Applicability of Precast Reinforced Concrete Pavement on the Proposed EDSA Rehabilitation

Transcription

1 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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3 iii 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 country s 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.

4 iv TABLE OF CONTENTS CHAPTER 1 Introduction 1 CHAPTER 2 Presenting the Challenges 2.1 Problem Statement Project Objective Design Norms Considered Major and Minor Areas of Civil Engineering The Project Beneficiary The Innovative Approach The Research Component The Design Component Sustainable Development Concept. 7 CHAPTER 3 Environmental Examination Report 3.1 Project Description Project Rationale.... 8

5 v Project Location Project Information Description of Project Phases Pre-construction/Operational phase Detailed Engineering Criteria, Study and Review Survey, Acquiring and Fabrication of Precast Panels Consult Construction Firms Making a Detailed Construction Schedule Secure of Permits and Clearance Construction phase Clearing and Demolition Base Preparation Panel Installation Operational Phase Abandonment Phase Description of Environmental Setting and Receiving Environment Physical Environment Biological Environment Socio-Cultural, Economic and Political Environment Future Environmental Conditions without the Project Impact Assessment and Mitigation..

6 vi Summary Matrix of Predicted Environmental Issues/Impacts and their Level of Significance at Various Stages of Development Brief Discussion of Specific Significant Impacts on the Physical and Biological Resources Existing Land Uses Atmospheric Condition Natural Resources Brief Discussion of Significant Socio-economic Effects/Impacts of the Project Environmental Management Plan Summary Matrix of Proposed Mitigation and Enhancement Measures, Estimated Cost and Responsibilities Brief Discussion of Mitigation and Enhancement Monitoring Plan Institutional Responsibilities and Agreements CHAPTER 4 The Research Component 4.1 Abstract Introduction Review of Literature The Proposed Rehabilitation of Epifanio De Los Santos Avenue The Concept of Precast Pavement..

7 vii The Concept of Precast Pavement Factors to Consider in the Precast Pavement The Use of Precast Concrete Pavement in the United States Use of Precast Concrete Pavement in Japan Use of Precast Concrete Pavement in Philippines Use of Asphalt-Treated Base on Precast Concrete Important Considerations when Substituting ATB for Crushed Aggregate The minimum recommended crushed aggregate base thickness is 4 inches The minimum recommended ATB thickness is about 3 inches Consider the original purpose of the crushed aggregate Consider the characteristics of the particular ATB being used. 4.4 Methodology 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 Traffic Consideration

8 viii Load Equivalent Factor (LEF) Equivalent Standard Axle Loads (ESAL) Subgrade Strength 5.3 Coefficients() Reliability Standard Normal Deviate Serviceability Layer Coefficient Drainage Coefficient Pavement Design Criteria 5.4 Pavement Structure Design Flexible Pavement 5.5 Reinforcement Design for Handling Along Longitudinal Section 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

9 ix Base year Peak hour volumes Level of Service and Volume Capacity Ratio Travel Time and Delay before Construction Travel Time and Delay during Construction Case Case Free Flow Condition Estimation of Total Income Loss Per Hour of Rehabilitation Income Loss due to construction using PCCP VS PRCP Additional Vehicle Operating Cost (VOC) of PCCP VS PRCP CHAPTER 7 Budget Estimation 7.1 Reinforcing bar() Parameter of Reinforcing bar Price of Reinforcing bar 7.2 Concrete Volume of Concrete 7.3 Base() Base Course Asphalt Treated Base 7.4 Cost Estimation per Activity()

10 x Precast Reinforced Concrete Pavement Fabrication Precast Reinforced Pavement Installation Base Preparation Construction Cost of using PCCP and PRCP CHAPTER 8 Project Schedule CHAPTER 9 Conclusion and Summary CHAPTER 10 Recommendation CHAPTER 11 Acknowledgement REFERENCES

11 xi LIST OF TABLES, ILLUSTRATIONS, CHARTS OR GRAPHS Figures: Fig. 3.1 Location Map 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 Table 3.2 Environmental Management Plan (EMP) 13 Table 3.3 Proposed Environmental Monitoring Plan (EMoP) 18 Table 3.4 Monitoring Plan 21

12 1 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 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 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

13 2 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.

14 3 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 reblocking scheme will follow the lane-by-lane basis. It also stated that concrete reblocking will start on Friday evenings, concrete poured, cured and opened to traffic the following Monday before 5:00 o clock 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 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 country s 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 socioeconomic 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.

15 4 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 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 It s more fun in the Philippines with a world class highway in time for the APEC Summit on November 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.

16 5 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

17 6 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, subbase 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

18 7 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.

19 8 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 KM 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) 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, heavilydamaged, 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

20 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) 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

21 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 km Package 1B Dona Julia Vargas Avenue to North EDSA km Package 1C EDSA to Monumento Roundabout 5.0 km However, the study only focuses on Package 1A which stretches to 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

22 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 Description of Project Phases The designed project shall have four phases namely, pre-construction/preoperational 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 Pre-construction/Operational Phase Detailed Engineering criteria, study and review Review and Study of the Project Formulation of Detailed Engineering Criteria 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

23 Consult construction firms Consultation of possible contractors for the project Selection of construction firm to whom the project would be awarded Making a detailed construction schedule Resource leveling Project scheduling through the use of MS Project Secure of permits and clearance Application for permits and clearances Processing of permits and clearances Acquiring of permits and clearances Off-Site Construction Phase 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

24 13 2. Dowel bar block-out pins and top fins must be installed. Fig Slump test before pouring. Fig. 3.5Slump Test

25 14 4. Pouring of Concrete Fig. 3.6 Slump Test 5. Float Finish Fig. 3.7Float Finish

26 15 6. Tinned Finish Fig. 3.7 Tinned Finish 7. Remove Top Fin Blockouts Fig. 3.8 Top Fin Blockouts

27 16 8. De-mold Face form / Dowel Bar Block-Out Pins Fig. 3.9 Dowel Bar Block-Out Pins 9. Cure Panels Fig Cure Panels

28 Panel Inspection / Cleaning of Edges Fig Cleaning of Edges Picture Source: Pro-cast Production Inc On-Site Construction Phase Clearing and Demolition Saw cut distressed pavement Vacuum saw slurry Remove Distressed Pavement Removal of existing damaged/weak pavements in need of rehabilitation Base Preparation Leveling of ground Placement of asphalt treated base Placing of polyethylene sheeting Prepare Site for Installation of Precast Paving Slabs Pre-Installation Checks Drill for Load Transfer Devices Install and Spread Bedding Material

29 18 Precision Grading and Compact Bedding Material Install Plastic Sheeting as Bond Breaker 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 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 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 Physical Environment The location of the project is the area included in Package 1A. The area comprises of 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 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.

30 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 Future Environmental Conditions Without the Project Presently, based on the research of DPWH, the 23 kilometer EDSA has a total pavement area of 801, 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, square meters corresponding to slabs will be subjected to re-blocking. The first 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 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 Issues/Impacts Water Quality Increase Water Demand Air Quality Noise Generation Increase in Population Level of Significance Low Impact Low Impact Moderate Impact Low Impact Low Impact

31 Brief Discussion of Specific Significant Impacts on the Physical and Biological Resources 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 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 engine s efficiency 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 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.

32 3.4 Environmental Management Plan Summary Matrix of Proposed Mitigation and Enhancement Measures, Estimated Cost and Responsibilities Table.3.2 Environmental Management Plan (EMP) Project Activity/Phase Potential Environmental Impacts Mitigating and Enhancement Measures Estimated Cost of Proposed Measures Accountable 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 Provide temporary perimeter fence of the site construction site Regular watering of exposed soil to reduce re-suspension of dust. Planting of equivalent seedling as replacement for the cut trees Php 1,200, Contractor of the Project (all cost are incorporated in the amount of contract for the construction of the proposed rehabilitation) Removal of unsuitable soil as requirement for building construction Erosion from excavated areas or exposed cuts due to building foundation works 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

33 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 of water due to generation of solid and domestic wastes Strictly require the contractor to implement RA 9003 (Solid Waste Management Act) Php 7,500, Incidence of sanitation related illness Incident of accident Generation of employment 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 Php 3,500,

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

35 Training of employees to practice waste management Ensure regular collection by authorized haulers of the LGU Hazard to people due to vibration by machine / equipment operation Provide vibration control measures; e.g., shock absorber, damper / isolator and spring isolator Php 1,800, Hazard to people due to noise generation by equipment Provide noise control measures such as insulator, muffler, sound proof material Minimal Regular and proper maintenance of the equipment and machines Necessary enclosure of machineries which is included in the facility Php 150, Increase employment Hiring priority shall be given to qualified local residents 24

36 Increase in air pollution due to dust and scrap generation due to demolition works 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 C] Abandonment Sedimentation / siltation of drainage or waterways from unconfined stockpiles of soil and spoil Install temporary silt trap or detention ponds to prevent siltation Proper stockpiling of soils and spoils on flat areas and far from water ways Php 500, Demolition Contractor 25

37 3.4.2 Brief Discussion of Mitigation and Enhancement Measures Table. 3.3Proposed Environmental Monitoring Plan (EMoP) ENVIRONMENTAL MONITORING PLAN Key Environmental Aspects per Project Phase Potential Impacts per Parameter Parameter to be Monitored Sampling & Measurement Plan Lead Person Annual Estimated Cost EQPL Range EQPL Management Scheme Management Measure Method Frequency Location Alert Action Limit Alert Action Limit CONSTRUCTION PHASE Dust generation Air quality Dust emission Observation Daily Construction area Contractor P50,000 TSP/PM emission Watering/ sprinkling A8749 limits for TSP Traffic Air quality Dust Observation Daily Construction area Contractor P10,000 TSP/PM emission Traffic mgt measures RA8749 limits Noise Noise Noise Levels Observation Daily Construction area Contractor Excessive Noise Equipment maintenance PD 984 noise standards 26

38 Construction Safety Implementation Safety hazards Observation Daily Construction area Contractor P100,000 Safety Hazards Safety measures Department of Labor & Employment Runoff of sediments Water Pollution Turbidity of storm water runoff Observation During rains Construction area Contractor P50,000 Soil accumulation on gutters and canals Cleaning of gutter and canals DENR standards Disposal of construction wastes and domestic wastes Solid wastes Volume of Construction Wastes/Dome stic Wastes generated Estimation Daily Construction area Contractor P100,000 Cleanliness/ orderliness onsite Proper waste segregation Oil leaks and spills Water Pollution Traces of oil in storm water Observation During rains Construction area Contractor P50,000 Oil spills and leaks Proper equipment maintenance and handling DENR Regulations Sanitation Water pollution Illnesses Observation Daily Construction area Contractor Lack of sanitary Provide portalets, Dept. of Labor & 27

39 facilities personal hygiene areas Employment OPERATIONAL PHASE Runoff of sediments Water pollution Turbidity of storm water runoff Observation During rains Facility Manager Soil/dust accumul ation on gutter Cleaning of gutters and canals DENR Standards Oil leaks and spills Water Pollution Traces of oil in storm water runoff Observation During rains Facility Manager Oil spills and leaks DENR Regulations Dust generation Air quality Dust emission Observation Daily Facility Manager TSP/PM emission Cleaning/ watering RA8749 limits TSP OPERATIONAL PHASE Disposal of usable Solid wastes Volume of construction Observation Contractor 28

40 scraps wastes Collection of solid wastes Solid Volume of solid wastes Observation Contractor Dismantling of makeshift structures and transport of equipment Air quality Dust emission Observation Contractor 29

41 Monitoring Plan Table.3.4 Monitoring Plan Environmental Problem Enhancement Measure Monitoring 1. Traffic Traffic mitigation measures Daily 2. Construction Waste and domestic wastes Safety measures Proper waste segregation Cleaning of gutter and canals Daily 3. Noise Noise control Equipment maintenance Daily 4. Dust Watering/ sprinkling Daily 5. Water Pollution Proper equipment maintenance and handling Cleaning of gutter and canals During rains 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.

42 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 castin-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 castin-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.

43 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 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) 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)

44 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) 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 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

45 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) 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 1970 s. 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) 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)

46 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

47 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 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) 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

48 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) Important Considerations when Substituting ATB for Crushed Aggregate The minimum recommended crushed aggregate base thickness is 4 inches 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 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 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 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)

49 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 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.

50 Flow Chart START Data Gathering Traffic Condition Road Pavement Condition Geographic Location Precast Experts Companies Avaiilability of Equipments EDSA Profile Data Assessment Traffic Impact Assessment Vehicle Operating Cost with Project, without Project and during the Project Location of Cast Yard Methods of Fabrication, transportation in the Site, and Installation of Pavement Structural Design Cost Analysis Primary Data Design Specification and Standards used by the DPWH Standart Practise of MMDA in Road construction Material, labor, equipment cost are based from the leading companies in Precasting and by the DPWH Design Process Design of Precast Pavement Design of Reinforcement for Handling and Transportation Design of Concrete Mix Conclusion, Recommendations and Further Studies

51 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 1980 s 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 prestressing strands at reinforcement.

52 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 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 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 Table 5.1 DPWH Heavy Vehicle Factors Heavy Vehicle Types LEF/Vehicle Large Bus Axle Rigid Truck Axle Rigid Truck Axle Semi Trailer Axle Semi Trailer 11.70

53 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 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: Where: T n = T o [ T n = total ESAL over design life T o = intial ESAL for design lane n = design life in years TGR = Traffic growth rate T o 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 Package 1A (Roxas Boulevard Julia Vargas) Package 1B (Julia Vargas North Avenue) Package 1C (North Avenue - Monumento Initial Performance (10 years) 57,543,352 60,092,413 50,054,599

54 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 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 Principal Arterials Collectors Local For EDSA, considering that is a collector/distributor road, the AASHTO Guide recommends level reliability 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, Z R.

55 45 Table 5.4 Standard Normal Deviate Reliability, R (present) Standard Normal Deviate, Z R 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.

56 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 = 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 (Marshall Stability 1600 lbs.) Crushed Aggregate Base, CAB (E BC = 30, 000 psi) Granular Subbase, SB (E SB = 15, 000 psi)

57 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 Drainage of to Moisture Levels Approaching Saturation Less than 1% 1-5% 5-25% Greater than 25% Excellent Good Fair Poor Very Poor 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 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, Z R =

58 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, a AC = 0.14 Asphalt Treated Base, a ATB = 0.30 Crushed Aggregate Treated Base, a CAB = 0.14 Aggregate Subbase, a SB = 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), W 18 = 57,543,352 ESAL ix. Subgrade Design, CBR = 3% x. PCC Modulus of Rupture, S c = psi xi. Modulus of Elasticity, E c = 3.37E+06 psi xii. Loss of Support, L s = 2.5 xiii. Effective Roadbed Resilient Modulus, M R = 4500 psi xiv. Subbase Elastic Modulus, E SB = 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)

59 49 Log 10 W 18 = ( ) (0.49) log 10 (13 +1) ( Pt) log 10 Assume D = 13 inches Log 10 (57,543,352) = Z R So log 10 (D +1) ( (2.5)) log = log 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: f c = Mpa fy = 414 Mpa W = 3.5 m L = 4.0 m D = 0.33 m

60 50 W U = (2.4)(9.81)Kn/m 3 (3.5 x 4.0 x 0.33)m 3 = Kn Along Longitudinal Section L W L T = 3.5 m = γv = (2.4)(9.81)(4.0)(0.33) = Kn/m = WuL/2 = ( )(4.0) / 2 = Kn Fig. 5.1 Shear and Moment Diagram

61 51 M MAX = Kn m Ru = Mu/bd 2 = x10 6 /(3500)(4000) 2 = ρ bal = = ρ max = 0.75 ρ bal = 0.75( ) = ρ min = 1.4 / fy = 1.4/414 = ρ adopt = D b = 12 mm A s = ρbd = ( )(3500)( /2) = mm 2 A db = pi()d b 2 /4 = pi()(12) 2 / 4 = mm 2 n = A s /A db = / = 15 bars s = W/n = 3500 / 17 = 230 mm Use 15 pieces 12mm dia. 230mm o.c Along Transverse Section L = 4.0 m W L = γv = (2.4)(9.81)(3.5)(0.33) = Kn/m T = WuL/2 =( )(3.5) / 2 = Kn

62 52 Fig. 5.2 Shear and Moment Diagram M MAX = Kn m Ru = Mu/bd 2 = x10 6 /(3500)(4000) 2 = ρ bal = = ρ max = 0.75 ρ bal = 0.75( ) = ρ min = 1.4 / fy = 1.4/414 = ρ adopt = D b = 12 mm A s = ρbd = ( )(4000)( /2 12) = mm 2 A db = pi()d 2 b /4 = pi()(12) 2 / 4 = mm 2 n = A s /A db = / = 16 bars s = W/n = 3500 / 16 = 220 mm Use 16 pieces 12mm dia. 220mm o.c.

63 Dowelled Joint Design Pavement Thickness (in) Table 5.8 Recommended Dowelled Joint Design Requirements Minimum Dowel Length (in) Maximum Dowel Spacing (in) Dowel Diameter (in) Dowel Type < Steel Bar Steel Bar Steel Bar or extra strength pipe Steel Bar or extra strength pipe Steel Bar or extra strength pipe > Steel Bar or extra strength 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) 5.6 Hook Design Use: 12 mm Area: mm 2 Spacing = 350 mm (14 inches) Diameter = 32 mm (1.3 inches) # of bars = 10mm each side S = 0.9fy = 0.9 (414) = SAFE! Source: Reliability, AASHTO 1993 Guide for design of Pavement Structures p 1-52

64 Fig. 5.3 Structural Drawing Detail-Top V 54

65 Fig. 5.4 Structural Drawing Detail Section A 55

66 Fig. 5.5 Structural Drawing Detail Section B 56

67 Fig. 5.6 Structural Drawing Detail Section C 57

68 Construction Methods (Concrete Mix) Common fc for pavement MPa ~ 3500 psi Table 5.9 Recommended Slumps for Various Types of Construction Concrete Constrcution Reinforced foundation walls and footings Plain footings, caissons, and substructure walls Slump, mm (in.) Maximum Minimum 75(3) 25(1) 75(3) 25(1) 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 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.)

69 100 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/m 3 Moisture Content (Sand) = 7 Moisture content (gravel) = 4 % Absorption (sand &gravel) = 2 Total Volume = 3050 m 2 γ γ

70 101 γ Table 5.11 Summary of Required Weight for Concrete Mix Material Abs. Volume Specific Gravity γ water Computed Weight Required Weight Cement , kg Sand ,234,996.6 kg Gravel ,510,638.9 kg Water ,470 kg Computed x reqrd = reqrd weight

71 102 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 ongoing 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.

72 103 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 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

73 104 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.

74 105 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 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, preconstruction/pre-operational phase, construction phase, operational phase and abandonment phase.

75 106 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

76 107 installation and opened to traffic the following Monday before 5:00 o clock 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 24 th 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.

77 108 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.

78 109 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 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 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. Log 10 W 18 = ( ) (0.49) log 10 (13 +1) ( Pt) log 10

79 110 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 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.

80 111 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 country s 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 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.

81 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 ( )

82 113 Table 6.2 Bureau of Internal Revenue Share In National Government Tax Revenues ( ) 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 Gov t Tax Revenue 2013 = (1,202,066M) ( ) 3-1 = M Php Based from the Feasibility Study Report: EDSA Rehabilitation Project, the estimated income of the EDSA is 21.5% of the country s total revenue. It is the highest among the 13 regions. National Gov t Tax Revenues 2013 EDSA = 1,405,207,270,000 x 21.5% = 302,119,563,100 Php

83 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 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 Medium Truck Large Truck Tricycle Motorcycle PCEF

84 Southbound Northbound 115 Table 6.4 Summary Peak Hour Traffic Volume, AM Peak Direction Traffic Volume (AM) 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, 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 Guadalupe Pioneer 5,235 5,926 Pioneer Shaw Blvd. 5,117 5,729 Shaw Blvd. Doňa Julia Vargas 4,859 5,265 Doňa 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 Magallanes Int. Evangelista St. 1,317 1,544 Evangelista St. Tramo 3,357 3,834 Tramo Taft Avenue 2,843 3,316

85 Southbound Northbound 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 Direction Traffic Volume (PM) 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 Guadalupe Pioneer 6,051 6,751 Pioneer Shaw Blvd. 5,362 5,980 Shaw Blvd. Doňa Julia Vargas 6,205 6,670 Doňa 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 Pasay Road Magallanes Int. 2,074 2,372 Magallanes Int. Evangelista St. 2,074 2,372 Evangelista St. Tramo 3,650 4,076

86 Northbound 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, 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 B Free flow traffic C Moderate traffic D Moderate / Heavy traffic E Heavy traffic Greater than 1.0 F Forced flow, Stop and go Table.6.7 Summary Level of Service AM Peak Direction Section Traffic Volume Traffic Condition (in PCU) V/C LOS Roxas Blvd. F.B. Harrison St. 4, F F.B. Harrison St. Park Avenue 4, F Park Avenue Taft Avenue F Taft Avenue Aurora Blvd. 4, F Aurora Blvd. Evangelista St. 4, F Evangelista St. Magallanes Int. 4, F Magallanes Int. Pasay Road 4, F Pasay Road Sen. Gil Puyat 1, B Sen. Gil Puyat Ave. Estrella St. 9, F Estrella St. Guadalupe 7, F Guadalupe Pioneer 5, F

87 Southbound Northbound Southbound 118 Pioneer Shaw Blvd. 5, F Shaw Blvd. Doňa Julia Vargas 5, F Doňa Julia Vargas Shaw Blvd. 5, F Shaw Blvd. Boni Avenue 7, F Boni Avenue Guadalupe 6, F Guadalupe Estrella St. 4, F Estrella St. Sen. Gil Puyat Ave. 7, F Sen. Gil Puyat Ave. Ayala 6, F Avenue Ayala Avenue Pasay Road 4, F Pasay Road Magallanes Int. 1, B Magallanes Int. Evangelista St. 1, F Evangelista St. Tramo 3, F Tramo Taft Avenue 3, F Taft Avenue Park Avenue 3, F Park Avenue F.B. Harrison St. 3, F F.B. Harrison St. Roxas Blvd. 3, F Table 6.8 Summary Level of Service PM Peak Direction Section Traffic Traffic Volume Condition (in PCU) V/C LOS Roxas Blvd. F.B. Harrison St. 4, F F.B. Harrison St. Park Avenue 4, F Park Avenue Taft Avenue 5, F Taft Avenue Aurora Blvd. 4, F Aurora Blvd. Evangelista St. 4, F Evangelista St. Magallanes Int. 3, F Magallanes Int. Pasay Road 3, F Pasay Road Sen. Gil Puyat 1, B Sen. Gil Puyat Ave. Estrella St. 1, F Estrella St. Guadalupe 6, F Guadalupe Pioneer 6, F Pioneer Shaw Blvd. 5, F Shaw Blvd. Doňa Julia Vargas 6, F Doňa Julia Vargas Shaw Blvd. 6, F Shaw Blvd. Boni Avenue 5, F Boni Avenue Guadalupe 5, F Guadalupe Estrella St. 5, F Estrella St. Sen. Gil Puyat Ave. 3, F Sen. Gil Puyat Ave. Ayala Avenue 5, F

88 Northbound 119 Ayala Avenue Pasay Road 4, F Pasay Road Magallanes Int. 2, D Magallanes Int. Evangelista St. 2, F Evangelista St. Tramo 4, F Tramo Taft Avenue 3, F Taft Avenue Park Avenue 3, F Park Avenue F.B. Harrison St. 3, F F.B. Harrison St. Roxas Blvd. 4, F 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, 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 (m) Roxas Blvd. F.B. Harrison St. F.B. Harrison St. Park Avenue Park Avenue Taft Avenue Taft Avenue Aurora Blvd. Aurora Blvd. Evangelista St. Travel Time (hr.) Running Time (hr.) Delay (hr.) Travel Speed (Km/hr) Running Speed (Km/hr)

89 Southbound 120 Evangelista St. Magallanes Int Magallanes Int. 1, Pasay Road Pasay Road Sen. Gil Puyat 1, Sen. Gil Puyat Ave. Estrella St Estrella St. Guadalupe 1, Guadalupe Pioneer Pioneer Shaw Blvd. 1, Shaw Blvd. Doňa Julia Vargas Doňa Julia Vargas Shaw Blvd. Shaw Blvd. 1, Boni Avenue Boni Avenue Guadalupe Guadalupe 1, Estrella St. Estrella St Sen. Gil Puyat Ave. Sen. Gil Puyat Ave Ayala Avenue Ayala Avenue Pasay Road Pasay Road 1, Magallanes Int. Magallanes Int Evangelista St. Evangelista St Tramo Tramo Taft Avenue Taft Avenue Park Avenue Park Avenue F.B Harrison St. F.B. Harrison St Roxas Blvd Travel Time and Delay during Construction

90 121 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

91 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.

92 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.

93 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.

94 125 Table 6.10 Estimated Total Hourly Volume of Vehicles Actual Volume (veh) Estimated Hourly Volume Equivalent Case Case Free Flow Source: The Impact of Abrupt Lane Reduction due to Work Zones along EDSA Magallanes. Total Estimated Time Delay = = = 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 Minimum Case Speed Free Flow Case Maximum Case Speed Free Flow Mean Speed Modal Speed 85 th Percentile Speed Case Case Free Flow Case Case Free Flow Case Case Free Flow Source: The Impact of Abrupt Lane Reduction due to Work Zones along EDSA Magallanes Estimation of Total Income Loss Per Hour of Rehabilitation

95 126 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 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 )( 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)

96 127 = (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 )( 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 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 mileagedependent 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 Traffic/hr 4739 Equivalent Liter per Hour 1.3 Liters/hr. Unit Price of Fuel per Liter 53 Php./Liter Time Delay hrs. Method Using PCCP Using PRCP Total Time of Abruption Total Additional VOC in Peso 296,077,216.8 Php. 121,122,497.8 Php.

97 128 Savings using PRCP 174,954,719 Php Recovery Period Table 6.13 Estimated Fuel Savings A. Average Annual Daily Traffic (AADT) 200, 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 H. Daily Saving in Peso Php 4,308, I. Average Yearly Savings in Peso Php 1,572,697, Php J. Recovery Period Years

98 129 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)

99 Fig. 7.3 Promotional Poster of Applicability of Precast Reinforced Concrete Pavement on the Proposed EDSA Rehabilitation 130

100 131 CHAPTER 8 BUDGET ESTIMATION 8.1 Reinforcing bar Parameter of Reinforcing bar Rebar Table 8.1 Summary Parameter of Rebar per Pavement Diameter (mm) Area (x10-4 m 2 ) Length (m) # of bars (pcs) Spacing (mm) 230 Longitudinal Bar Traverse Bars Dowel Joint Hook Bars Fig Total length of Longitudinal bars = (Length Longitudina l) 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 = 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 = (1.131x10-4 m 2 )( )m + (8.0425x10-4 m 2 )(11m) Total Volume of Rebars, Vr = m 3

101 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 = kg/m Unit weight of 32mm dia. meter bar = kg/m Weight bar /slab = ( x 0.888) + (11 x 6.313) = kg kg = kg 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

102 Concrete 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 m Volume of Block-out, V b No. of block-out per slab= 20 Volume of block-out = 0.275(0.2)(0.1) + ( )(0.275) = x10-3 m 3 Total V b = 20 x (5.7212x10-3 m 3 ) = m 3 Net Volume concrete per slab = Gross concrete volume Total Rebar volume Total volume of block- = 4.62 m m m 3 = m 3 out Volume of Concrete Total Net Volume of Concrete No. of slab = 600 pcs. Net Volume concrete = 600(4.4966m 3 ) = m 3

103 134 Volume of Concrete Required = m 3 + ( m 3 x 10 %) *use 10% allowance = m 3 Volume (adopt) = 3050 m Base Base Course Volume of Base = 4m x 3.5m x 0.10m = 1.4 m 3 Total # of Panels = 600 panels Total Volume of Base = 600 x 1.4 m 3 = 840 m Asphalt Treated Base Volume of ATB = 4m x 3.5m x 0.10m = 1.4 m 3 Total # of Panels = 600 panels Total Volume of ATB = 600 x 1.4 m 3 = 840 m 3

104 Cost Estimation per Activity 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 , b. Skilled Laborer , c. Laborer ,238, d. Supervision/Management , e. Technical Group , f. Casting Yard (EDSA Guadalupe) ,411, Sub - Total for A 4,313, Name and Capacity No. Of Units No. Of Hours Hourly Rate Amount B. Equipment a. Bathcing Plant (30 cu.m.) , , b. Dump Truck (10 cu.m.) , , c. Payloader (1.5 cu.m.), LX80-2C , ,079, d. Concrete Vibrator , e. Bar Cutter, Single Phase , f. Minor tools (5% of Labor) 215, g. Generator (288KVA) ,953, h. Rough Terrain Crane (15 tonner) ,387, Sub - Total for B 7,996, Name and Specification Unit Quantity Unit Cost Amount C. Materials a. Reinforcing Steel Bar kg ,118, b. Curing Compund lit ,875, c. Sand cu.m ,058, d. Gravel cu.m ,086, e. Cement bag ,852, f. Pipe Sleeve L.M , g. Grease/Tar lit h. Steel Forms L.M , Sub - Total for C 13,250, D. Direct Unit Cost (A+B+C) 25,560, E. Overhead, Contingencies and Miscellaneous (OCM) 9% of D F. Contractor's Profit (CP) 8% of D G. Value Added Tax (VAT) 12% of (D+E+F) K. Total Unit Cost (D+E+F+G) 33,494,100.63

105 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 , b. Skilled Laborer , c. Laborer , d. Supervision/Management , e. Technical Group , Sub - Total for A 1,811, Name and Capacity No. Of Units No. Of Hours Hourly Rate Amount B. Equipment a. Rough Terrain Crane (15 tonner) , b. Dump Truck (10 cu.m.) , c. Backhoe , d. Trailer Truck , ,066, e. Minor tools (5% of Labor) 90, f. Concrete Drill , ,947, g. Grout Machine , h. Concrete Cutter , Sub - Total for B 11,111, Name and Specification Unit Quantity Unit Cost Amount C. Materials a. Asphalt Sealant lit , b. Concrete Saw (diamond blade 14") pc. 11 8, , c. Grease/Tar lit d. Concrete Epoxy cu.m , ,080, Sub - Total for C 3,173, D. Direct Unit Cost (A+B+C) 16,096, E. Overhead, Contingencies and Miscellaneous (OCM) 9% of D F. Contractor's Profit (CP) 8% of D G. Value Added Tax (VAT) 12% of (D+E+F) K. Total Unit Cost (D+E+F+G) 21,093,238.41

106 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 , b. Skilled Laborer , c. Laborer , d. Supervision/Management , e. Technical Group , Sub - Total for A 1,601, Name and Capacity No. Of Units No. Of Hours Hourly Rate Amount B. Equipment a. Backhoe b. Dump Truck (10 cu.m.) , ,569, c. Payloader (1.5 cu.m.), LX80-2C , ,287, d. Water truck (1000 gal.) , , e. Vibratory Roller (10 Tons) , , f. Road Grader , ,434, g. Minor tools (5% of Labor) 80, h. Asphalt Distributor, 10ft. Wide (5 To , i. Plate Compactor 700mm-1000mm , Sub - Total for B 9,886, Name and Specification Unit Quantity Unit Cost Amount C. Materials a. Crushed Aggregate Base Course cu.m , b. Polyethylene sheet sq.m , c. Grease/Tar lit d. Emulsified Asphalt SS-1 M.T , ,860, e. Aggregate Base Course cu.m , Sub - Total for C 4,397, D. Direct Unit Cost (A+B+C) 15,886, E. Overhead, Contingencies and Miscellaneous (OCM) 9% of D F. Contractor's Profit (CP) 8% of D G. Value Added Tax (VAT) 12% of (D+E+F) K. Total Unit Cost (D+E+F+G) 20,817,148.14

107 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, ,070, Other General Requirements 27,118, ,118, Earth Works 687, , Sub-Base and Base Course Surface Course 1,044,012, ,044,012, Reblocking 61,670, ,404, Drainage and Slope Protection Structures 23,716, ,716, Miscellaneous Structures 79,814, ,814, Special Items 32,430, ,430, Extra Work / Provisional Su 38,325, ,325, Traffic Management 17,000, ,000, Total Amount 1,332,845, ,346,579, % increase in reblocking = % increase on the total price = 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.

108 139 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, 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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153 184 MS Project 2013 SUMMARY Table 9.1 Summary of Schedule ACTIVITY START END TOTAL NO. OF HOURS Saw Cut Distressed Pavement and Vaccuum Saw Slurry 10:00PM (Friday) 11:00 PM (Sunday) 45 hours Remove Distressed Pavement 11:00PM (Friday) 12:00AM (Monday) 45 hours Pre-Installation Checks 11:30PM (Friday) 12:30AM (Monday) 45 hours Drill for Load Transfer Devices 11:40PM (Friday) 12:40AM (Monday) 45 hours Install and Spread Bedding Material 12:00AM (Saturday) 1:00AM (Monday) 45 hours Precision Grading and Compact Bedding Material 12:30AM (Saturday) 1:30AM (Monday) 45 hours Install Plastic Sheeting 1:30AM (Saturday) 2:30AM (Monday) 45 hours