Study On The Project For Construction of Davao-Samal Bridge

Study on Economic Partnership Projects
in Developing Countries in FY2015
Study on the Project for Construction of Davao-Samal Bridge

in
Republic of the Philippines
Final Report
February 2016
Prepared for:
Ministry of Economy, Trade and Industry
Prepared by:
Katahira & Engineers International
Nippon Engineering Consultants Co., Ltd.
Nippon Steel & Sumitomo Metal Corporation
Preface
This project summarizes the result of “Study on Economic Partnership Projects in Developing Countries” in FY
2015 entrusted to Katahira & Engineers International, Nippon Engineering Consultants Co., Ltd., and Nippon
Steel & Sumitomo Metal Corporation.
It is titled “Study on the Project for Construction of Davao-Samal Bridge in Republic of the Philippines” and
has been carried out in order to assess the feasibility of construction of a Davao-Samal Bridge between Samal
Island and Davao City with a total investment amount of 45 billion Yen.
We sincerely hope this report will contribute to the implementation of the aforementioned project and provide
practical information to the Japanese parties concerned.
February 2016
Katahira & Engineers International
Nippon Engineering Consultants Co., Ltd.
Nippon Steel & Sumitomo Metal Corporation
Southeast Asia Mindanao
Philippines
Davao City
Samal Island
Davao City N
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Dav
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Int Island Garden
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Davao City Da City of Samal
Davao International Seaport
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Location of
Project Bridge
Circumferential Road
Legend
National Road
Ferry Route
0 1 2 3km Boat Route for Passenger
Location Map
Perspective
Project Site Photographs (1/3)
Construction Site of the Main Bridge Construction Site of the Main Bridge
(Davao Side) (Samal Side)
Construction Site of the Main Bridge Bridge Approach Road End Point
(Pakiputan Strait) (Samal Side)
Construction Site of Approach Viaduct Construction Site of Approach Viaduct

(Davao-Panabo Road) (North→South) (Davao-Panabo Road) (South→North)
Construction Site of Approach Viaduct Construction Site of ApproachViaduct

(Samal Island) (Samal Island)
Ferry Terminal (Davao Side) Ferry Deck Condition
Vehicle Queue at Ferry Terminal (Davao Side) Vehicle Queue from Ferry Terminal (Samal Side)
Freight Vessel at Sasa International Seaport Truck Boarding on Ferry (Davao Side)
Davao – Panabo Road Samal Circumferential Road

Site Visit with Director of DPWH Region XI Commercial Bus Plying the Route from Davao to
Samal Island and vice versa via the Ferry
Traffic Condition in Davao City Northern Part of Pakiputan Strait
Public Market in Samal Island Ferry Terminal (Samal Side)
Stakeholders Meeting at DPWH Region XI Office Stakeholders Meeting in Samal Island

List of Abbreviations
Abbreviations Official Name
AASHTO American Association of State Highway and Transportation Officials
ADB Asian Development Bank
ASEAN Association of Southeast Asian Nations
B/C Benefit Cost Ratio
BIMP-EAGA Brunei Darussalam-Indonesia-Malaysia-The Philippines East ASEAN Growth Area
BOD Bureau of Design
BPO Business Process Outsourcing
CAAP Civil Aviation Authority of the Philippines
DBCC Development Budget Coordination Committee
DENR Department of Environment and Natural Resources
DIDP Davao Integrated Development Program
DOF Department of Finance
DOTC Department of Transportation and Communications
DPWH Department of Public Works and Highways
DTI Department of Trade and Industry
ECC Environmental Compliance Certificate
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EIS Environmental Impact Statement
EMB Environmental Management Bureau
EOJ Embassy of Japan
EPRMP Environmental Performance Report and Management Plan
ESSD Environmental and Social Safeguards Division
FIRR Financial Internal Rate of Return
GDP Gross Domestic Product
GOP Government of Philippines
HWL High Water Level
IEE Initial Environmental Examination
IGACOS Island Garden City of Samal
JBIC Japan Bank for International Cooperation
JETRO Japan External Trade Organization
JICA Japan International Cooperation Agency

Abbreviations Official Name
MPA Marine Protected Area
NA Not Available
NEDA National Economic Development Authority
NPV Net Present Value
NSCB National Statistical Coordination Board, Philippines
ODA Official Development Assistance
OFW Overseas Filipino Workers
PAGASA Philippines Atmospheric, Geophysical and Astronomical Services Administration
PAPs Project Affected Persons
PC Prestressed Concrete
PCDG Prestressed Concrete Deck Girder
PDR Project Description Report
PHP Philippine Pesos
PPA Philippine Port Authority
PPP Public Private Partnership
PS Planning Service
RAP Resettlement Action Plan
RC Reinforced Concrete
ROW Right-of-Way
SBHS Steel for Bridge High Performance Structure
SPSP Steel Pipe Sheet Pile
SRNH Strong Republic Nautical Highway
STEP Special Terms for Economic Partnership
TTC Travel Time Cost
UPMO Unified Project Management Office
VOC Vehicle Operation Costs
WACC Weighted Average Cost Of Capital

Study on Economic Partnership Projects in Developing Countries in FY2015
Study on the Project for Construction of Davao-Samal Bridge in Republic of the Philippines
Table of Contents
Preface
Location Map
Perspective
Project Site Photographs
List of Abbreviation
Table of Contents
Executive Summary
(1) Background and Necessity of the Project ............................................................................................... S-1
(2) Concepts to Determine Scope of Work of the Project ............................................................................ S-2
(3) Outline of the Project ............................................................................................................................ S-13
(4) Evaluation of Environmental and Social Impacts ................................................................................. S-21
(5) Implementation Schedule ..................................................................................................................... S-24
(6) Feasibility of the Project Implementation ............................................................................................. S-25
(7) Technical Advantages of Japanese Companies ..................................................................................... S-26
(8) Project Location Map ........................................................................................................................... S-26
Chapter 1 Overview of the Host Country and Sector

1.1 Economic and Financial Conditions ........................................................................................................ 1-1
1.1.1 Outline ............................................................................................................................................. 1-1
1.1.2 Economic Condition ........................................................................................................................ 1-1
1.1.3 Trade ................................................................................................................................................ 1-4
1.1.4 Financial Conditions ........................................................................................................................ 1-6
1.1.5 Economic Relations with Japan ....................................................................................................... 1-6
1.2 Overview of the Target Sectors of the Project ......................................................................................... 1-9
1.2.1 Current Status of Traffic Infrastructure of Mindanao Island............................................................ 1-9
1.2.2 Present Road State in Davao and IGACOS ................................................................................... 1-13
1.2.3 Status of Facilities Crossing the Strait ........................................................................................... 1-15
1.3 Overview of the Project Site .................................................................................................................. 1-17
1.3.1 Outline of Davao City and Island Garden City of Samal (IGACOS) ............................................ 1-17
1.3.2 Geomorphology, Geology and Climate ......................................................................................... 1-17
1.3.3 Land Use ........................................................................................................................................ 1-23
1.3.4 Population ...................................................................................................................................... 1-26
1.3.5 Regional Economy......................................................................................................................... 1-26
1.3.6 Project Site Condition .................................................................................................................... 1-28
Chapter 2 Study Methodology

2.1 Scope of the Study ................................................................................................................................... 2-1
2.1.1 Objective of the Study ..................................................................................................................... 2-1
2.1.2 Traffic Demand Forecast ................................................................................................................. 2-1
2.1.3 Establishment of Design Criteria ..................................................................................................... 2-1
2.1.4 Road and Bridge Planning and Outline Design ............................................................................... 2-1
2.1.5 Environmental and Social Consideration......................................................................................... 2-1
2.1.6 Construction Planning and Cost Estimation .................................................................................... 2-2
2.1.7 Economic and Financial Analysis .................................................................................................... 2-2
2.1.8 Project Implementation Schedule .................................................................................................... 2-2
2.2 Study Method and Composition of the Study Team ................................................................................ 2-3
2.2.1 Study Flow ....................................................................................................................................... 2-3
2.2.2 Composition of the Study Team....................................................................................................... 2-3
2.3 Study Schedule ........................................................................................................................................ 2-4
2.3.1 Study Schedule ................................................................................................................................ 2-4
2.3.2 Field Survey Itinerary ...................................................................................................................... 2-4
2.3.3 List of Organizations/Parties Concerned with the Project ............................................................... 2-7
Chapter 3 Justification, Objectives and Technical Feasibility of the Project

3.1 Background and Necessity of the Project ................................................................................................ 3-1
3.1.1 Background of the Project ............................................................................................................... 3-1
3.1.2 Necessity of the Project ................................................................................................................... 3-1
3.1.3 Preceding Studies............................................................................................................................. 3-1
3.1.4 Related Development Plans ............................................................................................................. 3-2
3.1.5 Expected Effects of the Project Implementation.............................................................................. 3-3
3.1.6 Priority of the Project....................................................................................................................... 3-3
3.2 Efficient Use of Energy ........................................................................................................................... 3-4
3.3 Result of Studies to Determine the Scope of Work of the Project ........................................................... 3-6
3.3.1 Traffic Demand Forecast ................................................................................................................. 3-6
3.3.2 Natural Conditions ......................................................................................................................... 3-24
3.3.3 Design Conditions ......................................................................................................................... 3-34
3.3.4 Comparison of Alternative Routes ................................................................................................. 3-43
3.4 Overview of the Project Plan ................................................................................................................. 3-52
3.4.1 Outline of the Proposed Project ..................................................................................................... 3-52
3.4.2 Outline Design ............................................................................................................................... 3-58
3.4.3 Construction Planning ................................................................................................................... 3-63
Chapter 4 Evaluation of Environmental and Social Impacts

4.1 Present Environmental and Social Conditions ......................................................................................... 4-1
4.1.1 Present Conditions ........................................................................................................................... 4-1
4.1.2 Future Forecast (Without Project Scenario)..................................................................................... 4-8
4.2 Expected Environmental Improvement by Implementation of the Project .............................................. 4-9
4.3 Environmental and Social Impacts by Implementation of the Project ................................................... 4-10
4.3.1 Items for Environmental and Social Considerations...................................................................... 4-10
4.3.2 Comparative Study of Alternatives ................................................................................................ 4-18
4.3.3 Outline of the Discussions with Implementing Organization and Local Stakeholders .................. 4-20
4.4 Legal and Institutional Frameworks for Environmental and Social Impacts ......................................... 4-24
4.4.1 Legal Framework for Environmental and Social Impacts ............................................................. 4-24
4.4.2 Necessity of EIA and Its Procedures.............................................................................................. 4-25
4.4.3 Land Acquisition and Resettlement ............................................................................................... 4-29
4.5 Measures to be taken by the Philippines Side ........................................................................................ 4-34
4.5.1 Environmental Considerations ....................................................................................................... 4-34
4.5.2 Social Considerations .................................................................................................................... 4-34
Chapter 5 Financial and Economic Evaluation

5.1 Estimated Project Cost ............................................................................................................................. 5-1
5.1.1 Base Conditions ............................................................................................................................... 5-1
5.1.2 Construction Cost Estimate ............................................................................................................. 5-1
5.1.3 Project Cost...................................................................................................................................... 5-2
5.1.4 Operation and Maintenance Cost ..................................................................................................... 5-4
5.2 Preliminary Economic and Financial Evaluation .................................................................................... 5-5
5.2.1 Preliminary Economic Evaluation ................................................................................................... 5-5
5.2.2 Preliminary Financial Evaluation .................................................................................................. 5-15
Chapter 6 Planned Project Schedule

6.1 Implementation Schedule ........................................................................................................................ 6-1
Chapter 7 Implementing Organization

7.1 Outline of the Project Implementing Agency .......................................................................................... 7-1
7.2 Project Implementation Organization ...................................................................................................... 7-2
Chapter 8 Advantages of Japanese Construction Technologies .......................................................................... 1

8.1 Competitiveness of Japanese Construction Technologies in the International Market ............................ 8-1
8.1.1 Characteristics of the Project Site Condition ................................................................................... 8-1
8.1.2 Main Bridge Type ............................................................................................................................ 8-1
8.1.3 Main Pier Foundation Type ............................................................................................................. 8-3
8.1.4 Bridge Structure Schemes without Japanese Construction Technologies ........................................ 8-4
8.2 Construction Material and Equipment procured from Japan ................................................................... 8-5
8.2.1 Major Goods to be Procured from Japan ......................................................................................... 8-5
8.2.2 Major Goods and Services to be Procured from Japan .................................................................... 8-5
Appendix
Appendix 1 Minutes of Stakeholder/Public Consultation Meetings
Appendix 2 Area Status and Clearance of Proposed Samal Bridge
Appendix 3 Details of Negotiation on Requesting to Impose Navigational Clearance at Pakiputan Strait
List of Tables
Table i Assumptions for the Economic Evaluation..................................................................................... S-3

Table ii Economic Effects of the Construction of Proposed Bridge ............................................................ S-4
Table iii Input Data for Financial Analysis ................................................................................................... S-5
Table iv Tariff Level for Proposed Bridge .................................................................................................... S-5
Table v A Comparison of Alternative Project Bridge Routes ...................................................................... S-8
Table vi Comparison of Bridge Types ........................................................................................................ S-12
Table vii Summary of the Project Cost ........................................................................................................ S-17
Table viii Cost of Goods to be Procured from Japan .................................................................................... S-18
Table ix Results of Economic Evaluation ................................................................................................... S-18
Table x (1) Results of Sensitivity Analysis (Scenario 1: No toll).................................................................... S-19
Table x (2) Results of Sensitivity Analysis (Scenario 2: Same as Ferry Tariff) .............................................. S-19
Table x (3) Results of Sensitivity Analysis (Scenario 3: 150% of Ferry Tariff) .............................................. S-19
Table xi Results of the Financial Analysis .................................................................................................. S-20
Table xii Estimation of Weighted Average Capital Cost (WACC) ............................................................... S-20
Table xiii Estimation of Weighted Average Capital Cost (WACC) by Type of Loan ................................... S-20
Table xiv Results of Sensitivity Analysis (Real Term) (Scenario 2: Same as Ferry Tariff) .......................... S-21
Table xv Results of Sensitivity Analysis (Real Term) (Scenario 3: 150% of Ferry Tariff).......................... S-21
Table xvi Outline of Involuntary Resettlement and Land Acquisition ......................................................... S-23
Table xvii Project Implementation Schedule ................................................................................................. S-25
Table 1-1 Outline of the Philippines ................................................................................................................ 1-1
Table 1-2 Economic Indicator in 2008 to 2014 ................................................................................................ 1-2
Table 1-3 GDP by Industry in 2010 to 2014 .................................................................................................... 1-2
Table 1-4 Foreign Trade from 2005 to 2014 .................................................................................................... 1-4
Table 1-5 Current Account (international balance basis) ................................................................................. 1-4
Table 1-6 Export and Import by Major Commodity (custom clearance basis) ................................................ 1-5
Table 1-7 Transition of Export and Import with Japan from 2010 to 2014 (custom clearance basis) ............. 1-6
Table 1-8 National Road Development Situation (2014) ............................................................................... 1-10
Table 1-9 Soil Groups by Topographic Position, Davao City ........................................................................ 1-20
Table 1-10 Climate of Davao City ................................................................................................................... 1-23
Table 1-11 Existing Land Use, Davao City 2011............................................................................................. 1-23
Table 1-12 Existing Land Use, IGACOS ......................................................................................................... 1-24
Table 1-13 Agricultural Area Devoted to Crop Production, IGACOS (2006) ................................................. 1-25
Table 1-14 Population Distribution .................................................................................................................. 1-26
Table 1-15 Ratio of GDP for Each Sector ........................................................................................................ 1-26
Table 1-16 Economic Situation of Davao Region............................................................................................ 1-27
Table 2-1 Member of the Study Team.............................................................................................................. 2-3
Table 2-2 Study Schedule ................................................................................................................................ 2-4
Table 2-3 Schedule of the First Field Survey ................................................................................................... 2-5
Table 2-4 Schedule of the Second Field Survey .............................................................................................. 2-6
Table 2-5 Schedule of the Third Field Survey ................................................................................................. 2-6
Table 2-6 List of the Visited Organizations ..................................................................................................... 2-7
Table 3-1 Project Components Recommended by Previous F/S in 2006......................................................... 3-2
Table 3-2 Estimated amount of Fuel Consumption and Emission of Carbon Dioxide by Idling on 2025 ....... 3-4
Table 3-3 Per-capita Carbon Dioxide Emission Volume and Equivalent Value ............................................... 3-5
Table 3-4 Vehicle and Passenger Traffic by Ferry and Boat ............................................................................ 3-7
Table 3-5 (1) Origin and Destination of Vehicle Traffic between Samal Island to Davao City and
Other Regions (Unit: Vehicle/Day) ................................................................................................ 3-10
Table 3-5 (2) Origin and Destination of Passenger Traffic between Samal Island to Davao City and other
Regions .......................................................................................................................................... 3-10
Table 3-6 (1) Comparison of Traffic Volume between Davao City – Samal Island in 2012 and 2015 ................ 3-15
Table 3-6 (2) Comparison of Traffic Volume by Type between Davao City – Samal Island in 2012 and 2015 .. 3-15
Table 3-7 Past Trend of GDP (2000-2014) .................................................................................................... 3-16
Table 3-8 Assumed Cases of Future GDP Growth ........................................................................................ 3-18
Table 3-9 Elasticity Value of Traffic Demand ................................................................................................ 3-19
Table 3-10 Growth Rate of Traffic Demand (%) ............................................................................................. 3-20
Table 3-11 Future Traffic Demand of Normal Traffic Using Ferry
(Before Diversion to the Proposed Bridge) ................................................................................... 3-20
Table 3-12 Parameters of Diversion Curve (AASHTO Model) ....................................................................... 3-21
Table 3-13 Alternative Scenarios for Toll Rate of the Proposed Bridge .......................................................... 3-21
Table 3-14 Diversion Rate of the Proposed Bridge Route ............................................................................... 3-22
Table 3-15 Projected Average Daily Traffic Volume (ADT) on the Proposed Bridge
after being Diverted from Ferry (In Case of Scenario 2) ............................................................... 3-22
Table 3-16 Rate of Generated Traffic under Alternative Scenarios ................................................................. 3-23
Table 3-17 Traffic Demand Forecast on Proposed Bridge (Scenario 1: No Toll Charge for the Bridge) ........ 3-23
Table 3-18 Traffic Demand Forecast on Proposed Bridge
(Scenario 2: Toll Charge is the same as the Existing Ferry Tariff) ................................................ 3-24
Table 3-19 Traffic Demand Forecasted on Proposed Bridge
(Scenario 3: Toll Charge is 150 % as High as the Existing Ferry Tariff) ....................................... 3-24
Table 3-20 Climate in Davao ........................................................................................................................... 3-32
Table 3-21 Record of Major Earthquakes ........................................................................................................ 3-34
Table 3-22 Design Speed of Urban Arterial Road of DPWH, AASHTO and JRA Specifications .................. 3-35
Table 3-23 Minimum Radius of Horizontal Curve .......................................................................................... 3-35
Table 3-24 Maximum Gradient ........................................................................................................................ 3-35
Table 3-25 Cross Fall ....................................................................................................................................... 3-36
Table 3-26 Maximum Superelevation .............................................................................................................. 3-36
Table 3-27 Geometric Design Standards for the Project .................................................................................. 3-37
Table 3-28 Alternatives of Cross Section ........................................................................................................ 3-38
Table 3-29 Tide Level List ............................................................................................................................... 3-41
Table 3-30 Concrete Specification ................................................................................................................... 3-42
Table 3-31 Comparison of Alternative Routes ................................................................................................. 3-44
Table 3-32 Comparison of Foundation Types .................................................................................................. 3-45
Table 3-33 Comparison between PC Box Girder and Steel Truss Bridge........................................................ 3-48
Table 3-34 Approach Viaduct Plan (Types and Spans) .................................................................................... 3-51
Table 3-35 Slope Section Length Limit ........................................................................................................... 3-53
Table 3-36 Approach Viaduct Superstructure Dimensions .............................................................................. 3-60
Table 3-37 Approach Viaduct Substructure Dimensions and Work Quantities ............................................... 3-61
Table 3-38 Approach Viaducts and Davao Interchange ................................................................................... 3-69
Table 4-1 Protected Area of Davao Region ..................................................................................................... 4-2
Table 4-2 Flora of Samal Island ....................................................................................................................... 4-5
Table 4-3 Outline of Involuntary Resettlement and Land Acquisition ............................................................ 4-7
Table 4-4 The Result of Comparative Study .................................................................................................. 4-18
Table 4-5 Meeting with Related Department and Organizations ................................................................... 4-20
Table 4-6 Explanation and Discussion with Local Residents ........................................................................ 4-21
Table 4-7 Important Laws and Manuals of PEISS ......................................................................................... 4-24
Table 4-8 Important Laws and Manuals of PEISS ......................................................................................... 4-24
Table 4-9 Summary of Environmentally Critical Projects (ECPs) ................................................................ 4-26
Table 4-10 Summary of Environmentally Critical Areas (ECAs).................................................................... 4-26
Table 4-11 Summary of Project Category, EIA Report Types, Decision Documents, Deciding Authorities
and Processing Duration (New and Single Project) ....................................................................... 4-28
Table 4-12 Project thresholds for coverage screening and categorization ....................................................... 4-28
Table 4-13 Relevant Laws on Land Acquisition and Involuntary Resettlement in the Philippines ................. 4-29
Table 4-14 DPWH Department Order and Manuals for Land Acquisition and Resettlement ......................... 4-30
Table 4-15 Estimated compensation policy ..................................................................................................... 4-33
Table 5-1 (1) Summary of the Project Cost (including price contingencies)......................................................... 5-3
Table 5-1 (2) Summary of the Project Cost (excluding price contingencies) ........................................................ 5-4
Table 5-2 Annual Operation and Maintenance Costs ...................................................................................... 5-5
Table 5-3 Assumptions for the Economic Evaluation...................................................................................... 5-6
Table 5-4 Economic Effects of the Construction of Proposed Bridge ............................................................. 5-7
Table 5-5 Motorization Rate under Alternative Scenarios ............................................................................... 5-8
Table 5-6 Travel Times for the ‘Without Project’ and ‘With Project’ Cases .................................................... 5-9
Table 5-7 Unit Travel Time Cost (TTC) .......................................................................................................... 5-9
Table 5-8 Unit Vehicle Operating Cost (VOC) (2015) .................................................................................... 5-9
Table 5-9 Unit Cost for Ferry and its Facilities.............................................................................................. 5-10
Table 5-10 Ratio of Generated Traffic to Normal Traffic under Alternative Scenarios ................................... 5-10
Table 5-11 Expenditures by Tourists in the Philippines (2015) ....................................................................... 5-11
Table 5-12 Unit Benefit of Tourists in IGCS (2015) ........................................................................................ 5-11
Table 5-13 Results of Economic Evaluation .................................................................................................... 5-12
Table 5-14 (1) Cash Flow of Benefit / Cost Stream (Scenario 1: Toll Free) ......................................................... 5-12
Table 5-14 (2) Cash Flow of Benefit / Cost Stream (Scenario 2: Same as Ferry Tariff) ....................................... 5-13
Table 5-14 (3) Cash Flow of Benefit / Cost Stream (Scenario 3: 150 % of Ferry Tariff) ...................................... 5-14
Table 5-15 (1) Results of Sensitivity Analysis (Scenario 1: Toll Free) ................................................................. 5-15
Table 5-15 (2) Results of Sensitivity Analysis (Scenario 2: Same as Ferry Tariff) ............................................... 5-15
Table 5-15 (3) Results of Sensitivity Analysis (Scenario 3: 150 % of Ferry Tariff) .............................................. 5-15
Table 5-16 Input Data for Financial Analysis .................................................................................................. 5-16
Table 5-17 Tariff Level for Proposed Bridge ................................................................................................... 5-16
Table 5-18 Results of the Financial Analysis ................................................................................................... 5-18
Table 5-19 Estimation of Weighted Average Capital Cost (WACC) ................................................................ 5-18
Table 5-20 Estimation of Weighted Average Capital Cost (WACC) by Type of Loan .................................... 5-19
Table 5-21 Financial Cash Flow of Cost /Revenue (Scenario2) ...................................................................... 5-19
Table 5-22 Results of Sensitivity Analysis (Real Term) (Scenario 2) .............................................................. 5-20
Table 5-23 Results of Sensitivity Analysis (Real Term) (Scenario 3) .............................................................. 5-20
Table 6-1 Project Implementation Schedule .................................................................................................... 6-1
Table 8-1 Major Japanese ODA Bridge Projects Adopted SPSP Foundation Type ......................................... 8-3
Table 8-2 Major “Goods” to be Procured from Japan...................................................................................... 8-5
Table 8-3 Major “Goods & Services” to be Procured from Japan ................................................................... 8-5
List of Figures
Figure i Traffic Demand Forecast on Proposed Bridge by Scenario ............................................................ S-2

Figure ii Traffic Demand Forecast on Proposed Bridge by Trip Purpose ..................................................... S-3
Figure iii Outline Topographical Map ............................................................................................................ S-6
Figure iv Navigation Conditions .................................................................................................................... S-7
Figure v Typical Cross Section ..................................................................................................................... S-7
Figure vi Alternative Routes of the Project Bridge ........................................................................................ S-8
Figure vii Final Route of the Project Bridge ................................................................................................. S-10
Figure viii Profile the Project Road ................................................................................................................ S-14
Figure ix Side View of the Main Bridge ...................................................................................................... S-15
Figure x Side View of the Approach Viaducts ............................................................................................ S-16
Figure xi Location Map ................................................................................................................................ S-27
Figure 1-1 GDP Share by Industries in 2010 to 2014........................................................................................ 1-3
Figure 1-2 Population Changes in 2010 to 2015 ............................................................................................... 1-3
Figure 1-3 Financial Condition from 2010 to 2015 ........................................................................................... 1-6
Figure 1-4 Component of Export Classification in 2014................................................................................... 1-7
Figure 1-5 Component of Import Classification in 2014................................................................................... 1-7
Figure 1-6 Road Network of the Philippines and Region XI ............................................................................ 1-9
Figure 1-7 Davao Bypass Project .................................................................................................................... 1-10
Figure 1-8 Major Ports and Container Terminals in Mindanao Island ............................................................ 1-11
Figure 1-9 Nautical Highways Network in the Philippines (SRNH)............................................................... 1-12
Figure 1-10 Airports in Mindanao Island .......................................................................................................... 1-12
Figure 1-11 Project Bridge and Its surrounding Roads ..................................................................................... 1-13
Figure 1-12 Topographic Map of Davao City ................................................................................................... 1-18
Figure 1-13 Slope Map of Davao City .............................................................................................................. 1-18
Figure 1-14 Slope Map of IGACOS .................................................................................................................. 1-19
Figure 1-15 Soil Map of Davao City ................................................................................................................. 1-20
Figure 1-16 Soil Suitability of IGACOS ........................................................................................................... 1-21
Figure 1-17 Climate Map of the Philippines ..................................................................................................... 1-22
Figure 1-18 Risk to Typhoons ........................................................................................................................... 1-22
Figure 1-19 Existing Land Use Map, Davao City ............................................................................................. 1-24
Figure 1-20 Existing General land Use Map, IGACOS .................................................................................... 1-25
Figure 2-1 Study Flow ....................................................................................................................................... 2-3
Figure 3-1 Traffic Survey Sites ......................................................................................................................... 3-6
Figure 3-2 (1) Hourly Variation of Vehicle Traffic using Ferry (September, 2015) ................................................ 3-8
Figure 3-2 (2) Hourly Variation of Passenger Traffic using Ferry and Boat (September, 2015)............................. 3-9
Figure 3-3 Composition of Vehicle Traffic using Ferry (September 2015) ..................................................... 3-10
Figure 3-4 Trip Purpose of Passengers and Vehicle Users .............................................................................. 3-11
Figure 3-5 Waiting Times for Passengers and Vehicle Users .......................................................................... 3-12
Figure 3-6 Willing to Use For Proposed Bridge .............................................................................................. 3-13
Figure 3-7 Willing to Pay for the Proposed Bridge ......................................................................................... 3-14
Figure 3-8 Flow Chart of Traffic Demand Forecast ........................................................................................ 3-16
Figure 3-9 Past Trend of GDP and Multi-Regression Model .......................................................................... 3-17
Figure 3-10 Future Predicted GDP .................................................................................................................... 3-18
Figure 3-11 Outline Topographical Map ........................................................................................................... 3-25
Figure 3-12 Boring Survey Locations ............................................................................................................... 3-26
Figure 3-13 Boring Log (BH-1) ........................................................................................................................ 3-27
Figure 3-17 Boring Log at Davao – Panabo Road ............................................................................................ 3-30
Figure 3-18 Risk to Typhoons ........................................................................................................................... 3-31
Figure 3-19 Active Fault in the Southeastern Part of Mindanao ....................................................................... 3-33
Figure 3-20 Navigation Conditions ................................................................................................................... 3-39
Figure 3-21 Aviation Limits .............................................................................................................................. 3-40
Figure 3-22 Cross Section of the River ............................................................................................................. 3-41
Figure 3-23 Alternative Routes of the Project Bridge ....................................................................................... 3-43
Figure 3-24 Final Route of the Project Bridge .................................................................................................. 3-45
Figure 3-25 Approach Viaduct Layout Plan (Davao side) ................................................................................ 3-50
Figure 3-26 Approach Viaduct Layout Plan (Samal side) ................................................................................. 3-50
Figure 3-27 Horizontal Alignment (Davao Side) .............................................................................................. 3-52
Figure 3-28 Horizontal Alignment (Samal Side) ............................................................................................... 3-53
Figure 3-29 Profile of the Project Road............................................................................................................. 3-54
Figure 3-30 Cross Section of the Main Bridge .................................................................................................. 3-55
Figure 3-31 Cross Section of the Approach Viaduct (Davao Side, Steel Bridge).............................................. 3-55
Figure 3-32 Cross Section of the Approach Viaduct (Davao Side, Concrete Bridge) ....................................... 3-56
Figure 3-33 Cross Section of the Approach Viaduct (Samal Side).................................................................... 3-56
Figure 3-34 Side View of the Main Bridge ....................................................................................................... 3-56
Figure 3-35 Side View of the Approach Viaduct ............................................................................................... 3-57
Figure 3-36 Cross Section of the Main Bridge (Span Center and Pier) ............................................................ 3-58
Figure 3-37 SPSP Foundation Plan ................................................................................................................... 3-58
Figure 3-38 Approach Viaduct (Along Davao-Panabo Road) ........................................................................... 3-59
Figure 3-39 Approach Viaduct (Main Bridge Approach) .................................................................................. 3-59
Figure 3-40 Outline of SPSP Foundation .......................................................................................................... 3-63
Figure 3-41 Work Procedures of SPSP Foundation ........................................................................................... 3-64
Figure 3-42 Bored Pile Foundation Structure .................................................................................................... 3-65
Figure 3-43 Bored Pile Construction Method ................................................................................................... 3-65
Figure 3-44 Work Procedures of Bored Pilling ................................................................................................. 3-66
Figure 3-45 Erection of Bridge Side Span......................................................................................................... 3-67
Figure 3-46 Erection of the Bridge Center Span ............................................................................................... 3-68
Figure 3-47 PC Girder Erection ........................................................................................................................ 3-69
Figure 3-48 Producing of PC Hollow Slab ........................................................................................................ 3-70
Figure 3-49 PC Hollow Slab Construction by Stationary Platform................................................................... 3-71
Figure 4-1 Land Use around Alternatives to the Bridge-building Route ........................................................... 4-1
Figure 4-2 The location of protected areas in Region XI .................................................................................. 4-3
Figure 4-3 Costal and Marine Zoning Map ....................................................................................................... 4-4
Figure 4-4 Distribution of Coral Reef of Babak District ................................................................................... 4-5
Figure 4-5 Environmental Issues Concerning Motor Vehicles .......................................................................... 4-9
Figure 4-6 EIA Procedures in the Philippines ................................................................................................. 4-25
Figure 5-1 Yearly Stream of Project Cost and O/M Cost ................................................................................ 5-17
Figure 5-2 Yearly Stream of Toll Revenue ...................................................................................................... 5-18
Figure 7-1 Organization Chart of DPWH Central ............................................................................................. 7-1
Figure 7-2 Organization Chart of DPWH Region XI ........................................................................................ 7-2
Figure 8-1 Comparison of Yield Strength between SBHS and Conventional Steel
(SBHS has overcome yield point reduction resulted from the plate thickness) ............................... 8-2
Figure 8-2 Reduction of Preheat Control and Welding Pass ............................................................................. 8-2
Figure 8-3 Weld Joints Improve Appearance and Lengthen Painting Life ........................................................8-2
Figure 8-4 Conceptual Diagram of Steel Pipe Sheet Pile Well Foundation & Details of the Joints .................. 8-3
Figure 8-5 Stud Welding is Underway in the Steel Pipe Sheet Pile Well Foundation ....................................... 8-4
Figure 8-6 Bridge Structure Scheme without Japanese Construction Technologies ......................................... 8-4
List of Pictures
Picture 1-1 Traffic at Davao-Panabo Road ....................................................................................................... 1-14

Picture 1-2 Construction of Road Widening (Bridge Widening)...................................................................... 1-14
Picture 1-3 Circumferential Road..................................................................................................................... 1-14
Picture 1-4 Pavement Work at Circumferential Road ...................................................................................... 1-14
Picture 1-5 Ferry Terminal (Davao Side) ......................................................................................................... 1-15
Picture 1-6 Ferry Terminal (Samal Side) .......................................................................................................... 1-15
Picture 1-7 Ferry in Service.............................................................................................................................. 1-15
Picture 1-8 Situation on Board Including a Regular Bus ................................................................................. 1-15
Picture 1-9 Regular Boat (Sasa – Babak) ......................................................................................................... 1-16
Picture 1-10 Boat Resort User Only (Sasa – Paradise Island Resort) ................................................................ 1-16
Picture 1-11 Site Condition ................................................................................................................................ 1-29
Picture 3-1 Stud Re-bars welded to SPSP ........................................................................................................ 3-64
Picture 3-2 Unit Assembly & Shop Painting .................................................................................................... 3-66
Picture 3-3 Delivery and Ocean Shipping ........................................................................................................ 3-66
Picture 3-4 Traveler Crane Erection ................................................................................................................. 3-68
Picture 3-5 Example of One-Assembled Block Erection of Steel Bridge ........................................................ 3-70
Picture 3-6 PC Hollow Slab Construction by Movable Platform ..................................................................... 3-71
Executive Summary
(1) Background and Necessity of the Project
1) Background of the Project
Island Garden City of Samal (IGACOS) and Davao City, between which there is Pakiputan Strait, are located
close to each other. Ferries and boats are the transportation means between Davao City and Samal Island and
availability of which are restricted by the operation schedule as well as the weather thus, giving
inconvenience to the lives of the people, especially those on the island.
In recent years, waiting time for the ferry is too long at peak times because travelers to Samal Island has been
rapidly increasing due to the upsurge development of the island because of the numerous beach resorts and
high class residential areas.
Thus, NEDA approved implementation of the F/S for the Project on January, 2015.
2) Needs for the Project

In 1999, JICA carried out “The Study on the Davao Integrated Development Program (DIDP) Master
Planning March 1999”, in which it was mentioned that since IGACOS has a high potential for high-grade
residential development, environmental friendly industrial estate, and cultural and financial centers under the
BIMP-EAGA scheme as well as resort development due to its adjacency to Davao City and well preserved
environment, it may be recommendable to connect it to Davao City by a bridge. Also, “Davao Gulf Area
Development Plan 2011-2030” aimed at creating employment and wealth by direct effects generated from
promotion of trades and commercial activities to LGUs in Davao Gulf Area, a project (Davao City-Samal
Bridge) is listed in the Programs and Activities of the development plan. Furthermore, “Comprehensive
Land Use Plan 2008-2017” is a plan to achieve sustainable modernization leading to improvement plans on
economy, society, infrastructure, environment and local administration in IGACOS considering preserving
the nature and introducing urban facilities, Samal-Davao Bridge was mentioned as an economic
development strategy, improvement of accessibility to enhance economic productivity.
The realization of the project is urgently needed for the access between Samal and Davao by land
transportation because of high development potential of Samal Island, expectation of the rapid progress in
development and securing safety for about 100,000 residents in the island and for about 700,000 tourists.
Considering the state that the number of tourists and travelers who use the ferries are remarkably increasing,
economic loss generated by the waiting time for ferry is increasing year by year. Since the ferries and the
boats, as the means of transport between Davao City and Samal Island will not be able to support the
anticipated continuously increasing traffic in the future, deterioration in convenience for crossing the strait
may put the break on increasing the number of tourists and may decrease the time tourists spend in Samal
Island. That might be a hindrance to the revitalization of the economy due to the increase of employment and
purchasing opportunities utilizing the development potential of Samal Island.
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In this context, the implementation of the bridge project which would take about ten (10) years to complete
would then be very urgent.
(2) Concepts to Determine Scope of Work of the Project

1) Traffic Demand Forecast
The traffic demand between Davao City and Samal Island is made from “Normal traffic” and “Generated
traffic”. The normal traffic can be defined as the existing passenger and vehicle traffic which would increase
relatively with the future socio-economic growth, while the generated traffic is defined as the additional
passenger and vehicle traffic which will be brought about with the completion of the proposed Bridge.
Considering that converted traffic volume from ferries and boats depends on toll rate, scenarios of toll are
examined as follows.
Scenario 1: No toll charge
Scenario 2: Toll charge equal to the existing ferry tariff
Scenario 3: Toll charge equal to 150 % as high as the existing ferry tariff
Traffic volume for each scenario on the proposed bridge which consists of the one diverted from ferry plus
the generated traffic are shown below:
Figure i Traffic Demand Forecast on Proposed Bridge by Scenario
Source: The Study Team
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Figure ii Traffic Demand Forecast on Proposed Bridge by Trip Purpose
2) Preliminary Economic and Financial Evaluation

Economic Evaluation:
Table i shows the key assumptions that were explicitly made to conduct the economic analysis.
Table i Assumptions for the Economic Evaluation
Item Condition Remarks

1. Economic Indicators  Economic Internal Rate of
Return (EIRR)
 Benefit Cost (B/C) Ratio
 Net Present Value (NPV)
2. Analysis Period 35 years Start of Construction: 2020
30 years after opening to the Start of Operation: 2025
public
3. Social Discount Rate 15% Social discount rate in Philippines by NEDA
(Opportunity Cost of Capital) SDR will be used to compute B/C ratio and NPV
4. Exchange rate 1PHP = 2.7 JPY As of October 2015
5. Economic Cost ・Standard Conversion Factor ‘Shadow Exchange Factor for Project Economic
(SCF) = 0.80 Analysis’ by ADB
・Price contingency is not Inflation is not considered
considered
6. Salvage Value 0%
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By implementing the proposed bridge, a variety of benefits in the short and long term is expected. Among
these, the following tangible benefits are considered in this study as shown in Table ii.
Table ii Economic Effects of the Construction of Proposed Bridge
Items of Benefits Construction of Bridge Notes

Savings in Vehicle Operation Cost (VOC) ●
Savings in Travel Time Cost Passenger ●
Direct Benefit
(TTC) Cargo ●
Savings in Transportation Cost ●
Savings in Operation Cost of Ferry and Launch ●
Comfort and Convenience (Punctuality, Flexibility, etc.) X
Indirect Benefits
Induced Benefits ●
Impact to the Environment ▲
Regional Development X
Tourism Development X
Note: ●: Tangible benefit
▲: Not included in this study
X : Not included items due to intangible benefits
Financial Evaluation:
The financial performance of the proposed bridge project is examined based on the financial cash flow of
the project implementation. The major works for the financial evaluation involve the preparation of the
input data for the financial statements and other necessary external variables such as construction costs,
operation/maintenance costs, revenues and financial parameters. Financial statements usually include cash
flow statement, which consist of cash-inflow and cash-outflow to estimate the annual surplus or deficit
including loan and application of funds.
The major input data for the financial evaluation is shown in Table iii.
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Table iii Input Data for Financial Analysis
Item Condition Notes
Construction Schedule 6 years: construction period Construction starts in 2019
Operation starts in 2025
Evaluation Period 30 years after completion
Interest Rate Option 1: Yen Loan (STEP) 0.1 %
Option 2: ADB or World Bank 3.0 %
Inflation Rate Inflation is considered at 3.4%
Toll Rate See Table iv
Toll rate change Existing tariff level of the Ferry and Launch
Traffic Volume Traffic demand forecast under 3.3
Construction cost 2015 prices
Table iv Tariff Level for Proposed Bridge

Alternative Scenarios of Toll Rates of Bridge
Ferry Tariff
Type of Traffic Scenario 1 Scenario 2 Scenario 3
(PHP)
(Toll Free) (Same as Ferry Tariff) (150% of existing Ferry Tariff)
1 M/C, T/C 60 0 60 90
2 C/UV/SUV 250 0 250 380
3 Truck 1050 0 1050 1,580
4 Bus 1050 0 1050 1,580
5 Passenger 12 0 12 18
3) Natural Conditions
a) Topography and Geology
Outline of Topography:
Davao City, which is the largest city in Mindanao, is a port city facing the Gulf of Davao. Samal Island is
located about 1km off the eastern shore of Davao City. The Pakiputan Strait between Davao City and
Samal Island, where the project bridge is proposed, has a maximum depth of about 35 meters, and the
shore on the Davao side has port facilities such as a quay, with deeper water to secure a draft for vessels.
The Samal side has a coral shore, and the sea bottom changes gradually toward the strait. There are many
houses and port facilities which have been built in high density at the site of approach viaduct on the
Davao side, and the ground is flat until the Davao-Panabo road. The location where the viaduct is to be
constructed on the Samal side is inclined higher toward the center of the island. Below is the topographical
map.
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Figure iii Outline Topographical Map
Location where the

bridge is proposed
Outline of Geology:
As a result of the boring geological survey at four boring locations, it was revealed that this site has a
foundation of coralline limestone, and that soil and sand have accumulated above it. The bearing layer of
the bridge is considered to be the limestone layer. The strait center of the limestone layer is the deepest
portion with an altitude of -47 meters, and it becomes shallow as it gets closer to the land. Samal is an
island that was created through the upheaval of the limestone layer.
b) Climate
Davao City is protected by the mountain ranges from the Pacific, and is located on the southern side of the
water where typhoons occur, thereby lessening the damages caused by typhoons. According to the
Köppen climate classification, it is classified as “Af”, tropical rain forest climate. It does not have a rainy
or a dry season, and there is less change in the precipitation, temperature, humidity, and pressure
throughout the year. The temperature ranges from 20 to 35 degrees, and the annual average precipitation is
about 2000mm. Samal Island has hilly terrain, and the climate is similar to that of Davao City.
4) Design Conditions
a) Navigation conditions
The width of the navigational channel is 200m as PPA indicated. The largest vessel (Panamax class) passes
through the central segment of 100m. The vertical navigational clearance of the Panamax class is 57.91m
above HWL, with a margin of 1m.
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Figure iv Navigation Conditions
b) Aeronautical conditions
The project location is within 4km from Davao Airport runway, and it is subject to aeronautical
restrictions. The height limit is 45m from the runway surface. As the altitude of the runway is 29m, the
altitude limit of the structure is 45+29=74m.
c) Typical Cross Section

Road shoulder width of 2.5m is provided for slow speed vehicles and broken-down vehicles to prevent
slowing down the travel lane speed.
Figure v Typical Cross Section
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5) Comparison of Routes
a) Comparison of Alternative Routes
Alternative routes examined on a topographic map of the project bridge are shown in Figure vi. A
comparison of alternative routes is shown in Table v. As a result of the comparison through a site survey,
alternative routes No.6 and No.7 are selected as the best route for the Project.
Figure vi Alternative Routes of the Project Bridge
Table v A Comparison of Alternative Project Bridge Routes

Bridge Involuntary
Construction Evalu
Route Length Road Network Economic Site Condition Resettlement
Limit ation
(m) Davao Samal
Near the intersection of Bad (the Aeronautical Panacan public Relatively Relatively
Pan-Philippine highway construction height limit market, Philippine large large Very
1 3,500
and Davao-Panabo cost is high (74 m) is strict Naval base-camp (more than (more than bad
Road because since bridge (Davao) 20 houses) 20 houses)
Connecting with bridge cross landing
Pan-Philippine highway length is route. It is Relatively
Brgy.villarica's Equipment
in Davao side and longer than difficult to large Very
2 3,200 Wet market Depo of
connecting with others and construct due (more than bad
(Samal) DPWH
circumferential road in resettlement to structural 20 houses)
Samal side. is large. limit.
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Bridge Involuntary
Construction Evalu
Limit ation
(m) Davao Samal
Relatively Relatively
Connecting with
large large Very
3 3,000 circumferential road in
(more than (more than bad
Samal side.
20 houses) 20 houses)
Connecting with inner Bad (the
4 2,400 - Nothing Nothing Bad
road in Samal side. bridge
height
Sasa Seaport
Connecting with should be
(To cross over the
Davao-Panabo Road in elevated
port, high and
Davao side and then, the
5 1,800 - long approach Nothing Very few Bad
connecting with approach
bridge is required)
circumferential road in bridge
Samal side. length gets
longer.)
Small
Connecting with the old
6 1,800 - - Very few (less than Good
airport road
Good (the 10 houses)
route length Small
Part of Chevron
7 1,800 Connecting with is shorter - Very few (less than Good
Depot
Davao-Panabo Road in than others 10 houses)
Davao side and and It is difficult to
connecting with economical. construct the Submerged Small
8 1,800 circumferential road in bridge due to electric cable (less than Very few Bad
Samal side. the submerged exists 10 houses)
electric cable.
b) Final Route of the Project Bridge

Based on the proposed alternative route No.6 and No.7 selected above, the site survey focusing on
confirming the land use to minimize the resettlement was implemented to determine the final route. The
final route is proposed as shown in Figure vii. In the site survey, it was found that resettlement of some
parts of the oil depo would be necessary for both the route No.6 and No.7. The final route was proposed
with a consideration of avoiding that resettlement at the location between the route No.6 and No.7.
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Figure vii Final Route of the Project Bridge
6) Alternatives of the Bridge Type

a) Alternative bridge types for the project bridge
The following six bridge types were compared, and consideration was given to whether they were
applicable. As a result, it was found that the PC box girder bridge and the truss bridge were able to meet
both the aeronautical and the navigational restrictions.
i) PC box girder bridge

The applicable maximum span length is 200m, and it satisfies both the aeronautical and the navigational
restrictions.
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ii) Truss bridge
The applicable maximum span length is 500m, and it satisfies both the aeronautical and navigational
restrictions.
iii) Arch bridge

The applicable maximum span length is 500m, and it satisfies the navigational restriction but its arch
members violate the aeronautical restriction.
iv) Extradosed bridge

The applicable maximum span length is 250m, and it satisfies the navigational restriction but violates the
aeronautical restriction because it requires the main tower for stay cables.
v) Cable-stayed bridge
The applicable maximum span length is 1000m, and it satisfies the navigational restriction but violates
the aeronautical restriction because it requires the main tower for stay cables.
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vi) Suspension bridge
The applicable maximum span length is 2000m, and it satisfies the navigational restriction but violates
the aeronautical restriction because it requires the main tower for suspension cables.
b) Comparison table
Table vi shows the results of comparison between PC bridge type and truss bridge type that satisfy the
aeronautical and the navigational restrictions, including the substructure work and superstructure work.
As a result of comparison, it was evaluated that truss bridge type is the most suitable bridge structure type.
Table vi Comparison of Bridge Types

PC Box Girder Steel Truss Bridge
Steel Pipe Sheet Pile Bored Pile Bored Pile Steel Pipe Sheet Pile

Caisson
・It is inferior in workability for it needs large scale excavation in the sea before the ・It is possible to work in the air for the cofferdam by steel pipe sheet pile. Therefore,
steel shell installation of caissons. Moreover , it is necessary to adequate quality it is easy to ensure for the workability of excavation and the quality of concrete.
control to ensure the quality of underwater concrete. ・Erection of superstructure is a common cantilever erection. In addition, the scale of
Constructibility ・Cantilever method for construction of superstructure is common. However it the jetty is smaller than that of the PC box girder.
requires a large jetty to the vicinity of the Strait center for equipment carrying. （◎）
（×）
・Substructure : 45 months ・Substructure : 22 months
Construction Period ・Superstructure : 39 months ・Superstructure : 38 months
・Total : 84 months（×）・Total : 60 months（◎）
・The during caisson construction, it is impossible to construct simultaneously in order ・The steel pipe sheet piles foundation is possible to construction simultaneously while
to secure the navigation. Therefore, the construction period is long. securing the navigation.
Aeronautical and ・The during superstructure construction, construction equipment interferes against ・The during superstructure construction, construction equipment interferes against
Navigational Impact aviation limit . There is a need to further reduce the navigation width for equipment aviation limit. However the navigation is not interfered.
carrying.（△）（◯）
・Re-paint is unnecessary. ・The re-paint of a steel member is necessity (once in about 30 years, 625
・Although there are few members and there are not many inspection places, it is hard M.PHP/time).　Even if it compares based on a life cycle cost, a truss bridge is more
Maintenance to discover internal abnormalities, and the repair at the time of revealing becomes economical than PC box girder.
Requirement large-scale. ・There are many members and there are many inspection places. However, because
all the members can be seen and checked, maintenance by simple repair is possible
（◯） at the slight damage to early.（◯）
・Sea water will greatly be affected by the influence of contamination, because large- ・Although sea water is affected by the influence of contamination at the time of steel
Environmental
scale excavation is required before caisson installation. pipe sheet pile placing, overall influence is small due to excavation work in a
Impact
（×） cofferdam. （◎）
・There are many bridge piers and a feeling of a blockade of a navigational channel ・The silhouette of the superstructure gives the open and rhythmical impression due to
will be strong. the small number of piers.
Aesthetics ・It is a small impact of landmark because it is bad balance of the superstructure and ・The arch form of superstructure acts as an accent, and it will make a conspicuous
the substructure scale. （×） landmark at the strait. （◎）
・Substructure ： 7,420 ・Substructure ： 1,690
Construction Cost
・Superstructure ： 2,810 ・Superstructure ： 6,610
(M.Peso)
・Total ： 10,230 （×）・Total ： 8,300 （◎）
Overall Evaluation × ◎
Note: ◎: Very Good, ◯: Fare, ᇞ: Bad, ×: Very Bad
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(3) Outline of the Project
1) Design of the Project Bridge
The project is to construct an approximately 1km bridge over the Pakiputan Strait. The main bridge is to clear
the navigational height limit of 58.91m from the highest sea elevation of 1.55m in height and 100m in width.
Furthermore, aeronautical height limit because of Davao Airport forces the main bridge structure to be lower
than 74m in altitude. The bridge approach roads to the main bridge need to be viaducts to connect with
Davao-Panabo Road and Samal Circumferential Road with 6% or less slopes. The total project road length
including the main bridge, approach viaducts and approach roads is approximately 4.4km. As a result of the
comparison of alternative schemes, 3-span steel truss main bridge and PC hollow slab bridge and steel box
girder bridge approach viaducts were proposed. As the typical cross section, 2 lanes of 3.5m wide travel way
and 2.5m wide shoulders for slow speed vehicles and broken-down vehicles are proposed together with 1.5m
wide sidewalk at one side only.
The profile of the project road, the side view of the main bridge and the viaducts are shown in the Figure viii,
ix and x, respectively.
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Figure viii Profile the Project Road
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Figure ix Side View of the Main Bridge
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Figure x Side View of the Approach Viaducts
(To Davao City)
(To Panabo)
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(To Samal Island)

2) Project Cost
A summary of the project cost is shown in Table vii. The total cost is approximately Yen 44,800 million.
Table vii Summary of the Project Cost

PHP 1＝Yen 2.719
Project Cost
Cost Items LC FC Total
(PHP Million) (Yen Million) (Yen Million)
A. YEN LOAN PORTION
I) Construction (Base Cost) 3,518.1 23,413.1 32,978.9
Preparation & Mobilization 505.1 1,306.1 2,679.5
Main Bridge (Truss) 1,200.4 19,270.2 22,534.1
Davao side Approach Viaduct 208.4 799.6 1,366.2
Samal side Approach Viaduct 543.9 354.4 1,833.3
Davao Interchange 963.5 1,664.2 4,284.0
Davao Pedestrian Staircase 20.6 5.0 61.0
Davao side Access Road 64.9 12.5 189.0
Samal side Access Road 11.3 1.1 31.8
II) Consulting Services (Base Cost) 525.8 1,692.9 3,122.6
III) Contingencies 1,497.4 3,189.3 7,260.7
Price contingency for Construction 908.2 656.1 3,125.5
Physical contingency for Construction 442.6 2,406.9 3,610.3
Price contingency for Consulting Services 114.6 39.7 351.3
Physical contingency for Consulting
32.0 86.6 173.6
Services
Total A (I+II+III) 5,541.3 28,295.3 43,362.2
B. PHILIPPINE PORTION
a Construction (Base Cost) 50.7 0.0 137.9
Utility Relocation 48.5 0.0 131.9
Existing Structures' Removal 2.2 0.0 6.0
b Land Acquisition 135.9 0.0 369.5
Acquisition cost of land 126.3 0.0 343.4
Compensation for houses & shops 9.4 0.0 25.6
Compensation for trees 0.2 0.0 0.5
c Administration Cost (2%) 114.8 565.9 878.0
d Import Tax (To be exempted)
e VAT (To be exempted)
f Contingencies 12.0 0.0 32.6
Price contingency for Construction 6.3 0.0 17.1
Physical contingency for Construction 5.7 0.0 15.5
Total B (a+b+c+d+e+f) 313.4 565.9 1,418.0
Grand Total (A+B) 5,854.7 28,861.2 44,780.2

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3) Major Goods to be procured from Japan
The following major goods are necessary to be procured from Japan:
Substructure of the main bridge (i) Steel pipe sheet pile (material of SPSP foundation)
(ii) NS stud bar (material to connect pier footing with SPSP)
Superstructure of the main bridge (iii) SBHS steel (main material of the main bridge)
(iv) Bearings (earthquake-resistant bearings of the main bridge)
Major items of goods and their quantities and amouts to be procured from Japan are shown in Table viii.
These goods account for about 32% of the construction cost.
Table viii Cost of Goods to be Procured from Japan

Unit Rate Amount
Goods Specifications Unit Quantity
(Yen Thousand) (Yen Million)
Steel pipe sheet pile φ1500, P-P interlock m 3,866 246 951
NS stud re-bar tons 29.6 734 22
Main bridge steel SBHS & other steel tons 15,500 576 8,932
Design load 1,200t class nos 4 23,648 95
Main bridge bearing
Total amount Japanese goods (1) 10,425
Construction cost (base cost) (2) 32,979
Procurement ratio of Japanese “Goods only” (3) = (1) / (2) % 31.6%
Note: The proportion of SBHS steel to the total steel quantity is assumed to be approximately 40%.
4) Preliminary Economic and Financial Evaluation

Economic Evaluation:
The economic analysis is made considering the cash flow of benefits and costs during evaluation period
years. The economic indicators of the proposed bridge project are shown in Table ix.
Table ix Results of Economic Evaluation

(NPV: Million Pesos)
Scenario 1 Scenario 2 Scenario 3
Economic Indicators
(No toll) (Same as ferry tariff) (150% of ferry tariff)
EIRR 18.60% 15.7% 10.0%
B/C Ratio 1.36 1.07 0.59
NPV 1868.8 355.3 -2,105.5
Note: The project life of the Proposed Bridge Project is 30 years
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The sensitivity analysis of the economic analysis is considered for the following:
Toll revenue fluctuation (±10%)
Project cost fluctuation (±10%)
The results of the sensitivity analysis are shown in Tables x.
Table x (1) Results of Sensitivity Analysis (Scenario 1: No toll)
Benefit
-10 % Base +10 %
Cost
-10 % 18.6 % 19.9 % 21.2 %
Base 17.4 % 18.6 % 19.8 %
+10 % 16.3 % 17.4 % 18.6 %
Table x (2) Results of Sensitivity Analysis (Scenario 2: Same as Ferry Tariff)
Benefit
-10 % Base +10 %
Cost
-10 % 15.7 % 16.9 % 18.1 %
Base 14.8 % 15.7 % 16.8 %
+10 % 13.6 % 15.0 % 15.7 %
Note: Shows that the figure is under 15.0% and unfeasible.

Table x (3) Results of Sensitivity Analysis (Scenario 3: 150% of Ferry Tariff)
Benefit
-10 % Base +10 %
Cost
-10 % 10.0% 10.9 % 11.7 %
Base 9.1% 10.0 % 10.8%
+10 % 8.3% 9.2% 10.0 %

Financial Evaluation:
The results of the financial analysis are tabulated in Table xi. Estimation of Weighted Average Capital Cost
(WACC) are tabulated in Table xii.
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Table xi Results of the Financial Analysis
Scenario1 Scenario 2 Scenario 3
(No toll) (Same as Ferry Tariff) (150% of Ferry Tariff)
FIRR (%) NA 4.30 % 0.28 %
Cost Recovery (Yrs.)
NA 18 years No recovery
After operation
Note: NA: Not available
Table xii Estimation of Weighted Average Capital Cost (WACC)
Yen Loan Domestic Loan

GOP Fund Total
(STEP) (Philippines)
a. Construction Cost (Million PHP) 10,576 4,013 446 15,035
b. Composition (%) 70.3% 26.7% 3.0% 100%
c. Interest Rate (%) 0.1% 15% 10% -
d. Inflation Rate (%) - 3.4% 3.4%
e. Real Interest Rate (%) 0.1% 11.22% 6.38%
c. WACC (%) 0.070% 2.99% 0.19% 3.25%
Notes: Foreign currency by Yen Loan, Local currency by Domestic Loan and Government Fund
Table xiii Estimation of Weighted Average Capital Cost (WACC) by Type of Loan
Type of Loan Weighted Average Capital Cost (WACC) Composition of Funds (Example)
1) STEP Loan:70%
Case 1 STEP Loan 3.25% 2) Domestic Loan: 27 %
3) GOP: 3%
1) ADB or WB Loan: 50%
Case 2 ADB or WB Loan 6.63% 2) Domestic Loan: 40 %
3) GOP: 10%
1) Domestic Loan: 90 %
Case 3 PPP 10.74%
2) GOP: 10%
The sensitivity analysis of the financial analysis is considered for:

Toll revenue fluctuation (±10%)
Project cost fluctuation (±10%)
The results of the sensitivity analysis are shown in Tables xiv and xv.
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Table xiv Results of Sensitivity Analysis (Real Term) (Scenario 2: Same as Ferry Tariff)
Revenue
-10 % Base +10 %
Cost
-10 % 4.30 % 4.97 % 5.60 %
Base 3.64 % 4.30 % 4.94 %
+10 % 3.06 % 3.70 % 4.30 %
Table xv Results of Sensitivity Analysis (Real Term) (Scenario 3: 150% of Ferry Tariff)
Revenue
-10 % Base +10 %
Cost
-10 % 0.28 % 0.86 % 1.40 %
Base - 0.30 % 0.28 % 0.80 %
+10 % - 0.81 % - 0.25 % 0.28 %
Preliminary Conclusions of Financial / Economic Evaluation

As the results of preliminary economic and financial evaluation, the following preliminary conclusions can
be arrived at:
 Based on the results of economic evaluation made, it is concluded that the proposed Bridge Project will
be economically feasible in case of Scenario 1 and Scenario 2.
 Based on the results of financial evaluation made, it is concluded that the Proposed Bridge Project may
be financially viable in case of Scenario 2 when the ODA loan such as STEP of Yen Loan will be able to
procure because WACC of 3.25% is lower than FIRR of 4.30%.
 However, when ADB or WB loan will be able to procure, the Project may not be financially viable
because WACC of 6.63% is higher than FIRR of 4.30%. It is also said that when PPP scheme will be
procured, the Project may be not financially viable because of higher interest rate of PPP than that of
ADB or WB.
 In view therefore, the Government thru DPWH shall request JICA to carry out the detailed feasibility
study for Davao–Samal Bridge Project based on STEP Yen Loan.
(4) Evaluation of Environmental and Social Impacts

1) Project Components Concerned with Environmental and Social Impacts
The outline of the project components affecting the environment and society around the project site are as
follows:
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-Main bridge: Truss bridge approximately 900m
-Approach viaducts: Total 3,500m (2,000m at Davao side made of Panabo and Davao directions and
500m at Samal side)
-Approach Road: Total 200m
2) Present condition of the Project site, environmental and social impacts

Outline of the project site
The project site at Davao side is located in Barangay Sasa. It is a commercial and industrial zone, and
there are many oil storage bases on the coastal area. The project site at Samal Island is located in
Barangay Caliclic, near an old shipyard. It is a grassland. On the slope towards the circumferential road,
coconuts and other trees including houses and backyard farms are dotted but basically not so many
structures.
Impact to natural environment
The whole Samal Island is listed in the protected area designated by National Integrated Protected Area
System (NIPAS). However, due to the rapid progress and vast development of the area, as well as the
decrease of mangroves and declaration of the Marine Protected Area (MPA) of the habitats with
important ecological value, Samal Island is now being recommended to be delisted in this protected area
list. The Resolution for such has already been filed and is now under process. In view thereof, even that
there is still no official decision yet for the delisting, DENR does not object to the project and “Area
Status and Clearance” which certifies the area clearance of the project site was issued by DENR (Refer
to Appendix 2). The coastal areas of the project site are not included in MPA and mangroves are not
found as well. The ratio of live coral reef is less than 10% according to the existing material condition.
The habitats of vulnerable species of flora and fauna are far away from the project site and the project
would not affect these species.
Impacts to social environment
Outline of involuntary resettlement and land acquisition required for the proposed project is shown in
Table xvi. Large scale of involuntary resettlement is not expected. Negative impacts to the livelihood of
ferry and boat operators, land transport operators and fishermen are expected, but as a result of the
stakeholders’ hearing, the strong objection to the project was not confirmed from them. If negative
impact to the livelihood will be really concerned, provision of rehabilitation allowance and other
assistance shall be considered to mitigate the impact when Resettlement Action Plan (RAP) will be
prepared at the succeeding study. Besides, the proposed project site does not encompass neither cultural
heritages nor the habitat of ethnic minorities and indigenous peoples.
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Table xvi Outline of Involuntary Resettlement and Land Acquisition
Barangay Sasa, Davao city Barangay Caliclic, IGACOS

Land Acquisition Widening of Davao-Panabo Road -Coast to Circumferential road:
2
-To city center: 600m x 4m=2,400 m 500m x 30m =15,000 m2
-To Sasa Port: 700m x 7.5m=5,250 m2 (ROW of circumferential road is
-Davao-Panao road to Coast: secured)
2
450m X 30m = 13,500m
Affected Structures 2 commercial offices, parking facilities, 10 residential houses, backyard
fence, shrubbery, part of structure, 5 farms, coconut and fruit trees,
venders, trees, utilities, signboards etc. Trees
Involuntary Resettlement About 5 houses (25-50 people) About 10 houses (50-100 people)
3) Expected Environmental Improvement by Implementation of the Project

The proposed bridge would contribute to improving traffic congestion, thereby reducing exhaust gases
from vehicles waiting for the ferry and fuel consumption. It is expected that implementation of the
proposed project would solve the idling of vehicles waiting for ferry and reduce fuel consumption by the
amount equivalent to about 1,000 drums and CO2 emission equivalent to 144,905 Filipino at 2025.
4) Summary of the hearing from stakeholders

Main opinion and comments confirmed at stakeholder meetings and individual hearings are as follows:
Target Group Main opinion and comments

Residents and related - Expect easier access to health facilities and public market in Davao, faster delivery
parties of IGACOS agricultural products
- Pay due consideration to the environmental protection
- Questions to toll fee and construction cost
Residents and related - Concerns to the project fund and financial burdens
parties of Davao City - Pay due consideration to the traffic congestion, environmental and social impact
- Request to include the investigation of underwater water pipes and power lines going to
Samal
Fisher folks - Concerns to the limitation of the fishing ground and water pollution during the
construction of the bridge
- As a community member, expect easy transportation especially during emergency,
additional income and more business opportunity
Passenger boat - It’s not sure if the number of passenger will decrease by the construction of bridge (the
operators number of regular boat didn’t decrease after construction of Mactan Island bridge)
- We don’t oppose to the bridge project and don’t request compensation
Ferry Company - We welcome the bridge construction and don’t oppose to the project
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Target Group Main opinion and comments
- Ferry will be transferred to the route between Samal Island and Mati, Davao Oriental
after construction of bridge
- The profit of ferry operation will decrease when the route is transferred to Samal~Mati,
but we don’t request compensation
- Bus, taxi and Resort Company other than ferry are managed by group. Increase of
resort guest and passenger of bus is expected due to the construction of bridge
5) Measures to be taken by the Philippines Side

-EIA study: Securing of ECC and EIA study for ECC application is required
-Tree cutting permit: Tree cutting permit inside construction site shall be acquired from DENR
-Preparation of RAP: Preparation of RAP associated with land acquisition
-Implementation of RAP: Securing of the budget for RAP implementation, appropriate implementation
and monitoring of land acquisition and resettlement procedures
-Relocation of utility: Relocation of utilities in the project site
(5) Implementation Schedule

If the project is to be implemented with a Japanese Yen loan, the procedures are as follows:
(i) Loan Request
(ii) JICA Preparatory Survey (Appraisal Mission)
(iii) Exchange of Notes & Loan Agreement
(iv) Selection of Consultant
(v) Consulting Service - Detailed Design, Tendering Assistance (Tender Documents, PQ, Tender,
Evaluation, Contract Negotiation) and Construction Supervision
(vi) Construction
Prior to “(vi) Construction” and in parallel with “(v) Consulting Service”, the Philippine side is to undertake
land acquisition, resettlement of houses and structures and relocation of utilities.
Table xvii presents an assumed implementation schedule from the present time, in case Japanese loan is
requested by the Government of the Philippines and provided by the Government of Japan.
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Table xvii Project Implementation Schedule
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026
Loan Request
JICA Preparatory Survey
Appraisal Mission
Exchange of Notes & Loan Agreement
Selection of Consultant
Detailed Design & Tender Documents
PQ, Tender, Contract Negotiation
Construction Supervision
Land Acquisition
Utility Relocation
Construction
Preparation & Mobilization
Davao side Access Road
Davao Interchange
Davao Pedestrian Staircase
Davao side Approach Viaduct
Main Bridge (Truss)
Samal side Approach Viaduct
Samal side Access Road
Cleaning, Demobilization & Inspection

Note: The above schedule will be applied in a case the Government of the Philippines requests implementation of this project and JICA accepts it.
(6) Feasibility of the Project Implementation

1) Outline of the Project Implementing Agency
The implementing agency of the project is Department of Public Works and Highways (DPWH) of the
Republic of the Philippines. Road Management Cluster I (Bilateral), one of the Unified Project Management
Offices (UPMO) in DPWH, will be mainly in charge of the project. Bureau of Design (BOD) and
Environmental and Social Safeguards Division (ESSD) under the Planning Service will be in-charge of the
design review and environmental and social consideration monitoring, respectively.
2) Project Implementing Organization

Selected staff in charge of design, construction and operation from UPMO- Road Management Cluster I
(Bilateral) will supervise the detailed design and the construction supervision. Persons in charge from
UPMO will coordinate with BOD or ESSD about the design, land acquisition, resettlement and coordinate
with relevant organization (Davao City, Province of Davao del Norte, IGACOS, DENR, Police, PPA, Utility
service companies, etc.). The operation and maintenance will be undertaken by Maintenance Division in
DPWH Region XI after the completion of the project bridge.
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(7) Technical Advantages of Japanese Companies
The features of the bridge site conditions are having navigational and aeronautical restrictions and the strait
to be crossed is very deep. Constructing a bridge with conventional technologies against such crucial
condition is difficult. New Japanese construction technologies are necessary to realize the bridge.
Construction of piers at the locations where seawater is around 35m deep is difficult. To realize a pier there,
it needs tremendous construction cost and period. In this Study, construction piers at shallow locations
instead of deep sea locations was proposed with a 500m long span truss bridge made of Steel for High
Performance Structure (SBHS) and Steel Pipe Sheet Pile (SPSP) foundation. The SPSP foundation can be
constructed safely and economically even the seawater depth is 25m.
The materials of SBHS and SPSP are only available from Japan and only Japanese constructors have the
experiences and the know-how of the construction of the bridges made of SBHS and SPSP.
(8) Project Location Map

Project location map is shown in Figure xi.
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Figure xi Location Map
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Chapter 1 Overview of the Host Country and
Sector
1.1 Economic and Financial Conditions
1.1.1 Outline
The Philippines is located in Southeast Asia. It consists of 7,109 islands that are categorized broadly under
three main geographical divisions: “Luzon” as the northern part, “Visayas” as the middle part, and
“Mindanao” as the southern part. The islands of the Philippines are surrounded by Philippine Sea at the
east side, South China Sea at the west side and Celebes Sea at the south side. In the area of approximately
300,000 square kilometers, the population of the Philippines is 98.2 million in 2013 while population of
Metro manila is 12.5 million in 2013. The official languages are Filipino and English.
Table 1-1 Outline of the Philippines

Content Indictor
Country Name Republic of the Philippines
Area 300,000 square kilometers
Population 98.2 million (Source: NSC, 2013)
Capital Manila, Population in Metro Manila: 12.5 million (Source: NSCB, 2013)
Filipino, Cebuano etc.,
Language
Official language: Filipino and English
Religious Catholic (82.9%), Islam (5.1%) etc.
Source: Japan External Trade Organization
1.1.2 Economic Condition

(1) Macro-Economic
Real GDP growth rate in the Philippines strongly recorded 7.6% in 2010. Although it little slowed down
with 3.6% in 2011 under the influence of world economy slump, the Philippines has been keeping the
economic boom as it recorded a high rate of 6.8% in 2012 and 7.2% in 2013 in comparison with other
ASEAN countries. The annual GDP growth rate target of 2015 of the government is set to 7-8%. However,
it recorded the unexpected low growth rate of 5.2% in the first quarter. In order to achieve the 7% of the
lower limit of the annual target, it is necessary to achieve an average growth rate of 7.5% in the remaining
three quarters. It is said to be difficult to achieve because there is concern over the expansion of drought
damage caused by the El Nino phenomenon. However, The Development Budget Coordination Committee
(DBCC) decided to keep the rate of 7-8% of the annual GDP growth rate target of 2015.
The inflation rate in 2008 was in a high level of 9.3 percent for the whole year affected by the global crude
oil and food prices. It made a major impact on the Filipino people's lives. Later, however, it became calm.
It was 3.2% in 2012 and 3.0% in 2013. It was within the 3% to 5% target that the Philippine government
had advocated.
1-1
Table 1-2 Economic Indicator in 2008 to 2014
Year 2008 2009 2010 2011 2012 2013 2014 Source
GDP
1,736 1,685 1,996 2,241 2,502 2,706 2,849 International Monetary
(Hundred million USD)
Fund
GDP per Capita (USD) 1,981 1,851 2,155 2,379 2,612 2,790 2,865
Real GDP
4.6 1.1 7.6 3.6 6.8 7.2 6.1
Growth rate (%)
Inflation rate 8.3 4.1 3.8 4.6 3.2 3.0 4.1
Philippine National
Unemployment rate (%) 7.4 7.5 7.3 7.0 7.0 7.2 6.8
Statistics Office
Total Trade (Hundred million USD) FOB basis
(1) Export 490.7 384.3 514.9 483.0 521.0 567.0 618.0
(2) Import 567.4 430.9 549.3 604.9 621.3 624.1 639.2
Source: Philippine Statistics Authority
(2) Industry
GDP by industry sector from the year 2010 to 2014 is shown in Table 1-3. GDP for financial, housing and
real estate industry increased by 1.59 times in five years and that of construction industry successively
increased 1.5 times. At the same time, looking at the industrial sector as a whole, GDP grew at 1.4 times.
Table 1-3 GDP by Industry in 2010 to 2014

Unit: Million Pesos
Industry Sector 2010 2011 2012 2013 2014 2014/2010
Agriculture and forestry 928,580 1,052,167 1,057,660 1,097,830 1,230,996 1.33
Primary
Fishing 180,137 182,845 192,108 199,320 197,134 1.09
Mining and Quarrying 128,728 143,027 121,435 115,460 125,390 0.97
Manufacturing 1,930,778 2,047,718 2,170,918 2,355,416 2,603,644 1.35
Secondary Construction 551,230 522,198 633,066 727,377 828,161 1.50
Electricity, Gas and
321,543 330,345 374,531 397,467 411,701 1.28
Water Supply
Transport, Storage and
586,196 627,255 679,875 727,912 783,492 1.34
Communication
Trade and Repair 1,563,786 1,696,744 1,870,556 2,069,640 2,243,271 1.43
Financial Intermediation 622,404 684,087 763,670 885,136 988,894 1.59
Tertiary
Real Estate, Renting 979,129 1,105,120 1,220,726 1,374,404 1,553,387 1.59
Public Administration
372,304 404,324 457,620 486,005 503,110 1.35
and Defense
Other Services 838,662 912,501 1,018,925 1,106,319 1,173,555 1.40
Total 9,003,477 9,708,331 10,561,090 11,542,286 12,642,735 1.40
1-2
GDP shared by industries from the year 2010 to 2014 is shown in Figure 1-1. The GDP share of the tertiary
industry is the most as the GDP share of the primary industry is 11.3%, of the secondary industry is 31.4%,
and of the tertiary industry is 57.3% in 2014. Proportion of the GDP by industries has not significantly
changed in the last five years.
Figure 1-1 GDP Share by Industries in 2010 to 2014
2014 11.3% 31.4% 57.3%
2013 11.2% 31.2% 57.6%
2012 11.8% 31.2% 56.9%
2011 12.7% 31.3% 55.9%
2010 12.3% 32.6% 55.1%
0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 70.0% 80.0% 90.0% 100.0%
Primary Secondary Tertiary
(3) Population
The population growth of the Philippines from year 2010 to 2015 is shown in Figure 1-2. The population in
2010 was 92.6 million. It is estimated that population will exceed 100 million by 2015.The Philippines has
a population growth rate of 1.8% annually since year 2010.
Figure 1-2 Population Changes in 2010 to 2015
Source: International Monetary Fund
1-3
1.1.3 Trade
As for the foreign trade of the Philippines, the trade balance subtracting imports from exports is basically a
deficit. However, the Philippines maintains current account surplus. The income and expenditure structure
is unlike neighboring countries. It is a pattern that surplus of service income and income balance offset the
trade deficit. The support of service account surplus is revenue from overseas IT-business process
outsourcing (IT-BPO) services, and the support of the income account surplus are the remittances from the
overseas Filipino workers (OFW).
Table 1-4 Foreign Trade from 2005 to 2014

Unit: FOB Price, Million USD
Trade surplus
Year Total Trade Export Import
(deficit)
2014 127,499.60 62,101.60 65,398.00 (-3,296.40)
2013 119,108.50 56,697.90 62,410.60 (-5,712.70)
2012 114,228.00 52,100.00 62,129.00 (-10,029)
2011 108,186.00 48,042.00 60,144.00 (-12,102.00)
2010 106,430.00 51,498.00 54,933.00 (-3,435.00)
2009 81,527.00 38,436.00 43,092.00 (-4,656.00)
2008 105,824.00 49,078.00 56,746.00 (-7,669.00)
2007 105,980.00 50,466.00 55,514.00 (-5,048.00)
2006 99,183.79 47,410.12 51,773.68 (-4,363.57)
2005 88,672.86 41,254.68 47,418.18 (-6,163.50)
Table 1-5 Current Account (international balance basis)

Unit: Million USD
2011 2012 2013
5,643 6,949 10,393
In 2014, export was 61,798 million USD, a 14.5% increase year on year while imports was 64,524 million
USD, a 4.4% increase year on year. The trade balance remained the excess of imports over exports from
the previous year. Looking at the exports by item, electrical equipment and parts, which account for 37.4
percent of the total exports, became 23,101 million USD, a 19.8% increase year-on-year, and that showed
their growth continued double-digit as same as the previous year. As a breakdown of the result, integrated
circuit, which accounts for 19.6% of the total exports, became 121,137 million USD, a 36.8% increase
1-4
year-on-year, electrical insulation wire and cable, which accounts for 3.5 percent of the total exports,
showed a strong growth of 2,175 million USD, a 24.4 % increase year-on-year. Machinery and related
equipment, which account for 13.9% of the total exports, was 8,612 million USD, a 41.1% increase
year-on-year. Above all, automatic data processor equipment/component was 4,755 million USD, a 50.9%
increase year-on-year and automatic data processor equipment parts grew as large as 1,934 million, a
92.6% increase year-on-year.
As for Imports, mineral fuels (composition ratio 20.5%), which is the main imported goods, was 13,255
million USD, a 0.5% increase year-on-year. Crude oil was a 4.1% decrease year-on-year but oil became a
double digit increase, an increase of 11.3% year-on-year. Special items, which are mostly composed of
semiconductor, machinery parts for outsourcing processing by enterprises in areas of exporting processing,
became 9,178 million, an increase of 12.1% year-on-year. Electrical equipment/parts, which had been a
14.1% decrease year-on-year in the previous year, was a 18.6% decrease year-on-year continuously in
2014, 6,205 million USD. Machine and related equipment was (a 1.9% increase year-on-year) 5,420
million USD and Vehicle (except railway vehicle) was (a 5.8% increase year-on-year) 3,644 million USD.
Table 1-6 Export and Import by Major Commodity (custom clearance basis)
Unit: million USD,%
Export (FOB) Import (FOB)
2013 2014 2013 2014
Composition Growth Composition Growth
Amount Amount Amount Amount
Ratio Rate Ratio Rate
Electric equipment/parts 19,284 23,101 37.4 19.8 Mineral fuel 13,188 13,255 20.5 0.5
Integrated circuit 8,872 12,137 19.6 36.8 Crude Oil 6,540 6,270 9.7 △ 4.1
Semiconductor Devices 3,425 2,955 4.8 △ 13.7 Petroleum 5,126 5,707 8.8 11.3
Electrical Insulation/Cable 1,747 2,175 3.5 24.5 Specially item 8,185 9,178 14.2 12.1
Raw material for
Machine and related
6,105 8,612 13.9 41.1 Consignment 7,887 8,967 13.9 13.7
equipment
manufacturing
Automatic data processor Electric
3,152 4,755 7.7 50.9 7,622 6,205 9.6 △ 18.6
equipment/Component equipment/parts
Automatic data processor
1,004 1,934 3.1 92.6 Integrated circuit 3,438 1,901 2.9 △ 44.7
equipment parts
Wood Product and its and Machine and related
3,210 3,096 5.0 △ 3.6 5,316 5,420 8.4 2.0
coal equipment
Wooden fittings and
Machine Parts and
woodwork product for 2,996 2,925 4.7 △ 2.4 1,151 954 1.5 △ 17.1
attachment
construction
Vehicle (except
Ore, Slag and ashes 2,228 2,745 4.4 23.2 3,444 3,644 5.6 5.8
railway)
Passenger and other
Nickel 989 1,717 2.8 73.6 1,624 1,654 2.6 1.8
cars
Total (including
Total (including others) 53,978 61,798 100 14.5 61,831 64,524 100 4.4
others)
Source: Japan External Trade Organization
1-5
1.1.4 Financial Conditions
The fiscal balance is experiencing continued deficit from 2010 to 2013. Although the fiscal balance surplus
of 6.7 billion Pesos in 2014 was recorded, it will become 12.7 billion Pesos deficit according to IMF
estimation on April, 2015.
The primary balance (the basic income and expenditure), which is calculated excluding net profit payment
costs and indicates whether necessary expense can be paid by tax income etc. comparing to the financial
income and expenditure, has been a surplus of more than 20 billion pesos since 2011 and was a surplus of
35 billion pesos in 2014.
Figure 1-3 Financial Condition from 2010 to 2015
1.1.5 Economic Relations with Japan

(1) Trade
Table 1-7 shows the amount of import from and export for Japan from 2010 to 2014. Both the exports and
the imports trended upward and increased 1.08 times and 1.55 times for 5 years, respectively. The import
exceeds the export by 28.9 billion Yen in 2014.
Table 1-7 Transition of Export and Import with Japan from 2010 to 2014 (custom clearance basis)
Unit: Billion Yen
2010 2011 2012 2013 2014

Value of Japanese Export 968.8 894.1 945.8 944.5 1,046.7
Value of Japanese Import 694.8 712.1 745.5 901.1 1,075.6
Trade Balance 274.0 182.0 200.3 43.4 -28.9
Source: Trade Statistic of Japan
1-6
Looking at the export item component of the Philippines in 2014 by a standard international trade
classification, in export value of 1,046 billion yen, machinery and transportation equipment accounted for
55.9% at the largest and followed by raw materials products of 15.5% and miscellaneous products of
10.9%. The top three account for more than 80% of the total.
Figure 1-4 Component of Export Classification in 2014
Looking at the import item component of the Philippines in 2014 by a standard international trade
classification, in import value of 1,075 billion yen, machinery and transportation equipment accounted for
46.9% at the largest, and followed by raw materials (inedible and non‐fuel mineral) of 14.5% and articles
of food and living animals of 11.8%. The top three account for more than 70% of the total.
Figure 1-5 Component of Import Classification in 2014
1-7
(2) Japan’s ODA
Japan is the largest donor country for the Philippines, and the Philippines is one of the important countries
for Official Development Assistance (ODA) from Japan. An assistance record from Japan to the
Philippines is as follows: (Source: Ministry of Foreign Affairs of Japan)
・ ODA loans: 2,420 billion Yen (Cumulative total by 2013, FY: 68.7 billion Yen )
・ Grants: 275 billion Yen (Cumulative total by 2013, FY: 10.8 billion Yen )
・ Technical Cooperation: 213 billion Yen (Cumulative total by 2013, FY: 5.17 billion Yen )
Japan has formulated a country assistance policy for the Republic of the Philippines on April, 2012. Its
basic assistance policy: “Support to the realization of inclusive growth” which includes three challenges
being tackled:
a) Achieving Sustainable Economic Growth through Further Promotion of Investment

To improve investment climate in order to attract more local and foreign investment toward the
achievement of sustainable economic growth, Japan provides assistance centering on: 1) the
improvement of traffic and transportation network of the Greater Capital Region; 2) the improvement of
infrastructure related to energy and water; 3) the enhancement of administrative capacity; 4) the securing
of maritime safety; and 5) human resource development for industries.
b) Overcoming Vulnerability and Stabilizing bases for Human Life and Production Activity
To overcome vulnerability to various risks affecting the impoverished sector in particular, such as
environmental issues including natural disasters and climate change as well as infectious diseases, and
also to stabilize and fortify bases for human life and production activities, Japan provides assistance
centering on: 1) the improvement of both “hard” and “soft” infrastructures to address issues related to
natural disasters and environment; 2) the development of safety nets including healthcare; and 3) the
enhancement of agricultural production and productivity as well as the improvement of the processing
and distribution of agricultural products.
c) Peace and Development in Mindanao

To secure and stabilize peace in Mindanao through the promotion of the peace process by means of
socio-economic development in the conflict-affected areas, and also to eradicate poverty, Japan provides
assistance for: 1) the strengthening of governance; 2) the reduction of poverty including the
improvement of access to social services; and 3) the community development through the improvement
of infrastructures and promotion of industries.
1-8
1.2 Overview of the Target Sectors of the Project
1.2.1 Current Status of Traffic Infrastructure of Mindanao Island
(1) Current Status of Traffic Infrastructure of Mindanao Island
The Philippines is broadly divided into three areas: Luzon Island, Visayas Islands, Mindanao Island, and
subdivided into 18 regions. Mindanao Island consists of six regions: Region IX, X, XI, XII, XIII and
ARMM.
Land transport in Mindanao Island depends on road traffic only because no railway system has been
developed.
National road network of the Philippines and Region XI in which the project bridge is located are shown in
Figure 1-6.
Figure 1-6 Road Network of the Philippines and Region XI
Mindanao
Island
Source: DPWH
1-9
Table 1-8 National Road Development Situation (2014)
Paved Road Ratio Unpaved Road Total Length
Area/Region Paved Road (km)
(%) (km) (km)
Whole Country 27,816 86 4,710 32,527
Luzon Island 14,229 87 2,194 16,424
Visayas Islands 7,339 94 496 7,836
Mindanao Island 7,061 76 2,199 9,260
Region IX 1,141 70 479 1,620
Region X 1,475 77 448 1,923
Region XI 1,273 76 395 1,668
Region XII 1,168 76 373 1,541
Region XIII 1,190 79 324 1,514
ARMM* 813 82 180 993
Source: DPWH, Mindanao Economic Policy Papers, Transportation and Logistics Facilities in Mindanao:
Issues, Challenges and Imperatives, Australian AID, 2012
Note) *Data in 2012
As shown in Table 1-8, the ratio of paved National roads in Mindanao Island is 76%. That is the lowest
among the three areas and is 10% lower than that of the national average. However, in Region XI, where
developments along Davao gulf are being promoted, road widening of coastal roads and the project of
bypass road shown in Figure 1-7 are ongoing.
Figure 1-7 Davao Bypass Project
Source: JICA Report
1-10
(2) Nautical Transportation
Among over 100 small or large ports in Mindanao Island, Davao Port, General Santos Port and Cagayan de
Oro Port are the major international cargo ports today. Main ports in Mindanao Island are shown in Figure
1-8.
Figure 1-8 Major Ports and Container Terminals in Mindanao Island
Source: SeaRate.com
The number of ship calls at Mindanao Island in 2014 was 104,091 which is composed of 100,939 of
domestic and 3,152 of international. That accounts for approximately 30% of 345,944 of all ship calls in
the Philippines (DOTC).
Rehabilitation or upgrading for ports and vessel routes are promoted by DOTC. “Davao Sasa Port
Modernization Project” which is related to the project is proposed under the PPP scheme.
The Philippines has promoted establishment of “Strong Republic Nautical Highway (SRNH)” which
utilize vessels such as RoRo (Roll on/ Roll off ships) since 2003. SRNH has major three routes, with a
length of 919km in total. Nautical Highways Network in the Philippines is shown in Figure1-9.
1-11
Figure 1-9 Nautical Highways Network in the Philippines (SRNH)
Source: DPWH
(3) Aeronautical Transportation

There are four international airports in Mindanao Island - Davao, General Santos, Zamboanga and
Laguindingan, and 23 other principal airports of Class 1 and 2, and community airports as shown in Figure
1-10. Total cargo throughputs of four international airports in Mindanao Island in 2014 was 106.8 million
kg, which is equivalent to approximately 15% of the total for the Philippines. Passenger traffic number in
2014 was 6.6 million, which is equivalent to approximately 12% of the total for the Philippines (DOTC).
Figure 1-10 Airports in Mindanao Island
Source: CAAP
1-12
1.2.2 Present Road State in Davao and IGACOS
The location of the project bridge and its surrounding roads are shown in Figure 1-11.
Figure 1-11 Project Bridge and Its surrounding Roads
Wide Area Map
Enlarged Map
Davao City Proper
Samal City Proper
Source: Google map modified by Study Team
1-13
(1) Road State in Davao
At the Davao side, the proposed bridge will connect to Davao-Panabo Road, one of the national roads in
Mindanao. The distance between the proposed bridge connecting point on Davao-Panabo Road and Davao
City center is approximately 5.5km. There are commercial and industrial facilities the side of the road and
that causes the traffic congestion in the morning and the evening. Construction of the existing road
widening from 4-lane to 6-lane is being carried out as a countermeasure for the present traffic congestion.
Picture 1-1 Traffic at Davao-Panabo Road Picture 1-2 Construction of Road Widening
(Bridge Widening)
Source: Study Team photography Source: Study Team photography
(2) Road State in IGACOS

The proposed bridge will connect to the Circumferential Road in IGACOS. Circumferential Road will be
converted from city road to national road after its upgrading. Resort facilities occupy the Coast of Samal
Island, hence, the Circumferential Road is more than 300m away from the coast line. The present traffic
volume at Circumferential Road is not that substantial.
Picture 1-3 Circumferential Road Picture 1-4 Pavement Work at Circumferential

Road
1-14
1.2.3 Status of Facilities Crossing the Strait
Regular Ferry
Ferries owned by CW Cole Inc. are being operated for approximately 1.8km between the ferry terminals
both from Davao side and Samal side. The ferries on the route run every 15 minutes in day time and every
60 minutes in night time. The ferry tariff varies like 250 Pesos per small car, 1,050 Pesos per large vehicle,
60 Pesos per motorcycle, 10 Pesos per passenger except a driver and a passenger of a car.
Regular Bus
Regular bus is being operated using the regular ferry for approximately 20km between Penaplata, located
at the center of IGACOS, and Ramon Magsaysay Park in Davao City. Bus fare of the route Davao - Babak
and Davao - Penaplata are 35 Pesos and 50 Pesos, respectively. The operating time is from 7:00AM to
6:30PM.
Picture 1-5 Ferry Terminal (Davao Side) Picture 1-6 Ferry Terminal (Samal Side)
Picture 1-7 Ferry in Service Picture 1-8 Situation on Board

Including a Regular Bus
1-15
Regular Boat for Passenger Only
Passengers moving between Davao and Samal Island can use ferry service and boat service for passengers
only as well. There are two main routes as follows:
Route1: Sasa in Davao City – Babak in Samal Island (Shipping lane length: approx. 2.3km, Operating
Time Schedule: every 15 minutes from 5 AM to 10 PM, Fare: 12 Pesos per passenger, Capacity: 43 to 125
passengers)
Route2: Santa Ana in Davao City – Kaputian in Samal Island (Shipping lane length: approx. 20km,
Operating Time Schedule: around every one hour from 4:15 AM to 3:15 PM, Fare: 80 Pesos per passenger)
Adding to those boats for passengers only, boats for resort guests and visitors in Samal Island are being
operated. Santa Ana (Davao City) – Pearl Farm Resort (Samal Island) and Sasa (Davao City) – Paradise
Island Resort (Samal Island) are only a few of them.
Picture 1-9 Regular Boat (Sasa – Babak) Picture 1-10 Boat Resort User Only
(Sasa – Paradise Island Resort)
1-16
1.3 Overview of the Project Site
1.3.1 Outline of Davao City and Island Garden City of Samal (IGACOS)
Davao City is located in Davao Region of Mindanao Island, Southern Philippines. As of the 2010 census, it
has a population of 1,449,296 people and the third most populous metropolitan area in the Philippines
following Metro Manila and Metro Cebu. The city’s total land area is 2,443.61 square kilometers and it is
one of the largest administrative area in the world. The city has an international airport and seaport. It is the
political, economic and cultural center of southern Philippines. The main industry is agriculture and main
export crops are banana, coconut oil and pineapple. There are more than 6,000 members in Davao
Japanese-descent society since many Japanese immigrated there for Manila hemp cultivation in the
beginning of 20th century. According to the Mindanao Japanese Chamber of Commerce and Industry, there
are more than 20 Japanese companies in Davao City managing export of crops and so on. The relatively
competitive labor cost of Davao City and Mindanao Island compared to the other areas of the Philippines
attracts these Japanese companies. An IT-related company from the United States has already established a
call center in Davao City.
IGACOS is located in Davao Gulf, one (1) kilometer away from Davao City and between them is the
Pakiputan Strait. It consists mainly of Samal Island and Talicud Island and is a part of Davao del Norte
Province. The city’s total land area is 301.3 square kilometers and the population is 95,874 people
according to 2010 census. The main industry of IGACOS is agriculture, fishing and tourism. Recently, a
tremendous increase of commercial opportunity was prevalent in the area. Resort and residential
developments are rapidly progressing too. These causes congestion of passengers for the ferry and boat
services which are the only means of transportation going to Samal Island from the nearby off-island
places.
1.3.2 Geomorphology, Geology and Climate

(1) Geomorphology
A sizeable part of Davao City is mountainous, characterized by extensive mountain ranges with uneven
distribution of plateaus and lowlands. The highest mountain peak in the Philippines, Mt. Apo (3,144 m) is
located south west of the city. The eastern and southeastern part of the city is characterized by coastal
plains and gently-rising valleys. The plains and valleys merged gradually into the uplands, and the uplands
in turn into the mountains. A broad lowland belt along the western coast of Davao Gulf is interspersed by
low hills and knobs. Davao River flows at the center of the city and pours to Davao Gulf.
1-17
Figure 1-12 Topographic Map of Davao City
Source: Comprehensive Land Use Plan 2013-2022, Davao City
Figure 1-13 Slope Map of Davao City
1-18
Samal Island is located in the Davao Gulf one (1) kilometer away from eastern coast of Davao city divided
by Pakiputan Strait. Talicud Island is located near the south end of Samal Island. The Island has extensive
mountain ranges, a number of isolated hills and uneven distribution of lowlands. The eastern part of the
island is mountainous, while swampy patches and stretches of sandy beaches are found in the areas along
the coast.
Figure 1-14 Slope Map of IGACOS
Source: Comprehensive Land Use Plan 2008-2017, IGACOS
1-19
(2) Geology
The soil types of Davao City are classified into seven (7) series and one (1) miscellaneous land type as
determined by Land Resource Information System (LARIS). These soil series have been categorized into
three (3) groups depending on the topographic position they occupy in the landscape.
The tabulated soil groupings based on characteristics are summarized in Table 1-9, while their respective
locations are shown in Figure 1-15.
Table 1-9 Soil Groups by Topographic Position, Davao City

Topography/Soil Type Area (Ha)
A. Plains and Valley
San Miguel Silty Clay Loam 2,882.50
Matina Clay Loam 6,649.75
B. Intermediate Upland
Tugbok Clay 78,545.85
Faraon Clay 5,151.17
Cabantian Clay 19,072.62
C. Hill and Mountains
Camansa Sandy Clay Loam 49,859.43
Mountains Soils Undifferentiated 80,316.62
Cabangan Clay Loam 1,522.06
Figure 1-15 Soil Map of Davao City
1-20
Bolinao Clay is the primary soil type that abounds in Samal Island. This is characterized by poor water
holding capacity that causes leaching of macro and micro nutrients, which is attributed to low fertility.
Major characteristics of the land mass are limestone deposit suitable for coconut, mango, banana (cardava),
corn, and legumes. Figure 1-16 shows the soil suitability.
Figure 1-16 Soil Suitability of IGACOS
(3) Climate
Davao City and the IGACOS both belong to climate Type IV on the Philippines Atmospheric, Geophysical
and Astronomical Services Administration (PAGASA) Classification. These areas enjoy a mild tropical
climate, with no distinct hot and wet season. Rainfall is more or less evenly distributed in the entire year.
The temperature is 20 - 35 degrees Celsius and average rain fall is around 2,000 mm. The study area is
outside the typhoon belt. Data obtained from PAGASA showed that for the last 10 year period from
2005-2015, there are two (2) Typhoons and one (1) Tropical Depression that crossed Davao del Sur and
100 kilometers from its boundaries.
1-21
Figure 1-17 Climate Map of the Philippines
Source: Philippines Atmospheric, Geophysical and Astronomical Services Administration: PAGASA
Figure 1-18 Risk to Typhoons
Source: Mapping Philippine Vulnerability to Environmental Disasters
1-22
Table 1-10 Climate of Davao City
Monty Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year
Ave.
Max 30.9 31.2 32.3 33.0 33.0 31.6 31.4 31.6 31.8 32.1 32.1 31.4 31.9
Tem °C (87.6) (88.2) (90.1) (91.4) (91.4) (88.9) (88.5) (88.9) (89.2) (89.8) (89.8) (88.5) (89.4)
(°F)
Mean
26.4 26.6 27.3 28.0 28.0 27.2 27.0 27.1 27.3 27.4 27.4 26.9 27.2
Tem °C
(79.5) (79.9) (81.1) (82.4) (82.4) (81) (80.6) (80.8) (81.1) (81.3) (81.3) (80.4) (81)
(°F)
Ave
Min 21.9 22.0 22.3 23.0 23.0 22.9 22.7 22.7 22.8 22.8 22.7 22.4 22.6
Tem °C (71.4) (71.6) (72.1) (73.4) (73.4) (73.2) (72.9) (72.9) (73) (73) (72.9) (72.3) (72.7)
(°F)
Rain
114.7 99.0 77.9 144.9 206.7 190.1 175.9 173.2 180.1 174.8 145.7 109.7 1,792.7
mm
(4.516) (3.898) (3.067) (5.705) (8.138) (7.484) (6.925) (6.819) (7.091) (6.882) (5.736) (4.319) (70.58)
(inch)
Ave
Rainy 17 14 12 11 15 19 18 17 17 19 20 20 199
Day
Source: PAGASA
1.3.3 Land Use

Davao City is divided into 3 Districts and it has 182 Barangays. Land use of Davao City is shown in Table
1-11 and Figure 1-19. Forest, Grassland and Pasture occupies around 65% of city area, 30 % for
agriculture and only 5% is for Urban Use Areas.
Table 1-11 Existing Land Use, Davao City 2011
Land Use Categories Area (ha) Percent to Total

Urban Use Areas 13,053.76 5.37%
Residential (8,382.38) (3.44%)
Commercial (1,583.32) (0.65%)
Infrastructure/Utilities (208.62) (0.09%)
Institutional (629.03) (0.26%)
Parks/Playgrounds and other Recreational Spaces (61.73) (0.03%)
Industrial (853.02) (0.35%)
Planned Unit Development (76.86) (0.03%)
Open Space (1,258.80) (0.52%)
Agriculture 73,086.05 29.95%
Forest and Forest Use Categories 39,916.94 16.36%
Mining/Quarrying 157.14 0.06%
Grassland/Pasture 116,832.08 47.88%
Agro-Industrial 168.36 0.07%
Tourism 200.08 0.08%
Special Use 342.09 0.14%
Water Uses (Fishponds/Mangrove)
Fishpond (Inland Water Use) 209.98 0.09%
Mangrove Forests 33.91 0.01%
TOTAL 244,000.00 100.00%
Water Use (Marine Protected Area) 415.00
1-23
Figure 1-19 Existing Land Use Map, Davao City
IGACOS is divided into 3 Districts and it has 46 Barangays. Beach resorts are dotted along the coast, but
around 90% of land area is for agriculture, mainly coconut, mango, banana, corn are being cultivated.
Table 1-12 Existing Land Use, IGACOS

2007 Existing Land Use 2008-2017 Proposed land Use
Land Use
Ha % Ha %
Built-Up 526.42 1.75 3,162.08 10.49
Agricultural 26,961.01 89.48 20,823.05 69.11
Forest 1,099.60 3.65 583.92 1.94
Open Space/Grasslands 258.13 0.86 228.56 0.76
Special Use 14.84 0.05 20.80 0.07
Agri-Tourism/Tourism 568.39 1.89 4,208.03 13.97
Infra/Utilities 461.87 1.53 894.32 2.97
River/Creeks 31.05 0.1 20.95 0.07
Swamps and Marshes/Fishponds 144.12 0.48 85.50 0.28
Mangroves 64.08 0.21 102.79 0.34
Total 30,130 100 30,130 100
1-24
Table 1-13 Agricultural Area Devoted to Crop Production, IGACOS (2006)
Crops Area (ha) % to Total Agricultural land % to Total City’s Land Area
1. Rice 80 0.30% 0.30%

2. Corn 1,005 3.70% 3.30%
3. Coconut 16,857.17 62.50% 55.90%
4. Mango 4,422.52 16.40% 14.70%
5. Banana 956.08 3.50% 3.20%
6. Vegetables 243.08 0.90% 0.80%
Total 23,563.85 87.40% 78.20%
Total Agricultural Land 26,974.31 - 89.50%
Total City’s Land Area 30,130 - -
Figure 1-20 Existing General land Use Map, IGACOS
1-25
1.3.4 Population
Table 1-14 shows the population, population density and population growth rate of the Philippines, Region
XI (Davao City, Compostela Valley, Davao del North, Davao Oriental and Davao del Sur), Davao City and
IGACOS.
Table 1-14 Population Distribution

Population Density
Population Area Population Growth Rate
Region/City (person/s.q.km)
2000 2007 2010 (s.q.km) 2000 2007 2010 2000-2007 2007-2010
Philippines 76,504,077 88,574,614 92,337,852 340,575 225 260 271 2.1% 1.4%
Region XI 3,676,163 4,156,653 4,468,563 20,244 182 205 221 1.8% 2.4%
Davao city 1,147,116 1,358,153 1,449,296 2,419.7 474 561 599 2.4% 2.2%
IGACOS 82,609 90,291 95,874 301.3 274 300 318 1.2% 2.2%
The population density of Davao City is very high and the growth rate is higher than the average of the
Philippines. The population growth rate of IGACOS is also higher than the average of the Philippines
recently and almost the same as that of Davao City.
Most of the residents of Davao City and IGACOS are Visayans. Many other ethnic groups are living in
Davao City including ethnic Americans, Chinese and Japanese. Cebuano is the most widely spoken dialect
(language). Tagalog and English are also widely understood by residents. Most of the residents are
Catholic or other Christian groups. There are many Muslims in western Mindanao but not so many in
Davao City and IGACOS.
1.3.5 Regional Economy

(1) Overview
The GDP growth rate of Region XI in 2014 was 9.4% and it was the highest in the Philippines. The ratio of
GDP for each sector in 2013 and 2014 is shown in Table 1-15. The economic situation of Region XI in
2012 is shown in Table 1-16. The share of service is highest following manufacturing industry and
agricultural forestry industries and fisheries. Manufacturing industry is growing rapidly from 2013 to 2014.
Table 1-15 Ratio of GDP for Each Sector

Sector 2013 2014
Agricultural forestry industries and fishers 15.4 % 14.4 % (-1.0%)
Manufacturing Industry 31.8 % 33.3 % (+1.5%)
Service 52.8 % 52.2 % (-0.6%)
1-26
Table 1-16 Economic Situation of Davao Region
Unemployment Average Poverty
Average Income Average Expenditure Poverty
Region/ City Rate Thresholds
(Peso/ family/ year) (Peso/ family/ year) Incidence
(2014) (Peso/ month)
Philippines 235,000 193,000 6.8% 9,385 22.3％
Manila 379,000 325,000 10.4% 10,084 3.8％
Region XI 194,000 156,000 5.8% 9,927 28.6％
(2) Davao City

Davao City is famous for fruit production and leading exporter of bananas, coconut products, mangoes,
pineapples, papayas, mangosteens and durians. There are also coffee plantations in the city. 80 % of
production area is occupied by industrial crops and fruits. Fishermen use the coastal waters of Davao City
from Lasang in the North, Talomo Bay in the south or in the municipal waters of Samal Island as a
common fishing ground. The fish products include yellow fin tuna, milkfish, mudfish, shrimp and crab.
Industrial area had increased around 60% from 1994 to 2010. Commercial industrial plants, fruit
packaging-exporting facilities, food manufacturing plants are located in the city. There are also
construction industrial plants such as steel and cement production facilities. Davao City is the largest local
economy in southern Philippines and many companies are concentrated in this area. The city government
facilitates the improvement of utilities and infrastructure to call for further investments. In recent years,
Davao City puts effort into information technology industry development.
(3) IGACOS
The main industry of IGACOS is agriculture and fishery. Five major crops, namely coconuts, mangoes,
bananas, corn and rice are produced in the area. Aside from farming and fishing, livestock production is
growing with full support by the local government. Existing industries in IGACOS are mainly local,
indigenous resource-based such as repair shops, corn and rice mill, banana, coconuts and mangoes
processing, furniture making. The most dominant commercial establishments in IGACOS are retail trade,
amusement/ entertainment, and food establishments. High cost of freight and handling hampers trade and
commerce in IGACOS. In addition, the absence of post-harvest and quality control facilities result in the
deterioration of product quality. IGACOS is fast emerging as one of the favorite tourism destination areas
in Southern Mindanao. This resulted in a drastic increase in the number of tourism facilities and tourism
related establishments in the area. Tourism sites are mainly beach resorts that are situated far from existing
residential area.
1-27
1.3.6 Project Site Condition
(1) Davao Side
The project site at Davao City side is located in Barangay Sasa and connect to Davao-Panabo Road. The
widening from 4-lane to 6-lane of the road is on-going and 30m of RROW are to be secured. The
northwest side of Davao-Panabo road is Medium Density Residential Zone and Light Industrial Zone
lining up school, clinic, small shops and container yards. The coastal side of Davao-Panabo Road is Heavy
Industrial Zone and occupied by rental warehouse, container yards and oil storage bases. The site for
approach viaduct from Davao-Panabo Road to coast is mainly used for parking spaces.
(2) Samal Island Side

The project site at Samal Island is Barangay Caliclic. The proposed bridge passes south of the old shipyard
and barangay road, then connects to circumferential road. The land is personally owned grassland and there
are less structure from coast to barangay road. The land from barangay road to circumferential road is
gentle slope with coconuts and other trees. The residential structures and backyard farms are scattered
among the trees. No mangroves are found in coastal area.
1-28
Picture 1-11 Site Condition
Davao – Panabo Road (Davao city) Approach Viaduct Construction Site (Davao City)
Approach Viaduct Construction Site (Davao City) Approach Viaduct Construction Site (Samal Island)
Approach Viaduct Construction Site (Samal Island) Approach Viaduct Construction Site (Samal Island)
1-29
Chapter 2 Study Methodology
2.1 Scope of the Study
2.1.1 Objective of the Study
The objective of this study is to examine and evaluate the feasibility of the Project for Construction of
Davao-Samal Bridge and to contribute to the establishment of a Special Terms for Economic Partnership of
Japanese ODA Loan (hereinafter referred as “STEP Yen loan”).
2.1.2 Traffic Demand Forecast

Future traffic volumes were forecasted based on the existing traffic volume and flow data of vehicles and
passengers using the ferries or the boats, and of surrounding roads obtained from traffic survey conducted
by the Study Team, socio-economic and road network development situation of Region XI and IGACOS.
2.1.3 Establishment of Design Criteria

Design standards, design criteria, navigation clearance, aeronautical height limit and other conditions
necessary for the planning and design of the road and bridge were discussed with relevant authorities and
established.
2.1.4 Road and Bridge Planning and Outline Design

The proposed location of the bridge was examined and decided by site observation and using satellite
images based on comparison study and a structure type of the bridge was proposed based on comparison
study as well. Finally, outline design of the recommended bridge was carried out.
2.1.5 Environmental and Social Consideration

The Study Team confirmed laws, standards, procedures related to environmental impact assessment (EIA)
and necessary licenses in the Philippines. Then the project issues and countermeasures on environmental
and social consideration are examined. In accordance with “JICA Guideline for Environmental and Social
Considerations”, the existing land use, necessary land acquisition area and approximate number of
resettlement houses were determined by a site survey and aerial photographs.
The study team held meetings with the project implementation organization: DPWH, the project affected
city: IGACOS and Davao City to explain the outline of the project. The study team also organized a
stakeholder meeting with community and business representatives from Davao City and IGACOS to
explain the outline of the Project and to hear the opinion of the stakeholders. Their views were taken into
account in the outline design of the Project.
2-1
2.1.6 Construction Planning and Cost Estimation
Based on the collected data relating to procurement of construction materials and equipment, and unit costs
of construction etc., the preliminary project cost including construction, consultant services and
undertakings of the Philippine were estimated. The possibility of a STEP Yen loan was studied in terms of
its applicable scope.
2.1.7 Economic and Financial Analysis

An economic analysis and a financial analysis were undertaken after confirmation of preconditions.
Viability of the Project was confirmed with the calculation of indicators of economic internal rate of return
(EIRR) and financial internal rate of return (FIRR).
2.1.8 Project Implementation Schedule

An implementation schedule and organization for the Project were proposed. Advanced Japanese
construction technologies appropriate to the Project were proposed and measures to be taken to realize the
Project were studied.
2-2
2.2 Study Method and Composition of the Study Team
2.2.1 Study Flow
The Study Flow is shown in Figure 2-1.
Figure 2-1 Study Flow
Review of Relevant Development Plan and Previous Studies
Site Survey
Discussion with Relevant Authorities
Traffic Demand Forecast Establishment of Design Criteria
Outline Design of Bridge and Road
Study on Social and Environmental Considerations
Construction Planning and Cost Estimation
Economic Analysis
Project Implementation Schedule
2.2.2 Composition of the Study Team

The members of the Study Team are shown in Table 2-1.
Table 2-1 Member of the Study Team

No. Name Title Company
1 Mr. Soemu Oshita Project Manager Katahira & Engineers International
2 Mr. Tomohiko Nakamura Deputy Project Manager/Bridge Planning Katahira & Engineers International
3 Mr. Shinji Muroi Bridge Design (Main Bridge) Nippon Engineering Consultants
4 Mr. Takeyuki Takada Bridge Design (Approach Bridge) Nippon Engineering Consultants
5 Mr. Tsukasa Akiba Bridge Design (Substructure) Nippon Engineering Consultants
6 Mr. Masateru Tochinaka Road Design Katahira & Engineers International
Mr. Shuichi Yashiro (until 24 Nov, 2015) Traffic Planning/ Economic and
7 Katahira & Engineers International
Mr. Toshio Kimura (from 25 Nov, 2015) Financial Analyst
Nippon Steel & Sumitomo Metal
8 Mr. Shunsuke Machino Construction Planning (Superstructure)
Corporation
9 Mr. Hiroshi Watanabe Construction Planning/ Cost Estimation Katahira & Engineers International
10 Ms. Masako Suzuki Environmental & Social Consideration Katahira & Engineers International
2-3
2.3 Study Schedule
2.3.1 Study Schedule
The study schedule is shown in Table 2-2.
Table 2-2 Study Schedule

2015 2016
Aug Sep Oct Nov Dec Jan Feb
Field Survey The First Field Survey The Second Field Survey Explanation of Draft Report
Study in Japan Preparation, Meeting Study in Japan, Preparation of Draft Final Report Preparation of Final Report
Conference Kick-off Report to METI Discussion of Draft Final Report Final Meeting
Report Draft Final Report Final Report
2.3.2 Field Survey Itinerary

The itinerary of the first, second and third field survey are shown in Table 2-3 ~ 2-5, respectively. Major
activities in the first field survey included discussions with relevant authorities, holding stakeholder
meetings and investigation of site conditions. The major activities of the second field survey included
confirmation and receiving of the result of outsourced survey, supplementary social consideration survey
and explanation of the present survey result to relevant authorities. The major activities of the third field
survey were included to explain and discuss the draft Final Report.
2-4
Table 2-3 Schedule of the First Field Survey
Mr. Tomohiko Mr. Masateru Mr. Shuichi Mr. Hiroshi Ms. Masako Mr. Shunsuke Mr. Takeyuki Mr. Tsukasa
Name Mr. Soemu Oshita
Nakamura Tochinaka Yashiro Watanabe Suzuki Machino
Mr. Shinji Muroi
Takada Akiba
Project Manager Deputy Project Road Design Traffic Planning/ Construction Environmental & Construction Bridge Design Bridge Design Bridge Design
Manager/ Bridge Economic and Planning/ Cost Social Planning (Main Bridge) (Approach (Substructure)
No. Date Day Planning Financial Analyst Estimation Consideration (Superstructure) Bridge)
09:30 Narita →13:10 Manila

1 31-Aug Mon 09:30 Narita →13:10 Manila (PR0431)
(PR0431)
10:00 Meeting with EoJ 10:00 Meeting with EoJ

2 1-Sep Tue
17:30 JETRO 17:30 JETRO
09:00 Meeting with DPWH 09:30 Narita 09:00 Meeting with DPWH
11:00 Meeting with CAAP →13:10 11:00 Meeting with CAAP
3 2-Sep Wed 09:30 Narita →13:10 Manila (PR0431)
13:00 Meeting with JICA Manila 13:00 Meeting with JICA
15:00 Meeting with NEDA (PR0431) 15:00 Meeting with NEDA
09:10 Manila →11:00 Davao (PR1813)

4 3-Sep Thu
Field Survey
14:00 Meeting at DPWH Region XI Office with related departments (including Region XI Office of DPWH, NEDA, DENR-EMB, DTI, DIDP, PPA,
5 4-Sep Fri
IGaCoS)
6 5-Sep Sat Field Survey
7 6-Sep Sun Field Survey
Meeting with Meeting with

DPWH & DPWH &
Meeting with Preliminary Data Meeting with Data
8 7-Sep Mon PPA, PPA, Preliminary Design
DPWH & PPA Design Collection DPWH & PPA Collection
Counselor of Counselor of
Davao Mayor Davao Mayor
Meeting with
Preliminary Data Data Meeting with
Meeting with DPWH, Data DPWH,
9 8-Sep Tue Design, Field Collection, Collection, DPWH, Data Preliminary Design, Field Survey
Collection DENR-EMB,
Survey Field Survey Field Survey Collection
CENRO
Meeting with Oil company, Preliminary Data

Meeting with Oil company, preparation for
10 9-Sep Wed preparation for stakeholder Design, Field Collection, Preliminary Design, Field Survey
stakeholder meeting, Field survey
meeting, Field survey Survey Field Survey
Davao→
11 10-Sep Thu Meeting with IGaCoS, Field Survey Preliminary Design, Field Survey
Manila
10:00 Stakeholder Meeting in Samal Manila→ 10:00 Stakeholder Meeting in Samal
12 11-Sep Fri
14:00 Stakeholder Meeting in Davao Narita 14:00 Stakeholder Meeting in Davao
14:30 Davao→16:20 Manila Data
13 12-Sep Sat Data Collection
(PR1816) Collection
14 13-Sep Sun Data Collection Data Collection
14:00 Meeting with DPWH Region XI and 14:00 Meeting 14:00 Meeting 14:00 Meeting 14:00 Meeting
related department with DPWH with DPWH with DPWH with DPWH
17:00 Meeting with City of Davao CPDC Region XI and Region XI and Region XI and Region XI and
related related related related
15 14-Sep Mon 19:40 Davao→21:30 Manila department department department Data Collection department
19:40 Davao 19:40 Davao
→21:30 →21:30
Manila Manila
Data Data 09:30 Manila →15:00 Narita

16 15-Sep Tue 9:00 Meeting with DPWH 9:00 DPWH 9:00 DPWH
Collection Collection (PR1402)
9:00 Meeting with JETRO 9:00 Meeting 9:00 JETRO 9:00 JETRO
17 16-Sep Wed Field Survey Field Survey
17:00 Meeting with DOTC with JETRO 17:00 DOTC 17:00 DOTC
8:00 BOD 8:00 BOD

8:00 Meeting with BOD
9:20 Davao→ 10:00 EoJ 10:00 EoJ
10:00 Meeting with EoJ
18 17-Sep Thu 11:10 Manila 11:15 JICA Field Survey 11:15 JICA
11:15 Meeting with JICA Expert
(PR1812) Expert Expert
15:00 Meeting with NEDA
15:00 NEDA 15:00 NEDA
9:20 Davao→
9:00 Meeting
11:10 Manila
9:00 Meeting with JICA with JICA
9:00 Meeting with JICA (PR1812)
14:45 Manila
19 18-Sep Fri 13:00 Meeting with DPWH- 14:45 Manila
→20:10
ESSD & BOD 14:45 Manila →20:10 Narita (PR0432) →20:10
Narita
Narita
(PR0432)
(PR0432)
20 19-Sep Sat Data Collection
21 20-Sep Sun Data Collection
8:00 Meeting with DPWH

Planning
22 21-Sep Mon
14:45 Manila →20:10 Narita
(PR0432)
EOJ: Embassy of Japan

JICA: Japan International Cooperation Agency
JETRO: Japan External Trade Organization
DPWH: Department of Public Works and Highways
BOD: Bureau of Design
DOTC: Department of Transportation and Communications
CAAP: Civil Aviation Authority of the Philippines
NEDA: National Economic Development Authority
DENR-EMB: Department of Environmental and Natural Resources, Environmental Management Bureau
ESSD：Environmental and Social Safeguards Division
CENRO: Community Ebvironment and Natural Resources Office
DTI: Department of Trade and Industry
DIDP: Davao Integrated Development Program
PPA: Philippine Port Authority
IGaCoS: Island Garden City of Samal
2-5
Table 2-4 Schedule of the Second Field Survey
Name Mr. Soemu Oshita Mr. Tomohiko Nakamura Mr. Toshio Kimura
No. Date Day Project Manager Deputy Project Manager/ Bridge Planning Economic & Financial Analysis
1 7-Nov Sat 09:30 Narita →13:45Manila (PR0431)
2 8-Nov Sun Preparation for Meeting
Inspection of Results of Geotechnical Investigation and Social & Environmental Survey 09:30 Narita →13:45Manila (PR0431)
3 9-Nov Mon
Preparation for Meeting Preparation for Meeting
10:00 Meeting with DPWH Central

4 10-Nov Tue
Preparation of Report
09:10 Manila →11:00 Davao (PR1813)

5 11-Nov Wed 14:30 DPWH XI Preparation of Report
15:45 Meeting with Boat Captain
9:00 Meeting with Ferry Company at DPWH XI

6 12-Nov Thu Preparation of Report
14:30 Davao→16:20 Manila (PR1816)
08:30 Meeting with DPWH Central

7 13-Nov Fri
14:00 Meeting with NEDA
8 14-Nov Sat Preparation of Report 07:00 Manila →12:10 Narita (PR0428)
9 15-Nov Sun 14:50 Manila →20:10 Narita (PR0432)

Table 2-5 Schedule of the Third Field Survey

Mr. Tomohiko Ms. Masako Mr. Toshio
Name Mr. Soemu Oshita Mr. Shinji Muroi
Nakamura Suzuki Kimura
Project Manager Deputy Project Bridge Design Environmental & Economic &
No. Date Day Manager/ Bridge (Main Bridge) Social Financial Analysis
Planning Consideration
1 30-Nov Mon 09:30 Narita →13:45 Manila (PR0431)
9:00 Meeting with

9:00 Meeting with DPWH Central Office
2 1-Dec Tue DPWH Central
17:10 Manila →19:00 Davao（PR1819）
Office
15:00 Meeting with DPWH Region XI Office
Preparation of final
3 2-Dec Wed 17:00 Meeting with DENR Region XI Office
report
19:40 Davao→21:30 Manila (PR1820)
10:00 Reporting to JETRO

4 3-Dec Thu
14:00 Reporting to EOJ
8:00 Reporting to JICA 8:00 Reporting to JICA

5 4-Dec Fri
13:30 Meeting with DOTC 14:50 Manila →20:10 Narita (PR0432)
Report to DPWH Usec.

6 5-Dec Sat
Momo
14:50 Manila →20:10

7 6-Dec Sun
Narita (PR0432)

DENR: Department of Environmental and Natural Resources
DOTC: Department of Transportation and Communications
EOJ: Embassy of Japan
JICA: Japan International Cooperation Agency
JETRO: Japan External Trade Organization
2-6
2.3.3 List of Organizations/Parties Concerned with the Project
List of parties the study team has made discussions are shown in Table 2-6.
Table 2-6 List of the Visited Organizations

Name of Organizations Name Position
Department of Public Works and Dr. Maria Catalina E. Cabral Undersecretary
Highways Mr. Emil K. Sadain Assistant Secretary
Mr. Constante A. Llanes, Jr. Director, Planning Service (PS)
Mr. Maximo Ewald M. Montaña II OIC-Chief, PPD, PS
Chief, Environmenta and Social Safeguard
Ms. Rosemarie Mae B. Del Rosario
Division (ESSD), PS
Chief, Social Safeguard and Right-of-Way
Ms. Lalaine M. Catulong
Section, ESSD, PS
DPWH Planning Service Mr. Nenita R. Jimenez Chief, DPD, PS
Mr. Elmo F. Atillano Engineer IV, PPD, PS
Mr. Gabrielle Joyce T. Caisip Engineer, PPD, PS
Ms. Pelita V. Galvez Engineer, PPD, PS
Ms. Gloria V. Cunanan Engineer, PPD, PS
Mr. Philip Z. Legaspi Engineer, PPD, PS
Mr. Dante B. Potante Director, Bureau of Design
Mr. Adriano M. Doroy Assistant Director, Bureau of Design (BOD)
Ms. Carina B. Diaz Engineer, BOD
DPWH Bureau of Design
Mr. Edwin C. Matanguihan Chief, Bridge Division, BOD
Ms. MA. Rosario A. Jaraplasan Engineer, Bridge Division, BOD
Mr. Danilo L. Balisi Chief, Highway Division, BOD
Mr. Mariano R. Alquiza Regional Director, Region XI
Engr. Teofila U. Tan Chief, Planning and Design Division, Region XI
DPWH Region XI
Ms. Agnes S. Avdam Planning and Design Division, Region XI
Mr. Denvir Aldrin Sempio Planning and Design Division, Region XI
Assistant Director, Public Investment Staff
Mr. Florante G. Igtiben
(PIS)
Ms. Martha Flores Chief Economic Development Specialist, PIS
Supervising Economic Development Specialist,
Mr. Joseph Capistrano
PIS
National Economic and
Development Authority Ms. Guada Elvira B. Salamat Senior Economic Development Specialist, PIS
Mr. William C. Ku Economic Development Specialist, PIS
Senior Economic Development Specialist,
Ms. Ederhyn T. Norte
Infrastructure Staff
Mr. Jazon Mag-atas Infrastructure Staff
Ms. Maria Lourdes D. Lim Regional Director, Region XI
OIC-Division Chief, Project Monitoring and
NEDA Region XI Mr. Mario M. Realista
Evaluation Division
OIC Chief、 Project Development, Investment
Ms. Emily Jeanette R. Salvado
Programming and Budgeting Division
Mr. Arnulfo Alvarez Environmental Management Bureau, EMS II
Department of Environmental Ms. Maria Dolores R. Datortox Environmental Management Bureau, EMS II
and Natural Resources, Region
Mr. Jaybee Balneg Environmental Management Bureau
XI
Protected Areas Mgt. & Biodiversity
Ms.Marigelaine Anguillas
Conservation Section
2-7
Name of Organizations Name Position
Coastal Resources & Foreshore Management
Mr. Gil V. Bigcas
Section
Ms. Mona Sanporna CENRO, Davao City
Ms. Cherryl A. Navarrete CENRO, Davao City
Department of Transportation
Mr. Miguel Paala DOTC PPP
and Communications
Department of Trade and Mr. Edwin Banquerigo Director, DTI Davao City
Industry, Region XI Mr. Romeo Castanaga OIC, DTI Davao Del Norte
Department Manager III, Aerodrome
Mr. Arnel F. Borlado C.E. Engineering Department, Aerodrome
Development and Management Service
Civil Aviation Authority of the Mr. Alexander Abag Division Chief III
Philippines Mr. Hubert Damatac Division Chief III
Engr. Agnes B. Udang Airport Manager, Davao
Engr. Hector Nabua Airport Navigator, Davao
Mr. Leonilo E. Miole Port Manger
Philippine Port Authority, Port Cpt. Michel G. Lasa Harbor Master
Management Office - Davao Mr. Carlito Sintos Terminal Supervisor
Arch. Loi Johan Bedico Engineer Assistant
Maritime Industry Authority
Felisa N Oronean Regional Director
Region XI
Atty. Wendel E. Avisado Executive Director
Davao Integrated Development
Engr. Michael Nacpil Project Development Officer III
Program
Ms. Maria L. Coynez Project Development Officer IV
Mr. Marcelino P. Escalada Jr. City Planning & Development Coordinator
City Government of Davao Ms. Marissa P. Salvador Abell City Councilor
Engr. Froilan Rigor Planning Officer IV
Provincial Government of Mr. Rodolfo P. Del Rodario Provincial Governor
Davao del Norte Engr. Josie Jean R. Rabanoz PPDC
Hon. Aniano P. Antalan Municipal Mayor
Hon. Al David Torres Uy Municipal Vice Mayor
Island Garden City of Samal
Engr. Mario Pacaldo CPDC
Ms. Mabel Deniega Chief of Staff
Chevron Mr. Ferdie Ramos Assistant Operation Manager
Insular Oil Davao Office Ms. Maru Cabasag Assistant Operation Manager
Representative of passenger
Mr. Samuel Dalake Boat Captain II
boat operators
Holiday Resort (Ferry company) Mr. Glen M. Germino Operation Manager
Embassy of Japan in Philippines Mr. Koji Otani Second Secretary (Infrastructure)
Mr. Tetsuya Yamada Deputy Resident Representative
JICA Philippines Office Mr. Kenichi Shirouzu Representative
Mr. Yoshiyuki Mihoki JICA Specialist
Mr. Masahiro Ishikawa Director, Research
JETRO Manila
Mr. Kenji Sasaki Director
2-8
Chapter 3 Justification, Objectives and Technical
Feasibility of the Project

3.1 Background and Necessity of the Project
3.1.1 Background of the Project
Island Garden City of Samal (IGACOS) and Davao City, between which there is Pakiputan Strait, are
located close to each other. Ferries and boats are the transportation means between Davao City and Samal
Island and availability of which are restricted by the operation schedule as well as the weather thus, giving
inconvenience to the lives of the people especially those on the island.
In 2006, a feasibility study relating to the project bridge was conducted but it was not evaluated as an
urgent project..
In recent years, waiting time for the ferry is too long at peak times because travelers to Samal Island has
been rapidly increasing due to the upsurge development of the island because of the numerous beach
resorts and high class residential areas.
Thus, NEDA approved implementation of the F/S for the Project on January, 2015.
3.1.2 Necessity of the Project

As mentioned in the following sections, the necessity of the Project has been discussed in the related
development plans and the effects such as shortening time to take for crossing the strait, enhancing safety
and convenience of crossing the Strait, regional economic development, cultural and social development
are expected.
The realization of the project is urgently needed because of high development potential of Samal Island,
expectation of the rapid progress in development and securing safety for about 100,000 residents in the
island and for about 700,000 tourists.
Considering the state that the number of tourists and travelers who use the ferries are remarkably
increasing, economic loss generated by the waiting time for ferry is increasing year by year. Since the
ferries and the boats, as the means of transport between Davao City and Samal Island will not be able to
support the anticipated continuously increasing traffic in the future, deterioration in convenience for
crossing the strait may put the break on increasing the number of tourists and may decrease the time
tourists spend in Samal Island. That might be a hindrance to the revitalization of the economy due to the
increase of employment and purchasing opportunities utilizing the development potential of Samal Island.
In this context, the implementation of the bridge project which would take about ten (10) years to complete
would then be very urgent.
3.1.3 Preceding Studies

Katahira & Engineers International (KEI) carried out a feasibility study (Previous F/S) at its own expense
and submitted it to DPWH in 2006. The previous F/S recommended the project components as shown in
Table 3-1. The differences between the bridge proposed in this study and the one in the Previous F/S are
3-1
mainly on navigation clearance, aeronautical height limit and structure of the main bridge.
Table 3-1 Project Components Recommended by Previous F/S in 2006

Bridge Length Main Bridge: 70m ＋ 250m ＋ 170m ＝ 590m
Approach Bridge-1: 2 × 100m ＋ 2 × 100m ＝ 400m
Approach Bridge-2: 5 × 40m ＋ 4 × 40m ＝ 360m
Total Length: 1,350m
Road Width Carriageway: 2 × 3.5m ＝ 7.0m
Sidewalk: 2 × 2.0m ＝ 4.0m
Structure of Main Bridge 3 Span Continuous PC Box Girder
Foundation of Main Bridge Multi-Concrete Pile
Navigation Clearance 30m
3.1.4 Related Development Plans

The Study on the Davao Integrated Development Program (DIDP) Master Planning March 1999:
In 1999 JICA carried out “The Study on the Davao Integrated Development Program (DIDP) Master
Planning March 1999”, in which development plans for each economy, society, environment sector were
proposed at DIDP area (Province of Davao Del Norte, Tagum City, Island Garden City of Samal
(IGACOS), Province of Compostela Valley, Province of Davao del Sur, Province of Davao Oriental and
Davao City) except Davao City, this is the most undeveloped in the Philippines considering balanced
development between sectors. The study mentioned about this project as follows:
 Because IGACOS (Samal Island) has high potentials for high-grade residential development,
environmental friendly industrial estate, and cultural and financial centers under the
BIMP-EAGA scheme as well as resort development due to adjacent to Davao City and well
preserved environment, it is recommendable to connect to Davao City by a bridge.
Davao Gulf Area Development Plan 2011-2030:

Davao Gulf Area Development Plan 2011-2030 aims at creation of employment and wealth by direct
effects generated from promotion of trades and commercial activities to LGUs in Davao Gulf area. A
project (Davao City-Samal Bridge) is listed in Programs and Activities of the development plan.
Comprehensive Land Use Plan 2008-2017:
Comprehensive Land Use Plan 2008-2017 is a plan to achieve sustainable modernization leading to
improvement plans on economic, society, infrastructure, environment and local administration in IGACOS
considering preserving the nature and introducing urban facilities. Samal-Davao Bridge is mentioned as an
economic development strategy, improvement of accessibility to enhance economic productivity.
3-2
3.1.5 Expected Effects of the Project Implementation
(1) Quantitative Effect
Before Project Implementation After Project Implementation
22 minutes
Time to take for 3 minutes
(Ave. waiting time: 7 minutes + boarding
crossing the strait (Distance: 2 km, Speed: 50 km/h)
duration on ferry: 15 minutes)
(2) Qualitative Effect

Enhancing Safety and Convenience of Crossing the Strait:
 Crossing the strait will be safe at any time available.

 Access to public services such as hospitals and schools will be smooth and the living standard
will be improved.
Regional Economic Development:

 Tourism will be promoted and new industry will be created. Samal Island will be developed and
employment opportunities will be created.
 Logistics of farm and fishery products will be active.
Cultural and Social Development:
 Improvement of mobility will expand people’s activity area and exchange cultures. Security will
be improved.
3.1.6 Priority of the Project

Rapid increase of the number of tourists and activation of estate development after the previous F/S
conducted in 2006 encouraged NEDA to approve the conduct of F/S of the project on January 2015. In
other words, the priority for this project became higher. It is anticipated that development of Samal Island
will be triggered after the project bridge completion due to its extreme development potential. Priority of
the project is also valid because of the importance of the smooth and easy access between Samal Island and
Davao City at any time to ensure security and safety for about 100,000 population in Samal Island and
about 700,000 tourists annually.
3-3
3.2 Efficient Use of Energy
Comparing the case where the Project is implemented (“with the project”) and the case where the project is
not implemented (“without the project"), the construction of bridge will alter the use of energy as follows.
 Without the Project Case

Vehicles traveling between Davao City and Samal Island will continue to use a ferry and have to
wait at both ferry terminals. It takes around 50 minutes to cross the Strait. Many vehicles are
keeping idling during waiting time and on board. Ferry operation will remain in order to provide
transportation for vehicles between Davao and Samal Island, and it causes fuel consumption and
emission of carbon dioxide from ferry.
Table 3-2 shows the estimated amount of fuel consumption and emission of carbon dioxide by idling of
vehicles on 2025, when the proposed bridge will start service.
Table 3-2 Estimated amount of Fuel Consumption and Emission of Carbon Dioxide by Idling on 2025
Car Truck/bus Total
(a) Traffic volume (day) 1,783 1,069 -
(b) Average idling time (minute) 13 13 -
(c) Fuel consumption per minute of idling (liter) 0.014 0.015 -
(d) CO2 emission per minute of idling (gram) 9.0 10.7 -
Fuel consumption (liter/day) (a*b*c) 324.5 208.5 533.0
CO2 emission (ton/day) (a*b*d/1,000) 208.6 148.7 357.3
Source: Study Team Estimation based on the data from Ministry of the Environment of Japan
When the amount of fuel consumption is converted for a year, it becomes 194,545 liters and equivalent to
972 drums.
Per-capita, carbon dioxide emission volume in Japan and Philippines is 9.3 ton/year and 0.9 ton/year,
respectively. The carbon dioxide emission by idling is 130,414.5 ton/year in 2025 and is equivalent to
14,023 Japanese persons or 144,905 Filipino persons.
3-4
Table 3-3 Per-capita Carbon Dioxide Emission Volume and Equivalent Value
Per-capita Carbon Dioxide Emission Volume 2025

Country
(ton/year） (person)
Japan 9.3 14,023
Philippines 0.9 144,905
Source: Study Team Estimation based on the data from World Bank
 With the Project Case

Vehicles use the proposed bridge and it will take 3 minutes to cross the Strait. Since there will be
no traffic congestion, idling of vehicles is expected to be stopped. The route of ferry operation
will be relocated to other area after the completion of the bridge.
As described above, construction of bridge will contribute to reduce the fuel consumption and carbon
dioxide emission since there will be no more vehicles idling while on ferry and the relocation of ferry
operation route. On the other hand, emission gas of vehicle is the factor of air pollution and global
warming in general, therefore further study shall be conducted regarding the comprehensive reduction
effect of carbon dioxide emission for the succeeding studies because there will be an increase of emission
gas expected due to the increase in traffic volume.
3-5
3.3 Result of Studies to Determine the Scope of Work of the Project
3.3.1 Traffic Demand Forecast
(1) Traffic Survey conducted in this Study
In order to grasp the traffic characteristics between Davao City and Samal Island, the following surveys were
conducted in this study:
a) Survey Day and Period
 Passenger and vehicle traffic using ferry: September 27, 2015 (Sunday) AM 6:00 to following day
28th (Monday) AM 6:00, continuous survey for 24 hours
 Passenger traffic using boat: September 27, 2015 (Sunday) AM 6:00 to PM 6:00, continuous 12 hour
survey
b) Type of Survey
 Traffic count survey for passengers and vehicles using ferry
 Interview survey for passengers and vehicle users using ferry
 Interview survey for passengers using Launch
c) Survey Sites (3sites) (See Figure 3-1)
 Sasa ferry terminal in Davao City,
 Ferry terminal in Samal Island,
 Paradise Island pier in Davao City
Figure 3-1 Traffic Survey Sites
Sasa Ferry Terminal
Paradise Island Dock Samal Ferry Terminal
Survey location
Operation Point
3-6
(2) Traffic Characteristics
The characteristics of vehicle and passenger traffic between Davao City and Samal Island by ferries and
boats are given as follows:
1) Passenger and Vehicle Traffic Volume between Davao City and Samal Island
The Ferry and Passenger traffic volumes are shown in Table 3-4.
Table 3-4 Vehicle and Passenger Traffic by Ferry and Boat

Vehicle traffic: Veh./day, Passenger: Person/day
Direction 1 Direction 2
Type Both Directions
Davao - Samal Samal-Davao
Vehicle Traffic 2,842 1,095 1,747
1 Motorcycle/Tricycle 1,504 628 876
2 Car/Van/Pick up 1,135 369 766
3 Truck 137 67 70
4 Bus 47 20 27
5 Others 19 11 8
Passenger Traffic 9,037 3,818 5,219
TOTAL 11,879 4,913 6,966
2) Hourly Variation of Passenger and Vehicle Traffic

Hourly variation of vehicle traffic between Davao City and Samal Island is shown in Figure 3-2. The rate
of peak hour traffic from Davao City to Samal Island is 11.5% in the morning from 8:00 to 9:00, while that
of Samal Island to Davao City is concentrated from 3:00 in the afternoon to 7:00 in the evening. This is
due to the concentration of travelers returning home from Samal Island to Davao City and other parts of
Mindanao.
3-7
Figure 3-2 (1) Hourly Variation of Vehicle Traffic using Ferry (September, 2015)
The hourly variation of passenger traffic between Davao City and Samal Island is shown in Figure 3-2.
The rate of peak hour traffic from Davao City to Samal Island is 14.5 % from 8:00 to 9:00 in the morning
while that of Samal Island to Davao City is 13.6 % occurring from 5:00 to 6:00 in the evening.
3-8
Figure 3-2 (2) Hourly Variation of Passenger Traffic using Ferry and Boat (September, 2015)
3) Vehicle Composition
The composition of vehicle traffic is illustrated in Figure 3-3. The highest share is motorcycles including
tricycles, with a modal share of 53%, while cars, vans and pick-ups make up 40% of the vehicle traffic.
The remaining vehicles are trucks and buses.
3-9
Figure 3-3 Composition of Vehicle Traffic using Ferry (September 2015)
4) OD Distribution and Desired Line

Table 3-5 illustrates the desired lines between Davao City and Samal Island.
Over 90% of the vehicle and passenger traffic to/from Samal Island is shared by Davao City. This means
that connection between Davao City and Samal Island is very strong.
Table 3-5 (1) Origin and Destination of Vehicle Traffic between Samal Island to Davao City and Other
Regions (Unit: Vehicle/Day)
Southeast Northeast Northwest Southwest Region XI
Other Area Total
Davao City Davao City Davao City Davao City (Excl. Davao City)
Babak 438 820 89 76 118 49 1,591
Samal 221 421 83 29 70 15 840
Kaputian 145 172 12 29 45 8 411
Total 805 1,412 185 134 234 72 2,841
Table 3-5 (2) Origin and Destination of Passenger Traffic between Samal Island to Davao City and other
Regions
Southeast Northeast Northwest Southwest Region XI

Other Area Total
Davao City Davao City Davao City Davao City (Excl. Davao City)
Babak 1,862 4,121 125 139 377 102 6,725
Samal 497 540 95 51 95 32 1,309
Kaputian 281 531 32 32 95 32 1,002
Total 2,640 5,191 251 221 567 166 9,037
3-10
5) Trip Purpose Visiting to Samal Island
Figure 3-4 shows trip purpose of those going to Samal Island. According to this figure, passenger traffic is
mostly for leisure purpose, while vehicle traffic to the island is shared by those going for home, leisure
purpose as well as work purpose.
Figure 3-4 Trip Purpose of Passengers and Vehicle Users
6) Waiting Time at Ferry Terminals

Figure 3-5 shows the waiting times for passengers and vehicle users at ferry terminals.
3-11
Figure 3-5 Waiting Times for Passengers and Vehicle Users
7) Willing to Use and to Pay for Proposed Bridge

Figure 3-6 shows the willingness to use and pay for the proposed bridge based on the attributed survey
conducted in this study. According to this figure, passengers and vehicle users using the ferry may be
willing to use the proposed bridge with high probability. Figure 3-7 shows the willingness to pay
additionally when the proposed bridge is completed.
3-12
Figure 3-6 Willing to Use For Proposed Bridge
3-13
Figure 3-7 Willing to Pay for the Proposed Bridge
8) Growth of Traffic Volume Using Ferry and Boat

The comparison analysis of the traffic volume using ferry and boat in 2012 and 2015 is shown in Table 3-6.
The traffic volume in 2012 was obtained from the traffic survey conducted by IGACOS. According to this
table, the growth rate of passenger and vehicle traffic is very high, over 10% annually.
3-14
Table 3-6 (1) Comparison of Traffic Volume between Davao City – Samal Island in 2012 and 2015
Vehicle Traffic Passenger Traffic

(Veh/Day) (Pass./day)
20121) 2,068 6,787
20152) 2,842 9,037
AAGR 2012-15 11.1% 10.0%
Source: 1) Traffic data in 2012 was obtained from the traffic survey conducted by IGACOS
2) Traffic data in 2015 by the Study Team
Table 3-6 (2) Comparison of Traffic Volume by Type between Davao City – Samal Island in 2012 and
2015
MC Car/Van/Pick- Up Truck Bus Total
2012 910 930 130 97 2,067
2015 1,504 1,154 137 47 2,842
AAGR 2012-15 19.6% 8.9% 3.2% -20.6 % 11.1%
Source: 1) Traffic data in 2012 was obtained from the traffic survey conducted by IGACOS
2) Traffic data in 2015 by the Study Team
(3) Future Traffic Demand Forecast

1) Flow Chart of Traffic Demand Forecast
Figure 3-8 shows the general flow of traffic demand forecasting.
This traffic demand forecast consists of the following four (4) steps:
a) Analysis of traffic survey data
b) Preparation of socio-economic framework
c) Traffic demand forecasting
d) Generated traffic demand forecast
3-15
Figure 3-8 Flow Chart of Traffic Demand Forecast
Analysis of Traffic Traffic Survey
Survey Data Conducted
Interview Survey Willingness to Pay

Data Survey Data
Analysis of Traffic
Survey Data
Socio‐Economic Traffic Demand
Framework Forecast
Historical Trend of Histrical Trend of
Population GDP
Vehicle Traffic using Passenger Traffic using Generated Traffic
Ferry & Launch Ferry & Launch Demand Forecast
Projection of Regression Analysis Existing Vehicle

Population by NCO of GDP Data Registration by
Region
Vehicle Traffic using Passenger Traffic using
Ferry & Launch Ferry & Launch
Forecast of Future Forecast of Future Analysis of Motorization
Population GDP Rate between IGCS and
Region XI
Diversion from Alt. Tariff Policies for
Ferry to Bridge
Growth Rate for
Traffic Demand Generated Vehicle and
Vehicle Traffic using Passenger Traffic using
Proposed Bridge Proposed Bridge
Vehicle and Passenger
Traffic using Proposed
Bridge
2) Future Socio-Economic Framework

The traffic demand is largely dependent upon the growth of socio-economic indicators. In this study, it is
mainly predicted by the Gross Domestic Product (GDP) of the Philippines which is the most influential
factor among others.
Table 3-7 shows past trend of GDP from 2000 to 2014. Based on this trend, three (3) cases for future GDP
growth are assumed as follows: (Refer to Table 3-8)
a) High growth case
b) Medium growth case
c) Low growth case
Future predicted GDP is shown in Figure 3-10.
Table 3-7 Past Trend of GDP (2000-2014)

Year GDP Population GDP / Pop.
2000 3,581 76.79 46,630
2001 3,684 78.59 46,880
2002 3,819 80.16 47,638
2003 4,008 81.88 48,955
2004 4,277 83.56 51,184.
2005 4,481 85.26 52,560
3-16
Year GDP Population GDP / Pop.
2006 4,716 86.97 54,228
2007 5,028 88.71 56,682
2008 5,237 90.50 57,868
2009 5,297 91.00 58,211
2010 5,702 92.60 61,572
2011 5,910 94.20 62,741
2012 6,312 95.80 65,889
2013 6,765 97.48 69,400
2014 7,178 99.43 72,187
AAGR (%) 5.20 % 1.86 % 2.88 %
Source: International Monetary Fund, World Economic Outlook Database, April 2015
Based on the data of GDP trend, the regression analysis is made and shown below:
y = 12.184x2 - 48651x + 4.857E+07 R² = 0.9983
Where, Y: GDP
X: Year
Figure 3-9 Past Trend of GDP and Multi-Regression Model

12,000
10,000
y = 12.184x2 ‐ 48651x + 4.857E+07
GDP (Billion Pesos)
8,000
R² = 0.9983
6,000
4,000
2,000
0
2000 2005 2010 2015
Year
Following the equation of the regression analysis, the following three (3) cases are assumed to estimate the
future GDP growth and the results are shown in Figure 3-10.
3-17
Table 3-8 Assumed Cases of Future GDP Growth
Case Condition
1. High Growth Following high growth in Philippines after 2010, high growth
will continue after 2015
2. Medium Growth Following medium growth in Philippine experienced in 2000

-2010, medium growth will continue after 2015
3. Low Growth After 2000, there is no such lower scenario, low growth will
continue after 2015
Figure 3-10 Future Predicted GDP

70,000
60,000
GDP (Billion Pesos)
50,000
40,000
30,000
20,000
10,000
0
2015 2020 2025 2030 2035 2040 2045 2050 2055
High Gross Rate Medium Growth Rate Low Growth Rate
3) Normal Traffic Demand Forecast

The traffic demand between Davao and Samal is made as follows:
a) Normal traffic and
b) Generated traffic
The normal traffic can be defined as the existing passenger and vehicle traffic which would increase relative
with the future socio-economic growth, while the generated traffic is defined as the additional passenger and
vehicle traffic which will be brought about with the completion of the proposed bridge.
Normal traffic demand forecast is further explained as follows:
The growth rate of both vehicle and passenger traffic can be calculated following the formula:
GR = e x G GDP
Where,
3-18
GR: Growth rate of traffic demand
e: Elasticity rate
G GDP: Growth rate of GDP
The elasticity of traffic demand is a measure of percentage change in traffic demand with respect to
percentage change in the parameters influencing the demand. The indicator formula is presented below:
Percentage change in traffic indicators

Elastic coefficient value (e) =
Percentage change in economic indicators
In this study, traffic indicator is taken as number of registered vehicles and economic indicator is the Gross
Domestic Product (GDP).
Table 3-9 Elasticity Value of Traffic Demand

Vehicle Type Elasticity Value
Vehicle
Car/UV/SUV 0.90
Truck 1.18
Bus 0.96
1.40 2015-2025
Motor Cycle 1.20 2025-2035
1.00 after 2035
Passenger Traffic 1.00
The growth rate of traffic demand is calculated as shown in Table 3-10. Based on the growth rate of traffic,
the traffic volume by vehicle type can be calculated using the following formula:
TV Year = GR x TV Base
Where:
TV Year: Traffic volume by year
GR: Growth rate
TV Base: Base year traffic volume using ferry
3-19
Table 3-10 Growth Rate of Traffic Demand (%)
GDP Growth Vehicle Traffic Passenger

Year
Rate Car/UV/ SUV Truck Bus Motor Cycle Traffic
2015 - 2020 5.06% 4.60% 5.97% 4.86% 7.59% 5.06%
2020 - 2025 4.78% 4.30% 5.64% 4.58% 7.16% 4.78%
2025 - 2030 4.56% 4.10% 5.38% 4.37% 5.70% 4.56%
2030 - 2035 4.33% 3.90% 5.11% 4.16% 5.42% 4.33%
2035 - 2040 4.12% 3.70% 4.86% 3.96% 4.12% 4.12%
2040 - 2045 3.92% 3.50% 4.62% 3.76% 3.92% 3.92%
2045 - 2050 3.73% 3.40% 4.40% 3.58% 3.73% 3.73%
2050 - 2055 3.55% 3.20% 4.19% 3.41% 3.55% 3.55%
(4) Future Traffic Volume of Normal Traffic

The traffic demand during the project life is forecasted as shown in Table 3-11. It is assumed that the
proposed bridge project would be completed in 2024 and open to the public in 2025.
Table 3-11 Future Traffic Demand of Normal Traffic Using Ferry

(Before Diversion to the Proposed Bridge)
Normal Vehicle Traffic (Veh./Day) Passenger Traffic

Year
M/C Car/Jeep Truck Bus ADT (Trips)
2015 1,504 1,154 137 47 2,842 9,037
2025 3,227 1,867 277 76 5,447 19,343
2030 4,609 2,414 370 98 7,490 24,753
2035 5,836 2,987 488 123 9,434 31,344
2040 7,314 3,743 637 153 11,847 39,285
2045 9,080 4,549 821 188 14,638 48,766
2050 11,169 5,484 1,059 231 17,943 62,421
2054 13,093 6,329 1,276 269 20,968 70,325
(5) Diversion from Traffic using Ferry and Boat to the Proposed Bridge
The diversion from traffic using ferry and launch to the proposed bridge is computed using the diversion
formula developed by AASHTO (American Association of State Highway and Transport Officials) as
3-20
follows:
DR = ( 1 / (1 + αXβ))*γ
Where
DR : Diversion rate
X : Travel time rate using ferry route and the proposed bridge route
X = T B / TF
α, β,γ: Parameters
Where
TB : Travel time using the proposed bridge route
TF : Travel time using the ferry route
Table 3-12 Parameters of Diversion Curve (AASHTO Model)
α β γ
Parameter Value 3.0 6.0 1.0
When the proposed bridge is completed, the following scenarios for the toll rate are being considered, to wit:
Scenario 1: No toll charge
Scenario 2: Toll charge equal to the existing ferry tariff
Scenario 3: Toll charge equal to 150 % as high as the existing ferry tariff
Table 3-13 Alternative Scenarios for Toll Rate of the Proposed Bridge
Unit: Pesos
Alternative Scenario of Toll Rates of Bridge
Type of Traffic Ferry Tariff Scenario 1 Scenario 2 Scenario 3

(Toll Free) (Same as Ferry Tariff) (150% of Ferry Tariff)
1 M/C, T/C 60 0 60 90
2 C/UV/SUV 250 0 250 380
3 Truck 1,050 0 1,050 1,580
4 Bus 1,050 0 1,050 1,580
3-21
Table 3-14 Diversion Rate of the Proposed Bridge Route
Alternative Policies of Toll Rates of Bridge

(Toll Free) (Same as Ferry Tariff) (150% of Ferry Tariff)
1 M/C, T/C 100% 93.2% 61.7%
2 C/UV/SUV 100% 95.5% 72.6%
3 Truck 100% 80.5% 30.2%
4 Bus 100% 80.5% 30.2%
5 Passenger 100% 99.9% 99.5%
These results are reflected by the willingness-to-pay interview surveys for passengers and vehicle users in
the previous sub-section, where it was found that both types of users are generally in favor of and willing to
pay a certain toll fee to benefit from travel time savings.
Table 3-15 Projected Average Daily Traffic Volume (ADT) on the Proposed Bridge after being Diverted
from Ferry (In Case of Scenario 2)
(Veh./Day)
Traffic Volume using the Proposed Bridge
Year
M/C, T/C C/UV/SUV/Taxi Truck Bus Total
2015 (Base) 1,504 1,154 137 47 2,842
2025 3,008 1,783 223 846 5,859
2030 4,295 2,305 298 1,082 7,981
2035 5,439 2,852 393 1,369 10,053
2040 6,817 3,575 513 1,715 12,619
2045 8,462 4,345 661 2,127 15,595
2050 10,410 5,237 852 2,616 19,115
2054 12,203 6,044 1,027 3,066 22,340
Notes: Toll Rate is assumed to be the same as Ferry Tariff
(6) Generated Traffic

In general, the people in IGACOS would increase their mobility and accessibility in case that the
construction of the bridge between the mainland and the solitary island is pushed through. As a result, the
traffic volume will increase tremendously.
Presently, the motorization rates (more than 4 wheel vehicles) of IGACOS and Region XI are shown in Table
3-16. When the construction of bridge is completed, it is expected to induce the increase in the motorization
rate of IGACOS following the tariff scenario of the proposed bridge.
3-22
a) Scenario 1: The motorization rate of IGACOS may be increased up to the same as that of Region XI due
to the no-tariff barrier between IGACOS and Region XI.
b) Scenario 2: The motorization rate of IGACOS may be increased by up to half of difference between
IGACOS and Region XI due to the existence of a tariff barrier between IGACOS and Region XI.
c) Scenario 3: The motorization rate of IGACOS may be increased up to only one half of Region XI due to
the existence of a high tariff barrier between IGACOS and Region XI.
Table 3-13 shows the rate of the generated traffic according to alternative scenarios.
Table 3-16 Rate of Generated Traffic under Alternative Scenarios
Existing Scenario 1 Scenario 2 Scenario 3

Area
Motorization Rate (Toll Free) (Same as Ferry Tariff) (150 % of Ferry Tariff)
Motorization rate (veh./1,000 person)
Region XI 63.5 63.5 63.5 63.5
IGCS 23.4 63.5 43.5 31.8
Assumed Growth Rate of
171 % 86 % 43 %
Vehicles in IGCS
Ratio of Generated
85.5 % 42.9 % 21.5 %
Traffic to Normal traffic
(7) Traffic Demand Forecast by Scenarios

Finally, the traffic volume on the proposed bridge which consists of those being diverted from ferry plus the
generated one, is shown in Tables 3-17, 3-18 and 3-19.
Table 3-17 Traffic Demand Forecast on Proposed Bridge (Scenario 1: No Toll Charge for the Bridge)
(Veh./Day)
Year Motor Cycle C/UV/SUV/Taxi Truck Bus ADT PCU
2015 1,504 1,154 137 47 2,842 2,155
2025 3,227 2,800 416 1,546 7,989 8,204
2030 4,609 3,621 555 1,979 10,763 10,765
2035 5,836 4,480 733 2,504 13,552 13,612
2040 7,314 5,615 955 3,136 17,021 17,168
2045 9,080 6,824 1,232 3,891 21,026 21,297
2050 11,169 8,225 1,588 4,787 25,769 26,249
2054 13,093 9,493 1,915 5,609 30,110 30,775
Source: Study Team
3-23
Table 3-18 Traffic Demand Forecast on Proposed Bridge
(Scenario 2: Toll Charge is the same as the Existing Ferry Tariff)
(Veh./Day)
2015 1,504 1,154 137 47 2,842 2,155
2025 3,008 2,674 334 1,268 7,285 7,207
2030 4,295 3,458 447 1,623 9,823 9,462
2035 5,439 4,278 590 2,054 12,361 11,950
2040 6,817 5,362 769 2,572 15,520 15,063
2045 8,462 6,517 992 3,190 19,161 18,665
2050 10,410 7,855 1,278 3,925 23,468 22,975
2054 12,203 9,066 1,541 4,598 27,409 26,913
Table 3-19 Traffic Demand Forecasted on Proposed Bridge

(Scenario 3: Toll Charge is 150 % as High as the Existing Ferry Tariff)
(Veh./Day)
2015 1,504 1,154 137 47 2,842 2,155
2025 1,991 2,033 125 549 4,698 4,164
2030 2,844 2,629 168 703 6,342 5,475
2035 3,601 3,252 221 888 7,962 6,880
2040 4,513 4,077 289 1,111 9,989 8,653
2045 5,602 4,954 372 1,376 12,305 10,672
2050 6,891 5,972 480 1,693 15,036 13,072
2054 8,079 6,892 578 1,983 17,532 15,258
3.3.2 Natural Conditions

(1) Topography and Geology
1) Outline of Topography
Davao City, which is the largest city in Mindanao, is a port city facing the Gulf of Davao. Samal Island is
located about 1km off the eastern shore of Davao City. The Pakiputan Strait between Davao City and Samal
Island, where the project bridge is proposed, has a maximum depth of about 35 meters, and the shore on the
Davao side has port facilities such as a quay, with deeper water to secure a draft for vessels. The Samal side
has a coral shore, and the sea bottom changes gradually toward the strait. There are many houses and port
facilities which have been built in high density at the site of approach viaduct on the Davao side, and the
3-24
ground is flat until the Davao-Panabo Road. The location where the viaduct is to be constructed on the Samal
side is inclined higher toward the center of the island. Below is the topographical map.
Figure 3-11 Outline Topographical Map
Location where the

bridge will be
2) Outline of Geology
As a result of the boring geological survey at four boring locations, it was revealed that this site has a
foundation of coralline limestone, and that soil and sand have accumulated above it. The bearing layer of the
bridge is considered to be the limestone layer. The strait center of the limestone layer is the deepest portion
with an altitude of -47 meters, and it becomes shallow as it gets closer to the land. Samal is an island that was
created through the upheaval of the limestone layer.
3-25
Figure 3-12 Boring Survey Locations
3-26
Figure 3-13 Boring Log (BH-1)
3-27
3-28
Source: Prepared by the Study Team
3-29
a) Geological survey along Davao – Panabo Road
A boring log was prepared in the on-going bridge widening work being undertaken by the Regional Office,
Region XI along Davao-Panabo Road where the project bridge access road is to be connected. The boring
log is shown in Figure 3-17.
Figure 3-17 Boring Log at Davao – Panabo Road
Source: Port Improvement Project - Final Geotechnical Report, PPA
3-30
(2) Climate (temperature and wind)
Davao City is protected by the mountain ranges from the Pacific where typhoons occur, therefore disaster
due to typhoons is rare. According to the Köppen climate classification, it is classified as “Af”, tropical rain
forest climate. It does not have a rainy season and a dry season, and there is less change in the precipitation,
temperature, humidity and pressure throughout the year. The temperature ranges from 20 to 35 degrees and
the annual average precipitation is about 2000mm. Samal Island has hilly terrain and the climate is similar to
that of Davao City.
Figure 3-18 Risk to Typhoons
Source: Mapping Philippine Vulnerability to Environmental Disasters
3-31
Table 3-20 Climate in Davao
Monty Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year
Ave.
30.9 31.2 32.3 33.0 33.0 31.6 31.4 31.6 31.8 32.1 32.1 31.4 31.9
Max Tem
(87.6) (88.2) (90.1) (91.4) (91.4) (88.9) (88.5) (88.9) (89.2) (89.8) (89.8) (88.5) (89.4)
°C (°F)
Mean
26.4 26.6 27.3 28.0 28.0 27.2 27.0 27.1 27.3 27.4 27.4 26.9 27.2
Tem
(79.5) (79.9) (81.1) (82.4) (82.4) (81) (80.6) (80.8) (81.1) (81.3) (81.3) (80.4) (81)
°C (°F)
Ave
Min 21.9 22.0 22.3 23.0 23.0 22.9 22.7 22.7 22.8 22.8 22.7 22.4 22.6
Tem (71.4) (71.6) (72.1) (73.4) (73.4) (73.2) (72.9) (72.9) (73) (73) (72.9) (72.3) (72.7)
°C (°F)
Rain
114.7 99.0 77.9 144.9 206.7 190.1 175.9 173.2 180.1 174.8 145.7 109.7 1,792.7
Mm
(4.516) (3.898) (3.067) (5.705) (8.138) (7.484) (6.925) (6.819) (7.091) (6.882) (5.736) (4.319) (70.58)
(inch)
Ave Rainy
17 14 12 11 15 19 18 17 17 19 20 20 199
Day
Source: Philippine Atmospheric, Geophysical and Astronomical Services Administration
(3) Earthquake
The active fault lines in the southeastern Mindanao is as shown in the Figure 3-19.
3-32
Figure 3-19 Active Fault in the Southeastern Part of Mindanao
3-33
Structural map of the southeast Mindanao with focal mechanism, Legend:
Recent (dotted) Pleistocene (dashed, Late Miocene (densely dotted). Red
Map Showing Active Fault and Trenches (From PHIVOLCS)
arrows points to fault lines not reflected in PHIVOLCS map. From Quebral
1994
Record of major earthquakes are show in Table 3-21.
Table 3-21 Record of Major Earthquakes

1968 August 02 Ms7.3 Casiguran Earthquake
1973 March 17 Ms7.0 Ragay Gulf Earthquake
1976 August 17 Ms7.9 Moro Gulf Earthquake
1983 August 17 Ms6.5 Laoag Earthquake
1990 February 08 Ms6.8 Bohol Earthquake
1990 June 14 Ms7.1 Panay Earthquake
1990 July 16 Ms7.9 Luzon Earthquake
1994 November 15 Ms7.1 Mindoro Earthquake
1996 May 27 Ms5.6 Bohol Earthquake
1999 June 07 Ms5.1 Bayugan Earthquake
2002 March 06 Ms6.8 Palimbang Earthquake
2003 February 15 Ms6.2 Masbate Earthquake
3.3.3 Design Conditions

(1) Road Design Criteria
a) Design Standards and Criteria
 The following design specifications of DPWH are basically applied to the project. As necessary,
AASHTO (American Association of State Highway and Transportation Officials) and Japan Road
Association (JRA) specifications are referred to and compared to establish the most suitable design
standards and criteria for the project.
 Design Guidelines, Criteria and Standards for Public Works and Highways (DPWH)
 Highway Safety Design Standards 2012 (DPWH)
 A Policy on Geometric Design of Highways and Streets 2011, AASHTO
 Japan Road Association Specification for Highway
b) Design Speed
The comparison of design speed in DPWH, AASHTO and JRA specifications are shown in Table 3-22.
The design speed of the project bridge is proposed to be 60km/h with the following reasons:
 Davao-Panabo Road has been constructed with the design speed of 60km/h
 Samal Circumferential Road is being paved. When the pavement is completed, it will be
upgraded from city road to national road.
The design speed of the junction sections with Davao-Panabo Road and Samal Circumferential Road is
proposed to be 40 km/h with the following reasons:
3-34
 The junction ramps are designed with 60m radius to minimize land acquisition and resettlement.
In case the radius is 60m, the design speed is 40km/h.
 The traffic speed along the Davao-Panabo Road in the urban area is 40km/h.
Table 3-22 Design Speed of Urban Arterial Road of DPWH, AASHTO and JRA Specifications
DPWH AASHTO
Road Class JRA
(Arterial) (Urban Arterial)
Urban Arterial Road 30-70 km/h 50-100 km/h 60km/h (50, 40)
* The figure in ( ) can be applicable where the standard is difficult to apply.

c) Radius
A comparison of minimum radius for horizontal curves is shown in Table 3-23.
Table 3-23 Minimum Radius of Horizontal Curve
Design Speed DPWH AASHTO JRA

(km/h) (m) (m) (m)
40 50 41 60 (50)
50 80 73 100 (80)
60 125 113 150 (120)
70 175 168 -
80 230 229 280 (230)

d) Gradient
A comparison of the specifications regarding maximum gradient is shown in Table 3-24.
Table 3-24 Maximum Gradient
Design Speed Topography DPWH AASHTO JRA
Flat 7%
40km/h Rolling 8% 10% 7% (10%)
Mountainous 11%
50km/h Flat 7% 8% 6% (9%)
3-35
Design Speed Topography DPWH AASHTO JRA
Rolling 9%
Mountainous 11%
Flat 7%
60km/h Rolling 6% 8% 5% (8%)
Mountainous 10%

e) Cross Fall
The cross fall is proposed to be 2% based on the design criteria of DPWH.
Table 3-25 Cross Fall
DPWH AASHTO JRA
1.5%-2.0% 1.5%-2.0% 1.5%-2.0%

f) Maximum Superelevation
According to the specification of DPWH, maximum superelevation is 10%. However 8% is
recommended.
Table 3-26 Maximum Superelevation
DPWH AASHTO JRA
10% (12%) 10% (12%) 10%

g) Geometric Design Standards

As the result of the above comparison, the geometric design standard as shown in Table 3-17 was
proposed for the project.
3-36
Table 3-27 Geometric Design Standards for the Project
Description Unit Value Remark
Design Speed Km/h 40 60
Stopping Sight Distance m 50 85 Table 3-34, Page 3-155 AASHTO 2011
Passing Site Distance m 14 180 Table 3-35, Page 3-157 AASHTO 2011
Normal Cross fall % 2.0 Chapter 3.6.1.2. Page 105 Design of Highway DPWH
Maximum superelevation % 8.0 AASHTO 2011
Superelevation % Table 3-10a Table 3-10a, Page 3-46 AASHTO 2011
Table 3-5, Chapter 3.5.2.1, Page 46 Design of Highway

Minimum Radius m 50 125
DPWH
Maximum Grade % 8.0 6.0 BOD-DPWH Requirements
Minimum K value (Crest) m 5 18 Chapter 3.5.3.2.1, Page 74 Design of Highway DPWH
Minimum K Value (Sag) m 9 18 Table3-36, Page 3-161 AASHTO 2011
Minimum Vertical Curve Chapter 3.5.3.2 Page 71, Design of Highway DPWH
m 60
Length Design Guidelines, Criteria and Standard
Vertical Clearance m 5.0 4.90 + 0.10 (overlay)
(2) Typical Cross Section

Alternative typical cross sections are shown in Table 3-28. As the result of the comparison, Alternative No.
3 was proposed. A 1.5m wide sidewalk was proposed to be installed at one side only since the traffic
volumes of pedestrians and bicycles are expected to be minimal.
3-37
Table 3-28 Alternatives of Cross Section
# Cross Section Characteristics Evaluation
The travel lane is
narrowest and
economical. However,
there is the possibility
that low speed vehicles
Alternative No.1
14700
600 8700 600 2500 2300
such as tracks disturb
1000 3350 3350 1000 400 1500 400
TRAVEL LANE TRAVEL LANE SIDEWALK smooth traffic flow. Bad
CL
2.00% 2.00%
The climbing lane is

provided in the
climbing section. This
is more economical
Alternative No.2
17050
than Alternative No.3.
600 11050 600 2500 2300
500 3350 3350 3350 500 400 1500 400 However, because the
TRAVEL LANE TRAVEL LANE TRAVEL LANE SIDEWALK
number of lane Bad
CL
changes from two to
2.00% 2.00% one at the point of
changing slope from
up to down, traffic
safety is less secured.
The 2.5 m wide

shoulder can
accommodate slow
vehicles to prevent the
Alternative No.3
18000
speed reduction of the
600 12000 600 2500 2300
2500 3500 3500 2500 400 1500 400 travel way.
SHOULDER TRAVEL LANE TRAVEL LANE SHOULDER SIDEWALK
Good
CL
2.00% 2.00%
LEVEL
3-38
(3) Bridge Design Criteria
1) Applied standards
The design standards used for the design of the bridge are as follows:
 DPWH Design Guidelines, Criteria and Specifications (DGCS) 1st, 2015 – Vol.5, Bridges (expected
to be approved late 2015)
 DPWH Standard Specifications for Highways, Bridges and Airports, 2013
 AASHTO LRFD Bridge Design Specification, 6th Edition 2012
 DPWH Guide Specifications LRFD Bridge Seismic Design Specifications, 2013
 Japan Road Association (JRA) Specification for Highway Bridge, Part I-V, 2012
2) Crossing conditions
a) Navigation conditions
The width of the navigational channel is 200m as PPA indicated. The largest vessel (Panamax class) passes
through the central segment of 100m. The vertical navigational clearance of the Panamax class (57.91m
above HWL, with a margin of 1m) was proposed by the Study Team.
At present, a PPP project of Davao Port renovation is under the procurement stage and the tendering is
scheduled in February 2016. DPWH, thru the initiative of the Study team requested DOTC, which is
responsible for the procurement of the PPP project, to include in the tender documents, as an addendum,
the condition that Panamax type vessels would be set as the limit for those which pass the Pakiputan
Strait going to Sasa Port. DOTC did not agree on modifying the tender document based on the request
because the tender will be very soon and changing such may affect the interested concessionaires bid
proposal. This matter will be negotiated and solved in the next study of the project, amongst the next
study team, PPA, DOTC and DPWH.
As shown in Appendix 3 Details of Negotiation on Requesting to Impose Navigational Clearance at
Pakiputan Strait, the navigational clearance of the Panamax class is judged to be reasonable for planned
depth of the port and capacity (TEU) of ships calling. Therefore, the plan of the project bridge was made
depending on this judgement.
Figure 3-20 Navigation Conditions
Source: Prepared by the Study Team
3-39
b) Aeronautical conditions
The project location is within 4km from Davao Airport runway, and it is subject to aeronautical
restrictions. The height limit is 45m from the runway surface. As the altitude of the runway is 29m, the
altitude limit of the structure is 45+29=74m.
Figure 3-21 Aviation Limits
Source: Philippine National Building Code
c) Structure clearance
i) Project Road 5.0m
ii) Davao-Panabo Road 5.0m
3-40
d) Tide conditions
The tide level at the project site is as follows:
Table 3-29 Tide Level List
Source: Tide and Current Tables, 2006, Namria
e) River conditions
There is a river along Davao side bridge approach road. The cross section of the river is shown in Figure
3-22.
Figure 3-22 Cross Section of the River
Source: Proposed Port Improvement Project - Final Geotechnical Report, PPA
3) Load
As specified in the DPWH design guidelines.
4) Impact of an earthquake
As specified in the DPWH design guideline.
3-41
5) Materials to be used
a) Concrete
Table 3-30 Concrete Specification
fc' (min.) Maximum Size of Concrete Minimum Concrete Cover

Description
MPa Aggregates (mm) (mm)
a. Superstructure
 Deck slabs 28 20 Deck slab with BWS
Top:50
Bottom:25
Others:35
 Sidewalk, railings, parapet, medians 21 20
 PSC I-girders 38 20 PSC I-girders:35
b. Substructure
 Direct exposure to salt
 RC pier copings, columns, footings 28 20
water: 100mm
 Cast against earth,
 PSC Pier copings, rotating pier head 38 20
Coastal: 75mm
 RC Abutment walls, footings 28 20  Others: 50mm
 Bored piles 28 20
Earth covered Box
c. Earth covered RC Box structures 28 20
structures: 50
d. Other concrete (normal use) 21 20
e. Lean concrete (for leveling) 17 25
f. Non Shrink grout 41 -
Source: DPWH Standard Specifications for Highways, Bridges and Airports, 2013
b) Reinforcing bar
AASHTO M31 (ASTM A515) GRADE 60 shall be used for reinforcement (Yield strength fy = 420Mpa).
c) PC steel materials
Wires or strands with fs = 1860 MPa in tensile strength shall be used for all PC steel materials.
d) Steel materials for structures

 JIS Standards for Steel for Bridge High-performance Structure (SBHS)
 JRA specifications for Highway Bridges 2012 Version shall apply to other steel materials
3-42
3.3.4 Comparison of Alternative Routes
(1) Comparison of Alternative Routes
Alternative routes examined on a topographic map of the project bridge are shown in Figure 3-23. A
comparison of alternative routes is shown in Table 3-31. As a result of the comparison through a site survey,
alternative routes No.6 and No.7 are selected as the best route for the Project.
Figure 3-23 Alternative Routes of the Project Bridge
3-43
Table 3-31 Comparison of Alternative Routes
Bridge Involuntary
Construction Evalu
Limit ation
(m) Davao Samal
Panacan public
Near the intersection Relatively Relatively
market,
of Pan-Philippine large large Very
1 3,500 Philippine Naval
highway and (more than (more than bad
Bad (the base-camp
Davao-Panabo Road Aeronautical 20 houses) 20 houses)
construction (Davao)
height limit (74
Connecting with cost is high
m) is strict since
Pan-Philippine because Relatively
bridge cross Equipment
highway in Davao bridge length large Very
2 3,200 landing route. It Depo of
side and connecting is longer than Brgy. Villarica's (more than bad
is difficult to DPWH
with circumferential others and Wet market 20 houses)
construct due to
road in Samal side. resettlement (Samal)
structural limit.
is large. Relatively Relatively
Connecting with
large large Very
3 3,000 circumferential road
(more than (more than bad
in Samal side.
20 houses) 20 houses)
Connecting with
4 2,400 inner road in Samal Bad (the - Nothing Nothing Bad
Sasa Seaport
side. bridge height
(To cross over
Connecting with should be
the port, high
Davao-Panabo Road elevated then,
and long
in Davao side and the approach
5 1,800 - approach bridge Nothing Very few Bad
connecting with bridge length
is required)
circumferential road gets longer.)
in Samal side.
Small
Connecting with the
6 1,800 - - Very few (less than Good
old airport road
Good (the 10 houses)
route length Small
Part of Chevron
7 1,800 Connecting with is shorter - Very few (less than Good
Depot
Davao-Panabo Road than others 10 houses)
in Davao side and and It is difficult to
connecting with economical. construct the Submerged Small
8 1,800 circumferential road bridge due to electric cable (less than 10 Very few Bad
in Samal side. the submerged exists houses)
electric cable.
(2) Final Route of the Project Bridge

Based on the Alternative route No.6 and No.7 selected above, the site survey focusing on confirming the
land use to minimize the resettlement was implemented to determine the final route. The final route of the
project bridge is shown in Figure 3-24. In the site survey, it was found that resettlement of some parts of
the oil depot would be necessary for both the route No.6 and No.7. The final route was proposed with a
consideration of avoiding that resettlement at the location between route No.6 and No.7.
3-44
Figure 3-24 Final Route of the Project Bridge
(3) Alternatives of Bridge Type

1) Alternatives of the Foundation Type
Pakiputan Strait is about 35m deep at the center. The main bridge piers are necessary to be located where
water depth is 20m to 40m and will depend on the bridge span length. Steel pipe sheet pile (SPSP) foundation
and installed caisson are the alternative foundation types adaptable for such deep sea. The comparison of the
foundation types are shown in Table 3-32.
Table 3-32 Comparison of Foundation Types
Foundation CAISSON SPSP

mension
Dimension
Bridge Pier
S teel Pipe
Di
Picture
Towing Caisson
Towi ng Ca by Tug Boat
isson by Tug Boat
Aplicable Depth more than 25m less than 25m
Construction Cost Expencive (2.5) Competitive (1.0)
Recommendation No-reccommended Recommended
3-45
2) Alternative of Bridge Type for the Project Bridge
The following six bridge types were compared, and consideration was given to whether they were applicable
or not. As a result, it was found that the PC box girder bridge and the truss bridge were able to meet both the
aeronautical and the navigational restrictions.
i) PC box girder bridge

The maximum applicable span length is 200m, and it satisfies both aeronautical and the navigational
restrictions.
ii) Truss bridge made of SBHS

The maximum applicable span length is 500m in case SBHS is used for the main structure then it satisfies
both aeronautical and navigational restrictions.
iii) Arch bridge

The maximum applicable span length is 500m, and it satisfies navigational clearance but its arch
members violate the aeronautical restrictions.
3-46
iv) Extradosed bridge
The maximum applicable span length is 250m, and it satisfies navigational clearance but violates
aeronautical restrictions because it requires the main tower for stay cables.
v) Cable-stayed bridge
aeronautical restrictions because it requires the main tower for stay cables.
vi) Suspension bridge

aeronautical restrictions because it requires the main tower for suspension cables.
a) Comparison between PC box girder and Steel Truss

Table 3-33 shows the comparison between PC box girder and steel truss bridge that satisfy the
aeronautical and navigational restrictions, considering the substructure work and superstructure work. As
a result of comparison, it was evaluated that steel truss bridge is the most suitable bridge structure type.
3-47
Table 3-33 Comparison between PC Box Girder and Steel Truss Bridge
PC Box Girder Steel Truss Bridge
Steel Pipe Sheet Pile Bored Pile Bored Pile Steel Pipe Sheet Pile

Caisson
・It is inferior in workability for it needs large scale excavation in the sea before the ・It is possible to work in the air for the cofferdam by steel pipe sheet pile. Therefore,
steel shell installation of caissons. Moreover , it is necessary to adequate quality it is easy to ensure for the workability of excavation and the quality of concrete.
control to ensure the quality of underwater concrete. ・Erection of superstructure is a common cantilever erection. In addition, the scale of
Constructibility ・Cantilever method for construction of superstructure is common. However it the jetty is smaller than that of the PC box girder.
requires a large jetty to the vicinity of the Strait center for equipment carrying. （◎）
（×）
・Substructure : 45 months ・Substructure : 22 months
Construction Period ・Superstructure : 39 months ・Superstructure : 38 months
・Total : 84 months（×）・Total : 60 months（◎）
・The during caisson construction, it is impossible to construct simultaneously in order ・The steel pipe sheet piles foundation is possible to construction simultaneously while
to secure the navigation. Therefore, the construction period is long. securing the navigation.
Aeronautical and ・The during superstructure construction, construction equipment interferes against ・The during superstructure construction, construction equipment interferes against
Navigational Impact aviation limit . There is a need to further reduce the navigation width for equipment aviation limit. However the navigation is not interfered.
carrying.（△）（◯）
・Re-paint is unnecessary. ・The re-paint of a steel member is necessity (once in about 30 years, 625
・Although there are few members and there are not many inspection places, it is hard M.PHP/time).　Even if it compares based on a life cycle cost, a truss bridge is more
Maintenance to discover internal abnormalities, and the repair at the time of revealing becomes economical than PC box girder.
Requirement large-scale. ・There are many members and there are many inspection places. However, because
all the members can be seen and checked, maintenance by simple repair is possible
（◯） at the slight damage to early.（◯）
・Sea water will greatly be affected by the influence of contamination, because large- ・Although sea water is affected by the influence of contamination at the time of steel
Environmental
scale excavation is required before caisson installation. pipe sheet pile placing, overall influence is small due to excavation work in a
Impact
（×） cofferdam. （◎）
・There are many bridge piers and a feeling of a blockade of a navigational channel ・The silhouette of the superstructure gives the open and rhythmical impression due to
will be strong. the small number of piers.
Aesthetics ・It is a small impact of landmark because it is bad balance of the superstructure and ・The arch form of superstructure acts as an accent, and it will make a conspicuous
the substructure scale. （×） landmark at the strait. （◎）
・Substructure ： 7,420 ・Substructure ： 1,690
Construction Cost
・Superstructure ： 2,810 ・Superstructure ： 6,610
(M.Peso)
・Total ： 10,230 （×）・Total ： 8,300 （◎）
Overall Evaluation × ◎
Note: ◎: Very Good, ◯: Fare, ᇞ: Bad, ×: Very Bad
3-48
b) Use of SBHS
SBHS is high strength steel which can reduce structure member sizes and weight of the bridge, therefore it
can expand the bridge span without increasing the height.
(4) Selection of Bridge Type for Approach Viaducts

Bridge types for the approach viaducts were selected with the following considerations:
1) Foundation Type
a) Piers in shallow sea
Bored pile foundation was proposed because it is economical where water is shallower than 5m. Steel
sheet pile cofferdam is to be use in construction of footings in case water exist.
b) Piers on land
Piers at Davao side need pile foundation since the bearing layer is about 15m deep. Bored pile type was
proposed instead of driven pile type because bored pile is superior in capacity and seismic resistance.
Hard limestone layer appears at 1m below the ground surface along Samal side viaduct. Spread foundation
type was proposed for the viaduct piers.
2) Superstructure Type
The superstructure type of the viaducts were selected with the following considerations:
 Span 20m or less: RC hollow slab type
 Spam 20 - 30m: PC hollow slab type
 Span 30 - 40m: PCDG type
 Span 40 - 60m: Steel I-girder type
 Span 60m or more or curved section: Steel box girder type
3) Approach Viaduct Plan

Proposed approach viaduct layout plan is shown in Figures 3-25 and 3-26 and proposed approach viaduct
type plan is shown in Table 3-32.
3-49
Figure 3-25 Approach Viaduct Layout Plan (Davao side)
(To Davao) (To Panabo)

Figure 3-26 Approach Viaduct Layout Plan (Samal side)
3-50
Table 3-34 Approach Viaduct Plan (Types and Spans)
Panabo -> Samal (m) Davao <-> Samal (m) Samal -> Panabo (m)
Bridge Bridge Bridge
P1-line Sta. Span Bridge Type D-line Sta. Span Bridge Type P2-line Sta. Span Bridge Type
Length Length Length
0 - 220 0 + 0 0 + 0
(P1-1) (1) (P2-1)
0 - 200 0 + 20 0 + 20
-- 60 Retaining -- 60 Retaining -- 62 Retaining
0 - 180 Wall 0 + 40 Wall 0 + 40 Wall
P1-A1 0 - 160 A1 0 + 60 P2-A1 0 + 62

23 23 25
P1-P1 0 - 137 (P1-2) P1 0 + 83 (2) P2-P1 0 + 87 (P2-2)
23 69 3-span 23 69 3-span 25 75 3-span
P1-P2 0 - 114 PC hollow P2 0 + 106 PC hollow P2-P2 0 + 112 PC hollow
23 23 25
P1-P3 0 - 91 P3 0 + 129 P2-P3 0 + 137
25 23 25
P1-P4 0 - 66 P4 0 + 152 (3) P2-P4 0 + 162
25 (P1-3) 23 69 3-span 25 (P2-3)
P1-P5 0 - 41 100 4-span P5 0 + 175 PC hollow P2-P5 0 + 187 100 4-span
25 PC hollow 23 25 PC hollow
P1-P6 0 - 16 P6 0 + 198 P2-P6 0 + 212
25 25 25
P1-P7 0 + 9 P7 0 + 223 P2-P7 0 + 237
25 25 (4) 25
P1-P8 0 + 34 P8 0 + 248 100 4-span P2-P8 0 + 262
25 (P1-4) 25 PC hollow 25 (P2-4)
P1-P9 0 + 59 100 4-span P9 0 + 273 P2-P9 0 + 287 100 4-span
P1-P10 0 + 84 P10 0 + 298 P2-P10 0 + 312
25 25 25
P1-P11 0 + 109 P11 0 + 323 P2-P11 0 + 337
25 25 (5) 25
P1-P12 0 + 134 P12 0 + 348 100 4-span P2-P12 0 + 362
25 (P1-5) 25 PC hollow 25 (P2-5)
P1-P13 0 + 159 100 4-span P13 0 + 373 P2-P13 0 + 387 100 4-span
P1-P14 0 + 184 P14 0 + 398 P2-P14 0 + 412
25 25 25
P1-P15 0 + 209 P15 0 + 423 P2-P15 0 + 437
25 25 (6) 25
P1-P16 0 + 234 P16 0 + 448 100 4-span P2-P16 0 + 462
25 (P1-6) 25 PC hollow 25 (P2-6)
P1-P17 0 + 259 100 4-span P17 0 + 473 P2-P17 0 + 487 100 4-span
P1-P18 0 + 284 P18 0 + 498 P2-P18 0 + 512
25 44 (7) 25
P1-P19 0 + 309 P19 0 + 542 P2-P19 0 + 537
3-span
25 56 144 32 (P2-7)
Steel Box
P1-P20 0 + 334 P20 0 + 598 P2-P20 0 + 569
girder 3-span
25 (P1-7) 44 41 105
Steel Box
P1-P21 0 + 359 100 4-span P21 0 + 642 P2-P21 0 + 610
25 41 (8) 2-span nose2 32 girder
PC hollow
P1-P22 0 + 384 P22 0 + 683 82 Steel Box P21 0 + 642
25 41 girder
P1-P23 0 + 409 nose1 P23 0 + 724
25 70
P1-P24 0 + 434 P24 0 + 794 (9)
25 (P1-8) 70
4-span
P1-P25 0 + 459 100 4-span P25 0 + 864 280
Steel Box
25 PC hollow 70
P1-P26 0 + 484 P26 0 + 934 girder
25 70
P1-P27 0 + 509 P27 1 + 4
37 200
P1-P28 0 + 546 P28 1 + 204 (10)
Main
47 (P1-9) 500 900 3-span
bridge
P1-P29 0 + 593 P29 1 + 704 Steel Truss
5-span
47 215 200
Steel Box
P1-P30 0 + 640 P30 1 + 904
47 girder 40
P1-P31 0 + 687 P31 1 + 944
37 40 (11)
P23 0 + 724 nose1 P32 1 + 984 160 4-span
40 PCDG
P33 2 + 24
40
P34 2 + 64
40
P35 2 + 104
40 (12)
P36 2 + 144 160 4-span
40 PCDG
P37 2 + 184
40
P38 2 + 224
40
P39 2 + 264
40 (13)
P40 2 + 304 160 4-span
40 PCDG
P41 2 + 344
40
A2 2 + 384
3-51
3.4 Overview of the Project Plan
3.4.1 Outline of the Proposed Project
(1) Road Alignment Plan
1) Horizontal Alignment
The horizontal alignment of project road is shown in Figure 3-27.
Figure 3-27 Horizontal Alignment (Davao Side)
3-52
Figure 3-28 Horizontal Alignment (Samal Side)
2) Vertical Alignment (Profile)

The vertical alignment was proposed as shown in Figure 3-29. Since the elevation gap between the main
bridge center and Davao–Panabo Road is about 57.5m, the maximum slope 6% was proposed. Gentle slope
sections were proposed within the slope in accordance with JRA specification as shown in Table 3-35.
Table 3-35 Slope Section Length Limit
Design Speed Grade (%) Length Limiting (m)
60km/h 6 500
Source: JRA Highway Design Specification
The profile of the project road is shown in Figure 3-29.
3-53
Figure 3-29 Profile of the Project Road
3-54
(2) Cross Section of the Main Bridge
Figure 3-30 Cross Section of the Main Bridge
Figure 3-31 Cross Section of the Approach Viaduct (Davao Side, Steel Bridge)
3-55
Figure 3-32 Cross Section of the Approach Viaduct (Davao Side, Concrete Bridge)
Figure 3-33 Cross Section of the Approach Viaduct (Samal Side)
(3) Side View of the Main Bridge
Figure 3-34 Side View of the Main Bridge
3-56
(4) Side View of the Approach Viaduct
Figure 3-35 Side View of the Approach Viaduct

(To Davao City)
(To Panabo)
(To Samal)
3-57
3.4.2 Outline Design
(1) Main Bridge Girder
Cross sections of the main bridge at the span center and at piers are shown in Figure 3-36 and SPSP
foundation plan is shown in Figure 3-37.
Figure 3-36 Cross Section of the Main Bridge (Span Center and Pier)
Figure 3-37 SPSP Foundation Plan
3-58
(2) Approach Viaduct
Cross sections of the approach viaducts are shown in Figures 3-38 and 3-39. Dimensions of the approach
viaduct superstructures are shown in Table 3-36 and dimensions and work quantities of approach viaduct
substructures are shown in Table 3-37.
Figure 3-38 Approach Viaduct (Along Davao-Panabo Road)
Figure 3-39 Approach Viaduct (Main Bridge Approach)
3-59
Table 3-36 Approach Viaduct Superstructure Dimensions
Davao <-> Samal (D-line)
Number of Bridge width Bridge length Bridge area
Bridge W (m) L (m) A (m2)
3-span 2 8.90 69 1,228
PC hollow
4-span 3 8.90 100 2,670
PCDG 4-span --- --- --- ---
2-span 1 13.50 82 1,107
3-span 1 9.65 144 1,390
Steel Box girder
4-span 1 15.70 280 4,396
5-span --- --- --- ---
Sum 8 --- 944 10,791
Panabo -> Samal (P1-line)
3-span 1 6.55 69 452
PC hollow
4-span 6 6.55 100 3,930
PCDG 4-span --- --- --- ---
2-span --- --- --- ---
3-span --- --- --- ---
Steel Box girder
4-span --- --- --- ---
5-span 1 6.80 215 1,462
Sum 8 --- 884 5,844
Samal -> Panabo (P2-line)
3-span 1 6.55 75 491
PC hollow
4-span 4 6.55 100 2,620
PCDG 4-span --- --- --- ---
2-span --- --- --- ---
3-span 1 6.93 105 728
Steel Box girder
4-span --- --- --- ---
5-span --- --- --- ---
Sum 6 --- 580 3,839
Samal side
3-span --- --- --- ---
PC hollow
4-span --- --- --- ---
PCDG 4-span 3 15.10 160 7,248
2-span --- --- --- ---
3-span --- --- --- ---
Steel Box girder
4-span --- --- --- ---
5-span --- --- --- ---
Sum 3 --- 480 7,248
3-60
Table 3-37 Approach Viaduct Substructure Dimensions and Work Quantities
To Davao （Unit：ｍ，ｍ3）
St r u c t u r al Column Fo o t i n g Concrete Pile Nu mbe r Total
Pier-No. He igh t Dim e n si o n Dim e n sio n Vo lu m e Le n gth of pile φ1 2 0 0
H H1 B1 Ｗ1 H2 B2 W2 V Ｌ N ΣL
P1 6.00 3.50 2.00 3.50 2.50 6.00 6.00 115 14.00 4 56.00
P2 8.00 5.50 2.00 3.50 2.50 6.00 6.00 129 14.00 4 56.00
P3 9.00 6.50 2.00 3.50 2.50 6.00 6.00 136 14.00 4 56.00
P4 10.00 7.50 2.00 3.50 2.50 6.00 6.00 143 14.00 4 56.00
P5 12.00 9.50 2.00 3.50 2.50 6.00 6.00 157 14.00 4 56.00
P6 13.00 10.50 2.00 3.50 2.50 6.00 6.00 164 14.00 4 56.00
P7 14.00 11.50 2.00 3.50 2.50 6.00 6.00 171 14.00 4 56.00
P8 16.00 13.50 2.00 3.50 2.50 6.00 6.00 185 14.00 4 56.00
P9 17.00 14.50 2.00 3.50 2.50 6.00 6.00 192 14.00 4 56.00
P1 0 18.00 15.50 2.00 3.50 2.50 6.00 6.00 199 14.00 4 56.00
P1 1 18.00 15.50 2.00 3.50 2.50 6.00 6.00 199 14.00 4 56.00
P1 2 19.00 16.50 2.00 3.50 2.50 6.00 6.00 206 14.00 4 56.00
P1 3 19.00 16.50 2.00 3.50 2.50 6.00 6.00 206 14.00 4 56.00
P1 4 20.00 17.50 2.00 3.50 2.50 6.00 6.00 213 14.00 4 56.00
P1 5 20.00 17.50 2.00 3.50 2.50 6.00 6.00 213 14.00 4 56.00
P1 6 20.00 17.50 2.00 3.50 2.50 6.00 6.00 213 14.00 4 56.00
P1 7 20.00 17.50 2.00 3.50 2.50 6.00 6.00 213 14.00 4 56.00
P1 8 21.00 18.50 3.00 3.50 2.50 9.60 6.00 338 15.00 6 90.00
P1 9 23.00 20.50 3.00 3.50 2.50 9.60 9.60 446 15.00 9 135.00
P2 0 27.00 24.50 3.00 3.50 2.50 9.60 9.60 488 15.00 9 135.00
P2 1 29.00 26.50 3.00 5.00 2.50 9.60 13.20 714 16.00 12 192.00
P2 2 32.00 29.50 3.00 5.00 2.50 9.60 13.20 759 16.00 12 192.00
P2 3 34.00 31.50 3.00 5.00 2.50 9.60 13.20 789 16.00 12 192.00
P2 4 36.00 33.00 4.00 5.00 3.00 13.20 13.20 1,183 25.00 16 400.00
P2 5 37.00 34.00 4.00 5.00 3.00 13.20 13.20 1,203 25.00 16 400.00
P2 6 38.00 35.00 4.00 5.00 3.00 13.20 13.20 1,223 25.00 16 400.00
P2 7 43.00 39.00 4.00 20.00 4.00 13.20 24.00 4,387 28.00 28 784.00
P2 8 26.00 26.00 5.00 20.00 SPSP 22.47 31.21 2,600 27.00 94 -
P2 9 25.00 25.00 5.00 20.00 SPSP 22.47 31.21 2,500 27.00 94 -
P3 0 46.00 42.00 4.00 20.00 4.00 13.20 24.00 4,627 28.00 28 784.00
P3 1 40.00 36.00 4.00 5.00 4.00 20.00 12.00 1,680 - - -
P3 2 38.00 34.00 4.00 5.00 4.00 20.00 12.00 1,640 - - -
P3 3 37.00 33.00 4.00 5.00 4.00 20.00 12.00 1,620 - - -
P3 4 37.00 33.00 4.00 5.00 4.00 20.00 12.00 1,620 - - -
P3 5 35.00 31.00 2.50 5.00 4.00 20.00 12.00 1,348 - - -
P3 6 34.00 30.00 2.50 5.00 4.00 20.00 12.00 1,335 - - -
P3 7 31.00 27.50 2.50 5.00 3.50 15.00 12.00 974 - - -
P3 8 27.00 23.50 2.50 5.00 3.50 15.00 12.00 924 - - -
P3 9 23.00 20.00 2.50 5.00 3.00 15.00 12.00 790 - - -
P4 0 17.00 14.50 2.50 5.00 2.50 10.00 12.00 481 - - -
P4 1 12.00 9.50 2.50 5.00 2.50 10.00 12.00 419 - - -
Su m - - - - - - - 37,142 - - 4,656.00
3-61
Pan abo- >Samal （Unit：ｍ，ｍ3）
St r u c t u r al Co lu m n Fo o t in g Concrete Pile Numbe r Total
Pier-No. He igh t Dim e n si o n Dim e n sio n Vo lu m e Le ngth of pile φ12 00
H H1 B1 Ｗ1 H2 B2 W2 V Ｌ N ΣL
P1 -P1 6.00 3.50 2.00 2.50 2.50 6.00 6.00 108 14.00 4 56.00
P1 -P2 8.00 5.50 2.00 2.50 2.50 6.00 6.00 118 14.00 4 56.00
P1 -P3 9.00 6.50 2.00 2.50 2.50 6.00 6.00 123 14.00 4 56.00
P1 -P4 10.00 7.50 2.00 2.50 2.50 6.00 6.00 128 14.00 4 56.00
P1 -P5 12.00 9.50 2.00 2.50 2.50 6.00 6.00 138 14.00 4 56.00
P1 -P6 13.00 10.50 2.00 2.50 2.50 6.00 6.00 143 14.00 4 56.00
P1 -P7 15.00 12.50 2.00 2.50 2.50 6.00 6.00 153 14.00 4 56.00
P1 -P8 16.00 13.50 2.00 2.50 2.50 6.00 6.00 158 14.00 4 56.00
P1 -P9 18.00 15.50 2.00 2.50 2.50 6.00 6.00 168 14.00 4 56.00
P1-P10 19.00 16.50 2.00 2.50 2.50 6.00 6.00 173 14.00 4 56.00
P1-P11 21.00 18.50 2.00 2.50 2.50 6.00 6.00 183 14.00 4 56.00
P1-P12 22.00 19.50 2.00 2.50 2.50 6.00 6.00 188 16.00 4 64.00
P1-P13 23.00 20.50 2.00 2.50 2.50 6.00 6.00 193 16.00 4 64.00
P1-P14 24.00 21.50 2.00 2.50 2.50 6.00 6.00 198 16.00 4 64.00
P1-P15 24.00 21.50 2.00 2.50 2.50 6.00 6.00 198 16.00 4 64.00
P1-P16 25.00 22.50 2.00 2.50 2.50 6.00 6.00 203 16.00 4 64.00
P1-P17 25.00 22.50 2.00 2.50 2.50 6.00 6.00 203 16.00 4 64.00
P1-P18 25.00 22.50 2.00 2.50 2.50 6.00 6.00 203 16.00 4 64.00
P1-P19 25.00 22.50 2.00 2.50 2.50 6.00 6.00 203 16.00 4 64.00
P1-P20 26.00 23.50 2.00 2.50 2.50 6.00 6.00 208 16.00 4 64.00
P1-P21 26.00 23.50 2.00 2.50 2.50 6.00 6.00 208 16.00 4 64.00
P1-P22 27.00 24.50 2.00 2.50 2.50 6.00 6.00 213 16.00 4 64.00
P1-P23 28.00 25.50 2.00 2.50 2.50 6.00 6.00 218 16.00 4 64.00
P1-P24 30.00 27.50 2.00 2.50 2.50 6.00 6.00 228 16.00 4 64.00
P1-P25 31.00 28.50 2.00 2.50 2.50 6.00 6.00 233 16.00 4 64.00
P1-P26 33.00 30.50 2.00 2.50 2.50 6.00 6.00 243 16.00 4 64.00
P1-P27 34.00 31.00 3.00 2.50 3.00 9.60 6.00 405 16.00 6 96.00
P1-P28 35.00 32.00 3.00 2.50 3.00 9.60 9.60 516 16.00 9 144.00
P1-P29 35.00 32.00 3.00 2.50 3.00 9.60 9.60 516 16.00 9 144.00
P1-P30 36.00 33.00 3.00 2.50 3.00 9.60 9.60 524 16.00 9 144.00
P1-P31 36.00 33.00 3.00 2.50 3.00 9.60 9.60 524 16.00 9 144.00
Su m - - - - - - - 7,218 - - 2248.00
Abu tme nt （Unit：ｍ，ｍ3）

St r u c t u r al Tr an sve r se Parape t Wall Footing Concrete Pile Number Total
Abut-No. He igh t W idt h Dimension Dime nsion Dimen sion Vo lu m e Le ngth of pile φ1 200
H W H1 B1 H2 B2 H3 B3 V Ｌ N ΣL
A1 8.00 8.90 2.00 0.60 3.50 2.00 2.50 7.00 229 14.00 5.0 70.00
A2 10.00 15.10 3.50 0.70 4.50 2.00 2.00 7.00 384 - - -
P1 -A1 8.00 6.55 2.00 0.60 3.50 2.00 2.50 6.00 152 14.00 4.0 56.00
P2 -A1 8.00 6.55 2.00 0.60 3.50 2.00 2.50 6.00 152 14.00 4.0 56.00
Su m - - - - - - - - 917 - - 182.00
3-62
3.4.3 Construction Planning
(1) Construction Planning of Steel Pipe Sheet Pile (SPSP) Foundation
a) Structure of SPSP Foundation
Figure 3-40 shows the structure of SPSP foundation.
Figure 3-40 Outline of SPSP Foundation
Source: Nippon Steel & Sumitomo Metal Corporation
b) Construction of SPSP Foundation

Working platform is necessary for off-shore construction work of SPSP foundation. Since the proposed
foundations are located at deep sea, floating barges instead of temporary trestle are planned to be used as
the working platform.
3-63
Figure 3-41 Work Procedures of SPSP Foundation
Source: Home page of Mr. Toru Mizuno
c) Construction Planning of Pier Footing

SPSP and the reinforced concrete footing is connected and integrated by stud re-bars to be welded on the
steel pipes’ surfaces. Multi-electrode continuous stud welding is one of Japanese-unique technologies
which can reduce construction cost and period.
Picture 3-1 Stud Re-bars welded to SPSP
(2) Construction Planning of Truss End Piers (P27 & P30)

P27 is located at Davao side truss end and P30 is at Samal side truss end. P27 is located in the sea,
therefore around the pier is to be reclaimed for the construction of the foundation while P30 is located on
the ground. Bored pile foundation was proposed for the piers.
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a) Bored Pile Foundation Structure
Figure 3-42 Bored Pile Foundation Structure
Source: Metropolitan Expressway Company Limited
b) Bored Pile Foundation Construction Method

Earth drilling method is a popular bored pilling method in Japan and Philippine.
Figure 3-43 Bored Pile Construction Method
Source: Japan Foundations Engineering Association
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Figure 3-44 Work Procedures of Bored Pilling
Source: Japan Foundations Engineering Association
c) Pier Construction
Pier wall and footing of pier structures are made of reinforced concrete, and their re-bars are lifted and
placed using a crane. Their concrete is poured by a boom type concrete pump car.
(3) Construction Planning of Main Bridge Superstructure

SBHS technology would be proposed to be utilized for the major parts of the main truss of the bridge, that
refers to high tensile steel and high weldability, and is one of the Japan-origin technologies as regulated in
JIS(Japanese Industrial Standards).
a) Steel Bridge Fabrication and Transportation
The main bridge is fabricated part by part and assembled unit by unit then painted in a fabrication shop.
Picture 3-2 Unit Assembly & Shop Painting
Source: Japan Bridge Association
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Picture 3-3 Delivery and Ocean Shipping
Source: Japan Bridge Association

b) Erection of Bridge Side Spans
Since side spans of the main bridge are located above the sea, temporary work trestles (14m x 200m) are
planned to be installed at Samal and Davao sides separately. Erection of the bridge side span is carried
out using 2 of 400 ton lifting crawler cranes for each side. The erected bridge portions are temporarily
supported by steel bents installed in the sea.
Figure 3-45 Erection of Bridge Side Span
c) Erection of Bridge Center Span

After the completion of side span erection, one traveler cranes is used to extend the center span from
each sides to the center. Steel materials for the bridge center span are lifted by a crawler crane located at
temporary work trestle and loaded on a trolley waiting at the loading spot. Bridge elements are
transported to the erecting spot by the trolley running along the rails on the bridge.
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Picture 3-4 Traveler Crane Erection
Cantilever Erection Closure of Center Span
Source: Japan Bridge Association Source: Home page of Teku Teku-2
Figure 3-46 Erection of the Bridge Center Span
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(4) Construction Planning of Approach Viaducts and Davao Interchange
Structures of approach viaducts and Davao Interchange (the viaduct section along Davao-Panabo Road) are
shown in Table 3-38.
Table 3-38 Approach Viaducts and Davao Interchange

Substructure
Bridges Superstructure
Foundation Pier
Samal side Approach Viaduct Spread Footing RC Pier PC Post-tension Girder
Davao side Approach Viaduct Pile Foundation ditto Steel Box Girder
Davao Interchange Nose 1 ~ Nose 2 ditto ditto ditto
Ramp ditto ditto PC Hollow Slab
a) Substructure Foundation
Spread Footings
Excavation of spread footing is open excavation executed by backhoe excavator. Excavated soil is
loaded on dump trucks by the excavator and hauled to a designated disposal area. After the completion
of excavation, hardcore and blinding concrete are followed, then the footing construction starts
sequentially.
Pile Foundations
Refer to “Construction Planning of Truss End Piers”.
Substructure Piers
Refer to “Construction Planning of Truss End Piers”.
b) Superstructures
PCDG Bridge
PC girders are produced in the site and transported to the erection site using trailers. The girders are
erected by an erection girder sequentially from A2 abutment in Samal to the main bridge.
Figure 3-47 PC Girder Erection
Source: Sumitomo Mitsui Construction Co., Ltd
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Steel Box Girder
Steel box girders are to be installed at Davao side approach viaduct connected to Davao-Panabo Road.
Since Davao-Panabo Road is the trunk road, it is impossible to close the road during construction. The
erection of the girders should be executed during night. An assembly yard is constructed near erection
points and steel box girders are assembled prior to the erection. A girder is transported by a modified
trailer from the yard to the erection point. The girder is erected during night using two cranes (approx.
250 ton lifting capacity in the case of over 500 ton lifting by one crane). The following picture shows an
example of one-assembled block erection in the night.
Picture 3-5 Example of One-Assembled Block Erection of Steel Bridge
Source: Chubu Engineering Corporation
PC Hollow Slab Bridge

PC hollow slab bridge is constructed along Davao-Panabo Road as the ramp for the interchange. The
bridge is produced by cast-in-place method on a working platform composed of scaffolding and bottom
formwork. All the works, such as re-bar placement, PC strand installation, void formwork, concrete
pouring and PC strand stressing, are carried out on the working platform. The concrete is poured by the
boom type concrete car located on the ground.
Figure 3-48 Producing of PC Hollow Slab
Source: FUJI P.S CORPORATION
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Since the height of viaduct along Davao-Panabo Road varies widely from 6m to 34m, two types of
working platform are planned as follows:
Pier height less than approx. 10 meters: Stationary Platform
Pier height over approx. 10 meters: Movable Platform
Figure 3-49 PC Hollow Slab Construction by Stationary Platform
Sheet Pile
Crusher-run t=20cm
Source: Pre-stressed Concrete Construction Association

“Guide Book for preparing Method Statement (In-situ construction)”
Picture 3-6 PC Hollow Slab Construction by Movable Platform
Source: FUJI P.S CORPORATION
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Chapter 4 Evaluation of Environmental and Social
Impacts
4.1 Present Environmental and Social Conditions
4.1.1 Present Conditions
(1) Project Components Concerned with Environmental and Social Impacts
In Chapter 3, alternatives to the routes were evaluated from aspects of economic efficiency, construction
limits, site condition, and social impact. Eventually, the alternative routes 6 and 7 in Figure 3-7 were
identified as the best locations, then route 7-1 in Figure 3-8 was selected as the final proposed route
considering road alignment. In the light of this, this chapter discusses environmental and social impacts
concerning route 7-1. Issues were identified in consideration of any adverse environmental and social
impacts that could be foreseen, should be examined further by succeeding study.
The outline of the Project components affecting the environment and society around the Project site are as
follows:
・ Main Bridge: Truss Bridge approximately 900 meters
・ Approach Bridge: In total 3,500 meter (3 viaducts approximately 1,000m length each on Davao side, 1
viaduct approximately 500m length on Samal side)
・ Approach Road: In total 200 meters
(2) Land Use

1) Outline of the Land Use
See Figure 4-1 for the land use around proposed bridge sites.
Figure 4-1 Land Use around Alternatives to the Bridge-building Route
Barangay
Sasa
Barangay
Road Finl Route
Barangay
Caliclic
Rental Heavy Church Insular Oil Tank, Old Shipyard
0 2km 4km
Equipment Jetty
School,
Clinic
Rental Warehouse,
Parking, Container
Yard
Boarding Place of Paradise

Island Beach Resort
Chevron Oil Tank, Jetty
Rental Warehouse Resort Facilities
Source: the Study Team
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The project site at Davao side is located in Barangay Sasa somewhere in the peripheral area from Sasa Port
to Coaco Road along Davao-Panabo Road. The widening from 4-lane to 6-lane of the road is ongoing. The
area along the Davao-Panabo Road is Major Commercial Zone, while the northwest side of Davao-Panabo
Road is Medium Density Residential Zone and Light Industrial Zone, and the coastal side of
Davao-Panabo Road is Heavy Industrial Zone. Along the Davao-Panabo Road, shops, offices, rental
warehouse, container yard, school, clinic and church are lined up. There are many oil storage bases on the
coastal area. The creek flows at the north of Chevron oil depot and boarding point to Paradise Island Beach
Resort is located on the beach.
The project site at Samal Island is located in Barangay Caliclic and is the nearest area (point) from Davao
City. There are around 6 resort facilities along the beach. Barangay road is about 300 meters inland from
the beach and the circumferential road recently constructed is about 100 meters away from the barangay
road. Most of the land is for agriculture except for the resort facilities and some residential structures
which are scattered around the area.
2) Flora and Fauna /Ecosystems

a) Protected Area
Table 4-1 shows the protected area of Davao Region and Figure 4-2 shows the distribution of protected
area.
Table 4-1 Protected Area of Davao Region
Area(ha)
Name
Protected area Buffer zone
Malagos Watershed Reservation 235.00
Mangrove areas from Baculin Point to Lakud Point undetermined
Mangrove areas from Tanuip Point in Banao to Kinablangan Island
Island of Samal
Mt.Apo Natural Park 54,974.48 9,078.12
Mainit Hotspring Protected Landscape 1,374.00 401.00
Mati Protected Landscape 914.26 135.76
Baganga Protected Landscape 114.88
Mabini Protected Landscape and Seascape 6,106.00
Pujada Bay Protected Seascape 21,200
Mt. Hamiguitan Range Wildlife Sanctuary 6,834.00
Source: DENR
4-2
Figure 4-2 The location of protected areas in Region XI
Source: DENR
As Table 4-1 shows, the whole Samal Island is listed in the protected area. However, developments inside
the protected area for wharfs, ports and resorts are still continuing and that structures are already in place
and irreversible, the total area of mangrove forest was reduced and defeating its purpose to be protected
area, and majority of coastal habitats to include mangroves, coral and seagrasses are already declared as
Marine Protected Area (MPA) by LGU, therefore a resolution for delisting the Samal Island Protected
Landscape/Seascape as a permanent component under the NIPAS Act was recommended in 2013 provided
that the mangrove areas not within MPAs shall be managed thru a Memorandum of Agreement between
the land/resort owner in close coordination with LGU and DENR. The decision of delisting from NIPAS
has not been determined yet as of October 2015, but the study team confirmed no objection from DENR
and “Area Status and Clearance” which certifies the area clearance of the project site was issued by DENR.
(Refer to Appendix 2)
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IGACOS designates 15 MPA. Figure4-3 show the distribution of MPA.
Figure 4-3 Costal and Marine Zoning Map
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Figure 4-4 shows the condition of coral reefs of Babak District where the project is located.
Figure 4-4 Distribution of Coral Reef of Babak District
b) Flora
Table shows the flora species observed in Samal Island.
Table 4-2 Flora of Samal Island
Coastal Area Inland
Vegetation Species Mangrove Vegetation Species Fruits
Terminali catappa (talisai) Albizia saponeria Vitex parviflora Mangifera indica (mango)
Acacia farnesiana (salingkugu) (molave) Lansium parasiticum
(aroma) Hibiscus titaceus Pterocarpus indicus (lansones)
Pongamia pinnata (bani) (malubago) (smooth narra) Psidium guajava
Cocos nucifera (niyog) Aegicerus corniculata Trema orientalis (bayabas)
(saging saging) (anabiong) Musaenda sp. (banana)
Sonneratia alba (pagatpat)Azidarachta indica Carica papaya (papaya)
Rhizophora apiculata (neem) Arthocarpus
(bakauan). Samanea saman (acacia) heterophyllus (langka)
Premna odorata (alagau) Morinda citrifolia
(apatot/noni)
In terms of conservation status, the International Union for Conservation of Nature (IUCN) Redlist (2014)
classify Vitex parviflora (Molave) and Pterocarpus indicus indicus (smooth narra) as VU (vulnerable
species). The rest of the tree species identified are common.
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Davao City has a very diverse flora species, especially in the upland areas where patches of old forest
growths are still remaining. In the study area however, urban tree species which are usually planted for
greening are widespread. The common species observed are as follows:
・ Swietenia macrophylla (mahogany)
・ Gmelina arborea (gmelina)
・ Samanea saman (acacia)
・ Spathodea campanulata (African tulip)
Along the coastal areas of the study area and riverbanks, few stands of mangrove swamp forest trees were
identified as follows:
・ Rhizophora apiculata (bakauan)
・ Aegicerus corniculata (saging saging).
c) Fauna
Fauna species which should be noted around the project site are the Philippine Eagle, Hawksbill Turtle and
Fruit Bat. However, their habitat are far away from the project site and the project would not affect these
fauna species.
・ Philippine Eagle
Philippine Eagle is considered the largest of the extant eagles in the world in terms of length and wing
surface. It has been declared the Philippine national bird. It is critically endangered, mainly due to
massive loss of habitat due to deforestation in most of its range. The habitat is around Mt. Apo National
Park.
・ Hawksbill Turtle
Punta Dumalag Peninsula in Matina Aplaya of Davao City, where 13 km southwest from the project
site, is designated as MPA by the City and protected as a nesting ground and habitat of endangered
Hawksbill Turtles (Pawikan). While Punta Dumalag peninsula is primarily a marine turtle sanctuary, it
is also declared as protected area for mangroves.
・ Fruit Bat (Geoffrey’s Rousette Fruit Bat)
Monfort bat cave is located northern part of Samal Island and around 7 km away from the project site.
According to Guinness Book of World Records, it is the largest single colony of this kind. But this
species is Least Concern (LC) and not endangered.
(3) Social Environment

1) Davao side
As described above, the proposed project site at Davao side has commercial and industrial area along the
Davao-Panabo Road. The Sasa International Seaport which is the main seaport serving the Davao Gulf
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area and the Davao International Airport are located in the surrounding area. Sasa International Seaport
modernization project is being proposed under the PPP scheme and is now under the tendering stage. The
traffic volume of Davao-Panabo Road is not that too heavy because large vehicles usually use the Pan
Philippine Highway (Diversion Road), but traffic becomes heavier and congested as it approaches the city
center. Therefore, it is necessary to consider appropriate measures to prevent the traffic congestion and
accidents.
The area where land acquisition would be required for the approach bridge is near a creek from
Davao-Panabo Road towards the coastline. It is a privately owned land and mainly used as parking space
for tourists going to the Paradise Island Beach Resort and some trucks. Two (2) commercial offices and
parking facilities are the structures within this premise.
Further, widening of Davao-Panabo Road might be required, hence part of the structures, existing fences
and shrubbery will be affected. The area is not a residential zone but around 5 houses considered to be
informal settlers are present. There are about 3 vendors around the school aside at the Davao-Panabo Road
and several fruits vendors are found along the road. Trees along the creek and on the coast may also be
affected and need to be cut.
2) Samal side
Proposed project site at Samal side is in the vicinity of an old shipyard. There are many resort facilities in
surrounding area though the area is developed to some extent but there are not so many residents. The
proposed approach bridge will pass thru the grassland south of the old shipyard, across the barangay road
and connect to the circumferential road. The land is privately owned and land acquisition will be required.
It is grassland and almost no structure is found from coast to barangay road. The area from barangay road
to circumferential road is gentle slope, with coconuts and some other trees planted. Houses with simple
structure and backyard farms are dotted among the trees. Involuntary resettlement may not be avoided but
it could only affect about 10 houses at the most. The coastal area is not included in MPA and mangroves
are not found. The ratio of live coral reef is less than 10% according to the existing material.
Table 4-3 Outline of Involuntary Resettlement and Land Acquisition

Barangay Sasa, Davao City Barangay Caliclic, IGACOS
Land Widening of Davao-Panabo Road Coast to Circumferential road
Acquisition - To city center 600m X 4m=2,400 m2 500m X 30m =15,000m2
- To Sasa Port 700mX7.5m=5,250 m2 (ROW of circumferential road is secured)
Davao-Panao road to Coast
450m X 30m = 13,500m2
Affected 2 commercial offices, Parking facilities, 10 residential houses, Backyard farms,
Structures fence, shrubbery, Part of structure, 5 Coconut and fruit trees, Trees
vendors, Trees, Utilities, Signboards
etc.
Involuntary About 5 houses (25-50 people) About 10 houses (50-100 people)
Resettlement
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4.1.2 Future Forecast (Without Project Scenario)
In considering the current situation of the proposed project sites, an assessment has been made of the
impacts in case the Project is not implemented (“without project scenario”). Both positive and negative
impacts are foreseen.
Positive impacts would be as follows:
 The resettlement and tree-cutting would not be required as land acquisition would not be necessary.
 The current landscape would be maintained.
Adverse impacts would be as follows:

 The traffic condition between Davao and Samal Island will not be improved and the smooth access to
various social services remains hindered. There are basic medical and educational facilities in IGACOS
but still the residents need to go to Davao when they need advanced medical treatment and higher
educational opportunities. If the present condition remains the same, the people of IGACOS will then be
deprived of easy access to better social services and education.
 The main industry of IGACOS is crop production of the agricultural land which occupies more than
90% of the IGACOS total land area. The sea traffic by boat and ferry is easily influenced by the weather
and it affects the transport of agricultural products and materials. This causes the retention of trade and
commerce. IGACOS has only limited resources, therefore the retention of the material flow might
hinder the stable supply of goods to the island.
 The beautiful scenery of Samal Island attracts the resort and residential developers and the economic
and commercial opportunities are rapidly progressing. The increasing traffic demand of tourists will not
be satisfied without smooth and easy access to and from the island thus this hampers the regional
development and economic growth.
 Traffic congestion at the ferry terminal on both Davao City and Samal side can be seen on weekend and
holidays. Most of the waiting vehicles are idling their engines, thereby generating exhaust gas. If it
remains the same, air pollution caused by emission gas from vehicles waiting for the ferry might
deteriorate the environment in the future.
 Davao Gulf Area Development Plan puts Samal Island as the centre of Davao Gulf. There is a plan to
drastically improve the access from Davao Oriental, which is underdeveloped because of the poor
accessibility to Davao City via Samal Island. Davao-Samal Bridge is a part of that route. If
Davao-Samal Bridge will not be implemented, it might cause the stagnation of the development of
eastern Mindanao area.
4-8
4.2 Expected Environmental Improvement by Implementation of
the Project
As earlier described, although the ferry between Davao city and Samal Island is operating 24 hours with
four vessels, traffic congestion at both ferry terminals are found on weekend and holidays. Traffic
congestion caused by vehicles waiting for the ferry sustains economic loss. In addition to that, most of
these vehicles are continuously idling and it is a concerned that exhaust gas from these vehicles leads to an
increase in Green House Gases.
Several environmental problems are related to automobiles: such as air pollution, global warming, and the
quality of the water/soil. For this reason, actions against exhaust gas which is the factor of air pollution and
global warming have a high social demand.
The proposed bridge would contribute to improve traffic congestion, thereby reducing exhaust gases from
vehicles waiting for the ferry and reducing fuel consumption. As presented in “3.2 Efficient Energy Use”,
it is expected that implementation of the proposed project would solve the idling of vehicles waiting for
ferry and reduce fuel consumption by the amount equivalent to about 1,000 drums and CO2 emission
equivalent to 144,905 Filipino at 2025.
Figure 4-5 Environmental Issues Concerning Motor Vehicles
Air Pollution
Exhaust Gas (NOx)
Environmental Issues
Concerning Motor Vehicles Quality of the
Global Warming water/soil
Exhaust Gas (CO2) Disposal
Source: MITI/ Mitsubishi Research Institute, the Situation Analysis and

the Future Prospects of the Environmental Issues Concerning Motor Vehicles, 2002
4-9
4.3 Environmental and Social Impacts by Implementation of the
Project
4.3.1 Items for Environmental and Social Considerations
In this section, items for environmental and social consideration are discussed to identify issues to be
further evaluated in a succeeding study in accordance with the following guidelines:
- JICA Environmental and Social Considerations Guidelines (2010), particularly “Annex 4 Screening
Form” and “List of Environmental Checklists”
- Japan Bank for International Cooperation Guidelines for Confirmation of Environmental and Social
Considerations (2011), particularly “Screening Form” and “List of Environmental Checklists”
4-10
Environmental Yes: Y Confirmation of Environmental Consideration
Category Main Check Items
Item No: N (Reasons, Mitigation Measures)
1 Permits (1) EIA and (a) Have EIA reports already been prepared in the official process? (a) N (a) (b) (c) The proposed project is required to secure an ECC. ECC
and Environmental (b) Have EIA reports been approved by authorities of the host (b) N application shall be accompanied by IEE checklist report. IEE checklist
Explanation Permits country's government? (c) N and required attachments will be prepared at the preparatory survey stage.
(c) Have EIA reports been unconditionally approved? If conditions (d) N (d) DPWH has obtained area clearance from DENR. Tree cutting permit
are imposed on the approval of EIA reports, are the conditions shall also be requested.
satisfied?
(d) In addition to the above approvals, have other required
environmental permits been obtained from the appropriate
regulatory authorities of the host country's government?
(2) (a) Have contents of the Project and the potential impacts been (a) Y (a) Stakeholder discussion was held to explain the outline and impacts of
Explanation to adequately explained to the Local stakeholders based on appropriate (b) Y the Project, and consent was obtained.
the Local procedures, including information disclosure? Is understanding (b) Comments regarding traffic management, environmental management
Stakeholders obtained from the local stakeholders? plan, water pipe and electric cable are expressed from participants of
(b) Has the comment from the stakeholders (such as residents) been stakeholder meetings. These comments will be considered at the
reflected in the Project design? feasibility study.
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(3) (a) Have alternative plans of the Project been examined with social (a) Y (a) The route which can secure the vertical clearance and navigational
Examination and environmental considerations? clearance was selected with considering the impact to the environment and
of Alternatives the number of resettlement.
2 Pollution (1) Air Quality (a) Is there a possibility that air pollutants emitted from the Project (a) N (a) Air pollution near the ferry jetty is likely to be improved by reducing
Control related sources, such as vehicles traffic will affect ambient air (b) Y the idling of vehicles during the waiting time for ferry after the opening
quality? Does ambient air quality comply with the country's air of the bridge as majority of vehicles shifts to the bridge. On the other
quality standards? Are any mitigating measures taken? hand, increase of traffic volume may cause the increase of the exhaust
(b) Where industrial areas already exist near the route, is there a gas and emission of air pollutants. In the future, compare to the without
possibility that the Project will make air pollution worse? project scenario, the impact to the air quality by exhaust gas is assumed
to be mitigated due to the restraint of traffic congestion of ferry waiting
though traffic volume of the bridge will increase
(b) The current condition of air quality shall be surveyed at the feasibility
study. However, the influence to the air quality cannot be avoided during
the construction work. Therefore the construction plans and methods
minimizing the impact of ambient air quality are taken into account and it
is confirmed that using of emission-controlled construction machinery and
stop unnecessary idling.
(2) Water (a) Is there a possibility that soil runoff from the bare lands resulting (a) N (a) Destabilized soil (Cut and Fill areas) will be protected by reinforced
Quality from earthmoving activities, such as cutting and filling will cause (b) N soil wall, retaining wall and sodding, so there is no possibility of soil
water quality degradation in downstream water areas? runoff and water quality degradation in downstream water area. But due
(b) Is there a possibility that surface runoff from roads will consideration shall be given to the construction method and terms of
contaminate water sources, such as groundwater? works, since temporary water quality degradation is assumed during
foundation work of bridge piers.
(b) There is a possibility that oil and dust on the project road could
permeate the groundwater, but the influence of surface runoff water is
little.
(3) Wastes (a) Are wastes generated from the Project facilities, such as parking (a) N (a) No plan to make parking areas/service areas.
areas/service areas, properly treated and disposed of in accordance
with the country's regulations?
(4) Soil (a) Has the soil in the project site been contaminated in the past? Are (a) Y (a) The condition of soil contamination shall be surveyed at the
Contamination adequate measures taken to prevent soil contamination? feasibility study since the project site at Davao City is located in heavy
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industrial zone and there is a possibility that the soil was polluted in the
past. The measures for prevention of soil contamination shall be included
in EMP, if necessary.
(5) Noise and (a) Do noise and vibrations from the vehicle and train traffic comply (a) Y (a) As the main bridge runs over the sea with no house/commercial
Vibration with the country's standards? structures beneath it, the influence of noise and vibration is limited. The
approach sections are of flyover type, which have less impact on noise and
vibration compared to roads built on the ground. If the noise and vibration
are likely to close the designated reference value, measures should be
taken to meet the reference, installation of the sound insulating wall, for
example.
(6) Odor (a) Are there any odor sources? Are adequate odor control measures (a) N (a) No odor source is expected.
taken?
(7) Sediment (a) Are adequate measures taken to prevent contamination of (a) Y (a) The baseline survey shall be conducted at the feasibility study since
sediments by discharges or dumping of hazardous materials from the there is a possibility that the sediment was polluted by past maritime
related facilities? accident and oil leakage. The measures for prevention of contamination
of sediments shall be included in EMP if necessary.
3 Natural (1) Protected (a) Is the Project site located in protected areas designated by the (a) Y (a) Samal Island is designated as protected area by NIPAS, however a
Environment Areas country's laws or international treaties and conventions? Is there a resolution for delisting the Samal Island Protected Landscape/ Seascape as
possibility that the Project will affect the protected areas? a permanent component under the NIPAS Act was recommended in 2013.
The decision has not determined yet, but the study team confirmed the no
objection from DENR.
(2) Ecosystem (a) Does the Project site encompass primeval forests, tropical rain (a) N (a) There are coral reefs and mangrove swamps along the Samal Island,
forests, ecologically valuable habitats (e.g., coral reefs, mangroves, (b) N but the Project site does not encompass primeval forests, tropical rain
or tidal flats)? (c) N forests, ecologically valuable habitats.
(b) Does the Project site encompass the protected habitats of (d) N (b) The Project site does not encompass the protected habitats of
endangered species designated by the country's laws or international (e) N endangered species.
treaties and conventions? (f) N (c) The significant ecological impacts are not anticipated but further
(c) If significant ecological impacts are anticipated, are adequate survey shall be conducted at the EIA.
protection measures taken to reduce the impacts on the ecosystem? (d) There is a possibility that the Project site encompass the migration
(d) Are adequate protection measures taken to prevent impacts, such routes of fishes, but the span length is large and the number of piers are not
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as disruption of migration routes, habitat fragmentation, and traffic so many, therefore serious impact cannot be expected.
accident of wildlife and livestock? (e) (f) The Project site is already developed to some extent and destruction
(e) Is there a possibility that installation of roads will cause impacts, of forest, poaching and significant adverse impact on the ecosystem are
such as destruction of forest, poaching, desertification, reduction in not foreseen.
wetland areas, and disturbance of ecosystems due to introduction of
exotic (non-native invasive) species and pests? Are adequate
measures for preventing such impacts considered?
(f) In cases the Project site is located at undeveloped areas, is there a
possibility that the new development will result in extensive loss of
natural environments?
(3) Hydrology (a) Is there a possibility that alteration of topographic features and (a) N (a) The number of piers which is constructed in the sea is minimized by
installation of structures, such as tunnels will adversely affect using Japanese technology. Thus, possibility that hydrology in the strait
surface water and groundwater flows? being affected seems quite small. The foundation work of bridge on the
ground might require the improvement of creek but will not so much affect
the flow of underground water.
(4) (a) Is there any soft ground on the route that may cause slope (a) N (a) (b) The Project site is almost flat land and large-scale filling and cutting
Topography failures or landslides? Are adequate measures considered to prevent (b) N work are not expected. Therefore this project has less possibility to cause
and Geology slope failures or landslides, where needed? (c) N slope failures or landslides.
(b) Is there a possibility that civil works, such as cutting and filling (c) Proper mitigation measures shall be included in EMP to prevent soil
will cause slope failures or landslides? Are adequate measures runoff from the cut and fill areas, waste soil disposal sites, and borrow
considered to prevent slope failures or landslides? sites.
(c) Is there a possibility that soil runoff will result from the cut and
fill areas, waste soil disposal sites, and borrow sites? Are adequate
measures taken to prevent soil runoff?
4 Social (1) (a) Is involuntary resettlement caused by project implementation? If (a) Y (a) Relocation of residents and business entities are anticipated due to land
Environment Resettlement involuntary resettlement is caused, are efforts made to minimize the (b) Y acquisition for construction of the proposed bridge. The route which can
impacts caused by the resettlement? (c) Y reduce the size of relocation was selected through comparative study.
(b) Is adequate explanation on compensation and resettlement (d) Y (b) Adequate explanation, procedures and compensation shall be given to
assistance given to affected people prior to resettlement? (e) Y the PAPs based on the related Philippine laws and DPWH rules and
(c) Is the resettlement plan, including compensation with full (f) Y regulations.
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replacement costs, restoration of livelihoods and living standards (g) Y (c) The survey for resettlement will be conducted at the feasibility study
developed based on socioeconomic studies on resettlement? (h) Y and compensation policy and RAP are to be prepared according to the
(d) Are the compensations going to be paid prior to the resettlement? (i) Y Philippines law, DPWH regulations and JICA guidelines.
(e) Are the compensation policies prepared in document? (j) Y (d) DPWH is established to pay compensation prior to the relocation by
(f) Does the resettlement plan pay particular attention to vulnerable department order.
groups or people, including women, children, the elderly, people (e) Preparation of RAP is mandatory for the project which require the land
below the poverty line, ethnic minorities, and indigenous peoples? acquisition.
(g) Are agreements with the affected people obtained prior to (f) LARRIP Policy (2007) of DPWH establishes the consideration for the
resettlement? women, children and the elderly to facilitate the participation on the
(h) Is the organizational framework established to properly stakeholder meetings and explanation of compensation. Considerations to
implement resettlement? Are the capacity and budget secured to the ethnic minorities are also incorporated in LAPRIP Policy.
implement the plan? (g) The participants of PAPs shall be considered from the early stage of the
(i) Are any plans developed to monitor the impacts of resettlement? project so that consensus is built prior to the relocation.
(j) Is the grievance redress mechanism established? (h) DPWH is established and has created an IRROW Office for this
purpose and secure the budget for ROW acquisition. They have a lot of
experience in proper handling of resettlements work.
(i) (j) Proper internal and external monitoring plan and the grievance
redress mechanism will be included in RAP.
(2) Living and (a) Where roads are newly installed, is there a possibility that the (a) Y (a) Ferry, passenger boat operators and land transport operators who
Livelihood Project will affect the existing means of transportation and the (b) Y provide transportation for ferry/boat passengers might be affected by the
associated workers? Is there a possibility that the Project will cause (c) Y project. If their livelihood will be affected by the bridge construction,
significant impacts, such as extensive alteration of existing land (d) Y mitigation measures such as relocation of ferry route and/or income
uses, changes in sources of livelihood, or unemployment? Are (e) N compensation shall be arranged and documented in the RAP.
adequate measures considered for preventing these impacts? (f) N (b) Impacts on the marine ecosystem by construction of the piers in the
(b) Is there any possibility that the Project will adversely affect the strait, and further effects on the fishery needs to be closely studied in a
living conditions of the inhabitants other than the target population? successive study. Measures shall be stated either EIA, RAP or
Are adequate measures considered to reduce the impacts, if Environment Management Plan (EMP).
necessary? (c) In order to avoid the occurrence of infectious diseases such as HIV due
(c) Is there any possibility that diseases, including infectious to the influx of construction workers, educational activities like training
diseases, such as HIV will be brought due to immigration of workers should be stated in the EMP.
associated with the Project? Are adequate considerations given to (d) Safety management and traffic control of the construction vehicles
public health, if necessary? should be stated in the EMP.
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(d) Is there any possibility that the Project will adversely affect road (e) The roads will not impede the movement of inhabitants because
traffic in the surrounding areas (e.g., increase of traffic congestion approach road is planned to be a viaduct. Transportation convenience
and traffic accidents)? between Davao and Samal Island is likely to improve by the construction
(e) Is there any possibility that roads will impede the movement of of the bridge.
inhabitants? (f) There is a little possibility of the sun shading because of the design of
(f) Is there any possibility that structures associated with roads the bridge and the current land use pattern. Radio interference should be
(such as bridges) will cause a sun shading and radio interference? studied in details as it may interfere flight to/from the Davao airport.
(3) Heritage (a) Is there a possibility that the Project will damage the local (a) N (a) The proposed project site does not encompass cultural heritages
archaeological, historical, cultural, and religious heritage? Are designated by the country’s law.
adequate measures considered to protect these sites in accordance
with the country's laws?
(4) Landscape (a) Is there a possibility that the Project will adversely affect the (a) N (a) The structure of proposed bridge was selected considering the
local landscape? Are necessary measures taken? landscape since Samal Island is tourist and resort area.
(5) Ethnic (a) Are considerations given to reduce impacts on the culture and (a) N (a) (b) The project site is not inhabited by ethnic minorities and indigenous
Minorities and lifestyle of ethnic minorities and indigenous peoples? (b) N people.
Indigenous (b) Are all of the rights of ethnic minorities and indigenous peoples
Peoples in relation to land and resources to be respected?
(6) Working (a) Is the Project proponent not violating any laws and ordinances (a) Y (a) (b) (c) (d) (e) The EMP should prescribe to comply with laws and
Conditions associated with the working conditions of the country which the (b) Y regulations of the country as far as working environment and conditions
Project proponent should observe in the Project? (c) Y are concerned. The EMP also should state measures for occupational
(b) Are tangible safety considerations in place for individuals (d) Y safety including related trainings and assignment of responsible staff.
involved in the Project, such as the installation of safety equipment (e) Y
which prevents industrial accidents, and management of hazardous
materials?
(c) Are intangible measures being planned and implemented for
individuals involved in the Project, such as the establishment of a
safety and health program, and safety training (including traffic
safety and public health) for workers etc.?
(d) Is there a possibility that diseases, including communicable
diseases, such as HIV will be introduced due to immigration of
workers associated with the project? Are adequate considerations
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given to public health, if necessary?

(e) Are appropriate measures being taken to ensure that security
guards involved in the Project not to violate safety of other
individuals involved or residents?
5 Others (1) Impacts (a) Are adequate measures considered to reduce impacts during (a) Y (a)(b) Measures to reduce the said impacts and its monitoring system
during construction (e.g., noise, vibrations, turbid water, dust, exhaust (b) Y during the construction work shall be documented in a succeeding study
Construction gases, and wastes)? (c) Y and the EMP. If the country’s standard is not available, international
(b) If construction activities adversely affect the natural environment standard may be applied.
(ecosystem), are adequate measures considered to reduce impacts? (c) A succeeding study needs to assess the possibility of occurrence of
(c) If construction activities adversely affect the social environment, adverse impacts on the social environment. Suitable measures and
are adequate measures considered to reduce impacts? monitoring method should be incorporated into the RAP and EMP.
(2) Accident (a) Are adequate contingency plans and mitigation measures (a) Y (a) The accident prevention measures shall be considered at the feasibility
Prevention developed to cover both the soft and hard aspects of the project, such study, such as prescription in the contract with contractors on safety and
Measures as accident prevention programs, installation of prevention facilities HIV/AIDS education to construction workers. The measures for
and equipment, and safety education for workers? Are adequate emergency response shall be prepared in advance based on the discussion
measures for emergency response to accidental events considered? with local government.
(3) Monitoring (a) Does the proponent develop and implement monitoring program (a) Y (a) (b) (c) (d) The EMP should report monitoring results of the natural
for the environmental items that are considered to have potential (b) Y environment such as air quality, noise, water quality, and marine
impacts? (c) Y ecosystems and restoration of the PAPs’ livelihood during the construction
(b) What are the items, methods and frequencies of the monitoring (d) Y period. The EMP should prescribe monitoring system for these items.
program?
(c) Does the proponent establish an adequate monitoring framework
(organization, personnel, equipment, and adequate budget to sustain
the monitoring framework)?
(d) Are any regulatory requirements pertaining to the monitoring
report system identified, such as the format and frequency of reports
from the proponent to the regulatory authorities?
6 Note Reference to (a) Where necessary, pertinent items described in the Forestry (a) N (a) No massive deforestation is expected.
Checklist of Projects checklist should also be checked (e.g., projects including (b) Y (b) Not Applicable
Other Sectors large areas of deforestation).
(b) Where necessary, pertinent items described in the Power
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Transmission and Distribution Lines checklist should also be

checked (e.g., projects including installation of power transmission
lines and/or electric distribution facilities).
Note on Using (a) If necessary, the impacts to trans boundary or global issues (a) N (a) Not Applicable
Environmental should be confirmed, if necessary (e.g., the Project includes factors
Checklist that may cause problems, such as trans boundary waste treatment,
acid rain, destruction of the ozone layer, or global warming).
1) The term “Country's Standards” mentioned in the above table: In the event that environmental standards in the country where the project is located diverts significantly
from international standards, appropriate environmental considerations are required to be made. In cases where local environmental regulations are yet to be established
in some areas, considerations should be made based on comparisons with appropriate standards of other countries (including Japan's experience).
2) Environmental checklist provides general environmental items to be checked. It may be necessary to add or delete an item taking into account the characteristics of the
project and the particular circumstances of the country and locality in which it is located.
4.3.2 Comparative Study of Alternatives
The result of comparative study of alternative routes are shown in 3.3.4 (1). The result of detailed
comparative study from the environmental and social point of view are shown in Table 4-4.
Table 4-4 The Result of Comparative Study

Evalu
Route Davao side Samal Island side
ation
Alignment section will

Alignment section intersect
will affect Panacan circumferential road.
Public Market and Fishermen are living
Naval Forces on the coast and some
Eastern Mindanao. houses located near
1 Large scale of proposed alignment X
resettlement (more will be affected.
than 200 persons) Medium scale
will be required. resettlement (100~200
Traffic around persons) and impact to
there are congested. the livelihood are
anticipated.
Land acquisition is
not required since
DPWH owns the
land. But many
informal settlers are
living on the south
side of DPWH and
2 large scale of X
resettlement (more
than 200 persons) Alignment section will
might be required affect Babac Public
depends on the Market and many
alignment. informal settlers are
Traffic around living along the coast.
there are congested. Large scale of
resettlement (more
herea than 200 persons) will
be required.
Large scale of It looks like tidal flat
resettlement (more and impact to the
than 200 persons) environment is
will be required concerned.
since there are a lot
3 X
of houses and
commercial store
around there.
Traffic is also
congested there.
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Evalu
ation
No residents and
Alignment section
structures are observed.
4 will traverse Sasa △
Coral leaf seems to be
Port.
dead.
Alignment section
will traverse Sasa
Port. Informal
settlers are living
Alignment section will
on the south side of
traverse beach resort
the port and large
5 facility. No residents △
scale of
and less structures are
resettlement (more
observed.
than 200 persons)
might be required
depends on the
alignment.
The area from

Davao-Panabo
Road to coast is
occupied by rental
warehouse and
container yard.
Some structures
will be affected but Almost no structures
6 no resettlement will are found near an old 〇
be required. There shipyard and grassland
are around 5 shops, is spread. Residential
tricycle terminal, houses are dotted
school, clinic and between barangay road
church around old
and circumferential
airport road and
due consideration road. Around 10
shall be paid. houses (50~100
persons) might be
required to relocate,
Alignment section but the number of
will pass over resettlement can be
Chevron oil depot reduced by considering
and boarding point alignment of approach
to Paradise Island road. Mangroves are
Beach Resort. not observed along the
7 △
There are about 5 coast.
houses considered
to be informal
settlers (25~50
persons) are found
along the creek.
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Evalu
ation
Alignment section
will affect Coaco
Public Beach
Resort and at least
15 structures.
Informal settlers
are living around Resort facilities are
there and medium lining along the beach.
scale of Banana farm and
8 resettlement grassland are spread △
(100~200 persons) and residential houses
is required. Many are dotted from coast to
commercial circumferential road.
structures and
shops are standing
located along
Coaco Road and
Davao-Panabo
Road.
- Very Good  - Good Δ - Bad X - Very Bad
4.3.3 Outline of the Discussions with Implementing Organization and Local Stakeholders
The study team had in total 6 meetings with implementation organization and stakeholders during the first
site survey. The meeting with related department and organization which aims to discuss the project outline
was held 4 times, and stakeholder meeting which aims to explain the project to the local residents were
held 2 times. The outline of information and opinions collected through the above meetings are presented
below:
Table 4-5 Meeting with Related Department and Organizations
Date Venue Participants Contents of discussion

Sep 2, 2015 DPWH HQ DPWH Planning Service, Bureau - Explanation of project outline
of Design, Region XI, Study - Confirmation of design conditions
Team - Considerations for route selection
(Total 20 participants) - Finance of the project
Sep 4,2015 DPWH Region XI of DPWH/ NEDA/ - Explanation of project outline
Region11 DENR/ DTI/ PPA/ CAAP/ - Confirmation of design conditions
MARINA/ DOT, DIDP. Davao - Organization and budget for maintenance
City, IGACOS, Davao del Norte - Comments for route selection
Provincial office, Study Team - Finance of the project
(Total 30 participants) - Ferry company
- Category of PEISS and required document
for ECC application
- Stakeholder meeting
- Request for information and data collection
Sep 14, 2015 DPWH Region XI of DPWH/ NEDA/ - Result of site survey
Region11 DENR/ DTI/ PPA/ CAAP/ - Cost for operation and maintenance
MARINA/ DOT, DIDP, Davao - DPWH policy for environmental and social
City, IGACOS, Davao del Norte considerations
Provincial Office, Study Team - Implementation organization of the project
(Total 35 participants) - Other comments
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Date Venue Participants Contents of discussion
Sep 15, 2015 DPWH HQ DPWH Usec Cabral, Planning - Result of site survey
Service, Bureau of Design, Study - Traffic demand forecast, Economic and
Team financial analysis
(Total 18 participants) - Financial scheme
- Environmental conditions and confirmation
of category
- Reconfirmation of design conditions
Table 4-6 Explanation and Discussion with Local Residents

Date Venue Participants Questions and Answers, Opinion, Comments
Sep 11, Babac Provincial - Access to health facilities especially in Davao City will be easier.
2015 Multi-Purpose government of - If the bridge will be tolled and how much?
AM Gym, Davao del Norte, (Answer) The need for collection of toll fee will be considered in the
IGACOS City office of FS. If the construction cost will be loaned from the Japanese
IGACOS, government, it is possible that toll fee will not be collected.
Barangay However, if it is undertaken through the PPP scheme, the bridge
captains, might be tolled. The Davao-Samal Bridge project has a high
Residents, Oil possibility of not being tolled.(DPWH)
companies, Ferry - The bridge connecting Samal to Davao City was planned before
company, Rotary and the alignment was the same as Alternatives 6 and 7 in the
Club of Samal present study. At that time there was a strong opposition which was
Island, DPWH most likely from the operators of motorized boats plying the
and organizations Davao-Babac route. To lessen the opposition, an alternative plan to
concerned, Study move the ferry boats to be displaced to Tagpopongan was
Team considered. He also expressed high hopes that the project will be
Total 140 realized through the assistance of the Japanese government.
- Mr. Valdez expressed support for the project and asked for the
protection of the Samal Island’s natural environment.
(Answer) IGACOS is now formulating an environmental code,
which contains the environmental measures for the protection of
IGACOS. Included in the environmental code being formulated is
the landfill project, which will take care of the garbage collection
and disposal issue. We have sufficient national laws regarding
environmental protection. For this bridge project, many
environmental aspects and alternative routes are considered to avoid
negative impacts as much as possible. (DPWH, City Office of
IGACOS)
- Construction cost
(Answer) Cost of this preliminary study is funded by the Japanese
government. Funding for the construction of the bridge will depend
whether the Philippine government will loan from the Japanese
government or if a private entity will fund the construction of the
project. (DPWH)
- Mr. Yee expressed full support to the project. Enumerated the
benefits alongside the construction of the bridge such as easier
access to health facilities, easier to public market, and faster delivery
agricultural products;
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Date Venue Participants Questions and Answers, Opinion, Comments
Sep 11, DPWH Davao City - Who will finance the construction of the project? He also aired
2015 Regional Office, Provincial his concern regarding the possible long-term loan payment.
PM Equipment Government of Requested that a traffic study will be included in the FS to consider
Services, Davao del Norte, the traffic congestion experienced at Sasa area. Stated that he
Davao City Barangay prefers Alternative 6 because of its minimal environmental impacts
captains, (Answer) The funding for the construction will be determined
Residents, DPWH during the FS stage. If the project will be undertaken through the
and organizations PPP scheme, we expect that toll fee will be collected. The possible
concerned, Study funding for the construction of the project is a loan to be granted by
team the Japanese government through STEP. Director of DPWH Region
Total 57 XI assured that all his concerns, especially traffic and other
environmental and social impacts. The FS will also include the cost
of the project and its economic benefits. (DPWH)
- Province of Davao Del Norte is very supportive to this project.
Study Team was requested to consider all technical and
environmental aspects, particularly the traffic congestion in Sasa
area, once the expansion of the Sasa Port is completed and all the
developments in the said area. Clearly present the solution to the
possible traffic congestion in the Sasa area once the bridge project
is completed.( Provincial Planning and Development Officer,
Davao Del Norte)
- Requested the Study Team to include the investigation of
underwater water pipes and power lines going to Samal.
(Answer) The request will be investigated and considered in the
FS. (DPWH)
Focus group discussion and individual hearing were conducted to hear the opinion and comments of
residential group who are anticipated to be affected by the project.
Focus Group Discussion with Fisherfolks
Date : October 7, 2015
Venue: Conference Hall, Brgy. Hall Sasa, Davao City
1．The different uses of Pakiputan Strait are fishing ground, diving spot, recreation, boat and cargo vessel route.
The environmental condition of the Pakiputan Strait is good. They can still catch 3-4 kls. A day. During high and
low tides they observed waste like twigs, drift woods, coconut shells, leaves, banana and cellophane coming
from banana plantations, wrappers of junk foods and candies floating temporarily at Pakiputan Strait.
2．Their fishing activity 10 years or 5 years ago was not so good comparing at the present; their catch is much
greater today. It’s because they know where the exact fishing grounds are. At present there are a lot of approved
marine protected areas too. The fisher men are more aware with protecting our marine resources and promote
“no to dynamite fishing”.
3．Fishing is their main source of income. During “Habagat season” they fish less and look for alternative work in
the land, they only fish while the sea is much calmer for 2-3 hours a day.
4．They heard from Brgy. Captain about the Davao-Samal Bridge Project. The possible impact of the project on the
fisher folks would be limitation of the fishing ground, water pollution during the construction of the bridge.
Alternate route 4, 5, 6, 7 and 8 both Davao and Samal areas are their major fishing ground for fisher men.
Alternate route 1, 2 and 3 are their alternative fishing ground.
5．There are 6 (six) marine protected areas the fisher folks known and has been declared by LGU. These area is
strictly no fishing with 15-20km from the buffer zone. Private Beaches are not allowed to come close because
it’s a tourist spot.
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6．As Fisher Folks they have seen no advantages on their part because they will really be affected by the
construction of the bridge. But as a community member they have seen advantages of the bridge as easy
transportation especially during emergency, additional income for Barangay Sasa and it invites more business
opportunity, and easy access for the burial ground of our muslim brothers and sisters.
7．The existing environmental problems observed by the fisher folks are waste coming from banana plantation,
drift woods, coconut shells, oil spills from the cargo vessels and illegal fishing.
8．The natural disaster they experienced in the past ten years was 3 times of typhoon. No flood, strong earthquake
which affect to the community, landslide, drought, insect plague, warfare was experienced. 。
Mr. Samuel Dalake, Boat Captain II (Representative of passenger boat operators)

Date : November 11, 2015 14:45～15:00
Venue :Sasa Boat Terminal
1．We don’t oppose to the bridge project.
2．There are two bridges between Cebu and Mactan Island but the number of regular boat didn’t decrease after
construction of bridge. Therefore it’s not sure if the number of passenger will decrease by the construction of
bridge.
3．Even if the number of passenger will decrease, we accept the situation and find another work. It will take around
10 years for construction of bridge, we will cope with a change of a situation in the meantime.
4．We don’t request compensation regarding construction of bridge.
5．There are around 20 boat captains. Other captains and crews have same opinion.
Mr. Glen M. Germino, Operation Manager, Holiday Resort (Executive of ferry company, Participant of stakeholder
meeting in IGACOS)
Date : November 12, 2015
Venue : DPWH Region XI Conference room
1．Outline of the company: 4 ferries/ around 80 employees/ Ferry Company is divided into 2 entities. Group
management of bus, taxi and Resort Company other than ferry.
2．We welcome the bridge construction and don’t oppose to the project.
3．Ferry will be transferred to the route between Samal Island and Mati, Davao Oriental after construction of
bridge. Ferry terminal facilities will be constructed by Ferry Company.
4．We are procuring large ferry because the traffic volume of using ferry will increase during construction of
bridge.
5．The profit of ferry operation will decrease when the route is transferred to Samal~Mati, but we don’t request
compensation. On the other hand, increase of resort guest and passenger of bus is expected due to the
construction of bridge.
6．These opinions are same as owner of Ferry Company.
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4.4 Legal and Institutional Frameworks for Environmental and
Social Impacts
4.4.1 Legal Framework for Environmental and Social Impacts
(1) Environmental Laws
The primary environment law of the Philippines is “Presidential Decree (PD) 1151 (1977). Comprehensive
environmental management with mitigation measures were addressed and concept of the environmental
impact assessment was introduced for the first time. On the following year 1978, Presidential Decree (PD)
1586 was issued and formally established the Philippine Environmental Impact Statement System (PEISS).
Under this law, execution of PEISS was required for Environmentally Critical Project (ECP) and projects
within Environmentally Critical Areas (ECAs). Among some of the most important laws and guidelines
related PEISS are shown in Table 4-7.
Table 4-7 Important Laws and Manuals of PEISS

Laws and manuals Stipulation
Presidential Decree No. 1151 (1977) Philippines’ Environmental Code. Comprehensive environmental
management with mitigation measures were addressed and concept of the
environmental impact assessment was introduced for the first time.
Presidential Decree No. 1586 (1978) PEISS was established to conduct EIA study for the environmentally critical
projects and the projects in the environmentally critical areas.
Presidential Proclamation No. 2146 Proclaiming certain areas and types of projects as Environmentally Critical
(1981) and No. 803(1996) and within the scope of PEISS establish under PD No. 1586.
DENR Administrative Order No. 30 Providing the implementing rules and regulations for the Philippine
Series of 2003 (DAO 03-30), Revised Environmental Impact Statement (EIS) System of PD No. 1586.
Procedural Manual (2008)
Source: Environmental and Social Consideration Profile of the Philippines, JICA
The PEISS states the obligations to strictly comply with the environmental laws, regulations and standards,
which have been established by the Philippine government. Major environmental laws and regulations,
which may be relevant to the projects are shown in Table 4-8.
Table 4-8 Important Laws and Manuals of PEISS

Items Laws, Regulations and Environmental Quality Standards
National Integrated Protected Areas System Act, Republic Act No.7586
Protection of natural environment
(1992)
Water resources management Water Code, Presidential Decree No. 1067 (1976)
Forest resources management Forestry Reform Code/ Presidential Decree No. 705 (1975)
Wildlife Resources Conservation and Protection Act Republic Act No.9147
Conservation of biodiversity
(2001)
Water pollution control Clean Water Act, Republic Act No. 9275 (2004)
Air pollution control Clean Air Act of 1999, Republic Act No. 8749 (1999)
Waste management Ecological Solid Waste Management Act, Republic Act No. 9003 (2001)
Toxic Substances, Hazard and Nuclear Wastes Control Act, Republic Act No.
Hazardous management
6969 (1990)
4-24
Items Laws, Regulations and Environmental Quality Standards
Environmental water standards DENR Department Order: DAO No.34, Series of 1990
Wastewater effluent standards DENR Department Order: DAO No.35, Series of 1990
Potable water quality criteria DENR Department Order: DAONo.1994-26A (1994)
Ambient air quality and emission
DENR Department Order: DAO No.2000-81 (2000)
standards
National Pollution Control Committee (NPCC) Memorandum Circular
Noise environment standards
No.002 Series of 1980, Section 78 (1980)
(2) Responsible Government Authorities

The Department of Environment and Natural Resources (DENR) is the government entity responsible for
the environmental administration. Environmental Management Bureau, Department of Environment and
Natural Resources (DENR - EMB) is responsible for the issuance of decision making documents such as
Environmental Compliance Certificate (ECC) and Certificate of Non-Coverage (CNC) for PEISS. EMB
Regional Offices in respective regions are primarily responsible for the consultation and supervision of
development projects.
4.4.2 Necessity of EIA and Its Procedures

1) EIA Procedure
The Philippine EIA Process has six sequential stages 1) Screening, 2) Scoping, 3) EIA Study and Report
Preparation, 4) EIA Review and Evaluation, 5) Decision Making, and 6) Post ECC Monitoring, Validation
and Evaluation/Audit stage. A summary flowchart of the complete process is presented in Figure 4-6.
Figure 4-6 EIA Procedures in the Philippines
Legend
Proponent-driven
DENR-EMB-driven
Public involvement, which typically begins at

scoping but may occur at any stage of the EIA
process
Proponent-driven but outside the EIA Process
as requirements are under the mandate of
other entities
Source: DENR Administrative Order No. 30 Series of 2003 (DAO 03-30), Revised Procedural Manual (2007)
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(2) Projects Covered by PEISS
Projects which have been originally declared as Environmentally Critical Projects (ECPs) or projects in
Environmentally Critical Areas (ECAs) presumed to have significant impacts on the quality of the
environment are subject to PEISS. The four (4) ECP project types and twelve (12) ECA categories have
been declared through Proclamation No. 2146 (1981) and Proclamation No. 803 (1996), as shown in Table
4-9 and Table 4-10.
Table 4-9 Summary of Environmentally Critical Projects (ECPs)

Main Category Sub-Category
A. Heavy Industries  Non-Ferrous Metal Industries
 Iron and Steel Mills
 Petroleum and Petrochemical Industries
 Smelting Plants
B. Resource Extractive Industries  Major Mining and Quarrying Projects
 Forestry Projects
 Dikes for/and Fishpond Development Projects
C. Infrastructures  Major Dams
 Major Power Plants
 Major Reclamation Projects
 Major Roads and Bridges
D. Golf Courses -
Table 4-10 Summary of Environmentally Critical Areas (ECAs)

ECA Categories Examples
1. Areas declared by law as national parks,  Areas of the National Integrated Protected Areas System Act
watershed reserves, wildlife preserves,
and sanctuaries
2. Areas set aside as aesthetic, potential  Areas declared and reserved by the Department of Tourism or other
tourist spots authorities for tourism development
3. Areas which constitute the habitat for  Areas inhabited by indeterminate species, threatened species, rare
any endangered or threatened species of species, endangered species
indigenous Philippine wildlife (flora
and fauna)
4. Areas of unique historic, archeological, National historical landmarks, geological monuments,
geological, or scientific interests paleontological and anthropological reservations as designated or
determined by the National Historical Institute, National Museum,
National Commission for Culture and the Arts, National
Commission on Geological Sciences, and other authorities
5. Areas which are traditionally occupied  Ancestral lands maintained by the PANAMIN for national
by cultural communities or tribes minorities
 Areas that are occupied or claimed as ancestral lands or ancestral
domains by indigenous communities
6. Areas frequently visited and or hard-hit  Areas frequently visited or hard-hit by typhoons
by natural calamities (geologic hazards,  Areas frequently visited or hard-hit by tsunamis
floods, typhoons, volcanic activity, etc.  Areas frequently visited or hard hit by earthquakes
4-26
ECA Categories Examples

Storm surge-prone areas

Flood-prone areas

Areas prone to volcanic activities

Areas located along fault lines or within fault zones

Drought-prone areas
7. Areas with critical slope 
Lands with slope of 50% or more

Alienable and disposable forest lands and unclassified forests
8. Areas classified as prime agricultural 
Irrigated and irrigable areas and other areas mapped under the
lands Network of Protected Areas for Agriculture of the Bureau of Soils
and Water Management
9. Recharged areas of aquifers  Areas of sources of water replenishment
10. Water bodies  Areas that are tapped for domestic purposes
 Areas which support wildlife and fishery activities
11. Mangrove Areas  Tidal areas covered by salt-tolerant, intertidal tree species
 Areas declared as mangrove swamp forest reserves
12. Coral Reefs  Areas characterized by the assemblage of different types of marine
plants and organisms
 Areas identified by local sources such as the UP-Marine Sciences
Institute, DENR-Coastal Environment Program to be rich in corals.
The EIA-covered projects will require the hereunder listed depending on project type, location, magnitude
of potential impacts and project threshold:
 Environmental Impact Statement : EIS
 Initial Environmental Examination (IEE) Checklist Report : IEE Checklist
 Environmental Performance Report and Management Plan : EPRMP
 Project Description Report : PDR
All documents should be prepared by the project proponent to be submitted to EMB Central Office or the
Environmental Impact Assessment Division of the respective EMB Regional Offices. The outcome of the
EIA Process within PEISS administered by the EMB - DENR is the issuance of decision documents.
Decision documents may either be an ECC, CNC or a Denial Letter, described as follows:
 An ECC is issued as a certificate of Environmental Compliance Commitment to which the Proponent
conforms to, after DENR - EMB explains the ECC conditions.
 A CNC certifies that, based on the submitted PDR, the project is not covered by the PEISS and is not
required to secure an ECC.
 A Denial Letter shall contain an explanation for the disapproval of the application and guidance on
how the application can be improved to a level of acceptability in the next EIA process.
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Table 4-11 summarizes Project Category, EIA Report Types, Decision Documents, Deciding Authorities
and Processing Duration. For category A projects, ECC application documents need to be submitted to
EMB Central Office to be decided by EMB Director or DENR Secretary. While, ECC application for
Category B need to be submitted to EMB Regional Office to be decided by the EMB Regional Director.
Table 4-11 Summary of Project Category, EIA Report Types, Decision Documents, Deciding Authorities
and Processing Duration (New and Single Project)
Processing
Documents Required For Decision Deciding
Category Duration
ECC/CNC Application Document Authority
(Working Days)
A: Environmentally Critical Environmental Impact ECC EMB Director / 20 days
Projects (ECPs) Statement (EIS) DENR Secretary
B: Non- Environmentally Environmental Impact ECC EMB RO Director 20 days
Critical Projects (NECPs) in Statement (EIS) or Initial
Environmentally Critical Environmental Examination
Area (ECA) Checklist (IEE Checklist)
C: Environmental Enhancement Project Description Report CNC EMB RO Director 1 day
or Direct Mitigation (PDR) Part I & II
D: Not Covered Project Description Report CNC EMB RO Director 1 day
(PDR) Part I
Source: Revised Procedural Manual for DAO 2003-30 (2007)
Memorandum Circular No.2010-14 (2010)
Memorandum Circular No.2014-005 (2014)
(3) Screening of the Project

Table 4-12 shows the project thresholds for coverage screening and categorization of the bridge project.
Table 4-12 Project thresholds for coverage screening and categorization

Project Covered (Required to secure ECC) Not covered (may
secure CNC)
Category A：ECP Category B：Non-ECP Category D
EIS EIS IEE Checklist PDR (Part I only）
Bridge and viaducts ≧10.0 km ≧5 km but <10.0 km >50 m but <5 .0km ≦50 m
(including elevated
roads), new
construction
Source: Annex A, Revised Guidelines for Coverage Screening and Standardized Requirements, Memorandum
Circular No.2014-005
This project is the construction of approximately 2km length of bridge and viaduct and not classified as
ECP. However, Samal Island is designated as NIPAS protected area, therefore this project is categorized as
B and required to secure ECC. Documents required for ECC application is IEE checklist according to the
Table 4-12 and DENR-EMB, but it shall be confirmed again to DENR-EMB at the commencement of the
succeeding study.
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(4) Contents of EIA required for the succeeding study
Necessary study for application of ECC and preparation of IEE checklist will be conducted through a
succeeding study that may fall within the Japanese Fiscal Year 2016 or later. It may take about six (6)
months. Environmental study should include a sub-study on the ecosystem in a coastal zone for assessing
impact of the project and identify suitable mitigation measures accordingly. Contents of IEE checklist form
are as follows:
Chapter Contents
1．Project Description 1.1 Project Location and Area
1.2 Project Components
1.3 Utilities/ Requirements (Operational Phase)
1.4 Indicative Project cost
2．Environmental Impact and 2.1 Land Land Use, Vegetation, Topography, Soil, Protected
Management Plan Area, Visual Aesthetics
2.2 Water Hydrology, Water Quality, Water Use, Flooding
2.3 Air/ Noise Air Quality, Noise
2.4 People Displacement, Employment/ Livelihood, Revenues for
LGU, Public Services, Traffic, Community Health
3．Abandonment/ Decommissioning/ Rehabilitation Policies and Generic Guidelines (if Applicable)
4． Institutional Plan for EMP Implementation
Attachment
• Proof of Compatibility with the existing Land Use Plan
• Proof of Authority over the Project Site
• Accountability Statements of Proponent and the Preparer (if any)
• Photographs or plates/vicinity map of the project site showing impact areas and affected areas and communities
• Duly Accomplished Project Environmental Monitoring & Audit Prioritization Scheme (PEMAPS) Questionnaire
4.4.3 Land Acquisition and Resettlement

(1) Legal Framework for Land Acquisition and Relocation
The major laws and regulations concerning the land acquisition and involuntary resettlement in the
Philippines are summarized in Table 4-13.
Table 4-13 Relevant Laws on Land Acquisition and Involuntary Resettlement in the Philippines
Laws Provisions
The Philippine  Private property shall not be taken for public use without just compensation. (Article III,
Constitution of 1987 Bill of Rights, Section 9)
 Urban or rural poor dwellers shall not be evicted nor their dwelling demolished, except in
accordance with law and in a just and humane manner. No resettlement of urban or rural
dwellers shall be undertaken without adequate consultation with them and the
communities where they are to be relocated.
Republic Act No. 7160  The power of eminent domain by the local government unit may not be exercised unless a
(Local Government valid and definite offer has been previously made to the owner, and such offer was not
Code of 1991) accepted.
Republic Act No. 7279  The mandate of this Act is to uplift the conditions of the underprivileged and homeless
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Laws Provisions
(Urban Development citizens in urban areas and in resettlement areas by making available to them decent
and Housing Act of housing at affordable cost, basic services, and employment opportunities.
1992)  Socialized housing or resettlement areas shall be provided by the LGUs or the National
Housing Authority (NHA) in cooperation with the private developers and concerned
agencies with the basic services and facilities.
Republic Act No. 8974  This Act establishes a uniform basis for determining just compensation for immediate
(An Act to Facilitate possession of the property involved in eminent domain proceedings. Whenever it is
the Acquisition of necessary to acquire real property for the ROW or location for any national government
Right-of-Way (2000)) infrastructure project through expropriation, the appropriate implementing agency shall
conduct mainly monetary compensation for land acquisition from the legitimate owners.
 The government through the NHA, in coordination with the LGUs and implementing
agencies concerned, shall establish and develop squatter relocation sites, including the
provision of adequate utilities and services such as water, electricity, sanitation and
transportation.
Indigenous Peoples’  The IPRA sets conditions, requirements, and safeguards for plans, programs, and projects
Rights Act (IPRA) of affecting Indigenous Peoples. It spells out and protects the rights of Indigenous Peoples.
1997
DPWH has the largest number of projects which require land acquisition among other departments.
Therefore, DPWH makes its own stipulation regarding the procedure of land acquisition by following
Department Order and manuals.
Table 4-14 DPWH Department Order and Manuals for Land Acquisition and Resettlement
DO/ Manual Salient Features
DPWH Policy Following DPWH policies regarding land acquisition and resettlements are stipulated;
Framework for Land  Adverse social impacts are avoided, minimized, and/or mitigated
Acquisition,  Everybody, including Affected Persons (APs), will benefit from the projects
Resettlement and  APs are provided with sufficient compensation and assistance for lost assets which
Rehabilitation (1999) will assist them to improve or at least maintain their pre-project standard of living;
 Project stakeholders (which include APs) are consulted regarding the projects’ design,
implantation, and operation
Department Order “Creation of the Infrastructure Right of Way and Resettlement Project Management
(DO) No.5 (2003) Office (IROW-PMO) and the Implementation of the Improved IROW Process”
 Implementing Office (IO) shall ensure that IROW costs are always included in project
budgets
 A Land Acquisition Plan and Resettlement Action Plan (LAPRAP) shall be prepared
for all projects, whether local or foreign funded, that will require Right-of-Way
(ROW) acquisitions, using a standardized compensation package
DO No.327 (2003) Guidelines for Land Acquisition and Resettlement Action Plans (LAPRAPs) for
Infrastructure Projects
LARRIP Policy, 3rd “Land Acquisition, Resettlement, Rehabilitation and Indigenous Peoples’ Policy”
Ed. (2007) reflects the guidelines and policies of international donors such as WB and includes
involuntary resettlements, legal right, entitlement, compensation and eligibility, policy
for ethnic minority, implementation process, internal and external monitoring of RAP
and considerations for Indigenous Peoples.
Source: Environmental and Social Consideration Profile of the Philippines, JICA and the Study Team
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(2) JICA guidelines/ WB Safeguard Policy on Involuntary Resettlement JICA guidelines for
environmental and social considerations (herein after “JICA Guidelines") proclaimed on April,
2010 and WB Safeguard Policy are as follows.
1. Involuntary resettlement and loss of means of livelihood are to be avoided when feasible by exploring all
viable alternatives.
2. When population displacement is unavoidable, effective measures to minimize the impact and to
compensate for losses should be taken.
3. People who must be resettled involuntarily and people whose means of livelihood will be hindered or lost
must be sufficiently compensated and supported, so that they can improve or at least restore their standard of
living, income opportunities and production levels to pre-project levels.
4. Compensation must be based on the full replacement cost as much as possible.
5. Compensation and other kinds of assistance must be provided prior to displacement.
6. For projects that entail large-scale involuntary resettlement, resettlement action plans must be prepared and
made available to the public.
7. In preparing a resettlement action plan, consultations must be held with the affected people and their
communities based on sufficient information made available to them in advance.
8. When consultations are held, explanations must be given in a form, manner, and language that are
understandable to the affected people.
9. Appropriate participation of affected people must be promoted in planning, implementation, and monitoring
of resettlement action plans.
10. Appropriate and accessible grievance mechanisms must be established for the affected people and their
communities.
11. Affected people are to be identified and recorded as early as possible in order to establish their eligibility
through an initial baseline survey (including population census that serves as an eligibility cut-off date, asset
inventory, and socioeconomic survey), preferably at the project identification stage, to prevent a subsequent
influx of encroachers of others who wish to take advance of such benefits (WB OP 4.12 Para. 6).
12. Eligibility of Benefits include, the PAPs who have formal legal rights to land (including customary and
traditional land rights recognized under law), the PAPs who don't have formal legal rights to land at the time
of census but have a claim to such land or assets and the PAPs who have no recognizable legal right to the
land they are occupying (WB OP 4.12 Para. 6).
13. Preference should be given to land-based resettlement strategies for displaced persons whose livelihoods are
land-based.
14. Provide support for the transition period (between displacement and livelihood restoration) (WB OP 4.12
Para. 6).
15. Particular attention must be paid to the needs of the vulnerable groups among those displaced, especially
those below the poverty line, landless, elderly, women and children, ethnic minorities etc. (WB OP 4.12
Para. 6).
When a comparison of the Philippine’s legal framework and JICA Guidelines/WB Safeguard Policies on
involuntary resettlement and compensation is undertaken, some gaps are observed. Appropriate project
polices to fill in the gaps shall be proposed at the succeeding study based on the discussion with DPWH.
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(3) Preparation of RAP
As described in 4.1.1(3), land acquisition and involuntary resettlement will be required to secure the ROW
for approach road and bridge. Therefore, the preparation of RAP including the following information is
necessary at the succeeding study:
• The number of affected persons
• Expected impacts of the project (especially loss of land, other assets and income)
• Avoidance, preventive and mitigation measures to minimize the expected impact
• Appropriate compensation and entitlements
• Replacement cost
• Institutional arrangement and implementation schedule
• Grievance process
• Monitoring and evaluation
Preparation of RAP and land acquisition procedure shall be implemented according to the legal framework
of the Philippines described in (1) Department Order and guidelines/manuals of DPWH and JICA
guideline. In preparing RAP, consultations must be held with the affected people and their communities
and project outlines and compensation policy shall be explained and discussed with PAPs.
(4) Estimated Compensation Policy

Compensation and assistance guideline of this project compiling type of loss, entitlement and
compensation package shall be formulated at the succeeding study based on the population census survey
covering all PAPs in project site, asset inventory and socioeconomic survey.
The proponent of this project will be DPWH and its basic policy for compensation is intended for direct
loss caused by the project. Compensation for income loss would be basically provided for the decrease of
income directly caused by the resettlement and it shall be considered case to case. Implementation of
compensation will be managed by the DPWH Regional Office with cooperation of the local government.
Estimated compensation policy for this project based on the DO327 and past projects are as follows;
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Table 4-15 Estimated compensation policy
Type of Loss Compensation Policy
Land Basically based on BIR zonal value, but it’s different from replacement cost and
application of replacement cost is desirable
Structure and other Replacement cost at current market values
improvements
Improvements such as Current market value as determined by municipal/city assessor for crops and fruit trees,
crops and trees and DENR for timber trees
Utility Cost for reconnecting facilities
Other assistance Assistance for loss of livelihood and decrease of income
Rehabilitation allowance, skill training, provision of priority employment opportunity
Free transportation to relocation sites, Inconvenience allowance, Transitional allowance
during demolition and reconstruction
Above mentioned estimated compensation policy is compiled for the type of loss. However PAPs of this
project are not only persons who own lands and required relocation but also persons whose livelihood
might be affected by the project such as Ferry Company and its employees, passenger boat operators, land
transportation operators (jeepney, tricycle, and bike taxi) and fishermen at Pakiputan Strait. For these PAPs,
provision of above mentioned rehabilitation allowance and other assistance shall be considered if required.
For Ferry Company, it is difficult for DPWH to provide money compensation, but promotion assistance
including relocation of operation route can be considered to resolve the negative impact to them.
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4.5 Measures to be taken by the Philippines Side
4.5.1 Environmental Considerations
 EIA study
As referred in “4.4.2. (3) Screening of the project”, an EIA study and securing of ECC are required for
the proposed project since it is categorized as B on the PEISS standard. Samal Island is tourism spot
with fascinating beautiful nature. EMP and EMoP shall be prepared after enough consultation with the
residents and communities at the EIA study in order to address residents’ concerns over environmental
conservation and avoid negative impact to the environment caused by the bridge construction.
 Tree cutting permit

Cutting or transplanting of trees inside the project sites are required before commencement of the
construction and tree cutting permit shall be acquired from DENR. The planting of seedlings/ saplings/
propagules is required as replacement for every tree cut within or along the ROW of all
DPWH-administered infrastructure projects with regards to National Greening Program (Executive
Order No. 26, 2011). Therefore, planting activities for replacement for those tress that were cut shall be
consistently implemented.
4.5.2 Social Considerations

 Preparation of RAP
RAP shall be prepared since the proposed project requires land acquisition. In preparing a RAP,
consultations must be held with the affected people and their communities based on sufficient
information made available to them in advance. In addition, due consideration shall be given for not
only the PAPs directly affected by the project but also related persons who were not affected negatively
at the preparation of compensation policy.
 Land acquisition, resettlement, payment of compensation

DPWH shall secure the budget for RAP implementation based on the prepared RAP, then appropriately
implement and monitor the land acquisition and resettlement procedures with cooperation of local
government. The grievance process shall also be formulated.
 Relocation of utilities
Close coordination with utility companies is necessary for the relocation of utilities in project site.
Widening of Davao-Panabo Road is currently ongoing and it is desirable to relocate the utilities with
enough ROW considering the implementation of the Project.
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Chapter 5 Financial and Economic Evaluation
5.1 Estimated Project Cost
5.1.1 Base Conditions
(1) Date of the Cost Estimate
The date of the cost estimate is September 2015 when the field survey was conducted.
(2) Exchange Rate

1) Duration for exchange rate calculation
Exchange rates for currencies are calculated as the average rate over the last three months before the
established date of August 31, 2015.
2) Currencies, rates and sources

Local and foreign currencies for the project cost estimate are as follows:
US Dollar is the key currency.
Local Currency: Philippine Peso 1PHS = 2.719Yen (OAND’s TTS rate)
Foreign Currency: Japanese Yen
Key Currency: US Dollar 1USD =124.41Yen (Tokyo-Mitsubishi UFJ’s TTS rate)
5.1.2 Construction Cost Estimate

(1) Construction Work Cost
The construction work cost is estimated by multiplying quantities of the following construction items by
their unit rates. The unit rates adopted for the different type of works are derived from both local and
Japan’s road & bridge construction experience.
Work Contents
Preparatory & Temporary Works Contractor’s sundry expenses (Travel charge, Overseas allowance,
Accommodations, Vehicles, Workers’ canteen & toilet), HIV/AID program,
Environmental monitoring, Owner’s office, Traffic control, Temporary
facilities (Access roads, yards, jetties, etc.).
Main Bridge Substructure, Foundation, Superstructure, Bridge bearing, Adjoining facilities,
Bridge accessories, Bridge surface water-proofing & pavement, etc.
Approach Viaduct ditto
Davao Interchange ditto
Davao Pedestrian Staircase ditto
Access Road: Demolition of existing pavement, Earthworks, Subgrade & Embankment,
Subbase and Base Courses, Concrete paving, Walkway, Drainage, Retaining
walls, Road accessories
The contractor’s indirect costs (such as overhead & profit, site engineers’ expenses, site office, etc.) are
assumed to be 30% of direct costs and are included in the construction cost estimate.
5-1
(2) Consulting Service Cost
The consulting service cost is composed of the costs of detailed design, tender assistance, construction
supervision and defects liability inspection. This cost is estimated on the basis of Cost-Based Estimates
(multiplying cost items’ quantities by their unit rates).
(3) Contingencies
A price contingency and a physical contingency are considered in the cost estimate.
The price contingency is calculated considering International Monetary Fund (IMF)’s estimated consumer
price indexes for 2016.
Philippine’s consumer price index: 3.4% per year
Japan’s consumer price index: 0.4% per year
The physical contingency for the construction work cost is estimated at 10% of the sum of base cost and
price contingency, and for the consulting service cost this is assumed to be 5% of the sum of base cost and
price contingency.
5.1.3 Project Cost

In addition to the above-mentioned construction costs, the costs to be borne by the Philippine side as
described below are included in the project cost:
(1) Utility Relocation

The Philippine side will be responsible for the relocation of utilities, such as communication cables, water
pipelines, power poles, and overhead power cables before the commencement of the construction work.
Necessary costs for these relocations are included in the project cost. A physical contingency for the utility
relocations is estimated at 10% of the sum of base cost and price contingency.
(2) Land Acquisition

Costs for the land acquisition are categorized as follows and are included in the project cost:
 Acquisition cost of land
 Compensation for houses & shops
 Compensation for trees
(3) Administration Cost

The project administration cost to be borne by the Philippine side is estimated to be 2% of the above
mentioned costs including contingencies.
5-2
(4) Tax
Any tax is not included in the project cost on the assumption that taxes and duties arising from the
implementation of the project are to be exempted.
(5) Project Costing

A summary of the project cost is shown in Table 5-1 (1).
Table 5-1 (1) Summary of the Project Cost (including price contingencies)
Project Cost
A. YEN LOAN PORTION
Preparation & Mobilization 505.1 1,306.1 2,679.5
Main Bridge (Truss) 1,200.4 19,270.2 22,534.1
Davao side Approach Viaduct 208.4 799.6 1,366.2
Samal side Approach Viaduct 543.9 354.4 1,833.3
Davao Interchange 963.5 1,664.2 4,284.0
Davao Pedestrian Staircase 20.6 5.0 61.0
Davao side Access Road 64.9 12.5 189.0
Samal side Access Road 11.3 1.1 31.8
III) Contingencies 1,497.4 3,189.3 7,260.7
Price contingency for Construction 908.2 656.1 3,125.5
Physical contingency for Construction 442.6 2,406.9 3,610.3
Price contingency for Consulting Services 114.6 39.7 351.3
Physical contingency for Consulting Services 32.0 86.6 173.6
Total A (I+II+III) 5,541.3 28,295.3 43,362.2
Utility Relocation 48.5 0.0 131.9
Existing Structures' Removal 2.2 0.0 6.0
Acquisition cost of land 126.3 0.0 343.4
Compensation for houses & shops 9.4 0.0 25.6
Compensation for trees 0.2 0.0 0.5
Price contingency for Construction 6.3 0.0 17.1
Total B (a+b+c+d+e+f) 313.4 565.9 1,418.0
Grand Total (A+B) 5,854.7 28,861.2 44,780.2

5-3
Table 5-1 (2) shows the project cost, excluding price contingencies, for EIRR calculation.
Table 5-1 (2) the Project Cost for EIRR Calculation (excluding price contingencies)
Project Cost
A. YEN LOAN PORTION
III) Contingencies 378.1 2,425.9 3,453.9
Physical contingency for Construction 351,8 2,341.3 3,297.8
Physical contingency for Consulting Services 26.3 84.6 156.1
Total A (I+II+III) 4,422.0 27,531.9 39,555.4
Total B (a+b+c+d+e+f) 284.0 550.6 1,322.9
Grand Total (A+B) 4,706.0 28,082.5 40,878.3

5-4
5.1.4 Operation and Maintenance Cost
Necessary operation and maintenance costs of the project have been estimated on the basis of work items
and their frequencies as listed in Table 5-2.
Table 5-2 Annual Operation and Maintenance Costs

O&M Cost(PHP Million)
Periodic
Items Works Frequency Routine
every 10 every 30
(Yearly)
years years
Cleaning road & bridge surfaces daily 6.31
Check, cleaning & touching up
6 times/year 1.15
bridge railings
Check, cleaning & touching up
ditto 0.72
bridge/street lights
Check, scraping & patching pot holes
2 times/year 0.82
of asphalt pavement
Check, scraping & patching of
Routine Maintenance ditto 0.55
concrete pavement
Check & cleaning of bridge/road
ditto 0.46
drainages
Check & cleaning of bridge
ditto 0.46
expansion joints
Check & cleaning of bridge bearings yearly 0.37
Check, cleaning & touching up of
ditto 0.96
steel bridge painting
every 10
Re-asphalt paving 18.08
years
Reconstruction of road drainage ditto 2.82
Short
Re-painting of bridge railing &
Periodic term ditto 2.02
guardrail
Maintenance
Re-painting of bridge bearings ditto 2.02
Replacing bridge expansion joint ditto 29.07
Long every 30
Re-painting steel bridge 1,263.77
term years
Total 11.8 54.91 1,263.77
5-5
5.2 Preliminary Economic and Financial Evaluation
5.2.1 Preliminary Economic Evaluation
(1) General
Table 5-3 shows the key assumptions that were explicitly made to conduct the economic analysis.
Table 5-3 Assumptions for the Economic Evaluation
Item Condition Remarks
1. Economic Indicators  Economic Internal Rate of

Return (EIRR)
 Benefit Cost (B/C) Ratio
 Net Present Value (NPV)
2. Analysis Period 35 years Start of Construction: 2020

30 years after opening to the Start of Operation: 2025
public
3. Social Discount Rate 15% Social discount rate in Philippines by NEDA

(Opportunity Cost of Capital) SDR will be used to compute B/C ratio and NPV
4. Exchange rate 1PHP = 2.7 JPY As of October 2015
5. Economic Cost ・Standard Conversion Factor ‘Shadow Exchange Factor for Project Economic
(SCF) = 0.80 Analysis’ by ADB
・Price contingency is not Inflation is not considered
considered
6. Salvage Value 0%
(2) Types of Benefits

By implementing the proposed bridge, a variety of benefits in the short and long term is expected. Among
these, the following tangible benefits are considered in this study as shown in Table 5-4.
5-6
Table 5-4 Economic Effects of the Construction of Proposed Bridge
Items of Benefits Construction of Bridge Notes
Savings in Vehicle Operation Cost (VOC) ●
Savings in Travel Time Cost Passenger ●

Direct Benefit
(TTC) Cargo ●
Savings in Transportation Cost ●
Savings in Operation Cost of Ferry and Launch ●
Comfort and Convenience (Punctuality, Flexibility, etc.) X
Induced Benefits ●
Indirect Benefits
Impact to the Environment ▲
Regional Development X
Tourism Development X
Note: ●: Tangible benefit

▲: Not included in this study
X: Not included items due to intangible benefits
(3) Calculation of Benefits

1) Bridge Project in cases of ‘With Project’ and ‘Without Project’
‘With Project’ is defined as the situation where the proposed new bridge construction is implemented while
‘Without Project’ is defined as the situation where the existing ferry operation is continued. The quantified
economic benefits, which would be realized from the implementation of the project, are defined as saving in
travel time cost (TTC) , saving in vehicle operating cost (VOC), saving in ferry and launch operating cost
(FLOC) which can all be derived from the difference between ‘With Project’ and ‘Without Project’
situations.
2) Scenario for Setting Tariff for Proposed Bridge

The tariff scenarios for the proposed bridge are prepared based on the existing tariff of ferries and launches,
opinions made in the stakeholders meeting, opinions at the interview survey conducted and other
considerations. The scenarios are given as follows:
 In Scenario 1, it is assumed that the motorization rate in IGACOS will be the same level of Region XI
when the bridge is completed, considering that there are no physical and economic barriers due to the
no-toll tariff for the proposed bridge.
5-7
 In Scenario 2, it is assumed that the motorization rate in IGACOS will be one half of the difference
between IGACOS and Region XI. This is because the economic barrier between the ferry system and the
proposed bridge is the same.
 In Scenario 3, it is assumed that the motorization rate in IGACOS will be one half of the increase in rate
in Scenario 2. Although an economic barrier between the ferry system and the proposed bridge would
exist, the proposed bridge would ensure free mobility and accessibility of people in IGACOS.
Table 5-5 shows increasing rate of the generated traffic relative to the normal traffic under alternative
scenarios.
Table 5-5 Motorization Rate under Alternative Scenarios
Scenario 2 Scenario 2
Existing Scenario 1
Area (Same as Ferry (150 % of Ferry
Motorization Rate (Toll Free)
Tariff) Tariff)
Motorization rate (veh./1,000 person)
Region XI 63.5 63.5 63.5 63.5
IGCS 23.4 63.5 43.5 31.8
Assumed Growth Rate of

171 % 86 % 43 %
Vehicles in IGCS
Ratio of Generated
85.5 % 42.9 % 21.5 %
3) Benefits Considered
The following benefits are considered and calculated in this study:
a) Savings in Travel Time Cost (TTC)

In the ‘Without Project’ case, ferries and launches continue to be the transportation modes between Davao
and IGACOS. As such, the travel time between Davao and IGACOS consists of cruising time between
ports, waiting time at the ferry terminal, Roll-on Roll-off time, and the access time from the main road to
ferry terminal.
5-8
Table 5-6 Travel Times for the ‘Without Project’ and ‘With Project’ Cases
Item Value
‘Without Project’ Case: Utilizing Ferry 50 min.
1 Ferry cruising time 20 min.
2 Waiting time for ferry 10 min
3 Roll-on / Roll-off time at Ports 10 min = 5min x 2
4 Access time from main roads to ferry terminal 10 min = 5min x 2
‘With Project’ Case: Proposed Bridge 4.5 min.
1 Approach roads section 1.5 min. = 500 m / 40 km/h
2 Bridge section 3.0 min. = 2,000m / 40 km/h
Table 5-7 Unit Travel Time Cost (TTC)

(Pesos/Hour/Veh.)
C/UV/SUV/ Truck
M/C, T/C Truck Bus Notes
Taxi (Cargo)
Unit TTC (2014) 1.89 9.39 2.10 37.00 38.36
Unit TTC (2015) 2.02 10.02 1.96 37.80 40.93 TTC in 2015 is estimated
using GDP growth rate
Source: Study Team estimated on the basis of unit TTC of DPWH
b) Savings in Vehicle Operating Cost (VOC)

In general, savings in the vehicle operating cost is one of significant benefits among various benefits in a
highway project. However, in case of this new bridge project between Davao and IGACOS, vehicle
operating cost may have a negative benefit result because “with project” case is calculated to have a larger
VOC than “without project” case.
Table 5-8 Unit Vehicle Operating Cost (VOC) (2015)

(Pesos/km)
Travel Speed Motorcycle Car Bus Truck

20 4.89 18.25 49.09 44.94
30 4.09 15.46 41.37 38.93
40 3.57 13.52 35.90 34.99
50 3.41 12.55 33.33 33.57
60 3.45 12.09 32.36 33.45
Source: Study Team estimates based on DPWH standards
5-9
c) Increase in Improvement Cost and Operation/Maintenance Cost of Ferry
As mentioned in previous paragraph, it is necessary to improve and expand the ferry and related facilities
in case of ‘without project case’ in order to meet the traffic demand of the normal traffic as follows:
 Purchase of Ferry and Launch (new or second-hand)
 Improvement of ferry roll-on and roll-off facilities
 Improvement of vehicle parking and passenger terminal
 Operation and maintenance cost of Ferry and Launch
The unit costs of ferry and its related facilities are set up as follows:
Table 5-9 Unit Cost for Ferry and its Facilities
Item Unit Cost Remarks
1. Ferry Fleet 80 million Pesos Converted to 2015 Prices
2. Launch Fleet 20 million Pesos
3. Roll-on and Roll-off Facilities 20 million Pesos
4. Parking facilities 3,000 Pesos/m2
5. Operation/ Maintenance Cost Ferry 16 million Pesos / year / Ferry

Launch 4 million Pesos / year /Launch
Source: ’Project Evaluation Report, Panguil Bay Bridge’ March 2004
d) Generated Benefit
Table 5-10 shows the ratio of the generated traffic to the normal traffic under alternative scenarios.
According to this table, the ratio of the generated traffic is 86% for Scenario 1 (toll free of proposed
bridge) to the normal traffic, 43% for Scenario 2 (same as the existing ferry tariff), and 22% for Scenario 3
(150% as high as the existing tariff). The benefit derived from the generated traffic is defined as the
generated benefit.
Table 5-10 Ratio of Generated Traffic to Normal Traffic under Alternative Scenarios

Item
(Toll Free) (Same as Ferry Tariff) (150 % of Ferry Tariff)
Ratio of Generated
85.5 % 42.9 % 21.5 %
5-10
e) Induced Benefit
The induced benefit is calculated by computing the expenditures of tourists visiting IGACOS.
Expenditures by foreign and domestic tourists can be seen in Table 5-11.
Table 5-11 Expenditures by Tourists in the Philippines (2015)

(Pesos/person/day)
Item Foreign Tourists Domestic Tourists
Accommodation 1,158 116
Shopping 992 82
Food/ Beverage 920 32
Sightseeing Tour Guide 151 77
Entertainment 318 43
Others 246 112
Total 3,785 462
Source: a) Household Survey on Domestic Visitors

b) Statistics data of Foreign Visitors Expenditure
Using the values presented in the table above, the future expenditures for the tourists were estimated. The
opportunity cost of capital is taken as 15 %.
Table 5-12 Unit Benefit of Tourists in IGCS (2015)

(Pesos /Person)
Day Tour Overnight Tour

Type of Tourist
Expenditure Day of Stay Benefit Expenditure Days of Stay Benefit
Local Tourist 462 1 69.3 1,386 3 207.9
Foreign Tourist 3,785 1 567.7 11,355 3 1,703.3
f) Uneconomical Benefit of Disruption for Traffic

As mention in Chap. 4.3, it may be possible to disrupt the vehicle traffic on Davao – Panabo road by the
construction of the bridge access road. However, Davao – Panabo road which will be a 6-lane road in the
future will be maintained during construction and additional two lanes will be constructed for the bridge
approach so that disruption for traffic by construction work will only be for a short period and with little
effect. Therefore the uneconomical benefit of the disruption of traffic is not taken into account.
5-11
(4) Economic Evaluation
The economic analysis is made by considering the cash flow of benefits and costs during evaluation period
years. The economic indicators of the proposed bridge project are shown in Table 5-13.
Table 5-13 Results of Economic Evaluation

(NPV: Million Pesos)
Economic Indicators
(Toll Free) (Same as Ferry Tariff) (150 % of Ferry Tariff)
EIRR 18.60% 15.7% 10.0%
B/C Ratio 1.36 1.07 0.59
NPV 1868.8 355.3 -2,105.5
Note: The project life of the Proposed Bridge is 30 years
Table 5-14 (1) Cash Flow of Benefit / Cost Stream (Scenario 1: Toll Free)
(Million Pesos)
Discounted Cost Benefit
Ferry & Operation Generte Net Cumullative
SQ Year Construction O & M Cost Induced
TTC VOC Related Cost of d Total Benefit Net Benefit
Cost Cost Total Benefit
Cost Ferry Benefit
1 2019 183.3 0.0 183 0.0 0.0 0.0 0.0 0.0 0.0 -183.3 -183.3
2 2020 197.6 0.0 197.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -197.6 -380.9
3 2021 1,203.3 0.0 1,203.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,203.3 -1,584.2
4 2022 1,017.4 0.0 1,017.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,017.4 -2,601.6
5 2023 1,297.1 0.0 1,297.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,297.1 -3,898.7
6 2024 1,127.9 0.0 1,127.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,127.9 -5,026.6
7 2025 0.0 15.9 15.9 297.0 -15.1 48.1 23.7 302.5 62.4 718.7 702.8 -4,323.8
8 2026 0.0 13.8 13.8 272.4 -13.8 17.2 20.6 253.4 57.0 606.9 593.1 -3,730.7
9 2027 0.0 12.0 12.0 249.9 -12.7 0.0 20.9 220.7 52.1 530.9 518.9 -3,211.8
10 2028 0.0 10.5 10.5 229.2 -11.6 3.3 18.2 204.3 47.6 490.9 480.4 -2,731.4
11 2029 0.0 9.1 9.1 210.2 -10.7 17.0 15.8 198.6 43.5 474.4 465.3 -2,266.1
12 2030 0.0 7.9 7.9 192.8 -9.8 3.6 15.7 173.0 39.7 415.1 407.2 -1,858.9
13 2031 0.0 6.9 6.9 175.8 -8.9 8.5 13.7 161.6 36.2 386.9 380.0 -1,478.8
14 2032 0.0 6.0 6.0 160.2 -8.2 0.0 13.4 141.5 33.0 340.0 334.0 -1,144.8
15 2033 0.0 5.2 5.2 146.1 -7.4 0.0 11.6 128.5 30.1 308.9 303.7 -841.1
16 2034 0.0 4.5 4.5 133.2 -6.8 5.6 10.1 121.5 27.4 291.1 286.6 -554.5
17 2035 0.0 3.9 3.9 121.4 -6.2 1.9 9.8 108.5 25.0 260.4 256.5 -298.0
18 2036 0.0 3.4 3.4 110.6 -5.6 4.3 8.5 100.7 22.8 241.2 237.7 -60.3
19 2037 0.0 3.0 3.0 100.7 -5.1 0.0 8.1 88.7 20.7 213.2 210.2 150.0
20 2038 0.0 2.6 2.6 91.8 -4.7 3.2 7.1 83.3 18.8 199.5 196.9 346.9
21 2039 0.0 2.2 2.2 83.6 -4.2 0.0 6.7 73.6 17.1 176.8 174.5 521.4
22 2040 0.0 2.0 2.0 76.1 -3.9 3.6 5.8 69.9 15.6 167.2 165.2 686.6
23 2041 0.0 1.7 1.7 69.1 -3.5 0.0 5.5 60.8 14.2 146.1 144.4 831.0
24 2042 0.0 1.5 1.5 62.8 -3.2 1.8 5.1 56.9 12.8 136.4 134.9 966.0
25 2043 0.0 1.3 1.3 57.0 -2.9 1.2 4.5 51.1 11.7 122.6 121.3 1,087.3
26 2044 0.0 1.1 1.1 51.8 -2.6 1.4 4.2 46.8 10.6 112.1 111.0 1,198.3
27 2045 0.0 1.0 1.0 47.0 -2.4 1.9 3.6 42.9 9.6 102.7 101.7 1,300.0
28 2046 0.0 0.8 0.8 42.7 -2.2 1.1 3.4 38.4 8.7 92.0 91.2 1,391.2
29 2047 0.0 0.7 0.7 38.7 -2.0 0.0 3.1 34.1 7.9 81.8 81.1 1,472.2
30 2048 0.0 0.6 0.6 35.1 -1.8 0.8 2.7 31.5 7.2 75.5 74.8 1,547.1
31 2049 0.0 0.6 0.6 31.8 -1.6 0.7 2.5 28.6 6.5 68.4 67.9 1,615.0
32 2050 0.0 0.5 0.5 28.9 -1.5 1.0 2.3 26.2 5.9 62.8 62.3 1,677.3
33 2051 0.0 0.4 0.4 26.1 -1.3 0.5 2.1 23.4 5.3 56.2 55.8 1,733.1
34 2052 0.0 0.4 0.4 23.6 -1.2 0.0 1.9 20.8 4.8 50.0 49.6 1,782.7
35 2053 0.0 0.3 0.3 21.4 -1.1 0.0 1.7 18.8 4.4 45.1 44.8 1,827.5
36 2054 0.0 0.3 0.3 19.4 -1.0 0.3 1.5 17.3 3.9 41.5 41.2 1,868.8
Total 5,026.6 120.0 5,146.6 3,206.6 -162.8 127.0 253.9 2,928.1 662.6 7,015.4 1,868.8
5-12
Table 5-14 (2) Cash Flow of Benefit / Cost Stream (Scenario 2: Same as Ferry Tariff)
(Million Pesos)
Cost Ferry Benefit
1 2019 183.3 0.0 183.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -183.3 -183.3
2 2020 197.6 0.0 197.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -197.6 -380.9
3 2021 1,203.3 0.0 1,203.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,203.3 -1,584.2
4 2022 1,017.4 0.0 1,017.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,017.4 -2,601.6
5 2023 1,297.1 0.0 1,297.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,297.1 -3,898.7
6 2024 1,127.9 0.0 1,127.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,127.9 -5,026.6
7 2025 0.0 15.9 15.9 291.6 -13.2 48.1 23.7 150.3 62.4 563.0 547.1 -4,479.5
8 2026 0.0 13.8 13.8 267.5 -12.1 17.2 20.6 125.8 57.0 476.0 462.2 -4,017.3
9 2027 0.0 12.0 12.0 245.3 -11.1 0.0 20.9 109.4 52.1 416.7 404.6 -3,612.7
10 2028 0.0 10.5 10.5 224.9 -10.2 3.3 18.2 101.3 47.6 385.1 374.7 -3,238.0
11 2029 0.0 9.1 9.1 206.3 -9.4 17.0 15.8 98.6 43.5 371.8 362.7 -2,875.3
12 2030 0.0 7.9 7.9 189.2 -8.6 3.6 15.7 85.8 39.7 325.5 317.6 -2,557.7
13 2031 0.0 6.9 6.9 172.5 -7.8 8.5 13.7 80.2 36.2 303.3 296.4 -2,261.2
14 2032 0.0 6.0 6.0 157.3 -7.1 0.0 13.4 70.2 33.0 266.7 260.7 -2,000.5
15 2033 0.0 5.2 5.2 143.4 -6.5 0.0 11.6 63.7 30.1 242.3 237.2 -1,763.3
16 2034 0.0 4.5 4.5 130.7 -5.9 5.6 10.1 60.3 27.4 228.3 223.8 -1,539.6
17 2035 0.0 3.9 3.9 119.2 -5.4 1.9 9.8 53.8 25.0 204.3 200.4 -1,339.2
18 2036 0.0 3.4 3.4 108.6 -4.9 4.3 8.5 49.9 22.8 189.1 185.7 -1,153.5
19 2037 0.0 3.0 3.0 98.9 -4.5 0.0 8.1 44.0 20.7 167.3 164.3 -989.2
20 2038 0.0 2.6 2.6 90.1 -4.1 3.2 7.1 41.3 18.8 156.5 153.9 -835.4
21 2039 0.0 2.2 2.2 82.1 -3.7 0.0 6.7 36.5 17.1 138.7 136.4 -698.9
22 2040 0.0 2.0 2.0 74.8 -3.4 3.6 5.8 34.7 15.6 131.1 129.1 -569.8
23 2041 0.0 1.7 1.7 67.9 -3.1 0.0 5.5 30.2 14.2 114.6 112.9 -456.8
24 2042 0.0 1.5 1.5 61.7 -2.8 1.8 5.1 28.3 12.8 107.0 105.5 -351.4
25 2043 0.0 1.3 1.3 56.0 -2.5 1.2 4.5 25.4 11.7 96.2 94.9 -256.4
26 2044 0.0 1.1 1.1 50.9 -2.3 1.4 4.2 23.2 10.6 87.9 86.8 -169.6
27 2045 0.0 1.0 1.0 46.2 -2.1 1.9 3.6 21.3 9.6 80.5 79.6 -90.1
28 2046 0.0 0.8 0.8 41.9 -1.9 1.1 3.4 19.1 8.7 72.2 71.4 -18.7
29 2047 0.0 0.7 0.7 38.0 -1.7 0.0 3.1 16.9 7.9 64.2 63.5 44.8
30 2048 0.0 0.6 0.6 34.5 -1.5 0.8 2.7 15.6 7.2 59.2 58.6 103.3
31 2049 0.0 0.6 0.6 31.3 -1.4 0.7 2.5 14.2 6.5 53.7 53.1 156.5
32 2050 0.0 0.5 0.5 28.4 -1.3 1.0 2.3 13.0 5.9 49.3 48.8 205.3
33 2051 0.0 0.4 0.4 25.7 -1.1 0.5 2.1 11.6 5.3 44.1 43.7 248.9
34 2052 0.0 0.4 0.4 23.2 -1.0 0.0 1.9 10.3 4.8 39.3 38.9 287.8
35 2053 0.0 0.3 0.3 21.0 -0.9 0.0 1.7 9.3 4.4 35.4 35.1 323.0
36 2054 0.0 0.3 0.3 19.0 -0.9 0.3 1.5 8.6 3.9 32.6 32.3 355.3
Total 5,026.6 120.0 5,146.6 3,147.9 -142.3 127.0 253.9 1,452.8 662.6 5,501.9 355.3
5-13
Table 5-14 (3) Cash Flow of Benefit / Cost Stream (Scenario 3: 150 % of Ferry Tariff)
(Million Pesos)
Cost Ferry Benefit
1 2019 183.3 0.0 183 0.0 0.0 0.0 0.0 0.0 0.0 -183.3 -183.3
2 2020 197.6 0.0 197.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -197.6 -380.9
3 2021 1,203.3 0.0 1,203.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,203.3 -1,584.2
4 2022 1,017.4 0.0 1,017.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,017.4 -2,601.6
5 2023 1,297.1 0.0 1,297.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,297.1 -3,898.7
6 2024 1,127.9 0.0 1,127.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 -1,127.9 -5,026.6
7 2025 0.0 15.9 15.9 153.9 -7.5 48.1 23.7 46.9 62.4 327.6 311.7 -4,714.9
8 2026 0.0 13.8 13.8 141.2 -6.9 17.2 20.6 37.0 57.0 266.2 252.4 -4,462.5
9 2027 0.0 12.0 12.0 129.5 -6.3 0.0 20.9 31.0 52.1 227.3 215.2 -4,247.2
10 2028 0.0 10.5 10.5 118.8 -5.8 3.3 18.2 28.9 47.6 211.0 200.6 -4,046.7
11 2029 0.0 9.1 9.1 109.0 -5.3 17.0 15.8 29.3 43.5 209.3 200.2 -3,846.4
12 2030 0.0 7.9 7.9 100.0 -4.9 3.6 15.7 24.6 39.7 178.9 171.0 -3,675.4
13 2031 0.0 6.9 6.9 91.1 -4.5 8.5 13.7 23.4 36.2 168.5 161.6 -3,513.8
14 2032 0.0 6.0 6.0 83.0 -4.1 0.0 13.4 19.8 33.0 145.2 139.2 -3,374.6
15 2033 0.0 5.2 5.2 75.6 -3.7 0.0 11.6 18.0 30.1 131.6 126.4 -3,248.2
16 2034 0.0 4.5 4.5 68.9 -3.4 5.6 10.1 17.5 27.4 126.1 121.6 -3,126.6
17 2035 0.0 3.9 3.9 62.7 -3.1 1.9 9.8 15.3 25.0 111.6 107.7 -3,018.9
18 2036 0.0 3.4 3.4 57.1 -2.8 4.3 8.5 14.4 22.8 104.2 100.8 -2,918.0
19 2037 0.0 3.0 3.0 52.0 -2.5 0.0 8.1 12.4 20.7 90.7 87.7 -2,830.4
20 2038 0.0 2.6 2.6 47.3 -2.3 3.2 7.1 11.9 18.8 86.0 83.5 -2,746.9
21 2039 0.0 2.2 2.2 43.1 -2.1 0.0 6.7 10.3 17.1 75.1 72.8 -2,674.1
22 2040 0.0 2.0 2.0 39.2 -1.9 3.6 5.8 10.1 15.6 72.4 70.5 -2,603.6
23 2041 0.0 1.7 1.7 35.6 -1.7 0.0 5.5 8.5 14.2 62.0 60.3 -2,543.3
24 2042 0.0 1.5 1.5 32.3 -1.6 1.8 5.1 8.1 12.8 58.7 57.2 -2,486.1
25 2043 0.0 1.3 1.3 29.3 -1.4 1.2 4.5 7.2 11.7 52.4 51.2 -2,434.9
26 2044 0.0 1.1 1.1 26.6 -1.3 1.4 4.2 6.6 10.6 48.1 47.0 -2,388.0
27 2045 0.0 1.0 1.0 24.1 -1.2 1.9 3.6 6.1 9.6 44.2 43.2 -2,344.7
28 2046 0.0 0.8 0.8 21.9 -1.1 1.1 3.4 5.4 8.7 39.4 38.5 -2,306.2
29 2047 0.0 0.7 0.7 19.8 -1.0 0.0 3.1 4.7 7.9 34.6 33.9 -2,272.4
30 2048 0.0 0.6 0.6 18.0 -0.9 0.8 2.7 4.4 7.2 32.2 31.5 -2,240.8
31 2049 0.0 0.6 0.6 16.3 -0.8 0.7 2.5 4.0 6.5 29.2 28.6 -2,212.2
32 2050 0.0 0.5 0.5 14.8 -0.7 1.0 2.3 3.7 5.9 26.9 26.4 -2,185.8
33 2051 0.0 0.4 0.4 13.3 -0.6 0.5 2.1 3.3 5.3 23.9 23.5 -2,162.3
34 2052 0.0 0.4 0.4 12.1 -0.6 0.0 1.9 2.9 4.8 21.1 20.7 -2,141.5
35 2053 0.0 0.3 0.3 10.9 -0.5 0.0 1.7 2.6 4.4 19.0 18.7 -2,122.9
36 2054 0.0 0.3 0.3 9.9 -0.5 0.3 1.5 2.4 3.9 17.6 17.3 -2,105.5
Total 5,026.6 120.0 5,146.6 1,657.5 -80.8 127.0 253.9 420.9 662.6 3,041.1 -2,105.5
(5) Sensitivity Analysis

The sensitivity analysis of the economic analysis is considered for the following:
a) Toll revenue fluctuation (±10%)
b) Project cost fluctuation (±10%)
The results of the sensitivity analysis are shown in Tables 5-15.
5-14
Table 5-15 (1) Results of Sensitivity Analysis (Scenario 1: Toll Free)
Benefit
-10 % Base +10 %
Cost
-10 % 18.6 % 19.9 % 21.2 %
Base 17.4 % 18.6 % 19.8 %
+10 % 16.3 % 17.4 % 18.6 %
Table 5-15 (2) Results of Sensitivity Analysis (Scenario 2: Same as Ferry Tariff)
Benefit
-10 % Base +10 %
Cost
-10 % 15.7 % 16.9 % 18.1 %
Base 14.8 % 15.7 % 16.8 %
+10 % 13.6 % 15.0 % 15.7 %

Table 5-15 (3) Results of Sensitivity Analysis (Scenario 3: 150 % of Ferry Tariff)
Benefit
-10 % Base +10 %
Cost
-10 % 10.0% 10.9 % 11.7 %
Base 9.1% 10.0 % 10.8%
+10 % 8.3% 9.2% 10.0 %

(6) Preliminary Conclusions

Based on the results of economic evaluation made, it is concluded that the Proposed Bridge Project is
economically feasible in Scenarios 1 (Toll Free case) and 2 (Toll Fee is the same as the existing ferry tariff
case). However, Scenario 3 which would have a toll fee equivalent to 150% increase from the existing ferry
tariff is not economically feasible.
5-15
5.2.2 Preliminary Financial Evaluation
(1) General
The financial performance of the proposed bridge project is examined based on the financial cash flow of the
project implementation. The major works for the financial evaluation involve the preparation of the input
data for the financial statements and other necessary external variables such as construction costs,
operation/maintenance costs, revenues and financial parameters. Financial statements usually include cash
flow statement, which consist of cash-inflow and cash-outflow to estimate the annual surplus or deficit
including loan and application of funds. The major input data for the financial evaluation is shown in Table
5-16.
Table 5-16 Input Data for Financial Analysis
Item Condition Notes
Construction Schedule 6 years: construction period Construction starts in 2019

Operation starts in 2025
Evaluation Period 30 years after completion
Interest Rate Option 1: Yen Loan (STEP) 0.1 %

Option 2: ADB or World Bank 3.0 %
Inflation Rate Inflation is considered at 3.4%
Toll Rate See Table 5-17
Toll rate change Existing tariff level of the Ferry and Launch
Traffic Volume Traffic demand forecast under 3.3
Construction cost 2015 prices
Table 5-17 Tariff Level for Proposed Bridge
Alternative Scenarios of Toll Rates of Bridge

Ferry Tariff
(PHP)
1 M/C, T/C 60 0 60 90
2 C/UV/SUV 250 0 250 380
3 Truck 1050 0 1050 1,580
4 Bus 1050 0 1050 1,580
5-16
(2) Project Cost and Operation and Maintenance Cost
The project cost and operation and maintenance cost are already estimated in Chapter 5.1 Based on such
estimation, the yearly stream of these costs is shown in Figure 5-1.
Figure 5-1 Yearly Stream of Project Cost and O/M Cost
(3) Estimation of Revenue

The revenue is estimated on the basis of traffic demand forecast and toll rate of the proposed Bridge, which is
determined based on fare rate of existing Ferry. The toll rate for the bridge is assumed following these
alternatives:
 Scenario 1: Toll free, No financial analysis is required
 Scenario 2: Fare rate of the existing ferry and boat will be applied
 Scenario 3: 150 % of fare rate of the existing ferry and boat will be applied
5-17
Figure 5-2 Yearly Stream of Toll Revenue
(4) Results of Preliminary Financial Evaluation

The results of the financial analysis are tabulated in Table 5-18.
Table 5-18 Results of the Financial Analysis

FIRR (%) NA 4.30 % 0.28 %
Cost Recovery (Yrs.)

NA 18 years No recovery
After operation
Table 5-19 Estimation of Weighted Average Capital Cost (WACC)
Yen Loan Domestic Loan

GOP Fund Total
(STEP) (Philippines)
a. Construction Cost
10,576 4,013 446 15,035
(Million PHP)
b. Composition (%) 70.3% 26.7% 3.0% 100%
c. Interest Rate (%) 0.1% 15% 10% -
d. Inflation Rate (%) - 3.4% 3.4%
e. Real Interest Rate (%) 0.1% 11.22% 6.38%
c. WACC (%) 0.070% 2.99% 0.19% 3.25%
Note: Foreign currency by Yen Loan, Local currency by Domestic Loan and Government Fund
5-18
Table 5-20 Estimation of Weighted Average Capital Cost (WACC) by Type of Loan
Weighted Average
Type of Loan Composition of Funds (Example)
Capital Cost (WACC)
1) STEP Loan:70%
Case 1 STEP Loan 3.25% 2) Domestic Loan: 27 %
3) GOP: 3%
1) ADB or WB Loan: 50%
Case 2 ADB or WB Loan 6.63% 2) Domestic Loan: 40 %
3) GOP: 10%
1) Domestic Loan: 90 %
Case 3 PPP 10.74%
2) GOP: 10%
Table 5-21 Financial Cash Flow of Cost /Revenue (Scenario2)

Cost Revenue
Net Cumurative
SQ Year Construction O&M Normal Generted
Cost Total Total Benefit Net Revenue
Cost Cost Traffic Traffic
1 2019 351 350.7 0.0 0.0 0.0 -350.7 -350.7
2 2020 447 446.8 0.0 0.0 0.0 -446.8 -446.8
3 2021 2,964 2,964.4 0.0 0.0 0.0 -2,964.4 -3,411.2
4 2022 2,868 2,868.3 0.0 0.0 0.0 -2,868.3 -6,279.5
5 2023 4,202 4,202.4 0.0 0.0 0.0 -4,202.4 -10,481.9
6 2024 4,202 4,202.4 0.0 0.0 0.0 -4,202.4 -14,684.3
7 2025 92.7 92.7 396.7 170.2 566.9 474.3 -14,210.1
8 2026 94.3 94.3 419.5 180.0 599.4 505.1 -13,704.9
9 2027 96.0 96.0 443.5 190.3 633.8 537.8 -13,167.1
10 2028 97.8 97.8 469.0 201.2 670.2 572.4 -12,594.8
11 2029 99.8 99.8 496.0 212.8 708.7 609.0 -11,985.8
12 2030 101.8 101.8 524.5 225.0 749.5 647.7 -11,338.1
13 2031 103.6 103.6 549.8 235.9 785.6 682.1 -10,656.1
14 2032 105.5 105.5 576.3 247.2 823.6 718.1 -9,938.0
15 2033 107.5 107.5 604.2 259.2 863.3 755.9 -9,182.1
16 2034 109.6 109.6 633.3 271.7 905.0 795.5 -8,386.6
17 2035 111.8 111.8 664.0 284.8 948.8 837.0 -7,549.6
18 2036 114.0 114.0 695.9 298.5 994.4 880.3 -6,669.3
19 2037 116.4 116.4 729.3 312.9 1,042.2 925.7 -5,743.5
20 2038 118.9 118.9 764.3 327.9 1,092.2 973.3 -4,770.2
21 2039 121.6 121.6 801.1 343.7 1,144.7 1,023.2 -3,747.0
22 2040 124.3 124.3 839.6 360.2 1,199.8 1,075.5 -2,671.6
23 2041 127.0 127.0 876.8 376.1 1,252.9 1,125.9 -1,545.6
24 2042 129.7 129.7 915.6 392.8 1,308.4 1,178.7 -366.9
25 2043 132.6 132.6 956.2 410.2 1,366.4 1,233.8 866.8
26 2044 135.7 135.7 998.6 428.4 1,427.0 1,291.3 2,158.1
27 2045 138.8 138.8 1,042.9 447.4 1,490.3 1,351.5 3,509.6
28 2046 142.0 142.0 1,087.8 466.7 1,554.5 1,412.5 4,922.0
29 2047 145.4 145.4 1,134.7 486.8 1,621.5 1,476.1 6,398.2
30 2048 148.9 145.4 1,183.7 507.8 1,691.5 1,546.1 7,944.2
31 2049 152.5 145.4 1,234.8 529.7 1,764.5 1,619.1 9,563.3
32 2050 156.4 145.4 1,288.1 552.6 1,840.7 1,695.3 11,258.6
33 2051 160.1 145.4 1,340.7 575.2 1,915.9 1,770.5 13,029.1
34 2052 164.0 145.4 1,395.5 598.7 1,994.1 1,848.8 14,877.8
35 2053 168.1 145.4 1,452.5 623.1 2,075.7 1,930.3 16,808.1
36 2054 172.3 145.4 1,511.9 648.6 2,160.5 2,015.2 18,823.3
Total 15,035.0 3,789.1 18,368.8 26,026.6 11,165.4 37,192.1 18,472.6
(5) Sensitivity Analysis

The sensitivity analysis of the financial analysis is considered for:
5-19
a) Toll revenue fluctuation (±10%)
b) Project cost fluctuation (±10%)
The results of the sensitivity analysis are shown in Tables 5-22 and 5-23.
Table 5-22 Results of Sensitivity Analysis (Real Term) (Scenario 2)
Revenue
-10 % Base +10 %
Cost
-10 % 4.30 % 4.97 % 5.60 %
Base 3.64 % 4.30 % 4.94 %
+10 % 3.06 % 3.70 % 4.30 %
Table 5-23 Results of Sensitivity Analysis (Real Term) (Scenario 3)
Revenue
-10 % Base +10 %
Cost
-10 % 0.28 % 0.86 % 1.40 %
Base - 0.30 % 0.28 % 0.80 %
+10 % - 0.81 % - 0.25 % 0.28 %
(6) Preliminary Conclusions

Based on the results of preliminary economic and financial evaluation, the following preliminary
conclusions can be arrived at:
 Based on the results of economic evaluation made, it is concluded that the proposed Bridge Project will
be economically feasible in case of Scenario 1 and Scenario 2.
 Based on the results of financial evaluation made, it is concluded that the Proposed Bridge Project may
be financially viable in case of Scenario 2 when an ODA loan such as STEP of Yen Loan will be
obtained because WACC of 3.25% is lower than FIRR of 4.30%.
 However, when ADB or WB loan will be acquired, the Project may be not financially viable because
WACC of 6.63% is higher than FIRR of 4.30%. It is also said that when PPP scheme will be applied,
the Project may not also be financially viable because of higher interest rate of PPP than that of ADB or
WB.
 In view therefore, the Government thru DPWH shall request JICA to carry out the detailed feasibility
study for Davao–Samal Bridge Project.
5-20
Chapter 6 Planned Project Schedule
6.1 Implementation Schedule
If the project is to be implemented with a Japanese Yen loan, the implementation steps will be as follows,
with an assumed time schedule as shown in Table 6-1:
(i) Loan Request
(ii) JICA Preparatory Survey (Appraisal Mission)
(iii) Exchange of Notes & Loan Agreement
(iv) Selection of Consultant
(v) Consulting Service - Detailed Design and Tendering Assistance (PQ, Tender, Evaluation,
Contract Negotiation), Construction Supervision
* Acquisition of land, relocation of houses & shops and utility relocation by Philippine side
(vi) Construction
Prior to “(vi) Construction” and in parallel with “(v) Consulting Service”, the Philippine side will
undertake land acquisition, resettlement of houses and shops and relocation of utilities.
Table 6-1 presents the implementation schedule from the present time, provided that the Government of the
Philippines requests implementation of the project.
Table 6-1 Project Implementation Schedule

2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026
Loan Request
JICA Preparatory Survey
Appraisal Mission
Exchange of Notes & Loan Agreement
Selection of Consultant
Detailed Design & Tender Documents
PQ, Tender, Contract Negotiation
Construction Supervision
Land Acquisition
Utility Relocation
Construction
Preparation & Mobilization
Davao side Access Road
Davao Interchange
Davao Pedestrian Staircase
Davao side Approach Viaduct
Main Bridge (Truss)
Samal side Approach Viaduct
Samal side Access Road
Cleaning, Demobilization & Inspection

Note: The above schedule will be applied in a case the Government of the Philippines requests implementation of this project and JICA accepts it.
6-1
Chapter 7 Implementing Organization
7.1 Outline of the Project Implementing Agency
The executing agency of the project is the Department of Public Works and Highways (DPWH) of the
Republic of the Philippines. The implementing office is the Road Management Cluster I (Bilateral), one of
the Unified Project Management Offices (UPMO) in DPWH. The Bureau of Design (BOD) and
Environmental and Social Safeguards Division (ESSD) under the Planning Services will be in charge of the
design review and environmental and social consideration process, respectively. DPWH is the infrastructure
arm of the government and has implemented all its national road and bridge projects and therefore has the
technical ability to implement the project.
Figure 7-1 Organization Chart of DPWH Central

(Red frame indicates the main section in charge of the Implementation)
Source: DPWH
The operation and maintenance organization after completion of the bridge is the Maintenance Division in
DPWH Region XI. The Study Team believed that the Maintenance Division is capable in carrying out the
maintenance for the proposed project once completed because the condition of roads and bridges in the
region is generally good.
7-1
Figure 7-2 Organization Chart of DPWH Region XI
(Red frame indicates the section in charge of Maintenance)
Source: DPWH
7.2 Project Implementation Organization

Selected staff for the project from UPMO-Road Management Cluster I (Bilateral) will supervise the
detailed design and the construction. Persons from UPMO will coordinate with BOD and ESSD about the
design, land acquisition, resettlement and coordination with relevant organization such as Davao City,
Province of Davao del Norte, IGACOS, DENR, Police, PPA, Utility service companies, etc.
The operation and maintenance after the completion of the bridge shall be undertaken by the Maintenance
Division of DPWH Region XI under the direct supervision of the Regional Director.
7-2
Chapter 8 Advantages of Japanese Construction
Technologies
8.1 Competitiveness of Japanese Construction Technologies in the
International Market
8.1.1 Characteristics of the Project Site Condition
(1) Aeronautical and Navigational Restriction
The project site is located near the international airport and the bridge is to cross over an international
vessel route, therefore, the bridge should be designed without violating the aeronautical and the
navigational restrictions. Common long span bridge types such as suspension bridge and cable stayed
bridge which require high towers are deemed not applicable to the site.
(2) Topography of the Strait

The bridge will cross the Pakiputan Strait located between Davao City and Samal Island with a length of
about one (1) kilometer. The water depth at the center of the strait is about 35m. For this reason, a short span
bridge will need to construct its piers in the deep portion of the strait. Consequently, to avoid construction of
such piers in the deep portion, a bridge with a long center span of about 500m or more would be ideal with
the construction of piers located on the shallower part of the strait with about 25m deep at maximum.
8.1.2 Main Bridge Type

The Tokyo Gate Bridge (steel truss type) has been constructed under similar aeronautical and navigational
restrictions. Its aeronautical clearance is 87.8m, navigational clearance is 54.6m and the center span is 440m.
Tokyo Gate Bridge was realized with such crucial site conditions by using SBHS (Steel for Bridge High
Performance Structure). Having the same critical site conditions, SBHS technology would then be proposed
to be utilized for the major parts of the main truss of the bridge and will be one of the Japan-origin
technologies to be introduced in this project.
The features of SBHS are as follows:

・ Design with high yield strength steel that is not influenced by plate thickness allows for reducing
the weight of steel (Figure 8-1).
・ Elimination or reduction of the preheat control process is possible and further, specifying the
value of Pcm (weld-crack sensitivity composition) ensures excellent weldability, which results in
the reduction of fabrication costs as well as the improvement of workability (Figure 8-2).
・ Use of high tensile steel reduces the thickness of steel plate and also, the enlarged weld size,
resulting from enhanced heat input capacity, reduces the number of welding pass (Figure 8-2).
These resulting effects will improve both weldability and the efficiency of on-site welding
(Figure 8-3).
8-1
Figure 8-1 Comparison of Yield Strength between SBHS and Conventional Steel
(SBHS has overcome yield point reduction resulted from the plate thickness)
800
SBHS700
Guaranteed Yield Strength (N/mm2 )
700
HT780
600
SBHS500
500
SM570 SM570‐H (Uniform yield strength)
SBHS400
400
SM490Y SM490Y‐H (Uniform yield strength)
300
0 20 40 60 80 100
Thickness (mm)
Figure 8-2 Reduction of Preheat Control and Welding Pass

140
Preheat temperature (℃)
HT780 (conventional steel)
120
SM570
100
SM490Y Thick
80
60 SBHS700
40
Reduce
SBHS400, SBHS500
20
Unnecessary
preheat Thin
0
0 20 40 60 80 100
Thickness (mm)
Figure 8-3 Weld Joints Improve Appearance and Lengthen Painting Life
8-2
8.1.3 Main Pier Foundation Type
Caisson is a common foundation type of a pier to be constructed at around 25m deep sea. SPSP (Steel Pipe
Sheet Pile) foundation type which is a Japan-origin construction technology is proposed for the main piers
because it can reduce construction cost and period comparing with caisson.
A list of major Japanese ODA bridge projects adopting SPSP foundation type is shown in Table 8-1. The
structure of SPSP foundation type is shown in Figure 8-4.
Table 8-1 Major Japanese ODA Bridge Projects Adopted SPSP Foundation Type
Country Bridge Name ODA Scheme Year of Completion
Cambodia Friendship Bridge Grant 1994
Zambia & Zimbabwe Chirundu Bridge Grant 2002
Philippine 2nd Magsaysay Special Yen Loan 2007
Bridge
Vietnam Nhat Tan Bridge STEP Yen Loan Underway since 2013
South Sudan Nile River Bridge Grant Underway since 2014
Figure 8-4 Conceptual Diagram of Steel Pipe Sheet Pile Well Foundation & Details of the Joints
Pipe‐Pipe Interlocking Joint
Rib Pipe Fill up by Mortar 40Mpa
In addition, the joint between the permanent pile and footing is one of the most significant elements in terms
of force transmission. Studs welded on-site to the steel pipe sheet piles play an important role and therefore,
the weld quality becomes key.
8-3
In this aspect, the use of multi-electrode continuous welding, one of the Japanese-unique technologies,
enables us to ensure required quality and to shorten the entire process.
Figure 8-5 Stud Welding is Underway in the Steel Pipe Sheet Pile Well Foundation
8.1.4 Bridge Structure Schemes without Japanese Construction Technologies

The technologies described above are unique to Japan. Any other country than Japan neither has similar
experiences nor supply similar materials satisfactorily. Therefore, Japanese technologies are indispensable
for the construction of the proposed bridge.
As a case study, bridge structure schemes not using Japanese construction technologies were studied. As
explained in Section 3.3.4, common long span bridge types are not applicable due to aeronautical and
navigational restrictions. Only short span bridge types such as steel or concrete box girder types are
applicable. Caisson type foundation are applicable for the piers at the deep sea as shown in Figure 8-6. This
scheme is inferior to the proposed scheme in construction cost and period, constructability, environmental
impact, appearance and other aspects.
Figure 8-6 Bridge Structure Scheme without Japanese Construction Technologies
8-4
8.2 Construction Material and Equipment procured from Japan
8.2.1 Major Goods to be Procured from Japan
Following are the major goods necessary to be procured from Japan:
Substructure of the main bridge (i) Steel pipe sheet pile (Material of SPSP)
(ii) NS stud bar (Material of SPSP)
Superstructure of the main bridge (iii) SBHS (Material of the main bridge)
(iv) Bearings (seismic-resistant bearings of the main bridge)
Items and quantities of the major Japanese goods to be procured are shown in Table 8-2. The amout of
goods to be procured from Japan aganst the total construction cost is estimated about 32%.
Table 8-2 Major “Goods” to be Procured from Japan

Unit Rate Amount
Steel pipe sheet pile φ1500, P-P interlock m 3,866 246 951
NS stud re-bar tons 29.6 734 22
Main bridge steel SBHS & other steel tons 15,500 576 8,932
Main bridge bearing
Total amount of Japanese goods (1) 10,425
Procurement ratio of Japanese “Goods only” (3) = (1) / (2) % 31.6%
Note: The proportion of SBHS steel against the total steel quantity is approximately 40%.
8.2.2 Major Goods and Services to be Procured from Japan

To utilize the Japanese goods mentioned above, Japanese advanced technologies and know-how including
equipment and construction management method owned by Japanese firms are required. Major goods and
services to be procured from Japan is shown in Table 8-3. The amout of goods and services to be procured
from Japan against the total construction cost is estimated about 40%.
Table 8-3 Major “Goods & Services” to be Procured from Japan

Unit Rate Amount
Steel pipe sheet pile material m 3,866 246 951
SPSP foundation NS stud re-bar material m 29.6 734 22
Construction works nos 2 1,368,000 2,736
Steel truss bridge SBHS & other steels tons 15,500 576.3 8,932
Main bridge bearing
Total amount of Japanese goods & services (1) 13,161
Procurement ratio of Japanese “Goods & Services”
% 39.9%
(3) = (1) / (2)
Note: The proportion of SBHS steel against the total steel quantity is approximately 40%.
8-5
Appendix 1 Minutes of Stakeholder/Public Consultation Meetings
A1-1
A1-2
A1-3
A1-4
A1-5
A1-6
A1-7
A1-8
A1-9
A1-10
A1-11
A1-12
A1-13
A1-14
A1-15
A1-16
Appendix 2 Area Status and Clearance of Proposed Samal Bridge
. Republic of the Philippines

Deyartment of Environment anaNatura{Resources
OFFICE OF THE REGIONAL DIREeTOR
Region Xl, Davao City
M1[) c':' . •PHIIJPPINE EAGlE
!ffr' me.~~~ _.~*

. I •• _
The Regional Director

Department of Public Works and Highways I SJYrn
f/.-;;- , ,r: -
.l,u¥tm..1 - _ -i
Office of the Secretary

Region XI
Gov. Chavez Street,
Davao City
AREA STATUS AND CLEARANCE '- ','1 ft!~FfJJ !J:'.

Kind of Application Application for Feasibility Study on the,
Proposed Davao-Samal Bridge Project
Applicant Department of Public Works and Highways
Area Location Barangays Sasa, Davao City and
Caliciic, Babak District, Island Garden City of
Samal
Area Size 1.9 Kilometers
AREA STATUS
The four hundred seventy meters (470 m.) approximate length of the
proposed Davao-Samal Bridge Project is inside the National Integrated Protected
Areas System (NIPAS), Samal Island Protected Landscape and Seascape an
initial component of NIPAS pursuant to Presidential Proclamation No . 2152 dated
29 December 1981, as indicated from point "C" to point "D" in the map .
On the other hand , approximately three hundred fifty meters (350 m.) of
the proposed project is located along the banks of Sasa Creek, Davao City
hereto indicated from point "A" to point "B", as shown in the map .
AREA CLEARANCE
The one thousand eighty meters (1 ,080 m.) stretch of the proposed project
as indicated above is CLEARED for Feasibility Study in accordance with existing
laws, rules and regulations.
This Area Status and Clearance of the subject application is issued this
4th day of December 2015.
Verified by:
fF-
EFREN V. TAGORDA
----
Attested by:
Draftsman II n eA:hnical Sel7'.i?es

~I/ fir
JOSELIN MARC,tISJE. FRAGADA, CESO l1li
Reglen'al Director
Clearance Fee P1,000.00

OR . No. 9319236
Date Issued December 4, 2015
A2-1
•
MAP SHOWING THE RELATIVE
A2-2
LOCATION OF THE PROPOSED
DAVAO-SAMAL BRIDGE PROJECT
Legend
Proposed Bridge Project, waypoints
Proposed Bridge Project
- Sarnal Road
D Sarna I Island PLS
4141_IICDavao
Prepa red by:
e7----
EFREN V. TAGORDA
Draftsman II/GIS
1
0.75 o 0.75 1.5Krn
I I I I I
Appendix 3-1 Details of Negotiation on Requesting to Impose Navigational Clearance at Pakiputan Strait
MINUTES OF THE MEETING
DOTC/DPWH COORDINATION MEETING
Date: January 11, 2016 (Monday)
Time: 4:00 PM
Place: IFC Office, One Global Place
Bonifacio Global City, Taguig

Subject: Proposed Integration of DPWH’s Davao‐Samal Bridge Project and DOTC’s Sasa Port
Modernization Project under PPP

The meeting was attended by the following:

DPWH
1. Mr. Maximo M. Montana

DOTC
1. Mr. Mirick Paala

Katahira & Engineers International (KEI)
1. Mr. Soemu Oshita
2. Mr. Joey Castro

IFC
1. Ms. Lulu Baclagon
2. Ms. Grace Miso

DBP
1. Ms. Maria Elisa Galvan
2. Mr. Clayton Grageda

Hamburg Port Consulting (HPC) – through the internet (audio)
1. Mr. Christoph Schoppmann
2. Mr. Andreas Nohn
__________________________________________________________________________________
Ms. Lulu Baclagon of the IFC welcomed the participants and upon connecting with HPC thru the
internet, the meeting was called into order.

IFC in association with DBP is the DOTC’s Transaction Advisors for the Sasa Modernization which
would be under the PPP Scheme. IFC/DBP got HPC as Consultant in the preparation of this project
for tendering and subsequent implementation.

Mr. Oshita discussed the brief background and the status of the Pre‐Feasibility Study of the Davao‐
Samal Bridge. It was reported that this project is being conducted under the Study on Economic
Partnership Projects in Developing Countries by the Ministry of Economy, Trade and Industry (METI)
of Japan through the initiative of the DPWH. Submission of the Study will be on February, 2016.

Mr. Montano reminded DOTC of the DPWH’s letter requesting to impose the navigational clearance
for the Sasa Port Project to be consistent with the height of the New Panamax Vessel in order to
make the bridge feasible. Mr. Oshita added that strict conditions should be considered in proposing
A3-1
the design of the bridge including its approaches because of its proximity to the international airport
(aeronautical limit is about 74m) and the proposed navigational clearance which is quite reasonable
against the targeted draft depth (15m) and vessel size (max 9000 TEU). Otherwise, the bridge could
be very costly and may not be considered feasible.

It was then informed by Ms. Baclagon that in this PPP Project, they cannot put any ceiling or
limitation of any kind especially in the type of vessels that would be brought in by the clients of the
port. This will affect the financial schemes that the interested concessionaires could be preparing
considering the 30‐year concession period.

She added that the Sasa Port Modernization Project under the Private‐Public‐Partnership (PPP)
Scheme has five (5) interested concessionaires and is scheduled for bidding on February 26, 2016.
While the bridge project is just at the early start of the project cycle.

On the technical side, she referred this matter to their Consultant. HPC recognized the situation but
confirmed the position of IFC that at this point in time, changes in the bidding documents for the
Sasa Port is not possible more so that the change that would be introduced is a restriction of what
was prior indicated in the bidding documents. HPC also made mentioned the trend by which vessels
are now being developed, and in fact are now getting bigger which could eventually utilize the
subject port.

DPWH and KEI acknowledged the reasons given both by the IFC and HPC and the whole situation as
well. Notwithstanding, KEI suggested that even this condition of setting the New Panamax vessel
could not be made mention in the tender documents as an addendum, DPWH could still endorse the
Davao‐Samal Bridge to DOF through NEDA for a full blown Feasibility Study, possibly through a JICA
Grant taking into account the winning concessionaire’s position of having this bridge constructed
across Pakiputan Strait.

Furthermore, DPWH would then can also request DOTC to impose the New Panamax size
navigational limit at the Pakiputan Strait during the conduct of the full blown feasibility study. As this
develop, the concessionaire will have to accept the navigational condition in order to realize the
bridge between Davao and Samal Island and in time direct all larger vessels to take the northern
route off the Samal Island.

IFC and HPC as well as DOTC agreed to this suggestion.

DPWH will now be waiting for the official response of DOTC regarding the above mentioned letter,
following the result of this Coordination Meeting.

Since there are no more issues/concerns to be discussed, the meeting was adjourned at 6:00 PM.

Prepared:

Joey Castro
KEI

Noted by:

SOEMU OSHITA
Team Leader/KEI
A3-2
Republic of the Philippines
DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
OFFICE OF THE SECRETARY
Manila
OCT 0 92015.
HON. JOSEPH EMILIO ABAYA

Secretary
Department of Transportation and Communication
16F Columbia Towers,
Brgy Wack-Wack, Ortigas Avenue
Mandaluyong City, Metro Manila 1555
SUBJECT Davao City- Sa mal Island Bridge Project
Dear Secretary Abaya:
This has reference to the ongoing feasibility study of the proposed Davao City - Samal
Island Bridge Project. The bridge aims to enhance accessibility to markets and social centers
and accelerate economic growth in the Island Garden City of Samal through an all-weather
connection and physical integration of the Island Garden City of Samal to mainland
Mindanao.
In a letter from Katahira & Engineers International dated 18 September 2015 received by
this office on 22 September 2015 regarding the subject project, the National Economic
Development Authority (NEDA) requested for proper representation by this department to
discuss the effect of the bridge construction on the Davao Sasa Port Modernization Project
of your Department.
In this light, we would lik~ to inform you that it was noted that 1) 7,000 to 9,000 TEU size
container vessels are ·expected to be called to Davao Sasa Port after the modernization
project and 2) the tender specification stipulates that the minimum quay wall depth is 14
meters. However, the vessel size limit is not specified therein. Thus, it was presumed that
the focus of your project is mostly on the capacity rather than the size of the vessels.
Since the Pakiputan Straight is narrow, deep and most importantly located near the Davao
International Airport, the aeronautical clearance is limited to 74 meters above sea level for
structures. Thus, it is crucial to consider the height of the vessels that will be passing
through the Pakiputan Straight. We would like to inform you further that the critical height
for the structural design of the bridge considered the latest 57.91 meters air draft height of
the New Panamax vessel. This height was considered since the previous highest vessel
presently passing the said body of water has height of 54 meters as discussed with the Sasa
Port Management.
In this regard, it is suggested that the height clearance of the new Panamax vessel can be
added to the tender specification of the Davao Sasa Port Modernization Project..Considering
future expansion, vessels higher than the new Panamax can access the port through the
route east side of Samal.
Page 1 of2
A3-3
Should you have any questions/clarifications, please do not hesitate to contact
Undersecretary for Planning and PPP Maria Catalina E. Cabral through telephone number
( +632) 304 3199. We will be glad to discuss it through a meeting at a time which you deem
convenient.
Thank you and warm regards.
Department of Public Works and Highways

Office of the Secretary
Very truly yours,·
1111111111111111111111111111111111111
WIN5Q37404
L. SINGSON
Secretary
4.1.2/PZL
Davao City- Samal Island Bridge_Sasa Port Project Conflict (DOTC)
09/29/2015
Page 2 of 2
A3-4
KRTRHIRR & enmnEERS InTERnATIOnAL
El TOKYO, -JAPAN l-14-l Shintomi, Chuo-ku
Tokyo 104-0041, Japan
Telephone : (03) 6280-3500
Facsimile : (03) 6280-3501
E-mail Add : kei-tokyo@katahira.com
18 September 2015
Honorable Rogelio L. Singson

Secretary
Department of Public Works and Highways
Bonifacio Drive, lntramuros
Manila
Thru: Hon. Maria Catalina E. Cabral

Undersecretary for Planning and PPP
Dear Secretary Singson,
This has reference to the on-going Pre-Feasibility Study on Construction of Davao - Samal Bridge
Project being undertaken by a Study Team sent by Ministry of Economy, Trade and Industry (METI)
of Japan.
The Team which is composed of technical experts from Katahira & Engineers International, Nippon
Engineering Consultants, Co., Ltd and Nippon Steel and Sumitomo Metal Corporation has made
coordination and consultation with various offices, both private and government, in Manila and
Davao City.
As the Team is now in their final stages for the preparation of the Draft Final Report, one major
concern that came up is the issue on the navigational height limit. This is very necessary in the
planning of the proposed bridge.
The Port Manager of the Davao Sasa Port under the Philippine Port Authority informed the Study
Team that the bridge planning should consider the highest vessel presently passing through the
strait with a height of 54 meters.
Accordingly, the Study Team has also made coordination with DOTC regarding tile proposed Davao
Sasa Port Modernization Project, a PPP Project with a 30-year concession. To 9ate, they have
qualified five (5) bidders and submission of bids will be on January, 2016. Based on the information
given the Study Team, tender specification stipulates the minimum quay wall dep~h of 14 meters,
however, vessel size limit is not specified therein. Furthermore, 7,000 to 9,000 TEU size container
vessels are expected to be called to Davao Sasa Port after the Project. Hence, it 'flas concluded that
the specifications given to the bidders concern mostly on the capacity of the vessels rather than the
size.
Since Pakiputan Strait is quite wide and deep and located near Davao Airport, structures are limited
to be lower than 74 meters above the sea level as the aeronautical clearance, therefore, a
navigational height clearance for vessels passing through this strait should be very crucial to realize
the much anticipated bridge connecting Davao City and the Island Garden City of Sa mal.
A3-5
' '
In this connection, given the parameters above, New Panamax, a large vessel with an air draft of
57.91 meters could be considered as the critical height for the structural design of the bridge.
Expressly, the Davao-Samal Bridge Project will be structurally unfeasible in case navigational height
clearance is higher than the New Panamax vessel size (Height 57.91 meters, Draft 15.2 m~ters,
approximate 13,000 TEUs).
The National Economic and Development Authority (NEDA), through its Public Investment ~~~ff, in
one of the two (2) presentations/conferences the Study Team had with them, advised that proper
representation should be made by DPWH, being the proponent agency to DOTC to address t~\~ issuf!
as soon as possible.
rn view thereof, it is respectfully requested, if possible, a representation be made to DOT~ that a

vessel height clearance as that of the New Panamax Vessel could be added to th~ tender
specification of the Davao Sasa Port Modernization Project and considering future expansion, vessels
higher than New Panamax can access the Port by taking the route east side of Samallsland.
Your immediate attention and kind consideration on this matter will be highly appreciated.
Very truly yours,
;~=
/ o j e c t Manager, Study Team
A3-6
A3-7
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Study On The Project For Construction of Davao-Samal Bridge

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Study on Economic Partnership Projects

in Developing Countries in FY2015

Study on the Project for Construction of Davao-Samal Bridge

Construction Site of Approach Viaduct Construction Site of Approach Viaduct

Construction Site of Approach Viaduct Construction Site of ApproachViaduct

Ferry Terminal (Davao Side) Ferry Deck Condition

Davao – Panabo Road Samal Circumferential Road

Traffic Condition in Davao City Northern Part of Pakiputan Strait

Public Market in Samal Island Ferry Terminal (Samal Side)

Stakeholders Meeting at DPWH Region XI Office Stakeholders Meeting in Samal Island

Abbreviations Official Name

AASHTO American Association of State Highway and Transportation Officials

ADB Asian Development Bank

ASEAN Association of Southeast Asian Nations

B/C Benefit Cost Ratio

BIMP-EAGA Brunei Darussalam-Indonesia-Malaysia-The Philippines East ASEAN Growth Area

BOD Bureau of Design

BPO Business Process Outsourcing

CAAP Civil Aviation Authority of the Philippines

DBCC Development Budget Coordination Committee

DENR Department of Environment and Natural Resources

DIDP Davao Integrated Development Program

DOF Department of Finance

DOTC Department of Transportation and Communications

DPWH Department of Public Works and Highways

DTI Department of Trade and Industry

ECC Environmental Compliance Certificate

EIA Environmental Impact Assessment

EIRR Economic Internal Rate of Return

EIS Environmental Impact Statement

EMB Environmental Management Bureau

EOJ Embassy of Japan

EPRMP Environmental Performance Report and Management Plan

ESSD Environmental and Social Safeguards Division

FIRR Financial Internal Rate of Return

GDP Gross Domestic Product

GOP Government of Philippines

HWL High Water Level

IEE Initial Environmental Examination

IGACOS Island Garden City of Samal

JBIC Japan Bank for International Cooperation

JETRO Japan External Trade Organization

JICA Japan International Cooperation Agency

MPA Marine Protected Area

NEDA National Economic Development Authority

NPV Net Present Value

NSCB National Statistical Coordination Board, Philippines

ODA Official Development Assistance

OFW Overseas Filipino Workers

PAGASA Philippines Atmospheric, Geophysical and Astronomical Services Administration

PAPs Project Affected Persons

PCDG Prestressed Concrete Deck Girder

PDR Project Description Report

PHP Philippine Pesos

PPA Philippine Port Authority

PPP Public Private Partnership

RAP Resettlement Action Plan

SBHS Steel for Bridge High Performance Structure

SPSP Steel Pipe Sheet Pile

SRNH Strong Republic Nautical Highway

STEP Special Terms for Economic Partnership

TTC Travel Time Cost

UPMO Unified Project Management Office