PHILIPPINE INT'L AIR TERMINAlS CO., INC. · approximately 63 hectares located at the Philippine Air...

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FOR THE PROPOSED

Prepared For:PHILIPPINE INT'L AIR TERMINAlS CO., INC.

A. PASC U ALENVIRONMENTAL CONSULTANCY SERVICES

41 North Diversion Road, Kalookan City ,Philippines

and

KONSULTA PHILIPPINES, INC.Rm. 2403 Cityland 10, Ayala Avenue, Makati Cty

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May 1998

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I TABLE OF CONTENTS

Page NumberContent

224

A. IntroductionA. 1. Name of Project and Project

ProponentA. 2. Stage of Project PreparationA 3. Extent of the ETA StudyA. 4. Brief Outline of the Study

B.

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Description of the ProjectB. 1. Type of ProjectB. 2. Need for the ProjectB. 3. LocationB. 4. Size of OperationB. 5. Proposed Schedule For

ImplementationB. 6. Description of the Project

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4244454647

C. Description of the EnvironmentC. 1. Physical ResourcesC. 2. Ecological ResourcesC. 3. Hmnan and Economic

DevelopmentC. 4. Economic and Commercial

ActivitiesC. 5. Infrastructural FacilitiesC. 6. TransportationC. 7. Land PlanningC. 8. Power Sources and Transmission

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D. Anticipated Environmental Impacts andMitigation MeasuresD. 1. During Construction StageD. 2. Environmental Impacts After

Construction and DuringCommercial Operation 52

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E. Quality of Life ValuesE. 1. Socio-economic ValuesE. 2. Public HealthE. 3. Recreational Resources and

DevelopmentE. 4. Archeological and Historical

Treasures 78

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IF. Impacts Mitigation / Enhancement Plan

F. 1. Air QualityF. 2. Water Quality and QuantityF. 3. Solid Waste ManagementF. 4. Traffic ManagementF. 5. Safety/ ProtectionF. 6. Aesthetic Consideration

92G. Environmental Monitoring Action Plan

95R Emergency Preparedness

I L106108114119120

Public InvolvementL 1. Summary ofScopingI. 2. Overview of Brangay 183L 3. Perception SurveyI. 4. Environment without the ProjectL 5. Environment with the Project

122J. Cost-Benefit Analysis

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K. ConclusionK. 1. Over-all Net GainsK. 2. Adverse EffectsK. 3. Provisions for follow-up

Surveillance and Monitoring 135

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I ANNEXES

-A. PASCUAL ENVIROMENT ALCONSULTANCY SERVICES

ANNEXl

KONSUL T A PHll..IPPINES, INCORPORATED ANNEX 2

ANNEX 3PROJECT SITEIANNEX 4CONCESSIONS AGREEMENT

I PRELIMINARY ENGINEERING DESIGN ANNEX 5

I ANNEX 6MAP OF P ASA Y CITY

GEOLOGIC MAP OF METRO MANILA ANNEX?

ANNEX 8-AAIR SAMPLE

I ANNEX 8-BWATER SAMPLE

ANNEX8-CDENR AMBIENT QUALITY ANDEMMISSION STANDARDS FOR NOISE

ANNEX 8-DAMBIENT AND NOISE LEVEL CONTOURMAP

ANNEX 9RAINFALL

ANNEX 1 0WIND REGIMES

I ANNEX ll-ACLIMATOLOGICAL NORMALS IN P ASA YCITY

I ANNEX Il-BCLIMATOLOGICAL EXTREMES IN P ASA YCITY

ANNEX 12-AFORECAST OF THE INTERNATIONALFLIGHfS

ANNEX 12-BPOWER TRANSMISSION LINES

I ANNEX 13PROJECTION OF PEAK TRAFFIC

ANNEX 13-ASUMMARY OF AIRCRAFf ACCillENTS

MEMORANDUM OF AGREEMENTBETWEEN ADB AND PIA TCO

ANNEX 14

FIRE CODE OF THE PHILIPPINES ANNEX 15

NAJA IPT 3 FIRE PROTECTION PLAN ANNEX 15-AISAMPLE QUESTIONNAIRE ANNEX 16

I ANNEX 1 7A TfENDANCE SHEETOF April 16, 1998 PUBLIC CONSULTATION

I MEMORANDUM OF AGREEMENT ANNEX 18

LE1TER AGREEMENT ANNEX 19

RELOCA nON PLAN ANNEX 20

IRR AND NET PRESENT VALUE FORMULAE ANNEX 21

CHECK LIST OF ENVIRONMENTALPARAMETERS

ANNEX 22

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A. INTRODUCTION

A.I. Name of Project and Project Proponent

INAJA International Passenger Terminal 3 (IPT 3)A 1. 1. Project

IPIllLIPPINE INTERNATIONAL AIR TERMINALS CO., INC.Proponent .

( PIA TCO ) with address at Valero Street, Makati City

A. 1. 2. Description: The project consists of the design, construction, and operation of

siteinternational terminal building on aa new

approximately 63 hectares located at the Philippine Air

Force Base at Villamor, Pasay City. The NAJA IPT 3

building will be designed to handle a maximum of thirteen

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I (13) million passengers annually up to year 2003. The

project will replace the existing NAJA IPT 1

A 1. 3. Other Pertinent Background Information

The growth and projection of international passenger movement are presently

beyond the existing capacity ofNAIA IPT 1. Clark International Airport as well

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Ias Subic International Airport are both too far and inaccessible, thus necessitating

the "fast tracking" of a new international passenger terminal to be situated atI

Villarnor Airbase, and with the capacity to handle at least thirteen (13) million

passengers annually. The project, therefore, is a flagship project.

A. 2. Stage of Project Preparation

The project is now on the final stage of architectural and engineering design

planning.

A 3. Extent of the EIA Study-A 3.1. Scope of the Study

The study encompasses the construction and operational stage ofNAIA IPT 3

A. 3. 2. Magnitude of the Project

The ETA study encompasses the principal environmental concerns associated with

airport projects such as:

a. aircraft noise on institutional/residential areas particularly at night;

increased traffic congestion in the airport approaches;b.

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c. increased risk from aircraft accidents in populated areas along the

I flight path;

I d. fire hazards;

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e. ambient air quality;

surface water quality;f.

I g. hydrogeology;

I h. impact on flora and fauna;

social perception1.

emergency preparednessJ.

I A 3. 3. Person or Agency Performing the EM Study

This EIA study has been prepared by A. PASCUAL ENVIRONMENTAL

TheCONSULTANCY SERVICES and KONSUL T A PHn.IPPINES, INC.

assistance of TEEM" INC. was sought in the task of data gathering and analysis.

Please see ANNEXES 1 and 2.

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A. 4. Brief Outline of the EIA Study

The EIA study investigates and analyzes the principal environmental

concerns which may be present during the construction and operational

stages of the project; and formulates mitigating measures.

I A. 4. 1. During the Construction Stage

I a. Physical Environment

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1 Water quality and quantity

2. Air quality

3. Fire hazards

4. Generation of solid waste

b. Ecological Environment

1. Impact on Paranaque river

Socioeconomic Environmentc.

1 Impact on employment

2. Impact on City income

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3. Road traffic congestion

4. Community acceptance of the project

I A. 4. 2. During the Operational Stage

I a. Physical Environment

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1 Water quality and quantity

2 Air quality

3, Fire hazards

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Generation of solid waste

Ib. Ecological Environment

1. Impact on Paranaque River

Socioeconomic Environmentc.

1 Impact on employment

I2. Impact on City revenue

3. Road traffic

4 Impact of noise from aircraft movement

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5. Risk from aircraft accidents

Accredited social scientists from the University of the Philippines conducted the

social survey. Actual measurement of noise at NAJA vicinity was undertaken at

various points covering a 24 hour period. Soil borings were undertaken. Samples

I of TSP in the vicinity were taken and analyzed. Other baseline data on surface

I water quality, hydrogeology, and flora and fauna were taken likewise.

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B. DESCRIPllON OF THE PROJECT

B. 1. Type of Project

IThe proposed NAIA International Passenger Terminal 3 (NAIA IPT 3) is a major

infrastructure project; to be designed, financed, constructed, and operated under a

IBuild -Operate -Transfer (BOT) scheme.

IB. 2. Need for the Project

The existing NAIA International Passenger Terminall (NAIA IPT l) was opened

16 years ago in 1981. By 1990 it had exceeded its design capacity of only 4.3

million annual passengers. NAIA IPT 1 has since been expanded by the

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I construction of the functional areas within the existing terminal building.

Presently, NAIA IPT 1 has a maximum capacity of7 million passengers annually.

I In 1996, this capacity was reached

-The proposed NAJA IPT 3 will replace the existing NAJA IPT I with the primary

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objective of finally setting up an international gateway comparable to, if not

better than those of neighboring Asean countries. Additionally the proposed

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NAJA IPT 3 which is an essential part of the MIAA Airport Master Plan, aims to

capitalize on the ideal location of the Philippines, and enhance the movement of

increasing international passenger traffic, trade and commerce in Asean and the

Pacific region. The NAJA IPT 3 concept and design development endeavors to

Iprovide a state -of -the art international passenger terminal consistent with the

expectations of global travel in the coming 21 st century.

B. 3. Location

The selected site for IPT 3 is at Villamor Airbase, Pasay City, which was ceded to

Ithe Bases Conversion and Development Authority (BCDA). The site is 1.5 krnInortheast of IPT 1, 5 kIn southwest of Makati BDC, and 8 kIn southwest of

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Manila. It is located east of Runway 13/31 and north of Runway 06/24 with an

I approximate area of 63 hectares as shown in ANNEX 3.

The approximate point to point distance ofIPT 3 boundary is 430 meters from the

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I point of intersection of Sales Road and Kalayaan Exit Gate (Pt. A) to Pt. B

parallel to the existing taxiway 13/31 running 1,785 meters to Pt. C. From Pt. C, it

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is 670 meters diagonally up to the intersection of Andrews Avenue (Pt. D) of

Villamor Airbase and then 1,260 meters going back to Sales Road and Kalayaan

intersection.

Vehicular access to the IPT 3 site will be provided by Sales Road connecting to

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the South Luzon Expressway on the northeast and Andrews Avenue connecting toIRoxas Boulevard on the northwest. Airside access to IPT 3 site from Runway

06/24 will be provided by taxiway 13/31 (upgraded) which will be complemented

by a parallel taxiway in addition to the apron taxilane.

B. 4. Size of the Operation

The proposed NAIA IPT 3 will be designed, financed, constructed, and operated

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I TheBuild-Operate- Transfer (BOT) scheme. newby PIATCO under a

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international passenger terminal is planned to accommodate thirteen (13) million

passengers annually. The operation of the new terminal will involve the normal

and internationally accepted procedure of providing security to the passengers,

assisting airlines in their ticketing operations, baggage handling, safe boarding

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adaptable to changing requirements. The proponent likewise recognizes the fact

that implementation must be a requisite to meet longer-term needs.

The design direction for the terminal. therefore. will take into serious

Iconsideration the following aspects:

Ia. Simplicity and clarity -Passenger access and orientation, as they move from

Iairside to landside, will involve minimum complication.

b.

Operating efficiency -A tenninal layout to satisfy passengers and operators

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I and meet targetted operational standards -in tenns of spatial provisions and

processing systems -will be designed.

c. Comfort and convenience -Environmental qualities and aesthetic ambiance of

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I the interior will provide for an attractive, friendly, calm and reassuring

I atmosphere without necessarily indulging in an extravagant expression.

-Amenities to satisfy both passengers and visitors will be conveniently located

and in sufficient numbers.

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Flexibility and expansion -emphasis will be placed on adaptability in terms ofd.

incremental expansion and expandability as a balanced system. The plan will

be designed with regard to construction and functional cohesion as well as

architectural unity in all stages of development.

B. 6. 2. Minimum Design and Performance Standards

The Implementing Rules and Regulation (IRR) of RA 6957, as amended by RA

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7718, require that the proponent should abide by the minimum design andIperfonnance standards in designing, constructing, operating and maintaining the

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I facility.

I B. 6. 2. 1. Design Approach

The operational qualities of the new tenIlinal will be manifested with the

incorporation of the planning criteria and objectives. However, it would also

I balance the development in both physical and economic tenns, where efficient

planning and phasing will respond to the need to control cost and at the same time

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enhancing functional perfonnance. This will reduce operational and maintenance

costs while raising revenue to be generated by the commercial opportunities.

The potential for revenue from concessionaires has been recognized as a boon to

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running an international airport. For departing. transfer and transit passengers, the

various concessionaires will be effectively located within physical proximity to

the gate. The concept of open boarding lounges interspersed with a variety of

commercial outlets along the departure concourses will capitalize on this notion,

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The underprovision of space, which results in the rather unnecessary and

unfriendly exclusion of the large numbers of well-wishers and greeters

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I experienced at the existing International Passenger Tenninal will be avoided in

-the final design of the proposed new terminal. The approach towards integration

of these faci1ities will be followed inorder to maximize the commercial potential

while minimizing impediment to smooth passenger movement. Supplementary

control measures will be included inorder to maintain segregation at strategic

I parts of public areas.

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The final design of the project shall avoid the constraints posed by the structural

systems and technological concerns on baggage handling system, the mechanical

and engineering systems, computer controls, passenger movement devices and

information systems.

Interior design will be simple and with compositional clarity for a large and

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I complex building.

A principal characteristic will be visibility of passenger processing and

orientation. Clarity of spatial organization and strategic placement of passenger

amenities will be included in the final plans, since they contribute to the visual

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I and physical comfort of the users.

All designs will comply with the established rules and guidelines of international

I security standards.

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B. 6. 2. 2. Terminal Design Parameters

The design concept is a function of a number of factors including the size and

nature of traffic demand" processing systems and separation between arriving and

departing passengers.

Priority will be the effort to achieve a balanced capacity between airside and

Ilandside facilities compatible with a terminal complex that would be capable of

eventually handling a two-way flow of not less than 6,000 passengers during the

peak period.

The following parameters, which are symphathetic to the prevailing mode of

operation at the existing NAJA International Passenger T enninal. win fonn the

basis of developing the conceptual allocation of functional areas in the tenninal

The terminal will be designed as a combination of fixed and remote gate

a.

positions with buses to transport passenger to and from remote aircraft

positions. A ratio of at least 70:30 would be adopted. Passenger boarding

bridges shall be equipped with double-door gateways.

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b. Passenger processing will be on two levels, with transfer and transit activities

facilitated.

Immigration controls will be centralized.c.

Id. Security screening will be centralized No intermingling of arriving and

departing passengers will be allowed.. Security screening will take place prior

to checking-in and immediately upon immigration clearance for departingIpassengers. The Departure Concourse will be always maintained as a 'sterile

area' allowing for flexible open boarding lounges. Final hand baggage check

will take place before boarding at each gate. Arriving passengers will be

segregated with use of a 'distribution corridor'. A separate Arrival Mallon the

mezzanine level below the Departure Concourse will be constructed.

The tenninal will interface with a two-level road system with an additional

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arrival pick-up for local travelers with the high greeter per passenger ratio.

Car-parking needs will be adequately met by a multi level carpark, to be

connected conveniently to the Terminal.

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f. Access for both well wishers and greeters will be controlled and amply

integrated with the Terminal without compromising operational efficiency.

g. Opportunities for public commercial amenities such as shopping and food and

beverage outlets will be maximized for mutual convenience and optimum

revenue generation.I

B. 6. 2. 3. Design Specifications and Performance StandardsIThe design specifications listed below provide quantitative information on certain

key components of the IPT 3. As general design specifications, the intent will be

to define the minimum or maximum quantitative requirements, which will be

utilized in on-going the preparation of the design and engineering documents for

the IPT 3

a. Passenger Handling Capacity

13 million passengersAnnual volume of passengers

Peak-day volume not less than 33 thousand passengers

not. less than 4 thousand passengersPeak-hour Departure or Arrival volume

Peak-hour Departure and Arrival volume not less than 6 thousand passengers

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b. Required Facilities

Aircraft Parking Stands 24-30 including 70 to 80 % of contact stand

Ib.l. Dual parallel taxiway in addition to apron taxilane

Scope of work

-Earthwork

I-SubgradeI-Subbase (30 cm)I-Base (30 cm)

-Asphalt Treated Base (ATB)

-Tack Coat

-Prime Coat

-Asphalt Concrete (6")

Taxiway center lights, edgelights and pavement markings.

b. 2. Apron and Vehicu/ar Lane:

b.2. 1. Apron

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Scope of work

-Earthwork

I-Subgrade

I-Cement Treated Base (CTB) 30 cm.

-Concrete (40 cm)

b. 2. 2. Vehicular Lane

Scope of work

-Earthwork

-Subgrade

Cement Treated Base (CTB) 20 cm.

-Concrete (26 cm)

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b.

2. 3. Passenger Terminal Building

The total floor area will be 180,000 sq. m. more or less.

b. 2. 4. Loading Device and Pallet Storage and Staging Areas

I Exterior areas for the storage and staging of ULD's and pallet will be provided.

I These areas will be adequate for the expected aircraft operations and will be sited

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in locations where the nonnal flow of aircraft movement area will not be affected.

b. 2. 5. Multi-level carpark

The multi-level carpark will accommodate at any given time a total of 3,000

vehicles. The design capacity is deemed to be adequate because according to a

survey conducted by Louis Berger International, Inc. and SMDI Consultants, Inc.,

approximately forty-two (42 %) of departing passengers use taxis which do not

require parking in the carpark. Moreover, some twenty per cent (20 %) of arriving

passengers are foreigners most of whom likewise use taxis. Lastly, it should be

noted that not all private vehicles use the carpark.

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IB. 6.2.5. Utility Requirement and Estimate of Demand

I2,500 cu.m./ dayDomestic Water Supply *

1,000 cu.m.

2,080 cu.m./ day

Min. fire fighting water supply *

Sanitary sewer flow *

10-yr rainfall

15 MV APower Demand *

and otherTo be supplied by PWTCommunication

telephone companies

* these requirements are mandated by DOTC-MIAA as contained in the Terms ofReference. However, the consultants, Pacific Consultants International Asia (PCI) hadlikewise calculated the requirements based on the passenger capacity of the terminal,

cooling tower capacity.II Please see ANNEX 5 for the Preliminary Engineering Design.

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I C. DESCRIPllON OF THE ENVIRONMENT

The proposed NAJA IPT 3 will be located at Villamor Airbase which is under the

I territorial jurisdiction of Pasay City. Geographically. Pasay City is located

adjacent to the City of Manila; and is bounded on the south by Paranaq~e. on the

northeast by Makati City and T aguig, and on the west by Manila Bay.

Pasay City is located at latitude 140 32' N and longitude 1210 00' E, and with

elevation of21.0 meters. In terms of area Pasay City is the third smallest political

Isubdivision of the National Capital Region (NCR) also known as Metro Manila

I(M.M.). Pasay City has a total land area of 18.5 square kilometers of which only

5.0 square kilometers is the City proper. The Civil Aeronautics Administration

(CAA) complex, which include both the present NAJA IPT 1 and Villamor

IAirbase, occupy a total of 9.5 square kilometers. The rest of the area is the

Ireclamation site which is around 4.0 square kilometers.

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-Among the ]ocal government units in the NCR, Pasay City has the largest area

devoted to utilities covering over fifty-one per cent (51.35 %) of its total land

ar~ or the equivalent of9.5 square kilometers more or less.

Pasay City is known for its entertainment business such as restaurants, coffee

I shops, night clubs, karaoke bars, particularly those located near or along Roxas

I Boulevard facing the Manila Bay. Pasay City is composed of seven (7) districts,

I divided into twenty (20) zones, with a total of200 barangays.

Zone 19 where the proposed NAJA IPT 3 will be located, is considered the largest

among the 20 zones of Pasay City. Zone 19 covers an area of 5.1 square

kilometers more or less.

C. 1. Physical Resources

Ic. 1.1. Topography

Metro Manila is characterized by three (3) distinct land fonns, namely, the

elavated undulating area; the Marikina Valley and adjoining fault escarpments;

and the flood plain areas extending towards Manila Bay.

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I Pasay City, in general, is situated in acoastal plain. The reclamation area on

I Roxas Boulevard, west of the city, acts as its buffer zone. Thus, its physiography

is characterized as former and tidal flats. Zones 1 to 15; and Zones 17 and 18 lie

in the fonDer tidal flat area; while the western part , Zones 16, 19 and 20 are in

the active tidal flats.

I A greater portion or approximately seventy -five per cent (75%) of Zone 19

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(which includes the Civil Aeronautics Administration, the present NAJA. and the

proposed NAJA IPT 3, has undulating low graded tuffaceons plateau soil.

In general, Pasay City is a plain with only a slight slope ranging from 0 to 2%.

Zones 1 to 18 have a slope of 0 to 1%, while Zone 19 varies from 0 to 12%. The

eastern part of Zone 19 is considered a bit hilly with a slope of2 to 12%. This is

the highest portion of the City. Please see ANNEX § for the Map of Pasay City

Iindicating the various zones.

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1. 2. Geology and Soil

Rocks of various origin and characteristics consisting primarily of agglomerates,

pyroclastics, sandy tuffs, and cinder beds underlie the whole of Metro Manila

area. These occur in association with other properties in alluvial deposits,

reworked tuff and volcanic ash, often displaying desirable hydrogeological

properties. Complex tectonic and volcanic events, mainly during the Late Tertiary

and Quaternary periods, together with large relative sea level changes have

produced the basic structure observed presently in the project site. Please see

ANNEX 7 for the Geologic Map of Metro Manila.

The Metro Manila area is said to be underlain by Kinab~ Maybangi~ and

Antipolo Diorite Fomlations of Cretaceous to Paleogene Age; the Angat and

Madlum Formations of Neogene Age~ and the Guadalupe and Laguna Formations

Iand Alluvium of Quaternary Age. In the sturdy area, the Manila Bay Alluvium is

the existing geologic fonnation. The alluvium thickness is estimated to range

from 5 m to 10m. The alluvium is mainly composed of soft clay and thin loose

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sand. The existing Marikina Fault is estimated to be 10 kilometers east of the

project site.

Soil type existing in the project site is Guadalupe clay type. Borings made within

the area show soft compressible clays and silts and looses to depths of 7.5 meters.

Borings drilled in the vicinity reveaJ stiff plastic clay and coarse grained aJluvium

to depths ranging from 5 to 8 meters where tuffceouslsedimentary rocks exist.

c. 1.3. Seisnwlogy

Metro Manila is generally affected by tectonic earthquakes generated at the

Manila Trench of the Philippine Fault Zone which extends from the Tablas -

Alabats sections up to the Laur -Baler -Dagupan sections. The area is likewise

affected by tremors generated as far as the Casiguran Fault -East Luzon Trench

Iwhich includes the Marikina Fault. Scale in their epiceuters. normally 80 to 100

kilometers away, are usually felt in the Metro Manila area within intensity 4 to 7

in the Rossi -Forrel scale.

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1. 4. Climate! Air Quality/Meteorology

In the 1992 Air Quality Study conducted by the Ac;ian Development Bank, the

prevailing 24 hour Total Suspended Perticulate (TSP) in Metro Manila is 115 to

256 }.lg/Ncm. The latter is beyond the ambient air quality standards of 230

Jj.g/Ncm. Source of this polutant is attributed mostly to motor vehicles. An

ambient air quality survey conducted on 10 March 1998 at the project site showed

the following results

Station 1 (Andrew St. comer Tramo St.) TSP was 485 JJ.g/ncm

Station 2 (13th St comer 8th St, Villamor Airmen's Village) TSP was 334 ~g/ncm

Station 3 (Sales St. comer Manlunas St., Villamor Airmen's Village) TSP was

212 ~g/ncm

All of the TSP results were above 90 ~g/ncm standard. Hence, an air purifier

system will be set up together with the centralized air conditioning system of the

Itenninal building.I

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Base]ine Noise Leve]s gathered ]ast 10 to II March 1998 were as follows:

DATE ST AnON TIME dBA

3/10/98 1 10:55 72.7

2 11:10 66.4

3 301 67.0

4 15:40 50.1

20:10 59.8

2 19:35 52.8

3 19:50 53.5

4 19:10 54.8

23:40 60.31

23:10 41.22

3 23:25 54.4

24:00 54.04

04:40 56.73/11/98 1

04:55 53.82

53.43 05:10

05:35 48.04

Daytime noise level averaged approximately 64.0 dBA. The nightime average

level was 53.56 dBA Noise generation emanated mostly from motorcar vehicles

and tricycJes. Both average readings exceeded standards for residents: 55 dBA

(daytime: 9:00 -18:00) and 45 dBA (nightime: 21:00 -5:00).

Please see ANNEX 8 for the DENR Ambient Quality and Emission Standards for

Noise,

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The Philippine Atmospheric Geophysical and Astronomical Servjces

Administration (PAGASA) classifies climate in the Philippines on the basis of

temporal rainfall distribution. The portion of the study area is classified under

Type 1 (Coronas Scheme): two pronounced seasons, dry from November to April,

and wet from May to October as shown in ANNEX 9. The mean annual rainfall

over the study area is around 2000 mm.~ varying from 1900 mm. in the western

part to 2500 mm. towards the Eastern High1ands.

Temperature ranges from minimum of20 °C around January and February, to a

maximum 35 °C around April and May. Mean monthly temperature varies from

25 °C to 30 °C. Mean annual temperature is placed at 27 °C. Monthly relative

Humidity ranges from a maximum of 95 % in August and September to a

minimum of 55 % in March and April. Mean annual relative humidity is 76 %.

Three wind regimes prevail over the area as shown in ANNEX 10. namely (1) the

INortheast Monsoon which is dominant from October to January or until February;

(2) the Trades, from March to May, and (3) the Southwest Monsoon, from June to

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September. The monthly wind speeds in the area range from 3 to 4 mps with

annual nonnal 3 mps. Wind speeds of equal to or greater than 3 mps occur during

the months of February to May. The highest ever recorded wind speed in the area

was 5() mps in November 1970.

In particular, available from the Philippineinformation Atmospheric,

Geophysical, and Astronomical Administration (PAGASA) at its station NAlA

(MIAA), Pasay City, regarding the climatological averages for the period 1961 to

1995, disclosed that the total annual rainfall in Pasay City was an annual average

of 1,849.2 millimeters.

Rainfall in Pasay City starts to become heavy during the period of May to

November. Normally the months of July and August record the highest monthly

rainfall of 363 millimeters and 414 millimeters, respectively. The month of

February nonnally registers the lowest monthly rainfall averaging some 3

millimeters.

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Pasay City has an average temperature ranging from 23.2 °C to 32 °C, or a mean

temperature of 27.4 °C. Please see ANNEX ll-A for the Summary Statistics on

Climatological Normals, and ANNEX Il-B for Statistics on Climatology

Extremes in Pasay Sity as prepared by the P AGASA Station at NAJA.

The monthly normal wind speeds range from 2 to 4 meters per second (mps) with

an annual normal speed of 3 mps. The wind speed equal to or greater than 3 mps

normally occurs during the months of February to May.

C. 1. 5. Groundwater

The hydrogeologic setting of the area is under Manial Bay deltaic alluvium. The

aquifer system is sand and has an average depth that ranges from 34 m to 69 m

from ground surface. The aquifer is recharged with 109 to 198 mm/year of

rainfall, and has conductivity of 1m/day (NHRC, 1992; Pascual, 1993). However,

based on GPI's 22-bore logs, water table ranges from 1.0 m to 7.5 m from the

Iground surface.

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c. 1. 6. Surface Water

The existing surface bodies of water near the project site are Manila Bay

(approximately 400 meters to the west), Paranaque River (approximately 500

meters to the northwest), and Maricaban Creek on the north. Additi~naIly, in and

around the vicinity of the project site are creeks and esteros. A creek passses

through the heart of Pasay City, which also serves as the boundary between the

City proper and MIAA property compound. There also exists secondary drainage

divides starting from Zone 17 passing thru Zones 18 and 19 where the proposed

NAJA IPT 3 will be constructed These creeks and secondary divides lead to the

Paranaque River, which in turn finally exits to Manila Bay.

A creek serves as the discharge point of treated waste water from the existing

MIA Sewage Treatment Plant, a portion of which has been rehabilitated with the

installation of concrete drainage pipes. The creek drains near the confluence of

ultimately towards the Manila Bay. Both the Paranaque River and ~ Pinas River

.34

are classified as Class C surface waters. Class C waters are normally intended for

fishery use (propagation and growth of fish and other aquatic resources)

recreational purposes (boating, etc.), industrial water supply (manufacturing

-processes after treatment). and other uses lower in classification. Paranaque River

water quality sampling was conducted in March 1998 at the bridge along MIA

Road near Land Transportation Office. Surface water quality result is enumemted

as follows:

~56 mgil

StandardParameter

BOD 50 mg/l

100 mg/l

70 mg/l

5.0 mg/l

COD 285 mg/l

70 mg/lTSS

Oil & Grease 3.90 ffig/l

In a study conducted by the Environmental Management Bureau in August of

1996, as part of its Manila Bay Monitoring Program, it was concluded that the

Manila Bay water can be considered unsafe for primary contact recreational

activities due to domestic pollution emanating from the coastal communities. The

results of the water sampling were as follows:

.I 35

~27°C

Parameter

Temp.

Standard (Class SD)

pH

DO

7.87 -8.25 5.0 -9.0

7.6 mg/l

1.01 mI1P04

N04 0.4 mg/l

5.4 mg/lOil & Grease 15 ffig/l

Fecal counts are exceedingly high at Baclara"" South Breakwater. Fasig River

outlet, and Bacoor. The sedimentation rate was found to be relatively hOgh near

the mouth of Pampanga River and within Bacoor Bay area both which exhibited

rates of approximately 4.3 cm/year.

From a study made in December 1993 for the 100 MW Power Barge Project at

Tacoma Wharf, Engineering Island Complex in Manila Bay, sampling of water

was undertaken with the following results: BOD ranges from 72 ppm to 5,500

ppm; COD rages from 120 ppm to 9,000 ppm; illS ranges from 2,200 ppm to

33,000 ppm; TSS ranges from 38 ppm to 82 ppm; Oil and Grease values range

from 20 ppm to 300 ppm; and Total Coliform Count ranges from 130,000

MPN/IOO to 300,000 MPN/IOO.

36

for Class SC waters.

C. 2. Ecological Resources

C. 2. 1. Fisheries

There are no fishponds nor active fishing within the project site. The nearest

fishponds are along the Coast of Manila Bay. No active fishing is done in both the

Paranaque River and Las Pinas River.

C. 2. 2. Wildlife

The only conspicuous fonD of wildlife, if one should tenD it so. are birds (mostly

sparrows) which rest, feed and rear their young in th trees and buildings within th

vicinity of the project site.

c. 2. 3. Forest

There are no forests within or outside the vicinity of the project site showed that

the following: about 500 Narra trees lining both sides of Andrews Avenue; 400

other types of Mahogany likewise lining both sides of major streets; 200 Ipil- ipil

I

I ~7-'

Itrees~ 300 mango trees~ 700 bamboo trees, and more than 800 banana trees among

others.

C. 2.4. Rare or Endangered Species

Being a part of an urban ecosystem, there are no flora and fauna endangered

species within the vicinity of the project site.

I C. 3. Human and Economic Development

C. 3.1. Population and communities

C. 3. 1. 1. Population

Published statistics from the office of the Population Management Program of

Pasay City revealed that in 1997, the population of Pasay City was 424,535, of

which 2,705 persons from squatter areas were relocated, resulting in a net

estimated population of 398,519. The distribution of Pasay City's population by

age and sex is as follows:

38

P ASA Y CITY

POPULA nON BY AGE AND SEX DISTRlBUnON

1997

AGE GROUP0-11-45-9

10-1415-1920-2425-2930-3435-3940-4445-4950-5455-5960-6465-69

70 & aboveTOTAL

MALE5,579

23,] ]427,09924,7082],919]8,73015,94113,9481 ],557

8,7677,5725,5794,7823,5872,7904,384

200,056

FEMALE5,97822,31725,90423,91120,72319,12917,13614,34711,1598,7677,1735,9784,3843,9853,1884,384

198,463

BOrn11,55745,43 ]53,00348,6] 942,64237,85933,07728,29522,71617,53414,74511,5579,1667,5725,9788,768

398,519

Source: Directional Plan of the Philippines Population Management Program

Department of Health Pasay City, Metro Manila

C. 3. I. l.a. Population Growth

Population change is mostly attributed to migration. Nevertheless indicative

population growth rates among the various zonal districts of the city showed that

Zone 20 registered the highest growth rate due mainly to the proliferation of

squatters in the area. Zone 6, a blighted district registered second highest growth

rate, while Zone 3, a commercial area revealed the lowest growth rate. These

Ijndicated the continuing jnflux of migrants into low income areas. Zone 19 where

39

the proposed NAJA IPT 3 project will be set up, registered a growth rate lower

than that of Zones 20 and 6, but slightly higher than that of Zone 3.

C. 3. 1. I.b. Population Density

I

.

square kilometer. This indicates congestion which is one of the more serious

problems faced by the city. The most congested parts of Pasay City are: Zone 1,

Zone 8, Zone 13, Zone 18, Zone 17, Zone 19, Zone 2, Zone 7, and Zone 11. Zone

20 exhibited a population density lower than the regional average.

I The main cause of the extremely high density of Pasay City is concentration in

commercial establishments. People from the provinces who have found

employment in the City's commercial establishments, eventually settle in the

area. At the rate her population is growing, Pasay City could have a density of

31,131 persons per square kilometer by the year 2000. This figure would be way

above tolerable limits.

40~

I

twelve per cent (12 %), health services at eleven per cent (11 %), educational at

seven per cent (7 %), and other types of services at fourteen per cent (14 %).

Commercial activities are distributed as follows:a) most of the wholesaling of

construction materials are along EDSA; b) establishments selling motor vehicle

parts are located along Taft Avenue; c) retailing of home furnishings are along

Taft Avenue; d) gasoline stations are clustered along Harrison; banking services

are along Libertad Street and Taft Avenue; e) and restaurants and night clubs and

cocktail lounges are along Roxas Boulevard

In terms of percentage, wholesale takes up twenty-two per cent (22 %); retail, five

per cent (5 %); other types of services forty-nine per cent (49 %).

The medium industrial area in Pasay City is the Malibay District which covers

Zone 16, Zone 17, and Zone 18. In addition the light industrial area is located

beside Tripa de Gallina, covering Zone 6, Zone 8, Zone 13, and Zone 15. The

presence of the secondary drainage divides in Zone 17 and Zone 18, and the

43

I

stream passing thru Zone 16 and Zone 18 is the main feature which attracted the

medium industries to locate in the areas.

.

I C. 5. Infrastructural Facilities

-C. 5.1. Water Supply

The water supply of Pasay City comes from MWSS. However, due to existing

defects in the distribution system, only eighty-eight per cent (88 %) of the city's

I total area has water supply. Among the seven districts of Pasay City. Malibay

experiences the most serious water shortage.

IIn additi°I? to the water supply from MWSS, the City Government of Pasay

constructed several extension wells and deep wells. However, water from these

wells is unfit to drink, and is merely used for washing. Salt water intrusion is

heavy in the City. such that in many areas nearer Manila Bay. water from these

wells are unifit for drinking.

I

I

I

C. 5. 2. Sewerage

Pasay City has no sewer line. The sewerage system is connected to the drainage

system.

-C. 5. 3. Rood Control and Drainage

There exist natural drainage in Pasay City. These are the creeks. One such creek

I which acts as the divider between the City Proper and the CAA Compound is

I quite deep, and serves Zone 16, Zone 17, and Zone 18. The creek empties into the

I Paranaque River.

IIn addition there are two (2) interceptors with pumping stations located in

Buendia Avenue and Libertad Street, which handle excess water from minfall,

and prevent flooding.

C. 6. Transportation

IC. 6.1. Roads

Pasay City has a total of 149.35 kilometers of road. Approximately forty per cent

while(40 %) or 59.398 kilometers are classified as National Roads;

4~

approximately sixty per cent (60 %) or 89.962 kilometers are City Roads.

Seventy-five per cent (75 %) of the roads is concrete. fifteen per cent (15 % )

asphalt, and only ten per cent (10 %) gravel

I The major thoroughfares in Pasay City are Roxas Boulevar~ EDSA. Aurora

.

Boulevar~ Domestic Road, Harrison Street, Libertad Street, Leveriza Street, Taft

Avenue, Buendia Avenue and Andreww Avenue. EDSA is a circumferential road

starting from Paranaque, passing through Pasay City, Makari City, Mandaluyong

I City, San Juan, Quezon City to Caloocan City.

C. 6. 2. Airports

Both the existing Domestic Passenger Terminal and NAJA International

Passenger Tenninal are claimed by Pasay City as within her jurisdiction.

IC. 7. Land Planning

C. 7. 1. Existing Land Use

IThe largest area in Pasay City is devoted to utilities. These are situated in Zones

19 and 20, and have a total land area of9.5 kilometers or approximately fifty one

46

per cent (51.35 %) ofPasay City's total land area. The rest of the City's land area.is divided among the different land uses, Zones 5, 10, 11, 14, and 16 are

predominantly commercial zones. Zones 1,2,3,4,6,7,8, 12, 13,17, and 15 are

I generally residential area. Zone 18 is an industrial area. while Zones 9 and 10

.

have a mixture of institutional, residential, and commercial uses.

C. 7. 2. Potential Land Use

I It is in the drawing tables of Pasay City 10 retain the existing, commercial strips

I in the City's major roads or thoroughfares. However, there will be limitations to

only a block or two blocks deep at the most. An example of this is the area along

Taft Avenue, with a one-lot deep commercial strip on both sides. Commercial

activities will be allowed, at the most" only two (2) blocks on its side.

IAccording to the City Planning Office of Pasay City, most of the Zones with

dominant residential uses will be retained, and commercial strips in such areas

Ishall be controlled such that no new similar structures will be allowed to be set

up. Thus Zones 8, 12, 13, 15, and 17 shall be purely residential. Mixed land use

47

will be allowed in Zones 1, 2, 3, 4, 6, 9, and 14 for residential and commercial

uses. Zones 5. 10. and 11 will be considered as commercial zones.

uses. For Zone 18, an industrial area, development shall be controlled. Thus, for

instance, the existing tires and paints manufacturing establishments will not be

allowed to renovate or expand their existing factories in the said Zone 18.

IHowever, non-pollutant industries will be encouraged to locate there, and those

I

Ialready existing will be allowed to expand Zone 19 where the proposed NAJA

I 1FT 3 will be located will continue to be classified in the City zoning as utilities

I (transportatio~ airport, communicatio~ etc.).

I C. 8. Power Sources and Transmission

I Electric power source is from MERALCo. Please see ANNEX 12 for indication

ofHf transmission lines.

48

I

D. ANllCIP A TED ENVIRONMENTAL IMPACTS' AND MITIGATION-I MEASURES

.

D. 1. During Construction Stage

D. 1. 1. Physical Environment

D. 1. 1. 1. Water Quality and Quantity

Earthwork, soil excavation, building construction, and ground preparation may

cause siltation! tubidity of Manila Bay and the river. The potential siltation of

Manila Bay will be practically since the project site is far removed from Manila

Bay. The potential siltation ofParanaque River due to the project is insignifican~

short term and reversible. During construction the estimated daily water

requirement both for personal use and for construction purposes has been

estimated at 250 cu. m. for personal use; and some 500 cu. m. for construction

purposes. It is expected that this daily increase in water demand of approximately

750 cu. m. will not affect the supply of water to the Residents of the City, because

49

I by ]999 two (2) new pumping stations of MAYNILAD WATER SERVICES,

-INC. will be operated and provide an additional! ,200 MLD of water.

D. 1. 1.2. Air Quality-The existing level of TSP based on the sampling conducted on 10 March 1998 is

.

from 212 J.lg/Nm3 to 801 J.lg/Nm3. This is above the ambient air level standard

for TSP of230 J.lg/Nm3.

Earthwork, soil excavation, ground preparation, and concreting activities will

increase the TSP during construction to a mOderately significant level, but

temporary and reversible in nature. More so since a comprehensive system of

netting will be used to control the spread of dust or particulate matter. Constant

watering of the ground to control dust will be regularly undertaken on a daily

basis.

Operation of heavy equipment such as bulldozer and excavator will cause

emission of carbon monoxide that will add minimally to the present deterioration

50

of air quality condition of the vicinity. This effect is moderate but reversible and

short term. (please see ANNEX 8-A)

D. 1.1.3. Fire Hazard

During the construction stage there will hardly be any fire hazard if none at all,

because no combustible material, will be used, nor will fires be ignited.

I D. 1. 1.4. Solid Waste

IDuring the construction stage, solid waste will be generated by some five hundred

(500) workers at the site at the rate of 0.2 kg! person! day or a total of one

hundred (100) kg. per day of wet and dry refuse. Solid waste will also be

I generated Disposable solid waste shall be stored in a 20' x 20' cargo van prior to

Ibeing collected daily by the Sanitary Engineers' office ofPasay City.

I

D.

1. 2. Ecological Environment

No increase in turbidity of Paranaque River and Manila Bay, which may affect

aquatic life that is thriving at the said surface waters will be generated during the

Construction stage. (Please see ANNEX 8-B)

I

I 51

I

D. 1.3. Socio-cultural-economicEnvironment

The project has a positive high impact which is long tenD and irreversible-

employment to Pasay City constituents.

It has also a negative moderate impact, which is the generation of solid waste

I from the construction activities and from workers temporarily residing at the

project site.

.D.

2. Environmental Impacts After Construction and During Commercial

Operation

D. 2. 1. Physical Environment

D. 2. 1. 1. Air Quality

During commercial operatio~ it is expected that no significant impact on air

quality within the area will be caused. The terminal building will be fully air

Iconditioned and equipped with dust filtration system. No significant smoke will

be generated by the potential restaurants and other eating and drinking

Iestablishments.

I

I 52

D. 2. 1. 2. Noise

I NAIA was projected as follows:

Projected Number of Aircraft 1/

High Forecast

44,180

Medium Forec~

44,180

Low Forecast;:--

44,180~1996

72,10067,400

72,300

61,700

65,200

200178,300

200279,70077,50068,900200380,100

72,900

77,000

2004

2005

79,700

79,900

79,100

78,300

78,9002006

80.500

79.200

78.00078,5002007

2025 71,900 59,700

1/ Low Forecast was made by PlATCO; the Medium and High Forecasts were made byHalcrow. From the year 2007 to 2025, the assumption was made that other flightswould be diverted to Clark International Airport, since the NAJA IPT 3 would havealready reached the 10 million passenger capacity for three (3) consecutive years.

Please see ~:I;;X 8:12..

65,300

.I

53

II

In the same study the distribution over the hours of arriving and departing aircraft

as experienced by the present NAJA IPT 1 showed that the hours of 8:00 AM and

2:00 PM, are the peak hours when understndably the noise level would be higher.

I Thus, the noise level during the hours of 5:00 AM to 10:00 Am was measured

having a range of 48 dB to 72 dB. The noise level at 2:00 PM was 50 dB. The

least number of departing and arriving aircraft occur during the hours of 10:00

PM to 5:00 AM. during which period the noise level is approximately 41 dBA. It

was concluded by Halcrow Fox that the same pattern of arrivals and departures of

aircraft would be maintained. However. because of the increase in the number of

aircraft movement from the average of 50,000 in 1991 to 61,400 by the year 2000,

the increase in the noise level is expected to increase somewhat. Nevertheless

according to ICAO Standard Aircraft Noise (Annex 16 Vol.l, 3M Ed., July 1993),

the maximum noise level at lateral approach is 108 EPNdB for a take-off mass of

272,000 kg. or over. Based on the IPT 3 Building Design. it could accommodate

16 wide-bodied Jumbo Jets and 6 smaller Jets. Using the maximum noise level of

I-

S4

I 108 EPNdB per aircraft, total noise level is 118.6 dBA on the assumption that all

I

these aircrafts are veering up. Using acceptable noise standard for an Airport of

65 CNEL (San Francisco International Airport), it is estimated that for the years

2001.2007. and 2025. the CNEL wil be 32. With this estimated level there will

be no breach of standards. CNEL=84.2-2] Jog] 0 D + Jog] 0 N, where D=distance,

N=no. of aircraft per day. Using D=4oOrn, N=145 (2001), 160 (2007), & 160

(2025).

D. 2. 1.3. Sufficiency of Domestic Water Source

Following a meeting between PIATCO and Maynilad Water Services, Inc. on

7 November 1997, it was conflmled that Maynilad could fully supply the

3,000 cu.m. daily requirement ofNAIA IPT 3.

Water supply to the NAIA IPT 3 will come from the existing 400 mm diameter

main along Tramo Road. This diameter main is supplied from the 1,650 mm.

diameter feeder along EDSA, which is connected to the Pasay Pumping Station

and Reservoir.

I 55

Additional tapping for the proposed NAJA IPT 3 will be from the existing 900

mm diameter water main along South Super Highway. which is being supplied

I from Fort Bonifacio Pumping Station and Reservoir. In addition. A 1,200 mm

I diameter water main has been proposed to be laid along the South Super Highway

-under the existing project termed as Mani]a South Water Distribution Project.

This will include a new Fort Bonifacio Pumping Station no. 2 expected to be

I operational by 1999, these two water supply projects will provide an additional

1,200 Mill of water. more than enough to supply the projected need of the

proposed NAJA IPT 3. On 19 May 1998, a team from Alan Stratford &

Associates met with Maynilad Water Services, Inc. to reconfirm the commitment

of the latter to fully supply the water requirements. It is expected that the

estimated daily water demand of approximately 2,500 cu. m. will easily be

provided without causing any shortages for the communities.

56

ID. 2. 1. 4. Water Quality

Waste water effluent is estimated to reach approximtely 2,000 cu. m. per day. It

was logically assumed that the balance of 500 cu.m. per day would be either used

I by the air conditioning system (cooling tower); and! or to water lawns and other

.

ornamental plants. A substantial amount would evaporate; would be spilled on the

ground; and would be used as drinking water by well-wishers who discharge later

outside of the Terminal. The water quality of effluent from the sewage treatment

plant and from the various establishments in the proposed NAJA IPT 3 project

will be closely monitored to detennine water pollution indices such as TSS, E.

COLL that are beyond pennissible limits set in the national water quality

standards as a result of possible systems failure.

The pollution indices will include physical, chemical, and bacteriological

characteristics of the treated waste water. The proposed NAIA IPT 3 will have its

own sewage treatment plant which will use one of three (3) effective

processes,namely 1) extended aeration process~ 2) rotating biological contractor~

57

.I

3) sequential batch reactor, and will discharge properly treated eftluent to the

Paranaque River.

.

I Oil and any hazardous waste will be properly collected separately, and will be

I conveyed to a special industrial waste water ~eatment plant before the effluent is

discharged into the sewerage treatment plant for further treatment.

D. 2. 1.5. Solid Waste Disposal

The proposed NAIA IPT 3 project will have a central stainless steel garbage

compartment on the ground floor. This will be the area where solid waste will be

brough~ and stored after having been subjected to sorting out inorder to segregate

cans, plastic materials and paper for recycling purposes. From here, solid waste

will be hauled out and disposed of by the Pasay City Sanitary Engineers Office.

Disposal of treated solid waste will be done twice daily.

58

I D. 2.1.6. Traffic Management

In the Vehicular Traffic Survey, Analysis and Forecast for NAIA IPT 3 conducted

by SMDI Consultants, Inc., vehicular traffic demand forecasts were made starting

in the year 2002 as the Opening year of NAJA IPT 3; and for the years 2007,

2012" and 2017 or at intervals of five (5) years. Growth rates in traffic volume

were based on the growth of international passenger traffic as projected by

PIATCO, developments near the site such as the full development of the privately

acquired land in Fort Bonifacio, and normal traffic growth.

The vehicular traffic forecasts were made for the vicinity of NAJA IPT 3, more

particularly traffic along Andrew Avenue, Sales Road and Trarno Road. Base year

traffic data considered were the morning peak volume. and the daily traffic

volume. The results of the forecast for the morning ~ak volume were as follows:

Year Iram~RQad Andrew Avenue Sales Road

2002 4,470 3,290 3,620

2007 6,062 4,923 5,173

2012 6,993 6,322 5,829

2017 7,930 6,991 6,589

I 59

I

The airport peak hour traffic to and from NAIA IPT 3 by type of vehicle was

projected as follows:

Year-Dir Carl Jeep

Van! P-up

2,601

1,419

3,195

1,774

3,670

2,058

3,670

2,058

Taxi HOV

Taxi

212

271

260

339

299

393

299

393

Jeepney PUB PVT.

Bus

28

13

35

17

40

19

40

19

Truck!

Trailer

II

2

13

2

I5

3

15

3

M'cycle/

T' cycle

70

34

86

42

99

49

99

49

Total

2002-1n

-Out

2007-1n

-Out

20l2-1n

-Out

20l7-1n

-Out

1,056

592

1,297

741

1,490

859

1,490

859

148

165

182

206

209

239

209

239

89

50

4,216

2,547

5,179

3,184

5,948

3,693

5,948

3,693

110

63

126

73

126

73

The results of the forecasts for the daily traffic volume were as follows:

ygr Tramo Road

72,833

Sales Road

60,333

Andrew Avenue

54,8332002

2007 ]0],033 82,050 86,883

The Peak Traffic demand on the access road to NAIA IPT 3, which is double tha~

of the morning peak traffic were projected as follows:

60

I

I

indication of the high level of commitment of the various government agencies

including DPWH and the local governments of Pasay City and Paranaque to plan

Iand actually undertake the infrastructure support listed previously. Please see

IANNEX 11.

The forecasted results on improvement (decrease) in the morning peak traffic

volume when the road network improvement will have been completed were as

follows:

Without Road Network Improvements

Tramo Andrew ~4,470 3,290 3,6207,930 6,991 6,589

With Road Network Improvements

Tramo Andrew ~4.588 3.779 1.5107.484 6.563 4.869

~20022007

Please see ANNEX 13.

To further reduce the volume of vehicular tTaffic the following additional road

network improvements will be vigorously pushed by PIA TCO to be completed

not later than 2017:110

I a. On / off ramps from the Manila South Skyway to Andrew Avenue

b. Elevated Highway along Airport Road from Roxas Boulevard

62

I Extension of ED SA MRT to NAJA IPT 3c.

-There may also be an effect on traffic management along Andrew Avenue if there

is improper storage and safekeeping of construction materials such as sand,

gravel, steel bars along the road which might cause traffic inconvenience and

clogging of drainage pipeJine due to washed aggregates. However this probJem

will not arise because storage of all construction materials will be within the

construction area. (For further details please see the Final Report on Traffic

Survey, Analyses and Forecast for NAJA International Passenger Terminal 3 as

prepared jointly by Louis Berger International, Inc. and SMDI Consultants Inc. in

December 1997)

D. 2.1.7. Loss of Natural Habitat

Since there are no known endangered species of flora and fauna, there will be no

loss of natural habitat to speak of.

63

D. 2. 1. 8. Increase in Population

The commercial operation of NAJA IPT 3 may trigger a mild migration of

potential job seekers, and business enterpreneurs into Pasay City and other

surrounding areas.

D. 2. 1. 9. Employment! Taxation

There will definitely be a significant but positive impact on employment. It is

projected that direct employment opportunities to be created will be

approximately 3,000. Indirect employment opportunities are estimated to reach

10.000 employees. Similarly the proposed NAJA IPT 3 project will have a very

significant positive impact on taxation in terms of increased collection of EVA T ,

personal and corporate income taxes. The commercial operation of the NAIA IPT

3 is expected to pay to the national government the following projected schedule

of Corporate Income Taxes:

64

Projected Corporate Income

Tax to be Paid by

PIATCO

2001 -2010

~ Income Tax Pavrnent

( U. S. $ )

2,543,4002001

2002 2,894,200

2003 3,095,250

2004 3,751,350

2005 3,158,850

2006 3,594,450

2007 4,515,050

2008 4,562,950

2009 4,833,400

2010 4,914,900

In addition~ the proponents of the proposed project NAJA IPT 3~ are committed to

guarantee the annual payment to the Philippine Government of the following:

6S

.I

Strict compliance with proper waste disposal, and with the cleanliness in the

NAIA IPT 3 premises will be ample safeguards against any negative impact on

the health of the surrounding communities.

D. 2. 2. Ecological Impact

No impact on flora and fauna.

D. 2. 3. Socio-economic-cultura1 Environment

D. 2. 3. 1. Impact on employment

There will be a positive, long term, and significant impact on employment for the

outlying communities. The expectation is the project will create at least 3,000

direct employment oppotunities and an estimated 100,000 indirect employment

opportunities. The direct employment will be generated by a) the project proper

which will directly employ some 750 persons; b) concessionaires which will

directly employ approximately 2,500 persons. The indirect employment will be

generated by the auxillary service industries and other industrial sectors which

wj]) be benefitted by the operation of the new NAJA IPT 3.

67

D. 2. 3. 2. Impact on City revenue

There will be positive. long teTnl and significant impact on the city revenue. This

will come from the payment of corporate income tax by the proponent of which

two per cent (2 %) will accrue to the City Government. Thus the City

I Government ofPasay will get the following additional tax collections:

.

~ Tax Amount*

( u. S. $ )

1,017,3602001

2002 1,157,680

2003 1,238,100

2004 1,,500,,540I 2005 1,263,540

2006 1,437,780I2007 1,806,020

2008 1,,825,,180

2009 1,933,360

2010 1,965,960* Equivalent to 2 % of the 5 % corporate income tax payment

There will also be increased real estate and business taxes. The increase in real

estate taxes will come from the substantial appreciation of the real estate values

once the new NAJA IPT 3 becomes operational. The increase in business taxes

68

will come from the increase in the number of business establishments to be

generated by the project.

D. 2. 3. 3. Generation of solid waste

I The estimated daily population of 3,000 passengers plus some 10,000 greeters

I and well-wishers will generate solid waste at the rate of 0.2 kg! person! day or a

I total of 2,650 kg. per day of wet and dry refuse. This could create a negative but

insignificant impact on the surrounding communities, because a complete

regimen of solid waste disposal will be in place.

D. 2.3.4. Road Traffic

As had been previously discussed the operation of the new NAJA IPT 3 will

Idefinitely increase the vehicular traffic volwne especially along Tramo Road,

IAndrew Avenue and Sales Road. However, the expected completion of the

various road network improvements before the year 2002 will definitely mitigate

this significant and long tenD impact of the project on road traffic.

I

I 69

D. 2.3.5. Impact of noise from aircraft movement

As had likewise been fully analyzed, the increase in aircraft movement as

projected by Halcrow Fox will definitely increase the volume of noise

I significantly impacting on the surrounding communities. However, as had been

.

previously discussed the projected increase in the level of noise coming from

Iaircraft movement is still within the tolerable noise levels for residential areas

,

which is a range of 45 dB to 75 dB.

ID. 2. 3. 6. Risk from Aircraft Accidents

In the matter of risk of aircraft accidents from the proposed NAIA IPT 3 project,

which may impact on urban areas, it is significant to narrate the past history of

aircraft accidents at the present NAIA IPT .There are only two (2) recorded

aircraft accidents during the ten (]O)- year period ]987-]997:

Ia. In May 1987, a Philippine Airlines arriving flight overshot Runway

I06/24 ending at the South Luzon Expressway. Five (5) persons were

killed and approximately thirty (30) persons on board the PAL aircraft

70

and in the vehicles hit by the PAL aircraft along the South Luzon

the veb1cles hit by the PAL plane, and obviously the PAL plane itse]f

b. The second accident occurred in September 1997 when the wing of an

I arriving EVA Air flight swiped an Air Pacific aircraft on the ground

I There were no casualties. Damage resulting was to the Air Pacific

.

aircraft, and the EVA Air Flight itself.

It is equally significant to mention that Runway] 3/ 3] which is adjacent and

parallel to the airside of the proposed NAIA IPT 3 project will not be used for

landing or take-off. The said Runway will be converted into a taxiway for arriving

planes to reach the new terminal and for departing flights to egress from it

towards Runway 06/ 24 as the Preliminary Engineering Design reflects.

Lastly, it is likewise significant to state that no residential area is directly in the

path of Runway 06/ 24, nor directly in the path of any flight pattern, arriving or

71

departing. This fact alone will logically explain why in both past aircraft

I aircraft accident occurences as tabulated by ICAO for the period 1990-1966 were

used and analyzed. The data are presented as follows:

In 1990, there were 30 accidents! incidents for 24,966 aircraft movements, or a

frequency of 0.12 % probability.

In ]99],9 accidents! incidents for 25,880 or 0.03 % probabilty.

In 1992,12 accidents! incidents for 29,914 or 0.04 % probabilty.

In 1993. 19 accidents! incidents for 31.891 or 0.06 % probabilty.

In ]994, ]6 accidents! incidents for 34,949 or 0.04 % probabilty.

In 1995,23 accidents! incidents for 37,486 or 0.06 % probabilty.

And in 1996,22 accidents! incidents for 40,028 or 0.05 % probabilty.

Using the highest percentage of probabilty of accidents! incidents of 0.12 %. there

could be 67 accidents! incidents in the year 2002, and 70 in 2007 up to 2025

72

However, this expected risk wj)l be mirnmized or wj]] attain zero level in five

years time due to improvement of surveillance facilities, employment of highly

trained personnel, and highly improved security measures.

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I

E. QUALITY OF LIFE VALUES

I E. 1. Socio- economic Valoes

-E. 1. 1. Housing

There is an estimated 3,768 unacceptable dwelling units in Pasay City, in addition

to 6,161 doubled-up families who separately need housing. Both comprise the

backlog of dwelling units. In additio~ there are some 29,900 families identified

as slum dwellers by the National Housing Authority (NHA). who need relocation

or whose present dwelling units are in dire need of upgrading. It is estimated that

from 1998 to 200, Pasay City will need to build 20,000 housing units.

E.

1. 2. Education

Pasay City has eighteen (18) public elementary schools, four (4) public secondary

schools, and twenty-five (25) private schools most of which offer elementary and

secondary education. There are three (3) private colleges and one (1) government

or public university. There are also five (5) private vocational schools, and six (6)

flying schools in Pasay City.

74

}. 3. Skills and Per Capita IncomeE.

In a survey undertaken covering Villamor Airbase, Ainnen's Village, and

Barangay Moonwalk, which are areas considered to be primarily influenced by

setting up of the proposed NAJA IPT 3 project, the foll.owing results were

obtained. Most of the residents were understandably employed in government

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Hundred Pesos (P 500.00).

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IAverage Monthly Household Income in

Villamor Airbase, Airmen's Village and Barangay Moonwalk

I Monthly Income

(P)

Percent of Households

(Per Cent)

Below 500 4.3

I500-1,000 25.0

1,000-2,000 12.9

2,000-3,000 6.4

18.63,000-5,000

32.9Above 5,000

100.00TOTAL

.E.

2. Public Health

I Pasay City has eight (8) hospitals including two (2) government hospitals,

I namely, Pasay City General Hospital and the Philippine Air Force General

I76

.I

I Hospital, with a total aggregate of 314 beds. There is also a sanitarium, the

Manila Sanitarium with 152 beds.

There are two (2) lying -in clinics, one public and one private, with a total

aggregate of 47 beds.

There are nine (9) government health centers which are staffed by twelve (12)

I physicians, twelve (12) nurses, fifteen (15) dentists and thirty-six (36) midwives.

.

In Pasay City, nine (9) leading causes of morbidity are pneumonia, diseases of the

h~ tuberculosis, neoplasm, measles, stab wounds, senility, gunshot wounds,

and traumatic injuries.

The City's birth rate is recorded at 3.5 per 1,000 population; death rate at 6.14 per

1,000 population.

E. 3. Recreational Resources and Development

The major recreational facilities in Pasay City are the Cuneta Astrodome

IComplex~ and the Villamor Golf Course.

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As part of the City Government's Sports Development Program, Summer

-

I Basketball and Volleyball Tournaments in each Barangay is encouraged.

Eo 4. Archeological or Historical Treasures

There are no known archeological or historical treasures within the project site.

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I78

IF. IMPACTS MmGA nONI ENHANCEMENT PLAN

F. 1. Air Quality

F. 1. 1. Particulate! Dust

I To mitigate dust generation from earthwork, soil excavation, soil disposal,

.

building construction, and ground preparation, soil will be constantly sprinkled

with water. Watering will be done four times a day or as the need arises.

G.!. Corrugated sheets will be installed as a temporary fence to contain wind-

blown dust in the area.

F.

1. 2. Carbon Monoxide

Carbon Monoxide is produced from the incomplete combustion of carbonaceous

materials used as fuels for vehicles and heavy equipment. To mitigate the

emission of this pollutant, regular maintenance and check-up of all heavy

eqwpment will be implemented during the construction stage.

'7n

IF. 1.3. Noise

Conducting regular check up and maintenance of all heavy equipment and

installation of fittings for noise abatement can mitigate noise generated by heavy

I equipment during its operation at the construction site. Limiting the operation of

I heavy equipment only during the daytime can also mitigate noise.

I Noise from aircraft movement can be mitigated by the construction of a wall that

.

will bounce off the unwanted sound outward the Airmen's Village; and by setting

up tree plantations of dense foliage species such as narra, acacia, and fire tree.

F.

2. Water Quality and Quantity

Potable water will be fully supplied by MWSS.

Domestic eflluents shall be treated before disposal to the city sewer/ drainage

line. PIATCO has decided that NAJA IPT 3 will have its own sewerage treatment

plant, and no longer just connect to the MIAA Wastewater Treatment FaciJity, or

Ito the Ayala Wastewater Treatment Plan~ since these treatment facilities have

already reached the over-saturated level. The proposed sewerage treatment plant

80

will discharge at the Paranaque River. Since the proposed sewerage plant will still

be bidded out, the only known specifications are as follows:

The Treatment Process to be used will be one of three processes, namely,

a.

I extended aeration process, rotating biological contractor, and sequential batch

reactor

b. The plant will be designed and constructed based on the daily water demand

of 3,000 cu.m.; and

c. It will have sufficient flexibility to incorporate flows from future

developments on the site.

F.

3. Solid Waste Management

Waste generated such as construction debris, overburden soil, and other solid

waste will be sorted, recycled and hauled to its designated place usually on an

open space. Usable materials will be hauled to designated city dumpsite.

The Terminal Building will provide a stainless steel garbage compartment on the

ground floor. This will be the area where the garbage collector truck will standby

81

Iand will be stationed everyday at an appropriate schedule so all waste can be

hauled and disposed in coordination of the proponent with the City Governrnent

Sanitation Section.

F.

4. Traffic Management

.

The two level road network which will provide separate ingress and egress for

I de~ng and arriving passengers will be one-way directional. The 4-lane width

of the access two-level road network will assure a smooth flow of traffic. No

parking along the access roads will be allowed and an exclusive lane for boarding

Iand disembarking will be strictly maintained Moreover, for arriving passengers

egress could be done directly thru the carpark building.

F.

5. Safety! Protection of Workers and Tenants

Safety first is the priority objective of the owner/ proponent during construction

of the project. Gloves, boots, skull guard! cap, and other safety kit will be

provided to the construction personnel. Warning signs and posters will be posted

on all conspicuous places. Bunkhouses and portable comfort rooms will be

82

temporarily constructed! installed in the project area for workers and employees

use.

On the operation of the Terminal Building, Building and Fire Codes shall be

strictly implemented. Fire extinguishers and hydrants will be installed.

In assessing the magnitude of any fire hazard which may be posed by the

proposed NAJA IPT 3 project, it is essential to state the pertinent provisions of

Presidential Decree No. 185 otherwise known as the Fire Code of the

Philippines. These pertinent provisions are contained in Section 8 of the Fire

Code, and govern the following aspects:

a. Inspection Requirement prior to issuance of permits and! or licenses to

the owners, administration or occupantS of buildings, structures and

their premises or facilities;

b.

Safety measures for hazardous materials;

Safety measures for hazardous operation! processes;c.

d.

Provision on fire safety construction, protective and warning system.

83

I a. Use of fire protection features such as sprinkler systems, hose boxes,

hose reels or standpipe systems, and other fire fighting equipment;

b. Fire alarm systems;

c. Fire walls;

d. Fire resistive materials for flooring and walls~

Safe passage to a public way or safe dispersal area;e.

f.

Fire exits;

g. Sealing of stairways, vertical shaft, and horizontal exits from smoke

and heat;

h. Self-closing fire resistive doors;

Fire dampers in centralized airconditioning ducts;1.

J. Roof vents;

k.

Properly marked and lighted exits.

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An analysis of the Fire Protection Plan designed by the technical and engineering

department of PIA TCO shows fuJI compliance with the provisions and

requirements of the Fire Code:

I The fire protection systems for the proposed NAIA IPT 3 will strictlya.

.

conform with the following standards and codes other than the Fire

Code of the Philippines:

1 Factory Mutual (PM)

I2. Underwriter Laboratories, Inc. (UL)

3. American National Standard Institute (ANSI)

4. National Fire Protection Association (NFPA), USA codes

5. NFPA 10 Portable Fire Extiguishers

6. NFPA 12 Carbon DioxideExtiguishing System

INFPA 137. Automatic Sprinkler System

I8. NFPA 14 Standpipe and Hose System

9. NFP A 20 Centrifugal Fire Pumps

86

10. NFPA70 National Electric Code

I I. NFPA 72 National Fire Alann Code

12. NFPA 88A Parking Structures

13. NFPA 101 Life Safety Code

14. NFPA416 Construction and Protection of Airport

I Tenninal Building

I15. NFPA 1221 Installatio~ Maintenance and Use of Public

IFire Service Communications System

I16. NFPA 2001 Clean Agents

b.

A comprehensive water sprinkler system shall be installed. One (1)

standard sprinkler head shall cover approximately 20 sq. m. for light

hazard areas, and 12 sq. m. for ordinary hazard areas, Light hazard

Iareas are: offices, restaurant, arrival concourse, immigration and

Icustoms areas. VIP rooms. Departure area. and Toilets. Ordinary

II

87

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hazard areas are: food halls, kitchen, retail outlet;, concession areas,

baggage handling and claim areas, and check-in counters.

I Fire hose cabinets shall be installed as follows:c.

1. Main Building

.

Levell 24 cabinets

Level 2 24 cabinets

ILevel 3 24 cabinets


I2. Carpark: 6 cabinets for each of the four (4) levels.

I3. Concourse

Level I 21 cabinets

Level 2 10 cabinets


II

88

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d Fire hydrants will be installed on both the ramp and street sides of the

terminal building. Each fire hydrant shall be manually operated The

remotest fire hydrant will be designed to deliver 750 gpm

.

Water storage tank for general water usage and firefighting will have a

e.

permanent one (I) hour fire fighting water storage positioned in the

Iservice yard

If Two (2) fire trucks will be on 24-hour stand-by basis

Ig. Automatic fire alarm systems will be connected to the water sprinkler

system

h. Fire resistant floring and ceiling and walling will be used such as fiber

cement boards and acoustic tiles, and g. j. sheets coated with fire

Iresistant paint

IAll exits shall be sealed from smoke and heat

Fire exit plans shall be conspicuously posted on each floor showing

J.

clearly the routes to appropriate exits

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k.

Self-closing fire resistive doors made of coated metal shall be used on

all exits

I. Exits shall be properly marked and lighted

m. Carbon dioxide and FN 200gas systems shall be installed in the air

condition rooms, computer and electronic device areas

n. Other safety provisions ofNFPA shall be installed

In addition, the MIAA fire trucks (4 units), the fire stations of Pasay City (there

are 5 stations with 3 fire trucks each), and Paranaque, as well as the volunteer and

famous firefighting Chinese Brigade would definitely be fully dmwn upon in the

event of a major fire involving aircraft.

It can safely be concluded that the risk of any fire hazard will be insignificant

with the full implementation of the fire protection program designed for NAIA

IPT 3. Please see ANNEX 15-A for the Fire Protection Plan.

90

F.

6. Aesthetic Consideration

Landscaping will be undertaken to enhance the aesthetic value of the area and to

compensate fOT the loss capability to absorb carbon dioxide.

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IIIIIII.91

I G. ENVIRONMENTAL MONITORING ACnON PLAN

During the whole project cycle, monitoring of noise, air and water parameters

.

will be undertaken regularly and continuously.

I Regular monitoring will be undertaken to access the effectiveness and integrity

of the mitigating measures being implemented to minimize and/ or eliminate the

Iadverse impacts of the different activities of the project.

Monitoring will also consist of the following: (1) performance of the facility

after the construction; (2) verification of proper effluent disposal at the facility;

(3) yearly physical testing of the project area; (4) Proper solid waste disposal;

and The ENVIRONMENTAL MONITORING(5) traffic management.

PROGRAM consists of the following:

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I H EMERGENCY PREPAREDNESS

I R 1. Emergency Preparedness Management Plan (EPMP)

I As part of the Enviromnental Management Plan, an Emergency Preparedness

Management Plan (EPMP) wil be formulated. The EPMP is intended to preven~

control and! or limit possible damage within and outside the project premises

from adverse events arising from the project's activities, due to accidents or

external factors which could influence the occurrence of any unwanted incident.

The main concern of the EPMP, therefore, will be to preserve life and safeguard

property and environment during emergency situations. However, the EPMP will

be subject to review and revision during the actual operation of the project for

further improvement. The objectives of the EPMP are:

To institute measures to prevent the occurrence of internal incidents

a.

detrimental to people and environment and prevent their escalation through

the activation of appropriate response procedures;

To prevent or Ijrnjt danger to people on the site or outside;

b.

95

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To prevent or contain environmental and property damage;c.

d To arrange organizational and technical measures to assure safety of people

I during emergency situations;

To coordinate with outside emergency organization and services in thee.

implementation of the plan;

f To rescue people trapped by the emergency;

To arrange medical treatment for casualties;

g.

h. To make arrangements to limit the consequences of external incidents which

could have significant influence on the site; and

1.

To ensure continuity of business activities, thus, preventing and limiting

consequential losses.

During the first 30 days of commercial operation ofNAIA IPT 3, PIATCO will

undertake the following.

96

H.

1 1. Undertake a Safety and Risk Review of NAJA International Passenger

T enninal Phase 3 Operation

A

Safety and Risk Review Committee (SRRC) will be created to review the IPT

I safety facilities. The SRRC may include the following: (a) Air Transportation

I Office; (b) Department of Transportation and Communication! Manila

I International Airport Authority; ( c) Philippine Air Force; (d) Department of

Environment and Natural Resources; and (e) Department of Interior and Local

GovernmentJ Pasay City Government.

ISpecifically, the SRRC will examine in detail those items that affect the safe

operation of NAJA IPT 3. Among the items that will be reviewed are the

following: (1) Terminal management and administration; (2) employee training;

(3) job analysis and standard operating procedures; (4) organizational rules and

regulations; (5) hiring and placement; (6) monitoring and evaluating systems;

(8) purchasing and engIneenng controls;(7) management infonnation;

(9) planned inspection; (10) accident! incident investigation and analysis;

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(11) personal protective equipment devices; (12) personal communications;

(13) off-the-job safety; (14) planned job observation; and (15) health control and

I servIces.

I In addition, the SRRC will also study the following: (I) plans, programs,

resources and organizational structures of the Manila International Airport

Authority and Metro Manila Disaster Coordinating Council, especially for risk

which may directly and indirectly affect nearby communities; (2) the MIAA and

city~s existing prevention and response capabilities; (3) the MIAA and city~s

response procedures, simulations and drills; (4) participating government and

non-government agencies, responsibilities and area involvement (e.g., emergency

response, evacuatio~ emergency shelter, medicaV health care, food distributio~

control access to accident site, media liaison, locating and manning the command

center and/or emergency center); name, position, contact numbers of contact

persons~ special expertise and resources available in Metro Manila for specific

specialized emergencies; (5) kinds of equipment, materials and resources

98

available at the Metro Manila Disaster Coordinating Council; how these are made

available to trained users at emergency sites; and (6) emergency transportation

I routes.

I H. 1. 2. Evaluate the potential risks and hazards, whic~ may result in emergency

situations affecting nearby communities and residents

Under this activity. the SRRC will undertake the following:

I a. Identify and compile a list of potential airport terminal-related hazards which

Imay result in emergency situations in and around the project site;

b. Define the magnitude of the risk and the potential severity of the impact

(i.e., size of potential impact zone, number of people at risk, type of risk,

long-tenD impacts, and impacts on sensitive environmental areas);

c. Estimate probability of occurance (i.e.. probability of individual and

simultaneous complications from environmentalevents, unIque

considerations such as plant site, terrain, etc.)~ and

d. Prepare a list of scenarios that could reasonably be expected to occur.

QQ

Program

Response Program (EPRP) will be formulated. The EPRP will at least consist of

the following components:

H.

J.3. Emergency Organization of the NAJA International Passenger Tenninal3

This component will identify the person(s) in charge (e.g. in-charge of control

rooms), their functions and responsibilities, and communication modes (i.e.,

telephone numbers, fax numbers, pager numbers, cellular phone numbers, radio

"handlers", etc.).

H. 1.3.2. NAIA IPT 3 Risk Evaluation

This component will identify among others the following: flight frequencies;

quantity, properties and location of hazardous materials; potential hazardous work

areas; location of isolation valves; special fire fighting procedures; and special

handling requirements.

100

H.

1. 3. 3. Community Area Risk Evaluation

This component will identify among others the following: surrounding residence

Iand population centers; contacts (i.e., names and addresses, telephone numbers,

Icellular phone numbers, etc.); procedures for notification of hazardous releases,

airplane accident~ vehicular accidents, etc.

IR 1.3.4. Management Infonnation SystemI

This component will design among others the following: on-site alarm systems;

communication equipment (e.g. paging system, wireless system, annunciation

system); monitoring equipment (e.g. video monitors); central control rooms;

contacts; designated media contacts; procedures for notifying families of injured

passengers and employees; central reporting office; emergency organization; local

officials and reponse offices; MIAA/PIA TCO management; and nearby residents.

H. 1.3.5. Emergency Equipment and Facilities

This component will prepare among others the following: fire fighting equipment;

I emergency medical supplies; wind direction! speed indicators; protective

I101

I

clothing; gas detectors; self-contained breathing apparatus~containment

capabilities; and other on-site equipment.

H. 1. 3. 6: Emergency Training and Drills

This component will identify among others the following knowledge of flight

plan. number and type of aircraft on apron; knowledge of hazardous substances;

procedures for reporting emergencies; knowledge of alarm systems; use of

protective equipment and devices; location of fire fighting equipment; evacuation

procedures; in site first aids techniques; and frequent, documented simulated

emergencIes.

H 1. 3. 7. Regular Testing or Emergency Organization and Procedures

This component will prepare among others the following: simulated emergencies;

documented, frequent alarm system~ frequent tests of fire fighting equipment~

I evacuation practices; and on-going emergency preparedness committee.

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102

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H. 1.3.8. Plan Updates

This component will prepare among others the followings: quarterly, semi-annual

and annual updates as necessary; and results of drills and tests.

H.

1. 3. 9. Emergency Response Procedures

I

I This component will prepare among others the proper response formulae to the

I following: breakdown;communication evacuation; medical management;

typhoon, explosion, leakages and spills. fire tsunami. and earthquake; utility

failure; individual unit emergency; and bomb threats.

H.

.3. 10. Detailed Operations Manuals for Managing Emergencies

Manuals will be developed for each procedure, proces unit and utility system of

the IPT 3. This component will also discuss the following: airport emergency

response and action to be taken for each incident.

I H. 1.3. II. Organization for Managing Emergencies

I This component will define the organization, which will be activated in a

I emergency situation.

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I

H

The PIA TCO Emergency Preparedness and Response Program will be submitted

Ito the Metro Manila Disaster Cordinating Council. The submission and

presentation is intended to: (a) integrate the PIATCO EPRP into the Metro Manila

Disaster Preparedness Plan; and (b) develop a unified and coordinated approach

to emergency response arising fron airport terminal-related activities.

H 1.5. Establish ProceduresforPeriodic Testing, Review and Updating

Under this activity, the following will be undertaken:

H. 1. 5. 1. Creation of a committee to prepare test drills scenarios.

R 1 5. 2. Preparation of written scenarios, which identify objectives of drills,

components of this plan to be tested, expected emergency responders-participants,

sequence of event simulated hazard level.

H. 1. 5. 3. Designation of a group of non-participating observers to evaluate the test

drills using prepared evaluation checklists.

H. I. 5.4. Holding of critique sessions to present the results of the evaluation.

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H. I. 5. 6. Correction of deficiencies and revision of existing EPRP.

H. 1. 6. Infonn, Educate, Organize and Train Concerned Communities and Groups

About the PIA TCO EPRP

IAfter the acceptance of the PIA TCO EPRP by the Metro Manila Disaster

Coordinating Council, the barangays and groups (e.g., emergency responder)

.

which are expected to be directly or indirectly affected by airport tenninal-related

hazards will be infonned, educated and trained. Under this activity, the following

will be undertaken:

H 1. 6. .Preparation of standard emergency response brochure (for internal and

external purposes) for distribution to pertinent target audiences (e.g., all residents

within potentially affected area).

H 1. 6. 2. Preparation of a standard media kit which identifies the local government unit

concerned and airport terminal information contacts; provides background on the

.

airport tenninal and its EPRP; and explains where to get infonnation during

emergency situations.

105

I

1 PUBLIC INVOLVEMENT

I. 1. Summary of Scoping

In the conduct of ascertaining public reaction to the proposed NAIA IPT 3 project

a social perception survey was conducted by a group of Social Scientists from the

University of the Philippines. The said social perception sUlVey was undertaken

Iamong the residents of Barangay 183 where the site of the proposed NAJA IPT 3

project is located.

A random sample survey from among the residents of Barangay 183 was

undertaken with the primary objectives of ascertaining awareness of the proposed

project among the residents of Barangay 183; of eliciting from the interviewees

their acceptance or non-acceptance of the proposed NAJA IPT 3 project; and of

identifying what in their own judgement are the positive and negative effects of

the proposed NAIA IPT 3 project. Please see ANNEX 16 for the sample

questionnaire.

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I

Additionally a public consultation was held on 16 April 1998, at the Barangay

Hall of Barangay 183, inorder to validate the results of the social perception

survey, and to provide a public forum where other relevant issues may be properly

Ibrought up and discussed Please see ANNEX 17 for the Attendance Sheet of the

Ipublic consultation.

It must be stated that an earlier public hearing had already been conducted by theI

then Acting Mayor of Pasay City, the Honorable Wenceslao Trinidad prior to his

issuance of a Certification to the effect that the residents directly affected by the

proposed NAJA IPT 3 project interpose no objections whatsoever to the NAJA

IPT 3 project.

Lastly, data and informaton regarding the existing environmental and social

conditions of Barangay 183 (especially Airmen's Village) were researched and

gathered.

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I

I. 2. Overview of Barangay 183

I. 2. 1. Description of the Area

The Airmen's Village otherwise known to be Barangay 183 is located within

Villamor Airbase. It can be reached by bus, jeepney or tricycle.

The entrance to the area is a gate with enlisted Philippine Airforce personnel

.

I serving as the guard on duty. Outside the main gate of the Villamor Airbase is the

tricycle tenninal. A jeepney tenninal is located within the vicinity of the area.

I The City of Pasay classifies the area of Barangay 183 to be in the Civil

Aeronautics Administration (CAA) Complex. This complex which also includes

I the NAJA and the Villamor Airbase is devoted to utilities. Of the total land area

I of the CAA of 9.5 sq. kIn., approximately fifty three (53) hectares constitute the

I Airmen's Village or Barangay 183.

I The barangay has a community center, and located within in it are the covered

multi-purpose court" the play ground, the barangay day care center, the barangay

haIl, and the office for the veterans organization. Inside the barangay area also are

I108

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south High School, and the Philippine School of Civil Aviation formerly called

the Philippine College of Aeronautics.

1 2. 2. Population Size and Growth

As of 1995, the total population of Barangay 183 is 45,733 (but with a household

I population of only 45,513). The number of households is estimated at 9,502. The

average houshold size for Pasay is 7, an estimate which also holds for the

barangay. This average household size is lower than the regional average.

I Population change in Barangay 183 is attributed to migration. Most of these

migrants are military men who are assigned in the area and are provided housing

I through the National Housing Authority.

I. 2. 3. Land Tenure Status

I Most of the residents of Barangay 183 have land titles. Most of them being

I military men had been assigned to Villamor Airbase~ some as far back as 1940.

I During their stay. they had petitioned to build houses on vacant lots. Under the

I109

1995 Memorandum of Agreement, the power to collect dues from the land

owners was vested on the National Housing Authority.

Though most of the houses are privately-owned, some thirty (30) government

apartments still exist. These six-door cement structures are still in use by the

Philippine Airforce personnel

I. 2.4. Fire StationI

A fire sub station is located in front of the Barangay Hall. .It has one fire truck in

I operation. No big fires have ever occured in the area.

I. 2. 5. Employment

I Most of the residents of the barangay are military personnel from the Philippine

I Airforce and their families. The P AF personnel either are assigned within the

I Villamor Airbase or other Air Force installation in Clark, Wallace or Sangley.

I I. 2. 6. Education

I Within Barangay 183 there are three (3) educational institutions. On the

I elementary level there is the Villamor Airbase Elementary School; on the high

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I

school level, the Pasay City South High School; and on the college level, the

Philippine College of Aeronautics.

I. 2. 7. OrganizaJions

There are organizations in Barangay 183 involved in various socio-civic and

religious programs. Among these are the Veterans Federation of the Philippines-

I Villarnor Chapter, the Philippine Air Force Cooperative and the Knights of

Columbus.

1. 2. 8. Sports and Recreation

I Youth and residents in the area do some recreational activities within the

I barangay such as holding basketball and volleyball tournaments in the barangay

multi-purpose covered court. There is also the Villamor Golf Course which is

I open to all amlY and airforce personnel.

[.

2. 9. Religion

I Barangay 183 is a predominantly Catholic community.

I. 2. 10. Environmental Sanitation Services

The total garbage generated by the City of Pasay in 1997 is 1,348 cubic meters.

As for Barangay 183, infonnation on the total waste generated is not available. In

an interview with a barangay official solid waste generated by the community is

collected twice daily. Agencies tasked to do collection for the residential area

within Barangay 183 are the Metro Manila Development Authority (MMDA),

while for the military housing enlisted personnel and their dependent from the

Philippine Airforce.

I. 2. 11. Basic ServicesIWater supply in the area is provided mainly by the MWSS. Although only eighty-

I eight per cent (88 %) of the entire City ofPasay receive water from the MWSS,

nevertheless Barangay 183 is considered as a district with enough water supply.

I The sewerage system for Barangay 183 is connected to the city's drainage system.

I The City ofPasay has no separate sewer line as of 1997.

I112

Electricity for Barangay 183 is provided by the Manila Electric Company

(MERALCO ).

I. 2. 12. Health

Data on health statistics are not available per barangay. Statistics on health areI

summarized for the entire Pasay City district. Since Barangay 183 is part of Pasay

City, inferences can be made from the data set with regards to the health

conditions of the residents of Barangay 183.

Health infonnation has been gathered from the Office of Planning, City of Pasay

and the Office of City Health Officer, Pasay City.

TEN Leading Causes of Morbidity in Pasay City

Disease Number of Cases

8,2103)092,2911,7751,109718427396307206

1. Respiratory2. Dennatologic Conditions3. EENT4. Gastroenteritis5. Genito Urinary Tract Infection6. Nutritional Deficiencies7. Muskulo-Skeletal8. Acute Viral lllness9. Other Infectious Diseases10. Cardiovascular Diseases

Source: Annual Report 1997: Office of the City Health Officer, Pasay City

113

Respiratory diseases rank as the highest cause of morbidity in the area. This is

followed by dermatologic diseases, EENT, Gastroenteritis, and Genito Urinary

Tract Infection. The latter two diseases, namely, gastroenteritis and genito-urinary

tract infectio~ may be caused by poor sanitation and lack of water in the area.

1. 2. 13. Health Services

Barangay 183, located within the Villamor Airbase is near the Philippine Air

Force General Hospital which provides the necessary medical services needed by

the residents. A health center is also located within Barangay 183, which provides

primary health care to the residents of the area. The health center also provides

medical care for enlisted personnel of the Philippine Air Force and their

dependents.

I. 3. Perception Survey

A perception survey was prepared for Barangay 183. A random sample size of 30

interviewees was used During the time of the survey an atmosphere of opposition

was observed. This was publicly aired by some of the homeowners during the

114

barangay consultation which took place on Thursday, April 16, 1998. The

homeowners were not against the proposed NAJA IPT 3 project per se. However,

they did voice out deep concerns about relocation of their church, community

Icenter and schools.

IBased on the public consultation attended by officers and members of the

homeowners (Please see ANNEX 15), the following are their perceived negative

impacts:

I. 3.1. Perceived Negative Impacts

1 3. 1. 1. Re-routing of Andrew Avenue

The re-routing of a primary road will mean dislocation of the school, churc~

houses, and the mini market in the area.

I. 3. 1. 2. Conversion of the present site of schools, church, and community center into

commercial area

The designation of the 6.6 hectares where the schools, church, and the community

center are presently located, part and parcel of the BCDA proposed commrcial

115

complex fronting the proposed NAIA IPT 3 would cause disruption in their

community.

I. 3. 1.3. Exposing Barangay 183 to potential air transport accidents

The setting up of NAJA IPT 3 near a residential area would expose the residents

Ito air transport and related accidents and other mishaps.

The sentiments from the barangay homeowners about the project necessitates a

public hearing. A relocation plan has to be submitted with a site that is deemed

reasonable and acceptable by the affected residents. It must be noted however,

that an interview with the BCDA Chai~ Victorio Basco on 17 April 1998. the

consultation" produced the following revealingday after the public

pronouncements:

The Airmen's Village residential area will not be touched. Indeed thea.

present occupants have been given the option to purchase their lots at

concessionary prices ofP500/ sq. m.

.

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b. It is necessry to relocate the existing community center, schools, and

church from their present site to a relocation area farther away from

the proposed NAIAIPT 3 project precisely to avoid their exposure to

any air transport related accidents.

c. The Department of Education and Culture and Sciences (DECS) has

agreed to the transfer of the schools to the proposed relocation site.

For this purpose, DECS and BCDA had already executed a

Memorandum of Agreement (please see ANNEX 18).

d. The Philippine Air Force Command has agreed to the relocation of the

ainnen's families presently occupying the apartment buildings which

will be demolished to pave the way for the development and

construction of the new community center, school buildings, and

barangay hall at the full expense of BCDA, in the vacated area. The

I new relocation site for the displaced families of the Airmen will have

I

I117

high rise condominiums which rise will be offered for amortized sale

to the said families at very concessional rates (Please see ANNEX 19).

e. The Catholic Church hierarchy as likewise agreed to the transfer of the

IChurch to the proposed relocation area.

If. There is already a concrete relocation plan (please see ANNEX 20),

which has already been presented to the affected residents of Barangay

I183.

Ig. The NGO group most vocal against the relocation of the existingI

schools, church, and Barangay facilities is the Villamor AirbaseIVillage Homeowners Association, Inc. (A VHA1). Its principal officersI

I have privately approached BCDA, offering to end their opposition to

the proposed relocation, Qrovided that BCDA sells to them the 6.6

I hectares present site of the churc~ schools, community center, at the

I old price ofP5001 sq. m.

118

I. 4. Environment without the Project

I. 4. 1. Structures

The Permanent structures subject of the controversy such as th~ elementary

school, the church, community center, and houses will remain at their present

site. Also the gate of Villamor Airbase which is considered a historical site andIwhich regulates vehicle flow inside the barangay will be untouched

.

I. 4. 2. Land Use

I The location will remain a residential area.

I I. 4. 3. Air Quality and Noise

Even without the project air pollution will rise in the area due to vehicular

emIssIons.

Noise pollution will also continue to rise because of the already heavy traffic flow

in the area.

19

1 5. Environment with the Project

[0 50 1. Structures

With the setting up of NAJA IPT 3, and the commercial prospects which will

nonnally hide on it, and the utilities that accompany it, the school, the church,

.

I and houses located at the third street of the barangay hall, barangay health center,

barangay day care center, play ground, and fire station will have to be relocated.

According to BCD~ however, there is now a concrete relocation plan.

.

I Also under the new zoning measures by the BCD~ this area will be designated as

commercial support for the project. New buildings, restaurants, shops, and other

commercial establishments will rise from this location.

A re-routing of the road will also be done. In this event, the gate of the Villamor

Airbase (which is not a protected or guarded historical movement) will be

demolished

I

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I120

I

I. 5. 2. Land Use

The area fronting the proposed NAIA IPT 3 will be utilized as a commercial area.

Zone 20 which includes Barangay 183 has been identified as a very good site for

urban development. The commercial establishments which will be built on the

Isaid area fronting the proposed NAJA IPT 3 will cater to passengers of both

Idomestic and international flights.

1. 5. 3. Air Quality and Noise

With the project, it is expected that heavier vehicle flow will occur. In this event,

air pollution will rise from emissions from vehicles plying the new route. Since

the gate of the Villamor Airbase which serves as vehicle regulation in the area

will be demolished, freer vehicular traffic into the area will commence.

Noise pollution is also expected to rise both from the land transport vehicles and

from the air transport vehicles which will be nearer the vicinity of the barangay.

II

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I

J. COST -BENEFIT ANALYSIS

In conducting the cost-benefit analysis of the proposed NAJA IPT 3, the Financial

Study prepared by DMG Financial Consultants was used. The formula for

calculating the Internal Rate of Return (lRR) and Net Present Value (NPV) were

taken from the software Microsoft EXCEL. {Please see ANNEX 21 for the

EXCEL Formula for calculating IRR and Present Value).

Thus for the cost item the estimated total project cost of U.S. $ 504 million was

used. The total project cost included the total cost of relocation of P AF facilitiesI

the schools. church. and community center estimated at U.S. $ 7 million. the cost

of Fire Prevention Plan, the cost of sewerage and drainage systems estimated at

u.s. $ 2 millio~ and such other costs as provision of a carpark building

(U.s. $ 21 million); and road access improvements. In terms of the benefit, the

.

I stream of cashflow after debt servicing but before tax payments (because tax

-payments are considered as one of the benefits) was used. Applying the IRR and

NPV fonnulae, the following results were obtained:

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I

I(In thousand U.S. Dollars)

12

-504,00094,836

101 ,254

101,746111,039

96,567101,057114,945114,816118,256119,826124,199123,979127,968128,017132,054126,284130,424130,408134,670134,798139,392139,568144,067144,138154,768

21%

2001200220032004200520062007200820092010201120122013201420152016201720182019202020212022202320242025IRR

48,38353,61754,06758,38351,72153,65460,64660,90162,70462,61664,77964,66866,64266,67168,67465,80367,86267,87070,00270,09472,39072,51074,76274,83677,176

46,45347,63747,67952,65644,84647,40354,29953,91555,55257,21059,42059,31161,32661,34663,38060,48162,56262,53864,66864,70467,00267,05869,30569,30277,592

I

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I

(In thousand U.S. Dollars)

12

2001200220032004200520062007200820092010201120122013201420152016201720182019202020212022202320242025NPV

48,38353,61754,06758,38351,72153,65460,64660,90162,70462,61664,77964,66866,64266,67168,67465,80367,86267,87070,00270,09472,39072,51074,76274,83677,176

46,45347,63747,67952,65644,84647,40354,29953,91555,55257,21059,42059,31161,32661,34663,38060,48162,56262,53864,66864,70467,00267,05869,30569,30277,592

94,836101,254101,746111,03996,567

101,057114,945114,816118,256119,826124,199123,979127,968128,017132,054126,284130,424130,408134,670134,798139,392139,568144,067144,138154,768

$506,698.08

I

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I

Further, the cost-benefit analysis must compare the negative impacts with the

socio-economic benefits to be derived from the proposed NAJA IPT 3 project.

The direct negative sociological impacts of the NAIA IPT 3 will relate primarily

to the Airmen's Village. There will be a significant displacement of or change in

neighborhood composition particularly on the 3ro~ Manlunas, and Andrew Streets.IThe residents will also lose facilities such as:I

I. The Villamor Air Base Elementary School;I

I 2. The Pasay City South High School;

I 3. The Philippine State College of Aeronautics;

I 4. The barangay facilities; e.g. the barangay hall, Menzi Park, Village

I Health Center, and gymnasium;

I 5. Portion of the Concessionaire's area;

I 6. The St. Therese of the Child Jesus; and

7. PAF facilities

I

I125

I

IThey will also be temporarily subjected to those nuisances normally created by

major construction, including increased noise levels, dust, heavier traffic on

Andrew Avenue and other similar effects. On a permanent basis, the traffic and

noise from terminal activities will cause some disturbances, which will be

directly proportional to the incoming and outgoing type of aircraft.

IFrom the negative economic standpoint, there will be some direct costs related to

the relocation site of the affected resident and facilities. However, the project

otTers several beneficial impacts on both a temporary and permanent basis.IConstruction will require approximately 500 laborers of varying trade and skillIlevels. A foreign exchange inflow of 350 million US Dollars will improve the

foreign exchange reserves of the country. A large percentage (70 %) of the labor

would require no specific skill or training. and thus would provide work for those

in our society, who are finding it most difficult to secure a job. This could have

some impact on welfare and unemployment compensation.

126

Estimates project that the facility will spend about 30 million US Dollars per year

on direct purchases. This money should also boost the production and sales of

many local industries such as food, steel, wood, furnishings, other construction

materials.

The result of the money put into circulation by the implementation of the project

will be its continuous circulation among the recipients. Beyond that, at least 40

.

Million US Dollars revenue from tourism related activities would also be

I realized. This is called the multiplier effect. Without an extensive study, a factor

of 2(x) would be a conservative figure. Based on the 30 Million USD spent each

year, the total direct and indirect contributions of the facility to the Philippine

economy will total 12 million USD per annum.

The terminal will generate revenues for Pasay City. These funds will not only

compensate for construction costs, but will act as long-term source of revenues.

The NAIA IPT 3 will accommodate an average of 6,000 arriving and departing

international passengers per day. Beyond the more obvious benefits lies another

127

Not proceeding with the IPT 3 would considerably pacify a minority segment of

opposing Ainnen's Village Homeowner's Association advocating the retention of

schools. church, and community center at their present site. However. this will

result in congestion of passengers and eventual loss of revenues to the national

Iand local governments.

IIIIII

129

K. CONCLUSION

K. 1. Over-all Net Gains

The over-all net gains which justify the implementation of the proposed NAJA

IPT 3 project are as follows:I

A At long last an international passenger terminal adequate to handle 13

million passengers annually, and architecturally at par if not better than

I the existing international airports around the world, will be realized as

I truly the primary gateway to the Philippines.

B. Employment opportunities will be created as follows:

a. During Construction

Direct Labor 500 persons1

2. Indirect Labor 1,000 persons

b. During Operation

2,500 persons1 Direct Labor

10,000 persons2. Indirect Labor

130

The Philippine Government is guaranteed to earn a total ofc.

Twelve Billion Five Hundred Million Pesos (p

12,500,000,000.00) from the operation of the proposed NAJA

IIPT 3 project.I

d Incremental foreign exchange will start with the initial inflow

of the u.s. $ 350 million loan. During commercial operation of

the project additional foreign exchange inflows will come from

.

I approximately six million five hundred thousand (6,500,000)

arriving passengers who would spend U.S. $ 600.5 million at

an average expenditure of U.S. $ 100.00 per aIriving

passenger.

e. Increased Income Tax Earnings by the Philippine Government

from both the project itself and from the many addtional

employment that will have been created The proposed project

ofitself is projected annual taxto pay an Income

131

I

approximately P 50 million, while income tax to be paid by the

roughly 14,000 employment opportunities created would total

around P 10 million annually.

f.I

The calculated IRR of the proposed NAJA IPT 3 project is

twenty-one per cent (21 %).IK. 2. Adverse Effects

The following adverse effects will be minimized or off-set

How Minimized or Off-setAdverse Effect

a. During Construction

1) Relocation of disrupted residents 1) BCDA has already completed plans for

the relocation of 192 families to a

newly built high rise condominium far

better than the old apartment buildings

they presently occupy

2) Silt runoff from unprotected cut- 2) There is a drainage and flood control

and-fill areas plan

I3) Hazard to workers' safety 3) There will be strict adherence to

I wearing of gloves, boots, helmet and

other safety devices while at work.

There will be signs posted at

conspicuous areas alerting personnel

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Elementary School, Pasay City South High School, and St. Therese of the Child

Jesus Church.

Finally, the residents of the Airmen's Village will be subjected to both temporary

I and pemlanent increases in noise levels, which however in temls of level and

I time occurence andfd distribution will not result in major impact.

The construction of the proposed project will assure optimum use of a section of

I unused land owned by BCDA, Although it will result in a few limited temporary

I environmental adverse effects, the life expectancy of the terminal's productivity

will prove profitable to society on both a regional and local basis.

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