Applicability of Precast Reinforced Concrete Pavement

on the Proposed EDSA Rehabilitation

Project by
Enriquez, Maveric M.
Pabuna, Lyca Marie F.
Sawali, Francis Krisanne A.

Submitted to the School of Civil, Environmental and Geological Engineering (SCEGE)

In Partial Fulfillment of the Requirements

For the Degree of Bachelor of Science in Civil Engineering

Mapua Institute of Technology

Manila City

July/2013
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EXECUTIVE SUMMARY

The project aims to rehabilitate the damaged pavements in the Epifanio delos
Santos Avenue (EDSA) and address the concern with the length of construction time
which caused the MMDA to put it in hold. The severity of the damaged in pavement are
resulting to several problems for road users. Increases in vehicle-operating costs, longer
time of travel, delayed deliveries due to severe congestion in the area have a big impact
in the countrys economy. Being the main thoroughfare for travel going to the North and
South part of the country, any rehabilitation in EDSA would also cause additional traffic
congestion. With this in mind, this thesis proposes the use of Precast Reinforced Concrete
Pavement in the rehabilitation.

The use of precast technology can minimize the time for rehabilitation and
lessening the traffic congestion in EDSA. The technology had been utilized on different
countries such as the United States of America, Japan and the Philippines as well. The
technology has the potential to reduce the time of construction and lessen the
maintenance cost of rehabilitated pavements. The pilot project of PRCP in the country is
on Tiaong, Quezon proves the feasibility of the project.

The study shows that using precast technology on the proposed EDSA
Rehabilitation validated the previous information on PRCP. It reduces the time of
construction of the damaged pavements, thus, eliminating the major reason why the
project was postponed by the MMDA. It is also economical maintenance-wise because of
the low maintenance cost for the pavements. It would also lead to better technology in
terms of road construction in the Philippines.
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TABLE OF CONTENTS

CHAPTER 1

Introduction 1

CHAPTER 2

Presenting the Challenges

2.1 Problem Statement ......... 3

2.2 Project Objective .... 3

2.3 Design Norms Considered. 4

2.4 Major and Minor Areas of Civil Engineering 4

2.5 The Project Beneficiary... 6

2.6 The Innovative Approach ... 6

2.7 The Research Component .. 6

2.8 The Design Component .. 7

2.9 Sustainable Development Concept . 7

CHAPTER 3

Environmental Examination Report

3.1 Project Description . 8

3.1.1 Project Rationale.... 8

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3.1.2 Project Location. 9

3.1.3 Project Information.... 11

3.1.4 Description of Project Phases. 11

3.1.5 Pre-construction/Operational phase... 11

3.1.5.1 Detailed Engineering Criteria, Study and Review.. 11

3.1.5.2 Survey, Acquiring and Fabrication of Precast Panels.. 11

3.1.5.3 Consult Construction Firms. 12

3.1.5.4 Making a Detailed Construction Schedule.. 12

3.1.5.5 Secure of Permits and Clearance. 12

3.1.6 Construction phase. 12

3.1.6.1 Clearing and Demolition. 12

3.1.6.2 Base Preparation. 12

3.1.6.3 Panel Installation 12

3.1.7 Operational Phase... 12

3.1.8 Abandonment Phase... 13

3.2 Description of Environmental Setting and Receiving Environment

3.2.1 Physical Environment..... 13

3.2.2 Biological Environment.. 13

3.2.3 Socio-Cultural, Economic and Political Environment... 13

3.2.4 Future Environmental Conditions without the Project... 13

3.3 Impact Assessment and Mitigation..

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3.3.1 Summary Matrix of Predicted Environmental Issues/Impacts and

their Level of Significance at Various Stages of Development 14

3.3.2 Brief Discussion of Specific Significant Impacts on the Physical

and Biological Resources 14

3.3.2.1 Existing Land Uses. 14

3.3.2.2 Atmospheric Condition... 14

3.3.2.3 Natural Resources... 15

3.3.3 Brief Discussion of Significant Socio-economic Effects/Impacts

of the Project 15

3.4 Environmental Management Plan

3.4.1 Summary Matrix of Proposed Mitigation and Enhancement

Measures, Estimated Cost and Responsibilities 16

3.4.2 Brief Discussion of Mitigation and Enhancement. 21

3.4.3 Monitoring Plan. 25

3.4.4 Institutional Responsibilities and Agreements... 25

CHAPTER 4

The Research Component

4.1 Abstract.... 26

4.2 Introduction.. 26

4.3 Review of Literature

4.3.1 The Proposed Rehabilitation of Epifanio De Los Santos Avenue...

4.3.2 The Concept of Precast Pavement..

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4.3.2 The Concept of Precast Pavement..

4.3.3 Factors to Consider in the Precast Pavement..

4.3.4 The Use of Precast Concrete Pavement in the United States

4.3.5 Use of Precast Concrete Pavement in Japan

4.2.6 Use of Precast Concrete Pavement in Philippines

4.3.7 Use of Asphalt-Treated Base on Precast Concrete

4.3.8 Important Considerations when Substituting ATB for Crushed Aggregate

4.3.8.1 The minimum recommended crushed aggregate base thickness

is 4 inches.

4.3.8.2 The minimum recommended ATB thickness is about 3 inches...

4.3.8.3 Consider the original purpose of the crushed aggregate..

4.3.8.4 Consider the characteristics of the particular ATB being used.

4.4 Methodology

4.4.1 Interviews Regarding Precast Pavement.

4.5 Flow Chart

4.6 Results and Discussion.

4.7 Conclusion and Recommendations..

CHAPTER 5

Pavement Design

5.1 Introduction

5.2.1 Traffic Consideration

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5.2.2 Load Equivalent Factor (LEF)

5.2.3 Equivalent Standard Axle Loads (ESAL)

5.2.4 Subgrade Strength

5.3 Coefficients()

5.3.1 Reliability

5.3.2 Standard Normal Deviate

5.3.3 Serviceability

5.3.4 Layer Coefficient

5.3.5 Drainage Coefficient

5.3.6 Pavement Design Criteria

5.4 Pavement Structure Design Flexible Pavement

5.5 Reinforcement Design for Handling

5.5.1 Along Longitudinal Section

5.5.2 Along Transverse Section

5.5 Dowelled Joint Design

5.6 Hook Design

5.7 Construction Methods (Concrete Mix)

CHAPTER 6

Economic Evaluation

6.1 Introduction

6.2 Revenue of EDSA According to Bureau of Internal Revenue

6.3 Traffic Consideration

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6.3.1 Base year Peak hour volumes

6.3.2 Level of Service and Volume Capacity Ratio

6.3.3 Travel Time and Delay before Construction

6.3.4 Travel Time and Delay during Construction

6.3.4.1 Case 1

6.3.4.2 Case 2

6.3.4.3 Free Flow Condition

6.3.5 Estimation of Total Income Loss Per Hour of Rehabilitation

6.3.6 Income Loss due to construction using PCCP VS PRCP

6.3.7 Additional Vehicle Operating Cost (VOC) of PCCP VS PRCP

CHAPTER 7

Budget Estimation

7.1 Reinforcing bar()

7.1.1 Parameter of Reinforcing bar

7.1.2 Price of Reinforcing bar

7.2 Concrete

7.2.3 Volume of Concrete

7.3 Base()

7.3.1 Base Course

7.3.2 Asphalt Treated Base

7.4 Cost Estimation per Activity()

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7.4.1 Precast Reinforced Concrete Pavement Fabrication

7.4.2 Precast Reinforced Pavement Installation

7.4.3 Base Preparation

7.4.4 Construction Cost of using PCCP and PRCP

CHAPTER 8

Project Schedule

CHAPTER 9

Conclusion and Summary

CHAPTER 10

Recommendation

CHAPTER 11

Acknowledgement

REFERENCES
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LIST OF TABLES, ILLUSTRATIONS, CHARTS OR

GRAPHS

Figures:
Fig. 3.1 Location Map.....7
Fig. 3.2 Project Location Map.8

Tables:

Recommendation

Table 3.1 Summary Matrix of Predicted Environmental Issues/Impacts and their Level of
Significance at Various Stages of Development... 11
Table 3.2 Environmental Management Plan (EMP) 13
Table 3.3 Proposed Environmental Monitoring Plan (EMoP) 18
Table 3.4 Monitoring Plan 21
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CHAPTER 1
INTRODUCTION

Epifanio de los Santos Avenue (EDSA), technically known as the Circumferential

Road 4 (C-4) and historically known as the home of the People Power Revolution. This is
the longest and the most congested main road and highway in the metropolis. It stretches
23 kilometers with lanes varying from 10-12 separated by a central division occupied by
MRT-3 Line. EDSA functions as a collector-distributor road that provides access to
highly developed and built-up areas of Metro Manila.
In 2001, Detailed Engineering Design for Road Rehabilitation component of the
Metro Manila Air Quality Improvement Sector Development was prepared by the design
consultants, Renardet S.A. Consulting Engineering in association with Design Science
and Pertconsult International. The Design Plan was submitted and approved by the
Department of Public Works and Highways (DPWH) in 2002.
Based on the study conducted in 2001, at least 35% of the road surface of EDSA
(from Roxas Boulevard, Pasay City to North Avenue, Quezon City) was reportedly weak,
heavily damaged, exhibiting cracks and unevenness in the road surface. However, as for
inventory made by DPWH Urban Road Project Office (URPO) in August 2011, damaged
pavement sections as reflected in the approved detailed engineering plan were found
significantly re-blocked. Traffic density along EDSA is about 300,000 vehicles per day
and about 8% of these are trucks, buses and the likes.
Concrete pavements generally deteriorate in time because of wear and tear,
infrequent maintenance, environmental problems and traffic impacts. The government
continuously maintains and develops different measures to provide more efficient time
travel through EDSA. Part of the development scheme was the construction of the Tramo
Left Turning Flyover for MRT-3 in 2003 which links the westbound lane of EDSA to
Tramo Road, now Aurora Boulevard onto the NAIA Terminal 1, 2, 3 and the old
Domestic Terminal and to other key places on the south. (Philstar; EDSA-Tramo Flyover
Opens, 2003)
Granting all the different traffic measures, traffic congestion still remains
irresolvable. The on-ramp at EDSA currently occupies 2 lanes which contribute to the
slowing of vehicles along EDSA westbound towards Roxas Boulevard. The LRT 1 which
opened in 1984 running along Taft Avenue and its EDSA station is near to the EDSA/Taft
Avenue intersection. All of these contribute to the irresolvable traffic congestion of EDSA
especially its intersection due to the large demand of using public utility vehicles, loading
and unloading passengers to and from both MRT and LRT stations (DPWH Feasibility
Study Report, 2013). In addition to that, a numerous number of jeepney and bus terminals
are located near the chocked intersections of EDSA.
The Metro Manila Development Authority (MMDA) has approved the proposed
rehabilitation. However, Atty. Francis Tolentino had the project put on hold due to the
massive congested traffic that the construction will cause in EDSA. This would mean
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longer time of lane closures, dense traffic and increase transport costs. The 12 months
project duration may bring too much inconvenience to road users and the accessibility to
the establishments in the area could affect its socio-economic growth.
In order for the project to push through this thesis is proposing an innovative and
modern construction methodology by using the technology of precast systems for
pavements to offer an alternative method in the rapid rehabilitation of deteriorated
concrete pavement. The Precast Reinforced Concrete Panels can be fabricated using
conventional concrete paving mixture designs and cured under controlled conditions at
the casting yard. (L. C. Fallarna,2013). This means that the panels are firmer since panels
are being constructed at the casting yard.
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CHAPTER 2
PRESENTING THE CHALLENGES

2.1 Problem Statement

The Detailed Engineering Design for Road Rehabilitation of EDSA approved and
implemented by the DPWH last 2002, helped improved some of the damaged pavements
along EDSA. However, in a study conducted by the DPWH in 2011, the re-blocked
pavements were found to be damaged and the infrastructure developments within the area
in the recent years contributed to the worsening of the traffic congestion. Also, the
number of jeepneys and bus terminals generate a large volume of passengers in the area.
Due to this, another rehabilitation project for EDSA was proposed by the DPWH
last January 2013 based on the proposal, the repair of damaged pavement thru re-
blocking scheme will follow the lane-by-lane basis. It also stated that concrete re-
blocking will start on Friday evenings, concrete poured, cured and opened to traffic the
following Monday before 5:00 oclock in the morning. The proposed rehabilitation
project is estimated to be finished in 12 months. The project is divided into three
packages and construction is expected to be completed on the first quarter of 2013.
The proposed rehabilitation was approved by the council of the Metropolitan
Manila Development Authority (MMDA), consisting of most mayors of metro manila.
But Chairman Atty. Francis Tolentino had the project put on hold stating that the
construction will cause massive traffic clogging in the area. According to them, EDSA
functions as one of the countrys major thoroughfare. With the current traffic congestion
in the area, the proposed rehabilitation will contribute more to the worsening traffic
situation. The 12 months project duration may bring too much inconvenience to road
users and the accessibility to the establishments in the area could affect its socio-
economic growth. Also, if the project implementation will push through, increased carbon
emissions due to worsening traffic conditions might affect the environment and the
Vehicle Operating Cost (VOC) will also increase.

2.2 Project Objective

The main objective of this study is to determine the viability of Precast
Reinforced Concrete Pavement (PRCP) as a major item of surfacing materials to be used
in the Proposed EDSA Rehabilitation and make EDSA a world class standard highway
similar to NLEX and SLEX that will improve travel speed and lessen carbon dioxide
emission in the area. Instead of using the conventional method of pouring concrete and
going into the process of curing, precast panels will be installed instead. (FHWA, 2008),
this thesis also aims to serve as a new option for the proposed project to be implemented.
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The specific objectives of the study are:

Review the feasibility study report of EDSA Rehabilitation Project
commissioned by the Department of Public Works and Highways
(DPWH) dated January 2013.
Determine its economic and technical justifications of the study with
consideration with the environmental and social impacts.
To make a comparative analysis between Precast Reinforced Concrete
Pavement (PRCP) and the conventional Portland Cement Concrete
Pavement (PCCP)
Further promote our tourism campaign slogan Its more fun in the
Philippines with a world class highway in time for the APEC Summit on
November 2015

2.3 Design Norms Considered

For this project, the design standards primarily considered are the innovative
approach of the road rehabilitation in EDSA from Taft Avenue to Julia Vargas Avenue
with the use of Precast Reinforced Concrete Pavement (PRCP). In comparison to the
usual Portland Cement Concrete Pavement (PCCP), it encompasses its stability,
durability, initial cost maintenance cost, traffic impact and environmental aspects of the
project. Using the application of PRCP the focus is set upon achieving the rapid and
fastest duration of the project as to adhere with the requirements and finally the consent
of MMDA.
The project however will not consider the construction and maintenance of its
drainage and sewerage system component.

2.4 Major and Minor Areas of Civil Engineering

Transportation engineering is the major area of civil engineering of this thesis
project. This project encompasses the application of science and technology to the safe,
efficient and sustainable movement of people and goods. Transportation engineering
includes research, policy development, planning, design, implementation, operation and
management of all modes of travel, be that by road, rail, water or air. EDSA is one of the
major thoroughfares in the Metro which connects different cities from North to South. It
is very important for a developing country such as the Philippines to have an efficient and
improved infrastructure such as highways and major thoroughfares. The proposed EDSA
Rehabilitation, a detailed Engineering Design for Road Rehabilitation component,
maintains and develops different measures to provide more efficient time travel through
EDSA. MMDA put it on hold due to the traffic impact it will cause during construction.
Traffic congestion is one of the major problems in the Philippines. This project focuses
on the application of an innovative and modern construction methodology by using the
technology of precast systems for pavements instead of the normal cast-in-place method.
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In line with this there are different activities under the transportation engineering
field such as: Alternate Routes, it is a special route that provides an alternate alignment
for a highway which loop roads and found in nearby side street or minor roads that may
be used to lessen the volume of vehicles during on-going project.
Fatigue loading which is taken as the cumulative number of passes of an
Equivalent Standard Axle Load of 8,300 kgs per axle to which the pavement structure
will be subjected through its design life. The structure design of the pavement is based on
fatigue loads. Also, the traffic impact of abrupt lane is also considered.
The construction of the project will cause massive traffic clogging in the area
which will increase the Vehicle Operating Cost. The transportation engineering is used to
be able to collect data that will be used to compute for the Vehicle Operating Cost. Also,
the increase of carbon emissions due to worsening traffic conditions might affect the
environment. Due to this considering the right time of the day it is best convenience to
start the construction.
Information about the different vehicles that pass by EDSA as a part of the traffic
analysis is discussed briefly. The basic data needed for the analysis of vehicle flow is the
vehicular stream model which includes the speed and length of vehicles. Stream
measurement gauges the traffic streams.
In addition, the project also calls on the application and basic principles of
Construction Engineering. It is one of the minor areas of civil engineering of this project.
It tackles a new and innovative way of constructing roads using Precast Reinforced
Concrete Pavement. It is now widely used in the rehabilitation and fast-paced
construction of roads and highways in the United States of America. Successful pilot
projects paved the way for the use of PRCP on the construction and rehabilitation of
highways that have high volume traffic.
It is well known that the number of automobiles on highways has continued to
grow in the Philippines. This increased number pushes many highways like EDSA far
beyond their originally designed capacity, resulting in the deterioration of pavement at a
faster rate. To cope with this increased deterioration, highways are often closed for
construction of new pavement, overlays, or removal and replacement applications.
Increased traffic volumes on roads and highways create even greater traffic congestion
during such projects. The rehabilitation of EDSA, one of the main highways in the
Philippines, will significantly increase traffic congestion in the areas as well as traffic
delays and user costs as a result of construction delays. There is a need to develop
construction practices, and processes that accelerate the time of construction, thereby
reducing traffic delays, user costs and associated work time losses, fuel consumption
increases, and other social and economic impacts.
Considering the design of pavement, structural engineering plays a vital role in
the study. Empirical equations are used in the study, to relate observed or measurable
phenomena, to ensure the stability and strength of the pavement. Design a flexible
pavement (AASHTO). Since the study is proposing for the use of PRCP, number of steel
bars for resisting of transport effects from pick-up and delivery up to installation is
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necessary. Location of lifting points is also necessary in the design to minimize the stress
and avoid failure due to transport effects.

2.5 The Project Beneficiary

The primary beneficiary of this project is the Department of Public Works and
Highways. This thesis is for them to have another option for the rehabilitation of EDSA.
In addition, the proposed rehabilitation project for EDSA may be approved and start the
progress.
The secondary beneficiary of this thesis is the Metro Manila Development
Authority (MMDA). This thesis will serve as another viable option to get the approval of
the agency for the proposed rehabilitation. Also, this new innovative method could
improve the road maintenance system of MMDA.
The tertiary beneficiary of this thesis is the Frey-Fil Precast Corporation. This
thesis is for them to serve as the major contractor or consultant for the fabrication of
precast reinforced concrete panels.
Lastly, indirect beneficiaries of this study are the commuters that pass through
EDSA, the people living in the surrounding area and the establishments along EDSA.
This project will greatly increase the efficiency of the road and accessibility to the
establishments within the area.

2.6 The Innovative Approach

This project would make use of Precast Reinforced Concrete Pavement (PRCP)
for the rehabilitation of EDSA instead of the usual Portland Cement Concrete Pavement
(PCCP). For the computations and tables of data, Microsoft Excel 2010 is used to have
organized and fast computations of the data acquired. AutoCAD 2012 is for the
preparation of plans and details of the construction. Sketch-Up Pro 2008 is used for the
promotional material walkthrough miniature model. MS Project 2013 is also used for
project scheduling.

2.7 The Research Component

The project would require a thorough research of the applicability of using PRCP
for the rehabilitation of EDSA which covers the cost, stability, project duration, and
traffic impact during the construction. The cost of the PRCP panels is based on the
leading companies of precast in the Philippines. Engineering facilities, earthworks, sub-
base and base course, bridge construction, drainage and slope protection, miscellaneous
items (signboards, pavement markings), materials (paving fabrics), special items (crack
sealing, raising sidewalk, curb and gutter) and contingencies cost will be based on the
estimate of DPWH feasibility study on EDSA rehabilitation. Relevant data will be based
on the inventory of DPWH. More so, the research will provide a comparative analysis of
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PRCP and PCCP. Interviews for the comparative analysis between the two methods will
be taken from selected engineers of DPWH.
The significance of the study was established in order to have a guide in pursuing
the research.

2.8 The Design Component

The design of the PRCP will be based on proposed options, which is similar to the
world class standard highways of NLEX and SLEX made by the DPWH. The
construction will follow the standard MMDA practice. The use of a similar design will
help in the comparative analysis of PCCP and PRCP. The concrete mixtures to be used
for the design of the PRCP are similar to those utilized for other precast elements like
girders and slabs for buildings and bridges; and are not be restricted to paving mixtures
only. Steam curing, wet mat curing, or membrane curing are all options for precast
pavement panels.
The design standards adopted in the project road are in conformity with the
AASHTO Guide for Design of Pavement Structure, 1993 edition. The designs are based
on the forecasted traffic, the result of the sub-grade investigation using Metropolitan
Manila Development Authority (MMDA) and the environmental condition in which the
pavement structure will be subjected during its design life.

2.9 Sustainable Development Concept

The study of the applicability of PRCP for the proposed EDSA Rehabilitation will
set the viability of shorter and more efficient road constructions and rehabilitations in the
future all over the Philippines, particularly those located in the metropolis. This study
will help lessen or avoid traffic impact of ongoing road constructions as well as shorten
the construction duration, rehabilitation and maintenance of major roads and highways.
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CHAPTER 3
ENVIRONMENTAL EXAMINATION REPORT

3.1 Project Description of IEE Process

The Philippine Environmental Impact Statement System (PEISS) in its serious
commitment for the protection of the environment and to be consistent with the principles
of sustainable development ensures a rational balance between socio-economic
development and environmental protection for the benefit of present and future
generation
As stated in the Revised Procedural Manual, DAO No. 30, series of 2003, the
proposed 22.935KM EDSA Rehabilitation falls under Roads and Bridges: Roads,
Rehabilitaiton/Improvement (DAO 03-30: Category D, No. 8) as such the corresponding
EIA Report Type is the Initial Environmental Examination Report (IEER).
The Initial Environmental Examination Report (IEE) is required prior to the
issuance of the Environmental Compliance Certificate (ECC) by the DENR-EMB
National Capital Region (NCR)

3.1.1 Project Rationale

The Epifanio De Los Santos Avenue (EDSA) is considered as the most
important thoroughfare of the metropolitan road network system. It is also
considered as the most trafficked road since it serves as the collector-distributor
road which provides access to the fast growing activity centers in sub-urban areas.
According to a DPWH study which conducted in 2001, the traffic volume of
EDSA is estimated to be about 200,000 vehicles per day. About 8% to 10% of
these are commercial vehicles: such as trucks, buses, taxi cabs, etc. It is also
reported that the existing pavement conditions are already weak, heavily-
damaged, exhibiting cracks and exhibits unevenness of the road surface which
causes inconvenience to the motorist. Due to the said statement, inconvenience
causing traffic congestion and longer travel time that could possibly lead to
increase in air pollution. All of these indications show that there is a great need for
the rehabilitation of EDSA.
The Metro Manila Development Authority (MMDA) has approved the
proposed rehabilitation. However, MMDA Chairman, Atty. Francis Tolentino, had
the project put on hold due to the massive congested traffic that the construction
will cause in EDSA. This would mean longer time of lane closures, dense traffic
and increase transport costs.
The researchers were motivated to create this project in order to propose a
new and innovative method of road construction for the Proposed EDSA
Rehabilitation Project. It will lessen the construction duration of the project, the
 9

traffic impact on the area and the effect of the construction in the environment. It
will also serve as a supplementary data for the go-signal and proceeding of the
project from the MMDA
The technology of precast systems for pavements in the Philippines was
introduced to offer an alternative method in the rapid rehabilitation of deteriorated
concrete pavement. These panels are less susceptible to construction and material
deficiencies as they are taken care at the casting yard. The Precast Reinforced
Concrete Panels can be fabricated using conventional concrete paving mixture
designs and cured under controlled conditions at the casting yard. (L. C.
Fallarna,2013).

3.1.2 Project Location

Fig. 3.1 Location Map

Source: Google Map

The 23-kilometer length of EDSA serves as a north to south transportation

corridor in Metro Manila, starting from Andres Bonifacio Monument also known
as the Monumento Roundabout in the north, it will continue straight eastwards to
Quezon City through the Balintawak District after an intersection with the North
Luzon Expressway at Balintawak Cloverleaf Interchange. It then crosses the
northern parts of Quezon City, as it sharply curves southwards after crossing the
 10

North Avenue West Avenue Intersection in the Triangle Business Park alongside
Cubao and San Juan. EDSA passes through Mandaluyong after crossing the
borders of Ortigas Center. It enters the City of Makati after crossing the Pasig
River, passing through the districts of Guadalupe, Comembo, and Magallanes.
EDSA traverses part of Pasay City shortly after crossing the Magallanes
Interchange, a turbine interchange in Makati.
The Proposed EDSA Rehabilitation Project by the DPWH is divided into
three packages namely:
Package 1A Roxas Boulevard to Dona Julia Vargas Avenue 9.212
km
Package 1B Dona Julia Vargas Avenue to North EDSA 8.722 km
Package 1C EDSA to Monumento Roundabout 5.0 km

However, the study only focuses on Package 1A which stretches to 9.212

kilometers from Roxas Boulevard to Dona Julia Vargas Avenue. The reason for
this is because it is the starting point of the project and the longest among the
three. Also, the area houses the LRT 1 EDSA Station and MRT 3 Taft Station to
Shaw Station which contributes a large volume of traffic. Vehicles coming and
going to the South also passes through the area are also considered in the study
for the realization of this package. Adding to the traffic volume in the area are
jeepneys and buses loading and unloading commuters on intersections leading to
traffic build ups.

Fig. 3.2 Project Location Map

Source: Google Map

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3.1.3 Project Information

EDSA is considered to be the most vital thoroughfare of metropolitan road
network system; therefore, the most heavily-traveled since it provides access to
the fast growing centers of activity in the suburban areas. The project aims:
To improve the serviceability of this stretch of EDSA.
To improve the riding surface, and thereby reduce the vehicle
operating cost (VOC)
To ensure optimum travel speed, resulting in significant time savings
To improve vehicle engines efficiency resulting to reduced fuel
consumption and improved air quality
To lessen the maintenance cost

The road rehabilitation for EDSA will make use of the modern
construction method of installing Precast Reinforced Concrete Pavement (PRCP)
instead of the typical Portland Cement Concrete Pavement (PCCP) in which fresh
concrete is poured on its actual location. The new method (PRCP) can be placed
quickly overnight or during the weekend and can be opened to traffic immediately
after installation.

3.1.4 Description of Project Phases

The designed project shall have four phases namely, pre-construction/pre-
operational phase, construction phase, operational phase and abandonment phase.
Pre-construction phase is the acquisition and fabrication of the precast panels.
Construction phase includes the installation process of the precast panels.
Operational phase is the opening of the newly rehabilitated road to traffic. Lastly,
the Abandonment phase is one which involves the demobilization of machineries
and equipment of project facility.

3.1.5 Pre-construction/Operational Phase

3.1.5.1 Detailed Engineering criteria, study and review
Review and Study of the Project
Formulation of Detailed Engineering Criteria

3.1.5.2 Survey, acquiring and fabrication of precast panels

Survey among leading fabricator of Precast panels
Fabrication of the panels from the chosen precast
manufacturer
Acquiring of Precast panels from the chosen fabricator
Delivery of precast panels to site
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3.1.5.3 Consult construction firms

Consultation of possible contractors for the project

Selection of construction firm to whom the project would be
awarded

3.1.5.4 Making a detailed construction schedule

Resource leveling
Project scheduling through the use of MS Project 2013

3.1.5.5 Secure of permits and clearance

Application for permits and clearances

Processing of permits and clearances
Acquiring of permits and clearances

3.1.6 Off-Site Construction Phase

3.1.6.1 Offsite Construction Phase
METHODOLOGY FOR PANEL FABRICATION OF PRCP
1. The size and dimension of the panel will be determined by the
formworks. The rebars will be place according to the specifications of
the plan.
Fig. 3.3Rebar works of the Panels
 13

2. Dowel bar block-out pins and top fins must be installed.

Fig. 3.4

3. Slump test before pouring.

Fig. 3.5Slump Test
 14

4. Pouring of Concrete
Fig. 3.6 Slump Test

5. Float Finish
Fig. 3.7Float Finish
 15

6. Tinned Finish
Fig. 3.7 Tinned Finish

7. Remove Top Fin Blockouts

Fig. 3.8 Top Fin Blockouts
 16

8. De-mold Face form / Dowel Bar Block-Out Pins

Fig. 3.9 Dowel Bar Block-Out Pins

9. Cure Panels

Fig. 3.10 Cure Panels

 17

10. Panel Inspection / Cleaning of Edges

Fig. 3.11 Cleaning of Edges

Picture Source: Pro-cast Production Inc.

3.1.7 On-Site Construction Phase

3.1.7.1 Clearing and Demolition
Saw cut distressed pavement
Vacuum saw slurry
Remove Distressed Pavement
Removal of existing damaged/weak pavements in need of
rehabilitation

3.1.7.2 Base Preparation

Leveling of ground
Placement of asphalt treated base
Placing of polyethylene sheeting

3.1.7.3 Prepare Site for Installation of Precast Paving Slabs

Pre-Installation Checks
Drill for Load Transfer Devices
Install and Spread Bedding Material
 18

Precision Grading and Compact Bedding Material

Install Plastic Sheeting as Bond Breaker

3.1.7.5 Panel Installation

Offload and Place Precast Paving Slabs
Clean/Prepare Joints
Install Dowel and Bedding Grout
Install Backer Rod, Joint Sealant Material and Foam Isolation
Joint Material
Final Grout Touchups

3.1.7 Operational Phase

Possible noise and air emissions will come from transport vehicles
entering and leaving the site and noise that will be generated from the equipment.
The generating vehicles and equipment shall be maintained to its working
condition to reduce air and noise pollution. The newly rehabilitated road could be
opened to traffic immediately due to the use of precast panels. There would be no
curing, therefore, minimizing the time of construction.

3.1.8 Abandonment Phase

Removal and transfer of equipment
Removal of Unused materials
Removal of wastes, scraps and its transport

3.2 Description of Environmental Setting and Receiving Environment

3.2.1 Physical Environment
The location of the project is the area included in Package 1A. The area
comprises of 9.212 km road length and is bounded by several establishment and
other buildings. Also, it is highly congested and intersections leading to the area
cause additional traffic volume.

3.2.2 Biological Environment

The area is highly developed and commercialized. Due to this, vegetation
in the area is relatively low compared with the number of people living and
passing through the area.
 19

3.2.3 Socio-Cultural, Economic and Political Environment

The stretch from Dona Julia Vargas Avenue to Roxas Boulevard is a highly
industrialized area. There are plenty of commercial establishments in the area as
well as residential buildings. During the construction of the project, the
inconvenience rate of traveling within the area and those passing through the area
will increase. Considering that the area is a center of trade activity such as
corporations, malls and entertainment centers, the project will greatly affect the
accessibility of the said places which will lead to decrease in economic growth.

3.2.4 Future Environmental Conditions Without the Project

Presently, based on the research of DPWH, the 23 kilometer EDSA has a
total pavement area of 801,826.05 square meters. Out of the total pavement area,
the last inventory done showed that more or less 20% of the pavement area,
equivalent to 160,365.21 square meters corresponding to slabs will be subjected
to re-blocking. The first 17.94 kilometers has 10 lanes of 3.50 meters width on
both directions and the remaining 5 kilometers has 12 lanes of 3.50 meters on
both directions. [1]
Without the project, the road condition will continuously deteriorate and
the damaged pavements will increase which may lead inconvenience to the
motorists. Hence, traffic clogging will occur frequently. In addition to this, one of
the indications that a country is developing is through its good road network
system.

3.3 Impact Assessment and Mitigation

3.3.1 Summary Matrix of Predicted Environmental
Issues/Impacts and their Level of Significance at Various
Stages of Development

Table.3.1 Summary Matrix of Predicted Environmental Issues/Impacts and their

Level of Significance at Various Stages of Development
Predicted Environmental Level of
Issues/Impacts Significance
Water Quality Low Impact
Increase Water Demand Low Impact
Air Quality Moderate Impact
Noise Generation Low Impact
Increase in Population Low Impact
 20

3.3.2 Brief Discussion of Specific Significant Impacts on the

Physical and Biological Resources
3.3.2.1 Existing Land Uses
The target area is currently a major highway in the Philippines. The existing land
use will stay the same for the construction of the project.

3.3.2.2 Atmospheric Condition

During construction, there is lesser fuel consumption of the machineries to be
used in the project as the duration of the project is significantly short in
comparison to the conventional method. The completion of the project will lessen
the emission of carbon monoxide in the area due to lesser fuel consumption and
increase in vehicle engines efficiency.

3.3.2.3 Natural Resources

EDSA is a highly urbanized area and has a low vegetation rate. Since the project
is focusing in the road construction and re-blocking there will be less significant
effect to the natural resources within the vicinity of the project. Although if not
avoided, some plants or trees were to be removed, equivalent seedlings as
replacement for the removed vegetation will be provided.

3.3.3 Brief Discussion of Significant Socio-economic Effects/

Impacts of the Project
During the construction of the project, the inconvenience rate of traveling within
the area and those passing through the area will increase. Considering that the
area has plenty of adjacent commercial establishments adjacent, as well as
residential buildings and center of trade activity such as corporations, malls and
entertainment centers, the project will greatly affect the accessibility of the said
places which will lead to decrease in economic growth.
With the completion of the project after a year, it will improve the serviceability
of the road along EDSA. Also, the improvement of the riding surface will thereby
reduce the vehicle operating cost (VOC). Rehabilitation when complete will
likewise ensure optimum travel speed, resulting in significant time savings,
improve vehicle engines efficiency resulting to reduced fuel consumption and
improved air quality and lessen the maintenance cost.
3.4 Environmental Management Plan
3.4.1 Summary Matrix of Proposed Mitigation and Enhancement Measures, Estimated Cost and
Responsibilities
Table.3.2 Environmental Management Plan (EMP)
Project Potential Environmental
Activity/Phase Impacts
A] Construction Nuisance or hazard to
adjacent and nearby
properties
Increase in dust generation
due to clearing and earth
work
Cutting of affected trees
within the area of building
construction
Removal of unsuitable soil
as requirement for building
construction
Erosion from excavated
areas or exposed cuts due to
building foundation works
Mitigating and Enhancement Estimated Cost of Accountable
Measures Proposed
Measures
Provide temporary perimeter
fence of the site construction
site Php 1,200,000.00 Contractor of the
Project (all cost are
Regular watering of exposed incorporated in the
soil to reduce re-suspension of amount of contract
dust. for the construction
of the proposed
Planting of equivalent seedling rehabilitation)
as replacement for the cut trees
Stockpile the unsuitable soil
and spoils in flat areas quite far
from drainage lines and use it
for non-structural application
areas
Provide barrier to this stockpile
of unsuitable soil
21
 Provide temporary silt trap or
pond down gradient to
stockpiled soil to prevent
siltation.
Provide bracing to expose
cuts/excavated

Pollution to land and bodies Strictly require the Php 7,500,000.00

of water due to generation of
solid and domestic wastes
Incidence of sanitation
related illness
Incident of accident
Generation of employment
contractor to implement RA
9003 (Solid Waste
Management Act)
Php 3,500,00.00
Require the contractor to
provide their personnel and
workers appropriate and
sufficient portable toilets
with bath area
Require the contractor to
implement safety rules and
regulations; i.e., the proper
use of personnel protective
tools and equipment
Implement protocol for
emergency preparedness and
response
Hiring priority shall be to
qualified local residents

22
 Nuisance or hazard to
B] Operation adjacent and nearby
properties
Hazards to public health
and environment due to
fumes in case of fire
Generation of employment
Hazards to people, land and
water caused by solid waste
generation
Necessity of perimeter wall Incorporated in
which was also incorporated DPWH
the facility during
in the design and construction and
construction budget for the
equipment during
operation
Provision of fire prevention Php 80,000.00
and suppression system as
well as fire alarm and
sprinkler system which are
also incorporated in the
design and construction of
the project
Provision of standby fire DPWH
extinguisher which is
included in the list of Facility Manager
equipment during operation
Training of personnel for Php 50,000.00 DPWH
emergency preparedness and
response
Designate area for solid Php 1,000,000.00
waste segregation and
storage especially for bulky
wastes
Provide bins and bags for
small solid (office and
domestic) wastes
23
 Training of employees to
practice waste management

Ensure regular collection by

authorized haulers of the
LGU

Php 1,800,000.00
Hazard to people due to
vibration by machine / Provide vibration control
equipment operation measures; e.g., shock
absorber, damper / isolator
and spring isolator
Minimal
Hazard to people due to Provide noise control
noise generation by measures such as insulator,
equipment muffler, sound proof
material

Regular and proper

maintenance of the
equipment and machines

Necessary enclosure of Php 150,000.00

machineries which is
included in the facility
Increase employment Hiring priority shall be given
to qualified local residents

24

Increase in air pollution due
to dust and scrap generation
due to demolition works
C] Abandonment Sedimentation / siltation of
drainage or waterways from
unconfined stockpiles of
soil and spoil
Implement regular watering
and provide safety nets to
suppress dusts and escape of
debris
Regular hauling of debris
Only DENR accredited
transporter shall be allowed
to obtain scraps (hazardous) Hauling is part of
the demolition
contract
Install temporary silt trap or Php 500,000.00 Demolition
detention ponds to prevent Contractor
siltation
Proper stockpiling of soils
and spoils on flat areas and
far from water ways
25
 3.4.2 Brief Discussion of Mitigation and Enhancement Measures

Table. 3.3Proposed Environmental Monitoring Plan (EMoP)

ENVIRONMENTAL MONITORING PLAN
Key EQPL Management Scheme
Environ-
mental Potential Sampling & Measurement Plan
Aspects Impacts
per Parameter Annual EQPL Range Management Measure
per Estimated
Project Parameter to be Lead Cost
Phase Monitored Person

Method Frequency Location Alert Action Limit Alert Action Limit

CONSTRUCTION PHASE

Dust Air quality Dust emission Observation Daily Construction Contractor P50,000 TSP/PM Watering/ A8749 limits
generation area emission sprinkling for TSP

Traffic Air quality Dust Observation Daily Construction Contractor P10,000 TSP/PM Traffic mgt RA8749
area emission measures limits

Noise Noise Noise Levels Observation Daily Construction Contractor Excessive Equipment PD 984
area Noise noise
maintenance standards

26
Construction Safety Observation Daily Construction Contractor P100,000 Safety Safety Department
Safety hazards area Hazards measures of Labor &
Implemen- Employment
tation

Runoff of Water Turbidity of Observation During Construction Contractor P50,000 Soil Cleaning of DENR
sediments Pollution storm water rains area accumulation gutter and standards
runoff on gutters canals
and canals

Disposal of Solid Volume of Estimation Daily Construction Contractor P100,000 Cleanliness/ Proper
construction wastes Construction area orderliness waste
wastes and Wastes/Dome onsite segregation
domestic stic Wastes
wastes generated

Oil leaks and Water Traces of oil Observation During Construction Contractor P50,000 Oil spills DENR
spills Pollution in storm water rains area and leaks Proper Regulations
equipment
maintenance
and handling

Sanitation Water Illnesses Observation Daily Construction Contractor Lack of Provide Dept. of
pollution area sanitary portalets, Labor &

27
 facilities personal Employment
hygiene
areas

OPERATIONAL PHASE

Runoff of Water Turbidity of Observation During Facility Soil/dust Cleaning DENR

sediments pollution storm water rains Manager accumul of gutters Standards
runoff ation on and canals
gutter

Oil leaks and Water Traces of oil Observation During Facility Oil spills DENR
spills Pollution in storm water rains Manager and leaks Regulations
runoff

Dust Air quality Dust emission Observation Daily Facility TSP/PM Cleaning/ RA8749
generation Manager emission watering limits TSP

OPERATIONAL PHASE

Disposal of Solid Volume of Observation Contractor

usable wastes construction

28
scraps wastes

Collection of Solid Volume of Observation Contractor

solid wastes solid wastes

Dismantling Air quality Dust emission Observation Contractor

of makeshift
structures
and transport
of
equipment

29
 31

3.4.3 Monitoring Plan

Table.3.4 Monitoring Plan

Environmental
Enhancement Measure Monitoring
Problem

1. Traffic Traffic mitigation measures Daily

2. Construction Safety measures

Waste and Proper waste segregation Daily
domestic wastes Cleaning of gutter and canals

3. Noise Noise control Daily

Equipment maintenance

Watering/ sprinkling Daily

4. Dust

Proper equipment During

5. Water Pollution maintenance and handling rains
Cleaning of gutter and canals

3.4.4 Institutional Responsibilities and Agreements

Upon being given the permit by the MMDA to implement the proposed
project, the group is to comply with the institutional responsibilities and
agreement initially with the Department of Public Works and Highways.
 32

CHAPTER 4
THE RESEARCH COMPONENT
4.1 Abstract
The project aims to present an innovative way for road repairs/rehabilitation and
replacement of distressed and damaged pavement. Instead of using the conventional cast-
in-place method of pouring concrete, the project would make use of Precast Reinforced
Concrete Pavement.
The use of precast pavement technology would make way for faster construction,
lesser vehicle operating cost, and would encourage multi-tasking for a more economic
use of equipment. Also, it will provide better control in terms of fabrication and would
ensure greater quality of concrete pavement. The delay due to weather conditions would
also be lessen.
The panels will be installed to replace the distressed damaged pavements in
EDSA which is one of the cause why the area is congested. The rehabilitation project in
EDSA had been put on hold because of the delay and congestion the rehabilitation will
produce. Since EDSA is one of the main highways in the Philippines, a conventional cast-
in-place method of pouring for the replacement of pavement will cause a huge traffic
impact in the area. It will increase the travel time for the users of EDSA and will increase
the vehicle operating cost.
Precast Reinforce Concrete Pavement in an alternative way that can be used for
the said rehabilitation. The project would take less time in terms of construction and
would produce quality pavements. To ensure the effectiveness of the precast pavement,
the design would be based on the forecasted ESAL of EDSA to estimate the design life
capacity of the pavement.

4.2 Introduction
The project would require a thorough research of the applicability of using Precast
Reinforced Concrete Pavement for the rehabilitation of EDSA. It will cover the cost,
stability, project duration, traffic impacts and environmental impacts during the
construction of the project. The cost of the re-blocking will be based on the quotation of
various contractors and fabricators. More so, data will be also based and compared to the
inventory of DPWH for estimation purposes.
The cost estimation of the project will be based on interviews with different
fabricators of PRCP. The design mixture for the PRCP is not only limited to paving
mixtures but to mixtures of usual precast members like that is being used in buildings and
bridges, as well. Design analysis will be based with the standards used in other precast
demonstration projects. Comparative analysis of the costs between PRCP and PPCP
would also with consideration for the vehicle operating cost.
 33

The research will provide a comparative analysis of PRCP and PCCP. Interviews
for the comparative analysis between the two methods will be taken from selected
engineers of DPWH and Precast fabricators. Analysis between cost, time duration,
environmental impact and durability of the two will be made. Research of different
methodologies and principles about precasting will be included in the report for support.

4.3 Review of Related Literature

4.3.1. The Proposed Rehabilitation of Epifanio De Los Santos
Avenue
According to a feasibility study commissioned by the Department of
Public Works and Highways about the proposed EDSA Rehabilitation dated 2013,
a large percentage of pavements comprising the highway were relatively weak,
heavily damaged and showed signs of cracking. The project is aiming for the
overall/ultimate improvement of the traffic condition along EDSA through an
improved road facility at par with the quality of pavement used in the NLEX and
SLEX toll way projects. More so, it also aims to lessen the carbon dioxide
emission around the area. (DPWH, 2001)
An important factor to consider is the traffic requirements during the
construction of the project. The Annual Average Daily Traffic or AADT of EDSA
serves roughly 300,000 vehicles per day. A major rehabilitation of the highway
would cause more traffic congestion in the area. Also, the project has a
construction duration of 12 months. Due to this, the proposal presented by the
DPWH that would make use of conventional Portland Cement Concrete Pavement
was rejected by the MMDA. (DPWH, 2013)

4.3.2 The Concept of Precast Pavement

The use of precast concrete structural members in construction is a widely
applied, well-established and economical technique. Concrete beams, columns,
panels, pipes, railroad tiep, piles and other elements for a variety of structures are
cast at offsite locations such as factories or temporary casting yards, delivered to
the construction site, and then assembled. There are many advantages in
precasting such as good quality control, economical mass production, rapid
construction, reduced congestion, and rapid availability of the structure for use
but despite of the widespread use of precasting in the construction industry, the
application of this technique to pavements has been very limited. Because a
concrete pavement consists of a very large number of identical slabs, mass
production of precast pavement slabs could be economical. Also rapid
construction of roads and highways, construction in adverse weather, improved
use of materials, longer service life and reduced cost are potential benefits of
precasting concrete pavements. (Rollings, et. al., 1981)
 34

The primary application of precast concrete pavement is through

rehabilitation of high-traffic roads and highways, ramps, intersections, and urban
arteries. Rehabilitation needs range from slab replacement, also known as
patching type repair, to full-scale replacement on sometimes complex
geometries, such as curved alignment with varying widths and super-elevations.
Full-depth replacement is especially necessary under many bridges where it is
unacceptable to overlay existing pavement. Many intersections and ramps, to
which there are no reasonable alternative routes are too busy to permit any
shutdowns for construction during peak traffic hours. While some entire roadways
may be shut down for brief periods of time for round-the clock work, many
locations are restricted to 8-hour or even 5-hour closures. In all of these cases,
high-quality materials and methods for installing them rapidly are desperately
needed. (Rollings, et. al., 1981)

4.3.3 Factors to Consider in the Precast Pavement

There are several factors that could affect the design and construction of a
precast pavement. It can help in determining the appropriate pavement type for
each construction application. One is the Maximize Effective Thickness. When a
precast concrete pavement is constructed, having voids is possible. These voids
reduce the support provided to the pavement, thereby reducing the life of the
pavement under repetitive wheel loading. It can also weaken the pavement. To
prevent this, an effective thickness must be determined. (Merritt, et. al., 2000)
Another is the Maximize Load Transfer. When cracking in concrete
pavements become larger than 0.030.04 in., the pavement must rely upon the
aggregate in order to provide load transfer. This load transfer ability decreases as
the cracks become larger.it reduces the life span of the pavement and will lead to
deterioration. Reinforcement in the pavement, however, helps to keep cracks
from opening excessively. (Merritt, et. al., 2000)
The self-weight of the precast panels alone can cause significant bending
stresses in the panels/pavements when they are handled or transferred. Therefore,
the lifting and handling of the pavement must also be considered. These bending
stresses, which include dynamic effects, can be large enough to cause cracking of
the pavement. Reinforcement is needed to keep cracks that may form from
opening significantly. The reinforcement inside the pavement could minimize the
amount of cracking in the panel. The panel may still experience cracking.
(Merritt, et. al., 2000)
Another factor is the problem in the Minimum Clearance. When an
overlay is placed on an existing pavement, the thickness of the overlay must be
considered to minimize overhead clearance problems under bridges and
overpasses, especially in urban areas. With conventional pavement types,
however, reducing the thickness of the overlay will affect the design life of the
 35

pavement. It can lead to the distressing of the pavement but if the minimum
clearance is not followed, the users of the rehabilitated road or highway will be
limited to small vehicles that could pass through the clearance. (Merritt, et. al.,
2000)

4.3.4 The Use of Precast Concrete Pavement in the United States

Several projects in the United States had used Precast Pavements for road
construction and rehabilitation. The Federal Highway Administration have several
pilot projects that used precast pavements. Over the last years, several US
highway agencies, including the California DOT (Caltrans), Illinois Tollway, New
Jersey DOT, New York State DOT, and Utah DOT have implemented the use of
PCP technology. Also, a few other agencies have constructed demonstration
projects. (State Of California Department Of Transportation, 2012)
The use of precast system in different structures like buildings and bridges
had been in practice since decades ago. Also, the use of precast pavement had
been utilized in the United States of America as early as 1970s. It has the
potential to minimize the time for construction/rehabilitation of different roads
and highways. It can also reduce transport cost and increase long-term
performance. (Fallarna, 2008)

4.3.5 Use of Precast Concrete Pavement in Japan

In Japan, a research conducted examined the use of precast concrete
panels for pavements. The test pavement used consisted of panels with three
different sizes. The panel dimensions were 1 m x 2 m (3.3 ft x 6.6 ft), 2 m x 2 m
(6.6 ft x 6.6 ft), and 3 m x 2 m (9.8 ft x 6.6 ft). All of the panels were
approximately 150 mm (5.9 in.) thick. The panels were placed on stabilized
subbase. Also, the panels were not prestressed either longitudinally or
transversely. In addition, no load transfer devices were incorporated in the joints
between the panels. After a month of exposure to traffic, neither faulting,
cracking, nor excessive joint opening was observed. Another project in Japan
investigated a method for prestressing the joints of precast concrete pavements.
The purpose of developing such a joint was to make the joints in precast
pavements more continuous, providing a tight fit between panels and complete
transmission of the shear loads. The joint detail developed is shown in Figure A.
(Merritt, et. al., 2000)
 36

Fig. 4.1 Joint for Precast Slab in Japan

For this joint, 17 mm (0.67 in.) threaded bars were inserted through holes
cast into the slab edges at 50 cm (19.7 in.) intervals. Adjacent slabs were
prestressed together by tightening anchorage nuts on both end of the prestressing
bar by way of pockets cast into the slab at the bar ends. After the joint was
prestressed, the pockets and joint were filled with nonshrinking mortar.
Laboratory testing revealed that this prestressed joint had 3 times the shear
resistance of a conventional bar dowel joint. The layout of the actual test section
consisted of the slabs set on a vinyl sheet (to reduce base friction) that was placed
over a cement-treated base. Testing revealed favorable results, with no faulting of
the prestressed joints up to a failure load of 250 kN (28.1 kip). No faulting was
observed at the joints of the precast prestressed concrete pavement in situ for 6
months after construction. (Merritt, et. al., 2000)

Fig. 4.2 Joint Details for Precast Pavement

A third project in Japan examined the long-term performance of precast

prestressed concrete pavements. Seven pavements were examined ranging in size
from 170 mm to 200 mm (6.7 to 7.9 in.) thick, 1.3 m to 2 m (4.3 to 6.6 ft) wide,
and 4 m to 10 m (13.1 to 32.8 ft) long. The precast panels were prestressed in the
longitudinal direction and reinforced with nonprestressed bars in the transverse
direction. Two types of dowel bars were used to provide load transfer between
panels: straight bars and curved horn-shaped bars. Figure B shows the two
 37

different joints used. The panels were laid out in a grid and interconnected with
dowel bars, as shown in Figure C. (Merritt, et. al., 2000)
For the straight bar joints (Figure A), the dowel bars were inserted into a
shaft cast into the panel. After the adjoining panel was set in place and leveled,
the dowel bars were slid from the first panel into a larger shaft cast in the
adjoining panel. The dowel bar was then grouted in place by way of small holes
cast into the top of the slab. For the horn-bar joints (Figure 2.5b), curved slots
were cast into the panels. After the panels were set in place, the horn-shaped bars
were inserted into the slot to connect the panels. The dowel bars were then
grouted in place (filling the slots) and mortar was used to seal the slot openings.
For both joint details, spiral reinforcement was cast around the slots for increased
bearing strength and support. At the time of the report, the precast pavements
examined ranged in age from 9 to 13 years old; the overall pavement performance
was reported as quite good. (Merritt, et. al., 2000)

Fig. 4.3 Slab Layout for Precast Pavement

4.3.6 Use of Precast Concrete Pavement in Philippines

One of the Pilot Projects here in the Philippines of the precast pavement is
the Manila South Road in Tiaong, Quezon Province. The by-pass road is a vital
road link that would lessen the amount of traffic in Daang Maharlika Highway
along Tiaong, Quezon. It provided a better road facility for the trips to Bicol and
Visayas Area. Different precast panels were fabricated and used in the project to
verify if this kind of sytem can be applied in the Philippines. The road was
constructed in 2006 and will have a 5 year monitoring period as to determine its
performance and sustainability. The project is a collaboration with TUP-Manila,
DPWH-BRS and DOST-PCIERD. (DPWH Technical Journal, 2007)

4.3.7 Use of Asphalt-Treated Base on Precast Concrete

Asphalt treated base (ATB) is a dense-graded HMA with a wide gradation
band and lower asphalt content intended for use as a base course. ATB costs less
than typical HMA mixes because it can be produced with less expensive
aggregates and lower percentages of asphalt binder. In addition to the site paving
benefits, ATB can be advantageous because it can provide
 38

A waterproof barrier to prevent fines infiltration into the subgrade and

pavement structure. If water accumulates in the subgrade, the repetition of
pavement loading can cause subgrade fines to migrate into the base and pavement
structure. This can clog the base layer, which impedes drainage and create voids
in the subgrade into which the pavement may settle.
An alternative to untreated base material. Structurally, ATB is about three
times as strong as an untreated granular base (such as crushed surface base or top
course). Therefore, it is possible to use thinner layers for the same structural
support, which can save on excavation costs. In some cases a layer of aggregate
base is still needed to provide material to fine grade and to provide a smooth
surface on which to pave.
The costs savings of using ATB can add up quickly. On a site that must
export material (excess cut), an ATB pavement design can save a considerable
amount of excavation, hauling and disposal costs. On a site that must import
material (excess fill), ATB can be used to build the pavement over more marginal
subgrades (i.e. a structure of gravel borrow and ATB can replace thicker
crushed aggregate sections). (Washington Asphalt Pavement Association, 2010)

4.3.8 Important Considerations when Substituting ATB for Crushed

Aggregate
4.3.8.1 The minimum recommended crushed aggregate base thickness is 4 inches.
4.3.8.2 The minimum recommended ATB thickness is about 3 inches.
ATB gradation and nominal maximum aggregate size specifications are quite
loose, however pavement layers thinner than about 2-3 times the nominal maximum
aggregate size may be difficult to compact, tear under the screed, and rollers may crush
the larger particles during compaction.
4.3.8.3 Consider the original purpose of the crushed aggregate.
Sometimes aggregate base is needed to (1) provide material to fine grade and
to provide a smooth surface on which to pave or (2) provide frost protection. In these
situations, ATB should not be substituted for crushed aggregate base.
4.8.4 Consider the characteristics of the particular ATB being used.
ATB specifications are quite broad and allow for a wide choice of gradation
and aggregate quality. For instance, the nominal maximum aggregate size can be
anywhere from about 1.5 inches down to 0.375 inches; the gradation can either be fine
or coarse; and the aggregate can either be crushed or not crushed. In general, do not
assume anything more than what is specified. (Washington Asphalt Pavement
Association, 2010)
 39

4.4 Methodology
The project rationale is the Applicability of Precast Reinforced Pavement in the
Proposed EDSA Rehabilitation. In order to gather information, researches from journals,
books and publications regarding Precast Pavements. Also, data gathering from the Pilot
Project using Precast Concrete Pavement in Tiaong, Quezon will be done for verification.
Interviews were conducted with experts in Precast Pavement.

4.4.1 Interviews Regarding Precast Pavement

We conducted interviews with the following persons about their thoughts
and views about topics related to our studies.
Engr. Alyson Lagunda on EDSA Rehabilitation
He is the Project-In-Charge in the proposed EDSA Rehabilitation.
According to him, EDSA needed the rehabilitation because most of the pavements
had exceeded its design capacity already. The project was put on hold because of
the traffic impact the construction will have on the area. In addition, he mentioned
that he does not believe in the one day curing for concrete in the conventional
method proposed because the pavement is still brittle.
Engr. Danilo Balisi
He is the Assistant Director of Bureau of Design. He mentioned that the
usual design life of the concrete is 20 years but usually the pavements in EDSA
needs to be maintained in the first five years already. The pavements were damaged
already after a short time because of different factors such as the rain.
Engr. Takeshi Mineta
He is the Team Leader/Highway Engineer of a leading Japanese
construction company JICA with experience in using precast on roads, highways
and airports. He mentioned that the precast technology had been used in Japan for a
long time now and has good results. The pavements were durable and flexible. It
could withstand different conditions and could be expected to have a long design
life.
Engr. Leonardo Marquez
He is one of the Project Engineers of Frey-Fil on Philippine Arena whose
expertise is on Precast Technology. He discussed theories and applications of
precast.
 40

4.5 Flow Chart

START

Traffic Condition
Road Pavement Condition
Data Geographic Location
Precast Experts Companies
Gathering Avaiilability of Equipments
EDSA Profile

Traffic Impact Assessment

Vehicle Operating Cost with Project, without Project and
during the Project
Data Location of Cast Yard
Assessment Methods of Fabrication, transportation in the Site , and
Installation of Pavement
Structural Design
Cost Analysis

Design Specification and Standards used by the DPWH

Standart Practise of MMDA in Road construction
Primary Data Material, labor, equipment cost are based from the leading
companies in Precasting and by the DPWH

Design of Precast Pavement

Design Design of Reinforcement for Handling and Transportation
Process Design of Concrete Mix

Conclusion, Recommendations and Further Studies

 41

4.6 Results and Discussion

During the conduct of the research, we gathered data and results that Precast
Pavement had been in use for the past years now. The data varying from the way of
installation, joint connections and reinforcements. The method was developed to reduce
the Precast Pavements started around the 1980s in the United States and had been
developed ever since. The panels were observed and tested as to determine if it is
applicable on different road conditions and could withstand the forecasted panel loadings.

4.7 Conclusion and Recommendations

After all the researches and interview, we concluded that Precast Concrete
Pavement is applicable for high traffic highways and roads like EDSA. It could withstand
heavy loadings and would lessen the delay due to construction. We recommend that
further studies be applied in terms of use of other variations of Precast Concrete
Pavement such as those with tongue-groove method type of connections and with pre-
stressing strands at reinforcement.
 42

CHAPTER 5
PAVEMENT DESIGN

5.1 Introduction
The design standards adopted in the study are based on AASHTO Guide for
Design of Pavement Structures, 1993 edition. Forecasted traffic, the result of subgrade
investigation using Falling Weight Deflectometer (FWD) and the enviromental condition
in which the pavement structure will be subjected to during its design life.

5.2.1 Traffic Consideration

The traffic data given by the Metropolitan Manila Development
Authority(MMDA) is used for the design which are based from the latest base
year traffic data. A 10-year initial design performance period for stage
construction will be analyzed and considered. An overlay to complete the 20 years
performace period will be applied after 10 years or earlier, if an early sign of
deterioration is already observed to prevent further damage of the existing precast
pavement.

5.2.2 Load Equivalent Factor (LEF)

Pavement loads are derived from heavy vehicle traffic volume and the
corresponding ESAL or heavy vihicle factors. Since heavy vehicle would not, in
reality, utilize a single lane along the expressway, a design lane is assumed to
carry a substantial percentage of the total load expected to pass through the
facility. These were taken from the Truck Overloading Report of the DPWH
Planning Services in 2006.

Table 5.1 DPWH Heavy Vehicle Factors

Heavy Vehicle Types LEF/Vehicle
Large Bus 1.10
2-Axle Rigid Truck 3.00
3-Axle Rigid Truck 9.10
4-Axle Semi Trailer 9.50
5-Axle Semi Trailer 11.70
 43

The table shows the typical Load Equivalent Factors for Heavy vehicles
used in the study. These factors were used to convert bus/truck traffic volume to
equivalent standard axle loads.

5.2.3 Equivalent Standard Axle Loads (ESAL)

These factors multiplied to the corresponding heavy vehicle traffic from
the Halcrow forecasts to come up with daily ESAL is computed by multiplying
the daily ESAL by 365 days.
The formula used for estimating standard axle loads is:

Tn = To[

Where: Tn = total ESAL over design life

To = intial ESAL for design lane
n = design life in years
TGR = Traffic growth rate
To is the product of the estimated base year ESAL and 40%. The total
equivalent standard axle loads for the road are estimated using heavy vehicle
traffic growth rates derived. Growth rates based from AADT are also shown for
comparison.
EDSA were constructed having 5 lanes and 6 lanes in each direction
on Package 1A and Package 1C, respectively. Therefore, a lane distribution factor
of 40% is used throughout the calculations.

Table 5.2 Total ESALs for Flexible Pavement Design

Road Section Initial Performance (10 years)
Package 1A
57,543,352
(Roxas Boulevard Julia Vargas)
Package 1B
60,092,413
(Julia Vargas North Avenue)
Package 1C
50,054,599
(North Avenue - Monumento
 44

5.2.4 Subgrade Strength

The allowable maximum size of a material is two-third of the layer
thickness to be compacted. The allowable layer thickness for compaction shall be
established from the capacity of the roller equipment at the site. The weaker
materials from roadway excavation and/or rock excavation from cut sections shall
be placed on the lower part of the embankment at which level it will not affect the
road subgrade capacity.

5.3 Coefficients
5.3.1 Reliability
Reliability factor is introduced in the design to account change variation in
both traffic prediction and to provide a predetermined level of assistance that
pavement section will survive the period for which it is designed. The
recommended level of reliability for various functional classifications based on
AASHTO Pavement Design survey is shown.

Table 5.3 Recommended Level of Reliability Based on AASHTO Pavement Design

Recommended Level of Reliability
Road Section
Urban Rural
Interstate and other Preeways 85-99.9 80-99
Principal Arterials 80-99 79-95
Collectors 80-95 75-95
Local 50-80 50-80

For EDSA, considering that is a collector/distributor road, the AASHTO

Guide recommends 80-95 level reliability.

5.3.2 Standard Normal Deviate

In using the design formula instead of nomographic design charts, the
reliability, R has to be converted into the Standard Normal deviate, ZR.
 45

Table 5.4 Standard Normal Deviate

Reliability, R (present) Standard Normal Deviate, ZR
50 -0.000
60 -0.253
70 -0.524
75 -0.674
80 -0.842
85 -0.836
90 -1.282
91 -1.341
92 -1.405
93 -1.476
94 -1.555
95 -1.645
96 -1.751
97 -1.881
98 -2.054
99 -2.326
99.9 -3.090
99.99 -3.719

The reliability used for the design is 92.5% with a corresponding Z R

values of 1,4395.
Another criterion required for consideration of reliability is the overall
standard deviation (SD). In the AASHTO design guide considering variances in
future traffic projections, the value recommended for SD is 0.49 for flexible
payment.
 46

5.3.3 Serviceability
The serviceability of a pavement is expressed in terms of the Present
Serviceability Index (PSI), which obtained from measurements of distress and
roughness. PSI values ranges from 0 to 5 (impassable to perfect). The Initial
Serviceability Index, Po of a pavement is an estimate of PSI immediately after
construction. Terminal Serviceability Index, Pt is the lowest acceptable level of
service before rehabilitation is necessary.
The relationship of the three Indices is: PSI = Po Pt

Table 5.5 Serviceability Indicated for Expressway Project

Type Pavement Po Pt = PSI
Flexible (AC) Pavement 4.2 2.5 = 1.7

5.3.4 Layer Coefficient

The structural layer coefficient values are used in estimating layer
thickness for flexible pavement design. A value for this coefficient is assigned to
each layer material in the pavement structure in order to convert layer thickness
into a corresponding Structural Number (SN).

Table 5.6 AASHTO Structure Layer Coefficient

Pavement Component Layer Coefficient, a
Asphalt Concrete, AC (PG76) 0.44
Asphalt Concrete, AC (60/70) 0.42
Asphalt Treated Base, ATB
0.30
(Marshall Stability 1600 lbs.)
Crushed Aggregate Base, CAB
0.14
(EBC = 30, 000 psi)
Granular Subbase, SB
0.11
(ESB = 15, 000 psi)
 47

5.3.5 Drainage Coefficient

The drainage coefficient is a function of the quality of drainage and the
percent of time during the year that the pavement structure is exposed to moisture
levels approaching saturation.

Table 5.7 Drainage Coefficient for Flexible Pavement

Percent of Time Pavement Structure is Exposed
Quality of to Moisture Levels Approaching Saturation
Drainage
Greater
Less than 1% 1-5% 5-25%
than 25%
Excellent 1.40 1.35 1.35 1.30 1.3 1.20 1.20
Good 1.35 125 1.25 1.15 1.15 1.00 1.00
Fair 1.25 1.15 1.15 1.05 1.00 0.80 0.80
Poor 1.15 1.05 1.05 0.80 0.80 0.60 0.60
Very Poor 1.05 0.95 0.80 0.75 0.75 0.40 0.40

The project is assumed to have a good quality of drainage. The drainage

coefficient value introduced to the case course layer is 1.0, pertaining to more
than 25% of time pavement structure is exposed to moisture approaching
saturation.

5.3.6 Pavement Design Criteria

The criteria used in the design of flexible and rigid pavement are as
follows:
The units shown follow US Customary system which is in accordance
with the AASHTO Guide for Design Pavement Structures, 1993 Edition.

Flexible Pavement Design (Asphalt Concrete)

i. Reliability, R = 92.5 %
Within range given by AASHTO Collector Roads (Urban): R=85% to 95%

ii. Standard Normal Deviate, ZR = -1.4395

 48

iii. Overall Standard Deviation, So = 0.49

Variance in projected traffic considered

iv. Serviceability
Initial Serviceability, Po = 4.2
Terminal Serviceability, Pt = 2.5
PSI = 1.7

v. Layer Coefficients
Asphalt Concrete, aAC = 0.14
Asphalt Treated Base, aATB = 0.30
Crushed Aggregate Treated Base, aCAB = 0.14
Aggregate Subbase, aSB = 0.11

vi. Drainage Coefficients

m
treated base layer = 1.00
m
base layer = 1.20
m
subbase layer = 1.20

vii. Load Transfer Coefficient, J = 2.80

viii. Design Traffic (For 10 Years), W18 = 57,543,352 ESAL

ix. Subgrade Design, CBR = 3%

x. PCC Modulus of Rupture, Sc = 620.51 psi

xi. Modulus of Elasticity, Ec = 3.37E+06 psi

xii. Loss of Support, Ls = 2.5

xiii. Effective Roadbed Resilient Modulus, MR = 4500 psi

xiv. Subbase Elastic Modulus, ESB = 15,000 psi

xv. Effective Modulus of Subgrade Reaction, k = 80 psi

5.4 Pavement Structure Design Flexible Pavement

The design is based on identifying a flexible pavement structural number
withstand the projected traffic load.
The AASHTO road test Equation for flexible pavement is used to compute for the
required Structural Number (SN)
 49

Log10 W18 = (-1.4395) (0.49) + 7.35 log10 (13 +1) 0.06 +

+ (4.22 0.32Pt) log10

Assume D = 13 inches

Log10 (57,543,352) = ZR So + 7.35 log10 (D +1) 0.06 +

+ (4.22 0.32(2.5)) log10

7.759995157 = -0.705355 + 8.424041062 0.06 0.2458687219 + 3.42 log10

1.267382234
7.759995157 7.764761383

Therefore, the assumed D= 13 inches is adequate.

PCC Surface, D = 13 inches x 2.54 cm / in
D = 33 cm

5.5 Reinforcement Design for Handling

Reinforcement plays a very important role for the lifting purposes of precast
pavements. For the mobility of precast panels in loading and unloading panels from the
casting yard to the project site in EDSA to its installation.
The following data are used to design the reinforcement of the panels:

fc = 24.14 Mpa
fy = 414 Mpa
W = 3.5 m
L = 4.0 m
D = 0.33 m
 50

WU = (2.4)(9.81)Kn/m3(3.5 x 4.0 x 0.33)m3

= 108.77328 Kn

5.5.1 Along Longitudinal Section

L = 3.5 m
WL = V
= (2.4)(9.81)(4.0)(0.33)
= 31.07808 Kn/m
T = WuL/2
= (27.19332)(4.0) / 2
= 54.3866 Kn

Fig. 5.1 Shear and Moment Diagram

 51

MMAX = 9.3544 Kn m

Ru = Mu/bd2 = 9.3544x106/(3500)(4000)2 = 0.02726

bal = = 0.00023107

max = 0.75 bal = 0.75(0.00023107) = 0.018696

min = 1.4 / fy = 1.4/414 = 0.003382
adopt = 0.003382

Db = 12 mm

As = bd = (0.00338)(3500)(3307512/2) = 2947.101 mm2

Adb = pi()Db2/4 = pi()(12)2 / 4 = 201.0619 mm2

n = As/Adb = 2947.101 / 201.0619 = 15 bars

s = W/n = 3500 / 17 = 230 mm

Use 15 pieces 12mm dia. RSB @ 230mm o.c.

5.5.2 Along Transverse Section

L = 4.0 m
WL = V = (2.4)(9.81)(3.5)(0.33) = 27.19332 Kn/m
T = WuL/2 =(27.19332)(3.5) / 2 = 54.3866 Kn
 52

Fig. 5.2 Shear and Moment Diagram

MMAX = 9.3544 Kn m
Ru = Mu/bd2 = 9.3544x106/(3500)(4000)2 = 0.02432

bal = = 0. 0000659

max = 0.75 bal = 0.75(0.00023107) = 0.018696

min = 1.4 / fy = 1.4/414 = 0.003382
adopt = 0.003382
Db = 12 mm
As = bd = (0.00338)(4000)(3307512/212) = 3204.24 mm2
Adb = pi()Db2/4 = pi()(12)2 / 4 = 201.0619 mm2
n = As/Adb = 3204.24 / 201.0619 = 16 bars
s = W/n = 3500 / 16 = 220 mm
Use 16 pieces 12mm dia. RSB @ 220mm o.c.
 53

5.5 Dowelled Joint Design

Table 5.8 Recommended Dowelled Joint Design Requirements
Pavement Minimum Maximum Dowel
Dowel
Thickness Dowel Dowel Spacing Diameter
Type
(in) Length (in) (in) (in)
<8 16 12 0.75 Steel Bar
8 11 16 12 1.0 Steel Bar
Steel Bar or extra strength
12 15 20 15 1.25
pipe
Steel Bar or extra strength
16 20 20 18 1.50
pipe
Steel Bar or extra strength
21 25 24 18 2
pipe
Steel Bar or extra strength
> 25 24 18 3
pipe
* When the extra strength pipe is used, fill I with a stiff mixture of sand-asphalt or
cement mortar or plug the ends of the pipe. If the ends of pipe are plugged, the plug
must fit inside the pipe and can be cutoff flush with the end of the pipe so that there
will be no protruding material to bond with the concrete and prevent free moment of
the dowels.

Pavement Thickness = 13 inches

Therefore, parameters adopted are: Length = 550 mm (22 inches)
Spacing = 350 mm (14 inches)
Diameter = 32 mm (1.3 inches)
# of bars = 10mm each side
5.6 Hook Design
Use: 12 mm
Area: 113.3 mm2

S= 0.9fy

= 0.9 (414)

= 240.01 372.6 - SAFE!

Source: Reliability, AASHTO 1993 Guide for design of Pavement Structures p 1-52
Fig. 5.3 Structural Drawing Detail-Top V

54
Fig. 5.4 Structural Drawing Detail Section A

55
Fig. 5.5 Structural Drawing Detail Section B

56
Fig. 5.6 Structural Drawing Detail Section C

57
 99

5.7 Construction Methods (Concrete Mix)

Common fc for pavement 24.14 MPa ~ 3500 psi

Table 5.9 Recommended Slumps for Various Types of Construction

Slump, mm (in.)
Concrete Constrcution
Maximum Minimum
Reinforced foundation walls
75(3) 25(1)
and footings
Plain footings, caissons, and
75(3) 25(1)
substructure walls
Beams and reinforced walls 100 (4) 25 (1)
Building columns 100 (4) 25 (1)
Pavements and slabs 75(3) 25(1)
Mass concrete 75(3) 25(1)

Slump for pavement and slabs = 1-3 (minimum to maximum) or 25-75 mm

Aggregates: Angular 110 mm (1/3 of thickness of slab)

Table 5.10 Recommended Volume of dry-rodded coarse Aggregate

Fineness Modulus
Max Aggregate (in.) 2.4 2.5 2.6 2.7 2.8 2.9 3
0.375 0.5 0.5 0.5 0.5 0.5 0.5 0.43
0.500 0.6 0.58 0.6 0.56 0.6 0.54 0.53
0.750 0.7 0.65 0.6 0.63 0.6 0.61 0.6
1.000 0.7 0.7 0.7 0.68 0.7 0.66 0.65
1.500 0.8 0.74 0.7 0.72 0.7 0.7 0.69
2.000 0.8 0.77 0.8 0.75 0.7 0.73 0.72
3.000 0.8 0.81 0.8 0.79 0.8 0.77 0.76
6.000 0.9 0.86 0.9 0.84 0.8 0.82 0.81
 100

Fineness Modulus sand = 2.60

Specific Gravity of cement = 3.15
Specific Gravity of sand =2.60
Specific Gravity of gravel =2.70
Dry unit weight of gravel = 1600 kg/m3
Moisture Content (Sand) = 7
Moisture content (gravel) = 4
% Absorption (sand &gravel) = 2
Total Volume = 3050 m2

 101

Table 5.11 Summary of Required Weight for Concrete Mix

Abs. Specific Computed Required

Material water
Volume Gravity Weight Weight

Cement 3.15 1000 229.635 700,386.75 kg

Sand 2.60 1000 667.212 3,234,996.6 kg

Gravel 2.70 1000 1478.898 4,510,638.9 kg

Water 1 1000 145.40 443,470 kg

Computed x reqrd = reqrd weight
 102

MAJOR FIELD OF ENGINEERING

Transportation Engineering

Transportation plays a vital role in the society. It is the movement of

people, animals and goods from one location to another. Modes of transport
includes air, rail, road, water, cable, pipeline and space. Transportation is
important because it enables trade between people, which is essential for the
development of civilizations. Transport infrastructure consists of the fixed
installations including roads, railways, airways, waterways, canals and pipelines
and terminals such as airports, railway stations, bus stations, warehouses, trucking
terminals, refueling depots and seaports. Terminals may be used both for
interchange of passengers and cargo and for maintenance. It also serves as a
linkage of different places that also help in the economic growth of a country.
The increase in volume of vehicles increases the number of activities and
productivity of a country. Though the continuously increasing of vehicle cannot
anymore withstand by the roads and vacant areas, it then became traffic. Since,
transportation is important to the community and due to the effects of
continuously increasing volume of vehicles, transport Engineering became
popular. Transportation engineering is the application of science and technology
to the safe, efficient and sustainable movement of people and goods. It
encompasses research, policy development, planning, design, implementation,
operation and management of all modes of travel, be that by road, rail, water or
air, and interfaces between these modes and with other land uses.
In line with this, there are different activities under the transportation
engineering field such as: Alternate Routes, it is a special route that provides an
alternate alignment for a highway which loop roads and found in nearby side
street or minor roads that may be used to lessen the volume of vehicles during on-
going project.
Traffic monitoring is one of the useful methods of transportation
engineers. It helps in the maintenance of a traffic condition. It also serves as a data
bank for the transportation engineers to identify the total volume, types of
vehicles passing and causes of a high volume of vehicle in a certain area. In such
rehabilitation projects, this activity help to analyze where to put a stop light, U-
turn slot, over pass, under pass and alternative routes.
In managing the transport system, it is essential to recognise that the
overall transport system, which comprises of people, vehicles, infrastructures,
communications, and other interfaces between these components, and that the
transport system is a vital element of the overall land use and economic system. It
is also important to understand that transport is a derived demand - it occurs
because there is value created when people and goods move from one location to
another that exceeds the cost of travel or transport.
 103

The job of transportation engineers are planning, estimate the future travel
demands which includes the movement of people and goods based from the
patterns of land use, demographics and socio economic development. They
develop policies and
strategies for the management of that future travel demand, including the most
appropriate modes of travel and identifying the infrastructure needs, including
new or upgraded roads, railways, ports, airports, and intermodal terminals to
optimise the total transport task and the technological applications and systems to
cater for that demand and its management. They also identify the need for
investment in entirely new systems, modes or forms of transport.
Engineers in road and traffic engineering are involved in the planning,
design, construction, operation and asset management of highways, roads, bridges
and associated facilities, including related bicycle, pedestrian and public transport
facilities. They may also analyse parts of the road network or specific locations
with high traffic volumes and/or high collisions, followed by the identification
and implementation of safety and capacity improvements, including the
application of Intelligent Transport Systems.
EDSA is one of the major thoroughfares in the Metro, which connects
different cities from North to South. It is popular because it is the home of the
People Power Revolution. It is very important for a developing country such as
the Philippines to have an efficient and improved infrastructure such as highways
and major thoroughfares. EDSA functions as a collector-distributor road that
provides access to highly developed and built-up areas of Metro Manila. It
stretches 23 kilometers with lane varying from 10-12 separated by a central
division occupied by MRT-3 line.
The continuously increasing in volume of vehicles increases the number of
activities and productivity of a country. Though these increasing of vehicle cannot
anymore withstand by the roads and vacant areas, especially EDSA, it then
became traffic. Based from the study conducted and published by the National
Center for Transportation Studies (NCTS), the amount lost because of traffic
congestion in Manila last 2011 is P137.5 Billion pesos. The bad conditions of the
transportation system, which includes insufficient road lanes, bad condition of
road pavement, unimplemented transportation policies, and other factors, that
leads to delays in activities that lead to economic losses. In order to minimize
these losses and converting the country to an economic and health friendly
transportation system, transportation engineering must be applied in countries
road networks. As part of the green and transportation engineering, rehabilitation
of damaged road networks and infrastructures must be done in order to smoothen
the flow of traffic in a given place. Strict implementation of traffic policies may
also help in minimizing traffic congestion in a certain area.
A detailed Engineering Design for EDSA Road Rehabilitation help to
maintains and develops different measures to provide more efficient time travel
through EDSA. Repair of damage pavement thru re-blocking that will smoothen
the traffic flow in EDSA. Though the project will help for the improvement of
 104

traffic condition of EDSA, MMDA still put it on hold due to the traffic impact it
will cause during construction. Traffic congestion is one of the major problems in
the Philippines.
The construction of the project will cause massive traffic clogging in the
area, which will increase the Vehicle Operating Cost. The transportation
engineering is used to be able to collect data that will be used to compute for the
Vehicle Operating Cost. Also, the increase of carbon emissions due to worsening
traffic conditions might affect the environment. Due to this considering the right
time of the day it is best convenience to start the construction.
The study focuses on the application of an innovative and modern
construction methodology by using the technology of precast systems for
pavements instead of the normal cast-in-place method. It will lessen the traffic
impact of the aforementioned rehabilitation in EDSA. This impact includes
environmental impacts and economic impact, which will lead to a fast
construction and lesser construction impacts. The basic data needed for the
analysis of vehicle flow is the vehicular stream model which includes the speed
and length of vehicles. Stream measurement gauges the traffic streams.
The design of pavement is also dependent to the number and type f vehicle
that uses the road. The fatigue loading which is taken as the cumulative number of
passes of an Equivalent Standard Axle Load of 8,300 kgs per axle to which the
pavement structure will be subjected through its design life. Since, heavy vehicles
exceeded 8300kgs per axle, Load Equivalent Factors (LEF) where used to convert
bus/truck traffic volume to equivalent axle loads.
Economic evaluation is done in order to know if the use of precast panels
is applicable in the Philippines. Time delays due to closing of lanes in EDSA was
estimated with the help of the study entitled The Impact of Abrupt Lane
Reduction due to Work Zones along EDSA Magallanes., which is proportion to
the economic losses.
The study identified that the use of precast panels in EDSA rehabilitation
is applicable in terms of its effect to traffic and traffic impact during construction.
the analysis of traffic impact during construction using PCCP and PRCP shows
the use of PRCP has a lesser effect to vehicle operating cost and to economy.
 105

MINOR FIELD OF ENGINEERING

Construction Engineering

The project also calls on the application and basic principles of

Construction Engineering. It is one of the minor areas of civil engineering of this
study. It tackles a new and innovative way of constructing roads using Precast
Reinforced Concrete Pavement. It is now widely used in the rehabilitation and
fast-paced construction of roads and highways in the United States of America.
Successful pilot projects paved the way for the use of PRCP on the construction
and rehabilitation of highways that have high volume traffic. A bypass road in
Tiagong Quezon, which serves as a pilot project that uses precast panels in a new
construction of road was constructed last 2007. The project was to be inspected
yearly, but the researcher, Engr. Leizel C. Fallarna, leaved the Philippines for her
career I Canada.
The researchers contacted Engr. Fallarna for her assistance in the
aforementioned study. In order if the pilot project conducted my Eng. Fallarna
was successful, a inspection must be done. Engr. Fallarna gave references and
contact numbers that could help to know the status of the pilot project.
Engr. Panganiban, Quality Control Engineer in the said pilot project
discussed that the use of precast panels in road construction. The shorter time of
construction contributed a lesser manpower though an increase in total cost of
project will occur. In terms of its stability, the precast panels are still in good
condition, according to engr. Panganiban. It is also observed that it has a better
quality as compared to PCCP since it is fabricated in a controlled area.
EDSA experience a high volume of traffic that causes traffic clogging
which results to time delays, hazards, income losses and additional vehicle
operating cost. EDSA, as one of the major thoroughfare in the Philippines, it is
critical for a closure of lane during construction. The study proposed a modern
methodology that will lessen the impact of traffic in EDSA. These methodology
includes the design of concrete mix, economic evaluation (includes Vehicle
Operating Cost, Income losses due to rehabilitation impact, and a comparative
analysis of using PCCP and PRCP) and project schedule. The proposed
methodology is for the rehabilitation of EDSA that focuses of the re-blocking of
damage pavements. These will results to a more socio-economic method of
construction.
Since the use of PRCP will includes a different methodology, the study
includes a detailed construction phase from the casting yard up to the finishing
touches. The designed project shall have four phases namely, pre-
construction/pre-operational phase, construction phase, operational phase and
abandonment phase.
 106

Pre-construction phase includes all the necessary preparation before

construction. It includes review and study of the project, formulation of detailed
engineering criteria, survey for possible fabricators, plans and strategies in
fabrication, transportation, and installation of panels. Project scheduling is also
necessary in order to have a guide during construction. in this phase, it also
includes the application, processing and acquiring of permits and clearances.
Construction phase includes all physical aspects of construction. Using
PRCP, construction phase was divided in to two parts, namely off-site
construction phase and on-site construction phase. Off-site construction phase
includes the fabrication of panels. Fabrication includes rebar works, formworks,
concrete pouring, float finish, tinned finish, curing, removal of formworks, and
lastly, inspection. The study also considers the location of casting yard in the site.
These will help to minimize the traffic impact of transporting the panels in the
site. The nearer the casting yard from the site, the lesser effect it will contribute
to traffic during transportation of panels. In the other side, on-site construction
includes removal of distressed pavements, leveling of ground surface, laying of
asphalt treated base, placing of polyethylene sheets, pre-installation checks,
drilling of the adjacent existing pavements for the dowels and lastly, panel
installation. The Abandonment phase is one that involves the demobilization of
machineries and equipment of project facility.
The construction engineering includes the estimation of total amount of
materials and design of concrete mix. It includes the economic evaluation in order
to know if the proposed methodology is applicable in EDSA and if it is
economical. It also includes the estimated return of investment or the recovery
period. The economic evaluation is based on the total income of the government
in metro manila divided by the total time. The income loss is equal to the product
of the total time delay due to closure of lanes and the ratio of total income of
metro manila to the total time. It is observed that the use of PRCP in EDSA
rehabilitation decreases the effect of traffic and income losses. This shows that the
use of PRCP in EDSA is better that PCCP in terms of effects of high traffic during
rehabilitation.
The estimated construction duration using PRCP as compared to the use of
PCCP, it is observed that, PRCP is faster than PCCP. In this case, the shorter
project duration, the lesser effect to public especially to the motorist. The shorter
period of travel by the motorist will result to a smaller vehicle operating cost.
Since PRCP has a shorter duration, the vehicle operating cost during the whole
construction period will be lessen. The return of investment is the time when the
save in vehicle operating cost reaches the total cost of the project.
Construction engineering also included the construction management. This
management includes the time and day of re-blocking, flow of work, estimation
and identification of what type of equipment should be use. Since the main
problem is the traffic impact during the construction, the repair of damaged
pavement thru re-blocking scheme will follow the lane-by-lane basis. It also
stated that concrete re-blocking will start on Friday evenings, lay outing, panel
 107

installation and opened to traffic the following Monday before 5:00 oclock in the
morning. The proposed rehabilitation project is estimated to be finished in as fast
as 3 months.
The equipments capacity and prices are considered in the study. A detailed
estimation is done in order to know which among the two methodology is much
economical. According to the results, the use of PCCP has a cheaper cost than
PRCP since the use of PRCP has a higher value due to a higher equipment cost,
material cost due to reinforcement. Though the use of PRCP decreases the use of
strengthening add mixtures and manpower, it still resulted to a higher cost.
The equipment costs are based from the unit prices used by the DPWH in
its projects in Metro Manila and ACEL equipment guidebook 24th edition. The
equipment cost are computed based on the total project duration multiplied to the
equipment unit price.
In conclusion, the use of Precast Reinforcement Concrete Pavement in
EDSA as compared to the use of Portland Cement Concrete Pavement has an
advantage in terms of the construction impact to the public since PRCP has a
shorter duration. The use of PRCP as compared to PCCP has a higher initial cost
since precast panels are designed with reinforcement and has a higher equipment
cost. According to the data gathered and in computation, the use of PCCP has a
lesser initial cost but has a greater effect to public. The effect to public was
converted to peso by multiplying the idle time to unit price of gasoline and total
vehicles uses EDSA. The sum of initial and the effects to public by vehicle
operating cost and economic losses is the total economic cost of the project. The
results shows that PRCP has a lower economic cost and has a shorter period of
return of investment. Therefore, PRCP is economical.
 108

MINOR FIELD OF ENGINEERING

Structural Engineering

It is well known that the number of automobiles on highways has

continued to grow in the Philippines. This increased number pushes many
highways like EDSA far beyond their originally designed capacity, resulting in the
deterioration of pavement at a faster rate. To cope with this increased
deterioration, highways are often closed for construction of new pavement,
overlays, or removal and replacement applications. Increased traffic volumes on
roads and highways create even greater traffic congestion during such projects.
The rehabilitation of EDSA, one of the main highways in the Philippines, will
significantly increase traffic congestion in the areas as well as traffic delays and
user costs as a result of construction delays. There is a need to develop
construction practices, and processes that accelerate the time of construction,
thereby reducing traffic delays, user costs and associated work time losses, fuel
consumption increases, and other social and economic impacts.
The design of the PRCP will be based on proposed options, which is
similar to the world class standard highways of NLEX and SLEX made by the
DPWH. The construction will follow the standard MMDA practice. The use of a
similar design will help in the comparative analysis of PCCP and PRCP. The
concrete mixtures to be used for the design of the PRCP are similar to those
utilized for other precast elements like girders and slabs for buildings and bridges;
and are not be restricted to paving mixtures only. Steam curing, wet mat curing,
or membrane curing are all options for precast pavement panels.
Structural engineering is a field of civil engineering that deals with the
analysis and design of precast reinforced concrete pavement. The design of
flexible pavement is based on the identifying a flexible pavement structural
number withstand the projected traffic load. The AASHTO road test Equation for
flexible pavement is used to compute for the required Structural Number (SN)
Equivalent Standard Axle Loads are identify by converting the vehicles
that uses EDSA into an equivalent 8300kgs. Another criterion required for
consideration of reliability is the overall standard deviation (SD). In the AASHTO
design guide considering variances in future traffic projections, the value
recommended for SD is 0.49 for flexible payment.
The serviceability of a pavement is expressed in terms of the Present
Serviceability Index (PSI), which obtained from measurements of distress and
roughness. PSI values ranges from 0 to 5 (impassable to perfect). The Initial
Serviceability Index, Po of a pavement is an estimate of PSI immediately after
construction. Terminal Serviceability Index, Pt is the lowest acceptable level of
service before rehabilitation is necessary.
 109

The structural layer coefficient values are used in estimating layer

thickness for flexible pavement design. A value for this coefficient is assigned to
each layer material in the pavement structure in order to convert layer thickness
into a corresponding Structural Number (SN).
The drainage coefficient is a function of the quality of drainage and the
percent of time during the year that the pavement structure is exposed to moisture
levels approaching saturation.
The pavement design criteria follows the US customary system which is in
accordance with the AASHTO Guide for the Design Pavement Structures, 1993
Edition. From the data gathered from the proposed EDSA rehabilitation project by
DPWH, and from the pavement condition and location, Reliability resulted to be
92.5%. the Serviceability of the road has an initial of 4.2 and terminal of 2.5 with
a PSI of 1.7.
For the pavement sub-base, the precast panels will lay on an asphalt
treated base, which has a layer coefficient of 0.30. these coefficient will be the
amount of flexibility of base. Based from the soil investigation conducted by the
DPWH, the sub-grade design or CBR is equal to 3%. The sub-base elastic
modulus is equal to 15,000 psi. the effective modulus of sub-grade reaction is
equal to 80 psi.
For the concrete modulus of rapture, it is then assumed to be 620.51 psi
and modulus of elasticity of concrete to be 3,370,000 psi. The effective roadbed
resilient modulus is equal to 4500 psi.
Since the design of flexible pavement is based from the 8300kgs or the
Equivalent Standard Axle Loading, traffic count and monitoring is necessary.
Majority of vehicles that uses EDSA are jeepneys, buses and trucks. These only
shows that the 8300 kgs is not realistic since large vehicles exceeds 8300kgs.
Therefore, Load Equivalent Factor (LEF) are multiplied to the corresponding
heavy vehicle traffic from the Halcrow forecasts to come up with the daily ESAL
is computed by multiplying the daily ESAL by 365 days.
Considering the design of pavement, structural engineering plays a vital
role in the study. Empirical equations are used in the study, to relate observed or
measurable phenomena, to ensure the stability and strength of the pavement.
Design a flexible pavement (AASHTO). Since the study is proposing for the use
of PRCP, number of steel bars for resisting of transport effects from pick-up and
delivery up to installation is necessary. Location of lifting points is also necessary
in the design to minimize the stress and avoid failure due to transport effects.

Log10 W18 = (-1.4395) (0.49) + 7.35 log10 (13 +1) 0.06 +

+ (4.22 0.32Pt) log10

 110

Reinforcement plays a very important role for the lifting purposes of

precast pavements. For the mobility of precast panels in loading and unloading
panels from the casting yard to the project site in EDSA to its installation. The
design of reinforcement includes the longitudinal and traverse reinforcement are
based from NSCP 2001. The reinforcement in precast panels are provided
because of the transportation loading. Due to the aforementioned load, the
reinforcement caries only the panels self-weight.
Locations of lifting points are carefully identified in order decrease the
effect of transportation loading and minimize the reinforcement in the panel. The
lifting points are located in the place that will result to a smaller moment in the
panels. The effect of correct lifting points will result to a cheaper panels.
Load transfer of pavement to its adjacent pavement is by dowels. The
design of dowels are based from NSCP 2001, dowels requirements. Dowels are
used as joint connectors. This reinforcement will avoid the dislocation of
pavements to its adjacent pavements. It will proved that the use precast panels in
EDSA is applicable in terms of durability and stability.
 111

CHAPTER 6
Economic Evaluation

6.1 Introduction
In terms of income, according to the Bureau of Internal Revenue (BIR)
based on Family Income and Expenditures survey, the National Capital Region, or
Metro Manila, have a total of 2,293 families with an estimated total family
income of 610,960 million that holds a total share of 21.5% of the countrys total
which is the highest among the 13 regions. In the economic evaluation process,
the study adopted the internationally accepted road evaluation model, which is
also being used by the DPWH in the selection, prioritization, fund allocation and
scheduling of Pavement Management projects and in preparing asset preservation
programs. The study team utilized own program of the same version as with the
DPWH, but data and parameters were updated for 2012. The latest roughness
values were based on actual ocular inspection on the existing condition of each
project road and converted into IRI values based on the definition provided by
DPWH.
The use of Precast Reinforced Concrete Pavement is not only for its faster
procedure and construction methodology but it may also contribute with its longer
pavement life cycle. The concept of pavement life cycle analysis, which is applied
to predict various factor over the life cycle of a road pavement, which is typically
ten years, such as: road deterioration, road work effect, road user effects, and
socio-economic and environmental effects. The deterioration of pavement is
directly affected by the standards of maintenance applied to repair defects on the
pavement surface over time. In line with this, according to Engr. Allyson
Lagunda, EDSA has been utilized for decades now and its deign is already
obsolete which proves that the design is no longer effective to the current
utilization of the aforementioned avenue. Hence, rehabilitation is recommended.
In order to preserve the structural integrity of the pavement, permitting the road to
carry traffic in accordance with its design.
The economic evaluation will be based on the cost of the project, duration,
and effects to public. The cost of the project will be analyzed by comparative
analysis of the proposed PCCP of DPWH and the proposed PRCP of the
researchers. The comparative analysis on the difference of the effects of PCCP
and PRCP in terms of project duration, socio-economic impact, and traffic impact.
 112

6.2 Revenue of EDSA According to Bureau of Internal Revenue

The latest Tax collected report by the Bureau of Internal Revenue (BIR) shows the
amount of collected taxes last 2011

Table 6.1 Bureau of Internal Revenue Collections, GDP, Tax Effort (2000-2011)
 113

Table 6.2 Bureau of Internal Revenue Share In National Government Tax

Revenues (2000-2011)

According to Table 6.1 the Total National Government Tax Revenues

during year 2011 is 1,202,066,000,000 Php. In which according to Table 6.2
during the year 2011 the Growth Rate is 8.12%. In order to estimate the National
Government Tax Revenues in the year 2013, the researches use:
National Govt Tax Revenue2013 = (1,202,066M) (1+.0812)3-1=1405207.27M Php
Based from the Feasibility Study Report: EDSA Rehabilitation Project, the
estimated income of the EDSA is 21.5% of the countrys total revenue. It is the
highest among the 13 regions.
National Govt Tax Revenues2013 EDSA = 1,405,207,270,000 x 21.5%
= 302,119,563,100 Php
 114

6.3 Traffic Consideration

Malacanang is not running out of solutions to the perennial traffic
congestion in Metro Manila, which according to a Japanese study (JICA) results
in potential income losses of 2.4 Php billion a day. Traffic should be considered in
the study since it has an effect on the proposed rehabilitation which time delays
may be converted on an equivalent Peso(php.). Traffic Impact due to EDSA
Rehabilitation Transportation engineering offers expertise in transportation
system. Traffic consideration is based from the data given by the latest survey of
the DPWH, which identify the existing traffic volumes and Level of Service
(LOS) of the existing road and intersection. These will develop reliable estimates
of future traffic volumes by vehicle classes that are expected to benefit the study.
The study will make use of the data of Traffic Impact Assessment (TIA) made by
the DPWH in the proposed rehabilitation of EDSA. Time delays and effect of
road construction is based on the study, Impact of Abrupt Lane Reduction due to
Work Zones along EDSA Magallanes Segment.

6.3.1 Base year Peak hour volumes

In order to assess and evaluate the existing and future traffic
conditions of the project, relevant data were obtained from the concerned
authorities, the Metropolitan Manila Development Authority (MMDA)
and Department of Public Works and Highways (DPWH).
To convert the traffic volumes from vehicle per hour to passenger
car units per hour (PCU/hr), the Passenger Car Equivalent Factor (PCEF)
values are multiplied to the hourly volume of the corresponding vehicle
type. These PCEF values are based from the PCEF used and approved by
the DPWH

Table 6.3 Summary Passenger Car Equivalent Factor

SIZE PCEF

Medium Truck 2.0

Large Truck 2.5

Tricycle 0.8

Motorcycle 0.5
 115

Table 6.4 Summary Peak Hour Traffic Volume, AM Peak

Traffic Volume (AM)
Direction Section
In Vehicle In PCU
Roxas Blvd. F.B. Harrison St. 3,692 4,369
F.B. Harrison St. Park Avenue 3,543 4,200
Park Avenue Taft Avenue 3,319 4060
Taft Avenue Aurora Blvd. 3,584 4,078
Aurora Blvd. Evangelista St. 4,135 4,612
Evangelista St. Magallanes Int. 4,077 4,583
Magallanes Int. Pasay Road 4,077 4,583
Pasay Road Sen. Gil Puyat 792 1,025
Sen. Gil Puyat Ave. Estrella St. 8,424 9,174
Estrella St. Guadalupe 6,360 7,013
Northbound

Guadalupe Pioneer 5,235 5,926

Pioneer Shaw Blvd. 5,117 5,729
Shaw Blvd. Doa Julia Vargas 4,859 5,265
Doa Julia Vargas Shaw Blvd. 4,604 5,033
Shaw Blvd. Boni Avenue 7,340 7,866
Boni Avenue Guadalupe 5,766 6,364
Guadalupe Estrella St. 3,867 4,412
Estrella St. Sen. Gil Puyat Ave. 6,448 7,063
Sen. Gil Puyat Ave. Ayala Avenue 5,948 6,491
Ayala Avenue Pasay Road 4,133 4,698
Pasay Road Magallanes Int. 1,317 1,544
Southbound

Magallanes Int. Evangelista St. 1,317 1,544

Evangelista St. Tramo 3,357 3,834
Tramo Taft Avenue 2,843 3,316
 116

Taft Avenue Park Avenue 2,872 3,488

Park Avenue F.B. Harrison St. 2,707 3,262
F.B. Harrison St. Roxas Blvd. 3,175 3,873

Table 6.5 Summary Peak Hour Traffic Volume, PM Peak

Traffic Volume (PM)
Direction Section
In Vehicle In PCU
Roxas Blvd. F.B. Harrison St. 3,354 4,053
F.B. Harrison St. Park Avenue 3,534 4,234
Park Avenue Taft Avenue 4,727 5,591
Taft Avenue Aurora Blvd. 3,528 4,107
Aurora Blvd. Evangelista St. 3,554 4,111
Evangelista St. Magallanes Int. 2,900 3,443
Magallanes Int. Pasay Road 2,900 3,443
Pasay Road Sen. Gil Puyat 9,79 1,187
Sen. Gil Puyat Ave. Estrella St. 9,306 1,0019
Estrella St. Guadalupe 5,942 6,474
Northbound

Guadalupe Pioneer 6,051 6,751

Pioneer Shaw Blvd. 5,362 5,980
Shaw Blvd. Doa Julia Vargas 6,205 6,670
Doa Julia Vargas Shaw Blvd. 6,343 6,864
Shaw Blvd. Boni Avenue 5,387 5,876
Boni Avenue Guadalupe 4,922 5,362
Guadalupe Estrella St. 4,709 5,275
Estrella St. Sen. Gil Puyat Ave. 3,713 3,990
Sen. Gil Puyat Ave. Ayala Avenue 5,085 5,783
Ayala Avenue Pasay Road 4,405 4,836
Southbound

Pasay Road Magallanes Int. 2,074 2,372

Magallanes Int. Evangelista St. 2,074 2,372
Evangelista St. Tramo 3,650 4,076
 117

Tramo Taft Avenue 3,049 3,589

Taft Avenue Park Avenue 3,222 3,967
Park Avenue F.B. Harrison St. 3,181 3,823
F.B. Harrison St. Roxas Blvd. 3,537 4,249

6.3.2 Level of Service and Volume Capacity Ratio

Level of service for the operation of critical roads is
determined in this study considering the projected road
performance. The base year traffic volume (in PCU) are divided by
the road capacity per road segment to yield values of the volume
capacity ratio (VCR) to determine the Level Of Service (LOS) and
describe the traffic with in the area.
Table.6.6 Summary Level of Service - Capacity Ratio
V/C Ratio LOS Description
Less than 0.20 A Free flow traffic
0.21 0.50 B Free flow traffic
0.51 0.70 C Moderate traffic
0.71 0.85 D Moderate / Heavy traffic
0.86 1.00 E Heavy traffic
Greater than 1.0 F Forced flow, Stop and go

Table.6.7 Summary Level of Service AM Peak

Traffic Traffic
Direction Section Volume Condition
(in PCU) V/C LOS
Roxas Blvd. F.B. Harrison St. 4,369 1.35 F
F.B. Harrison St. Park Avenue 4,200 1.30 F
Park Avenue Taft Avenue 4060 1.25 F
Taft Avenue Aurora Blvd. 4,078 1.26 F
Northbound

Aurora Blvd. Evangelista St. 4,612 1.42 F

Evangelista St. Magallanes Int. 4,583 1.41 F
Magallanes Int. Pasay Road 4,583 1.41 F
Pasay Road Sen. Gil Puyat 1,025 0.32 B
Sen. Gil Puyat Ave. Estrella St. 9,174 2.83 F
Estrella St. Guadalupe 7,013 2.16 F
Guadalupe Pioneer 5,926 1.83 F
 118

Pioneer Shaw Blvd. 5,729 1.77 F

Shaw Blvd. Doa Julia Vargas 5,265 1.63 F

Doa Julia Vargas Shaw Blvd. 5,033 1.55 F

Shaw Blvd. Boni Avenue 7,866 2.43 F
Boni Avenue Guadalupe 6,364 1.96 F
Guadalupe Estrella St. 4,412 1.36 F
Estrella St. Sen. Gil Puyat Ave. 7,063 2.18 F
Sen. Gil Puyat Ave. Ayala 6,491 2.00 F
Southbound

Avenue
Ayala Avenue Pasay Road 4,698 1.45 F
Pasay Road Magallanes Int. 1,544 0.48 B
Magallanes Int. Evangelista St. 1,544 0.48 F
Evangelista St. Tramo 3,834 1.18 F
Tramo Taft Avenue 3,316 1.02 F
Taft Avenue Park Avenue 3,488 1.08 F
Park Avenue F.B. Harrison St. 3,262 1.01 F
F.B. Harrison St. Roxas Blvd. 3,873 1.20 F

Table 6.8 Summary Level of Service PM Peak

Traffic
Traffic Volume
Direction Section Condition
(in PCU)
V/C LOS
Roxas Blvd. F.B. Harrison St. 4,053 1.25 F
F.B. Harrison St. Park Avenue 4,234 1.31 F
Park Avenue Taft Avenue 5,591 1.73 F
Taft Avenue Aurora Blvd. 4,107 1.27 F
Aurora Blvd. Evangelista St. 4,111 1.27 F
Northbound

Evangelista St. Magallanes Int. 3,443 1.06 F

Magallanes Int. Pasay Road 3,443 1.06 F
Pasay Road Sen. Gil Puyat 1,187 0.37 B
Sen. Gil Puyat Ave. Estrella St. 1,0019 3.09 F
Estrella St. Guadalupe 6,474 2.00 F
Guadalupe Pioneer 6,751 2.08 F
Pioneer Shaw Blvd. 5,980 1.85 F
Shaw Blvd. Doa Julia Vargas 6,670 2.06 F
Doa Julia Vargas Shaw Blvd. 6,864 2.12 F
Southbound

Shaw Blvd. Boni Avenue 5,876 1.81 F

Boni Avenue Guadalupe 5,362 1.65 F
Guadalupe Estrella St. 5,275 1.63 F
Estrella St. Sen. Gil Puyat Ave. 3,990 1.23 F
Sen. Gil Puyat Ave. Ayala Avenue 5,783 1.78 F
 119

Ayala Avenue Pasay Road 4,836 1.49 F

Pasay Road Magallanes Int. 2,372 0.73 D
Magallanes Int. Evangelista St. 2,372 0.73 F
Evangelista St. Tramo 4,076 1.26 F
Tramo Taft Avenue 3,589 1.11 F
Taft Avenue Park Avenue 3,967 1.22 F
Park Avenue F.B. Harrison St. 3,823 1.18 F
F.B. Harrison St. Roxas Blvd. 4,249 1.31 F

6.3.3 Travel Time and Delay before Construction

Actual travel time and delay measurements were conducted
in order to assess the existing traffic conditions of key intersections
along EDSA. The survey was conducted on October 16, 2012.
Two peak hours were considered in the actual travel time
and delay survey. Southbound travel was conducted in the morning
which started at monument in Caloocan, from 7:30 A.M. and
ended at Roxas Boulevard in Makati at around 9:30 A.M. while
northbound travel was conducted in the afternoon, which started at
around 5:30P.M. at Roxas Boulevard and ended at around 7:30
P.M. at Monumento, Caloocan. The following data below are
based from the study conducted by DPWH.
Table Below presents the stations along EDSA routes in
both directions, shown are the travel time and delays parameters
for the various road sections.

Table 6.9 Result of Travel Time and Delay Survey

Direction Station Length Travel Running Delay Travel Running
(m) Time Time (hr.) Speed Speed
(hr.) (hr.) (Km/hr) (Km/hr)
Roxas Blvd. 313.50 0.050 0.029 0.021 7.000 12.000
F.B. Harrison St.
F.B. Harrison St. 292.50 0.061 0.025 0.036 4.603 11.326
Northbound

Park Avenue
Park Avenue 261.00 0.032 0.021 0.011 7.826 12.000
Taft Avenue
Taft Avenue 293.00 0.020 0.015 0.006 13.315 18.340
Aurora Blvd.
Aurora Blvd. 970.00 0.028 0.025 0.003 35.644 39.560
Evangelista St.
 120

Evangelista St. 470.00 0.013 0.013 0.000 39.913 39.913

Magallanes Int.
Magallanes Int. 1,315.00 0.030 0.030 0.000 52.183 52.183
Pasay Road
Pasay Road 1,260.00 0.039 0.039 0.000 32.914 32.914
Sen. Gil Puyat
Sen. Gil Puyat Ave. 835.00 0.106 0.077 0.029 7.822 10.787
Estrella St.
Estrella St. 1,063.50 0.161 0.086 0.075 5.223 9.786
Guadalupe
Guadalupe Pioneer 541.50 0.051 0.047 0.004 15.652 17.041
Pioneer 1,210.00 0.142 0.105 0.038 8.438 11.459
Shaw Blvd.
Shaw Blvd. 387.75 0.058 0.047 0.011 7.442 9.214
Doa Julia Vargas
Doa Julia Vargas 387.75 0.083 0.029 0.054 3.564 10.149
Shaw Blvd.
Shaw Blvd. 1,210.00 0.227 0.149 0.078 5.281 8.030
Boni Avenue
Boni Avenue 541.50 0.050 0.043 0.007 16.000 18.581
Guadalupe
Guadalupe 1,063.50 0.190 0.077 0.113 44.28 10.878
Estrella St.
Estrella St. 835.00 0.019 0.019 0.000 42.686 42.686
Sen. Gil Puyat Ave.
Sen. Gil Puyat Ave. 795.00 0.020 0.020 0.001 37.870 40.500
Ayala Avenue
Southbound

Ayala Avenue 465.00 0.014 0.014 0.000 33.176 33.176

Pasay Road
Pasay Road 1,315.00 0.026 0.026 0.000 61.161 61.161
Magallanes Int.
Magallanes Int. 470.00 0.051 0.045 0.006 10.033 11.264
Evangelista St.
Evangelista St. 970.00 0.047 0.046 0.001 21.176 21.818
Tramo
Tramo Taft 293.00 0.013 0.008 0.006 20.681 36.000
Avenue
Taft Avenue Park 261.00 0.010 0.008 0.001 25.714 30.000
Avenue
Park Avenue F.B. 292.50 0.010 0.00 0.000 28.800 28.800
Harrison St.
F.B. Harrison St. 313.50 0.013 0.013 0.000 28.000 28.000
Roxas Blvd.

6.3.4 Travel Time and Delay during Construction

 121

All data for lane reduction are based on the study entitled, The
Impact of Abrupt Lane Reduction due to Work Zones along EDSA
Magallanes. Both case 1 and case 2 were gathered last January 21, 2013
from 10:30 to 11:30 in the morning. On the other hand, data for the free
flow condition of the study are were obtained from the video footages
taken last January 25 and March 22, 2013 from 10:30 to 11:30 in the
morning, the same time where the lane reduction occurred.
The researchers of the said study arranged and set up video
recorders to obtain the necessary data such as vehicular type, speed,
volume, and merging manoeuvres during lane abruption and free flow in
EDSA. It will also utilize in the documentation: the before and after
situation of the study area that would further give a more detailed impact
of lane reduction due to road construction. In line with this the land
surveying was also done to obtain the road measurements of the location.
This would give a more detailed layout to the affected area.

Figure 6.1 Work Zones along EDSA Magallanes

 122

6.3.4.1 Case 1
The lane reduction, as presented in the figure 6.2 has a length of 60
meters and a width of four meters. Other three lanes were free of
obstruction that catered the whole volume of motorists. The outer most
lane is neglected since it accommodates all vehicles coming from
Evangelista street which is perpendicular to EDSA Magallanes Road.

Figure 6.2 Case 1 Closed Study Area

Source: The Impact of Abrupt Lane Reduction

due to Work Zones along EDSA Magallanes.
 123

6.3.4.2 Case 2
The lane reduction for case 2 bisects from the leftmost lane,
occupying the two inner most lanes, to the adjacent lanes. The length of
the lane reduction is sixty meters in length and eight meters in width. The
outer most lane is neglected since it accommodates all vehicles coming
from Evangelista street which is perpendicular to EDSA Magallanes
Road.

Figure 6.3 Case 2 Closed Study Area

Source: The Impact of Abrupt Lane Reduction

due to Work Zones along EDSA Magallanes.
 124

6.3.4.3 Free Flow Condition

All five lanes were passable to all motorists. However, the outer
most lane is neglected since it accommodates all vehicles coming from
Evangelista street which is perpendicular to EDSA Magallanes Road.

Figure 6.4 Free Flow Condition

Source: The Impact of Abrupt Lane Reduction

due to Work Zones along EDSA Magallanes.
 125

Table 6.10 Estimated Total Hourly Volume of Vehicles

Actual Volume Estimated Hourly
(veh) Volume Equivalent
Case 1 1097 2194
Case 2 1120 2688
Free Flow 1508 3016
Source: The Impact of Abrupt Lane Reduction due to Work Zones along EDSA Magallanes.

Total Estimated Time Delay =

= 0.3747 hours

Table 6.11 Summary of Speed Analysis per Transportation Mode

Cars Jeepney Van Bus Truck
Mode of Transportation
(kph) (kph) (kph) (kph) (kph)
Case 1 8.64 6.00 9.39 7.71 6.17
Minimum
Case 2 7.71 7.20 9.39 7.45 7.71
Speed
Free Flow 12.71 10.80 18.00 9.82 18.00
Case 1 36.00 21.60 19.64 27.00 19.64
Maximum
Case 2 36.00 16.62 27.00 24.00 30.86
Speed
Free Flow 72.00 72.00 72.00 72.00 72.00
Case 1 15.54 12.98 13.52 15.81 12.8
Mean
Case 2 19.23 12.81 18.28 14.83 17.17
Speed
Free Flow 38.07 29.62 40.22 32.15 35.19
Case 1 18.00 18.00 18.00 18.00 12.00
Modal
Case 2 24.00 18.00 18.00 18.00 18.00
Speed
Free Flow 36.00 27.00 36.00 36.00 36.00
85th Case 1 18.25 15.43 16.62 21.40 16.62
Percentile Case 2 24.00 15.43 24.00 19.47 21.60
Speed Free Flow 54.00 43.20 54.00 43.20 43.20
Source: The Impact of Abrupt Lane Reduction due to Work Zones along EDSA Magallanes.

6.3.5 Estimation of Total Income Loss Per Hour of

Rehabilitation
 126

Income loss due to construction will be based on total hour loss per
day. The average total hours of delay due to closure of road, both case1
and case 2(Refer), per day will be multiplied to the total number of days in
a year.
Therefore, the total income per hour

= 34,488,534.6 Php/hr

6.3.6 Income Loss due to construction using PCCP VS

PRCP
The duration of the two methods follows the week ends
construction of MMDA which starts at Friday night, 10:00P.M. and ends at
Monday morning, 5:00A.M. The total hours affecting the flow of traffic is
equal to the total number of hours from 10:00P.M of Friday to 5:00A.M.
of Monday

Using PCCP:
Total number of hours of Abruption
= (duration) x (number of weekends) x (no. Of
hours)
= (11 months)x(4 weeks/month)x(55hrs/week)
= 2420 hrs
Total income loss per year (PCCP)
= Total Income per Hour x Time of abruption x Time Delay
=(34,488,534.6 Php/hr) x (2420 hrs.abruption)(0.3747 hrs/hrs.abruption)
= 31,273,306,470 Php.

Using PRCP:
Total number of hours of Abruption
= (duration) x (number of weekends) x (no. Of hours)
 127

= (4.5 months)x(4 weeks/month)x(55hrs/week)

= 990 hrs
Total income loss per hour (PRCP)
= Total Income per Hour x Time of abruption x Time Delay
= (34,488,534.6 Php/hr)x(990 hrs.abruption)(0.3747 hrs/hrs.abruption)
= 12,793,625,380 Php

Income Loss (PCCP) Income Loss (PRCP) = Income Save in the

construction
= 31,273,306,470 Php. - 12,793,625,380 Php
= 18,479,681,090 Php.

6.3.7 Additional Vehicle Operating Cost (VOC) of PCCP VS

PRCP
Vehicle Operating costs vary with vehicle usage and based on vehicle
travelled. These costs include fuel, tyres, oil, maintenance, repairs, and mileage-
dependent depreciation. It is considered in the study because volume of traffic,
and the speed and distance travelled is affected by construction and abruption of
lane reduction through change in speed.
Average Traffic Volume per Day = (Average Traffic Volume in PCU/hr both A.M.
peak and P.M)
Average Travel Speed = Average Speed of Data Collected on both Case 1 and
Case 2

Table 6.12 Estimated Fuel Consumption of PCCP and PRCP Income Loss
Average Annual Daily
4739
Traffic/hr
Equivalent Liter per Hour 1.3 Liters/hr.
Unit Price of Fuel per Liter 53 Php./Liter
Time Delay 0.3747 hrs.
Method Using PCCP Using PRCP
Total Time of Abruption 2420 990
Total Additional VOC in
296,077,216.8 Php. 121,122,497.8 Php.
Peso
 128

Savings using PRCP 174,954,719 Php.

6.3.7 Recovery Period

Table 6.13 Estimated Fuel Savings

200,594.00
A. Average Annual Daily Traffic (AADT) Without Project With Project

B. Average Travel Speed 18 kph 24 kph

C. Increase in Travel Speed 6.0 kph
D. Average Travel Time 76 mins 57 mins
E. Reduction in Travel Time 19 mins
F. Fuel Saving 0.41 Liters
G. Equivalent Peso Due to Reduce Travel Time Php 21.48
H. Daily Saving in Peso Php 4,308,759.12
I. Average Yearly Savings in Peso Php 1,572,697,078.80
Php
J. Recovery Period 2.638 Years
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CHAPTER 7
PROMOTIONAL MATERIALS

Fig. 7.1 Perspective of Reinforcement and Formworks of Precast Reinforced Concrete

Pavement

Fig. 7.2 Perspective of the Panel (Precast Reinforced Concrete Pavement)

 130

Fig. 7.3 Promotional Poster of Applicability of Precast Reinforced Concrete Pavement on

the Proposed EDSA Rehabilitation
 131

CHAPTER 8
BUDGET ESTIMATION

8.1 Reinforcing bar

8.1.1 Parameter of Reinforcing bar

Table 8.1 Summary Parameter of Rebar per Pavement

Diameter Area Length # of bars Spacing
Rebar
(mm) (x10-4m2) (m) (pcs) (mm)
Longitudinal 230
12 1.1310 3.84 15
Bar
Traverse Bars 12 1.1310 3.34 16 220
Dowel Joint 32 8.0425 0.55 20 350
Hook Bars 12 1.1310 0.58 4 Fig. 5.3-5.5

Total length of Longitudinal bars = (Length Longitudinal) x (No of bars Longitudinal )

= 3.84 x 15
= 57.6 m
Total length of Traverse bars =(Length Traverse ) x (No of bars Traverse )
= 3.34 x 16
= 53.44 m
Total length of Dowelled Joints = (Length Dowelled) x (No of bars Dowelled)
= 0.55 x 20
= 11 m
Total length of Hook Bars = (Length Hook) x (No of bars Hook)
= 0.58 x 4
= 2.32 m

Vr = A x L
= (1.131x10-4m2)( 57.6 + 53.44 +2.32)m + (8.0425x10-4m2)(11m)
Total Volume of Rebars, Vr = 0.0216 m3
 132

8.1.2 Price of Reinforcing bar

Table 8.2 Standard Weight of Deformed Round Steel Bars

Source: Gillesania, (2004) Reinforced Concrete Design, 2nd Edition

Use:
Unit weight of 12mm dia. meter bar = 0.888 kg/m
Unit weight of 32mm dia. meter bar = 6.313 kg/m

Weight bar /slab = (115.04 x 0.888) + (11 x 6.313)

= 102.1555kg + 69.443kg
= 171.60kg
Total Distress Pavement according to the Feasibility study made by
the DPWH last January 2013 is 15,649 sq.m.

Total Number of Precast Reinforced Concrete Pavement

=
N(adopt) = 600 pcs.
Total weight bar = (600) x (171.60)
= 192,192 kg
 133

8.2 Concrete
8.2.1 Volume of Slab, Vg
Length = 4.0m
Width = 3.5m
Depth = 0.33
Vg = L x W x D = 4 x 3.5 x 0.33 = 4.62 m3

8.2.2 Volume of Block-out, Vb

No. of block-out per slab= 20

Volume of block-out = 0.275(0.2)(0.1) + ( )(0.275)

= 5.7212x10-3m3

Total Vb = 20 x (5.7212x10-3m3)
= 0.1144 m3

8.2.3 Volume of Concrete

Net Volume concrete per slab
= Gross concrete volume Total Rebar volume Total volume of block-
out
= 4.62 m3 0.0128 m3 0.1144 m3
= 4.4928 m3

Total Net Volume of Concrete

No. of slab = 600 pcs.

Net Volume concrete = 600(4.4966m3)

= 2697.96 m3
 134

Volume of Concrete Required = 2697.96m3 + (2697.96 m3 x 10 %)

*use 10% allowance
= 2967.756 m3
Volume (adopt) = 3050 m3

8.3 Base
8.3.1 Base Course
Volume of Base = 4m x 3.5m x 0.10m
= 1.4 m3

Total # of Panels = 600 panels

Total Volume of Base = 600 x 1.4 m3

= 840 m3

8.3.2 Asphalt Treated Base

Volume of ATB = 4m x 3.5m x 0.10m
= 1.4 m3

Total # of Panels = 600 panels

Total Volume of ATB = 600 x 1.4 m3

= 840 m3
 135

8.4 Cost Estimation per Activity

8.4.1 Precast Reinforced Concrete Pavement Fabrication

Table 8.3 Precast Reinforced Concrete Pavement Fabrication Cost

DETAILED UNIT PRICE ANALYSIS (DUPA)
Item No./Description : 01 Precast Reinforced Concrete Pavement Fabrication
Unit of Measurement : cu.m.
Designation No. Of Person No. Of Hours Hourly Rate Amount
A. Labor/rent
a. Construction Foreman 2 1680 109.19 366,878.40
b. Skilled Laborer 4 1680 79.70 535,584.00
c. Laborer 12 1680 61.44 1,238,630.40
d. Supervision/Management 1 1680 153.00 257,040.00
e. Technical Group 1 1680 300.00 504,000.00
f. Casting Yard (EDSA Guadalupe) 4032 350.00 1,411,200.00
Sub - Total for A 4,313,332.80
Name and Capacity No. Of Units No. Of Hours Hourly Rate Amount
B. Equipment
a. Bathcing Plant (30 cu.m.) 1 250 1,208.03 302,007.50
b. Dump Truck (10 cu.m.) 1 600 1,352.00 811,200.00
c. Payloader (1.5 cu.m.), LX80-2C 1 1200 1,733.00 2,079,600.00
d. Concrete Vibrator 2 480 146.66 140,793.60
e. Bar Cutter, Single Phase 1 480 219.75 105,480.00
f. Minor tools (5% of Labor) 215,666.64
g. Generator (288KVA) 1 4032 484.53 1,953,624.96
h. Rough Terrain Crane (15 tonner) 2 1680 710.71 2,387,985.60
Sub - Total for B 7,996,358.30
Name and Specification Unit Quantity Unit Cost Amount
C. Materials
a. Reinforcing Steel Bar kg. 102960 40.00 4,118,400.00
b. Curing Compund lit. 66965 28.00 1,875,020.00
c. Sand cu.m. 1245 850.00 1,058,250.00
d. Gravel cu.m. 1671 650.00 1,086,150.00
e. Cement bag 17510 220.00 3,852,200.00
f. Pipe Sleeve L.M. 3300 97.00 320,100.00
g. Grease/Tar lit. 2.5 300.00 750.00
h. Steel Forms L.M. 18793 50.00 939,650.00
Sub - Total for C 13,250,520.00
D. Direct Unit Cost (A+B+C) 25,560,211.10
E. Overhead, Contingencies and Miscellaneous (OCM) 9% of D 2300418.999
F. Contractor's Profit (CP) 8% of D 2044816.888
G. Value Added Tax (VAT) 12% of (D+E+F) 3588653.638
K. Total Unit Cost (D+E+F+G) 33,494,100.63
 136

8.4.2 Precast Reinforced Pavement Installation

Table 8.4 Precast Reinforced Concrete Pavement Installation Cost (Labor,

Equipments and Materials)
DETAILED UNIT PRICE ANALYSIS (DUPA)
Item No./Description : 02 Precast Reinforced Concrete Pavement Installation
Unit of Measurement : cu.m.
Designation No. Of Person No. Of Hours Hourly Rate Amount
A. Labor
a. Construction Foreman 1 1320 109.19 144,130.80
b. Skilled Laborer 4 1320 79.70 420,816.00
c. Laborer 8 1320 61.44 648,806.40
d. Supervision/Management 1 1320 153.00 201,960.00
e. Technical Group 1 1320 300.00 396,000.00
Sub - Total for A 1,811,713.20
Name and Capacity No. Of Units No. Of Hours Hourly Rate Amount
B. Equipment
a. Rough Terrain Crane (15 tonner) 1 1320 710.71 938,137.20
b. Dump Truck (10 cu.m.) 0 1320 1,352.00 0.00
c. Backhoe 1 1320 750.00 990,000.00
d. Trailer Truck 3 1320 1,532.00 6,066,720.00
e. Minor tools (5% of Labor) 90,585.66
f. Concrete Drill 1 1320 1,475.00 1,947,000.00
g. Grout Machine 1 1320 650.00 858,000.00
h. Concrete Cutter 1 1320 167.68 221,337.60
Sub - Total for B 11,111,780.46
Name and Specification Unit Quantity Unit Cost Amount
C. Materials
a. Asphalt Sealant lit. 100 44.00 4,400.00
b. Concrete Saw (diamond blade 14") pc. 11 8,000.00 88,000.00
c. Grease/Tar lit. 3 300.00 900.00
d. Concrete Epoxy cu.m. 70 44,000.00 3,080,000.00
Sub - Total for C 3,173,300.00
D. Direct Unit Cost (A+B+C) 16,096,793.66
E. Overhead, Contingencies and Miscellaneous (OCM) 9% of D 1448711.429
F. Contractor's Profit (CP) 8% of D 1287743.493
G. Value Added Tax (VAT) 12% of (D+E+F) 2259989.83
K. Total Unit Cost (D+E+F+G) 21,093,238.41
 137

8.4.3 Base Preparation

Table 8.5 Base Preparation Cost (Labor, Equipments and Materials)

DETAILED UNIT PRICE ANALYSIS (DUPA)
Item No./Description : 03 Base Preparation
Unit of Measurement : cu.m.
Designation No. Of Person No. Of Hours Hourly Rate Amount
A. Labor
a. Construction Foreman 1 1320 109.19 144,130.80
b. Skilled Laborer 2 1320 79.70 210,408.00
c. Laborer 8 1320 61.44 648,806.40
d. Supervision/Management 1 1320 153.00 201,960.00
e. Technical Group 1 1320 300.00 396,000.00
Sub - Total for A 1,601,305.20
Name and Capacity No. Of Units No. Of Hours Hourly Rate Amount
B. Equipment
a. Backhoe 1 1320 750.00
b. Dump Truck (10 cu.m.) 2 1320 1,352.00 3,569,280.00
c. Payloader (1.5 cu.m.), LX80-2C 1 1320 1,733.00 2,287,560.00
d. Water truck (1000 gal.) 1 660 1,065.00 702,900.00
e. Vibratory Roller (10 Tons) 1 660 1,507.00 994,620.00
f. Road Grader 1 660 2,173.00 1,434,180.00
g. Minor tools (5% of Labor) 80,065.26
h. Asphalt Distributor, 10ft. Wide (5 Tons) 1 660 936.00 617,760.00
i. Plate Compactor 700mm-1000mm 2 1320 75.94 200,481.60
Sub - Total for B 9,886,846.86
Name and Specification Unit Quantity Unit Cost Amount
C. Materials
a. Crushed Aggregate Base Course cu.m. 840 650.00 546,000.00
b. Polyethylene sheet sq.m. 8400 53.00 445,200.00
c. Grease/Tar lit. 2.5 300.00 750.00
d. Emulsified Asphalt SS-1 M.T. 65 44,000.00 2,860,000.00
e. Aggregate Base Course cu.m. 840 650.00 546,000.00
Sub - Total for C 4,397,950.00
D. Direct Unit Cost (A+B+C) 15,886,102.06
E. Overhead, Contingencies and Miscellaneous (OCM) 9% of D 1429749.185
F. Contractor's Profit (CP) 8% of D 1270888.165
G. Value Added Tax (VAT) 12% of (D+E+F) 2230408.729
K. Total Unit Cost (D+E+F+G) 20,817,148.14
 138

8.4.4 Construction Cost of using PCCP and PRCP

Table 8.6 Cost of using Port Land Cement Concrete Pavement and Precast
Concrete Pavement
Description PCCP by DPWH PRCP
Facilities for the Engineers 8,070,150.54 8,070,150.54
Other General Requirements 27,118,081.07 27,118,081.07
Earth Works 687,506.27 687,506.27
Sub-Base and Base Course 0.00 0
Surface Course 1,044,012,564.51 1,044,012,564.51
Reblocking 61,670,000.00 75,404,487.18
Drainage and Slope Protection Structures 23,716,730.27 23,716,730.27
Miscellaneous Structures 79,814,414.53 79,814,414.53
Special Items 32,430,351.40 32,430,351.40
Extra Work / Provisional Su 38,325,593.96 38,325,593.96
Traffic Management 17,000,000.00 17,000,000.00
Total Amount 1,332,845,392.55 1,346,579,879.73

% increase in reblocking = 22.27093753

% increase on the total price = 1.030463642
The amount price of works using PPCP are based on the feasibility study
of DPWH. The facilities of the Engineers, Other General Requirement,
Miscellaneous Structure, Special Items, EarthWorks, Extra works/ Provisional
Sum and Traffic management of using PRCP is just equal to the values of using
PCCP and PRCP though, reduction to cost due to early open of project might
occur.
The feasibility study of DPWH did not include a seperate computation of
Sub- Base and Base Course though they include it in the total price of Surface
Course of PCCP.
The Reblocking cost of using PRCP is dependent on the total material
used in the fabrication and installation of Rebars
The Drainage and slope protection is not anymore part of the study
though, drainage and slope Protection is still part of the computation since these
are based on the study made by DPWH.
Special Items are items used in paving fabrics
Extra Work/ Provisional Sum of both PCCP and PRCP are the same since
the additional cost items are added in general requirements ad surface courseThe
traffic management cost of PCCP are assumed to be equal though in actual, the
shorter period of construction,the lesser amount of traffic Management cost may
occur.
 139

CHAPTER 9
PROJECT SCHEDULE

The project is set to start once the proposal is approved. The earliest
possible time for panel fabrication would be on December 27, 2013 to December
30, 2013. The earliest possible time that the project can start for the installation
will be on January 03, 2014 and will possibly end mid-June 2014 given that no
significant delay will happen. The working hours would be from Friday 10:00PM
to 5AM of Monday. The newly rehabilitated pavement could be open immediately
to traffic once installed and grouted. The panel fabrication could be done during
the Monday-Friday.
The schedule of the project per week has a total of 55 hours. It involves
the excavation and removal of the distressed pavement which will take about 1
hour and 30 minutes per four (4) meter length. Then the pre-installation checking
and drilling of holes on the old pavements for the dowels needed to install the
new pavement. It will take about 30 minutes per four (4) meter length. The base
would make use of asphalt and the preparing, spreading and compacting would
take about 1 hour and 30 minutes per four (4) meter length. The installation of
plastic sheeting, offloading and placing of pavement would take about 30 minutes
per four (4) meter length. The preparation of joints and installation of dowels and
bedding grouts would also take about 30 minutes per four (4) meter length.
Installation of backer rod, jpin sealant material and foam isolation material and
final grout touchups would also take about 30 minutes per four (4) meter length.
The total time of rehabilitation per four (4) meter length of pavement is 310
minutes.
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MS Project 2013

SUMMARY
Table 9.1 Summary of Schedule

ACTIVITY START END TOTAL NO. OF HOURS

Saw Cut Distressed

10:00PM 11:00 PM
Pavement and Vaccuum 45 hours
(Friday) (Sunday)
Saw Slurry

Remove Distressed 11:00PM 12:00AM

45 hours
Pavement (Friday) (Monday)

11:30PM 12:30AM
Pre-Installation Checks 45 hours
(Friday) (Monday)

Drill for Load Transfer 11:40PM 12:40AM

45 hours
Devices (Friday) (Monday)

Install and Spread Bedding 12:00AM 1:00AM

45 hours
Material (Saturday) (Monday)

Precision Grading and 12:30AM 1:30AM

45 hours
Compact Bedding Material (Saturday) (Monday)

1:30AM 2:30AM
Install Plastic Sheeting 45 hours
(Saturday) (Monday)
 185

Offload and Place Precast 1:40AM 2:40AM

45 hours
Paving Slabs (Saturday) (Monday)

2:00AM 3:00AM
Clean/Prepare Joints 45 hours
(Saturday) (Monday)

Install Dowel and Bedding 2:10AM 3:10AM

45 hours
Grout (Saturday) (Monday)

Install Backer Rod, Joint 2:30AM 3:30AM

45 hours
Sealant Material (Saturday) (Monday)

3:00AM 4:00AM
Final Grout Touchups 45 hours
(Saturday) (Monday)

This includes three (3) break time; 7:00AM to 8:00AM, 12:00PM to 1:00PM and 7:00PM
to 8:00PM. In addition, a one (1) hour demobilization and clearing is included also.
 186

CHAPTER 10
CONCLUSION AND SUMMARY

10.1 Summary of Findings

The project site is considered the most important major thoroughfare system in
Metro Manila and, also, the most heavily trafficked one. The Epifanio de Los Santos
Avenue (EDSA) links in the economic and political activities of road users coming from
north bound to south bound and vice versa.
The thickness of the panel is 33cm, which can carry a traffic load of 57.55 Million
ESAL at a designed life of 10 years and overlay after 10 years to increase its life span up
to another 10 years.
The design computation of reinforcing steel bars for a panel which has a uniform
size of 4.0m (length) x 3.5m (width) x 0.33m (thickness) to resist transportation stresses
are 15 pcs 12 mm diameter along longitudinal section and 16 pcs 12mm diameter
along transverse section. The location of the pick-up points is 0.828 m and 0.725 m along
longitudinal and transverse section, respectively.
Some of the procedures were partially adopted from abroad and were modified
according to the Philippine condition and environment. Pavement panels are feasible
replacement of cast-in-place method of reconstruction only if procedures are strictly
adhered. The construction phase was divided into two, the off-site and on-site. The off-
site construction includes rebar works, casting using steel forms, concrete pouring,
texturing of panel surface, curing by water ponding, match-casting, tagging/identification
of panels and stacking/stockpiling of panels. On-site construction for panel installation
includes the panel fabrication and curing. This is to ensure that the panel would be of
quality type and that the design is followed thoroughly. The laying of reinforcing bars
willl be based on the design derived and computed from the empirical formula. Once the
procedures discussed earlier is done, proper curing process of the panels will follow. The
panels will be stored prior to delivery.
The average time of installation for precast panel 310 minutes or 5 hours and 10
minutes. This includes the excavation and removal of the distressed pavement, leveling
and pouring of the asphalt treated base. In addition, the installation of the panel itself, the
installation of dowel bars and the final grout touch ups. The panels could be opened
traffic immediately, thus reducing the vehicle operating cost.
The initial cost of precast panel is almost 15.54% as much as the conventional
cast-in-place pouring in re-blocking. The increase in cost includes the additional
equipment like lifting and transporation equipments. This also includes the additional
materials like steel bars and concrete epoxy. The amount increase of using precast
pavement are relatively small as compared with the use of precast in any structure such as
beams, walls and other pavement since the concrete mix has a lower admixture than the
conventional method (PCCP). This is also due to the removal of equipments like concrete
 187

mixer which has a greater percentage of the total amount of equipment using PCCP. Also
the early opening of the project will lesser the labor cost and operating cost of the project.
However, with an earlier opening to traffic a savings of 174,954,719 Php can be
generated from the Transport/Vehicle Operating Costs. These costs are incurred on the
motorists when traffic is diverted to alternate routes resulting to work time, slower travel
time, inconvenience and discomfort.

10.2 Conclusion
The study is about the Applicability of Precast Reinforced Concrete Pavement on
the Proposed EDSA Rehabilitation. One of our objectives is to review the feasibility
study report of EDSA Rehabilitation Project commissioned by the Department of Public
Works and Highways (DPWH) dated January 2013. We reviewed the project and came up
with another solution for the proposed rehabilitation project. The solution we came up
with the traffic impact concerns on the construction is to use Precast Reinforced Concrete
Pavement for faster construction. Since the main concern is to avoid road user delays, the
use of PRCP will ensure faster construction of the pavements and minimize the traffic
congestion in the area due to the rehabilitation.
The next objective is to determine its economic and technical justifications with
consideration with the environmental and social impacts. After the review of the
feasibility report of the EDSA Rehabilitation, we can justify that EDSA needed the
rehabilitation as most of the distressed pavements already exceeded its design capacity.
Also, based on the interview we conducted on the Project-In-Charge of EDSA, he stated
that the rehabilitation was long overdue since further use of the damaged pavements
would only lead to increase in vehicle operating cost of the users. We can justify that the
project, given the economic and technical justifications, should continue. The use of
Precast Reinforced Concrete Pavement will help hasten the approval needed for the
project to start since it will solve the main concern of the project. The newly rehabilitated
pavement could be opened immediately to traffic and lessen the congestion in the area
that the project will generate.
Another objective is to make a comparative analysis between Precast Reinforced
Concrete Pavement (PRCP) and the conventional Portland Cement Concrete Pavement
(PCCP). The first proposal of the EDSA Rehabilitation would make use of the Portland
Cement Concrete Pavement. It was rejected by the Metropolitan Manila Development
Authority because of the traffic impact it would cause to the area. A study using PCCP
was done already and a proposed financial plan was made. The PCCP used would be
cured for one day only. The total project cost of Package A of the EDSA Rehabilitation is
1,332,845,392.54 Php, of which the cost of reblocking is 61,670,000.00 Php. The project
was put on hold after the study. Our proposal which would make use of Precast
Reinforced Concrete Pavement would lessen the traffic impact to the area as the
pavement could be opened to the public immediately. The focus of our study is Package
A. After all the research, study and interviews we conducted, the total cost we estimated
for the project is 1,342,428,897.84 Php, of which the cost of reblocking is 71,253,505.29
Php. With these values, the percent of increase of reblocking is 15.54%. Considering the
 188

advantage of earlier opening to traffic, the whole project would then have a savings of
174,954,719 Php. The project would mean a bigger initial cost but would eventually have
savings once the project is implemented.
Lastly, to further promote our tourism campaign slogan Its more fun in the
Philippines with a world class highway in time for the APEC Summit on November
2015. With the fast-paced construction with the use of Precast Reinforced Pavement, the
project would be finished before the APEC Summit and would be in use already. EDSA
would be the one of the roads that the representatives will use. Better pavement quality of
EDSA would reflect on the status of the country and would provide boost in terms of
tourism. A world class highway system would also provide a better way of transportation
of goods and services. The rehabilitation of EDSA would provide not just transportation
ease, it would also help in terms of economic and social impact.
 189

CHAPTER 11
RECOMMENDATIONS

In view of the fact that there is a limited time in doing this project, to further
improve it, the researchers have recommended the following:
11.1 The feasibility of using precast pavement in irregular shape for re-
blocking or reconstruction must be tested and experimented.
The possibility that the precast technology could be used with
irregular shape pavement for re-blocking and rehabilitation could be a start of
another study. This would prove to be beneficial for the development of
underdeveloped areas such as near the mountainside.
11.2. Continued performance monitoring must be conducted to determine the
durability of the precast reinforced pavement panel as against the
conventional cast-in-place method.
The monitoring of the performance of the PRCP in comparison to the
conventional cast-in-place method. The monitoring should determine when
the installed panels would have signs of cracking.
11.3 A study for using Precast Prestressed Concrete Pavement as a new
methodology and innovations in highway and roadway construction
must be designed and experimented in expressways and highly
urbanized areas in the future.
 190

CHAPTER 12
ACKNOWLEDGEMENT

We would like to extend our profound gratitude and deep appreciation to the
following people and organization, to only some of whom it is possible to give particular
mention here, whose kind and never-ending support, assistance, and efforts helped for the
accomplishment and success of this thesis.
Above all, we praise and thank God, the Almighty Father, for His showers of
blessings, strength, and patience to complete this thesis and keeping us safe in His arms.
We thank Him for the guidance and wisdom He gave us during these trying times.
This thesis would not have been possible without the expertise of our Thesis
Adviser, Engr. German Avengoza. Without sharing his unsurpassed knowledge in
Transportation Engineering, we would not have come across in this thesis proposal in the
first place. His good advice, support and guidance has been invaluable on both academic
and a personal level. A sincere and heartfelt thank you to you Sir.
To the employees and engineers of the Department of Public Works and
Highways, we thank you for your warm welcome of our modern construction
methodology in making roads and highways. To the Bureau of Design, we thank you for
welcoming our ideas and encouraging us when we proposed our thesis. To the Bureau of
Research and Standards for giving us words of encouragement and cooperating with us.
Thank you for being our beneficiary, we will assure you that this thesis will be done
wholeheartedly.
We are highly indebted to Engr. Liezl C. Fallarna for sharing her knowledge and
guiding us in this study. We thank her for giving us her time for consultation and for
answering our questions. We are very privileged to meet people with enormous ideas
such as hers.
To Engr. Geoffrey Cueto, we thank you for always supervising us even though
you are not our thesis adviser. We value the time you have given to us and giving advices
that proved to be beneficial to our study. Thank you for giving us your time.
Our sincere thanks also go to Engr. Leonardo Marquez of Frey-Fil Corporation
for believing in our ability and our new methodology as the next big thing in the world
of construction. We thank him for giving us suggestions and sharing his experiences in
precasting. He gave us ideas to pursue and removed all our doubts about precast
technology.
Amongst our fellow dorm mates in 1244B, who experienced the sleepless nights
with us and personally saw our darkest moments in completing this thesis, thank you for
keeping us company as we all struggle to finish our respective thesis. We value the
encouragement and entertainment you gave us. All the laughter and stories we shared
during the wee hours of the morning gave us the energy to continue with our thesis. To
Mira, Mike, Renz, Glen and Raff, thank you. Also, to our ampons; Ahmel, Paola, Waib,
 191

and especially to Zubi who made us laugh all through the night, a sincere thank you to
you all.
Last, but by no means the least, we thank our dear and ever understanding
parents, Mr. and Mrs. Enriquez, Mr. and Mrs. Pabuna, and Mr. and Mrs. Sawali for your
never-ending encouragement during our darkest days, financial and moral support that
helped develop this thesis. We thank you for giving us everything. We wont be here
without you. The success of this thesis is your success too. We love you.
 192

REFERENCES

PCI Design Handbook for Precast and Prestressed Concrete.Precast/Prestressed

Concrete Institute. Chicago, IL, 5th ed., 1999.
Merritt, David K., F. McCullough, N.H. Burns and A.K. Schindler The Feasibility
of Using Precast Concrete Panels to Expedite Highway Pavement Construction
Research Report Number 1517-1. Texas Department of Transportation Research and
Technology Implementation Office. February 2000.
Feasibility Study Report: EDSA Rehabilitation. Department of Public Works and
Highways, Manila, Philippines. January 2013.

Rollings, Raymond S. and Yu T. Chou Precast Concrete Pavements

Geotedinical Laboratory U. S. Army Engineer Waterways Experiment Station P. 0.
Box 631, Vicksburg, Miss. 39180. November 1981

Fallarna, Liezl C. Development of Precast Concrete Pavement Panel

Technological University of the Philippines. Manila, Philippines. March 2008

Abril, Dave Wilbur P., N.I.C. Aguilar, H.I.Y. Go and Paolo Ian C. Lucero The
Impact Of Abrupt Lane Reduction Due To Work Zones Along Epifanio Delos Santos
Avenue (Edsa) - Magallanes Road Segment De La Salle University. Manila,
Philippines. March 2013