LIANGA - Coastal FS PDF

DPWH-CARAGA REGION Feasibility Study Report
Proposed Construction of Lianga Coastal By-pass Road

Lianga, Surigao del Sur
1.0 INTRODUCTION
The proposed Lianga Coastal Bypass Road is a 2.80 kilometers proposed national road located
in the municipality of Lianga, Surigao del Sur. It bypasses the municipal center of Lianga following
a costal alignment along the Lianga Bay. The municipality of Lianga is strategically located along
the Surigao – Davao Coastal Road (SDCR) between the section of Bislg and Tandag with an
advantageous access to Butuan City, the regional center of Region 13, via the Prosperidad –
Lianga Road, a strategic road of the country’s arterial road network connecting the Surigao –
Davao Coastal Road and the Pan – Philippine Highway (PPH).
The proposed project is envisaged to provide an alternate route with a coastal view to motorists
travelling along the SDCR. Although the proposed coastal bypass road is longer than the existing
route by 0.94 kilometers, the proposed project will provide a faster travel time than passing
through the built-up area of the municipality. Lianga municipality is growing in terms of
urbanization and economic activities. The poblacion is characterized by the grid-type of
development hosting general settlement and all activities related to political, cultural, religious,
educational and commercial, all concentrated in the municipal center.
The proposed project will, likewise, serve as a protection wall along the coastline that will provide
safety shield during coastal disasters such as storm surges and tsunamis. These natural
disasters are serious and growing concern for development as it was observed for the past
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decades that the impacts and magnitude of these occurrences are increasingly alarming and
posing grave threats to the lives and properties of people along coastal municipalities. This
concern on the effects of global warming or climate change poses serious challenges on how to
effectively manage and minimize serious impacts during such unwanted events.
Aside from mitigation and/ or adaptation on the effects of climate change, the main course of
action to embark on should be on the formulation of strategic measures or the introduction of
relevant infrastructure projects designed with the guiding objective of, not only to mitigate the
effects of hydrological hazards but also offer an opportunity to enhance productivity and
employment through tourism development.
Lianga is located in a coastal area with the natural postcard beauty of seascapes against its lush
green mountains, but it is also highly susceptible for hydrological hazards. Hence, the
construction of a coastal bypass road designed as a sea wall and a promenade would be an
assured protection to the community as well as an added feature that may attract domestic and
foreign visitors that may spark the much needed catalyst to propel economic development in the
locality.
This Report presents the economic feasibility assessment of the proposed construction of the
Lianga Coastal Bypass Road Project which also includes the environmental component that aims
to ensure the environmental sustainability of the project. The environmental module includes
impact identification, environmental compliance, carbon footprint estimation, pollution control
standards and guidelines, and Environmental Management Plan (EMP) Framework.
2.0 THE PROJECT AREA
REGIONAL PROFILE: REGION XIII
Region XIII or CARAGA Administrative Region is the newest region created under R.A. No.
7901 on February 23, 1995. CARAGA comprised five (5) provinces, six (6) cities, sixty seven
(67) municipalities, and one thousand three hundred eight (1,308) barangays.
PROVINCES CITIES
1. Agusan del Norte 1. Butuan (Regional Center)

2. Agusan del Sur 2. Cabadbaran
3. Dinagat Island 3. Bayugan
4. Surigao del Norte 4. Surigao
5. Surigao del Sur 5. Tandag
6. Bislig
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CARAGA has a combined total land area of 18,847 square kilometers. It is bounded on the
North by Butuan Bay and Surigao Strait, the Philippine Sea on the east, Davao Provinces and
Compostela Valley on the South and Misamis Oriental and Bukidnon on the west.
In 2000, its population was 2,076,000 with an increase of 6.42% from its 1990 population of
1,942,687. In 1990, there were 947,199 males (51%) and 912,982 females (49%).
PROVINCIAL PROFILE: SURIGAO DEL SUR
Surigao del Sur belongs to CARAGA Region with Tandag City as its provincial capital. The
province is located along the northeastern coast of Mindanao facing the Philippine Sea. It is
bounded on the northwest by the province of Surigao del Norte, on the southeast by Davao
Oriental, on the west and southwest by Agusan del Norte and Agusan del Sur, respectively.
The province has a total land area of around 4,932.70 square kilometers which is 28% of the
total land area of the region. The biggest municipality in Surigao del Sur is San Miguel with 558
square kilometers while the smallest municipality is Bayabas having 117.84 square kilometers.
The province is comprised of thirteen (13) municipalities and it has a total population of about
592,250 in 2015 with a population density of 120 persons per square kilometer. Although Tandag
City is the business center of the province, Bislig City is considered as the most populated among
the cities and municipalities of Surigao del Sur registering at 94,535 for the same year.
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Surigao del Sur is an agricultural based province with abundance of rice, banana and other
tropical fruits. Likewise, the prime source of living of the majority of the people is fishing wherein
the province is rich in marine and aquaculture. Mining is also one of the sources of income of
the province and it is endowed with metallic minerals such as chromite, silver, copper and gold.
Tourism is booming in the province where their main attraction is the Tinuy-an Falls which can
be found in Bislig and it is dubbed as the small Niagara Falls of the Philippines. Another nature
beauty is the “Hinatuan Enchanted River” in Brgy. Talisay, Hinatuan which is an underground
river and also renowned for having a deep-blue water. Surfing is getting more popular here in
Surigao del Sur because of great waves along its coast.
2.1 ROAD INFLUENCE AREA:
2.1.1 Municipality of Lianga
The municipality of Lianga is situated in the central part of the province of Surigao del Sur. It is
bounded on the north by the municipality of San Agustin, on the south by the municipality of
Barobo, on the west by the municipality of Prosperidad in Agusan del Sur and on the east by the
Pacific Ocean.
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Lianga is around 90 kilometers away from Tandag City, the provincial capital of Surigao del Sur,
237 kilometers from Davao City, 121 kilometers from Butuan City and only 16 kilometers away
from Prosperidad.
The total land area of Lianga is 25,330 hectares comprising 13 barangays. The largest
Barangay in terms of land area is Brgy. San Isidro with an area of 3,964.70 hectares or 15.65%
of the land area of Lianga while the smallest area among the barangay is Poblacion with an
area of only 333 hectares or 1.31% of its land area. Table 2.1.1-1 shows the Classification of
Land of the municipality.
Table 2.1.1-1
Land Classification (In Hectares)
Barangay A&D Forestland Grand Total

Anibongan 202.70 1,708.30 1,911.00
Banahao 206.40 651.90 850.30
Ban-as 379.80 219.00 598.90
Baucawe 236.70 1,781.40 2,018.20
Diatagon 170.80 1,917.60 2,088.50
Ganayon 626.50 1,278.50 1,905.10
Liatimco 420.50 1,602.20 2,022.80
Manyayay 51.90 1,188.70 1,240.60
Payasan 353.80 990.70 1,344.60
Poblacion 312.00 20.90 333.00
San Isidro 0.00 3,964.70 3,964.70
San Pedro 121.30 3,292.00 3,413.30
St. Christine 259.90 3,371.20 3,631.10
Grand Total 3,342.30 21,987.10 25,330.00
Source: Socio-economic Profile: Lianga
Climate
Lianga has two (2) pronounced season; dry from July to October and wet for the rest of the year.
However, climatic condition of the Pacific Ocean sometimes effect the climate of the locality,
though Lianga is outside the typhoon belt with exposure placed at 7.0%.
Topography
The municipality of Lianga has a slope of 0.15 percent at sea level. The western heights are the
Diwata mountain ranges and the land flattens out ending as irregular u-shape along the coast.
About ¾ of the land are mountains and highlands and the remaining ¼ are sea level lands.
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Soil Characteristics
The soil textures is from light to heavy and fine to coarse, the characteristics of which are most
favorable to the growth of different kinds of tropical plants.There are two (2) dominant soil
classifications of the locality. The hydrosoil along the coast from Barangay Banahao to
Barangay Liatimco and Bolinao clay loams on most of the central part of the area and
mountain soil are the forested of the western part of the municipality.
Hydrology
Lianga is blessed with several springs and rivers which are strategically located in the barangay
and could be harnessed for water supply and irrigation where NIA has already constructed an
irrigation system at Barangay Payasan.
2.1.2 Population Characteristics
Lianga had a population of 27,006 in 2007 and recorded a total population of 28,905 in May
2010, indicating a 2.29% growth rate in the duration of three (3) years. In 2015, the municipality
of Lianga registered a total population of 29,493 persons based on the 2015 Census of
Population (POPCEN). This is higher by only 588 persons compared with the 2010 Census of
Population and Housing (CPH) count of 28,905 persons and with a growth rate of 0.40% only.
Table 2.1.2-1 present the actual population for 2007, 2010 and 2015.
Table 2.1.2-1 Actual Population and Population Growth Rates

(Based on the 2007, 2010 and 2015 Census)
ACTUAL TOTAL POPULATION Population Growth Rate

BARANGAY
2007 2010 2015 2007-2010 2010-2015
Anibongan 1,037 1,113 1,188 2.38 1.31
Banahao 2,061 2,022 2,298 (0.99) 2.59
Ban-as 1,370 1,377 1,618 0.17 3.27
Baucawe 1,034 1,182 1,280 4.56 1.60
Diatagon 6,509 7,022 6,198 2.56 (0.97)
Ganayon 738 935 1,921 8.20 15.49
Liatimco 1,636 1,810 2,265 3.43 4.58
Manyayay 1,949 2,063 1,991 1.91 (0.99)
Pasayan 1,686 1,980 2,265 5.50 2.72
Poblacion 4,454 4,567 4,574 0.83 0.03
Saint Christine 2,279 2,699 2,707 5.80 0.06
San Isidro 1,096 880 1,156 (0.93) 5.60
San Pedro 1,157 1,255 1,229 2.74 (0.99)
TOTAL 27,006 28,905 29,493 2.29 0.40
Source: Philippine Statistics Authority/National Statistics Office
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Population Density and Number of Household
The 2016 population the total population reached 29,896 with a population density of 15.54
persons per sq. km.. The most densely populated barangay is Poblacion but with .08 population
density while Brgy. San Isidro had 1,190 population but with highest population density of
around 3.38 persons per sq. km.
Meanwhile, the no. of household in the municipality of Lianga is about 6,470. Among the
barangays Diatagon got the most with 1,634 persons and the least one is Brgy. Ganayon with
233 persons only. Table 2.1.2-2 shows the No. of Household and its Population density by
barangay.
Table 2.1.2-2
No. of Household and Population Density
Pop. Density
Barangay 2016 Population No. of Household
(Per./sq.km.)
Anibongan 1,146 1.67 256
Banahao 2,167 .40 469
Ban-as 1,553 .39 328
Baucawe 1,266 1.59 258
Diatagon 7,161 .29 1,634
Ganayon 1,169 1.63 233
Liatimco 1,941 1.04 432
Manyayay 2,025 .61 408
Payasan 2.050 .66 459
Poblacion 4,314 .08 867
San Isidro 1,190 3.33 235
San Pedro 1,437 2.38 327
St. Christine 2,477 1.47 564
TOTAL 29,896 15.54 6,470
Source: Socio-Economic Profile-LGU Lianga
2.1.3 Family Income and Poverty Situation
Lianga belongs to the 4th income class municipality with a total revenue of Php 89,148,747.79 in
2016. This Study estimated that Lianga had a total family income of Php 750,936,000.00 in 2015
based on the Family Income and Expenditures Survey for that particular year.
The municipality of Lianga has a poverty incidence of 34% with 13% had been recorded to have
experienced food shortage. These households are commonly found in the hinterland sitios of
Barangay Diatagon, Banahao, Payasan, Liatimco and Manyayay.
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Table 2.1.3-1
Poverty Incidence by Barangay
Experienced Food
Barangay Below Poverty
Shortage
Anibongan 45 8
Banahao 336 31
Ban-as 46 12
Baucawe 68 109
Diatagon 409 12
Ganayon 82 24
Liatimco 234 1
Manyayay 225 81
Payasan 365 0
Poblacion 54 156
San Isidro 96 10
San Pedro 93 188
St. Christine 127 220
Total 2,180 852
2.1.4 Economic Structure of Lianga
Agriculture
Lianga is predominantly an agricultural community and it is their prime source of income with a
total of 237 hectares of rice fields. Other major crops include banana planted in 327
hectares and coconut planted in 4,036 hectares while the other 88 hectares are planted with
variety of root crops. The annual average rice production is 1,634.8 metric tons, banana at 2,616
metric tons, copra at 3,649.19 metric tons and root crops at 2,112 metric tons.
Table 2.1.4-1 shows the Area, Volume of Production of Agricultural Products in Lianga.
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Table 2.1.4-1
Area, Volume of Production
Agricultural Products
Area Planted Production in No. of

Type of Crops
(in Has.) kgs/yr Farmers
Rice 237.0 1,634,800 226
Coconut 4,036.0 3,649,190 2,291
Banana 327.0 2,616,000 654
Cassava 74.5 1,788,000 180
Vegetables 15.0 135,000 150
Others ( Rootcrops ) 88.0 2,112,000 240
TOTAL 4, 936.5
In terms of Livestock and Poultry, Lianga produced about 7,097 heads of Chicken and
1,898 Livestock comprised of Swine, Carabao and Goat. Livestock and poultry are only raised
on a backyard scale for household consumption.
For fishery resources, Lianga has a rich fishing ground along Lianga Bay. Commercial fishing
has recorded an annual catch of 646 metric tons with various species like tuna, skipjack, blue
marlin, and black marlin. Lianga has four (4) fishponds operating for bangus, tilapia and siganid.
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Tourism
Well-known tourist attractions in the municipality are the Lianga’s Marine Protected Area as
shown above where it covers around 132.06 hectares and is home to 42 species of reef fishes,
36 species of corals , 14 species of mangroves and 8 species of seagrasses. Tourist can also
choose different destinations from beach, falls, cave to mountain trekking. For beach loevrs and
those who want to enjoy sunset, choices are Tagago Bech in Brgy. Poblacion, Kansilad beach
in Brgy. Ganayon; Lawis beach in Brgy. Banahao; Baugo Seaside Resort in Baucawe; Coastway
beach in Brgy. St. Christine and the recently opened beach and entertainment resort which is
the Big Times Beach Resort in Brgy. Poblacion and Gran Ola Surf Camp in Brgy. Banahao.
Mountain Trekking can be found in Davisol in Brgy. Manyayay.
For a calm and scenic beauty, the choices are the Little Nest or Little Tagaytay in Brgy. San
Pedro, Ancestral Houses and Baywalk in Brgy. Poblacion and Mahogany Road in Brgy.
Diatagon. Falls and caves can also be found in the locality; Bao-bao Falls in Brgy. Diatagon,
Busay Falls in Brgy. Payasan; Pocto Cave in Brgy. Manyayay, Pamutuanan Cave in Brgy.
Liatimco
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2.2 TRANSPORT SYSTEM
2.2.1 Road and Bridge Networks
Generally, the Lianga National Highway was fully concreted through the 10-point agenda of the
then President Gloria Macapagal Arroyo. However, considering the Municipal territory, most of
the barangay road network is dirt/earth while other are partially graveled is around 36.5 Kms.
and in poor condition and it was followed by graveled registered at 47.99 Kms. with a condition
of from bad to fair and lastly concreted portion had 17.8 Kms. and these are all Farm-to-Market
Road (FMR) which some are accessible and some are not.
The municipality has five (5) major rivers along the National Highway traversing both ways to
include: Anibongan, Payasan, Ban-as, Andanan St. Christine and Diatagon which are the major
bridges of the locality. Some bridges internal to barangay are also vital for easy entry of goods
and services in and outside the area.
Most of the bridges inside the barangays are wooden and found critical that need early
replacement or total rehabilitation for safety of the people in the barangay.
2.2.2 Land Transport
A public transport terminal is located in the reclamation area within the Poblacion with a public
comfort room for commuters. Transportation inside the Poblacion is dominated by motorized
tricycle. External routes are served by single motorcycle, habal-habal with katig, public utility
buses, multi-cabs, UV Express and Public Utility Jeepneys.
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3.0 TRAFFIC
3.1 Existing Vehicular Traffic Flow
At present, there is only one (1) major route functioning as the main access road leading
from/to the Municipality of Lianga which is the Surigao-Davao Coastal Road (SDCR)
classified as national secondary road of the country’s arterial road network.
3.2 Homogeneous Road Section
For traffic analysis and evaluation purposes, the proposed Lianga Coastal Bypass Road
had been treated as one (1) homogeneous road section in this Study with an estimated
length of 2.82 km.
3.3 Traffic Surveys and Analysis
To conform to the study requirements, three (3) types of traffic surveys were adopted
within the project area consisting of the following:
1. Intersection Traffic Count (ITC) Survey;

2. Origin/Destination (OD) Survey; and the
3. Manual Traffic Classification Count (MC) Survey
The locations of these surveys are presented in the Table 3.3-1 and illustrated in Figure
3-1 below.
Table 3.3-1
Traffic Survey Location
Type of Survey Location

OD/MC-01 Poblacion, Lianga, SDS
OD/MC-02 Brgy. Banahao, Lianga, SDS
ITC-01 Near Bago Bahay ni Angela, Lianga, SDS
ITC-02 Near Bahay ni Angela, Lianga, SDS
ITC-03 Near King Chicken Joy, Lianga, SDS
ITC-04 Near Enterprise Bank, Lianga, SDS
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Figure 3-1
TRAFFIC LOCATION MAP
Traffic surveys were conducted for one (1) day at twelve (12) continuous daylight hours from
6:00AM to 6:00PM on March 05, 2018 as summarized in table below.
The primary purpose of this survey is to determine the actual traffic situation inside and outside
the project area. The results of the traffic surveys will be utilized for engineering design and in
the economic evaluation process.
During the surveys, vehicles were classified into thirteen (13) categories as follows;
i. motor-tricycle,
ii. motorcycle,
iii. passenger car,
iv. passenger utility,
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v. goods utility,
vi. mini bus/coasters (passenger or private),
vii. large bus (commuter, private, school or tourist),
viii. rigid truck 2 axles, (6-wheeler),
ix. rigid truck 3 axles (10-wheeler or more),
x. truck semi-trailer 3 and 4 axles,
xi. truck semitrailer 5 axles or more,
xii. truck 4 axles, and
xiii. truck trailer 5 axles or more.
The results of the raw traffic counts will be converted into Annual Average Daily Traffic (AADT)
by applying 24-hour expansion factor, daily factor and seasonal factors.
The following factors used to convert the raw traffic counts into AADT’s are shown in table below.
Table 3.3-2
Traffic Convertion Factors Semi-Trailer Truck
Semi-Trailer Truck
Motor-Tricycle
Trailer Truck
Trailer Truck
Rigid Truck
Rigid Truck
Passenger
Passenger
(3/4-axles)
(5+-axles)
(3-axles)
(4-axles)
(5-axles)
2-axles)
Goods
Utility
Utility
Large
Small
Bus
Bus
Car
24hr
Expansion 1.28 1.26 1.29 1.36 3.00 1.12 1.27 1.61 2.58 2.07 1.00 1.00
Factor
Daily
0.88 1.01 1.05 1.05 1.09 0.99 1.32 1.11 1.38 0.91 2.44 1.00
Factor
Seasonal
0.80 1.20 0.98 0.80 1.20 1.20 0.80 1.20 1.20 0.89 1.00 1.20
Factor
Aside from the information on the present traffic volume, it is necessary to determine the present
traffic flow pattern by way of actual field interviews on the origin-destination (OD) of vehicles trips
to determine the volume of traffic that is presently using the existing road and find out how many
of it would benefit in using the proposed project road. For this purpose, roadside interview on OD
trips were likewise undertaken simultaneously with manual traffic counts (MC).
In order to arrive at the desired information on the present travel pattern, the project area has
been divided into several traffic zones with the following parameters.
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1. Setting the boundary limits relative to the regional, provincial, municipal and barangay
cluster
2. Existing road network
3. Location of the proposed project road alignment
4. Location of the established OD survey stations
Attached figure below represent the zonal composition of the project area. The zone areas are
summarized below.
Table 3.3-3
Zone Description
Zone No. Description

1 Brgy. Poblacion, Municipality of Lianga
2 Brgy. Banahao, Municipality of Lianga
3 Brgy. Ganayon, Municipality of Lianga
4 Brgy. St.Christine, Municipality of Lianga
5 Brgy. Diatagon, Municipality of Lianga
6 Brgy. Manyayay, Municipality of Lianga
7 Brgy. Ban-as, Municipality of Lianga
8 Brgy. San Isidro, Municipality of Lianga
9 Brgy. San Pedro, Municipality of Lianga
10 Brgy. Payasan, Municipality of Lianga
11 Brgy. Baucawe, Municipality of Lianga
12 Brgy. Anibongan, Municipality of Lianga
13 Brgy. Liatimco, Municipality of Lianga
14 Southern Provinces/Cities/Municipalities of Lianga
15 Western Provinces/Cities/Municipalities of Lianga
16 Northern Provinces/Cities/Municipalities of Lianga
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Figue 3-2
ZONAL DIVISION MAP
With the traffic zones established, the field data will be processed to obtain the O/D matrices per
vehicle. And these are further expanded into AADT by applying factors derived from the OD/MC
stations.
3.3.1 Normal Traffic
Normal Traffic is defined as the existing vehicular flow along the existing road network and its
growth will occur even without or with road improvements. In such a situation, the transportation
demand will increase as a result of continuing growth of population and economic activities in
the zone of influence resulting in the so-called normal traffic growth.
The normal traffic is represented by the Annual Average Daily Traffic (AADT) based on the result
of the traffic counts to each survey station are shown in Table 3.3.1-1.
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Table 3.3.1-1
2018 Normal Traffic
Truck Trailer4-
Passenger Car
5 or more axle
Goods Utility
Truck Trailer
Semi-Trailer
Semi-Trailer
2-Axle Rigid
3-axle Rigid
Motorcycle
Passenger
3 or 4 axle
Mini Bus
Jeepney
Tricycle
Big Bus
AADT 1
5-axle
Truck
Truck
axle
Survey Type
OD/MC-01 882 2259 1082 465 471 46 29 247 158 29 14 - - 5682
OD/MC-02 393 1082 608 145 182 4 53 168 126 26 12 - - 2797

ITC-1
From/To 104 149 17 - 2 - - - - - - - - 271
Coastal
ITC-1
From/To 1663 2540 1310 374 526 16 54 127 150 30 22 - - 6812
Lianga
ITC-1
From/To 164 356 83 1 24 - - 8 - - - - - 637
Municipal Hall
ITC-1
1712 2636 1333 372 545 16 54 133 150 30 22 - - 7004
From/To Barobo
ITC-2
77 158 18 3 3 - - - - - - - - 259
From/To Coastal
ITC-2
From/To 275 611 170 1 40 - - 8 - - - - - 1105
Palengke
ITC-2
1904 2699 853 232 390 8 33 173 73 8 10 - - 6383
From/To Lianga
ITC-2
1814 2706 1399 312 468 31 44 237 156 34 17 - - 7219
From/To Barobo
ITC-2
1904 2699 853 232 390 8 33 173 73 8 10 - - 6383
From/To Lianga
ITC-3
From/To 958 1016 113 50 63 - - 13 - - - - - 2213
Palengke
ITC-3
2074 3460 500 480 413 3 41 169 91 6 16 - - 7253
From/To Tandag
ITC-3
From/To 601 853 60 1 18 20 - 19 2 - - - - 1573
Municipal Hall
ITC-3
1565 2633 764 624 464 23 54 219 197 26 27 - - 6596
From/To Barobo
ITC-4
247 465 75 9 18 - - 1 - - - - - 816
From/To Osmena
ITC-4
1685 2947 1124 268 511 - 57 184 154 26 17 - - 6972
From/To Tandag
ITC-4
1653 2835 1101 264 511 - 57 182 154 26 17 - - 6800
From/To Lianga
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3.3.2 Diverted Traffic
Diverted traffic is the traffic originating from the other routes due to the provision of anew road
link in the existing road network. This will be based on the origin-destination surveys and study
of competitive routes as the basis to determine the potential divertible traffic resulting from the
new road link. This traffic diversion will depend on the magnitude of user travel cost, time and
other perceived savings generated from diversion. It is also based on the road user’s perceived
awareness of differences or advantages in trip length or travel time, the financial costs and also
on subjective factors like convenience and safety. The estimates were also made for each vehicle
type, by major trip purpose, cargo class, since these categories typically accord different
urgencies to route choice, length, time and cost.
Origin-Destination Survey (OD)
Aside from the information on the present traffic volume, it was also necessary to determine the
present trip pattern in terms of origin-destination (OD) of trips and other travel characteristics.
For this purpose, roadside interview surveys were likewise undertaken simultaneously with the
manual count surveys. The purpose of the roadside interviews was to determine the volume of
traffic that is presently using the existing route and determine traffic that would possibly divert in
using the proposed bypass road. From these interviews, information on the trip origin and
destination and trip purpose were gathered.
The potential divertible traffic volume and its corresponding existing traffic volume used in this
particular study are shown in table 3.3.2-1
Table 3.3.2-1
Divertible Traffic Volume
Articulated
Rigid Truck
Passenger
Passenger
Rigid Truck
Utilities
Utilities
Trucks
TOTAL
MC/TC
Goods
Buses
2axles
3axles
Car
Lianga Coastal Bypass Road
Composite Traffic 5004

1664 576 615 83 378 254 90 1344
(AADT)
Potential Divertible 2096
956 0 464 0 348 240 88 0
Traffic
Percent Diverted (%) 57.45 0 75.52 0 91.99 94.66 97.40 0 41.89
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3.3.3 Generated Traffic
Generated traffic is the new traffic generated as a result of the road construction/improvement
which provides faster, cheaper, more comfortable and reliable transport between the areas
served by the road project.
Estimation of generated traffic is usually related to transport cost reduction as a result of road
construction/improvement. However, this relationship is not direct since it also depends on the
development potential of the RIA and the response of the road users to road improvement, which
is measured in terms of transport demand-transport cost reduction elasticity.
Based on this, generated traffic is therefore estimated as percent of normal and/or diverted traffic
to be equal to the product of the percentage reduction in transport costs and the transport
demand-transport cost reduction elasticity.
3.4 Road Capacity
Relative to the present traffic condition and the existing facilities in the project area, the
capacity of the subject main road was evaluated including the projected development in the
future in order to provide proper timing of road expansion and introduction of new routes such
as the bypass or diversion road. Since these main roads already exist, operational analysis in
terms of the level of service (LOS) was the subject of rating for each road. The LOS that is
expected to prevail was determined by using the methodology as discussed in the Highway
Planning Manual (HPM) prepared for Philippine conditions.
The LOS is defined by set of criteria corresponding to the volume/capacity ratio (VCR) as
shown in table 3.4-1
Table 3.4-1
Road Capacity
Level of Service Volume Capacity Ratio

(LOS) (VCR)
A. Free Flow Traffic less than 0.20 Less than 0.20
B. Free Flow Traffic 0.21-0.50 0.21-0.50
C. Moderate Traffic 0.51-0.70 0.51-0.70
D. Moderate/Heavy Traffic 0.71-0.85 0.71-0.85
E. Heavy Traffic 0.86-1.00 0.86-1.00
F. Saturation Volume Stop and Go
Page | 19
3.5 Traffic Demand and Traffic Growth Rates
For the economic evaluation, the forecast of future traffic levels was undertaken. The traffic
forecasting method as a basis for traffic projections is usually based on transport generating
sources related to the national, regional and sectoral plans including plans for other transport
modes and other factors.
Traffic forecast was undertaken by the type of traffic that has a different effect on the project as
discussed below;
3.5.1 Normal Traffic Demand
Traffic demand that results from natural growth in population and economic activities within the
RIA is referred to as normal traffic. Normal traffic occurs independently of any of the proposed
improvements/construction for the projects.
Normal traffic is generally observed as the existing vehicular traffic flows along an existing road
or so-called “traffic” roads. Traffic growth rates (TGRs) for normal traffic can be computed using
the following formula:
TGR = [ ( I x E + 1 ) CP – 1 ] 1000
100
where:
TGR = traffic growth per year in percent.

I = growth rate (%) per capita income in constant prices.
E = transport demand income elasticity.
CP = compounded population growth rate per year.
The Transport Demand – Income Elasticity is a measure of the relative change for a vehicle type
based on a relative change per capita income.
3.5.2 Traffic Growth Rates along the RIA
The Traffic Growth Rates were computed employing the equation presented above using the
socio-economic parameters such as population and per capita income growths of Lianga. The
normal traffic growth rate is assumed to accrue even without the proposed projects and is
Page | 20
dependent on three (3) socio-economic parameters, i.e., population growth, per capita income
growth and income elasticity of demand for transport in the influence area.
3.5.3 Population Estimates and Growth
The project influence area covers the municipality of Lianga with an estimated 2018 population
of around 30,795. Lianga is expected to reach a population of 39,891 at the end of the project’s
planning period in 2041. The succeeding tables present the population projections with its
corresponding population growth rates for the whole planning period.
Table 3.5.3-1
Population Projections
Actual Population
Study Estimates
RIA Count
2010 2015 2018 2021 2026 2031 2036 2041
Lianga 28,905 29,493 30,795 32,059 34,940 36,755 38,352 39,891
Source: PSA, Study Team
Table 3.5.3-2
Population Growth Rates (%)
Year
RIA 2010- 2015- 2018- 2021- 2026- 2031- 2036-
2015 2018 2021 2026 2031 2036 2041
Lianga 0.40 1.45 1.35 1.19 1.02 0.85 0.79
Source: PSA, Study Team
3.5.4 Income Estimates and Growth
The Per Capita Income for Lianga is estimated at Php 25,348 in 2018. This figure is expected to
increase to Php 26,755 in 2041. Presented below is the per capita income growth rate for the
duration of the planning period.
Page | 21
Table 3.5.4-1
Per Capita Income Growth Rates (%)
Year
RIA
2018-2021 2021-2026 2026-2031 2031-2036 2036-2041
Lianga 0.14 0.31 0.48 0.64 0.70
Source: Study Team
Based on the above-population and per capita growth estimates, and the elasticity of demand
for transport, the following TGR as shown in Table 3.6.4-3 have been estimated for the proposed
Lianga Coastal Bypass Road project.
Table 3.5.4-3
Traffic Growth Rates (%)
Proposed Lianga Coastal Bypass Road
Period C/J/V Jeepneys Buses Trucks M-Cycle Tricycle

2018-2021 1.61 1.56 1.56 1.49 1.51 1.51
2021-2026 1.75 1.66 1.66 1.50 1.54 1.54
2026-2031 1.89 1.75 1.75 1.50 1.55 1.55
2031-2036 2.01 1.82 1.82 1.50 1.56 1.56
2036-2041 2.06 1.85 1.85 1.50 1.57 1.57
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4.0 ENGINEERING
4.1 Existing Relevant Road Network (ERRN)
The existing relevant road networks (ERRN) of the proposed Lianga Coastal Bypass Road is
primarily the Surigao-Davao Coastal Road.
The Surigao – Davao Coastal Road forms part of the country’s arterial road network classified
as national road with strategic importance. The ERRN directly traverses the town center of the
Municipality of Lianga which catered to all motorized and non-motorized transport of the locality.
In addition, some of the institutional, residential and commercial establishment were located
within the vicinity of the relevant roads and/or with a high roadside friction on both sides which
was resulted to traffic congestion in the area.
For study purposes, the ERRN has been reckoned at all necessary junctions where the proposed
coastal bypass road will intersect.
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4.2 Existing Situation of the Project Road
The proposed Lianga Coastal Bypass Road is a non-existing road which has an approximate
length of 2.80 kilometers located along eastern coast in the Municipality of Lianga in the Province
of Surigao del Sur of CARAGA Region.
The project road starts and ends along NJR Surigao-Davao Coastal Road at Km 1387+062 and
Km 1385+198 respectively.
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4.3 Proposed Improvement/Scope of Works
The proposed improvement/scope of works of the proposed project road consists of road right-
of-way (RROW) acquisition, road opening and paving into a 280mm thick Portland Cement
Concrete Pavement (PCCP) with a carriageway (CW) with a width of 13.40 meters and slope
protection works.
4.4 Project Costs
Based on the proposed improvement/construction works, the project cost has been estimated
through assessment of quantity requirements and adopting the prevailing unit prices on each
item of work from the project area.
The annual estimated cost breakdown of the proposed project by scope of works is summarized
and shown in Table 4.4-1.
Table 4.4-1
Estimated Cost Breakdown
Amount
Year Scope of Works
(PhP)
ROW acquisition 10,400,000.00
2018 Road opening 132,607,500.00
Slope protection 56,992,500.00
2018 Sub-Total 200,000,000.00
Road opening 82,640,000.00
2019 Road concreting 69,000,000.00
Slope protection 35,518,000.00
2019 Sub-Total 187,158,000.00
Road concreting 43,000,000.00
2020
Road widening 112,000,000.00
2020 Sub-Total 155,000,000.00
Grand Total 542,158,000.00
For economic evaluation purposes, the project cost had been converted into economic cost by
deducting taxes and applicable custom duties to conform in the economic analysis.
Page | 25
4.5 Implementation Schedule
The implementation schedule for the proposed project road is shown in table below. Construction
supervision will be undertaken for a period of three (3) years and is expected to be opened to
public use by 2021.
YEAR
ACTIVITIES
2018 2019 2020 2021
Feasibility Study
Detailed Engineering
Design
Road Right-of-Way
Acquisition
Construction and
Supervision
Opening Year
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5.0 FEASIBILITY ASSESSMENT
5.1 Evaluation Methodology
The basic approach used in the economic evaluation of the project was to compare the total
vehicle operating cost (VOCs) incurred by the existing traffic with that of the assigned diverted
traffic on the project road with the costs incurred on the base network.
The project road introduced in the road network would result in the reduction of road capacity
problems and consequently with generate road user’s benefits.
The economic benefits consisted mainly of vehicle operating cost savings from normal traffic
representing the normal vehicular flow along the existing road sections of the project road and,
the assigned traffic to the project road as a whole, assumed on the basis on the relative traffic
share from normal traffic leaving the existing road less congested or assessed in terms of
decongestion benefits as a result of the introduction of the project road in the base network.
Aside from diverted traffic benefits in terms of travel time savings and decongestion benefits,
generated traffic and/ or induced benefits were also considered.
5.2 Evaluation Criteria/Consideration
The economic evaluation was undertaken following a set of criteria usually adopted in road
feasibility studies as follows:
Basic Vehicle Operating Cost:
The economic BVOCs consisting of running, fixed and time costs used in the feasibility
evaluations were based on available latest estimates at 2015 level.
Table 5.2-1
2015 Basic Vehicle Operating Cost
1 1a 2 3 4 5 6 7 8 9.1 9.2 9.3 9.4
Motor- Motorcyc Car Public Goods Small Large Rigid Rigid Semi Semi- Trailer 4 Trailer 5
2015 BVOC
Tricycle le single Utility Utility Bus Bus Truck Truck Trailer Trailer 5 axle axle
2axle 3axle 4axle axle
Running Cost (Peso/km) 2.28 1.47 7.68 6.93 7.64 20.26 20.69 18.71 33.39 38.50 43.55 36.24 40.21
Time Cost (Peso/minute) 1.41 1.62 6.68 7.37 2.59 9.32 27.54 0.92 1.58 2.52 2.57 2.46 2.46
Page | 27
Evaluation Period:
2018 has been adopted as the base year, the stream of benefits is assumed to begin at the start
of the opening year, 2021 in this particular study and to extend for a period of 20 years which is
the assumed economic life of the project until 2041.
Opportunity Cost of Capital:
The feasibility evaluation adopted the NEDA prescribed opportunity cost of capital or discount
rate which is set at 10.0%.
Economic Viability:
The project viability is determined based on the economic feasibility indicators consisting of
Economic Internal Rate of Return (EIRR (%)) and Net Present Value (NPV (PhP)).
Sensitivity Analysis:
The cost and benefits were subjected to sensitivity analysis to determine its effect on the viability
of the project or the feasibility indicators as a result of the changes of the values at plus or minus
20%. The sensitivity tests are incorporated in the evaluation model.
5.3 Benefits Assessment
The economic evaluation was carried out employing a traffic road approach methodology with
assessment of a bypass or diversion road in consideration of the existing situation of the ERRN.
Normal and Diverted Traffic Benefits
The economic benefit consists of VOCs from normal traffic and diverted traffic expressed as
divertible traffic savings attributable to the construction or opening of a bypass road. The basic
parameter considered is the relative effects on the level of service (LOS) expressed in terms of
volume-capacity ratio (VCR or the attributable decongestion benefits) and the existing road
condition of both the diversion road and the ERRN. This means that vehicles will experience
faster travel time or more travel time savings for both the existing road and on the proposed
bypass project
The Level of Service (LOS) analysis considering the VCR as the key parameter in the
quantification of the level of congestion of the existing road is presented in the following table
obtained from the economic evaluation.
Page | 28
Table 5.3-1
Level of Service
Existing Road
Existing Road
Project Bypass Road With Bypass
YEAR Without Bypass
Name Road
VCR LOS VCR LOS VCR LOS
Base Year (2018) Lianga 0.29 B - - - -
Coastal
Opening Year (2021) Bypass 0.30 B 0.05 A 0.14 A
Road
Generated Traffic Benefits
The construction of the proposed bypass project is expected to result in development of some
new traffic, which would not otherwise have occured. This new traffic is generated as a result of
the opportunity for faster, cheaper, more comfortable and reliable transport between areas
served.
Generated traffic benefits are calculated using the DPWH Highway Planning Manual rule which
assumes that such benefits consist of 50% or half the percentage share of generated to normal
traffic. This is applied to traffic benefits and assumes that only half of the benefits is actually
generated traffic benefits. It also assumed that such benefits will only occur on the third (3rd)
year after the opening year.
Other Induced Benefits
For this Study, it was assumed additional generated or induced benefits to cover developmental
and disaster reduction components. These benefits were likewise assumed and taken as
percentage of the normal traffic and added as part of the generated traffic benefits.
Developmental benefits pertains to benefits that may be generated through increased tourism-
related activities and other economic benefits that may come with it. It was observed that seaside
highways designed as promenade generates tourism and other commercial activities, such as
that boulevard in Dumaguete City, promenade in Iloilo City and Olongapo City, to name a few.
As for the disaster reduction benefits, this Study took into consideration the vulnerability of Lianga
to coastal disasters, though the possibility would be nil or unlikely, it would be prudent if we
include it as the proposed project is primarily aimed and designed to minimize hydrological
hazards. This benefits represents the lives and properties that will be spared during coastal
disasters due to the construction of the proposed project.
Page | 29
All in all, the Study arbitrarily assumed 75% of the normal traffic benefits as additional benefits
covering generated traffic and other induced benefits as discussed. This maybe construed as
fair share of 25% for each of the sector or a lump sum benefits representing all of the generated
benefits.
5.4 Economic Evaluation Results & Recommendations
The evaluation results showed that the project road exhibited feasible indicators with an
Economic Internal Rate of Return (EIRR) beyond the prescribed National Economic
Development Authority (NEDA) threshold limit of 10% as summarize in Table 5.4-1.
Table 5.4-1
Economic Internal Rate of Return (EIRR)
Project Cost Feasibility

Length (P Million) Indicator
Name of Project
(km) EIRR NPV
Economic Financial
(%) (‘000)
Lianga Coastal Bypass Road 2.80 444.570 542.158 22.10 361,868
Based on the economic evaluation results, the project is recommended for construction with an
estimated financial requirement of P542.16 Million.
Page | 30
6.0 ENVIRONMENTAL COMPONENT
6.1 INTRODUCTION
The environmental component of the feasibility study aims to ensure the environmental
sustainability of the Lianga Coastal Bypass Road project. The module includes impact
identification, environmental compliance, carbon footprint estimation, pollution control
standards and guidelines, and Environmental Management Plan (EMP) Framework.
The proposed project is located in the Barangay Poblacion, municipality of Lianga, province of
Surigao del Sur. It involves the construction of a by-pass road as an alternate route of the
Surigao-Davao Coastal Road in Barangay Poblacion, Lianga, Surigao del Sur. The project aims
to mitigate traffic congestion along the SDCR Lianga Section in Barangay Poblacion in addition
to enhancing economic opportunities and eco-tourism development of the area. The regional and
municipal maps of the project site are shown in (Figure 6-1) and (Figure 6-2) respectively.
Figure 6-1: Regional Map of the Project
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DPWH-CARAGA REGION
Feasibility Study Report
Figure 6-2: Municipal Map of the Project Site
Page | 32
The Lianga coastal bypass road alignment is shown in (Figure 6-3). The road is 2.79 kilometers long and
20 meters wide with four 4 lanes, a 2.5-meter side walk, and a 1-meter concrete lined canal. The major
components of the project are shown in Table 6.1-1.
Table 6.1-1: Major Components of the Project
Component Length / Area Specification/Description/Remarks

Road 2,790 meters - Portland Cement Concrete Pavement
Dry Land (Agricultural Area) - 610m (PCCP), 13.4m width (4 lanes), 0.28m
Coastal Area – 1,330m thick
Wetland Area - 850m - 0.15m thick, 2.5-meter shoulder width on
both sides
Intersections N/A
Bridge 210 l.m. Stilt bridge
Access roads/Ramp N/A
Drainage facilities 790 l.m. with Reinforced concrete pipe culvert
- reinforced concrete box culverts 910mm diameter
(RCBC)
- reinforced concrete pipe culverts
(RCPC)
Associated facilities (i.e. Guardrails, Warning signs, barricades, guardrails
Traffic signs, etc.)
Solid waste facility Plastic Drums for (Recyclable/Bio
- Domestic waste 50 sq. m. degradable/Non-Biodegradable materials)
- Spoils storage area 500 sq.m. Open area for storage of excess excavated
materials w/ the permission from the land
owner
Field Office (Bunkhouses) 9m x 7m School building type
Protection for slope of embankment for Grouted rip-rap, rubble masonry retaining
road with stairs at 40 meters length of wall
seawall
The water requirement during the construction phase is about 7.52 cubic meters a day to be sourced
from wells and rainwater collection. The manpower needed for constructing the road is 78.
The alignment will traverse agricultural, coastal, and wetland areas in Barangay Poblacion. The southern
portion of the alignment will traverse fishponds and mangrove areas with the major portion traversing the
coastal area of the barangay (Figure 6-4). Photographs of specific portions of the alignment showing
environmental features are shown in (Figure 6-5).
Page | 33
Figure 6-3: Alignment of the Lianga Coastal Bypass Road Project
Page | 34
Figure 6-4: Significant Environmental Features at the Project Site
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DPWH-CARAGA REGION
Figure 6-5: Photographs along the Lianga Coastal Bypass Road Alignment
Page | 36
DPWH-CARAGA REGION
6.2 EXISTING ENVIRONMENTAL SETTING
The description of the existing environmental setting is important as a benchmark to assess the environmental
impacts of the proposed alignment. The existing state of the land, water, air, and biological environmental
factors were presented based on available secondary data.
6.2.1 Land Component
The project straddles an area with Recent (R) formation alluvium, fluviatile, lacustrine, paludal, and beach
deposits, raised coral reefs, atolls, beach rock (Figure 6-6). The alignment is located in relatively flat terrain
with elevations of one to 12 meters above sea level (Figure 6-7). The Municipal Socio-economic Profile of the
Lianga reported two dominant soil types in the municipality. Hydrosoils and the Bolinao clay loam are
dominant along its coast from Barangay Banahao to Barangay Liatimco and most of its central part
respectively. Mountain soils are found at the forested area of the western part of the municipality. The soil at
the road alignment is suitable for paddy agriculture (irrigated and non-irrigated) (Figure 6-8).
Page | 37
DPWH-CARAGA REGION
Figure 1-6: Geologic Map Showing the Project Site
Page | 38
DPWH-CARAGA REGION
Figure 6-7: Slope Map Showing the Project Site
Page | 39
DPWH-CARAGA REGION
Figure 6-8: Soil Fertility Map Showing the Project Site
Page | 40
DPWH-CARAGA REGION
6.2.2 Water Component
The major water resources at the vicinity of the project are two streams at the north and south of the alignment
and the Lianga Bay at the east (Figure 6-9).
Groundwater and springs are the major sources of potable water in Barangay Poblacion. The Lianga Water
District extracts water for distribution from the Camangahan Spring and Simulao shallow well. Other wells
used by the water district for potable water source are located in the Poblacion hospital, public market, and
DYLM1.
Figure 6-9: Waterbodies at the Vicinity of the Project Site
1
http://122.54.214.222/databank/Well.asp?prov=SUS&province=Surigao%20Del%20Sur&mun=LIA&munic=Lianga&pg=1
Page | 41
DPWH-CARAGA REGION
6.2.3 Air Component
6.2.3.1 Meteorology
In the absence of in-situ data, climate normals from the PAGASA were used to describe the meteorological
conditions at the project site. Climatological normals are 30-year monthly and annual summaries of rainfall
(amount and number of rainy days), temperatures (maximum, minimum, mean, dry bulb, wet bulb, dew point),
vapor pressure, relative humidity, mean sea level pressure, wind direction and speed, cloud amount or cover,
number of days with thunderstorm, and number of days with lightning.
Climate normals from the station in Hinatuan (6.2.3.1-1) were used because of its proximity to the project site
(about 38 kilometers southeast of the proposed alignment) (Figure 6-10).
Figure 6-10: PAGASA Stations Relative to the Project Site
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DPWH-CARAGA REGION
Table 6.2.3.1-1: Climate Normals at the Hinatuan Station (1981-2010)

Cloud
Rainfall Rainy Temperature (o C) RH Wind
Month cover
days
mm Max Min Mean (%) Dir Speed (mps) okta
Jan 776.3 25 29.7 23 26.4 88 NE 2 6
Feb 547.6 22 30.1 23 26.5 87 NE 2 6
Mar 448.3 23 30.8 23.2 27 86 NE 2 5
Apr 318.7 19 31.9 23.7 27.8 84 E 2 4
May 252.9 18 32.5 24.2 28.4 84 E 2 5
Jun 258.1 17 32.5 24 28.2 85 W 2 6
Jul 218.9 16 32.6 23.8 28.2 83 W 2 6
Aug 186.7 13 33 23.9 28.4 82 W 2 6
Sept 206.5 15 32.9 23.6 28.2 82 W 2 5
Oct 270.9 17 32.5 23.6 28.1 84 W 2 5
Nov 424.9 20 31.5 23.5 27.5 86 W 2 5
Dec 555.1 23 30.5 23.3 26.9 88 W 2 5
Annual 4464.9 228 31.7 23.6 27.6 85 W 2 5
Source: PAGASA; RH – relative humidity; mps – meters per second; dir - direction
General Climate
The climate in the country is influenced by the occurrence of the two monsoon phenomena prevailing
over the archipelago. These are the Northeast Monsoon (locally called as “Hangin Amihan”) occurring
during the winter season (from December to March) of the northern hemisphere (or the dry season
in the Philippines), and the Southwest Monsoon (locally called as “Hangin Habagat”) occurring during
the summer season (from June to September) of the northern hemisphere (or during the wet season
in the Philippines).
Monsoon refers to a wind system that reverses its direction seasonally and is produced by the
seasonal heating and cooling of the Asian land mass. Prevailing over the country from October up to
late March, the Northeast Monsoon starts from Siberia as a cold dry air mass gathering moisture as
it travels across the Pacific Ocean. Reaching the eastern sections of the Philippines, the wind system
brings in widespread cloudiness and rain showers that preferentially fall over the eastern side of the
archipelago due to the physical impeding effect of the mountain ranges. In the later part of March,
the Northeast Monsoon is gradually replaced by the North Pacific Trades (July to September) where
the wind system becomes the Southwest Monsoon coming from the southwestern side of the
Philippines. The SW monsoon wind system is very warm and humid; occurring when moist air flows
over the country bringing heavy rainfall that may last for a week.
The proposed Lianga Coastal Bypass road is located in a region of a Type II climate based on the
Modified Coronas Classification of the Philippine Climate (Figure 6-11). The Coronas Classification
is based on the rainfall distribution pattern analysis in the country. A Type II climate has no dry season
with a pronounced wet period from November to January.
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DPWH-CARAGA REGION
Figure 6-11: Climate Map of the Philippines Showing the Project Site
Page | 44
DPWH-CARAGA REGION
Rainfall
The project site may experience an annual rainfall of 4,464.9 mm during the 228 rainy days recorded
per year. As typical of a Type II climate, high rainfall corresponding to the wet period occurs from
November to January. The project site may experience rainfall 62% of the time in a year with a
minimum (186.7mm) and maximum (776.3mm) rainfall occurring in August and January respectively
(Figure 6-12).
Figure 6-12: Potential Rainfall at the Project Site
900.0
776.3
800.0
700.0
600.0 547.6 555.1

Rainfall, mm
500.0 448.3
424.9
400.0
318.7
300.0 252.9 258.1 270.9
218.9 206.5
186.7
200.0
100.0
0.0
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
Relative humidity
Relative humidity is expressed as percentage of water vapor in air. The project site may experience
an annual average RH of 85% with December and January as the most humid (Figure 6-13) with a
range of 82 to 88 percent.
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DPWH-CARAGA REGION
Figure 6-13: Potential Relative Humidity at the Project Site
89
88 88
88
87
87
86 86
Relative humidity, %
86
85
85
84 84 84
84
83
83
82 82
82
81
80
79
Prevailing winds
The project site may experience wind directions in the Northeast, East, and West with an annual
average wind speed of two meters per second (Table 6.2.3.1-1).
Temperature
The project site may experience minimum and maximum temperatures of 23°C and 33°C
respectively with August as the hottest month. The mean normal temperatures at the project site may
range from 26.4 to 28.4 degrees Celsius (Figure 6-14).
Figure 6-14: Potential Temperatures at the Project Site
30.0
29.5
29.0
Mean surface temperature, oC
28.4 28.4
28.5 28.2 28.2 28.2 28.1
28.0 27.8
27.5
27.5
27.0 26.9
27.0
26.4 26.5
26.5
26.0
25.5
25.0
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DPWH-CARAGA REGION
Cloud cover
The potential cloud cover at the project site ranges from four to six okta. Except for April, the project site may
be cloudy all year with cloud cover ranging from five to six okta (Figure 6-15).
Figure 6-15: Potential Cloud Cover at the Project Site
7
6 6 6 6 6
6
5 5 5 5 5 5
5
Cloud cover, okta
4
4
0
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DPWH-CARAGA REGION
Extreme climate
The project site may experience an extreme daily rainfall and temperature ranges of 102 to 375mm and 17.2
to 37 degrees Celsius respectively (6.2.3.1-2). The extreme rainfall coinciding with high wind speeds indicated
high rainfall been due to storms or enhanced monsoon.
Table 6.2.3.1-2: Climate Extremes at the Hinatuan Station (2012)
Highest daily rainfall

Temperature (OC) Highest wind (mps)
Month (mm)
High Date Low Date Amount Date SPD DIR Date
JAN 34.4 01-10-1972 17.2 01-21-1965 374.0 01-10-1999 31 SW 01-24-1975
FEB 33.3 02-22-1993 18.1 02-26-1973 375.5 02-14-1964 15 NE 02-24-1977
MAR 33.5 03-31-2007 18.2 03-26-1958 287.6 03-07-1990 36 NE 03-19-1982
APR 36.1 04-01-1986 18.4 04-05-1963 236.1 04-21-1999 17 NE 04-27-1988
MAY 36.0 05-24-1986 20.3 05-30-1965 128.2 05-18-2010 20 E 05-05-1978
JUN 36.2 06-13-1995 20.2 06-11-1965 126.7 06-04-1991 18 ESE 06-07-1994
JUL 36.0 07-28-1994 19.0 07-04-1987 175.4 07-23-2011 18 W 07-04-1979
AUG 37.0 08-28-1992 19.0 08-04-1987 102.2 08-09-2011 16 NW 08-28-2000
SEP 36.6 09-08-1968 19.1 09-21-1965 111.8 09-16-1983 21 SW 09-27-1983
OCT 36.0 10-26-1988 19.9 10-02-1965 137.5 10-03-1983 18 W 10-18-1974
NOV 36.0 11-24-1983 19.0 11-25-1992 321.6 11-28-1986 18 SE 11-05-1972
DEC 34.7 12-03-1993 18.8 12-21-1986 370.3 12-30-1961 32 E 12-16-2011
ANNUAL 37.0 08-28-1992 17.2 01-21-1965 375.5 02-14-1964 36 NE 03-19-1982
Period of
1950-2012 1949-2012 1967-2012
Record
Source: PAGASA
Tropical Cyclones
The project site is located in a zone where it is less frequently visited by typhoons (annual frequency of seven
percent) (Figure 6-16).
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DPWH-CARAGA REGION
Figure 6-16: Typhoon Frequency Map of the Philippines Showing the Project Site
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DPWH-CARAGA REGION
6.2.3.2 Ambient Air Quality
Ambient air quality at the proposed alignment is influenced by the presence of area and line sources
shown in Figure 6-17. Air residual sources in Barangay Poblacion include households, commercial
establishments, and institutions. Household emissions (cooking and other domestic burning
activities) emit air residuals such as SOx, NOx, particulates, CO, volatile organic compounds, un-
burnt hydrocarbons, and other trace gases inherent in the fuel used. Liquefied petroleum gas (LPG)
was assumed to be the main fuel used for household cooking. Air residuals from burning LPG include
nitrogen oxides (NOx), carbon monoxide (CO), and small amounts of organic compounds, sulfur
dioxide (SO2) and particulate matter (PM).
Motor vehicles passing highway (black line in Figure 6-17) and roads inside Barangay Poblacion
emit the criteria pollutants Sox, NOx, carbon monoxide, and particulates.
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DPWH-CARAGA REGION
Figure 6-17: Source of Air Pollutants at the Project Site and Vicinities
6.2.3.3 Sonic Profile
Potential noise sources at the project site mostly come from traffic and domestic activities at the
Poblacion area. Typical noise levels from different vehicle types shown in Table 6.2.3.3-1 will affect
the sound profile at the project site.
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DPWH-CARAGA REGION
Table 6.2.3.3-1: Noise Range Levels of Vehicle Types*
Vehicle type Speed Range Sound level range

(kph) (dB)
Passenger 56-105 65-73
cars
Light trucks 40-58 66-70
Buses 88-105 80-84
Heavy trucks 56-105 82.5-87.5
Source: Canter, 1977; *measured at 15m
6.3 Biological Component
Vegetation at the site are mostly secondary growth (coconuts, shrubs) found near the urban center
of Barangay Poblacion. Mangrove areas occupy the southern part of the alignment. Figure 6-18
shows the general location of vegetation areas. Photographs of vegetated and mangrove areas are
shown in Figure 6-5.
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Figure 6-18: Biological Character at the Vicinities of the Project Site
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7.0 IMPACT IDENTIFICATION
7.1 Impact Identification
The two types of impacts presented in this section are impacts of the proposed project to the receiving
environment and effects of geological and hydrological hazards to the alignment. The impacts of the
project to the receiving environment were identified using a matrix of environmental factors while
available hazard maps were used to initially assess the susceptibility of the site to geological and
hydrological hazards. As an initial step towards environmental assessment, impacts due to and to
proposed project was identified using a modified checklist by Canter (1996) (Table 7.1-1).
Table 7.1-1: Impact Identification Checklist for the Project

Topical Issues Yes Maybe No Remarks
Land form: Will the project result in:
 Unstable slopes or embankments?  The project site is relatively flat
 Extensive disruption to or displacement of  Soil displacement is expected during
the soil? construction of the road and components
 Changes in ground contours, stream  Ground contours may be modified to
channels, or riverbanks? accommodate the project structures
 Destruction, covering or modification of 
The site has no unique physical feature
unique physical features?
 Increased wind or water erosion of soils?  Soil erosion may occur during the construction
phase
 Foreclosure on future uses of site on a long-  Existing fishponds at the southern part of the
term basis? alignment may be affected
Air/Climatology: Will the project result in:
 Air pollutant emissions that will cause  Air pollutants will mainly come from standby
changes in ambient air quality? generators, heavy equipment, and fugitive
emissions. Motor vehicles using the bypass road
will generate additional emissions of fugitive
particulates, SOx, NOX, and CO.
 Objectionable odors?  Objectionable odors may be generated from
onsite sanitary facilities
 Alteration of air movements, humidity, or  No perceived adverse impact
temperature?
 Emissions of hazardous air pollutants?  No perceived adverse impact
Water: Will the project result in:
 Changes in absorption rates, drainage  No perceived adverse impact
patterns, or the rate and amount of surface
water runoff?
 Alterations to the course or flow of  Possible flood water flow change caused by the
floodwaters? road
 Discharges into surface waters or alteration  No perceived adverse impact
of surface water quality including, but not
limited to, temperature or turbidity
 Alteration of the direction or rate of flow of  No perceived adverse impact
ground water?
 Alterations in groundwater quality?  No perceived adverse impact
 Contamination of public water supplies?  No perceived adverse impact

 Violation of the Clean Water Act, if  No perceived adverse impact
applicable?
 Exposure of people or property to water-  No perceived additional adverse impact. Area is
related hazards such as flooding? already flood-prone.
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Solid Waste: Will the project:
 Generate significant amounts of solid waste?  Solid waste generation is significant during the
construction phases
Sound levels: Will the project:
 Increase existing noise levels?  Ambient sound levels may increase during the
construction and operation phases
 Expose people to excessive noise?  People may be exposed to increased traffic
noise
Plant Life: Will the project:
 Change the diversity or productivity of  Part of the mangrove area at the southern part
species or number of any species of plants of the alignment will be affected
(including trees, shrubs, grass, crops,
microflora, and aquatic plants)?
 Reduce the numbers or affect the habitat of  Part of the mangrove area at the southern part
any rare and endangered species? of the alignment will be affected
 Introduce new species of plant into the area  No perceived adverse impact
or create a barrier to the normal
replenishment of existing species?
 Reduce area or create damage to any  Alignment will traverse agricultural areas
agricultural crop?
Animal Life: Will the project:
 Change the diversity or productivity of  Part of the mangrove area at the southern part
species or number of any species of animals? of the alignment will be affected
 Introduce new species of animals into the  No perceived adverse impact
area or create a barrier to the normal
replenishment of existing species?
 Cause attraction, entrapment, or  Part of the mangrove area at the southern part
impingement of animal life? of the alignment will be affected
 Affect existing fish and wildlife habitats?  Part of the mangrove area at the southern part
of the alignment will be affected
Land Use: Will the project:
 Substantially alter the present or planned use  The presence of the bypass road may change
of the area? the current land use traversed by the alignment
 Impact a component of the NIPAS Act?  The site is not within a NIPAS area
Natural Resources: Will the project:
 Increase the rate of use of any natural  The project will require potable water during
resources? construction
 Substantially deplete any non-reusable  No perceived impact
natural resource?
 Be located in an area designated as National  The project is not located in any of the
Parks, Bird Sanctuaries, Protected Areas, etc. mentioned areas
as prescribed by law?
Energy: Will the project:
 Use substantial amounts of fuel or energy?  The project will require electricity and fuel
during construction
 Substantially increase the demand on existing  No perceived impact
sources of energy?
Transportation and traffic circulation: Will the project result in:
 Movement of additional vehicles?  An increase in motor vehicles is expected during
the construction and operation phases of the
project.
 Effects on existing parking facilities or  No perceived impact
demand for new parking?
 Substantial impact on existing transportation  Existing traffic will be improved
systems?
 Alterations to present patterns of circulation  Movement of people will be improved
or movement of people and/or goods?
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 Increased traffic hazards to motor vehicles,  The increase in motor vehicles translates to an
bicyclists, or pedestrians? increase in traffic hazards
Public Service: Will the project have an effect on, or result in, a need for new or altered governmental services in any of the
following areas:
 Fire protection?  No additional fire protection services from the
local government is required
 Schools?  No need for additional schools
 Other governmental services?  No additional requirements for other
government services
Utilities: Will the project result in a need for new systems or alteration to the following utilities:
 Power?  No perceived impact
 Communications systems?  No perceived impact
 Water?  No perceived impact
 Sewer or septic tanks?  No perceived impact
 Storm sewers?  No perceived impact
Socioeconomics: Will the project:
 Alter the location or distribution of human  No perceived impact
population in the area?
 Involve a risk of explosion or release of  No hazardous substances will be stored at the
potentially hazardous substances? site in large quantities that will pose hazards
 Create any health hazard or potential health  This refers to workers (occupational health) and
hazard? pedestrians during use of the bypass road
 Expose people to potential health hazards?  This refers to workers (occupational health) and
pedestrians during use of the bypass road
 Have any adverse effect on local or regional  There will be beneficial impacts from the
economic conditions, e.g., tourism, local opening of the new bypass road
income levels, land values, or employment?
 Be potentially controversial?  The project is not controversial
 Be in conflict with locally adopted  The project is not in conflict with any local
environmental plans and goals? environmental plans
 Displace people living within the project  There are informal settlers to be relocated at
area? the alignment
Aesthetics: Will the project:
 Change any scenic vista or view open to the  The bypass road will change the view of the site
public? especially the coastal area
 Affect the views or access of natural or  The bypass road will change the view of the
cultural landscape features? coastal area
 Introduce new materials, colors, and forms to  The road will be the new forms to the landscape
the immediate landscape?
Environmental Hazards: Will the project:
 Involve the use, storage, release of, or  No perceived adverse impact
disposal of any potentially hazardous
substances?
 Cause an increase or probability of increase  No perceived adverse impact
of environmental hazards?
 Be susceptible to environmental hazards due  The site may be susceptible to geo- and
to its location? hydrological hazards
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7.2 Project Impacts to the Receiving Environment
Impacts in this context refer to adverse changes in the existing biophysical and some socioeconomic
factors of the project site. The potential impacts of the project to the receiving environment resulting
from Table 7.2-1 (issues with a “YES” and “MAYBE”).
Table 7.2-1: Potential Impact Matrix
Environmental Project phase

Potential impact
component C O
Land form Disruption to or displacement of the soil 
Changes in ground contours, stream channels, or riverbanks 
Increased wind or water erosion of soils 
Foreclosure on future uses of site on a long-term basis  
Air/Climatology Air pollution  
Objectionable odor 
Water Alteration to the course or flow of floodwaters  
Solid waste Pollution from generation of solid waste 
generation
Sound levels Increase existing noise levels  
Expose people to noise  
Plant life Change the diversity or productivity of species of plants 
Reduce the numbers or affect the habitat of rare and  

endangered species
Reduce areas for agricultural  

Animal life Change the diversity or productivity of species or number of  
any species of animals
Cause attraction, entrapment, or impingement of animal life  
Affect existing fish and wildlife habitats  
Land use Alter the present or planned use of the area 
Natural resources Increase the rate of use of any natural resource 
Energy Use substantial amounts of fuel or energy 
Transportation and Movement of additional vehicles  
traffic circulation
Increased traffic hazards to motor vehicles, bicyclists, or  
pedestrians
Socioeconomics Create potential health hazard  
Expose people to potential health hazards  
Aesthetics Change any scenic vista or view open to the public 
Affect the views or access of natural landscape features 
Introduce new materials, colors, and forms to the immediate  
landscape
C – construction O – operation (opening of road to traffic)
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7.3 Environmental Impacts to the Project
This section assessed the susceptibility of the project site to geologic and hydrological hazards by
using hazards maps from the Mines and Geosciences Bureau (MGB) and PHILVOLCS. The
assessment will provide initial insight on the potential effects of the environment to the project for
consideration in its design.
7.3.1 Geologic Hazards
The possibility exists that a strong, near surface earthquake may be generated from the Lianga
segment fault line the alignment (Figure 7-1). The occurrence of an earthquake will cause hazards
from the resulting ground rupture, liquefaction, and landslides presented in this section.
Earthquake-induced landslide
Earthquakes can activate slope failures in the undulating terrains leading to landslides with
catastrophic effects. These depend on several factors inherent to the soil conditions such as geology,
hydro-geology, topography, and slope stability. Earthquake-induced landslides can be divided into
three main categories: disrupted slides and falls, coherent slides, and lateral spreads and flow. The
project site is not prone to earthquake-induced landslides being located in flat terrain (Figure 7-2).
Ground rupture
Ground rupture is another important effect of earthquakes which occurs when the earthquake
movement along a fault actually breaks the earth's surface. It is the visible breaking and displacement
of the earth's surface along the trace of the fault, which may be of the order of several meters in the
case of major earthquakes. The project site is not susceptible to ground rupture during an earthquake.
An active fault south of the alignment is relatively far (Figure 7-3).
Ground shaking
The second primary earthquake hazard, ground shaking, is the result of rapid ground acceleration.
Ground shaking can vary over an area as a result of factors such as topography, bedrock type and
the location and orientation of the fault rupture. If an earthquake generates enough shaking intensity,
built structures can be severely damaged and cliffs and sloping ground can be temporarily or
permanently destabilised. The project site is susceptible to ground shaking during an Intensity VIII
earthquake or greater (Figure 7-4).
Liquefaction
Liquefaction as a site-specific geological hazard may be triggered by strong earthquakes, usually
with a magnitude greater than 6.5. It is a condition where the soil formation liquefies, loses its bearing
capacity, and flows like a liquid towards areas of lesser pressure. Factors affecting liquefaction
include the presence of low density fine clean highly permeable sandy materials, water saturation
and the occurrence of strong earthquake. In general, vulnerability of the project site to liquefaction
hazard could be induced by the following factors a) The occurrence of thick blanketing loosely
consolidated alluvial materials, b) shallow groundwater, and c) unpredictable strong magnitude
earthquake. The site is highly susceptible to liquefaction as shown in Figure 7-5.
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Landslides
The term landslide refers to several forms of mass wasting that include a wide range of ground
movements such as rock falls, deep-seated slope failures, mudflows and debris flows. Landslides
can occur underwater, in which case they are called submarine landslides, and in coastal and
onshore environments. Although the action of gravity is the primary driving force for a landslide to
occur, there are other contributing factors affecting slope stability. Typically, pre-conditional factors
build up specific surface or sub-surface conditions that make a slope prone to failure, whereas the
actual landslide often requires a trigger before being released2. The project site is not susceptible to
landslides as shown in Figure 7-6.
7.3.2 Hydrological Hazards
Tsunami
Tsunami refers to a series of waves generated by undersea disturbances such as underwater
volcanic eruptions and earthquakes. Areas particularly vulnerable to this hazard are the coastal
zones fronting an open sea. The project site is susceptible to tsunami as shown in Figure 7-7.
Flood susceptibility
The project site appeared to be having a high susceptibility to flooding especially the coastal part of
the alignment (Figure 7.8). The figure shows the coastal part of the alignment susceptible to flood
heights of greater than two meters for three days for heavy rainfall of several hours.
7.3.3 Summary
Table 1.3.3-1 shows the summary of the susceptibility of the Lianga bypass coastal road project to
seven geologic and hydrologic hazards that may be considered during its design.
Table 1.3.3-1: Susceptibility of the Project to Environmental Effects
Geo- and hydrologic hazard Result

Susceptible to Earthquake-induced No
landslides?
Susceptible to ground rupture No
Susceptible to ground shaking? Yes
Susceptible to liquefaction? Yes
Susceptible to landslides? No
Susceptible to tsunami? Yes
Susceptible to flooding? Yes
7.4 Beneficial Impacts of the Project
2
https://en.wikipedia.org/wiki/Landslide#cite_note-1
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The project was conceptualized with the purpose of improving movement of people, goods, and
alleviating existing traffic congestion in the municipality. The adverse impacts previously identified
are temporary (during construction) and will disappear or normalize over time. The following are the
beneficial impacts of the proposed road project:
a) Provide employment opportunities to local residents during construction phase

b) Address existing traffic congestion along the SDCR Lianga Section in Barangay Poblacion
c) Enhanced economic opportunities due to smooth flow of people and goods
d) Spur eco-tourism development in the area
e) Provide protection against hydrological hazards such as tsunamis and storm surges
f) Alleviate flooding at the southern portion of the alignment by providing drainage (concrete
road canals)
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Figure 7-1: Active faults in Region 13
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Figure 7-2: Earthquake-Induced Landslide Hazard Map Showing the Project Site
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Figure 7-3: Ground Rupture Hazard Map Showing the Project Site
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Figure 7-4: Ground Shaking Hazard Map Showing the Project Site
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Figure 7-5: Liquefaction Hazard Map Showing the Project Site
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Figure 7-6: Landslide Susceptibility Map Showing the Project Site
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Figure 7-7: Tsunami Hazard Map Showing the Project Site
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Figure 7-8: Flood Susceptibility Map Showing the Project Site
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8.0 ENVIRONMENTAL MANAGEMENT STRATEGIES
8.1 Guidelines for Environmental Compliance
The Environmental Compliance Certificate (ECC) is required prior to the implementation of the
project. It is a document that certifies that the project has met the requirements of the Philippine EIS
System (PEISS). The PEISS is a process required by the DENR to incorporate into project
development a planning tool for environmental protection and enhancement. The environmental
impact assessment (EIA) will be most effective if done at the planning stage so that the effects of
each alternative can be examined. An EIA includes a) a description of the present environment likely
to be affected by the proposed project, b) assessment of impacts (adverse and beneficial) of the
project on the receiving environment, c) identification of mitigation measures to minimize the adverse
impacts of the project, and d) design of the Environmental Management Plan and Environmental
Monitoring Plan.
The ECC is one of the outcomes (others are the Certificate of Non-Coverage or Denial) of the PEIS
System. It is a document issued by the DENR Secretary or the Director of the Environmental
management Bureau (EMB) of DENR certifying that “based on the representations of the proponent
and the preparers, as reviewed and validated by the EIA Review Team, the proposed project or
undertaking will not cause significant negative environmental impacts, and that the proponent has
complied with the requirements of the EIS system”.
The ECC remains valid and active for the lifetime of a project upon commencement. However, the
ECC automatically expires if a project has not been implemented within five (5) years from its
issuance, or if the ECC was not requested for extension within three (3) months from the expiration
of its validity.
In addition, if the baseline conditions have significantly changed to the extent that the impact
assessment as reported in the Environmental Management Plan (EMP) is no longer appropriate, the
EMB shall require a new ECC application. However, the EIA Report on the new application will focus
only on the assessment of the environmental component which significantly changed.
Screening of the Lianga Bypass Coastal Road project using the Revised Guidelines for Coverage
Screening and Standardized Requirements under the Philippine EIS System (EMB Memorandum
Circular 005 July 2014) showed that the 2.79-kilometer road is classified as Category B Non-ECP
project (3.4.1Roads, new construction ALL TYPES OF ROADS >2km but <20.0km length with no
critical slope). The required ECC application document for this project classification is the Initial
Environmental Examination Checklist (IEEC) to be filed online.
8.2 Guidelines for Carbon Footprint Estimation
A “carbon footprint” measures the total greenhouse gas (GHG) emissions caused directly and
indirectly by a person, organization, event, or product (www.carbontrust.co.uk). It considers all the
Kyoto Protocol greenhouse gases: carbon dioxide (CO 2), methane (CH4), nitrous oxide (N2O),
hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulfur hexafluoride (SF 6). The general
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steps for estimating the GHG emissions of the project are listed below and discussed in the
succeeding sections.
1. Delineating the project domain

2. Identifying GHG from components of the Master Plan
3. Identifying direct and indirect emission sources
4. Calculating GHG and GHG-precursor emissions rates (weight per unit time)
5. Choice of emission factors
8.2.1 Monitoring Domain
GHG sources
The GHG emissions from the project will be generated during construction and opening to traffic.
These gases will come from mobile sources (motor vehicles) and stationary sources (standby
generators, purchased electricity). In addition to carbon dioxide (CO 2), motor vehicles produce
methane (CH4) and nitrous oxide (N2O) from the tailpipe and hydrofluorocarbon emissions from
leaking air conditioners. The emissions of these gases are small compared to CO 2; however, the
impact of these emissions can be important because they have a higher global warming potential
(GWP) than CO2.
Direct and indirect GHG emissions

Direct emissions refer to GHG generated during the construction and operation phases of the project
while indirect emissions refer to those generated off-site. Table 2.2.1-1 shows the direct and indirect
GHG emissions sources for the project.
Table 2.2.1-1: Direct and Indirect GHG Emission Sources
Type of Source description Fuel type

emission
Direct on-site Motor vehicles Gasoline, Diesel
Direct on-site Standby generating sets Gasoline, Diesel
Indirect off-site Purchased electricity Bunker C, Diesel, Coal
8.2.2 General Calculation of the Baseline Emissions

Electricity consumption (Indirect GHG emission)
The general equation for estimating the annual GHG emissions from power consumption is
GHG emissions  EC  EF
where:
EC Annual electricity consumption, MWh
EF Emission factor, weight /MWh
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The emission factors for the CO2, CH4, and N2O for the Philippines are 0.526 MT/MWh, 0.01554
kg/MWh, and 0.00777 kg/MWh respectively3.
Mobile Emissions (direct GHG emission)

The GHG emissions from mobile sources can be estimated using the following expression and
emission factors listed in Table 8.2.2-1 to Table 8.2.2-3.
GHG emission   D
a ,b , c , d
a ,b , c , d  EFa ,b,c,d   C
a ,b , c , d
a ,b , c , d
where:
EF emission factor (kg/km)

D distance travelled (VKT) during thermally stabilized engine operation phase
for a given mobile source activity (km)
C emissions during warm-up phase (cold start) (kg)
a fuel type (e.g., diesel, gasoline, natural gas, LPG)
b vehicle type
c emission control technology (such as uncontrolled, catalytic converter, etc.)
d operating conditions (e.g., urban or rural road type, climate, or other
environmental factors)
Table 8.2.2-1: Default CO2 Emission Factors for Mobile Sources
Default
Fuel Type Lower Upper
(kg/TJ)
Motor gasoline 69,300 67,500 73,000
Gas/ diesel Oil 74,100 72,600 74,800
Liquefied petroleum gas 63,100 61,600 65,600
Kerosene 71,900 70,800 73,700
Lubricants 73,300 71,900 75,200
Compressed natural
56,100 54,300 58,300
gas
Liquefied natural gas 56,100 54,300 58,300
Source: IPCC; TJ - Tera joule
3
U.S. Energy Information Administration, 2007
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Table 8.2.2-2: CH4 and N2O Emission Factors for Mobile Sources
CH4 N2O
Fuel type/
(kg/TJ) (kg/TJ)
representative vehicle category
Default Lower Upper Default Lower Upper
Motor Gasoline -Uncontrolled 33 9.6 110 3.2 0.96 11
Motor Gasoline –Oxidation Catalyst 25 7.5 86 8.0 2.6 24
Motor Gasoline –Low Mileage Light
3.8 1.1 13 5.7 1.9 17
Duty Vehicle Vintage 1995 or later
Gas / Diesel Oil 3.9 1.6 9.5 3.9 1.3 12
Natural Gas 92 50 1 540 3 1 77
Liquefied petroleum gas 62 na na 0.2 na na
Ethanol, trucks, US 260 77 880 41 13 123
Ethanol, cars, Brazil 18 13 84 na na na
Sources: USEPA (2004b), EEA (2005a), TNO (2003) and Borsari (2005) CETESB (2004 & 2005);
TJ - terajoule
Table 8.2.2-3: Emission Factors for Mobile Sources using Alternative Fuels (mg/km)
Vehicle type N2O CH4

Light Duty Vehicles
Methanol 39 9
CNG 27 - 70 215 - 725
LPG 5 24
Ethanol 12 - 47 27 - 45
Heavy Duty Vehicles
Methanol 135 401
CNG 185 5,983
LNG 274 4,261
LPG 93 67
Ethanol 191 1227
Buses
Methanol 135 401
CNG 101 7,715
Ethanol 226 1,292
Sources: USEPA 2004c, and Borsari (2005) CETESB (2004 & 2005)
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8.3 Pollution Control Standards and Guidelines
Construction and traffic noise is the main concern for the proposed road project. The applicable noise
standards during construction and opening of the bypass road are shown in Table 8.3-1 and Table
8.3-2.
Table 8.3-1: Environmental Quality Standards for Noise in General Area,

dB(a)4 Category Daytime Morning/Evening Nighttime
AA 50 45 40
A 55 50 45
B 65 60 55
C 70 65 60
D 75 70 65
NOTE: Morning: 5am-9am; Daytime: 9am-6pm; Evening: 6pm-10pm; Nighttime 10pm-5am

Category description:
A 100 m from schools, nurseries, hospitals, home of

A the aged
A residential area
B commercial area
C light industrial area
D heavy industrial area
Table 8.3-2: Maximum Noise Levels Allowed during construction5
Class Construction activities Limit,

dBA
Pile drivers (excluding manual type), riveting hammers or combination thereof.
1 90
Does not include pile drivers used in combination with earth augers.
2 Rock drills, or similar equipment like jack hammers or pavement breakers 85
Air compressors (limited to compressors which use power other than electric
3 motors with a rated output of 15kW or more). Air compressors power rock drills, 75
jack hammers, and pavement breakers are excluded.
Batching plant operation (limited to those with mixer capacities of 200kg or more.
4 75
Batching plants for mortar-making are excluded.
NOTE: No construction in Class AA, A, B areas (except during emergencies, calamities, disasters)
from 7pm to 7am for Class 1&2 construction activities and from 9pm to 7am for Class 3&4
construction activities
4
NPCC Memorandum Circular No. 002 issued May 12, 1980 (amending Section 78 of Presidential Decree 984)
5
measured at 30m
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8.4 Environmental Management Plan (EMP) Framework
The proposed EMP framework for adverse impacts is shown in Table 8.4-1.
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Table 8.4-1: Proposed Environmental Management Plan for the Project
Project phase & activity Potential Impact Mitigating/Enhancement Measures Monitoring parameter Responsible entity Source of funds
1. Pre-construction Phase
Consultations with Non-compliance will result in Conduct consultations with stakeholders Resolution of issues raised DPWH Region XIII DPWH Region
stakeholders at the project the delay or non- LGU of Lianga XIII
area implementation of the project
Acquisition of the following Non-compliance will result in Acquire the required documents or file the Acquired permits or officially DPWH Region XIII DPWH Region
permits/clearances the delay or non- applications. received applications of the XIII
 Locational Clearance implementation of the project documents
 Building Permit
 DENR tree cutting permit
 NWRB Water Permit
 Land ownership
documentation
 Road Right of Way
 Environmental Compliance
Certificate
Vegetation Clearing Plan Improper removal of vegetation Formulate the vegetation clearing plan (VCP) Final vegetation clearing plan DPWH Region XIII DPWH Region
XIII
Geotechnical Investigation Instability of structures Conduct geo-technical investigation of the Geo-technical Investigation Report DPWH Region XIII DPWH Region
site XIII
Provision of drainage Flooding Design the adequate drainage Blueprints of drainage drawings DPWH Region XIII DPWH Region
XIII
Identification of Delay in project completion Identify legal sources of construction List of construction material sources DPWH Region XIII DPWH Region
construction material materials XIII
sources
2. Construction Phase
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Site preparation (Land component) Consistency - Proper dismantling construction work camp - Absence of structures - Contractor DPWH Region
with land use - Donation of fixed structures to LGU - Documentation of donation - DPWH Region XIII XIII
Construction of road, - Restoration of the construction work camp - LGU of Lianga
bridge, and other site to original conditions - EMB Caraga
component
(Land component) Disturbance - Compliance with conditions of DENR/LGU Report on replanting activities - Contractor DPWH Region
to wildlife due to vegetation SLUP, Tree Cutting Permit, ROW, PCA - DPWH Region XIII XIII
clearing Permit - LGU of Lianga
- Limit land clearing - EMB Caraga
- Restoration of damaged or destroyed
vegetation
(Land component) Change in - Designate a Spoils Storage Area - Regular inspection of slope - Contractor DPWH Region
surface landform/ topography/ - Proper disposal of overburden protection measures in erosion- - DPWH Region XIII XIII
terrain/slope - Revegetation of exposed construction areas prone areas - LGU of Lianga
- Construction during dry season - Contractor’s compliance with the - EMB Caraga
- Embankment stabilization design and construction
- Compliance with the DENR Administrative requirements
Order No. 2003-30 and DENR
Administrative Order No. 2000-28
(Land component) Soil/Land - Promote re-use of waste materials - Implementation report on solid - Contractor DPWH Region
contamination due to improper - Implement proper waste management activities - DPWH Region XIII XIII
solid waste disposal - segregation, storage, collection and - Presence/absence of complaints - LGU of Lianga
disposal of solid wastes - EMB Caraga
- Coordinate with the LGU solid waste
collectors
(Land component) Secure appropriate permits/clearances from Coordination report with concerned - Contractor DPWH Region
Encroachment into protected concerned agencies agencies - DPWH Region XIII XIII
areas or ecologically-sensitive - LGU of Lianga
areas - EMB Caraga
Page | 76
DPWH-CARAGA REGION
(Land component) Impairment Implement landscaping and other - Regular inspection of landscaping - Contractor DPWH Region
of visual aesthetics beautification measures and other beautification activities - DPWH Region XIII XIII
- Presence/absence of complaints - LGU of Lianga
- EMB Caraga
(Land component) Devaluation Compensation affected land owners - Documentation of compensation - Contractor DPWH Region
of land values - Presence/absence of complaints - DPWH Region XIII XIII
- LGU of Lianga
- EMB Caraga
(Water component) Water - Provide adequate onsite sanitary facilities - Regular inspection of drainage and - Contractor DPWH Region
pollution - Require contractor to observe proper waste sanitation facilities - DPWH Region XIII XIII
disposal and sanitation - Contractor’s compliance with - LGU of Lianga
- Proper waste handling and disposal design and construction - EMB Caraga
- Earth movement during dry season if requirements
possible
- Proper handling of stripped material
(Water component) - Implement water conservation measures - Presence/absence of complaints - Contractor DPWH Region
- Competition in water use - Locate work camp far from settlements or - Coordination with concerned - DPWH Region XIII XIII
- Depletion of water resources water supply source agencies - LGU of Lianga
- EMB Caraga
(Water component) Increased - Use appropriate design for project facilities - Presence/absence of complaints - Contractor DPWH Region
occurrence of flooding - Provide adequate drainage system - Coordination with concerned - DPWH Region XIII XIII
- Regular debris removal that may obstruct agencies - LGU of Lianga
water flow - Flooding frequency - EMB Caraga
(People component) - Relocation of affected - Presence/absence of complaints - Contractor DPWH Region
- Displacement of residents in - properties outside the right of way - Coordination with LGU - DPWH Region XIII XIII
the project site and within its - Compensation for affected structures - LGU of Lianga
vicinity property - EMB Caraga
- Enhanced employment - Prioritize local residents for employment
and/or - Prompt payment of local taxes
- livelihood - Regular coordination with LGU
Page | 77
DPWH-CARAGA REGION
- opportunities
- Increased revenues for LGU
- Enhanced delivery of public
services (e.g., education,
peace and order, etc.)
(People component) Traffic Implement a Traffic Management Plan Presence/absence of complaints - Contractor DPWH Region
congestion - DPWH Region XIII XIII
- LGU of Lianga
- EMB Caraga
(People component) Impacts on - Provide appropriate traffic warning signs, - Presence/absence of complaints - Contractor DPWH Region
community health and safety lighting and barricades, whenever - Coordination with LGU - DPWH Region XIII XIII
practicable - Submission of reports to - LGU of Lianga
- Observe proper housekeeping concerned agency - EMB Caraga
- Provide on-site medical services
- Participation in public awareness programs
on health and safety
- Implement safety programs
Page | 78
9.0 REFERENCES
1. Municipal Socio-economic Profile of Lianga, Surigao del Sur, 2017.

2. Canter L.W., Environmental Impact Assessment, McGraw-Hill, New York, 1996.
3. Environmental Management Bureau, Revised Guidelines for Coverage Screening and
Standardized Requirements under the Philippine EIS System, EMB Memorandum Circular 005
July 2014, Quezon City 2014.
4. NPCC Memorandum Circular No.002 (May 12, 1980) amending Section 78 of Presidential
Decree 984.
5. PAGASA, Climatological Normals in Philippine Synoptic Stations, 1981-2010.
Web references:
1. http://122.54.214.222/databank/Well.asp?prov=SUS&province=Surigao%20Del%20Sur&m
un=LIA&munic=Lianga&pg=1
2. http://nptel.ac.in/courses/105108076/module6/lecture16.pdf
3. http://topex.ucsd.edu/es10/es10.1997/lectures/lecture20/secs.with.pics/node10.html
4. https://en.wikipedia.org/wiki/Landslide#cite_note-1
5. www.carbontrust.co.uk)
6. www.seismicresilience.org.nz/topics/seismic-science-and-site-influences/earthquake-
hazards/ground-shaking-2/
Page | 79

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DPWH-CARAGA REGION Feasibility Study Report

Proposed Construction of Lianga Coastal By-pass Road

2.0 THE PROJECT AREA

REGIONAL PROFILE: REGION XIII

1. Agusan del Norte 1. Butuan (Regional Center)

PROVINCIAL PROFILE: SURIGAO DEL SUR

2.1 ROAD INFLUENCE AREA:

2.1.1 Municipality of Lianga

Barangay A&D Forestland Grand Total

2.1.2 Population Characteristics

Table 2.1.2-1 Actual Population and Population Growth Rates

ACTUAL TOTAL POPULATION Population Growth Rate

Population Density and Number of Household

2.1.3 Family Income and Poverty Situation

2.1.4 Economic Structure of Lianga

Area Planted Production in No. of

2.2 TRANSPORT SYSTEM

2.2.1 Road and Bridge Networks

2.2.2 Land Transport

3.1 Existing Vehicular Traffic Flow

3.2 Homogeneous Road Section

3.3 Traffic Surveys and Analysis

1. Intersection Traffic Count (ITC) Survey;

Type of Survey Location

Zone No. Description

3.3.1 Normal Traffic

OD/MC-01 882 2259 1082 465 471 46 29 247 158 29 14 - - 5682

OD/MC-02 393 1082 608 145 182 4 53 168 126 26 12 - - 2797

3.3.2 Diverted Traffic

Origin-Destination Survey (OD)

Lianga Coastal Bypass Road

Composite Traffic 5004

3.3.3 Generated Traffic

3.4 Road Capacity

Level of Service Volume Capacity Ratio

3.5 Traffic Demand and Traffic Growth Rates

3.5.1 Normal Traffic Demand

TGR = traffic growth per year in percent.

3.5.2 Traffic Growth Rates along the RIA

3.5.3 Population Estimates and Growth

3.5.4 Income Estimates and Growth

Period C/J/V Jeepneys Buses Trucks M-Cycle Tricycle

4.1 Existing Relevant Road Network (ERRN)

4.2 Existing Situation of the Project Road

4.3 Proposed Improvement/Scope of Works

4.4 Project Costs

4.5 Implementation Schedule

5.0 FEASIBILITY ASSESSMENT

5.1 Evaluation Methodology

5.2 Evaluation Criteria/Consideration

Basic Vehicle Operating Cost:

5.3 Benefits Assessment

Normal and Diverted Traffic Benefits

Generated Traffic Benefits

Other Induced Benefits

5.4 Economic Evaluation Results & Recommendations

Project Cost Feasibility

Lianga Coastal Bypass Road 2.80 444.570 542.158 22.10 361,868

6.0 ENVIRONMENTAL COMPONENT