Escolar Documentos
Profissional Documentos
Cultura Documentos
Infrastructure Projects1
December 2006
1 Working paper submitted to Asian Development Bank Institute, December 2006, for discussion and evaluation.
ABSTRACT
2
I. INTRODUCTION
This paper seeks to summarize the cost-benefit analysis (CBA) undertaken for the
various rural infrastructure subprojects under the ADB-assisted Agrarian Reform
Communities Project (ARCP), Loan No. PHI-1667. It aims to examine and compare the
economic feasibility indicators of different access infrastructure types (i.e., farm-to-market
roads and bridges), communal irrigation systems/projects (CIS/CIPs) and potable water
supply (PWS) projects approved and implemented under the Rural Infrastructure (RI)
component of ARCP. The exercise will provide insights on which subproject types are more
beneficial to rural poverty reduction and in what socio-economic context are they most
effective. The findings herein may serve as guide in future project designs of similarly-
situated rural development and poverty reduction projects.
2 The original target coverage and scope was 28,000 households, 140 ARC in about 35 eligible provinces. The scope
and coverage was approved for expansion in 2003 by the National Economic and Development Authority (NEDA)-
Investment Coordinating Committee (ICC). The Project was given time extension of 18 months in 2005 after almost
two (2) years of operating with inadequate rural infrastructure budget.
3 An ARC is a barangay or a cluster of barangays that have been subjected to land reform within which at least 50-60
percent of the households are headed by ARBs. Under Republic Act No 7905 dated 23 February 1995, an ARC is a
barangay or group of barangays, within a municipality or a group of municipalities, declared as an agrarian reform
community.
3
in turn has been enhanced, redefined and revised to better address DAR’s mandate, as
well as incorporate the priorities of the different political administrations.
To carry out its objectives, the ARCP has four major project components: (1) Rural
Infrastructure, (2) Development Support, (3) Land Survey and Titling, and (3) Project
Management and Capability Building. The attendant interventions under the major
components are to be implemented primarily by local government units (LGUs) who are
hosting eligible ARCs together with ARB organizations (irrigator’s associations, barangay
water and sanitation associations, etc.) and people’s organizations/ cooperatives.
Identification of local projects are done on a demand-driven, participatory, and on a first-
come, first-serve basis. Criteria for eligibility of both ARCs and LGUs are pre-established
by the ARCP project document and loan agreement. Project management implementation
is guided by a logical framework detailing the goals, objectives, targets, project
components inputs, outputs, effects and impacts, means of verification of key performance
indicators and assumptions and risks. A copy of the logical framework is attached in
Annex 1.
4
ARCP Rural Infrastructure Component
The rural infrastructure component under ARCP aims to improve the physical and
social infrastructure needs of ARCs by increasing the accessibility, productivity and overall
living standards of the beneficiaries. The RI component provides three (3) major modes of
RI subproject types: (1) access infrastructure (farm-to-market roads, bridges, culverts, etc.),
(2) communal irrigation (diversion, small water impounding, or pumping schemes), and (3)
potable water supply (rehabilitation of existing wells, installation of additional wells, and
development of potential spring sources).
The Project has approved a total of 469 subprojects (as of end of September
2006) that are in various stages of implementation in 165 ARCs hosted by 163 local
government units (LGUs). Table 2 below shows the 469 approved subprojects under ARCP
having an aggregate cost of P3.98 billion with loan proceeds covering about 75 percent
of total project cost or P2.96 billion. LGUs shoulder 18 percent or P725 million of total
project cost principally sourced from their internal revenue allotment (IRA). In terms of
number of RI subprojects approved, 77% are under access infrastructure covering a
combined length of 1,230 kilometers, irrigation systems comprise 10% with a total
coverage of 8,070 hectares and potable water supply systems comprise 13% or 98
units/systems servicing 15,504 households.
Table 2
Cumulative Physical and Financial Summary for Approved Subprojects
By Category, As of 30 September 2006
Category No. of Physical Indicator Cost Breakdown (in million pesos)
SPs
LP GOP (taxes) LGU Equity Total
Access 359 1,230 kms 2,639.00 247.16 560.83 3,446.99
Infrastructure
Irrigation 47 8,070 hectares 257.36 29.5 128.83 415.69
Potable Water 63 98 units / 71.45 7.7 35.47 114.62
Supply 15,504 households
TOTAL 469 2,967.81 284.36 725.13 3,977.3
5
Table 3
Cumulative Summary of Approved Subprojects
By Geographical Location, As of 30 September 2006
Project Regions No. of No. of No. of Percent Total Cost Percent
Area Covered provinces ARCs Subprojects Share to (million P) Share to
Total No. Total Cost
of SPs
Luzon I, II, III, IV 11 51 131 28% 1,348.7 34%
and V
Visayas VI and VIII 8 39 115 25% 922.5 23%
Mindanao X, XI, XII 10 56 195 41% 1,372.8 35%
and
CARAGA
ARMM ARMM 4 19 28 6% 333.2 8%
TOTAL 33 165 469 100% 3,977.2 100%
Table 4
Cumulative Summary of Approved Subprojects
By Geographical Location and Category, As of 30 September 2006
Access Infrastructure Irrigation Potable Water Supply
Geographical No. of Physical Cost No. of Physical Cost No. of Physical Cost (in
Sub- Target (million Sub- Target (in (million Sub- Target million
Area
projects (kms) pesos) projects hectares) pesos) projects (no. of pesos)
units)
Luzon 100 336.22 1,145.09 21 3,692.87 187.17 10 12 16.47
Visayas 93 300.07 848.94 11 1,807.09 60.70 11 32 12.92
Mindanao 141 495.53 1,135.75 14 2,500.74 159.28 40 52 77.85
ARMM 25 98.22 317.20 1 70.00 8.59 2 2 7.41
TOTAL 359 1,230.04 3,447.00 47 8,070.70 415.73 63 98 114.65
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III. ARCP RI Component: Design and Evaluation Parameters
Project Design
Delivery of support services and infrastructure under ARCP is consistent with the
DAR’s ARC development strategy. Under ARCP, the needed investments in support services
are identified through a participatory planning process undertaken by the ARB
organizations. ARC development plans and investment programs are drawn up where
projects addressing ARC needs are prioritized and ranked.
4 For a backgrounder on the operating context of ARCP and the various enhancements introduced into the DAR’s ARC
strategy, see attached paper “Project context: ARCP as a Poverty Reduction Project” in Annex 2. The current
catchword on the ARC strategy is ARC “connectivity”, the concept of which is still under formulation as of this writing.
7
(LGUs) who are hosting the covered ARCs. Thus under ARCP, it is incumbent upon the ARCs
and their organizations to touch base with LGUs so that ARC development plans and
investment programs form part of and/or made consistent with the LGU development
plans and investment programs. Mobilization of the required local equity (in cash or in
kind) to avail of the marching grant is thus realized through equity participation of the
LGUs and ARB organizations.
Agrarian communities are among the most disadvantaged areas in the Philippines.
At ARCP entry, baseline studies conducted by the Institute of Agrarian Studies of the
University of the Philippines Los Baños, determined that more than 70% of agrarian
household members lived below the poverty line. The average income of such households
was P36,000 per annum against the national poverty threshold of P68,000 established
by the government.
8
In 1999, many ARCs were also newly created since it was immediately prior to this
period where DAR’s land distribution target, particularly government lands, were
distributed. Under ARCP, eligible ARCs were mostly those that were newly declared (with
high land distribution record and free from land acquisition and distribution) while a
minority are old ARCs whose lands were distributed under the earlier land reform
programs. Land distributed could hardly be made productive due to several constraints
and foremost of these are access to the market, lack or inadequate irrigation systems,
potable water supply and other support facilities and infrastructure.
ARCs under ARCP are mostly categorized as semi-prime and remote or “satellite”
ARCs. These are found mostly in Mindanao, ARMM, Visayas and Northern Luzon areas.
There are a few prime ARCs covered by ARCP and these are mostly in Central Luzon. In
these areas, ARC planning processes yielded the following priority infrastructure needs:
(1) farm-to-market roads, (2) potable water supply, and (3) irrigation.
Based on the rapid rural appraisal conducted in several ARCs in 1997, ARCP RI
component design revolved around addressing the three major rural infrastructure needs
in the eligible ARCs. The design and investment mix is consistent with the participatory
needs assessment undertaken in about 200 eligible ARCs.
For access infrastructure, it was envisioned then that most of these shall be
gravelling or rehabilitation with limited provision for concrete roads. For irrigation, all of
these are communal systems or projects for either rehabilitation and/or new
construction/installation. Potable water supply systems, as designed, were mostly level I
systems (point source or artesian wells) and level II systems (spring and installation of
strategic community faucets or tap stands).
The economic analysis for the ARCP Project Design in 1997 was based on 24
feasibility studies done in 24 ARCs in Luzon (3 ARCs), Visayas (1), Mindanao (12) and
ARMM (8). The following are the results of the study and the indicators therein became the
basis for NEDA-ICC approval of the ARCP:
9
Component EIRR NPV @ 12% (P’000)
1. Access 17.8 469,880
2. Irrigation 18.6 109,414
3. Potable Water Supply 21.4 44,899
4. Agri-Development 37.2 1,087,134
5. Rural Enterprise 29.3 227,734
ALL COMPONENTS 24.0 1,939,061
Below is Table 5 showing the major assumptions and parameters used in the 1997
Project Design and the actual ARCP practice. In general, the ARCP Project Evaluation Unit
has adopted the methodology used in the 1997 Project Design with the following
deviations:
a. Discount Rate – ADB uses 12% while ARCP adopts the NEDA-ICC rate of 15%. The
24 feasibility studies done for ADB Mission Team in 1997 also used 15% as the
discount rate.
b. Skilled Labor – is based on prevailing wage rate usually between P250 to P400.
The program of work (POW) used in the construction of access roads and bridges
show that the range varies from region to region.
c. Unskilled labor – is based on prevailing wage accepted by unskilled workers in
the area usually ranging from P150 to P180 per day.
d. Economic conversion factor for unskilled labor and imported materials – unskilled
labor is 0.60 for both upland and lowland workers while foreign exchange
component conversion is 1.20.
e. Operation and Maintenance Cost – ARCP adopts the DPWH standard of P40,000
per kilometer per year for gravel roads and P20,000 per kilometer per year for
concrete roads. These are also adjusted from financial to economic prices
f. PWS targets – targets for potable water supply system varies greatly as
implemented by ARCP. There are basically two categories of PWS as
implemented: (i) Level 1 – deep wells/springs sited in a strategic location catering
to several households, and (ii) Level 2 – spring or ground water source/s and
distributed to strategically located tap stands around the service area in the
community. These may be propelled by gravity or pump-operated.
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Table 5
Assumptions And Parameters Used In Evaluating Feasibility Of Rural Infrastructure Subprojects
IRRIGATION
POTABLE WATER
11% of total
O&M for PWS: Economic life 15 yrs investment 9% of investment /*
Construction
Spring 100 units
Well 840 wells
Level 1 PWS (Deep Wells) 4 units /*
Level 2 PWS (may either be
spring source/gravity-type or
ground water sourced but
mechanically pumped & distributed
to strategic locations) 41 units /*
* Actual computed/estimated indicators from the combined ARCP subprojects as of September 2006.
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Derivation of Benefits of ARCP Rural Infrastructure Projects
Cost-benefit analysis under ARCP context slightly departs from the usual cost-
benefit analysis undertaken for convention infrastructure, particularly those implemented in
an urban context. Project viability evaluation in ARCP takes into consideration the socio-
economic context of ARCs particularly in remote rural areas where economic costs and
benefits may vary in terms of valuation and opportunity cost of variables.
Under this category are farm-to-market roads and bridges. These involve
connecting and/or improving the access of ARB farms to the secondary and/or primary
(major) market centers. Interventions here vary: (a) road opening to rehabilitation
(gravelling), (b) combination of gravelling and segment or “spot” concreting for FMR
segments that are located in steep slopes or perennially eroded and/or flooded portions,
and (c) fully concrete or paved FMRs (upgrading). Bridges are mostly reinforced concrete
deck guilder-type, single-lane bridges.
There are generally two types of benefit derivation depending on the nature of
FMR subproject. In areas where there is vehicular traffic (about 200 vehicles a day in the
nearest road influence area), the traffic road approach used in deriving of the project
benefits. In this methodology, benefits are derived from the improved surface and/or
access primarily originating from savings in vehicular operating costs (VOCs) in a “with
and without project” scenario. Traffic or VOC methodology may be seen as biased
against households who do not own or use vehicles. This type of cost-benefit analysis may
cause the exclusion of the “poorest of the poor” in the benefit equation of FMRs. Annex 3
provides a summary of vehicle operating cost savings per vehicle and road surface type.
In areas where there is no observed vehicular traffic or where the traffic count
falls below 200 vehicles a day (and the use of which may cause the subproject to be not
viable), the development approach in estimating benefits is derived. This is done by
estimating the cost of hauling of agricultural and non-agricultural products and the cost of
commuting (may be time-based or money-based) of persons in the road influence area.
Table 6 below provides a summary of the benefits assumptions of development FMRs
approved and implemented in ARCP.
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Table 6
Detailed Benefit Assumptions for Development FMRs
(Non-traffic Roads)
AVERAGE
BENEFIT ASSUMPTIONS (Average for all approved subprojects) AMOUNT UNIT
Compound Population Growth Rate 1.52 %
Average Yield of Agricultural Produce
Rice/Palay 3.4 tons/hectare
Corn 2.57 tons/hectare
Sugarcane 52.7 tons/hectare
Coconut/Copra 2.39 tons/hectare
Average Percentage Exported of Agricultural Products
Rice/Palay 64 %
Corn 72 %
Sugarcane 98 %
Coconut/Copra 95 %
Average Hauling cost Savings with-without Project 0.86 Pesos/kilogram
Average Passenger Transport Savings with-without Project 10.54 Pesos/Passenger
Average percentage of commuters out of total population 26 %
Average Operating Days of Commuters 215 days
Average Operating Days of Vehicles 277 days
FMR interventions under ARCP can also be categorized into: (a) FMRs that were
only partially improved by repairing or rehabilitating selected segments; or (b) FMRs that
undergone whole-network or whole-stretch improvement/rehabilitation. Partial or small
road improvements normally improve segments that connect to minor markets. On the
other hand, full-stretch improvement involves enhancement of the whole access (longer
road networks), normally adjoining the community to the major or primary marker center.
B. Communal Irrigation
Communal irrigation subprojects may be classified according to three types: (a)
gravity irrigation, (b) pump-based irrigation, and (c) shallow tube well installations. The
estimates of benefits originate from the increased cropping intensities (as brought about
by increased irrigation efficiency for rehabilitation projects and/or increased coverage
for new construction projects) in a “with and without” project scenario.
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IV. Cost-Benefit Indicators on ARCP RI Subprojects
The following analysis compares the cost and benefits of ARCP rural infrastructure
subprojects given the development context, cost and benefit parameters cited above. The
set of subprojects approved as of 30 November 2006 is the basis for the cost and benefit
summations. The analysis is also extended along several subproject type categories. Full
cost-benefit tables are found in Annex 4 to 13.
A. Access Infrastructure
Table 7
Economic Viability Indicators of all ARCP Access Infrastructure
Net Present Value at Economic Internal Cost-Benefit Ratio
15% Rate of Return (EIRR)
Luzon 327,147,747 22.21% 1:1.35
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Table 8
Economic Viability Indicators
All gravel roads including those with spot concrete portions
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon 158,609,629 24.57% 1:1.39
3. Concrete Roads
Concrete roads, as shown in Table 9, provide lesser viability
indicators compared to gravel roads with an EIRR of 19.96% and a NPV
of P268 million. Across areas, Mindanao concrete FMRs exhibit the greater
economic cost-benefit with 1:1.42, followed by Luzon and Visayas with
1:1.30 and 1:1.29, respectively.
Table 9
Economic Viability Indicators
Concrete roads
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon 136,806,999 20.54% 1:1.30
15
of persons (travelers) and agricultural and non-agricultural freight in the
road influence area. Table 9 below shows that the overall economic
viability of development roads under ARCP is EIRR 22.33% and NPV at
P410 million; indicators that are close to the viability indicators of gravel
roads. Across areas, the development roads located in Mindanao exhibit
the highest benefits with a cost-benefit ratio of 1:1.39.
Table 9
Economic Viability Indicators of Development Roads
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon 327,147,747 22.21% 1:1.35
Table 10
Economic Viability Indicators of Traffic/VOC FMRs
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon 55,282,113 18.98% 1:1.30
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6. Segment improvement (Upgrading and/or rehabilitation of a portion or
critical segment of an FMR)
Table 11
Economic Viability Indicators of FMRs:
Segment/Portion Improvement
Net Present Value Economic Internal Cost-Benefit Ratio
at 15% (Pesos) Rate of Return (EIRR)
Luzon-195 kms, 75 SPs 122,247,618 21.22% 1:1.32
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Table 12
Economic Viability Indicators of FMRs:
Whole FMR Stretch / Network
Net Present Value Economic Internal Cost-Benefit Ratio
at 15% (Pesos) Rate of Return (EIRR)
Luzon-126 kms, 18 SPs 43,457,937 20.65% 1:1.27
8. Bridges
There were a total of 25 bridges (stand alone subprojects) with a
combined length of 3.1 kms nationwide. The project-wide economic
viability indicators of ARCP bridges are: (a) NPV - P31.8 million, (b) EIRR
of 20.42%, and (c) cost-benefit ratio of 1:1.27.
B. Irrigation
18
Table 13
Economic Viability Indicators, All irrigation systems
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon 81,045,520 24.54% 1:1.35
Table 14
Economic Viability Indicators, New Irrigation System Construction
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon – 1253 has 44,583,000 27.14% 1:1.66
19
Table 15
Economic Viability Indicators, Rehabilitation of Existing Systems
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon – 1,159 has 14,480,000 24.30% 1:1.29
ARMM - - -
All Areas – 3,386.49 has 29,409,000 25.09% 1:1.47
3. STW Installation
Shallow tube wells were installed only in the Luzon area. Economic
viability indicators: NVP – P21.5 million, EIRR of 23.53% and cost-benefit
ratio of 1:1.14.
Table 16
Economic Viability Indicators, Shallow Tube Wells
Net Present Value Economic Internal Cost-Benefit Ratio
at 15% (Pesos) Rate of Return (EIRR)
Luzon – 1,403 has/11 SPs 21,588,670 23.53% 1:1.14
Visayas - - -
Mindanao - - -
ARMM - - -
All Areas 21,588,670 23.53% 1:1.14
1. Overall
Table 17 shows the economic viability indicators of all PWS
subprojects in all ARCP areas. Overall EIRR is 31% and NPV is P95.3
million. Among the project areas, ARMM and Luzon exhibits the highest
cost-benefit ratio of 1:1.99 and 1:1.96, respectively. Luzon PWS remain
with the higher EIRR at 44%.
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Table 17
Economic Viability Indicators, All PWS Levels
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon – 11 SPs 8,920,000 44% 1:1.96
Table 18
Economic Viability Indicators of Level I PWS
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon - - -
Visayas – 23 SPs 1,467,000 33% 1:1.43
ARMM - - -
All Areas – 28 SPs 1,534,000 31% 1.92
3. Level II
Table 19 presents the economic viability indicators of Level II PWS
systems. Overall EIRR is 31% and NPV is P93.7 million. ARMM and Luzon
have the highest cost-benefit ratio with 1:1.99 and 1:1.96, respectively.
Luzon has the highest EIRR at 44% with 13 SPs under Level II PWS.
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Table 19
Economic Viability Indicators of Level II PWS
Net Present Value at Economic Internal Cost-Benefit Ratio
15% (Pesos) Rate of Return (EIRR)
Luzon – 13 SPs 8,916,000 44% 1:1.96
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V. Conclusion
Table 20
Economic Viability Indicators of all ARCP Rural Infrastructure
Net Present Value at Economic Internal Cost-Benefit Ratio
15% Rate of Return (EIRR)
FMR 616,668,136 21.66% 1:1.34
Among the FMR types and categories (Table 21), gravel roads exhibit the highest
benefits with a 23.26% EIRR and a cost-benefit ratio of 1:1.35. Gravel roads are
followed by development FMRs with EIRR of 22.33% and a cost-benefit ratio of 1;1.33.
Gravel roads and development roads are usually related and are projects whose impacts
are felt more by the lower income and impoverished groups. Gravel and development
roads usually do not cater to vehicular and motorized traffic and service mostly small
manual-driven (animal-driven) vehicles, manual haulers, and commuters on foot.
Full concrete FMRs exhibit the lowest benefits among road types (EIRR: 19.96%).
These type of roads usually cater to motorized vehicles and benefits derived here are the
savings in vehicle operating costs due to lesser wear and tear on vehicles like trucks, buses,
jeepneys, cars and vans, and motorcycles. Full FMR networks exhibit higher benefits than
small-segment FMR improvements. Full FMR networks are usually traffic roads leading to
primary urban and major market centers. Segment improvements only improve certain
road sections that are perennially damaged and/or are poorly maintained.
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Table 21
Economic Viability Indicators of Various FMR typologies
Net Present Value at Economic Internal Cost-Benefit Ratio
15% Rate of Return
(EIRR)
ALL FMRs 616,668,136 21.66% 1:1.34
Gravel (with Spot Concrete) 386,633,379 23.26% 1:1.35
Concrete 268,353,974 19.96% 1:1.30
Development FMRs 410,649,718 22.33% 1:1.33
Traffic FMRs 221,349,051 20.63% 1:1.38
Segment Improvement 407,858,492 21.69% 1:1.36
Full FMR Network 174,285,417 22.02% 1:1.33
Bridges 31,800,000 20.42% 1:1.27
Potable water supply systems provide the greatest benefits and economic internal
rates of return among the ARCP rural infrastructure subproject types. Between PWS Level I
and PWS Level II, the latter constitutes most of the demand in ARCP. This is in contrast to
the earlier projected demand in the design of ARCP in 1997 where most of the PWS
demand then was for the installation of Level I systems. In fact, ARCP experience show that
the actual demand in ARCs is now moving towards Level III PWS systems where household
water connections are the preferred investments.
24