WHEN the United States Air Force had to give up Clark Air Base in the early 1990s, it seemed that the way was clear for the development of the entire complex as an Export Zone with a large airfield thrown in as a bonus. The unfortunate history of what ultimately became two entities, Clark Development Corp. and Clark International Airport (CIA), has been a succession of often conflicting executive orders and confusing indications from those in power. As a result, CIA has not been able to live up to its potential all these years. Foreign observers and consultants all point to the natural advantages that the area the CIA occupies, from a large land area, a natural elevation way above sea level, and a readily available pool of manpower that is easily trainable and available.
Finally, after years of rooting about like a headless chicken, CIA is being given a boost, thanks to the support of its mother agency, the Department of Transportation and Communications (DOTC), and a host of infrastructure projects on the way or being mulled over, each one having a direct impact on the development of CIA as the premier international airport, albeit a strong alternative to the already overcrowded Ninoy Aquino International Airport.
The only issue that remains is the need for Bases Conversion and Development Authority (BCDA), the former parent of CIA, to follow through on the instructions to turn over all the assets and shares of CIA to the government, to be reposed in the CIA. The use of the land under a usufruct is also implied in Executive Order 64 that transferred control and responsibility over the airport complex to the DOTC.
Meanwhile, the first stage of the infrastructure development of the CIA will come this year when the National Economic and Development Authority (Neda) Board approves the planned expansion of the complex by way of a Terminal 2 that will be geared toward both low-cost carriers (LCC) and the legacy airlines. The entire development of the area was mapped out by Aeroport de Paris under a grant, with the planned expansion to be carried out in phases/stages. The first stage to be bid out at the end of 2015 will be for the construction of Terminal 2 that will have a maximum capacity of 8 million passengers. This will, hopefully, be completed by 2017.
The plan is then to undertake a public-private partnership for the rest of the complex, with a winning bidder willing to undertake the rest of the planned expansion in stages all the way up to a maximum of 80 million passengers.
However, the design allows for an expansion of the planned facility to an even higher figure. Making such a large number of passengers to be handled possible is the mandate for two equally long independent runways (including the present one that was built as an alternative landing site for the Space Shuttle) plus a slightly shorter dependent runway, making up three parallel runways to handle all sorts of traffic. Anyone with the balls and the cash to build the entire complex will then find itself with the first phase thrown into the pie.
Places have been set aside for all sorts of terminals: maintenance repair operators; fixed-base operators; cargo; cold storage; fuel farms; etc. The existing terminal will probably serve as a rather large FBO that can be used by private aircraft.
The complaint about the distance from the Metro will soon be met by three separate developments: Two interconnecting overhead roads that will span Metro Manila and make it easier to get to Clark since these will both end/start right before the North Luzon Expressway. BCDA will also build a train to make access to its planned Green City a more feasible reality. It is not a stretch to have a few dedicated trains scheduled for getting to Clark and the Green City.
We have long championed the building of a combined cargo and passenger train railway that will connect Metro Manila with Clark. However, as we told the planning people of the DOTC, think of connecting the ports of Batangas, Manila, Clark and Subic in order to make the shipment of goods and services and people easier in the future. In addition, a commuter train is initially planned for the Metro up to Malolos, with planned extensions in the near future. This will be an alternative train to the one being planned by BCDA.
Meanwhile, talks are going on at different levels and with different publics that will help in integrating all plans and policies toward the building of what promises to be a great airport, one we can be truly proud of.
The opinions expressed here are the views of the writer and do not necessarily reflect the views and opinions of Finex. Free Enterprise is a rotating column of members of the Financial Executives Institute of the Philippines appearing every Wednesday and Friday.
1 comment
Future developments to come are all on a grand scale. Meantime, can we make the existing Clark airport more passenger friendly by providing easier directional signs (good for night and day) going to and from the airport to avoid “first time” users/passengers from losing their way.