SURVEY FOR HIGHWAY PROJECT REPORT

NEW ROUTE TO UNIVERSITY OF SAN CARLOS

Department of Civil Engineering-University of San Carlos

Wheels Go Round and Round You’re On My Mind

Abas, John Rolly C.

delos Santos, Christian Ray P.

Ramas, Nina Aliza B.

Yu, Lexiejoy D.

Zambo, Kreisha P.

September 11, 2017

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 1

 1. Objectives and Scope of the Study

Objectives:

The rapid increase of traffic in Cebu City, especially in Talamban,

Cebu City, has very much affected commuters. Instead of proposing
road widening in the area of Talamban, the researchers proposed to
find alternative routes in order to reach Talamban, Cebu City. This
study aims to:

● Analyse existing traffic data in Talamban and provide

effective alternative routes to reach Talamban
● Provide the estimate cost of the chosen alternative route
● Provide a design of the chosen alternative route considering
topography, drainage, right of way and other utilities in the
said area to the required geometric, pavement design and
safety standards

Scope:

The scope of the study includes the analysis of existing traffic

data of Barangay Talamban and of the chosen alternative route. The
analysis covers the costing of the route, which includes the
earthworks, drainage construction and other considerations to right
of way and to the environment. The study assesses the chosen
alternative based on its traffic capacity.

The study does not include detailed information of how the driver
itself affects the traffic situation in Talamban. Assessing the
driver characteristics would require much time and would deal more
on the psychological part, which is rather subjective than
objective.

Another limitation of the study is the collection of traffic volume

data. Instead of observing and recording the traffic volume for 24
hours a day for a week, the researchers decided to collect data for
limited hours in a day. Hence, assumptions for the expansion factors
were used.

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 2. Traffic Study And Transport Implications

a. Traffic Survey Methodology

The traffic survey methodology used in the study includes the
following:

● Manual Traffic Counts

The researchers conducted manual traffic counts in the
chosen alternative routes through the recording the
vehicle plate numbers during the conduct of the survey.
The time, weather and day when the traffic count was
done was also listed down. Computations for the Average
Daily Traffic (ADT) and Annual Average Daily Traffic
(AADT) will be shown in part b. Other data such as the
economic activities in the area were also considered.

● Vehicle Classification
During the conduct of the manual count, the vehicles
recorded were assessed with regards to their vehicle
type and the vehicle capacity (include number of
passengers and speed). The researchers found out that
most of the vehicles using the chosen alternative route
were motorcycles carrying a single passenger.

● Profile Surveying
The researchers used profile surveying in assessing how
much earthworks to cut and fill. A 100 m length was
established to which different turning points and
intermediate points were made. At every station, 3
sights were made (one at the center, and at the corners
of the proposed width of road). Furthermore, sights were
also made at points where there is a drastic change in
slope.

b. Average Daily Traffic & Average Annual Daily Traffic

Data collected from 1:00 pm- 5:00 pm on a Friday during the

month of August are shown below: (Assuming that expansion
factors in Table 1.1, Table 1.2 and Table 1.3 found in
Appendix A.

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 Table 1.6 Hourly Data Collected

HOUR VOLUME HEF (HOURLY EXPANSION

FACTOR)

1:00 pm - 2:00 pm 15 16.71

2:00 pm - 3:00 pm 14 14.84

3:00 pm - 4:00 pm 9 14.77

4:00 pm - 5:00 pm 10 12.85

Estimating the 24-hr volume for Friday using the factors given
in Table 1.1 in Appendix A.
15(16.71) + 14(14.84) + 9(14.77) + 10(12.85)
4 = 179.96

Adjusting the 24-hour volume for Friday to an average volume

for the week using the factors given in Table 1.2 in Appendix
A.

Total 7-day volume = 179.96 * 5.724

179.96(5.724)
Average 24-hour volume = 7 = 147. 156

Since the data were collected in the month of August, the

factor shown for August in Table 1.3 is used to obtain the
AADT.

AADT= 147.156 * 0.521 = 76.668

c. Road Side Survey (O-D)

Survey procedure is “Origin-Destination” survey where

interviews of vehicle users were conducted. The chosen area
for the survey is the chosen alternative route proposed by the
researchers. One researcher is tasked to interview, each at
both ends of the route. Driver’s age, gender, vehicle type and
number of passengers were recorded. The whole procedure was
done in approximately 1 hr.

All of the 22 ​drivers interviewed were male and ages range

from 25-44 y.o. Most of the drivers used motorcycles as mode
of transportation. All of them were accommodating and patient

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 as the interview progresses. A single interview took 2 mins on
average.

This survey is conducted to have a better judgment with

regards to the drivers’ attitude and behavior if disrupted
while travelling. Future construction in the site can cause
disturbance later on and most of the interviewees agreed that
it is better to have a more comfortable road to travel on.

Survey forms for Roadside Survey are intangible since there is

only verbal communication between the researchers and the
respondents.

d. Estimated Traffic Growth

Assessing the growth of vehicle traffic is necessary in the

design of highways. The data utilized the traffic growth
characteristics were based on the Average Daily Traffic (ADT)
and Annual Average Daily Traffic (AADT) obtained from part b.
The data is presented in Table 1.6 above. The line of best fit
is determined and drawn. Following a forecasting method
learned from Engineering Management, the researchers
determined linear regression analysis method to be used in the
analysis of the growth rate. The graph of linear regression is
presented below:

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 5

 The formula for the traffic growth rate used is (Regression
Slope/ AADT)(100). Computations of the estimated traffic
growth:

Slope 2
AADT (100) = 76.668 (100) = 2.61 % growth rate

*Note: There will be 2.61% increase in the traffic volume

Formula for determining the error in the calculation is shown

below:
% Error= 100* (Given Volume-Predicted Volume)/Given
Volume

Tabulated Data for the Forecasted Data and Error is shown

below:

Hour Volume Forecasted % Error

Volume

1:00 pm - 2:00 pm 15 15

2:00 pm - 3:00 pm 14 13 7.14

3:00 pm - 4:00 pm 9 11 22.22

4:00 pm - 5:00 pm 10 9 10

The error produced from the forecasting method used is

significantly low. Thus, the forecasting method can be used to
obtain traffic growth rate.

e. Future Traffic Generators

Traffic generators are identified and plotted in the map.

During the ocular inspection of the said alternative area, the
following were identified to possibly contribute to future
traffic:
● A small area at the side of the road which serves as a parking
lot
● A small eatery located at the side of the alternative route
which may serve as parking area for those who would take their
meals.

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 3. Technical Field Investigation
a. Technical Standards and Guidelines

The following specifications are taken from:

● DPWH Standard and Specifications for Public Works and
Highways, 2004 Edition (Blue Book)
● Geometric Design of Highways and Streets 6th edition

Roadway Specifications

Road Classification : Barangay Road

Road Right of Way : 10 meters (minimum)
Width of travelled way : 4 meters (minimum)
Allowable grade : 10% (maximum)
No. of lanes : 2
Design Traffic : Passenger cars
Symbol : P
Height : 1.3 meters
Width : 2.1 meters
Length : 5.8 meters
Front : 0.9 meters
Rear : 1.5 meters
Design turning radius : 20.0 meters
Centerline turning radius : 17.0 meters
Inside radius : 14.5 meters
Design Speed : 20 km per hr

Earthworks

Clearing and Grubbing : DPWH Blue Book Item 100

Unsuitable Excavation : DPWH Blue Book Item 102.2.9

Embankment : DPWH Blue Book Item 104

Subgrade Preparation : DPWH Blue Book Item 105

Base Course

Crushed Aggregate Base Course : DPWH Blue Book Item 202

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 Surface Courses

Bituminous Prime Coat : DPWH Blue Book Item 301

Bituminous Tack Coat : DPWH Blue Book Item 302

Bituminous Concrete
Surface Course, Hot-Laid : DPWH Blue Book Item 310

Portland Cement Concrete

Pavement : DPWH Blue Book Item 311

Drainage and Slope Protection Surfaces

Pipe Culverts and

Storm Drains : DPWH Blue Book Item 500

Manholes : DPWH Blue Book Item 502

Curb and/or Gutter : DPWH Blue Book Item 600

b. Topography

Topography of possible routes from Citylights Garden to Talamban

transitions from a hilly terrain to flat pavements with an
approximate elevation drop from 150 meters to 30 meters. Current
paved route used for travel has a total length of 6.93km.

Design of proposed alternative route is only about 126 meters of

a whole 5.12 ​km. Intense rainfall conditions may cause severe
soil erosions in the upper part of the route. River watershed is
near the site.

c. Existing Land Use and Utilities

Most of the area surrounding the alternative route are used for
residential purposes. Commercial land use also exists not far
from the site with busy fast-food chains, public market and
several real estates (See Appendix D Fig.1).

The alternative route is an unpaved road with only small-diameter

pipelines for water supply found on the side of the road and few
cables connected through poles for electricity.

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 d. Geotechnical Assessment

The researchers were not able to perform some tests pertaining to

the geotechnical aspect of the site. However, referring to a soil
map secured from the GIS Center in Cebu City Hall, majority of
Lahug’s soil composition consists of the Mantalongon clay loam
(See Appendix D Fig. 2). It is formed from sedimentary materials
of shale and sandstone which are known to be durable and hard
rocks, composed of fine grains and often used for cement
manufacture or road aggregates. This may pose difficulty for the
preparation stage of the project such as excavation.

4. Proposed Alternatives, Proposed Alignments and Grades

a. Analytical Scenarios

The alternative routes has been considered from the point of

origin which is Citylights Condominium to University of San
Carlos, the destination. However, on the ocular inspection, the
length of the second alternative route greatly exceeds the
first thus it was concluded that the shortest road would yield
a more economical proposed design.

The chosen alternative route is an unpaved road beside the GMA

station and exits through Gaisano Country Mall. A 126 meter of
unpaved road must be constructed to connect existing roads of
Balamban National Highway and barangay roads that leads to
Gov. M Cuenco Ave.

b. Road Characteristics & Cost Estimates of Alternative Scenarios

A two way road is designed with a total width of 4 meters for

both driving lane and an extended 1 meter on both sides for
the concrete sidewalk. A roadlife expectancy of 10 years is
projected from a flexible pavement design with 0.05 m thick
asphalt and a 0.1 thick base course at a slope of 2%. A 20 kph
for the design speed is used given that the maximum volume of
cars passing per day is below 400 as recommended in the table
5-5 in AASHTO, 2011. Concrete pipes are employed for the
conveyance of water to the main drainage. It has an outer
diameter of 300 mm and a thickness of 32 mm. A total of 126
meters of road is designed.

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 c. Unit Cost and Operating Data

The prices per unit item (Unit Cost) and prices for the
expenses of the maintenance and administration of the roadwork
(operating cost) are based on 2012 prices. The detailed
costing per item is found in the Excel Sheet Table. (See
Appendix F Table 1.5)

5. Drainage

Major drainage channels are not observed during reconnaissance

since location is underdeveloped. Drainage design is still
incorporated in this paper with the aid of standardized
channel sizes
6. Construction Materials

Roadway Construction Materials

1. Earthworks
● Hydraulic Excavator
● Dump Truck
2. Base Course
● Crushed Aggregate Base
3. Surface Course
● Bituminous Prime Coat
● Bituminous Tack Coat
● Bituminous Concrete Binder
● Portland Cement
● Water
● Road Roller Compactor
Drainage Construction Materials
1. Excavation
● Hydraulic Excavator
● Dump Truck
2. Bedding
● Sand
3. Laying of Conduits
● Crane
● Gully Pot
● Pipes
● Reinforced Concrete Culvert
4. Jointing of Conduits
● Portland Cement

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 10

 ● Sand
● Water
5. Backfilling
● Gravel
● Sand
● Rollers
● Mechanical Tampers

Notes:
1. All materials used must conform to the requirements
specified in their respective sections stated in
Technical Standards and Guidelines found above.
2. Specific type of each material shall be indicated in a
separate sheet shown in Appendix F.
3. General configuration of materials is shown in Appendix
I.

7. Right-of-Way

The right of way is the legal right for the government to build
roads on a certain land. The government have different
specifications depending on the highway specification that the
government will set or the use of the road. The area that was
surveyed was specified to be used as a Barangay Road wherein the
road right of way is set to be 10 meters. The designers used 11
meters per station. The road width that was used to design is 4.0
meters.

8. Special Considerations
a. Socio-Economic Profile of the Study Area

The area alongside of the road are mainly composed of

residential houses. With the absence of any rural activities
(e.g. businesses, schools, market, malls, etc.), traffic is
not as busy as it is in the city. Mostly, the vehicles that
use the area are motorcycles which is the mode of transport of
the residents of the area. However, there are also some
4-wheeled vehicles passing by but not as frequent. The area is
also not as developed as it is in the city which is very
obvious in the area because there are a lot of open area. This
in turn makes the residents raise some live stocks in a small
scale.

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 11

 b. Screening of Potential Environmental Impacts and Mitigation
Measures

Due to the sloping of the area, the construction of the road

may cause landslide on some parts of the road. Also, the area
is not well develop in which the road may cause flooding
because construction of a drainage system will be difficult.
To prevent landslides, a riprap or retaining wall can be
placed on areas prone to it. And to prevent flooding, a
drainage system can be placed in a form of an open channel. As
to which a piping system are difficult to place on some areas
due to it sloped sides. The channel is also preventing the
water that falls into the road from flowing downstream and
cause flood.
c. Identified Environmental Risks and Climate Change Vulnerability

The rapid change of climate causes the sudden change from a

wet and rainy weather to a dry one. This will have an effect
to the ground where the road will be place because the soil is
mostly limestone covered by a thin layer of loam. Sudden
changes in the climate may cause development of sinkholes and
instability of the ground, which in turn could form cracks and
potholes in the road.

d. Environmental/Road Safety Impacts

The road is narrow and at the same time, it is placed

perpendicular to the slope. Thus, this will cause the traffic
to limit the speed into a slow one. There are also part where
in the road is the only flat part so a barrier is recommended
to be placed. A lot of tall trees are existing on the side of
the road. During in an event of a weather where there is a
strong wind, the trees may fall into the road and block it.

e. Climate Change Adaptation

To adapt to the climate change, the trees on the side of the

road should be kept and if possible, added. Not only will this
make the ground on the slopes more stable, this also helps in
filtering the emission of the vehicles. The presence of the
trees can also shade the road, thus lowering the consumption
of gasoline just to make the passengers comfortable. The fresh

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 12

 air produced by the trees can make the vehicles passing
through the are not to use air conditioning systems.

9. Computation and Supporting Documents

The computations for costing were done using Microsoft Excel

software. (See Appendix F Table 1.5). During the conduct of
the project, several pictures were taken for documentation.
Attached below are few of the pictures:

Appendices

Appendix A. Assessment of Existing Road Conditions

Table 1.1 Hourly Expansion Factors

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 Table 1.2 Daily Expansion Factors

Table 1.3 Monthly Expansion Factors

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 Appendix B. Assessment of Major Drainage Structures

Since the area is not well developed, there are no existing major
drainage systems.

Appendix C. Processed Road Roughness Index

International Roughness Index

The International Roughness Index (IRI) was developed by the World

Bank in the 1980s (UTMRI, 1998). It is a standardized measure of the
reaction of a vehicle to the roadway profile and roadway roughness
that are expressed in “inches per mile”. The IRI is calculated based
on established computer algorithms, and thus, not subjective.
Generally, higher IRI values represent rougher roads and vice versa.
The main advantages of the IRI are that it is stable over time and
transferable throughout the world. The Federal Highway
Administration (FHWA) recommends a threshold of 170 in/mi (2.7 m/km)
for acceptable ride quality in its 2006 strategic plan for the
National Highway System. Table 1.4 ​provides the pavement condition
criteria for all functional road classifications in the national
highway system.

Table 1.4 FHWA Pavement Condition Criteria

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 15

 Appendix D. Materials Source Maps
Figure 1. Land Use Map

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 Figure 2. Soil Map
Figure 3. Topographic Map

Figure 4. Alternative Routes

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 Source: Google Earth Pro
Appendix E. Proposed Technical Design and Standards

​Table 1. Design Vehicle Dimension

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 ​Table 2. Minimum Turning Radii of Design Vehicles

Table 3. Maximum Grades for Rural Collectors

​Source: Exhibit 6-4. Geometric Design Highways and Streets

Table 4. Corresponding Design Speeds in Metric and US Customary Units

Source: Exhibit 2-29. Geometric Design Highways and Streets

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 19

 Appendix F. Cost Estimates
(See attached file)

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DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 21
 Appendix G. Traffic Survey Forms

Table 1. Record of License Plates of Travelling Vehicles

Appendix H. Detailed Traffic Data, by Vehicle Type, 2014-2033

Appendix I. Detailed Design Configuration by AutoCad

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 22

REFERENCES:

Arhin, Williams, Ribbiso, Anderson. ​Predicting Pavement Condition Index

Using International Roughness Index in a Dense Urban Area​. Journal of
Civil Engineering Research; 2015.

Barrett, Graves, Allen and Pigman. ​Analysis of Traffic Growth Rates.

Kentucky Transportation Center: Department of Civil Engineering.
Lexington, Kentucky; August 2001.

Garber and Hoel. ​Traffic and Highway Engineering 4th edition.​ University
of Virginia, United States; 2009.

A Policy on Geometric Design of Highways and Streets 4th edition.​ United

States; 2001.

Guidelines for Road Drainage.​ Department of the Environment, Heritage and

Local Government. April 2004.
http://www.roadex.org/wp-content/uploads/2014/01/Guidelines-on-Road-Draina
ge.pdf
International Roughness Index​. Retrieved from
http://www.pavementinteractive.org/roughness/
Project Cost Estimate​: Civil Work Cost. Retrieved from
http://open_jicareport.jica.go.jp/pdf/12113338_03.pdf​.

Right of Way​. Retrieved from

https://www.merriam-webster.com/dictionary/right-of-way

Traffic Data Collection and Analysis​ by Ministry of Works and Transport

and Roads Department: Gaborone, Botswana; February 2004.

DEPARTMENT OF CIVIL ENGINEERING-UNIVERSITY OF SAN CARLOS PAGE 23