Survey for Highway Project Report

New Route to University of San Carlos

Department of Civil Engineering University of San Carlos

[Group Name]

Gesite, Zandro
Sibi, Clark
Ruiz, Gilorie C.
Velos Charles H.
Villamor, Suzanne Rose G.
Yap, Mark

Date Submitted

Department of Civil Engineering University of San Carlos Page 2

1. Objectives and Scope of the Project

Objectives:
The growing demand for public transport to Talamban, Cebu has added a serious
matter on traffic congestion which greatly affects the connecting roads within the
vicinity. With regards to the rampant increase in population and vehicles, existing
roads (access to Talamban) are unable to control the rapid change in traffic volume.
The research group proposes three (3) alternative routes to be accessed. This study
applies to choose one (1) feasible route to reach Talamban, Cebu.

This study aims to:

a.) Provide layouts of the three (3) possible routes to Talamban

b.) Analyze and evaluate the existing traffic data of possible routes in terms of
economy and serviceability
c.) Design a roadway section taking into account elements of geometric
principles of highway designs adhering to national standards. (Applies to
chosen alternative route with an undeveloped road).

Scope and Limitations:

a.) Inconsideration of the characteristics of drivers

The deliberation of drivers, through interviewing, who are utilizing the
possible routes in this study, is time-consuming. Additionally,
determining the characteristics of various drivers are mostly based on a
psychological aspect.

b.) Traffic data

Determination of traffic volume is limited on a visual investigation within
a range of hours. Adjustment for hourly periodic counts by the use of
expansion factors. (See Appendix A)

2. Traffic Study and Transport Implications

a. Traffic Survey Methodology

The following are the methods used to obtain necessary information for this
study:

a-1: Google Earth Pro

The proposed Mandaue to Talamban undeveloped road section was

identified by a software (Google Earth Pro) in order to determine an
approximate perimeter within an undeveloped land of which the road is
intended to be constructed.

a-2: Assessment of Existing Roads

The research group did an actual site investigation within routes.
(Appendix A-1)
 a-3: Manual Method of Volume Count
Traffic data for the volume count were obtained from the Mandaue City
Hall. (Appendix A)
a-4: Vehicle Classification
The classification of vehicles accessing the routes are recorded. (Appendix
G)

b. Average Daily Traffic (ADT) & Average Annual Daily Traffic (AADT)

The Average Daily Traffic (ADT) refers to the 24-hour count collected over a
number of days. Table b-1 shows the data accumulated from Mandaue City Hall.
The following are the volume of traffic collected within 24 hours for the whole
Day Sunday Monday Tuesday Wednesday Thursday Friday Saturday
Date 1 2 3 4 5
Volume 5593 4484 5682 6263 8165
Date 6 7 8 9 10 11 12
Volume 4441 5479 5132 6855 6335 7943 4834
Date 13 14 15 16 17 18 19
Volume 3694 5229 4773 4517 4944 6847 11495
Date 20 21 22 23 24 25 26
Volume 6734 5168 6064 10290 7919 14431 11523
Date 27 28 29 30 31
Volume 5706 4931 2686 5288 5305
month of August (2017).

Table b-1: Mandaue Volume of Traffic (24-hour count)

The total number of vehicles is calculated from the volume traffic and daily
expansion factors (DEF). The DEF values are taken from the tabulated values
 shown in Appendix A-5. Table b-2 shows the tabulation of the sum and average
of the vehicles from the different days of the week. The ADT is then calculated.
(See Sample Computations B-1)

Table b-2: ADT tabulated calculations

The Average Daily Traffic (ADT) is equivalent to 6449 vehicles.

The Average Annual Daily Traffic is equivalent to 3360 vehicles.

c. Road Side Survey (O-D)

In order to establish the complete understanding of the travel pattern within the
proposed routes, the Origin to Designation Survey asks questions from persons
taking the trip on a specific date. The data includes where the trip begins and
ends, purpose of the trip, the time of the day and the vehicle involved. Also, the
persons that can be asked questions are the ones riding public transportation or
when stopped at a roadside station (final destination).

d. Estimated Traffic Growth Rate

Day Sum Average DEF (Average*DEF)/7

Monday 20807 5202 7.012 5211
Tuesday 24248 4850 7.727 5353
Wednesday 31434 6287 6.582 5911
Thursday 30185 6037 7.012 6047
Friday 35484 8871 5.724 7254
Saturday 36017 9004 6.510 8374
Sunday 20575 5144 9.515 6992
Total Number of Vehicles = 198750 ADT 6449
 e. Future Traffic Generators

Since traffic patterns shift impacts are from the general public, developers,
businessmen, schools, and offices, it is best serve taking into account future
traffic generators. From the alternative routes, existing traffic generators are
identified and designated on a proposed map for the research group to easily
conduct a visual investigation to avoid the following possible contributors to
future traffic congestion and safety problems:
a.) Vendors accumulating the sidewalk area for the pedestrians. This
prompts the pedestrians to partly utilize the main road for vehicles.
b.) Double parking on curbs for two-lane roads.

The inspection will be basis for the establishment of future traffic generators.

3. Technical Field Investigation

a. Technical Design Standards and Guidelines

b. Topography

Topography is used in selecting the most appropriate corridors in road

construction. Using the Google Earth software we obtain the elevation of the
area. The data gathered in this method were the coordinates (latitude, longitude,
and the Altitude) these data were converted to DFX files. With the aid of AutoCAD
software the contour map of area were obtained. (See Appendix H)

Image b-1: Setting different paths around the proposed route.

 c. Existing Land Use and Utilities

The proposed location of the to-be-developed-road is situated at an undeveloped

residential area at barangay Cabancalan. This road connects from the M.L Quezon
Avenue to the M. Cuenco Avenue as an alternative path to the main M.L Quezon
road. (Appendix A-3)

d. Geotechnical Assessment

Aside from obtaining the topographic map and the land use of the area, it is also
important to determine the geotechnical aspect of the land area. In order to
determine the geotechnical aspect of the land a geologic map is used to quickly
identify the soil type of the area. Basing from the map the researchers have
determined the soil type at Talamban to be primarily composed of limestone
since it is situated at the Carcar formation. (Appendix A-4)

4. Proposed Alternatives, Proposed Alignments and Grades

a. Analytical Scenarios/Alternatives

In this study, the research group needs to determine a feasible route from Bakilid,
Mandaue City (as the origin) to the University of San Carlos Talamban Campus
(destination) in terms of economy and serviceability.

Image 4-1: Origin to Destination

 The research group determined three (3) possible routes as choices to which one is
feasible in consideration of an alternative route to the destination. Image 4-2 shows the
visual lanes for the probable routes to be thoroughly investigated and studied.

Image 4-1: Three (3) alternative routes to University of San Carlos (Talamban Campus)

Analyzation of the Routes:

Route 1 (Existing Roads)

From Origin (Bakilid) to V. Albano street going to the major road

Gov. M Cuenco via M.L. Quezon Avenue.

Approximate length of route: 4.96 kilometers

 Route 2 (Existing Roads)

From Origin (Bakilid) going to the major road Gov. M Cuenco via
A.S. Fortuna street.

Approximate length of route: 3.34 kilometers

Route 3 (Existing Roads with undeveloped road)

From Origin (Bakilid) going to the major road Gov. M Cuenco via
M.L. Quezon Avenue with an undeveloped road of 350 meters
(approximate).

Approximate length of route: 4.35 kilometers

Conclusion:

Through visual inspection, routes 1 and 2 are already experiencing heavy traffic
congestions. In order to resolve this matter with its comprising existing roads, road
widening is the option. For route 3, the 350-meter undeveloped road may reduce the
volume of traffic causing the congestion along M.L. Quezon Avenue to its collecting road,
Gov. M. Cuenco. Since road widening on the two routes (See Appendix __), are higly
expensive and laborious, the research group is in favor of the 350-meter road
construction.

b. Road Characteristics & Cost Estimates of Alternative Scenarios

c. Unit Costs and Operating Data

5. Drainage
An inevitable flood caused by significant rains is a major problem in Gov. M. Cuenco
Avenue. Due to excessive runoffs of water coming from higher elevations, the existing
drainage system cannot accommodate the excess water well. Whereas in M.L. Quezon
Ave., flood will not occur because of its topography and proper distribution of water
in the drainage system.

From the proposed alternative route, the estimated flow of water in the drainage
system is shown in Image 5.1

Image 5.1. Proposed Drainage System

From the elevations of both points shown, the proposed alternative route can also
help lessen the flood that occurs in Gov. M. Cuenco Avenue since the outlet has a
smaller elevation.

On designing the drainage system, a 10-year return period or greater is applicable if

an open channel is to be designed. Because of its terrain and the way of living in that
area. Also, based on the recommendations given, we will be using a surface drainage
to be connected in the existing drainage systems of both roads having a cross slope of
1.50% or 2.50% since a cement concrete or asphalt concrete pavement is to be applied
in the proposed alternative route. Also since it is an urban area and a curb pavement
is to be designed, the minimum longitudinal slope to be used will be 0.35% having a
maximum spacing of curb inlet and manhole of 20.0 m.
6. Construction Materials

Characteristics of the undeveloped road

The research group affirms a two-lane road adhering to the national
standards in the Philippines. The road is planned to include a 1-meter
pavement on each sides to be used as sidewalks and both are finished off
by asphalt-cement surfacing.

7. Right-of-Way

8. Special Considerations
a. Socio economic profile

The proposed route is located at North-West-end of brgy. Cabancalan Mandaue

City, an extension from M.L Quezon Avenue to Gov. M Cuenco Avenue. M. L
Quezon Avenue is not traffic congested since the public utility vehicles were
banned. Tricycles are widely used as a mode of transportation. Private cars are
usually used by people whore going to Talamban. Low density residential area
can be found in the proposed route, entirely excluding the presence of business
and industrial establishments.

b. Screening of Potential Environmental Impacts and Mitigation Measures

Since the proposed road is located in already developed area, its environmental
impact might not that immeasurable where it can alter and fragment animal
habitats. It is rational to consider the potential environmental impacts in relation
to the neighboring community. Major environmental impacts this proposed road
can cause is pollution in the road construction phase. Pollution from construction
of roads cover beyond just chemicals, as air and noise pollution can be
undesirable to the neighborhood as well. To mitigate this, sources and routes and
pollutants should be identified and controlled.

c. Identified Environmental Risks and Climate Change Vulnerability

Climate change can alter moisture balances and influence road deterioration.
Sudden change of temperature can affect the property of road and increase the
brittleness of road materials being used in constructing the road. Sudden
occurrence of rain from a hot temperature, in some cases can promote
embrittlement which leads to the surface to crack and potholing.

d. Environmental/Roads Safety Impacts

Proposed roads is narrow and is located near a flood prone area. Narrow road let
the drivers to undergo from high-speed to lower speed. Design features such as
signs, and road warnings is used to mark transition zones upon approaching
another intersection that can influence the drivers speed.
 e. Climate Change Adaptation

Adaptation of road design for asphalt and concrete constructions, i.e. changing
the asphalt type and specification in accordance to the weather of the study area.
This might prevent the problem like potholing and cracking. The presence of trees
also in the proposed route can help in improving flood management and can
provide a shade on the road which can maintain the temperature of the road
avoiding embrittlement of the material as mention above.

9. Computations and Supporting Documents

Sample Computations B-2:
Average Daily Traffic (ADT) & Average Annual Daily Traffic (AADT)

Average number of vehicles for the day * Daily Expansion Factors (DEF)
Monday =
7
5202 * 7.012
Monday = = 5211
7
Ave*DEF

Average Daily Traffic (ADT) = 7
Number of Days

5211 + 5353 + 5911 + 6047 + 7254 + 8374 + 6992

Average Daily Traffic (ADT) =
7

Average Daily Traffic (ADT) = 6449 vehicles

(Average Annual Daily Traffic) AADT = 6449 * 0.521 = 3360 vehicles

10. Appendices:
Appendix A. Assessment of Existing Road Condition
A-1: Maximum Values for Road Safety:

A-2: Expansion Factors for Hourly Periodic Counts

A-3: Existing land use map courtesy of the Mandaue City Government
A-4: Cebu City Geologic Map

A-5: DEF Tabulated Values

Appendix B. Assessment of Major Drainage Structures

Appendix C. Processed Road Roughness Index

Appendix D. Materials Source Maps

Appendix E. Proposed Technical Design Standards and Guidelines

Appendix F. Cost Estimates

Appendix G. Traffic Survey Forms

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

Sample data gathered from Google earth software:

Longitude Latitude Altitude

123.914718 10.354153 34
123.91471 10.354193 34
123.914692 10.35424 34
123.914676 10.35427 40
123.914667 10.354309 40
123.914659 10.35435 40
123.914647 10.354406 40
123.914634 10.354462 40
123.914621 10.354526 40
123.914612 10.354566 40
123.914598 10.354631 40
123.914586 10.354696 42
123.914579 10.354728 42
123.914569 10.354777 42
123.914571 10.354811 42
123.914559 10.354867 42
123.914551 10.354908 42
123.914543 10.354949 42
123.914543 10.355008 42
123.914544 10.355059 42
123.914548 10.355094 42
123.914542 10.355135 42
123.914536 10.355176 42
123.914525 10.35525 42
Appendix I. Gantt Chart
Department of Civil Engineering University of San Carlos Page 3
Department of Civil Engineering University of San Carlos Page 4
References:
http://www.officialgazette.gov.ph

Department of Civil Engineering University of San Carlos Page 5