing the magnitude of any fire hazard which may be posed by the
proposed NAJA IPT 3 project, it is essential to state the pertinent provisions of
Presidential Decree No. 185 otherwise known as the Fire Code of the
Philippines. These pertinent provisions are contained in Section 8 of the Fire
Code, and govern the following aspects:
a. Inspection Requirement prior to issuance of permits and! or licenses to
the owners, administration or occupantS of buildings, structures and
their premises or facilities;
b.
Safety measures for hazardous materials;
Safety measures for hazardous operation! processes;c.
d.
Provision on fire safety construction, protective and warning system.
83
I a. Use of fire protection features such as sprinkler systems, hose boxes,
hose reels or standpipe systems, and other fire fighting equipment;
b. Fire alarm systems;
c. Fire walls;
d. Fire resistive materials for flooring and walls~
Safe passage to a public way or safe dispersal area;e.
f.
Fire exits;
g. Sealing of stairways, vertical shaft, and horizontal exits from smoke
and heat;
h. Self-closing fire resistive doors;
Fire dampers in centralized airconditioning ducts;1.
J. Roof vents;
k.
Properly marked and lighted exits.
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An analysis of the Fire Protection Plan designed by the technical and engineering
department of PIA TCO shows fuJI compliance with the provisions and
requirements of the Fire Code:
I The fire protection systems for the proposed NAIA IPT 3 will strictlya.
.
conform with the following standards and codes other than the Fire
Code of the Philippines:
1 Factory Mutual (PM)
I2. Underwriter Laboratories, Inc. (UL)
3. American National Standard Institute (ANSI)
4. National Fire Protection Association (NFPA), USA codes
5. NFPA 10 Portable Fire Extiguishers
6. NFPA 12 Carbon DioxideExtiguishing System
INFPA 137. Automatic Sprinkler System
I8. NFPA 14 Standpipe and Hose System
9. NFP A 20 Centrifugal Fire Pumps
86
10. NFPA70 National Electric Code
I I. NFPA 72 National Fire Alann Code
12. NFPA 88A Parking Structures
13. NFPA 101 Life Safety Code
14. NFPA416 Construction and Protection of Airport
I Tenninal Building
I15. NFPA 1221 Installatio~ Maintenance and Use of Public
IFire Service Communications System
I16. NFPA 2001 Clean Agents
b.
A comprehensive water sprinkler system shall be installed. One (1)
standard sprinkler head shall cover approximately 20 sq. m. for light
hazard areas, and 12 sq. m. for ordinary hazard areas, Light hazard
Iareas are: offices, restaurant, arrival concourse, immigration and
Icustoms areas. VIP rooms. Departure area. and Toilets. Ordinary
II
87
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hazard areas are: food halls, kitchen, retail outlet;, concession areas,
baggage handling and claim areas, and check-in counters.
I Fire hose cabinets shall be installed as follows:c.
1. Main Building
.
Levell 24 cabinets
Level 2 24 cabinets
ILevel 3 24 cabinets
ILevel 4 26 cabinets
I2. Carpark: 6 cabinets for each of the four (4) levels.
I3. Concourse
Level I 21 cabinets
Level 2 10 cabinets
ILevel 3 10 cabinets
II
88
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d Fire hydrants will be installed on both the ramp and street sides of the
terminal building. Each fire hydrant shall be manually operated The
remotest fire hydrant will be designed to deliver 750 gpm
.
Water storage tank for general water usage and firefighting will have a
e.
permanent one (I) hour fire fighting water storage positioned in the
Iservice yard
If Two (2) fire trucks will be on 24-hour stand-by basis
Ig. Automatic fire alarm systems will be connected to the water sprinkler
system
h. Fire resistant floring and ceiling and walling will be used such as fiber
cement boards and acoustic tiles, and g. j. sheets coated with fire
Iresistant paint
IAll exits shall be sealed from smoke and heat
Fire exit plans shall be conspicuously posted on each floor showing
J.
clearly the routes to appropriate exits
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k.
Self-closing fire resistive doors made of coated metal shall be used on
all exits
I. Exits shall be properly marked and lighted
m. Carbon dioxide and FN 200gas systems shall be installed in the air
condition rooms, computer and electronic device areas
n. Other safety provisions ofNFPA shall be installed
In addition, the MIAA fire trucks (4 units), the fire stations of Pasay City (there
are 5 stations with 3 fire trucks each), and Paranaque, as well as the volunteer and
famous firefighting Chinese Brigade would definitely be fully dmwn upon in the
event of a major fire involving aircraft.
It can safely be concluded that the risk of any fire hazard will be insignificant
with the full implementation of the fire protection program designed for NAIA
IPT 3. Please see ANNEX 15-A for the Fire Protection Plan.
90
F.
6. Aesthetic Consideration
Landscaping will be undertaken to enhance the aesthetic value of the area and to
compensate fOT the loss capability to absorb carbon dioxide.
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IIIIIII.91
I G. ENVIRONMENTAL MONITORING ACnON PLAN
During the whole project cycle, monitoring of noise, air and water parameters
.
will be undertaken regularly and continuously.
I Regular monitoring will be undertaken to access the effectiveness and integrity
of the mitigating measures being implemented to minimize and/ or eliminate the
Iadverse impacts of the different activities of the project.
Monitoring will also consist of the following: (1) performance of the facility
after the construction; (2) verification of proper effluent disposal at the facility;
(3) yearly physical testing of the project area; (4) Proper solid waste disposal;
and The ENVIRONMENTAL MONITORING(5) traffic management.
PROGRAM consists of the following:
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I H EMERGENCY PREPAREDNESS
I R 1. Emergency Preparedness Management Plan (EPMP)
I As part of the Enviromnental Management Plan, an Emergency Preparedness
Management Plan (EPMP) wil be formulated. The EPMP is intended to preven~
control and! or limit possible damage within and outside the project premises
from adverse events arising from the project's activities, due to accidents or
external factors which could influence the occurrence of any unwanted incident.
The main concern of the EPMP, therefore, will be to preserve life and safeguard
property and environment during emergency situations. However, the EPMP will
be subject to review and revision during the actual operation of the project for
further improvement. The objectives of the EPMP are:
To institute measures to prevent the occurrence of internal incidents
a.
detrimental to people and environment and prevent their escalation through
the activation of appropriate response procedures;
To prevent or Ijrnjt danger to people on the site or outside;
b.
95
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To prevent or contain environmental and property damage;c.
d To arrange organizational and technical measures to assure safety of people
I during emergency situations;
To coordinate with outside emergency organization and services in thee.
implementation of the plan;
f To rescue people trapped by the emergency;
To arrange medical treatment for casualties;
g.
h. To make arrangements to limit the consequences of external incidents which
could have significant influence on the site; and
1.
To ensure continuity of business activities, thus, preventing and limiting
consequential losses.
During the first 30 days of commercial operation ofNAIA IPT 3, PIATCO will
undertake the following.
96
H.
1 1. Undertake a Safety and Risk Review of NAJA International Passenger
T enninal Phase 3 Operation
A
Safety and Risk Review Committee (SRRC) will be created to review the IPT
I safety facilities. The SRRC may include the following: (a) Air Transportation
I Office; (b) Department of Transportation and Communication! Manila
I International Airport Authority; ( c) Philippine Air Force; (d) Department of
Environment and Natural Resources; and (e) Department of Interior and Local
GovernmentJ Pasay City Government.
ISpecifically, the SRRC will examine in detail those items that affect the safe
operation of NAJA IPT 3. Among the items that will be reviewed are the
following: (1) Terminal management and administration; (2) employee training;
(3) job analysis and standard operating procedures; (4) organizational rules and
regulations; (5) hiring and placement; (6) monitoring and evaluating systems;
(8) purchasing and engIneenng controls;(7) management infonnation;
(9) planned inspection; (10) accident! incident investigation and analysis;
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(11) personal protective equipment devices; (12) personal communications;
(13) off-the-job safety; (14) planned job observation; and (15) health control and
I servIces.
I In addition, the SRRC will also study the following: (I) plans, programs,
resources and organizational structures of the Manila International Airport
Authority and Metro Manila Disaster Coordinating Council, especially for risk
which may directly and indirectly affect nearby communities; (2) the MIAA and
city~s existing prevention and response capabilities; (3) the MIAA and city~s
response procedures, simulations and drills; (4) participating government and
non-government agencies, responsibilities and area involvement (e.g., emergency
response, evacuatio~ emergency shelter, medicaV health care, food distributio~
control access to accident site, media liaison, locating and manning the command
center and/or emergency center); name, position, contact numbers of contact
persons~ special expertise and resources available in Metro Manila for specific
specialized emergencies; (5) kinds of equipment, materials and resources
98
available at the Metro Manila Disaster Coordinating Council; how these are made
available to trained users at emergency sites; and (6) emergency transportation
I routes.
I H. 1. 2. Evaluate the potential risks and hazards, whic~ may result in emergency
situations affecting nearby communities and residents
Under this activity. the SRRC will undertake the following:
I a. Identify and compile a list of potential airport terminal-related hazards which
Imay result in emergency situations in and around the project site;
b. Define the magnitude of the risk and the potential severity of the impact
(i.e., size of potential impact zone, number of people at risk, type of risk,
long-tenD impacts, and impacts on sensitive environmental areas);
c. Estimate probability of occurance (i.e.. probability of individual and
simultaneous complications from environmentalevents, unIque
considerations such as plant site, terrain, etc.)~ and
d. Prepare a list of scenarios that could reasonably be expected to occur.
Program
Response Program (EPRP) will be formulated. The EPRP will at least consist of
the following components:
H.
J.3. Emergency Organization of the NAJA International Passenger Tenninal3
This component will identify the person(s) in charge (e.g. in-charge of control
rooms), their functions and responsibilities, and communication modes (i.e.,
telephone numbers, fax numbers, pager numbers, cellular phone numbers, radio
"handlers", etc.).
H. 1.3.2. NAIA IPT 3 Risk Evaluation
This component will identify among others the following: flight frequencies;
quantity, properties and location of hazardous materials; potential hazardous work
areas; location of isolation valves; special fire fighting procedures; and special
handling requirements.
100
H.
1. 3. 3. Community Area Risk Evaluation
This component will identify among others the following: surrounding residence
Iand population centers; contacts (i.e., names and addresses, telephone numbers,
Icellular phone numbers, etc.); procedures for notification of hazardous releases,
airplane accident~ vehicular accidents, etc.
IR 1.3.4. Management Infonnation SystemI
This component will design among others the following: on-site alarm systems;
communication equipment (e.g. paging system, wireless system, annunciation
system); monitoring equipment (e.g. video monitors); central control rooms;
contacts; designated media contacts; procedures for notifying families of injured
passengers and employees; central reporting office; emergency organization; local
officials and reponse offices; MIAA/PIA TCO management; and nearby residents.
H. 1.3.5. Emergency Equipment and Facilities
This component will prepare among others the following: fire fighting equipment;
I emergency medical supplies; wind direction! speed indicators; protective
I101
I
clothing; gas detectors; self-contained breathing apparatus~containment
capabilities; and other on-site equipment.
H. 1. 3. 6: Emergency Training and Drills
This component will identify among others the following knowledge of flight
plan. number and type of aircraft on apron; knowledge of hazardous substances;
procedures for reporting emergencies; knowledge of alarm systems; use of
protective equipment and devices; location of fire fighting equipment; evacuation
procedures; in site first aids techniques; and frequent, documented simulated
emergencIes.
H 1. 3. 7. Regular Testing or Emergency Organization and Procedures
This component will prepare among others the following: simulated emergencies;
documented, frequent alarm system~ frequent tests of fire fighting equipment~
I evacuation practices; and on-going emergency preparedness committee.
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102
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H. 1.3.8. Plan Updates
This component will prepare among others the followings: quarterly, semi-annual
and annual updates as necessary; and results of drills and tests.
H.
1. 3. 9. Emergency Response Procedures
I
I This component will prepare among others the proper response formulae to the
I following: breakdown;communication evacuation; medical management;
typhoon, explosion, leakages and spills. fire tsunami. and earthquake; utility
failure; individual unit emergency; and bomb threats.
H.
.3. 10. Detailed Operations Manuals for Managing Emergencies
Manuals will be developed for each procedure, proces unit and utility system of
the IPT 3. This component will also discuss the following: airport emergency
response and action to be taken for each incident.
I H. 1.3. II. Organization for Managing Emergencies
I This component will define the organization, which will be activated in a
I emergency situation.
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The PIA TCO Emergency Preparedness and Response Program will be submitted
Ito the Metro Manila Disaster Cordinating Council. The submission and
presentation is intended to: (a) integrate the PIATCO EPRP into the Metro Manila
Disaster Preparedness Plan; and (b) develop a unified and coordinated approach
to emergency response arising fron airport terminal-related activities.
H 1.5. Establish ProceduresforPeriodic Testing, Review and Updating
Under this activity, the following will be undertaken:
H. 1. 5. 1. Creation of a committee to prepare test drills scenarios.
R 1 5. 2. Preparation of written scenarios, which identify objectives of drills,
components of this plan to be tested, expected emergency responders-participants,
sequence of event simulated hazard level.
H. 1. 5. 3. Designation of a group of non-participating observers to evaluate the test
drills using prepared evaluation checklists.
H. I. 5.4. Holding of critique sessions to present the results of the evaluation.
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H. I. 5. 6. Correction of deficiencies and revision of existing EPRP.
H. 1. 6. Infonn, Educate, Organize and Train Concerned Communities and Groups
About the PIA TCO EPRP
IAfter the acceptance of the PIA TCO EPRP by the Metro Manila Disaster
Coordinating Council, the barangays and groups (e.g., emergency responder)
.
which are expected to be directly or indirectly affected by airport tenninal-related
hazards will be infonned, educated and trained. Under this activity, the following
will be undertaken:
H 1. 6. .Preparation of standard emergency response brochure (for internal and
external purposes) for distribution to pertinent target audiences (e.g., all residents
within potentially affected area).
H 1. 6. 2. Preparation of a standard media kit which identifies the local government unit
concerned and airport terminal information contacts; provides background on the
.
airport tenninal and its EPRP; and explains where to get infonnation during
emergency situations.
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I
1 PUBLIC INVOLVEMENT
I. 1. Summary of Scoping
In the conduct of ascertaining public reaction to the proposed NAIA IPT 3 project
a social perception survey was conducted by a group of Social Scientists from the
University of the Philippines. The said social perception sUlVey was undertaken
Iamong the residents of Barangay 183 where the site of the proposed NAJA IPT 3
project is located.
A random sample survey from among the residents of Barangay 183 was
undertaken with the primary objectives of ascertaining awareness of the proposed
project among the residents of Barangay 183; of eliciting from the interviewees
their acceptance or non-acceptance of the proposed NAJA IPT 3 project; and of
identifying what in their own judgement are the positive and negative effects of
the proposed NAIA IPT 3 project. Please see ANNEX 16 for the sample
questionnaire.
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I
Additionally a public consultation was held on 16 April 1998, at the Barangay
Hall of Barangay 183, inorder to validate the results of the social perception
survey, and to provide a public forum where other relevant issues may be properly
Ibrought up and discussed Please see ANNEX 17 for the Attendance Sheet of the
Ipublic consultation.
It must be stated that an earlier public hearing had already been conducted by theI
then Acting Mayor of Pasay City, the Honorable Wenceslao Trinidad prior to his
issuance of a Certification to the effect that the residents directly affected by the
proposed NAJA IPT 3 project interpose no objections whatsoever to the NAJA
IPT 3 project.
Lastly, data and informaton regarding the existing environmental and social
conditions of Barangay 183 (especially Airmen's Village) were researched and
gathered.
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I. 2. Overview of Barangay 183
I. 2. 1. Description of the Area
The Airmen's Village otherwise known to be Barangay 183 is located within
Villamor Airbase. It can be reached by bus, jeepney or tricycle.
The entrance to the area is a gate with enlisted Philippine Airforce personnel
.
I serving as the guard on duty. Outside the main gate of the Villamor Airbase is the
tricycle tenninal. A jeepney tenninal is located within the vicinity of the area.
I The City of Pasay classifies the area of Barangay 183 to be in the Civil
Aeronautics Administration (CAA) Complex. This complex which also includes
I the NAJA and the Villamor Airbase is devoted to utilities. Of the total land area
I of the CAA of 9.5 sq. kIn., approximately fifty three (53) hectares constitute the
I Airmen's Village or Barangay 183.
I The barangay has a community center, and located within in it are the covered
multi-purpose court" the play ground, the barangay day care center, the barangay
haIl, and the office for the veterans organization. Inside the barangay area also are
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south High School, and the Philippine School of Civil Aviation formerly called
the Philippine College of Aeronautics.
1 2. 2. Population Size and Growth
As of 1995, the total population of Barangay 183 is 45,733 (but with a household
I population of only 45,513). The number of households is estimated at 9,502. The
average houshold size for Pasay is 7, an estimate which also holds for the
barangay. This average household size is lower than the regional average.
I Population change in Barangay 183 is attributed to migration. Most of these
migrants are military men who are assigned in the area and are provided housing
I through the National Housing Authority.
I. 2. 3. Land Tenure Status
I Most of the residents of Barangay 183 have land titles. Most of them being
I military men had been assigned to Villamor Airbase~ some as far back as 1940.
I During their stay. they had petitioned to build houses on vacant lots. Under the
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1995 Memorandum of Agreement, the power to collect dues from the land
owners was vested on the National Housing Authority.
Though most of the houses are privately-owned, some thirty (30) government
apartments still exist. These six-door cement structures are still in use by the
Philippine Airforce personnel
I. 2.4. Fire StationI
A fire sub station is located in front of the Barangay Hall. .It has one fire truck in
I operation. No big fires have ever occured in the area.
I. 2. 5. Employment
I Most of the residents of the barangay are military personnel from the Philippine
I Airforce and their families. The P AF personnel either are assigned within the
I Villamor Airbase or other Air Force installation in Clark, Wallace or Sangley.
I I. 2. 6. Education
I Within Barangay 183 there are three (3) educational institutions. On the
I elementary level there is the Villamor Airbase Elementary School; on the high
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school level, the Pasay City South High School; and on the college level, the
Philippine College of Aeronautics.
I. 2. 7. OrganizaJions
There are organizations in Barangay 183 involved in various socio-civic and
religious programs. Among these are the Veterans Federation of the Philippines-
I Villarnor Chapter, the Philippine Air Force Cooperative and the Knights of
Columbus.
1. 2. 8. Sports and Recreation
I Youth and residents in the area do some recreational activities within the
I barangay such as holding basketball and volleyball tournaments in the barangay
multi-purpose covered court. There is also the Villamor Golf Course which is
I open to all amlY and airforce personnel.
[.
2. 9. Religion
I Barangay 183 is a predominantly Catholic community.
I. 2. 10. Environmental Sanitation Services
The total garbage generated by the City of Pasay in 1997 is 1,348 cubic meters.
As for Barangay 183, infonnation on the total waste generated is not available. In
an interview with a barangay official solid waste generated by the community is
collected twice daily. Agencies tasked to do collection for the residential area
within Barangay 183 are the Metro Manila Development Authority (MMDA),
while for the military housing enlisted personnel and their dependent from the
Philippine Airforce.
I. 2. 11. Basic ServicesIWater supply in the area is provided mainly by the MWSS. Although only eighty-
I eight per cent (88 %) of the entire City ofPasay receive water from the MWSS,
nevertheless Barangay 183 is considered as a district with enough water supply.
I The sewerage system for Barangay 183 is connected to the city's drainage system.
I The City ofPasay has no separate sewer line as of 1997.
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Electricity for Barangay 183 is provided by the Manila Electric Company
(MERALCO ).
I. 2. 12. Health
Data on health statistics are not available per barangay. Statistics on health areI
summarized for the entire Pasay City district. Since Barangay 183 is part of Pasay
City, inferences can be made from the data set with regards to the health
conditions of the residents of Barangay 183.
Health infonnation has been gathered from the Office of Planning, City of Pasay
and the Office of City Health Officer, Pasay City.
TEN Leading Causes of Morbidity in Pasay City
Disease Number of Cases
8,2103)092,2911,7751,109718427396307206
1. Respiratory2. Dennatologic Conditions3. EENT4. Gastroenteritis5. Genito Urinary Tract Infection6. Nutritional Deficiencies7. Muskulo-Skeletal8. Acute Viral lllness9. Other Infectious Diseases10. Cardiovascular Diseases
Source: Annual Report 1997: Office of the City Health Officer, Pasay City
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Respiratory diseases rank as the highest cause of morbidity in the area. This is
followed by dermatologic diseases, EENT, Gastroenteritis, and Genito Urinary
Tract Infection. The latter two diseases, namely, gastroenteritis and genito-urinary
tract infectio~ may be caused by poor sanitation and lack of water in the area.
1. 2. 13. Health Services
Barangay 183, located within the Villamor Airbase is near the Philippine Air
Force General Hospital which provides the necessary medical services needed by
the residents. A health center is also located within Barangay 183, which provides
primary health care to the residents of the area. The health center also provides
medical care for enlisted personnel of the Philippine Air Force and their
dependents.
I. 3. Perception Survey
A perception survey was prepared for Barangay 183. A random sample size of 30
interviewees was used During the time of the survey an atmosphere of opposition
was observed. This was publicly aired by some of the homeowners during the
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barangay consultation which took place on Thursday, April 16, 1998. The
homeowners were not against the proposed NAJA IPT 3 project per se. However,
they did voice out deep concerns about relocation of their church, community
Icenter and schools.
IBased on the public consultation attended by officers and members of the
homeowners (Please see ANNEX 15), the following are their perceived negative
impacts:
I. 3.1. Perceived Negative Impacts
1 3. 1. 1. Re-routing of Andrew Avenue
The re-routing of a primary road will mean dislocation of the school, churc~
houses, and the mini market in the area.
I. 3. 1. 2. Conversion of the present site of schools, church, and community center into
commercial area
The designation of the 6.6 hectares where the schools, church, and the community
center are presently located, part and parcel of the BCDA proposed commrcial
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complex fronting the proposed NAIA IPT 3 would cause disruption in their
community.
I. 3. 1.3. Exposing Barangay 183 to potential air transport accidents
The setting up of NAJA IPT 3 near a residential area would expose the residents
Ito air transport and related accidents and other mishaps.
The sentiments from the barangay homeowners about the project necessitates a
public hearing. A relocation plan has to be submitted with a site that is deemed
reasonable and acceptable by the affected residents. It must be noted however,
that an interview with the BCDA Chai~ Victorio Basco on 17 April 1998. the
consultation" produced the following revealingday after the public
pronouncements:
The Airmen's Village residential area will not be touched. Indeed thea.
present occupants have been given the option to purchase their lots at
concessionary prices ofP500/ sq. m.
.
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b. It is necessry to relocate the existing community center, schools, and
church from their present site to a relocation area farther away from
the proposed NAIAIPT 3 project precisely to avoid their exposure to
any air transport related accidents.
c. The Department of Education and Culture and Sciences (DECS) has
agreed to the transfer of the schools to the proposed relocation site.
For this purpose, DECS and BCDA had already executed a
Memorandum of Agreement (please see ANNEX 18).
d. The Philippine Air Force Command has agreed to the relocation of the
ainnen's families presently occupying the apartment buildings which
will be demolished to pave the way for the development and
construction of the new community center, school buildings, and
barangay hall at the full expense of BCDA, in the vacated area. The
I new relocation site for the displaced families of the Airmen will have
I
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high rise condominiums which rise will be offered for amortized sale
to the said families at very concessional rates (Please see ANNEX 19).
e. The Catholic Church hierarchy as likewise agreed to the transfer of the
IChurch to the proposed relocation area.
If. There is already a concrete relocation plan (please see ANNEX 20),
which has already been presented to the affected residents of Barangay
I183.
Ig. The NGO group most vocal against the relocation of the existingI
schools, church, and Barangay facilities is the Villamor AirbaseIVillage Homeowners Association, Inc. (A VHA1). Its principal officersI
I have privately approached BCDA, offering to end their opposition to
the proposed relocation, Qrovided that BCDA sells to them the 6.6
I hectares present site of the churc~ schools, community center, at the
I old price ofP5001 sq. m.
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I. 4. Environment without the Project
I. 4. 1. Structures
The Permanent structures subject of the controversy such as th~ elementary
school, the church, community center, and houses will remain at their present
site. Also the gate of Villamor Airbase which is considered a historical site andIwhich regulates vehicle flow inside the barangay will be untouched
.
I. 4. 2. Land Use
I The location will remain a residential area.
I I. 4. 3. Air Quality and Noise
Even without the project air pollution will rise in the area due to vehicular
emIssIons.
Noise pollution will also continue to rise because of the already heavy traffic flow
in the area.
19
1 5. Environment with the Project
[0 50 1. Structures
With the setting up of NAJA IPT 3, and the commercial prospects which will
nonnally hide on it, and the utilities that accompany it, the school, the church,
.
I and houses located at the third street of the barangay hall, barangay health center,
barangay day care center, play ground, and fire station will have to be relocated.
According to BCD~ however, there is now a concrete relocation plan.
.
I Also under the new zoning measures by the BCD~ this area will be designated as
commercial support for the project. New buildings, restaurants, shops, and other
commercial establishments will rise from this location.
A re-routing of the road will also be done. In this event, the gate of the Villamor
Airbase (which is not a protected or guarded historical movement) will be
demolished
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I. 5. 2. Land Use
The area fronting the proposed NAIA IPT 3 will be utilized as a commercial area.
Zone 20 which includes Barangay 183 has been identified as a very good site for
urban development. The commercial establishments which will be built on the
Isaid area fronting the proposed NAJA IPT 3 will cater to passengers of both
Idomestic and international flights.
1. 5. 3. Air Quality and Noise
With the project, it is expected that heavier vehicle flow will occur. In this event,
air pollution will rise from emissions from vehicles plying the new route. Since
the gate of the Villamor Airbase which serves as vehicle regulation in the area
will be demolished, freer vehicular traffic into the area will commence.
Noise pollution is also expected to rise both from the land transport vehicles and
from the air transport vehicles which will be nearer the vicinity of the barangay.
II
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I
J. COST -BENEFIT ANALYSIS
In conducting the cost-benefit analysis of the proposed NAJA IPT 3, the Financial
Study prepared by DMG Financial Consultants was used. The formula for
calculating the Internal Rate of Return (lRR) and Net Present Value (NPV) were
taken from the software Microsoft EXCEL. {Please see ANNEX 21 for the
EXCEL Formula for calculating IRR and Present Value).
Thus for the cost item the estimated total project cost of U.S. $ 504 million was
used. The total project cost included the total cost of relocation of P AF facilitiesI
the schools. church. and community center estimated at U.S. $ 7 million. the cost
of Fire Prevention Plan, the cost of sewerage and drainage systems estimated at
u.s. $ 2 millio~ and such other costs as provision of a carpark building
(U.s. $ 21 million); and road access improvements. In terms of the benefit, the
.
I stream of cashflow after debt servicing but before tax payments (because tax
-payments are considered as one of the benefits) was used. Applying the IRR and
NPV fonnulae, the following results were obtained:
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I
I(In thousand U.S. Dollars)
12
-504,00094,836
101 ,254
101,746111,039
96,567101,057114,945114,816118,256119,826124,199123,979127,968128,017132,054126,284130,424130,408134,670134,798139,392139,568144,067144,138154,768
21%
2001200220032004200520062007200820092010201120122013201420152016201720182019202020212022202320242025IRR
48,38353,61754,06758,38351,72153,65460,64660,90162,70462,61664,77964,66866,64266,67168,67465,80367,86267,87070,00270,09472,39072,51074,76274,83677,176
46,45347,63747,67952,65644,84647,40354,29953,91555,55257,21059,42059,31161,32661,34663,38060,48162,56262,53864,66864,70467,00267,05869,30569,30277,592
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I
(In thousand U.S. Dollars)
12
2001200220032004200520062007200820092010201120122013201420152016201720182019202020212022202320242025NPV
48,38353,61754,06758,38351,72153,65460,64660,90162,70462,61664,77964,66866,64266,67168,67465,80367,86267,87070,00270,09472,39072,51074,76274,83677,176
46,45347,63747,67952,65644,84647,40354,29953,91555,55257,21059,42059,31161,32661,34663,38060,48162,56262,53864,66864,70467,00267,05869,30569,30277,592
94,836101,254101,746111,03996,567
101,057114,945114,816118,256119,826124,199123,979127,968128,017132,054126,284130,424130,408134,670134,798139,392139,568144,067144,138154,768
$506,698.08
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Further, the cost-benefit analysis must compare the negative impacts with the
socio-economic benefits to be derived from the proposed NAJA IPT 3 project.
The direct negative sociological impacts of the NAIA IPT 3 will relate primarily
to the Airmen's Village. There will be a significant displacement of or change in
neighborhood composition particularly on the 3ro~ Manlunas, and Andrew Streets.IThe residents will also lose facilities such as:I
I. The Villamor Air Base Elementary School;I
I 2. The Pasay City South High School;
I 3. The Philippine State College of Aeronautics;
I 4. The barangay facilities; e.g. the barangay hall, Menzi Park, Village
I Health Center, and gymnasium;
I 5. Portion of the Concessionaire's area;
I 6. The St. Therese of the Child Jesus; and
7. PAF facilities
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IThey will also be temporarily subjected to those nuisances normally created by
major construction, including increased noise levels, dust, heavier traffic on
Andrew Avenue and other similar effects. On a permanent basis, the traffic and
noise from terminal activities will cause some disturbances, which will be
directly proportional to the incoming and outgoing type of aircraft.
IFrom the negative economic standpoint, there will be some direct costs related to
the relocation site of the affected resident and facilities. However, the project
otTers several beneficial impacts on both a temporary and permanent basis.IConstruction will require approximately 500 laborers of varying trade and skillIlevels. A foreign exchange inflow of 350 million US Dollars will improve the
foreign exchange reserves of the country. A large percentage (70 %) of the labor
would require no specific skill or training. and thus would provide work for those
in our society, who are finding it most difficult to secure a job. This could have
some impact on welfare and unemployment compensation.
126
Estimates project that the facility will spend about 30 million US Dollars per year
on direct purchases. This money should also boost the production and sales of
many local industries such as food, steel, wood, furnishings, other construction
materials.
The result of the money put into circulation by the implementation of the project
will be its continuous circulation among the recipients. Beyond that, at least 40
.
Million US Dollars revenue from tourism related activities would also be
I realized. This is called the multiplier effect. Without an extensive study, a factor
of 2(x) would be a conservative figure. Based on the 30 Million USD spent each
year, the total direct and indirect contributions of the facility to the Philippine
economy will total 12 million USD per annum.
The terminal will generate revenues for Pasay City. These funds will not only
compensate for construction costs, but will act as long-term source of revenues.
The NAIA IPT 3 will accommodate an average of 6,000 arriving and departing
international passengers per day. Beyond the more obvious benefits lies another
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Not proceeding with the IPT 3 would considerably pacify a minority segment of
opposing Ainnen's Village Homeowner's Association advocating the retention of
schools. church, and community center at their present site. However. this will
result in congestion of passengers and eventual loss of revenues to the national
Iand local governments.
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K. CONCLUSION
K. 1. Over-all Net Gains
The over-all net gains which justify the implementation of the proposed NAJA
IPT 3 project are as follows:I
A At long last an international passenger terminal adequate to handle 13
million passengers annually, and architecturally at par if not better than
I the existing international airports around the world, will be realized as
I truly the primary gateway to the Philippines.
B. Employment opportunities will be created as follows:
a. During Construction
Direct Labor 500 persons1
2. Indirect Labor 1,000 persons
b. During Operation
2,500 persons1 Direct Labor
10,000 persons2. Indirect Labor
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The Philippine Government is guaranteed to earn a total ofc.
Twelve Billion Five Hundred Million Pesos (p
12,500,000,000.00) from the operation of the proposed NAJA
IIPT 3 project.I
d Incremental foreign exchange will start with the initial inflow
of the u.s. $ 350 million loan. During commercial operation of
the project additional foreign exchange inflows will come from
.
I approximately six million five hundred thousand (6,500,000)
arriving passengers who would spend U.S. $ 600.5 million at
an average expenditure of U.S. $ 100.00 per aIriving
passenger.
e. Increased Income Tax Earnings by the Philippine Government
from both the project itself and from the many addtional
employment that will have been created The proposed project
ofitself is projected annual taxto pay an Income
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I
approximately P 50 million, while income tax to be paid by the
roughly 14,000 employment opportunities created would total
around P 10 million annually.
f.I
The calculated IRR of the proposed NAJA IPT 3 project is
twenty-one per cent (21 %).IK. 2. Adverse Effects
The following adverse effects will be minimized or off-set
How Minimized or Off-setAdverse Effect
a. During Construction
1) Relocation of disrupted residents 1) BCDA has already completed plans for
the relocation of 192 families to a
newly built high rise condominium far
better than the old apartment buildings
they presently occupy
2) Silt runoff from unprotected cut- 2) There is a drainage and flood control
and-fill areas plan
I3) Hazard to workers' safety 3) There will be strict adherence to
I wearing of gloves, boots, helmet and
other safety devices while at work.
There will be signs posted at
conspicuous areas alerting personnel
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Elementary School, Pasay City South High School, and St. Therese of the Child
Jesus Church.
Finally, the residents of the Airmen's Village will be subjected to both temporary
I and pemlanent increases in noise levels, which however in temls of level and
I time occurence andfd distribution will not result in major impact.
The construction of the proposed project will assure optimum use of a section of
I unused land owned by BCDA, Although it will result in a few limited temporary
I environmental adverse effects, the life expectancy of the terminal's productivity
will prove profitable to society on both a regional and local basis.
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