Developed in partnership with the Australian Government

and enhanced under the CMGP Program

PREFACE
Local roads are key components of the Philippine Road Network. Local roads support the movement
of people and goods among communities, production areas, and markets. The development and
management of local roads are mandates of Local Government Units (LGUs) by virtue of the Local
Government Code of 1991. Local Road Management is considered a critical function of LGUs as
these provide access to public goods and services.
In pursuit of its function to assist in improving the capabilities of LGUs, the Department of the Interior
and Local Government (DILG) has prepared a Local Road Management (LRM) Manual. This has
been possible through the technical assistance and support of the Australian Government through the
Provincial Road Management Facility (PRMF) Program which ran from 2009—2016. PRMF was
implemented in ten partner provinces in the Visayas (Aklan, Guimaras, and Bohol), and Mindanao
(Agusan del Sur, Bukidnon, Davao del Norte, Lanao del Norte, Misamis Occidental, and Surigao del
Norte).
Currently, DILG, in partnership with DBM, is implementing a Program that took off from the PRMF
Program called Conditional Matching Grant to Provinces for Road Repair, Rehabilitation, and
Improvement. CMGP is implemented in all Provinces nationwide, and aims to provide assistance to
Provinces for provincial road works and institutionalize governance reforms in Local Road
Management (LRM) and Public Financial Management (PFM)
The LRM Manual aims to provide guidance on the planning, programming, design,
construction, and maintenance of local roads.
The manual will be a valuable tool for LGUs in sustainably managing their local road network. With
this, LGUs could improve its local road management practices which shall result to a more effective
and efficient delivery of front-line services. This can only be realized through a well-maintained and
responsive local road network that is properly developed and managed by LGUs.
 FOREWORD

EDUARDO M. AÑO
Officer-In-Charge
Department of the Interior
and Local Government

The local road network serves every sector in the community.

Along with the changes that are happening in our time is our government’s realization of the
irrefutable importance of local roads in bringing positive change and development even in the most
far-flung areas of the country. These roads serve as conduits linking farmers to markets, students to
schools and workers to their places of employment. Apart from being an enabler in the execution of
robust everyday social and economic activities, good local roads play a vital role in the delivery and
provision of emergency services from our government, as manifested during the most recent events
in Marawi City and calamities experienced by our countrymen.
That being said, our current administration is committed in ensuring that local roads are rightfully
managed, maintained and continually improved to effectively service the citizens. This commitment
is shared by our Local Government Units who are in the frontline of local road management.
In 2014, the National Government, through the Department of the Interior and Local Government
and in partnership with the Australian Government through the Provincial Road Management Facility
(PRMF) Program, started developing a Local Roads Management Manual. The manual, which aims
to aid the LGUs in performing their crucial role in managing roads, will serve as a guide for their
construction, repair, rehabilitation, improvement and maintenance. Today, through the Conditional
Matching Grant to Provinces (CGMP) for Road and Bridge Repair, Rehabilitation and Improvement
Program, the manual has been enhanced and is ready for dissemination to the Provincial
Governments.
Inaasahan natin na makakatulong ng lubos ang LRM Manual na ito sa tuloy-tuloy na pagbuo natin
ng matatag, patuloy na umuunlad at masasayang mga komunidad sa buong bansa.
TABLE OF CONTENTS
CHAPTER 1: INTRODUCTION AND FRAMEWORK
Introduction ........................................................................................................................................................ 2
Local Road Management ................................................................................................................................... 2
General Structure of the Manual ........................................................................................................................ 3
Overview of the Philippine Road Network .......................................................................................................... 4

CHAPTER 2: LOCAL ROAD ADMINISTRATION

Administrative Classification of Roads ............................................................................................................... 7
Other Functional Classification of Local Roads ................................................................................................. 9
Administrative Functions of LGUs over Local Roads .......................................................................................11
Right-of-Way (ROW) Widths of Local Roads ...................................................................................................15
Conversion of Local Roads ..............................................................................................................................15
Local Engineers’ Offices ...................................................................................................................................16
Role of National Government Agencies in Local Road Management ..............................................................18

CHAPTER 3: LOCAL ROAD PLANNING

Local Development Planning Framework in the Philippines ............................................................................22
Local Road Planning Process ..........................................................................................................................24
Planning Approaches for Local Road Networks ...............................................................................................26
Inventory of Local Roads ..................................................................................................................................29
Annual Programming for Local Roads and Local Budgeting Process .............................................................47

CHAPTER 4: LOCAL ROADS SURFACE TREATMENT OPTIONS

Local Road Management Process ...................................................................................................................52
Surface Treatment Options for Local Roads ....................................................................................................56
Recommended Pavement Options for Local Roads ........................................................................................62
Suggested Reference Standards for Local Roads ...........................................................................................62
Local Road Safety ............................................................................................................................................64
Standard Technical Specifications for Local Road Projects ............................................................................66
TABLE OF CONTENTS
CHAPTER 5: LOCAL ROAD QUANTITY CALCULATION AND COST ESTIMATION
Quantity Calculation and Cost Estimation Process ......................................................................................... 68
Project Development Cost as a Percentage of Construction Cost .................................................................. 68
Quantity Calculation ......................................................................................................................................... 69
Cost Estimation ................................................................................................................................................ 70

CHAPTER 6: LOCAL ROAD CONSTRUCTION MANAGEMENT

Project Cycle for Local Road Construction ...................................................................................................... 77
Construction Supervision ................................................................................................................................. 78
Contract Management...................................................................................................................................... 91
Quality Assurance (QA) and Quality Control (QC)........................................................................................... 96
Construction Safety and Health (CSH) ............................................................................................................ 98
Constructors Performance Evaluation System (CPES) ................................................................................. 100

CHAPTER 7: LOCAL ROAD MAINTENANCE MANAGEMENT

Road Maintenance ......................................................................................................................................... 103
Asset Management ........................................................................................................................................ 103
Types of Maintenance Activities .................................................................................................................... 104
Common Road Distress ................................................................................................................................. 105
Elements of a Maintenance Project ............................................................................................................... 106
Suggested Minimum Frequency of Maintenance Activities for Local Gravel Roads ..................................... 106
Cost Estimates for Local Road Maintenance ................................................................................................. 110
Maintenance of Sealed Pavement (Paved Local Roads) .............................................................................. 110

CHAPTER 8: LOCAL ROAD ENVIRONMENTAL SAFEGUARDS

The Philippine Environmental Impact Statement System (PEISS) ................................................................ 116
Other Relevant Philippine Environmental Laws ............................................................................................. 117
Local Government Policies ............................................................................................................................ 117
The Revised PEISS Manual of Procedures ................................................................................................... 118
Practical Environmental Guidelines for Local Road Management Activities ................................................. 120
Environmental Management System (EMS) for Road Network Development .............................................. 122
Climate Change Considerations .................................................................................................................... 123
ANNEXES
Annex 1 : DILG Guidelines for Conditional Matching Grant to Provinces for Road
Repair, Rehabilitation, and Improvement
Annex 2A : Suggested Outline for Local Road Network Development Plan
Annex 2B : DILG Guidelines on the Development of the Local Roads Network
Development Plan (LRNDP)
Annex 2C : Template for Local Road Inventory
Annex 2D : Template for Local Road Inventory Summary
Annex 2E : Template for Local Road Traffic Count
Annex 3A : Reference Guidelines for Local Gravel Road Rehabilitation
Annex 3B : Reference Guidelines for Asphalt Pavement
Annex 3C : Reference Guidelines for Concrete Pavement
Annex 3D : DPWH Department Order No. 11, Series of 2014
Annex 4A : Quantity Calculation Template
Annex 4B : Cost Estimation Template
Annex 5 : Activity Standards for Local Gravel Road Maintenance
Annex 6 : Road and Bridge Infrastructure Vulnerability Assessment Guidelines

A copy of the Guidelines on the Implementation of Projects under the Special Local Road Fund
(SLRF) of the Motor Vehicle Users Charge Law can be accessed online at:
tiny.cc/SLRFGUIDELINES
Chapter 1
Introduction
and
Framework
Department of the Interior and Local Government
Local Road Management Manual
1. Introduction
As a function devolved from the National Government to Local Government Units under the Local
Government Code of 1991, the management of local road networks is one of the most important functions
undertaken by LGUs. To assist the LGUs in the delivery of their local road management functions, the
Department of the Interior Local Government (DILG) has prepared a Local Road Management (LRM)
Manual that presents tools, standard practices, technical standards, and recommendations for LGUs
to sustainably manage their road assets.

The manual aims to impart a deeper knowledge and understanding of how an effective and
sustainable local road management contributes to the social and economic well-being of a society, and
hopes to impart a deeper appreciation of rehabilitation and routine and periodic maintenance of existing
local roads as this will help the LGUs ensure that the local road network is sustained in fair-to-good
condition, which will facilitate more efficient service to the public.

The Manual sets out the conceptual approaches to better local road management, which shall be defined,
discussed and presented throughout all chapters. Guidance is given on the planning, design, prioritization,
programming, implementation and maintenance of local road projects in consideration of the whole
local road network. Guidance is particularly given on the reference standards for the rehabilitation
and routine and periodic maintenance of local gravel roads.

The LRM Manual adopts established practices, standards and approaches on planning, design,
construction and maintenance that are relevant and appropriate for local roads, given the institutional
capacity of local governments. The LRM Manual seeks to provide the following benefits to LGUs:

a. Clarity on responsibilities of LGUs on the administration and management of local roads;

b. Objective prioritization of local roads;
c. Linking road planning to work programming and management;
d. Appropriate engineering interventions to local road conditions;
e. Reliable estimation of costs for local roads;
f. Local gravel roads designed and built to standards;
g. Improve supervision of local road construction;
h. Longer life span of local roads through proper maintenance; and
i. Minimize effects of local roads to environment.

2. Local Road Management

Local Road Infrastructure, through devolution and decentralization underwritted in the Sections 17 (a) and
(b) of the Local Government Code of 1991, are considered as basic facilities that LGUs should
provide withing its jurisdiction. As mentioned earlier in this material, local roads are critical infrastructure
that provide and accelerate the delivery of public services and goods. The development and management
of local road networks is therefore central to this mandate.

DILG, as the National Government Agency with oversight functions on Local Government Units, is
mandated to provide technical assistance and support to LGUs. Hence, the programs and efforts of the
Department to assist LGUs towards the improvement of their institutional capacities in local road
management.

Local road management is the planning, prioritizing, and sustainably managing the local road network in
consideration of the envisioned socioeconomic development of the LGU.

2
 In simple terms, local road
management is the planning and
implementation of investments on
local roads based on the function
and condition of the local road
network as a support to the
overall economic development of
the LGU. The DILG LRM Manual
is a simple technical reference for
LGUs on how they can ably plan
and manage their local road
network.

3. General Structure of the Manual

The Manual aims to assist the local engineering offices in the delivery of local road management
functions. It is in this context that this Manual is structured as follows:

Chapter 1 – Introduction. This chapter introduces the objectives, rationale and structure of the Manual and
a brief overview of the road inventory in the Philippines;

Chapter 2 – Local Road Administration. This chapter discusses the basic administrative functions of
LGUs for local roads within its administrative jurisdictions;

Chapter 3 – Local Road Planning. This chapter discussed planning and programming process for
local roads within the context of the over-all local road network. This chapter also deals with the
programming and budgeting of local roads;

Chapter 4 – Local Road Surface Treatment Options. This chapter explains the basic principles of local
road management and appropriate surface treatment interventions for local roads given normal conditions.
Annexes to this chapter details reference guidelines for local road with gravel, asphalt and concrete
pavements;

Chapter 5 – Local Road Quantity Calculation and Cost Estimation. This chapter aims to improve the
preparation of the program of work being prepared by the local engineering offices. This should lead to a
more realistic and accurate contract cost for road projects;

Chapter 6 – Local Road Construction Management. This chapter discusses the standard practices for
construction supervision and contract management roles of local engineering offices for typical road
projects;

Chapter 7 – Local Road Maintenance Management. Road maintenance is an important asset preservation
function of the local engineering offices. This chapter details road maintenance activities that the local
engineering offices should undertake to preserve their road assets; and

Chapter 8 – Local Road Environmental Safeguards. This chapter discusses environmental management
practices to ensure the environmental and social sustainability of local roads. The safeguards are based
on the national framework for environmental management of road projects.

3 Local Road Management Manual

4. Overview of the Philippine
Road Network

The Philippine Road Network is an integral component of the

country’s transportation infrastructure. Roads are classified
as National or Local Roads.

Total length
217,643.57 km
LOCAL ROADS NATIONAL ROADS

Developed and managed by Local Government Units Developed and managed by the National
(LGUs) Government through the Department of Public
Works and Highways (DPWH)
Classification
Provincial Roads: 31,695 km. Total length:
City Roads: 15,337 km. 32,770.27 km
Municipal and Barangay Roads:
136,425 km. Paved:
30,009.99 km (2016 atlas)
92%
The local government unit that has jurisdiction over
the road network is responsible for its management National Bridges:
(Provincial Government for provincial roads, etc.) 7,928 bridges
348.574 km.

National Roads

Length of National Roads by Surface or Pavement Type

Chapter 1: Introduction and Framework 4

 Length of National Bridges by Surface or Pavement Type

5 Local Road Management Manual

 Chapter 2
Local Road
Administration
Department of the Interior and Local Government
Local Road Management Manual
 1. Administrative Classification of Roads
As illustrated in the previous chapter, the Philippine Road Network is classified into and managed by
different entities. The National Government through the Department of Public Works and Highways has
jurisdiction over National Roads, and Local Government Units have jurisdiction over local roads.

The administration of roads according to their classification is shown in table 2.1 below:

Road Administrative
Road Hierarchy Mandate Legal Basis
Classification Agency

National Roads National Roads DPWH Provision and EO 124, S. 1987

management of
national roads

Provincial Roads Provincial Provision and RA 7160

Governments management of
provincial roads

City Roads City Governments Provision and RA 7160

management of city
roads
Local Roads
Municipal Roads Municipal Provision and RA 7160
Governments management of
municipal roads

Barangay Roads Barangay Council Maintenance of RA 7160

barangay roads

Table 2.1 Administration and Classification of Roads

Executive Order No. 113 (EO 113) Series of 1955 formally establishes a system of classification of
roads in the Philippines. EO 113 empowers the then Department of Public Works and Communications to
recommend to the President the classification of roads and highways into national, provincial, city and
municipal roads including prescribing standard widths of right-of-way.

The previous Ministry of Public Works and Highways (MPWH) was reorganized into the Department of
Public Works and Highways (DPWH) through Executive Order No. 124 (EO 124) Series of 1987.
DPWH, by virtue of EO 124, was given the mandate to classify roads and highways into national, regional,
provincial, city, municipal, and barangay roads and highways, based on objective criteria it shall adopt; and
to provide or authorize the conversion of roads and highways from one category to another. The issuance
and adoption of the Design Guidelines, Criteria and Standards (DGCS) for Public Works and Highways by
then MPWH (now DPWH) in 1989 provided a standard classification for national, provincial, city, municipal
and barangay roads.

The official functional classifications of roads as defined in the actual and specific provisions of EO 113 and
the MPWH DGCS are detailed in Table 2.2. These administrative jurisdictions are prior to the
implementation of devolution and decentralization of frontline functions to the LGUs. During this time,
the National Government still had administrative jurisdiction over local roads. The classification of roads
defined in the MPWH DGCS remains the most current government statute specifying the official functional
and administrative classification of roads and highways in the country (except the funding allocation
which have been devolved to LGUs by virtue of RA 7160).

7 Local Road Management Manual

 Official Function Classification (Actual Provisions)
Road MPWH (now DPWH) Design
Classification Executive Order No. 113, Series of
Guidelines, Criteria, and
1955
Standards

National (Section 1) (Section 1.321, Part 3, Volume II)

Roads
National Roads consist of two (2) classes Public roads, declared as national roads
namely, national primary and national by the President of the Philippines upon
secondary. National primary forms part of the recommendation of the Minister of
main trunk-line system continuous in extent; Public Works and Highways satisfying
roads which are now declared national roads the conditions set forth under Executive
except those not forming parts of the Order No. 113, establishing the
continuous system, such as roads leading to classification of roads. National roads
national airports, sea ports and parks, etc., or are classified as primary and secondary
coast-to-coast roads not forming continuous roads. The former forms the part of the
parts of the trunk line system; and city roads main highway trunkline system which is
and street forming the secondary trunk line continuous in extent; the latter includes
system not classified as “primary roads”, but all access roads forming a secondary
shall exclude “feeder road”. All national trunkline system
roads, whether primary or secondary, shall
be declared as such by the President of the
Philippines upon the recommendation of the
Secretary of the Department of the Public
Works and Communications. National Roads
shall have a right-of-way of not less than
twenty (20) meters, provided that a right-of-
way of at least 60 meters shall be reserved
for roads constructed through unpatented
public land and at least one hundred twenty
(120) meters reserved through naturally
forested areas of aesthetic or scientific value.

(Section II)

“National Aid” roads are those provincial and

city roads of sufficient importance which may
be incorporated eventually into the national
system and are so declared as such by the
Secretary of Public Works and
Communications upon the recommendation
of the Provincial and City Boards and the
Commissioner of Public Highways.

Provincial (Section III) (Section 1.322, Part 3, Volume II)

Roads
All roads connecting one municipality with Roads connecting one municipality to
another municipality, the terminal to be the another, the terminal to be the public
public plazas; all roads extending from a plaza; roads extending from one
municipality, or from a provincial or national municipality or from a provincial or
road to a public wharf or railway station and national road to a public wharf, or
any other road which may be so called railway station. For purposes of
designated by the Secretary of Public Works allocating national aid maintenance
and Communications upon the request of the funds, a provincial road is designated
Provincial Board concerned and upon and accepted as such by the Minister of
favorable recommendation o the Public Works and Highways, upon
Commissioner of Public Highways, provincial recommendation of the Provincial Board
roads shall have a right-of-way of not less (Sangguniang Panlalawigan).
than fifteen (15) meters, which may be
widened to twenty (20) meters, provided that
a right-of-way of at least sixty (60) meters
shall be reserved for roads constructed
through unpatented public land.

Table 2.2 Official Classification of Roads as Defined by existing Philippine Government Statutes

Chapter 2: Local Road Administration 8

 City Roads (Section IV) (Section 1.323, Part 3, Volume II)

All highways not included in the above Roads/streets within the urban area of
classifications. Municipal and city roads the city not classified as provincial or
shall have a right-of-way of not less than ten national roads.
(10) meters; provided that the principal
streets of town sites located on public lands
shall have a width of sixty (60) meters and
all other streets a width of not less than
Municipal fifteen (15) meters. (Section 1.324, Part 3, Volume II)
Roads Municipal Governments Roads/streets within the poblacion area
Barangay Council of a municipality not classified as
national or provincial roads.

Barangay (Section 1.325, Part 3, Volume II)

Roads
Roads located outside the poblacion
area of a municipality or urban area of a
city and those outside industrial,
commercial, or residential subdivision
(access roads to subdivision are not
barangay roads), and which act as a
feeder from farm-to-market roads, and
are not otherwise classified as national,
provincial, city, or municipal roads.
Barangay roads must have the following:

Road right-of-way: 10.00m minimum

Width of traveled way: 4.00 minimum
Allowable grade: 10% maximum

Table 2.2 continuation

The authority of LGUs to develop and manage the local road network derives from Republic Act No. 7160
(RA 7160), otherwise known as the Local Government Code of 1991. Sections 17 (b) (1), (2), (3) and (4) of
RA 7160 mandates all LGUs to fund, provide and manage frontline basic services and facilities, which
include local roads among others.

2. Other functional classification of local roads

There is a wide spectrum of development assistance towards local roads financed and implemented
by the National Government through its sectoral agencies and Official Development Assistance
(ODAs). Local roads are also often classified in accordance to the development objectives by the
respective implementing agency. However, such roads are officially still classified as local roads and either
as provincial, city, municipal or barangay, depending on which LGUs has administrative jurisdiction thereof.

If such subject roads are within the administrative jurisdiction of an LGU, it is recommended that the
provisions of this manual be adopted for all works related to local road management (whether new
construction, improvement, rehabilitation, maintenance, etc). Typical functional classifications of local
roads outside of administrative jurisdiction are listed in Table 2.3. There may be specific references or
guidelines for the design and implementation of such local road projects. It is suggested that such specific
guidelines may be compared with the provisions of the manual. Any conflicts arising from differences
between these documents may be resolved through a mutual agreement between DILG, the LGU
concerned and the relevant implementing government agency.

9 Local Road Management Manual

 Typical
Functional Official/Recognized
Implementing Reference Guidelines
Classification Definition
Agency
Farm-to-Market Department of Farm-to-Market Roads are Philippine Agricultural
Roads (FMR) Agriculture DA), access roads that connect Engineering Standards for
Department of major road arteries to the Farm-to-Market Roads
Agrarian Reform agricultural production areas
(DAR), National where farm produce This standard was drafted by
Agriculture and are being mobilized and NAFC and specifies the
Fisheries Council transported to the market by the minimum requirements for the
(NAFC), Department farmers and fishermen design and construction of one
of Public Works and -lane and two lane earth,
Highways (DPWH) gravel, bituminous and
concrete farm-to-market roads
for use in the preparation of
program of works

Rural Roads Department of Social Basic Rural roads are Rural Road and Bridge
Welfare and interventions provided to Manual
Development barangays/communities which
(DSWD), Department are of least cost (in terms of total Drafted by DSWD through a
of Public Works and life cycle cost); reliable; all World Bank technical
Highways (DPWH), season passable for existing assistance, this manual hopes
Department of the means of transport; and connect to provide concepts, strategies
Interior and Local to other communities, villages. and alternatives geared
Government (DILG) towards the development and/
This type of rural road normally or improvement of rural roads
does not exceed 5 kilometers in at the barangay/community
length to ensure that the level. This manual aims to
community has the capability to serve as a guide for all
maintain it. They are classified technical and other staff of the
into full rural roads (classified Executing Agency, Local
into main and secondary); Government Units,
pathways; trail; and bridges stakeholders and other
(concrete, steel, overflow
structures, spillway structures
and hanging bridges).

Main rural roads are roads that

connect the barangay or
community to the nearest
secondary or main arterial
roads. These are considered as
the main access of the barangay
and community to the poblacion
and market centers. Secondary
rural roads are those that
connect the Barangay and
Community to other neighboring
Barangays and Communities
and farmlands.

Tourism Roads Department of Public Tourism Roads are road DPWH Department
Works and Highways projects, whether construction, Order No. 46, Series of 2012
(DPWH), Department rehabilitation or upgrading, that
of Tourism (DOT) leads to tourism destinations. Design standards for tourism
This is a road project being road projects under the DOT-
implemented jointly by DOT and DPWH Convergence Program
DPWH to enhance tourism
access.

If the subject road is a local

road, LGUs are expected to
provide maintenance once the
road project is turned over

Table 2.3 Other Functional Classification of Local Roads

Chapter 2: Local Road Administration 10

 Irrigation Service National Irrigation Service and access roads are DPWH Design Guidelines,
and Access Administration (NIA) roads with irrigation systems, Standards, and Criteria for
Roads whether national, communal or DPWH-NIA Projects
private in nature. National
irrigation systems, including Philippine Agricultural
services and access roads, are Engineering Standards for
operated and maintained by NIA. Farm-to-Market Roads for
Irrigators Association operated DA-NIA Projects
and maintains communal
irrigation systems including
service roads. Service roads on
embankments of major canals
are linked with roads leading to
villages or towns. Access roads
link the irrigation systems to
provincial or national roads.
Service and access roads also
serve as farm-to-market roads.
NIA coordinates with DPWH and
DA in road construction and
rehabilitation.

Table 2.3 continuation

3. Administrative Functions of LGUs over Local

Roads
The Local Government Code (RA 7160) empowers all LGUs to discharge functions and
responsibilities that have been devolved to them, particularly the provision of basic services and
facilities. Amongst the functions vested unto the LGUs is the development and management of local
roads. Pursuant to Section 17 of the Local Government Code, LGUs are mandated to provide services in
relation to local roads, which are summarized in Table 2.4. This table also details other provisions set by
RA 7160 on the functions of LGUs toward local road management.

The Local Government Code has provisions when a certain local government is unable to deliver local
road management services. The national government or the next higher level of local government unit may
provide or augment the basic services and facilities assigned to a lower level of local government unit
when such services or facilities are not made available or, if made available, are inadequate to meet the
requirements of its inhabitants. For instance if a component municipality or city of a province is unable to
provide the development or maintenance of a municipal or city road, then the provincial government may
provide these local roads or augment the provision of these services.

Local Provisions of Republic Act No. 7160 (Local Government Code of 1991)
Government
Unit Local Road
Section Actual Provisions
Management Function
Barangays Efficient and effective Section 17 (b) (1) … xxx.. Local government units
provision of maintenance of (v) shall likewise exercise such other
barangay roads powers and discharge such other
functions and responsibilities as
are necessary, appropriate, or
incidental to efficient and effective
provision of the basic services and
facilities enumerated herein...
xxx… xxx… Maintenance of
Barangay roads and bridges…
xxx…

Table 2.4 Administrative Functions of the Local Government Units over Local Roads as Mandated by the LGC Code

11 Local Road Management Manual

Local Provisions of Republic Act No. 7160 (Local Government Code of 1991)
Government
Unit Local Road Management
Section Actual Provisions
Function
Municipalities Efficient and effective Section 17 (b) … xxx.. Local government units shall
provision, development and (2) (viii) likewise exercise such other powers and
management of municipal discharge such other functions and
roads responsibilities as are
necessary, appropriate, or
incidental to efficient and effective
provision of the basic services and
facilities enumerated herein... xxx…
xxx… Infrastructure facilities intended
primarily to service the needs of the
residents of the municipality and which
are funded out of municipal funds
including, but not limited to, municipal
roads and bridges… xxx...

Cities Efficient and effective Section 17 (b) … xxx.. Local government units shall
provision, development and (4) (vii) likewise exercise such other powers and
management of city roads discharge such other functions and
responsibilities as are necessary,
appropriate, or incidental to efficient and
effective provision of the basic services
and facilities enumerated herein... xxx…
xxx … All the services and facilities of the
municipality and province… xxx…

Provinces Efficient and effective Section 17 (b) … xxx.. Local government units shall
provision, development and (3) (vii) likewise exercise such other powers and
management of provincial discharge such other functions and
roads responsibilities as are
necessary, appropriate, or incidental to
efficient and effective provision of the
basic services and facilities enumerated
herein... xxx…
xxx… Infrastructure facilities intended
primarily to service the needs of the
residents of the municipality and which
are funded out of provincial funds
including, but not limited to, provincial
roads and bridges… xxx…

Common to Closure and opening of Section 21 (a) … xxx… A local government unit may,
barangays, roads pursuant to an ordinance, permanently or
municipalities, temporarily close or open any local road
cities, and falling within its jurisdiction: Provided,
however, that in case of permanent
provinces closure, such ordinance must be
Common to approved by at least two-thirds (2/3) of all
barangays, the members of the Sanggunian, and
municipalities, when necessary, an adequate substitute
cities, and for the public facility that is subject to
provinces closure is provided… xxx…

Section 21 (b) … xxx … No such way or place or any

part thereof shall be permanently closed
without making provisions for the
maintenance of public safety therein. A
property thus permanently withdrawn
from public use may be used or conveyed
for any purpose for which other real
property belonging to the local
government unit concerned may be
lawfully used or conveyed… xxx...

Table 2.3 continuation

Chapter 2: Local Road Administration 12

 Local Provisions of Republic Act No. 7160 (Local Government Code of 1991)
Government Local Road Management
Unit Section Actual Provisions
Function
Common to Section 21 (a) … xxx … Any local road may be
barangays, temporarily closed during an
municipalities, actual emergency, or fiesta
cities, and celebrations, public rallies,
agricultural or industrial fairs, or
provinces an undertaking of public works
and highways,
telecommunications, and
waterworks projects, the duration
of which shall be specified by the
local chief executive concerned
in a written order: Provided,
however, That no local road shall
be temporarily closed for athletic,
cultural, or civic activities not
officially sponsored, recognized,
or approved by the local
government unit concerned…
xxx…
Common to Closure and regulation of Section 21 (d) … xxx… Any city, municipality,
barangays, use of local roads or Barangay may, by a duly
municipalities, enacted local ordinance
and cities temporarily close and regulate
the use of any, street, road,
thoroughfare, or any other public
place where shopping malls,
Sunday, flea or night markets, or
shopping areas may be
established and where goods,
merchandise, foodstuffs,
commodities, or articles of
commerce may be sold and
dispensed to the general
public… xxx…
Common to Regulation of use of local Section 447 (5) (v); … xxx… Regulate the use of
municipalities roads Section 458 (5) (v) streets, avenues, alleys,
and cities sidewalks, bridges, parks and
other public places and approve
the construction, improvement,
repair and maintenance of the
same; establish bus and vehicle
stops and terminals or regulate
the use of the same by privately-
owned vehicles which serve the
public; regulate garages and the
operation of conveyances for
hire; designate stands to be
occupied by public vehicles
when not in use; regulate the
putting up of signs, signposts,
awnings and awning posts on
the streets; and provide for the
lighting, cleaning and sprinkling
of streets and public places…
xxx…
Traffic regulation of local Section 447 (5) (vi); … xxx… Regulate traffic on all
roads Section 458 (5) (vi) streets and bridges; prohibit
encroachments or obstacles
thereon and, when necessary in
the interest of public welfare,
authorize the removal of
encroachments and illegal
constructions in public places…
xxx…

Table 2.4

13 Local Road Management Manual

 Provisions of Republic Act No. 7160 (Local Government Code of 1991)
Local
Government Local Road
Unit Management Section Actual Provisions
Function
Common to Provision or Section 17 (f) … xxx… The next higher level of local
municipalities, augmentation of government unit may provide or augment
cities, and local roads the basic services and facilities assigned
provinces management to a lower level of local government unit
services by a higher when such services or facilities are not
LGU to its made available or, if made available, are
component lower inadequate to meet the requirements of its
LGU inhabitants … xxx…
Naming of local Section 13 (a); … xxx… The Sangguniang Panlalawigan
roads Section 13 (b); may, in consultation with the Philippine
Section 13 (c) Historical Commission (PHC), change the
name of the following within its territorial
jurisdiction… xxx… Provincial roads,
avenues, boulevards, thorough-fares, and
bridges… xxx…

… xxx… The Sanggunian of highly

urbanized cities and of component cities
whose charters prohibit their voters from
voting for provincial elective officials,
hereinafter referred to in this Code as
independent component cities, may, in
consultation with the Philippine Historical
Commission, change the name of the
following within its territorial jurisdiction: …
xxx… City roads, avenues, boulevards,
thorough fares, and bridges… xxx…

… xxx… The Sanggunians of component

cities and municipalities may, in
consultation with the Philippine Historical
Commission, change the name of the
following within its territorial jurisdiction: …
xxx… city, municipal and Barangay roads,
avenues, boulevards, thorough fares, and
bridges… xxx…
Coordination of Local Section 444 (4) (i); … xxx… Ensure that the construction and
Road Management Section 448 (4) (i); repair of roads and highways funded by
Section 465(4) (i) the national government shall be, as far as
practicable, carried out in a spatially
contiguous manner and in coordination
with the construction and repair of the
roads and bridges of the municipality and
the province… xxx…

… xxx… Ensure that the construction and

repair of roads and highways funded by
the national government shall be, as far as
practicable, carried out in a spatially
contiguous manner and in coordination
with the construction and repair of the
roads and bridges of the city, and in the
case of component cities, of the city and of
the province… xxx…

… xxx… Ensure that the construction and

repair of roads and highways funded by
the national government shall be, as far as
practicable, carried out in a spatially
contiguous manner and in coordination
with the construction and repair of the
roads and bridges of the province and of
its component cities and municipalities…
xxx…
Table 2.4 continuation

Chapter 2: Local Road Administration 14

 4. Right-of-Way (ROW) Widths of Local Roads
The Commonwealth Act No. 141 also known as the Public Land Act of 1936 (Section 112) mandated a
reservation of strip of land not exceeding twenty (20) meters in width for public highways and railroads.

Executive Order No. 113 was issued in 1955 prescribing the following provision for provincial, city, and
municipal roads:

a. Provincial Roads. Provincial roads shall have a right-of-way of not less than fifteen (15) meters,
which may be widened to twenty (20) meter, provided that a right-of-way at least sixty (60) meters
shall be reserved for roads constructed through unpatented public land; and
b. City and Municipal Roads. Municipal and city roads shall have a right-of-way of no less than ten
(10) meters, provided that the principal streets of town sites located on public lands shall have a
width of sixty (60) meters and all other streets a width of no less than fifteen (15) meters.

Section 1.325, Part 3, Volume II of the Design Guidelines, Criteria, and Standards of then MPWH (now
DPWH) prescribe the specifications of barangay roads as follows:

a. Road right-of-way: 10.00m minimum

b. Width of traveled way: 4.00 minimum; and
c. Allowable grade: 10% maximum

5. Conversion of Local Roads

5.1 Conversion of Local Roads to National Roads and Vice-Versa

The first road classification system in the Philippines was established through Republic Act No. 917, known
as the Philippine Highway Act, enacted in 1953 and Executive Order 113 series of 1955, which classifies
roads into national roads (national primary and national secondary); “national aid” roads (roads of sufficient
importance for eventual reclassification at a later stage); and provincial, city, municipal, and barangay
roads.

Executive Order No. 124, series of 1987, stipulates that the Minister (now the Secretary) of the Ministry
(now Department) of Public Works and Highways shall have the power to “Classify roads and highways
into national, regional (interpreted as routes of primary arterial roads), provincial, city, municipal and
barangay roads, based on objective criteria it shall adopt; provide or authorize conversion of roads and
highways from one category to another.” Local roads may be reclassified into national roads and vice-
versa.

In June 10, 2009, DPWH issued a memorandum prescribing the criteria/guidelines on road
reclassification. The set of guidelines are now being utilized in the reclassification of local roads
into national roads and vice-versa through administrative procedure. The two ways of reclassifying local
roads into national roads and vice-versa are the following:

a. Administrative procedure. By virtue of EO 124, the DPWH is authorized to reclassify local

roads into national roads provided that the objective criteria set by DPWH is satisfied. DPWH
may also reclassify a national road into a local road upon the request of the local government
unit concerned. The design guidelines of these manual shall set the minimum standards for
the classification of provincial, city and municipal roads consistent with the standards set by
DPWH for its national roads;

5.2 Conversion of Local Roads from one Local Government Unit to Another

There is no existing provision in the Local Government Code or any other related statutes for the
conversion of local roads from one local government unit to another. For instance, based on the increase of
traffic volume, a barangay road could be converted to a city/municipal road; or a city municipal road to a
provincial road; and vice versa. A formal reclassification of a local road is essential to ensure that there is
adequate fiscal cover for road management of the local government gaining jurisdiction over it.

a. Legislative procedure. The Congress and Senate may approve a Republic Act
reclassifying a local road into a national road. Upon the request of the Committee on Public
Works, DPWH submits to the Congress/Senate comments and recommendations on the
subject local road reclassification in accordance to the established guidelines/criteria.

15 Local Road Management Manual

Nevertheless, Section 11 of the Local Government Code has a provision governing the selection and
transfer of local government site, offices and facilities. If a local road is defined as a local facility operated
and maintained by a local government, then the aforementioned clause can be applied in absence of an
operative statute, specifically:

“Local government offices and facilities shall not be transferred, relocated, or converted to other
uses unless public hearings are first conducted for the purpose and the concurrence of the majority of all
the members of the Sanggunian concerned is obtained.”
The following conditions are therefore recommended if a certain local road is to be converted from one level
of local government to another:

a. The functional use of the subject local road should be consistent with the official functional
classification of the government as discussed in the previous sections above;
b. The width of right-of-way of the converted local road is consistent with the prescribed width for
municipal, city or provincial roads as the case may be;
c. A public hearing for the affected jurisdiction is conducted on the conversion of local road from
one level of local government to another; and
d. An ordinance is enacted by both affected Sanggunian concerned (i.e. the transferor and the
recipient) for the transfer of the administrative jurisdiction of the subject local road

6. Local Engineering Offices

Provinces, cities and municipalities are mandated to have a Local Engineer’s Office, that is, a Provincial
Engineer’s Office for Provinces; a City Engineer’s Office for highly urbanized cities and component cities;
and a Municipal Engineer’s Office for Municipalities.

Section 477 of the Local Government Code provided the qualifications of a local engineer of the provinces,
cities and municipalities, namely:

a. A citizen of the Philippines;

b. A resident of the local government unit concerned, of good moral character;
c. A licensed civil engineer; and
d. Have acquired experience in the practice of the profession for at least five (5) years in the case
of the provincial or city engineer, and three (3) years in the case of the municipal engineer.

The same section of the Local Government Code provided the power and duties of a local
engineer, specifically:

a. The city and municipal engineer shall also act as the local building official;
b. The engineer shall take charge of the engineering office and shall:

i. Initiate, review and recommend changes in policies and objectives, plans and programs,
techniques, procedures and practices in infrastructure development and public works in
general of the local government unit concerned;
ii. Advise the governor or mayor, as the case may be, on infrastructure, public works, and
other engineering matters;
iii. Administer, coordinate, supervise, and control the construction, maintenance,
improvement, and repair of roads, bridges, and other engineering and public works
projects of the local government unit concerned;
iv. Provide engineering services to the local government unit concerned, including
investigation and survey, engineering designs, feasibility studies, and project
management; and
v. In the case of the provincial engineer, exercise technical supervision over all engineering
offices of component cities and municipalities.

c. Exercise such other powers and perform such other duties and functions as may be prescribed
by law or ordinance.

The organizational structures of a local engineering office were assessed by the Local Road Sector Study
commissioned by DILG and funded by the Australian Agency for International Development (now
under the Australian Department of Foreign Affairs and Trade). The said study summarized the typical
organizational structures of local engineering offices, which are shown in Figures 2.1, 2.2 and 2.3. For
larger LGUs such as provinces and cities, the local engineering office is operated as a department with
several divisions underneath. These divisions are based on operational functions of a large local
engineering office such as the Provincial Engineer’s Office or the City Engineer’s Office. For smaller
municipalities, the local engineering office will have a smaller organizational structure.

Chapter 2: Local Road Administration 16

 The City and Municipal Engineer also act as the Building Official of the City and Municipality,
respectively. The Building Official is tasked to enforce and regulate all buildings and structures within the
jurisdiction of the city or municipality as the case may be. The Building Official is also tasked to issue
Building and Demolition Permits prior to the construction and demolition of buildings and structures,
respectively.

Figure 2.1 Typical Organizational Structure of a Provincial Engineering Office

Figure 2.2 Typical Organizational Structure of a City Engineering Office

17 Local Road Management Manual

 Figure 2.3 Typical Organizational Structure of a Municipal Engineering Office

7. Role of National Government Agencies over

Local Road Management
7.1 General Role of National Government Agencies

Consistent with the basic policy of the Local Government Code on local autonomy and devolution,
the President shall exercise general supervision over local government units to ensure that their
acts are within the scope of their prescribed powers and functions. This functional supervision
over the LGUs may be delegated by the Office of the President unto national government
agencies having specific jurisdiction over sectoral administration (i.e. Department of Finance over
local finance; Department of Budget and Management over local budgeting; Department of the
Interior and Local Government over local governance, etc). In particular, the relationships of
National Government Agencies over LGUs are as follows:

a. National Supervision over Local Government Units

i. The President shall exercise general supervision over local government units to ensure
that their acts are within the scope of their prescribed powers and functions;
ii. National agencies and offices with project implementation functions shall coordinate
with one another and with the local government units concerned in the discharge of
these functions. They shall ensure the participation of local government units both in
the planning and implementation of said national projects;
iii. The President may, upon request of the local government unit concerned, direct the
appropriate national agency to provide financial, technical, or other forms of assistance
to the local government unit. Such assistance shall be extended at no extra cost to the
local government unit concerned; and
iv. National agencies and offices including government-owned or controlled Corporations
with field units or branches in a province, city, or municipality shall furnish the local
chief executive concerned, for his information and guidance, monthly reports including
duly certified budgetary allocations and expenditures.

b. Duty of National Government Agencies in the Maintenance of Ecological Balance

i. It shall be the duty of every national agency or government-owned or controlled

corporation authorizing or involved in the planning and implementation of any project or
program that may cause pollution, climatic change, depletion of non-renewable
resources, loss of crop land, rangeland, or forest cover, and extinction of animal or
plant species, to consult with the local government units, nongovernmental
organizations, and other sectors concerned and explain the goals and objectives of
project or program, its impact upon the people and the community in terms of
environmental or ecological balance, and the measures that will be undertaken to
prevent or minimize the adverse effects thereof.

Chapter 2: Local Road Administration 18

 c. Required Prior Consultations by National Government Agencies

i. No project or program shall be implemented by government authorities unless the

consultations mentioned are complied with, and prior approval of the Sanggunian
concerned is obtained: The occupants in areas where such projects are to be
implemented shall not be evicted unless appropriate relocation sites have been
provided, in accordance with the provisions of the Constitution.

7.2 Role of the Department of the Interior and Local Government (DILG)

The Department of the Interior and Local Government (DILG) is the main national government
agency of the Republic of the Philippines vested with supervisory and oversight powers over LGUs
on local governance and administration, consistent with the abovementioned provisions of the Local
Government Code. The Charter of the DILG (Title XII, Book IV, E.O. 292 Administrative Code of 1987) in
Section 3 thereof, provides its powers and functions as follows:

a. Advise the President on the promulgation of policies, rules, regulations, and other issuances
relative to the general supervision of local government units;
b. Establish and prescribe rules, regulations and other issuances and implementing laws on the
general supervision of local government units and on the promotion of local autonomy and
monitor compliance thereof by said units;
c. Provide assistance in the preparation of national legislation affecting local government units;
d. Establish and prescribe plans, policies, programs and projects to strengthen the
administrative, technical and fiscal capabilities of local government offices and personnel;
e. Formulate and implement policies, plans, programs and projects to meet national and local
emergencies arising from natural and man-made disasters and
f. Perform such other functions as may be provided by law.

The Administrative Code of 1987 in Section 38, Book IV thereof, defined “supervision and control” to
which “control” is “an authority to act directly whenever a specific function is entrusted by law or regulation
to a subordinate; direct the performance of duty; restrain the commission of acts; review, approve,
reverse or modify acts and decisions of subordinate officials or units; determine priorities in the
execution of plans and programs; and prescribe standards, guidelines, plans and programs. Unless a
different meaning is explicitly provided in the specific law governing the relationship of particular
agencies, the word “control” shall encompass supervision and control as defined in this paragraph.” The
provision of standards and guidelines over local road management is therefore an exercise of supervision
and oversight of DILG over the LGUs.

Furthermore, NEDA Board Resolution No. 6 was issued on March 12, 1996, which designated
DILG to be the lead national government agency to oversee and administer national government
assistance to LGU in implementing devolved infrastructure programs and projects (e.g. local road
infrastructure). Devolved infrastructure projects shall be undertaken by the LGU with DILG providing
assistance in institution, capacity and capability building, and with DPWH and other technical
agencies providing and transferring technical expertise as necessary.

7.3 Role of the DILG over the Special Local Road Fund (SLRF)

Republic Act No. 8794, otherwise known as the Motor Vehicle Users’ Charge (MVUC) Law, was enacted
on June 27, 2000. The MVUC Law declares that it is the policy of the state to provide for and ensure the
adequate maintenance of national and provincial roads through sufficient funding for the purpose. The
Law provides that the MVUC shall be imposed on every vehicle, which shall be collected from the owner
of motor vehicle. All monies collected under the MVUC Law shall be earmarked solely and used
exclusively for:

a. Road maintenance and improvement of road drainage;

b. Installation of adequate and efficient traffic lights and road safety devices; and
c. Air pollution control

MVUC is collected by the LTO from the annual vehicle registration and deposited in four Special Trust
Accounts in the National Treasury. The Four Special Trust Accounts are:

a. Fund 151—Special Road Support Fund under DPWH for National Roads (80%);
b. Fund 152 – Special Local Road Fund under DPWH for Provincial and City Roads (5%);
c. Fund 153 – Special Road Safety Fund under DPWH (7.5%); and
d. Fund 154 – Special Vehicle Pollution Control under DOTC (7.5%).
e. Three other members to be appointed for a term of two (2) years by the President of
the Philippines upon the recommendation of the DPWH and DOTC from
nominations of transport and motorist organizations.

19 Local Road Management Manual

Section 7 of RA 8794 provides that five percent (5%) of the monies collected shall be allotted to
and placed in a Special Local Road Fund (SLRF), which shall be apportioned to provincial and
city governments in accordance with the vehicle population and size of the road network under
their respective jurisdictions. SLRF implementation at the LGU level is considered as an enabling
strategy to address the above issues and strengthen the local road sector management
processes.

The SLRF component of the MVUC is administratively supervised and managed by the DILG
through a Memorandum of Agreement with DPWH, dated June 24, 2005. This enabled the
collaboration between DPWH and DILG relative to the administration of the Special Local Roads
Fund covering the planning, programming, apportionment of SLRF to provinces and cities,
monitoring and reporting the utilization of the SLRF. Specifically, the roles of DILG towards the
administration of SLRF are:

a. Collaborate with DPWH Road Program Office (RPO) in administering/overseeing the

implementation and utilization of SLRF at the LGU level in accordance with
prescribed policies and standards under the MVUC Law and its IRR;
b. Provide DPWH-RPO with LGUs’ road length and vehicle population data as basis for
apportionment of SLRF to Provinces and Cities;

c. Inform Provincial and City Governments of their SLRF annual allocation for the
preparation of their Annual Work Programs (AWPs);
d. Review, consolidate and submit LGUs Annual Works Program to the Road Board
thru DPWH-Road Program Office (RPO);
e. Monitor progress, and utilization of SLRF;
f. Install and operate Implementation Tracking System with assistance of DPWH-RPO;
g. Institutionalize systems and mechanisms on road maintenance management in the
LGUs; and
h. Represent the LGUs to the Road Board

DILG has since issued a number of guidelines on the apportionment and granting of SLRF based
on qualified works for local roads. The DILG guidelines for SLRF are attached in this
Manual as Annex 1.

Chapter 2: Local Road Administration 20

Chapter 3
Local Road
Planning
Department of the Interior and Local Government
Local Road Management Manual
1. Local Development Planning Framework in
the Philippines
National and local development planning has evolved from a master planning approach towards a
more strategic planning process. Anchored on a more consultative process, most government agencies
(NGAs) and local government units (LGUs) have adopted the strategic planning approach in their
respective planning processes. Strategic planning is a process where the vision of the planning area is
defined for the preferred future environment of the locality, which is normally arrived at as a consensus
amongst the stakeholders. Strategies are developed to achieve the vision based on opportunities and
constraints of the planning environment (see Table 3.1). The strategies are operationalized through
policies, programs, projects and activities, which should lead to the attainment of the vision in the long term.
There is then monitoring and review of strategies and implemented actions to assess how the strategies
are performed based on the planning environment.

Local road planning is a component of the over-all local development planning process the local
governments as guided and assisted by oversight national government agencies. There are two basic
plans that local government units (LGUs) are mandated to prepare in accordance with Republic
Act No. 7160 (RA 7160), otherwise known as the Local Government Code (LGC) of 1991. These

Components Description

Vision Where do you want to be in a particular time?

The preferred future environment

Existing Condition Where are you now?

The existing/current environment/situation

Strategy How do you achieve your vision?

Policies and actions to achieve the vision based on
analysis of opportunities and constraints, and the analy-
sis of projections and scenarios for the future

Monitoring How is the strategy performing given changing cir-

cumstances?
Monitoring and Review

Table 3.1 Strategic Planning Framework

plans are the Comprehensive Land Use Plan (CLUP) and the Comprehensive Development Plan (CDP).
The CLUP is the plan for the management of local territories by LGUs as embodied in the RA7160 (Section
20c, 447, 458, 468). The CDP is the plan with which the LGU promotes the general welfare of its
inhabitants in its capacity as a corporate body as mandated in RA 7160 (Sec. 106 and 109).

The local development planning process were harmonized under the Joint Memorandum Circular (JMC)
No. 1, which was issued on 8 March 2007 by the Department of the Interior and Local Government
(DILG), National Economic and Development Authority (NEDA), Department of Budget and Management
(DBM) and Department of Finance (DOF). JMC No. 1 strengthened the interface between LGUs and
national government agencies (with oversight functions on LGUs) including the complementation between
and among all LGU levels in local planning, investment programming, revenue administration, budgeting,
and expenditure management. Under these harmonization initiatives, the National Government has
recommended the integration of CLUP and CDP at the provincial level. The CLUP at the provincial level
was referred to before as the Provincial Physical Framework Plan (PPFP).

The CDP for provinces was called as the Provincial Development Plan (PDP). The National Government
through NEDA has since recommended the integration of PPFP and PDP into the Provincial Development
and Physical Framework Plan (PDPFP). NEDA in partnership with other oversight agencies has issued a
guideline for the preparation of PDPFP (called as the Guidelines for Provincial Local Planning and
Expenditure Management [PLPEM]). NEDA has been providing technical assistance to the provinces for
the preparation of the PDPFPs. The planning framework of PDPFP using the strategic planning approach
as recommended by the NEDA PLPEM Guidelines is shown in Figure 3.1.

Chapter 3: Local Road Planning 22

 Figure 3.1 Planning Framework of PDPFP (NEDA PLPEM)

Cities and municipalities shall continue to prepare CLUP and CDP as advocated by JMC No. 1. DILG has
issued the Rationalized Planning Sourcebook (RPS) to guide cities and municipalities in the development
and implementation of their CLUP and CDP, respectively. The planning framework for CLUP and CDP as
espoused by the DILG RPS is illustrated in Figure 3.2. Likewise, DILG has issued several advisories and
memoranda to guide the LGUs in their development planning.

Figure 3.2 CLUP and CDP Planning Process (DILG RPS)

In view of the harmonization initiatives for local planning and budgeting, local road planning as a critical
function of local road management should be an integral component of the overall CLUP and CDP planning
processes for cities and municipalities; and the PDPFP planning framework for provinces. A critical principle
in the harmonization process for local planning is ensuring horizontal and vertical linkages amongst
development plans across all levels of government (see Figure 3.3).

Local planning should be vertically linked and consistent from a lower level of government to the next
higher level and vice versa. For instance, the development objectives of a municipality should be
congruent with the development objectives of the province. Similarly, within the same level of government,
the main plan of the LGU should be horizontally linked and consistent with its sectoral

23 Local Road Management Manual

plans and investment programs. To this end, local road planning should be in harmony with the main
local development plans of the LGU. Local road planning serves as an input to the development planning of
the infrastructure of the LGU. The identified priority road projects under local road planning serve as the
investment program for road infrastructure.

MTPDP/NFPP MTPIP

Technical Lead: NEDA RDP/RPFP RDIP

Budgeting &
Investment • PDIP/AIP Expenditure • Multi-year
Policy Lead:Gov/PDC Management Expend plan
Programming • Additional
Technical Lead: PPDO PDPFP
& Revenue sources of • Annual Budget
Generation revenues • Disbursement

Project Evaluation &

control system
Medium-term revision

Realignment
City/Municipal City/Municipal

Development

Realignment
Development
Technical Lead: Development Investment
C/MPDO Plan Program

Impact
Impact and Assessment
Information PPA Outcomes PPAs
Base

Figure 3.3 Horizontal and Vertical Linkages of Local Development Plans

2. Local Road Planning Process

National and local development planning has evolved from a master planning approach towards a
more strategic planning process. Anchored on a more consultative process, most government agencies
(NGAs) and local government units (LGUs) have adopted the strategic planning approach in their
respective planning processes. Strategic planning is a process where the vision of the planning area is
defined for the preferred future environment of the locality, which is normally arrived at as a consensus
amongst the stakeholders. Strategies are developed to achieve the vision based on opportunities and
constraints of the planning environment (see Table 3.1). The strategies are operationalized through
policies, programs, projects and activities, which should lead to the attainment of the vision in the long term.
There is then monitoring and review of strategies and implemented actions to assess how the strategies are
performed based on the planning environment.

A development plan for local road network is important in assisting the broad-based sustainable
social and economic development of the LGU. The local road network development plan should prioritize
the development of the local road network based on sound technical, social, economic and environmental
criteria. The local road network development plan should be aligned with LGU development priorities
toward key policy areas such as poverty reduction, economic development and community support.

There should be specifications for the local road network where it will define the extent, classification and
condition of the network. The said plan identifies and rank key local road links and bridges requiring
appropriate engineering interventions whether rehabilitation or maintenance. It shall also identify and rank
any new road links that will support the spatial growth of the LGU.

Lastly, the local road network development plan should identify how the services and works for the local
road shall be delivered by the LGU. The plan should specify how the LGU will inventory, design, program or
budget, procure, supervise, manage and monitor the works and engineering interventions for local roads.
Figure 3.4 shows a suggested local road network development planning process, which follows the
planning framework for PDPFP. A recommended outline for a Local Road Network Development Plan is
attached as Annex 2A in this Manual.

Chapter 3: Local Road Planning 24

 Sectoral Development and LGU Development Vision
Spatial Framework and Objectives

Local Road Sector

Situational Analysis

Monitoring and
Evaluation
Local Road Development
Issues and Targets

Local Road Network Local Road Infrastructure

Development Strategies Investment Program

Figure 3.4 Local Road Network Development Planning Process

The fundamental steps for the recommended local road planning process follows the strategic planning
approach of the PDPFP. Consistent with local development plans, the local road network development
plan should follow the same planning period, which is normally six years typical of CLUP, CDP and
PDPFP. The steps of the local road network development planning process are:

a. Sectoral Development and Spatial Framework. For cities and municipalities, this takes off
from their respective Comprehensive Land Use Plan (CLUP). For provinces, this takes off
from their Provincial Development and Physical Framework Plan (PDPFP). The directions or
thrusts of the LGU for sectoral development and spatial framework (e.g land use) are
reviewed to support the realization of the development vision of the LGU;

b. Local Road Sector Situational Analysis. The baseline conditions of the sectors are
analyzed in terms of how the local road network is supporting sectoral development in the
present and in the future. The key question is whether the present local road network is
lacking or adequate enough to assist the sectoral development of the LGU. The present local
road network should be assessed on its capacity to support the social, economic, and
physical trends that the LGU intends to proceed based on its development. This situational
analysis should result to the following local road planning data:

i. Specifications of the Local Road Network. Local roads should support the spatial
framework or land use of the LGU. It provides access and mobility to growth centers,
production areas, settlements and resource centers. In support of the spatial framework,
local roads may be created, upgraded, improved, rehabilitated, maintained or abandoned
depending on the function that the road provides. The local road network may be
configured by pavement type and geometric design based on the current and projected
traffic volume, which relates to the development level of the locality; and

ii. Inventory of Local Roads. The individual conditions of the roads should be ascertained in
detail as much as practicable. This inventory will help in determining the specific
treatment options for local road management that may be applied to a particular leg of the
network The surface conditions will tell the local engineering office whether the road is in
maintainable condition or not, which will determine the nature, quality and quantity of civil
works for the subject road.

c. Local Road Development Issues and Targets. Given the situational assessment, the
development issues and constraints toward the local road network should be identified. These
issues can be prioritized by the LGU based on its policy directions. From these issues, the
LGU can derive goals, objectives and targets for the local road network in support of the
development vision;

25 Local Road Management Manual

 d. Local Road Network Development Strategies. The LGU identifies the strategies to address
issues and targets of the local road sector. The broad strategies are translated into programs,
projects and activities (PPAs) of the local road sector. These strategies should include the
following considerations:

i. Options for Local Road Management. This pertains to the type, quality and quantity of
engineering measures appropriated for a local road given its network function. In
general, there should be regular maintenance works for roads that are identified in good
and fair condition. Rehabilitation works will then be applied to roads that are identified to
be in poor and bad condition. If the existing road is inadequate or incapable of
supporting the current and projected traffic volume, the subject local road may be
improved or upgraded. As with any other development projects, local road infrastructure
competes for funding against other LGU service deliveries. Engineering measures for
local roads are therefore prioritized based on how a local road provides support to the
envisioned spatial framework or land use of the LGU. Normally, local roads that are
critical to identified growth centers of the LGUs are prioritized for funding and
implementation;

ii. Programming and Budgeting for Local Roads. Programming for local roads refers to
the allocation (programming) of investments for the engineering measures based on the
conditions of the road and its investment priority. The investment program may be in
terms of planning estimates or programmed cost, which is an approximation of the cost
based on a similarity of a typical kilometer of engineering intervention from the previous
projects for which cost was updated to current price using price indices from BSP and or
DTI-CIAP. The investment program is often multi-year and covers the envisioned
horizon, which is the period upon which the proposed road network shall provide service
in support of the spatial development of the LGU. The annual slice of this investment
program can be carried into the annual investment plan of the LGU. The budget for each
of these road works is summed up and forms part of the annual appropriation for local
road infrastructure; and

iii. Local Road Project Implementation. This refers to contracting out the road works
through a private firm procured through the default method of procurement; competitive
bidding process as mandated in RA 9184. The different project cycle may be
undertaken through these modalities, i.e. road design, maybe undertaken through force
account if LGUs is capable of doing it. Construction and maintenance works should be
undertaken By-Contract with exemption. Normally, the local engineering office does not
have the adequate technical capacity to deliver such services, then it would be prudent
and easier for that LGU to source out such service deliveries.

e. Local Road Infrastructure Investment Program. The main output of a local road network
development plan is a rolling multi-year investment program for the local road sector that feeds
into the investment program of the development plans of the LGUs (e.g. CLUP for cities and
municipalities, PDPFP for provinces). The local road infrastructure investment program is a
prioritized list of investments for the local road sector based on the situational analysis and
addressing the issues of the local road sector, which should ultimately lead to the LGU
attaining its vision; and

f. Monitoring and Evaluation. With any other planning process, there should be monitoring and
evaluation during and after implementation of the strategies and PPAs. This is to determine
how far these actions are effective and efficient, and whether the implementation of the Local
Road Network Development Plan (LRNDP) is contributing to the over-all LGU development
vision.

3. Planning Approaches for the Local Road

Network
The development and management of local roads is an important mandate of the LGU, for which significant
capital investments are required. However, local fiscal capacity is always limited and resources have to be
prioritized including those for the local road sector. The configuration of the local road network will greatly
assist the LGUs in prioritizing resources for the local road sector. Presently, there are no specific guidelines
on planning the road network of an LGU issued by national government agencies having oversight
functions over LGUs. However, there are certain principles on local road network planning that have
already been proposed in general by other guidelines.

Chapter 3: Local Road Planning 26

 3.1 Basic Functional Hierarchy

The local road network of the LGU may be developed in terms of the functional uses that the local roads
provide. There are two basic utilities (functions) that a local road may provide:

a. Accessibility. This refers to the ability of the road to connect people and goods to a land use
or an activity site. If a local road provides connection to a large number of settlements,
commerce and industries, then the subject road provides high accessibility; and

b. Mobility. This pertains to the ability of the road to move people and goods between different
activity sites or land uses. If a road can move people and goods very fast, then the subject
road provides high mobility.

Levels of access and mobility are inversely related when looking at basic hierarchy of functions of a road.
This basic functional road hierarchy as shown in Figure 3.5 may be applied to a local road network.

Figure 3.5 Levels of Accessibility and Mobility for a Functional Road Hierarchy

This means that local roads (within an administrative class – provincial, city, municipal or barangay) may
be configured into a hierarchal network with varying degree of accessibility and mobility. The local road
network may be configured based on the following basic functional hierarchy:

a. Arterial Roads. A local road may be classified as an arterial local road if it provides the
highest level of service at the greatest speed for the longest uninterrupted distance, with
some degree of access control. This means that an arterial local road provides the highest
degree of mobility but the lowest level of accessibility. The main function of an arterial local
road is to facilitate the fastest movement of people and goods between land uses. The length
of trip for arterial local roads is expected to be long but attained with the highest travel speed;

b. Collector Roads. A local road may be classified as a collector local road if it serves as a
transition road from an arterial road that provides the highest mobility to an access road that
provides the greatest land access. A collector local road provides a less highly developed
level of service at a lower speed for shorter distances by collecting traffic from access roads
and connecting them with arterial local roads; and

c. Access Roads. These are local roads that provide direct access to land with little or no
through traffic movement. These consist of all roads not defined as arterial or collector local
roads. An access road provides the highest accessibility but the lowest level of mobility. The
length of trip of an access road is expected to be short but accomplished with the lowest
travel speed.

3.2 Road Hierarchy under the Provincial Development and Physical Framework Plan

The Provincial Development and Physical Framework Plan (PDPFP) is the comprehensive
development and land use plan of the provinces to promote spatial and sectoral development to
attain its provincial vision. The National Economic and Development Authority (NEDA) has since
issued a guideline for the preparation and development of the PDPFP.

27 Local Road Management Manual

Part of the PDPFP Guidelines provides the configuration of the transport network, which is not only
applicable to provinces but also to other levels of local government.

The transport networks describe access routes and facilities; and indicate how these relate to the
location of settlements, resources, and production activities. A local road network can be defined and
structured in terms of the following hierarchy:

a. External Linkages. These are local roads that facilitates external linkages to the LGU, with
the following attributes:

i. Access routes to the LGU and key transport infrastructure and facilities;
ii. Most important linkages and main functions compared to other similar facilities in
other LGUs;
iii. Linkages and/or facilities that should be given the highest priority for improvement
and likely effects of such improvement; and
iv. Describe proposed new external linkages and rationale for these proposed
linkages.

b. Internal Circulation. These are local roads that provides internal circulation within
the LGU having the following attributes:

i. Main internal circulation routes, infrastructure, and facilities of the different modes
of road transport;
ii. Importance of routes and their significance, main functions, key destinations;
iii. Access to urban centers and non-urban production areas;
iv. Characteristics of the routes and transport facilities and some indicators of quality,
capacity, extent of usage, and road density such as:
• Length of local government roads by surface type; and
• Percentage of paved roads.

v. Considering settlement trends, physical resources and protection areas, production

requirements and identified priority industries:
• Priority and rationale for improvement among internal routes; and
• Proposed new routes and transport facilities and rationale.

3.3 Core Road Network Approach

The core road network of an LGU is the optimum number of roads that contribute most to the transport
network in support of the development objectives of the LGU. A core road network can also be defined
as the minimum road network required to support the economic and social development by providing
good quality road linkages between the major population, industrial and culturally valuable locations
within the LGU.

At the national level, the equivalence of a core road network would be the national primary and
secondary roads across the country, whether these are arterial, radial or circumferential in nature. For
instance, Metro Manila with its web of circumferential and radial roads (e.g. EDSA and Aurora
Boulevard, respectively) can be considered as the core road network for the metropolis. And
consequently, significant capital investments have been prioritized by DPWH along these arterial roads.

In the same vein, an LGU can prioritize its limited resources to a local core road network that contribute
most to its envisioned spatial development as embodied in its PDPFP. Developing a core road network
requires evaluating each local road to a set of multi-sectoral criteria that contributes most to the over-all
spatial and sectoral development of the LGU. The most common criteria to evaluate a local road and
determine if it forms part of a core road network are the following:

a. Access and connectivity. These refer to local roads that provide general access to land
use and connectivity from one land use to another. Access and connectivity as a selection
criteria do not differentiate on the nature or type of land use;

b. Access to social and health services. These are provincial roads that facilitate social and
health services to communities;

c. Access/promote economic activities. This pertains to provincial roads that provide

access to economic areas (or activities) thereby promoting economic development at the
local level. Areas with economic activities may pertain to agro-industrial, production,
processing and tourism areas;

Chapter 3: Local Road Planning 28

 c. Access/promote economic activities. This pertains to provincial roads that provide
access to economic areas (or activities) thereby promoting economic development at the
local level. Areas with economic activities may pertain to agro-industrial, production,
processing and tourism areas;

d. Environment and hazard factors. Provincial roads should avoid environmentally critical
areas and locations with geo-hazards. Or at the very least, road projects located where the
environmental impacts are minimal;

e. Road safety concerns. These are provincial roads where there are minimal road safety
issues. This also pertains to locating road projects that improves road safety concerns;

f. Manageable road right-of-way issues. These are provincial roads that are selected based
on the manageability of issues/conflicts in road right-of-way;

g. Minimal cultural impact. These are provincial roads where the cultural impact is at a
minimum;

h. Peace and order conditions. Provincial roads are selected to promote peace and order in
the locality;
i. Population and settlements. These are provincial roads where the influence area is
highest in terms of population. These may also pertain to provincial roads that have the
largest number of settlements along its influence area;
j. Poverty incidence. These are provincial roads where poverty incidence is the highest and
therefore, the largest potential for poverty alleviation activities;
k. Road importance. This a combined metric in selecting provincial roads where the more
important road is deemed to be those that have higher traffic volume and more commercial
and industrial activities;
l. Road condition. Provincial roads are selected based on their surface condition whether
good, fair, poor and bad;

m. Surface type. Provincial roads are selected based on the type of pavement surface in
terms of earth, gravel, asphalt and concrete pavement; and

n. Traffic volume. This refers to selecting provincial roads with the highest traffic volume or
number of vehicles passing through its alignment.

4. Inventory of Local Roads

The situational assessment of a local road is important in defining an appropriate engineering
intervention of the subject road. An accurate representation of the physical condition of a local road is
not only important in planning appropriate engineering measures but more so on prioritizing the
necessary investments across local roads. An inventory of a local road will entail two components – the
physical condition of the road elements (e.g. pavement, drainage); and the level of service (e.g. traffic
volume vis-à-vis road capacity).

4.1. Local Road Condition Rating

The condition of the elements of the local road can be rated as good, fair, poor and bad. The templates
for local road inventory are detailed in Annex 2B for the local road condition rating, and in Annex 2C for
summarizing the results of the local road condition rating. DILG will develop a computerized GIS-based
system for local road and bridge inventory.

Local roads in good and fair condition are considered as in maintainable condition. In contrast, local
roads in poor and bad condition are identified as not in maintainable condition and therefore should first
be rehabilitated into maintainable condition. Table 3.2 shows the characterization of rating a local road
as good, fair, poor and bad condition as it relates to maintenance condition and possible treatment
measures (which will be fully discussed on the chapter for surface treatment options). Table 3.3 lists the
specific condition rating indicative of the various road elements and depending on the surface pavement.
Sample visual identifiers of condition ratings for local roads are shown in Figures 3.6 to 3.14 for the
rating of good, fair, poor and bad condition.

29 Local Road Management Manual

Condition Maintenance Indicative Riding
Treatment Measures
Rating Condition Condition
Good Maintainable Normal speed at 70-80 Little or no maintenance required
Condition kilometer per hour (Kph) but routine maintenance

Fair Normal speed at 50-60 kph Some partial or full depth repairs
(periodic maintenance)

Poor Not in Normal speed at 30-40 kph Extensive full depth repairs and
Maintainable some replacement of pavement
Condition (rehabilitation)

Bad Normal speed at 20-30 kph Full rehabilitation or replacement of

pavement (reconstruction and or
improvement)

Figure 3.2 General Condition Rating for Local Roads

Pavement Type/ Road Condition

Field Condition
Elements Rating
Concrete Good Sound, even, and no cracks or scaling, normal
speed ok at 70-80 kph.

Fair Even with very minimal hair-like cracks and very

minimal surface wearing, normal speed ok at 50-
60 kph.
Poor Slightly uneven with minor cracks (<=3mm. width)
and wearing surface, joint sealant deterioration
normal speed ok at 30-40 kph.

Bad With major cracks, shattered slabs, joint

deterioration and cut/slip, can only travel very
slowly, normal speed ok at 20-30 kph.

Asphalt Good Sound, well-shaped, even and waterproof, normal

speed ok at 70 to 80 kph.

Fair Even with minor patches and very minimal wearing

surface but still waterproof, normal speed ok at 50-
60 kph.

Poor Very uneven and porous, with potholes and cracks

(<=3mm. Width) normal speed 30-40 kph.
Bad Very broken up, rough, with base failures, edge
break, can only travel very slowly, normal speed ok
at 20-30 kph.

Figure 3.3 Specific Condition Rating for Local Roads per Pavement Type and Road Elements

Chapter 3: Local Road Planning 30

 Pavement
Condition
Type/ Road Field Condition
Elements Rating

Good Good shape and surface, does not hold water

Fair Flat camber with minor potholes and holding some water
Gravel
Poor Depressions common, drainage impeded

Bad Extensive ponding, water tends to flow on the road

Good Good shape and surface, does not hold water

Fair Flat camber with minor potholes and holding some water
Earth
Poor Depressions common, drainage impeded

Extensive ponding, water tends to flow on the road, impassable when

Bad
wet

Good Adequate width, even surface and well-maintained

Adequate width, slightly uneven, with few potholes, inadequate

Fair
maintenance
Shoulder
Inadequate width, very uneven or with many edge break and no
Poor
maintenance

No effective shoulders, very silted road edge and with plenty of

Bad
vegetation

Road edge well above side drains, well defined side drains, sufficient
Good
depth, sufficient side slopes to drain water

Road edge slightly level with side drains, not fully efficient side drains,
Fair
water can cross the road
Side Drain
Road edge slightly below ground level, no side drains or totally blocked
Poor
side drains, some ponding of water

Road edge well below ground level – road serving as a drain to

Bad
surrounding areas

Good Sufficient width, even surface, no vegetation, not holding water

Fair Sufficient width, width minimal vegetation and slightly uneven

Side

Poor Insufficient width, with ponding of water, insufficient maintenance

Bad No maintenance or no sidewalk

Figure 3.3 Specific Condition Rating for Local Roads per Pavement Type and Road Elements

31 Local Road Management Manual

Figure 3.6 Sample visual identifiers for Local Gravel Roads in Good Condition (1)

Figure 3.7 Sample visual identifiers for Local Gravel Roads in Good Condition (2)

Chapter 3: Local Road Planning 32

 Figure 3.8 Sample visual identifiers for Local Gravel Roads in Good Condition (3)

Figure 3.9 Sample visual identifiers for Local Gravel Roads in Fair Condition (1)

Figure 3.10 Sample visual identifiers for Local Gravel Roads in Fair Condition (2)

33 Local Road Management Manual

 Figure 3.11 Sample visual identifiers for Local Gravel Roads in Poor Condition (1)

Figure 3.12 Sample visual identifiers for Local Gravel Roads in Poor Condition (2)

Figure 3.13 Sample visual identifiers for Local Gravel Roads in Bad Condition (1)

Chapter 3: Local Road Planning 34

 Figure 3.14 Sample visual identifiers for Local Gravel Roads in Bad Condition (2)

4.1.1 Surface distress on unpaved local roads

The condition ratings for local roads that are recommended in the preceding section are based on
the degree of distress or defects over the gravel pavement of the subject local road.

These distresses occur due to the interplay of the quality of road materials, traffic volume, local
weather conditions and construction methodology. The degree of distress impacts on the ability of
the gravel road to provide access to vehicular traffic. These distresses are normally identified visually
as they are evident on the gravel surface. Structural defects on the pavement are harder to ascertain
and may require further testing of the sub-grade below the pavement. Table 3.4 illustrates the typical
distresses observed on Local Roads, as defined by the Unsealed Roads Manual: Guidelines to Good
Practice developed by the Australian Road Research Board (ARRB) Group.

Table 3.4 Typical Gravel Pavement Distresses

Pavement
Definition Sample Visual Identifier
Distress
Corrugations These are material
displacements transverse to
the carriageway forming
parallel ridges. These may be
caused by the dynamic impact
of the traffic volume unto base
material of insufficient quality.

These may be repaired by

improving the road alignment;
better compaction; use of better
binding surface materials; or
paving of high stress areas. )

35 Local Road Management Manual

Pavement
Definition Sample Visual Identifier
Distress
Potholes These are shallow to mid deep
holes on the pavement. Water
often ponds unto these potholes.
These may be caused by
retention of surface water
due to lack of cross slope,
pavement weakness, insufficient
compaction, or lack of material
quality. These may be repaired
by providing the correct cross
slope; better compaction; or use
of better binding surface
materials

Rutting These are longitudinal

deformations along the traffic
direction of the pavement.
Rutting often retain surface
water thereby further weakening
the pavement. These may be
caused by the lack of strength of
the sub-grade or pavement;
wear and tear due to traffic; or
compaction by the normal traffic.

These may be repaired by

getting materials with better
properties and strength;
providing appropriate
compaction and density;
stabilization of base course; or
providing the appropriate cross
slope.

Scouring These defects are locally termed

as water cuts. These are
scouring of water onto the
pavement that is longitudinal,
transverse or diagonal to the
road way. This may be caused
by the excessive flow of surface
water due to blocked or
insufficient drainage; due to
eroded surface material; or
inappropriate cross slope or
grades.

These may be repaired by

clearing clogged drainage;
providing diversionary drainage;
appropriate cross slope; or
replace surface materials with
better properties.

Chapter 3: Local Road Planning 36

 Pavement
Definition Sample Visual Identifier
Distress
Shoving / The condition of the pavement that
Presence of exhibits mud-like characteristics. The
Mud pavement material shows highly plastic
consistency causing excessive surface
deformation or slippery mud conditions.
This may be due to the plastic
deformation of the subgrade; excess
ponded surface water; heavy axle
loads; shallow water table; excessive
fine materials or inappropriate cross
slope.

These may be repaired by installing the

required pavement thickness; providing
good surface and side drainage; laying
well graded and compacted materials;
or providing the correct cross slope.

Raveling This refers to the presence of loose

materials throughout the carriageway.
This may be caused by weak binding of
pavement materials due to poor grading
and low plasticity. Loose materials may
lead to a loss of traction of vehicular
traffic.

These may be repaired by using well-

graded materials mixed with existing
loose aggregate binders; or better
compaction with the required moisture.

Coarse This is the presence of large or oversize

texture coarse aggregates in a gravel
pavement. In some cases, a rocky sub-
grade is exposed. This may be due to
the premature loss of fine aggregates
from the pavement materials; or the use
of oversized base course materials.

These may be repaired by using well-

graded materials and binders; or
improving surface drainage.

4.1.2. Surface Distress on Paved Local Roads

There are local roads with sealed pavements that have been constructed and maintained by LGUs or
through external assistance (e.g. National Government Assistance, Loan, or Official Development
Assistance). The usual sealed pavements are asphalt pavement (AP), Portland cement concrete
pavements (PCCP), or asphalt-concrete pavement (ACP). The mere presence of paved local roads
necessitates the adoption of appropriate paved maintenance measures. This can only be fully ascertained
once the local engineering offices are able to identify correctly the specific defect or distress over a
section of a paved local road.

Tables 3.5 and 3.6 show the typical defects or distresses of asphalt concrete pavements (ACP) and
Portland Cement Concrete Pavements (PCCP), respectively. These are adopted from the DPWH
Guidebook for Road Construction and Maintenance Management. Local roads with the abovementioned
pavement materials will likely experience such surface distress. Common repair methods are also listed
per type of surface distress for both pavement.

37
The same DPWH guidebook provided illustrations of such typical distresses, which are also shown in
Figures 3.15 and 3.16 for ACP and PCCP, respectively. Even if some or most of the local roads are not
constructed in DPWH standards, the same nature of pavement distress may occur unto these paved local
roads. The characteristics of the paved surface materials exhibit the same properties between national
and local roads. Engineering interventions will be based on the nature of the said surface distress.

Table 3.5 Typical Pavement Distress of Asphalt Concrete Pavements (ACP)

Distress Type Major Causes Common Repair Method

A.1. Rutting Consolidation and lateral movement of Overlay, mill and resurfacing
AC, base, overload
Remove and reconstruct or
(Corrugation and shoving) Lack of AC stability (too much asphalt, patching plane surface and
too much fines, round aggregates, lack overlay
of aeration)

A.2. Edge Break Insufficient compaction, loss of lateral Patching

support, aging

A.3. Potholes Weakness in pavement (little Remove, replace and

asphalt, spot thickness defects, less patching
fine or excess fines, poor drainage)
A.4. Surface Failures Aging, weather, improper application of Overlay (after spot failure
(Deterioration, tack coat between PCC and AC overlay, repair), Patching
delamination, edge break) construction on wet PCC

A.5. Wearing Failures Insufficient compaction, construction Seal coat, Thin overlay
(Raveling, flushing, during wet season, dirty aggregate,
polishing) asphalt overheating, insufficient asphalt

A.6. Cracking:

A.6.1 Edge Cracks Lack of lateral support, settlement (poor Overlay, mill and resurfacing
drainage or weak foundation)

A.6.2 Reflection Cracks Reflection of cracks from underneath Remove and reconstruct or
(concrete pavement joints, SCB cracks, patching plane surface and
AC cracks) overlay
A.6.3 Transverse and
Longitudinal Cracks change in temperature of surface or low
compaction of base materials, low
asphalt penetration in between
contraction joint, aging etc.
A.6.4 Cracks along ruts
Overloads, passing of heavy vehicles
(see rutting)
A.6.5 Crocodile cracks/
Fatigue cracks Excessive deflection over unstable base
and subgrade, overload, poor drainage,
aging

A.7. Road Cut/Slip Slope failure, landslide, scouring, slip Depends on causes and
condition

A.8. Shoulder (Erosion, Steep slope, lack of maintenance, Add materials and
pothole, high gap, pass of traffic, inadequate cross fall, compaction, Sealing,
insufficient fill, vegetation) side drainage, lack of surface patching, grading, grass cut
protection, lack of shoulder materials

Chapter 3: Local Road Planning 38

 Table 3.5 Typical Pavement Distress of Portland Cement Concrete Pavements (PCCP)

Distress Type Major Causes Common Repair Method

B.1 Shattered Slabs Subgrade and/or base failure, lack of Full depth repair (slab
dowel bars (load transfer problem), replacement)
insufficient pavement thickness, base and
subbase settlement, substandard concrete
quality
B.2 Scaling Over-finishing, improper curing, unsuitable Slurry seal, skid resistance
aggregates, chemical action. Substandard treatment, AC overlay
concreate mix

B.3 Cracking:

B.3.1 Corner cracks Traffic loads on unsupported corners, Crack sealing, remove
spot weak subgrade/base and replace

B.3.2 Diagonal cracks Traffic loads on unsupported slab end,

subgrade settlement, pumping

B.3.3 Longitudinal cracks Shrinkage of concrete, expansive

base or subgrade, loss of support from
edge pumping

B.3.4 Transverse Cracks Overload, repeated bending on pumping Full depth repair (slab
slabs, failure of foundation, shrinkage replacement)

B.3.5 Crocodile Cracks Improper load transfer device, base/

subgrade weakness, insufficient slab
thickness, settlement of base
B.4 Road cut/slip Slope failure, landslide, scouring, slip Depends on causes and
condition

B.5. Joint Faulting Inadequate transfer, pumping Raise of slabs

Pumping Free water on or in subgrade or base Drainage improvement,

and deflection of slab joint resealing, dowel bar
introduction
B.6. Joint Spalling Segregation of aggregate, improper Joint spall repair (Epoxy
load transfer device, improper joint patching, AC patching)
forming, joint sawing, joint
compression
B.7 Joint Sealant Aging, low quality, pumping, cracking Joint resealing

B.8 Shoulder (Erosion, Steep slope, lack of maintenance, Add materials and
pothole, high gap, pass of traffic, inadequate crossfall, compaction, Sealing,
insufficient fill, vegetation) side drainage, lack of surface patching, grading, grass
protection, lack of shoulder materials cut

39 Local Road Management Manual

Figure 3.15 Sample Visual Identifier for Pavement Distress of ACP (L= low, M = Medium, H = High)

Chapter 3: Local Road Planning 40

 Figure 3.15 Sample Visual Identifier for Pavement Distress of PCCP (L= low, M = Medium, H = High)

41 Local Road Management Manual

4.2. Level of Service for Local Roads

4.2.1 Local Road Traffic Volume

Traffic or vehicle volume determines the over-all loading unto the pavement of a local road. It is therefore
important to consider the present and future (projected) traffic volume passing unto a local road. An
increase in future traffic volume will entail necessary design changes for a local road such as geometric
configuration and pavement type. Such design changes should make the local road sufficient to carry the
design traffic volume without a drop of level of service. Table 3.7 lists down the vehicle classification used
in surveying the traffic volume of a local road. Each vehicle is counted as they pass through a section of a
local road.

Engineers will often use the number of vehicles passing a point or entering an intersection in the analysis
of roadway operations. The two basic methods of collecting data are manual observation and automatic
recording. Each has their use and effectiveness depending on the type of information needed for analysis.
The traffic data is the basis of all analysis in a traffic impact study and careful consideration should be
given to the locations, types of counts and duration of counts. This also the basis for the Geometric
improvement of a certain road section and for its pavement design.

Table 3.7 Vehicle Classification for Traffic Survey of a Local Road

Classification Vehicle Type Illustration

Light Vehicles Motor Tricycle

Passenger Car

Passenger Utility

Goods Utility

Heavy Vehicles Small Bus

Large Bus

Rigid Truck

Rigid Truck (3+ Axles)

Truck Semi-Trailer (3 and 4 Axles)

Truck Semi-Trailer (5+ Axles)

Trailer Trucks ( 4 Axles)

Trailer Trucks (5+ Axles)

Chapter 3: Local Road Planning 42

 As mentioned in the previous sections, Annex 2D shows a sample traffic count template for local roads.
The procedural steps in conducting a typical manual classified traffic count for a local road are the
following:

a. The Manual Classified Traffic Count may be one-directional or two-directional;

b. The Manual Classified Traffic Count may be undertaken once every three (3) years for a 24
-hour manual count starting from 6:00 A.M. and ending at 6:00 A.M. of the following day;
c. Identify the Year when the Traffic count is to be conducted;

d. Write the Date when the Traffic Count started;

e. Identify the Region, Province, the City or Municipality, District and Barangay where the Road
being considered for the Traffic count is located;
f. Identify the complete Road Name, Road ID, Station, traffic count position and name of the
Counting Officer;
g. Mobilize the traffic count survey when there are no holidays in that particular week and at
ideal traffic survey sites;
h. Always coordinate with PNP, LGU and other concerned government authorities;
i. Whenever vehicles pass by the Traffic Count Station, tally the number of vehicles according
to their classification and according to what directional lane (increasing or decreasing Km
post) respectively as described in the form;
j. Write the sub-total of vehicles per classification per directional lane;
k. Calculate the sum of all the number of vehicles per classification in both directional lanes and
write it in the Total column provided; and
l. By using these data, the Annual Average Daily Traffic (AADT) can be computed for the
subject local road. The tally for Heavy Vehicles is computed as a percentage of the total
traffic.

As a standard practice, only the average Annual Daily Traffic (AADT) is used in the design of roads
Performance of a pavement is mostly a function of the total traffic. The traffic-induced deformations of
properly designed unpaved roads are restricted to the upper portion of the gravel surfacing. On the other
hand, the percentage of heavy vehicles of a traffic volume is used in the design of paved roads (whether
ACP or PCCP).

As the loads of cars do not contribute significantly to structural damage of paved surfaces, the percentage
of heavy vehicles and their axle loadings are considered. This is usually computed as an equivalent 80 kN
single axle load (ESAL) per heavy vehicle.

4.2.1.1 Conducting Automatic classified traffic count for a typical road:

Most studies of traffic related problems begin with the collection of a good data as foundation of the
roadway and traffic conditions. LGUs have difficulties in this endeavor. Any study can only be as
accurate as the data it is based on. For this reason, it is important that all traffic studies make
special efforts to be thorough and accurate in the collection of all traffic data. The most common
types of data collected for the purposes of traffic engineering are vehicle volume and speed data

Reasons for Counting

• To know what is happening on the network.

• Track trends to assist in the production of annual average daily traffic (AADT).
• Assist in the prediction of future trends, e.g. if a new road is constructed.
• Basic information used in the economic appraisal of any project. Fundamental base data
necessary to rank projects in order of priority.
• Basis for determining Road Geometrics for improvements and Pavement thickness.

Types of Counters (Automated Traffic Classifiers—ATC)

• Basic range of early counters, counted axles only which need to be converted into volumes.
Limited uses.

• Middle of the range counters, produced volumes, speed and classification counts. Memory
constraints meant that these could only collect a limited amount of data. Volume and speed
and volume and Class

• Automatic Data Recorders, are capable of collecting many types of data for different
applications. The increased memory allows for a wide range data collection and length of
time. The new counters can be upgraded even further by the insertion of more memory.
Capable of being hooked up to a telemetric source such as a mobile phone and sending data
back to base automatically.

43 Local Road Management Manual

 • Photometric range of data recorders. This is called ‘Autoscope’, which uses video imaging
and allows the operator the ability to draw imaginary loops on the screen. The software can
interpret vehicle movement class and speed for the vehicles as they pass the imaginary loop.

Types of Data Needed

• Volume
• Speed
• Classification
• Headway. Used for special calculations by traffic engineers
• Gap. Used for special calculations by traffic engineers
• Weigh in Motion (special loop configuration necessary)

Data Applications

• Benefit Cost Analysis

• Design of Pavements
• Geometric designs of intersections and curves
• Phasing of traffic signals
• Traffic management particularly in local areas
• More efficient use of resources
• Modeling of changes to the network. For example, construction of a new road and the impact
on the existing roads

The main advantage of the methods of automatic recorders or counting machine is that they can
work throughout the day and night for the desired period, recording total hourly volume of traffic.

Note:
The DPWH has its own classification system that has 12-axle base classes. This can also be
adopted by the Local Government Units so that they can also utilized the seasonal factors being
generated from the DPWH long duration traffic survey sites to come up with an AADT.

4.2.2 Local Road Traffic Capacity

The traffic capacity of a road can be defined as the maximum number of vehicles within an hour that can
pass through a given section under prevailing road and traffic conditions. Traffic volume above this
capacity will mean that the road is congested forcing vehicles to slow down. In such instances, the road
may then be improved by either improving the pavement to a higher quality (i.e. unpaved to paved); or by
improving the geometric conditions of the road (i.e. widening the road).

The ratio between the hourly design traffic volume and the Basic Hourly Capacity in Car units (BHCC) is
called the Volume Capacity Ratio (VCR). It is a measure that indicates the Level of Service (LOS) that a
road can provide. Table 3.8 provides the defined VCR for a given LOS and the corresponding traffic
condition as adopted from the DPWH Highway Planning Manual. The traffic volume at LOS E means that
the traffic volume is roughly equal to the actual capacity of the road. At LOS F, capacity will start to drop
because of heavy congestion and low travel speeds.

Table 3.8 Level of Service of Roads

Volume-Capacity Average Speed
LOS Traffic Condition
(V/C) Ratio (kph)
A 0.00 – 0.20 Free flowing traffic 95-110
B 0.21 – 0.50 Relatively free flowing traffic 80—95
C 0.51 – 0.70 Moderate Traffic 64—80

D 0.71 – 0.85 Moderate/Heavy traffic 56—64

E 0.86 – 1.00 Heavy traffic 45—56

F > 1.00 Saturation traffic volumes; stop and 0—45

go

Chapter 3: Local Road Planning 44

 Traffic volumes are converted into Passenger Car Units (PCU) to ensure that each vehicle is counted in a
similar measure. This is done by multiplying the traffic volume of a vehicle with the Passenger Car
Equivalent Factors (PCEF), which are related to vehicle type, shoulder width, gradients, road length, lateral
obstruction and roadside friction that all contribute or influence to the traffic capacity of the road. The traffic
volume by type multiplied by the respective PCEF constitutes the passenger car units (PCU). Table 3.9
provides the PCEF values for typical vehicles as adopted from the DPWH Highway Planning Manual. The
rationale behind the PCEF system is as follows:

a. Car, passenger van, and owner jeep. PCEF = 1 per definition;

b. Motor—tricycle. PCEF = 0.5, because this slow-moving vehicle (25-30 km/hour as normal
maximum speed) causes considerable queuing on roads particularly along areas with heavy
roadside friction where stopping to load/unload passengers is frequent; shoulders and their
condition would have an impact on the PCEF since the presence of a good paved shoulder
would attract these slow-moving vehicles. The stopping on the carriageway cause other vehicles
to slow down and even stop and therefore the motor-tricycles (and jeepneys and buses) have a
reducing effect on road capacity;
c. Jeepney and small bus. PCEF = 1.5, because of relatively slow-moving and frequently stopping
to load and unload passengers, particularly along heavy roadside friction areas (the heavier the
roadside friction the more the potential for passengers and therefore the more stops). Running
speed is at least higher than the motor-tricycle;
d. Large bus. PCEF = 2.0 in flat terrain. Roadside friction is a factor to consider as for jeepneys,
motor-tricycles and small buses. Shoulders normally do not have any impact as large buses
usually stop at will on the pavement. Gradients would have a lowering impact on bus speeds.
Carriageway and shoulder widths impact on road capacity for buses and trucks, especially for
pavement widths of less than 6 meters. Lack of or limited shoulder and its condition also limit
road capacity because it would imply the similarity of lateral obstructions; and

e. Trucks. PCEF = 2.0 for a rigid truck and 2.5 for a semi- or trailer-truck combination. As trucks do
not stop regularly roadside friction is not a restraining factor but gradients and their lengths have
a substantial effect on heavily loaded (or overloaded) trucks.

Table 3.9 Typical Passenger Car Equivalent Factors (PCEF) to Convert Traffic Volume into
Passenger Car Units (PCU)

Vehicle Type Passenger Car Equvalence Factor (PCEF)

No. Description Flat Rolling Mountainous

1 Motor-tricycle/Motorcycle 0.500 0.500 0.500
2 Passenger Car 1.000 1.000 1.000
3—5 Passenger and good utility and small 1.500 1.725 1.950
bus
6 Large bus 2.000 2.300 2.600

7 Rigid truck, 2 axles 2.000 2.300 2.600

8 Rigid truck, 3+ axles 2.500 2.875 3.250

9 Truck semi—trailer, 3 and 4 axles 2.500 2.875 3.250

10 Truck semi—trailer, 5+ axles 2.500 2.875 3.250

11 Trailer trucks, 4 axles 2.500 2.875 3.250

12 Trailer trucks, 5 axles 2.500 2.875 3.250

45 Local Road Management Manual

On the other hand, the capacity of a road in an hour is influenced by the following factors that
are present along the same road:

a. Number of lanes;
b. Carriageway or lane width;
c. Shoulder width;
d. Gradients and their length;
e. Truck and bus percentage of total traffic;
f. Lateral obstructions on both or one side of the roadway; and
g. Roadside friction

The degree of roadside friction has an impact on the capacity of a road. These roadside frictions are
described as follows:

a. None. Few or no buildings along the roadside;

b. Light. Buildings and/or road intersections along and close to the road, 100 -200 meters
between these objects, pedestrians and non-motorized traffic observed occasionally;
c. Medium. Scattered roadside development, 50-100 meters between buildings and/or road
intersections, pedestrians and non-motorized traffic observed frequently; and
d. Heavy. Continuous roadside development with less than 50 meters between buildings and/or
road intersections, pedestrians and non-motorized traffic tend to disrupt the motor vehicle traffic
and reduce travel speed to below 35 km/hr. even at low traffic volume.

The Basic Hourly Capacity of a road is given in Table 3.10, which is adopted from the DPWH Highway
Planning Manual.

Table 3.10 Basic Hourly Capacity of Roads per Carriageway Width

Carriageway Width (all lanes) Hourly Capacity (in PCU)

6.10 meters 1,200 and below
6.10 meters 1,900

6.1-6.7 meters 2,000

6.8 - 7.3 meters 2,400

2x6.7 of 2x7.3 meters 7,200

The VCR is computed as 8% of the Annual Average Daily Traffic (in PCU) divided by the Basic Hourly
Car Capacity (BHCC), which is VCR = (0.08 x PCU) / BHCC in equation form. As a summary, the
following are the steps in determining the VCR and LOS of a local road:

a. Undertake a classified vehicle volume traffic count over the subject road;
b. Convert the counted traffic volume into AADT by multiplying seasonality factors (percentage of
traffic per week, month or year);
c. Convert the traffic count in AADT into PCU for each vehicle type by multiplying the AADT per
vehicle with the corresponding PCEF (see Table 3.9);
d. Determine the hourly design volume (in PCU) of the road by getting only 8% of the total AADT
(in PCU);
e. Determine the Basic Hourly Car Capacity (BHCC) of the road corresponding to its total
carriageway width (see Table 3.10);

f. Determine the VCR by dividing the Hourly Design Volume with the Basic Hourly Car Capacity;

g. Determine the LOS corresponding to the VCR (see Table 3.8). If the LOS is between A and D,
then the local road has adequate capacity to service the estimated traffic volume. If the LOS is
between E and F, then the local road will have to be redesigned either through pavement or
geometric improvements.

Chapter 3: Local Road Planning 46

 5. Annual Programming for Local Roads and
the Local Budgeting Process
Identify and prioritize road sections for rehabilitation and maintenance

Include priority road sections in the Annual Works Program (AWP)

Link the AWP to the budget allocation for roads

Conduct detailed road condition survey on priority road sections

Prepare detailed design briefs for priority road sections

Prepare Detailed Designs (Engineering, Specifications, Bill of Quantities

(BOQ) and Cost Estimates)

Design by consultant Design by administration

Procurement of Works

Work by contract Work by administration

Supervise implementation

Monitor

Table 3.17 Annual Programming for Local Roads

5.1. Annual Programming for Local Roads

Annual programming for local roads refers to the allocation of resources for a given required engineering
work for a local road. The implementation of the engineering measure to a road will make it function as
intended in the local road network. The programming of works for a local road should be based on how it
is prioritized within the over-all local road network. It is highly likely that roads identified as critical
corridors for the development of the LGU will have more programmed works compared to other local
roads. Only prioritized programmed works should be budgeted by the LGU for a given fiscal year. The
key steps in the annual programming cycle for road rehabilitation, improvement and maintenance are
shown in Figure 3.17. This annual work programming is a good approach that the respective local
engineering offices can practice in prioritizing road works. The key steps of the annual programming for
local roads are:

a. Identify, prioritize and select the priority road sections for rehabilitation and maintenance,
ensuring wide consultation among LGU departments and other stakeholders such as affected
communities, civil society, non-government organizations, private sector and other interested
parties;
b. Include the selected priority road sections in the Annual Work Program (AWP);

47 Local Road Management Manual

 c. Link the AWP to the approved budget for road rehabilitation and maintenance ensuring that
the priority road projects are funded;
d. Conduct the road condition survey on the priority road sections. This step includes confirming
the Road Right of Way (RROW) and identifying any outstanding RROW issues that need to
be resolved before road rehabilitation, improvement and maintenance activities can be
initiated;
e. Based on the results of the Road Condition Survey, prepare the indicative Program of Works
(POW) for the priority road rehabilitation, improvement and maintenance projects selected for
the year;
f. Thereafter, prepare the Road Design plan, Specifications, cost estimates and the Bill of
Quantities (BOQ). The road design may be prepared by design consultants commissioned
specifically for the task or by the PEO if there is sufficient capability and capacity available to
undertake the task;
g. The actual rehabilitation, improvement and maintenance work shall be done by contract as
the default method. If by contract initiate the procurement process, award the contract through
a competitive bidding procedures and supervise the implementation of the rehabilitation,
improvement and maintenance works;
h. The implemented projects should be monitored and evaluated. This step should culminate
with the updating of the road inventory and the list of priority road sections for the next year.
The key steps are again repeated for the subsequent years

Once the works programming for local roads are completed, the LGUs will now proceed to the local
budgeting process. The local budget is the principal instrument of the LGU in implementing the
Programs, Projects, and Activities (PPAs) identified in Local Development Plans and prioritized in Local
Development Investment Programs (LDIP) and Local Annual Investment Programs (AIP). It is
considered as a financial plan of the LGU as mandated by the Local Government Code (RA 7160). Ideal
local budgeting entails fiscal discipline, efficient allocation of LGU resources and getting value for money
in the implementation of PPAs.
The local budgeting process has been standardized by the Department of Budget and Management
(DBM) through the Unified Budget Operations Manual (UBOM). The NEDA PLPEM Guidelines also has
provided a set of guidance to assist the LGUs in its local budgeting process as provided for in Figure
3.18.
As illustrated in Figure 3.18, the steps in a typical local budgeting process for which LGUs are required
to undertake are the following:

Figure 3.18 The Local Budgeting Process

a. Budget Preparation. The Local Finance Committee analyzes the revenues and expenditures
of the LGU. Revenue estimates are formulated and expenditure ceilings determined. The
budget formulation process also provides the framework against which the implementation of
PPAs delineated in the budget will be measured. The budget document will be the benchmark
for which the performance of the departments and offices are measured. Subsequently, the
budget office consolidates the budget proposals of the different departments and offices and
allocates the amount of funding available for new projects/investments in accordance with
priorities set out in the local development investment program and the annual investment
program of the LGU;

Chapter 3: Local Road Planning 48

 b. Budget Legislation. The local budget is authorized by the local Sanggunian starting from the
time the local chief executive presents the proposed executive budget to the Sanggunian for its
review. The Committee on Appropriation and Sanggunian then review the draft appropriation
ordinance for (a) its consistency with the LGU goals and objectives as expressed in its local
development plan; and (b) its conformity with the budgetary provisions of the Local Government
Code. On or before the end of the current budget year and after securing the approval from a
majority of its members, the local Sanggunian enacts the annual budget for the LGU by passing
an appropriation ordinance. The appropriation ordinance is then presented to and signed by the
local chief executive;

c. Budget Execution. Once passed as an appropriation ordinance, the budget is executed by the
departments and offices of the LGU. The appropriation is apportioned and the advice of
allotment is released by the Budget Officer who essentially defines which part of the
appropriation the spending units can use at which time. The expenditures are committed or
funds disbursed to spending units as they incur obligations to pay for goods and services
necessary in the performance of their duties; and
d. Budget Accountability. The last phase in the local budget cycle is budget accountability. It
covers the recording, reporting, and auditing of estimated and actual income and expenditures.
This also covers the evaluation of local physical and financial accomplishments against set
targets. The Local Government Code mandates a semi-annual review and examination of the
cost and physical accomplishment of each PPA against targets. Reporting of the local budget is
also encouraged to promote wider accountability and transparency.

Typical with any other PPAs and investments, a local budget is needed for the development and
management of local roads. Section 287 of Republic Act No. 7160 direct LGUs to set aside no less than
20% of their IRA to fund development projects as identified in the LGUs’ development plans. The DBM-
DILG Joint Circular No. 1, Series of 2005, prescribes the specific use of the 20% Development Fund for
social and economic development, as well as environmental management projects. Construction and
rehabilitation of local roads fall within the ambit of economic development, for which the 20%
development fund can cover such PPAs.

Annual planning is linked towards annual budgeting in terms of the development and management of
local roads. Ideally, the budgeting for the development and management of local roads starts with the
detailed engineering design. The quantities of work items specified in the engineering design are
estimated.

The cost estimates are then computed for each item of work, the aggregate of which is the total direct
cost. Indirect costs are included in the cost estimates to take into account secondary costs such as
material testing, taxes and contractor profit (for projects that are contracted out). The sum of direct and
indirect costs will make up the total cost of the road project, which is the amount specified in the budget
proposal of the department (in this case, the local engineer’s office).

The budget for a particular road project is included in the local budget preparation (LBP) form that the
local engineering offices normally accomplish during the budget preparation. Figure 3.19 shows LBP
Form No. 5 and the corresponding instructions as specified by DBM in its UBOM Guidelines for LGUs.
LBP Form No. 5 provides a mechanism for performance review of the road project through Column Nos.
4 and 5. These columns will show whether the road project has achieved the output indicators and
targets as part of the budget review process.

Work programs for local road projects will be summarized into this budget document showing the project
objectives, costs, performance indicators, targets and schedule.

49 Local Road Management Manual

Table 3.19 Local Budget Preparation Form No. 5

Chapter 3: Local Road Planning 50

Chapter 4
Local Road
Surface Treatment
Options
Department of the Interior and Local Government
Local Road Management Manual
1. Local Road Management Process
Through devolution and decentralization, LGUs have been granted with the local autonomy including the
efficient and effective provision of basic services and facilities. Local road infrastructures are considered
by the Local Government Code [Sections 17 (a) and (b)] as basic facilities that the LGUs should provide
within its jurisdiction. The development and management of the local road network is therefore central to
this mandate. As LGUs look to the National Government for guidance, it is paramount that recognized
practices for Local Road Management are shared to the LGUs as they fulfill their mandate.

Local Road Management (LRM), as the name implies, is planning and sustainably managing the local
road network in consideration of the envisioned socioeconomic development of the LGU. Sustainable
management of local road infrastructure requires regular maintenance, suitable prioritization and
planning, sufficient budget and adequate contracting, financial management and monitoring procedures.
In simple terms, Local Road Management (LRM) is the planning and implementation of investments to
local roads based on the function and condition of the local road viewed as a network that supports the
over-all socioeconomic development of the LGU. The DILG LRM Manual, thus, provides a simple
technical reference for LGUs on how they can ably plan and manage their local road network.

The local engineering offices will be faced with a series of decisions on what is the appropriate type of
investment (or civil works) to a local road and the best method to get this done effectively and efficiently.
In this context, an effective provision of a local road infrastructure means that the civil works
implemented to the local road functioned as planned, for which the local road is now providing a certain
level of service. On the other hand, an efficient provision of local road infrastructure refers to delivering
such civil works to a local road at the least cost without sacrificing quality and safety. The local
engineering offices can be guided by the local road management process chart shown in Figure 4.1. The
stages in this LRM process chart are:

a. Configuration of the Local Road Network. All LGUs have an envisioned socioeconomic
development that is to be attained in the medium or long-term period. The local roads should
be configured as a network supporting this envisioned development of the LGU. As discussed
in the previous chapter, some local roads provide more primary function to the network and
some local roads serve secondary roles. Cities and municipalities should refer to their
Comprehensive Land Use Plan (CLUP), whereas provinces should refer to their Provincial
Development and Physical Framework Plan (PDPFP) in configuring their local road network;

b. Local Road Condition Inventory. The previous step defines the local road network in terms of
which local roads are primary (or critical) and which are secondary (noncritical), the physical
conditions of these local roads should be thoroughly inventoried. The detailed condition
describes the local road if it is in functioning as intended, if it needs to be rehabilitated or
improved first, or if it is already in maintainable condition. The system of local road condition
inventory has been discussed in the previous chapter. But in general, local roads in good to fair
condition are in maintainable condition. Adequate maintenance works should be planned and
implemented to these local roads to prevent rapid deterioration. Meanwhile, local roads
classified as in poor to bad condition should be rehabilitated first into a maintainable condition.
Local roads in poor to bad condition that have been given maintenance works will certainly lead
to rapid deterioration as the level of work items may not be sufficient enough to make the
subject road in good to fair condition. The local road condition inventory also includes the
determination of the level of traffic volume on a given local road. Obviously, if the capacity of
the local road is not sufficient to handle the present and future traffic volume, then investments
have to be implemented unto the subject road either by improving the geometric conditions of
the road or by upgrading the pavement of the road to accommodate the expected traffic
volume. Local road inventories should also include the identification of road right-of-way issues
including the appropriate measures to resolve these issues;

Chapter 4: Local Road Surface Treatment Options 52

 Figure 4.1 Local Road Management Process Chart

53 Local Road Management Manual

c. Prioritization of Local Road Investments. Local fiscal resources are always limited. By this
nature, LGUs ultimately have to decide what investments to prioritize for a given local road,
and looking at the network as a whole, what local roads to prioritize. There are various ways of
prioritizing local road investments. However, it should be objective and rational as much as
possible rather than being ad-hoc, political or populist in nature. This is stage upon which the
LGU has to decide what local roads to be rehabilitated or maintained based on the local road
condition. This step will also identify any major road works needed to complete the local road
network such as constructing a new local road, or improving or upgrading a local road. The
prioritization of local road investments should be based on the following factors:

i. Support to the Land Use Plan (Spatial Development). As noted several times, the
local road network should always support the envisioned land use plan (or spatial
development) of the LGU. Critical segments of the local road network mean that these
local roads are essential to developing the planned growth centers of the LGU. LGUs
may focus investments unto these “critical roads” to ensure that the growth centers
function as planned. Once additional resources come, which may be realized through
these growth centers, the LGU would then be able to channel such additional
investments to other less-critical roads. In support of the land use plan, the LGU may
also need the construction of new local roads; or the improvement of local roads;

ii. Road Condition. The prioritization of local road investment should consider the current
physical condition of the local roads. To preserve its road assets, the LGU should only
prioritize maintenance works to local roads in good to fair condition. On the other hand,
LGUs should first rehabilitate local roads in poor to bad condition. Otherwise,
implementing maintenance works unto local roads in poor to bad condition will likely
result to rapid and unexpected deterioration. The level of rehabilitation and maintenance
should be balanced by the LGU depending on the relative function of a local road to the
over-all local road network. This may mean focusing on rehabilitation for local roads
identified as critical to the local road network. Programming roads for rehabilitation will
obviously entail higher investments. However, as more roads are rehabilitated, the
investment costs for local roads will go down in the long run. This is because it is
cheaper to maintain roads rather than rehabilitating them; and

iii. Level of Service. LGUs may prioritize local road investments to corridors where there is
an observed or expected increase in traffic volume. This essentially means that the
demand for this road has become higher than before. If no interventions will be
forthcoming, the subject road will likely provide a decreased level of service, which will
result to traffic congestion (and consequently higher travel cost). An increase in traffic
volume, either observed or estimated, means that there is now a higher demand for this
road due to an increase in economic activity in a particular land use. For such a
scenario, the LGU may improve the local road through geometric redesign (e.g.
widening) or upgrading the pavement (e.g. unsealed to sealed pavements). In contrast,
there may be no engineering interventions needed for local roads whose traffic volume
has remained stable other than ensuring the appropriate level of maintenance (to
prevent deterioration).

d. Appropriate Surface Treatment (Type of Work). Determining the suitable engineering

intervention to a local road should always be based on the current physical condition, level of
traffic volume and the over-all prioritization for local road investments. Wrong engineering
measures will also lead to premature deterioration. Inappropriate provision of surface treatment
will mean a costly engineering intervention if proven lacking or ineffective. A very high surface
treatment for a local road where there are very few passing vehicles is not only inefficient in
cost but takes away needed resources to more critical roads. More importantly, road safety is
compromised if the surface treatment is not consistent with the condition of the road. Major
local road infrastructure may require a pre-feasibility study to ensure that the LGU is
appropriating the right amount of investment to the right project at the right period;

e. Annual Works Program. Each local road will have to be proposed with an appropriate surface
treatment, whether maintenance, rehabilitation or improvement. Taken as a whole, these
engineering interventions should be programmed in the long-term recognizing that LGU
resources are often constrained. The annual slice of this investment program for the local road
will constitute what is feasible for the LGU to finance within the current fiscal year. The annual
works program contains the initial estimates for a given civil works for a local road. This would
also mean that the annual works program is the current priority of the LGU, which is often what
is budgeted by the local council for the given fiscal year.

Chapter 4: Local Road Surface Treatment Options 54

 f. Implementation Mode. LGUs vary from their capacity and expertise on local road
management. Being empowered to generate and utilize local resources, the LGU can execute
on its own typical services for local road management, which is commonly referred to as By-
Administration or Force Account. In this mode, the LGU uses its own workforce and procures
supplies to manage and implement civil works for the local road infrastructure provided that
the concern LGUs passes the required Technical Capability Assessment conducted by
DPWH. In instances where it does not have the technical capacity or expertise, the LGU
needs to contract out local road management services to the private sector; The procurement
process should be guided by Republic Act No. 9184 (RA 9184) or Government Procurement
Reform Act (GPRA). Under RA 9184 and its IRR the default method pf procurement is
Competitive Bidding. Implementation is normally termed as By-Contract. This assumes that
the local industry is robust and competitive. Rather than delivering the actual services, the
LGU would then manage these contracts in accordance with RA 9184, which will require
fewer resources for the LGU. The typical local road management services that can be
contracted out are the following (and conversely, the local engineering office can undertake
these functions if the technical expertise is present):

i. Feasibility Study;
ii. Detailed Engineering Design;
iii. Construction Supervision and Contract Management including QA/QC;
iv. Implementation of civil works for local roads, new construction, rehabilitation,
improvement and maintenance.

g. Road Design and Activity Standards. The quantity and quality of civil works for local road
infrastructure should be properly defined and estimated based on actual road conditions, the
estimated level of traffic volume and the project design life; whether its five (5), ten (10) or
more year design period. This process is called Detailed Engineering Design (or DED), which
is prepared for civil works such as rehabilitation, improvement or new construction. This is
obviously undertaken prior to procurement and implementation. For maintenance works,
activity standards are prepared rather than a detailed design. Activity standards are the
quantity and quality of maintenance activities applied to a maintainable local road. These are
based on typical conditions and normally have been to be adequate for a given fiscal year. If
the implementation of the civil works is contracted out, one the needed output of the Detailed
Engineering Design is the Quantity Take off and the Bill of Quantity; the basis for Approved
Budget for the Contract;

h. Procurement. As discussed above, civil works shall be procured through competitive bidding
procedure as mandated in RA 9184. Competitive Bidding is the default methods of
procurement. Only budgeted civil works undergoes the procurement process. To start or
trigger procurement of works, services and goods, the end user must prepare a Project
Procurement Management Plan (PPMP), duly approved by the HOPE or LCE in order for the
BAC Secretariat to consolidate the plan to an Annual Procurement Plan (APP), also needed to
be duly approved by the HOPE or LCE. The approved APP shall be the basis of the BAC to
procure certain project. Local Engineering Offices should take part in the procurement
process either as member of the BAC or as TWG, as they are the Technical arm of the LGU.
Contractors performance is monitored and evaluated by a separate and independent unit in a
system called Constructor Performance Evaluation System (CPES), which is also being
mandated by the National Government under the auspices of NEDA, DTI, DILG. CPES is
briefly discussed in the chapter on construction management;

i. Implementation and Management. Once properly programmed, budgeted, designed and

procured, the civil works are implemented. Whether the civil works are executed By-
Administration or By Contract, the local engineering office is in charge in the construction
supervision of the project. A unit should be designated to monitor and manage the progress of
the project until completion and turn-over; and

j. Monitoring and Maintenance. Local road infrastructure should be constantly monitored after
completion and turn-over. This is to ensure that defects can be corrected immediately either
by the contractor or by the LGU. There should be periodic inspections and monitoring to
ensure that appropriate maintenance works are implemented to the right sections at the right
time.

55 Local Road Management Manual

2. Surface Treatment for Local Roads
2.1. Common Surface Treatment Options

Typical road works being undertaken by LGUS are discussed in this section. To avoid any ambiguity and
confusion, it is important to have a clear definition of appropriate treatment options for a given local road
condition. The reference guidelines for local gravel road rehabilitation are attached as Annex 3A, while
the sealing of asphalt pavement is in Annex 3B, and the sealing for concrete pavement is in Annex 3C. A
summary of common surface treatment options for local roads for typical physical conditions are listed in
Table 4.1 for gravel pavement, Table 4.2 for asphalt pavement, and Table 4.3 for Portland cement
concrete pavement (PCCP). The surface treatment options regardless of pavement type are discussed
and defined in detail in the next section.

Table 4.1 Common Surface Treatment Options for Local Gravel Roads

Treatment/ Recommended Scope of Work per Road Condition

Interventions
Good Fair Poor Bad
Rehabilitation Not applicable Not applicable • Restoration of gravel pavement
• Restoration of deteriorated
embankment
• Replacement of deteriorated
drainage
Routine • Patching Not applicable Not applicable Not applicable
Maintenance • Spot re-gravelling
• Shoulders repair
• Culvert repairs
• Clearing side drains
• Vegetation control
• Cleaning of signs
Periodic Not applicable • Gravel resurfacing Not applicable Not applicable
Maintenance • Shoulder resurfacing
• Vegetation control
• Drainage clearing
• Drainage repair
• Replacement of
damaged signs
Emergency Note: Regardless of road condition, damages to road sections are repaired
Maintenance after a disaster or accident
Scope of Work:
o Clearing of debris
o Repairing washout/subsidence
o Traffic accident removal
o Repair damaged gravel pavement and
o Repair or replace damaged drainage
Road • Note: Regardless of road condition, existing geometric
Improvement conditions are not adequate for current and projected
traffic volume but at the same time retaining the
existing pavement type
• Scope of Work:
Road Extension
 Road widening
 Geometric design improvement
 New, major, raising or expanding earthworks

Chapter 4: Local Road Surface Treatment Options 56

 Table 4.2 Common Surface Treatment Options for Local Asphalt Pavement Roads

Recommended Scope of Work per Road Condition

Treatment/
Interventions
Good Fair Poor Bad

Road Note: Regardless of road condition, gravel pavement is not adequate to support
Upgrading current and projected traffic volume (AADT is higher than 400 vehicles)
Scope of Work:
o Replacement of gravel pavement into asphalt pavement or PCCP or ACP
o Work items in road improvement:
• Road extension
• Road widening
• Geometric design improvement
• New, major, raising or expanding earthworks
• Major slope protection
• Widening or improvement of existing local bridge
New Road Scope of Work:
Construction o Opening and Construction of new road including all road sections and elements
AADT is less than 400 vehicles per day
Rehabilitation Not applicable Not applicable • Bituminous prime or
tack coat (asphalt
overlay) of entire/
whole section
• Restoration of
deteriorated
embankment
• Replacement of
deteriorated drainage
Routine • Premix bituminous Not applicable Not applicable
Maintenance patching (asphalt
patching)
• Penetration bituminous
patching (penetration
macadam patching)
• Sealing of bituminous
pavements
• Shoulders repair
• Culvert repairs
• Clearing side drains
• Vegetation control
• Cleaning of signs
• Repaint fading pavement
markings
• Edge repair
Periodic Not applicable • Bituminous tack coat Not applicable
Maintenance (asphalt overlay) of
deteriorated section only
• Shoulder resurfacing
• Vegetation control
• Drainage clearing
• Drainage repair
• Replacement of damaged
signs
• Installation of reflectorized
Thermoplastic
• Pavement
• Markings

57 Local Road Management Manual

Treatment/ Recommended Scope of Work per Road Condition
Interventions
Good Fair Poor Bad
Emergency Note: Regardless of road condition, damages to road sections are repaired after a
Maintenance disaster or accident
Scope of Work:
o Clearing of debris
o Repairing washout/subsidence
o Traffic accident removal
o Repair damaged gravel pavement and
o Repair or replace damaged drainage

Road Note: Regardless of road condition, existing geometric conditions are not adequate for
Improvement current and projected traffic volume but retaining the existing pavement type
Scope of Work:
o Road extension
o Road widening
Geometric design improvement
New, major, raising or expanding earthworks
Major slope protection
Widening or improvement of existing local bridge

Road Upgrading Note: Regardless of road condition, existing asphalt pavement is not adequate to
support current and projected traffic volume
Scope of Work:
• Replacement of asphalt pavement into Portland Cement Concrete Pavement
(PCCP) or Asphalt Concrete Pavement(ACP)
• Work items in road improvement:
 Road extension
 Road widening
 Geometric design improvement
 New, major, raising or expanding earthworks
 Major slope protection
 Widening or improvement of existing local bridges
New Road Scope of Work:
Construction  Construction of new asphalt pavement road including all road sections and
elements
AADT is less than 400 vehicles per day

Table 4.3 Common Surface Treatment Options for Local Concrete Pavement Roads

Treatment/ Recommended Scope of Work per Road Condition

Interventions
Good Fair Poor Bad
Rehabilitation Not applicable Not applicable • Bituminous Concrete Surface
Course
• (re blocking of entire/whole section)
• Restoration of deteriorated
embankment
• Replacement of deteriorated
drainage
Routine
Maintenance




Chapter 4: Local Road Surface Treatment Options 58

 Table 4.3 Common Surface Treatment Options for Local Concrete Pavement Roads continuation

Treatment/ Recommended Scope of Work per Road Condition

Interventions
Good Fair Poor Bad
Routine  Crack and joint sealing of Not applicable Not applicable Not applicable
Maintenance concrete
 pavements
 Patching of concrete
pavements through
asphalt or by penetration
patching
 Shoulders repair
 Culvert repairs
 Clearing side drains
 Vegetation control
 Cleaning of signs
 Repaint fading pavement
markings
Periodic Not applicable  Patching of concrete Not applicable Not applicable
Maintenance pavements through
asphalt or penetration
patching
 Shoulder resurfacing
 Vegetation clearing
 Drainage clearing
 Drainage repair
 Replacement of
damaged signs
Emergency Note: Regardless of road condition, damages to road sections are repaired after a
Maintenance disaster or accident
Scope of Work:
Clearing of debris
o Repairing washout/subsidence
o Traffic accident removal
Repair damage pavement and/or drainage
Road Note: Regardless of road condition, existing geometric
Improvement conditions are not adequate for current and projected
traffic volume but at the same time retaining the existing
pavement type
Scope of Work:
Road extension
Road widening
Geometric design improvement
New, major, raising or expanding earthworks
Major slope protection
Widening or improvement of existing local bridges

Road Upgrading Note: Regardless of road condition, existing PCCP is not adequate to support current and
projected traffic volume
Scope of Work:
• Overlaying of asphalt over PCCP making the pavement as Asphalt-Concrete
Pavement (ACP)
• Work items in road improvement
· Road extension
· Road widening
· Geometric design improvement
· New, major, raising or expanding earthworks
· Major slope protection
· Widening or improvement of existing local bridge

New Road Scope of Work:

Construction o Construction of new road including all road sections and elements
AADT is more than 400 vehicles per day

59 Local Road Management Manual

2.2. Road Rehabilitation

In the context of this Manual, road rehabilitation means the work necessary to restore to “good” condition
the existing road pavement that has deteriorated to “poor” or “bad” condition. Road rehabilitation can
include the provision of road drainage and other appurtenances. This means repairing, rehabilitating,
improving existing drainage and providing new drainage systems if none had previously existed. Road
rehabilitation may also be referred to as reconstruction or restoration if looking at the definition of
restoring the road into its original condition. Rehabilitation will refer to restoring the existing surface
pavement into its original condition whether the pavement is asphalt (resurfacing of asphalt) or concrete
(re-blocking of concrete).

The starting point for road rehabilitation is to determine how much of the existing road and drainage
infrastructure is serviceable and can, perhaps with some cleaning and repair, be incorporated into the
rehabilitation works. Beyond this, the work covered by road rehabilitation may include as appropriate, on
a case-by-case basis, some or all of the following road work activities. All road works should be carried
out in accordance with the appropriate Engineering Design Standards, Technical Specifications and
Environmental Safeguards:

a. To the extent possible and if practical, existing pavement should be recycled and used for the
rehabilitation;
b. To the extent possible and if practical, existing shoulder gravel should be recycled and used for
the rehabilitation;
c. For most local roads, it is expected that side drains will be of earth construction. Limited
amounts of lined drains may be necessary in some exceptional circumstances. To the extent
possible, existing side drains should be retained, cleaned, reshaped and repaired;
d. Cross drains should be in the form of Reinforced Concrete Pipe Culverts (RCPC). In exceptional
circumstance, a limited number of Reinforced Concrete Box Culverts (RCBC) may be
necessary. To the extent possible existing cross drains should be retained and if necessary
cleaned and repaired. If additional drainage capacity is needed, it should be provided by, if
possible, duplicating the existing cross drain with a new, parallel pipe culvert. The rehabilitation
project should avoid ripping out functioning drainage structures in order to replace them with
new and bigger drains;
e. Existing headwalls, catch pits and outfalls may be repaired, improved and rehabilitated. New
facilities may be provided;
f. Road safety devices such as guard rails, warning signs and mandatory signs should be
provided;
g. For most local road it is expected that side slope protection will be in the form of grass sods,
planting and other natural and bio-engineering techniques. It is expected that masonry riprap
and other hard engineering techniques will be used only in exceptional circumstances;
h. Minor road widening to bring the sub-standard carriageway width up to the minimum standard
width; In this case 6.10 meters minimum
i. Minor widening of existing road shoulders to bring sub-standard shoulders up to the minimum
standard width; one 1.0 meter minimum width
j. Minor adjustment of the vertical alignment to regulate the vertical alignment of the carriageway;

k. Minor adjustment of the horizontal alignment to regulated the horizontal alignment within the
confines of the designated RROW;
l. Steep gradients of 10% or greater should be reduced if necessary to lessen the risk of erosion
and pavement break due to runoff;
m. Road rehabilitation includes bridge and drainage repair works;
n. Road rehabilitation does not include the provision of major new earthworks like the extension or
provision of embankments and cuttings. This type of major earthworks is considered as road
improvement.

2.3. Road Maintenance

Road maintenance means the routine and periodic repairs necessary to keep the road in “fair to good”
condition. Routine and periodic maintenance work may be undertaken on local roads that form part of the
core road network and have been rehabilitated or are classified as being in good or fair condition.

2.3.1 Routine Maintenance

Routine annual road maintenance is carried out to keep the local roads including the road
pavement, road shoulders, side drains, cross drains, roadside verges and road safety devices in
good condition. Routine road maintenance works may include as appropriate, on a case-to-case
basis, some or all of the following activities:

Maintenance activities should include control of vegetation along roadside verges to preserve sight
lines and drainage channels. Vegetation control may include cutting and trimming of grass, shrubs
and trees and the removal and environmentally sustainable disposal of the cuttings and debris;

Chapter 4: Local Road Surface Treatment Options 60

 2.3.2 Periodic Maintenance

Periodic road maintenance is usually more extensive work, carried out on a larger scale and at
less frequent intervals than routine annual maintenance. The purpose of periodic maintenance is
to preserve the quality of the road assets, retard the rate of deterioration and extend the economic
life of the road infrastructure. Periodic road maintenance works are usually undertaken at between
two (2) and five (5) year intervals depending on the particular facility and may include as
appropriate, on a case-by-case basis, some or all of the following activities:

a. Replace lost gravel, shape to profile and compact on the shoulders;

b. Reshape and clean earth ditches including re-aligning the channel gradient and cross
section profile;
c. Repair damaged cross drains and drainage structures including RCPC, box culverts,
headwalls and catch basins;
d. Repair damaged lined canals;

e. Replace damaged and obsolete road signs, guardrails and kilometer posts;
f. Repair or re-block damaged Portland Cement Concrete Pavement (PCCP) specially on
steep gradients including joints and cracks and damaged concrete bays;
g. Repair other types of surface used on steep gradients;

h. Repair damaged masonry riprap and other forms of slope protection; and
i. Repair or retrofit old bridges.

2.3.3 Emergency Maintenance

From time to time, road accidents, extreme weather events, landslides, earthquakes and other
incidents may occur. These cause unexpected damage to the road network rendering it
impassable, unsafe or restricting its use to the travelling public. At such times, emergency
maintenance may be needed and this could include:

a. Urgent repairs to damaged road surfaces to make them safe for users, e.g. after
rainstorm erosion, unauthorized excavation, or earthquake damage;
b. Removal of fallen trees, land slide debris or debris dropped from passing vehicles, or
unauthorized dumping or fly tipping in the RROW;
c. Urgent repairs to bridge following serious accidents or bad weather; and
d. Putting up signages and maintenance of emergency diversions (detours). Assistance to
police/national defense force as required.

2.4. Road Improvement

Road improvement means any other physical or civil works on the road system that is more than the
required scope of work for road rehabilitation or maintenance. The work usually involves improvement of
roads to enhance accessibility and mobility. Road improvement may include any or all of the following:

a. Road extension;
b. Carriageway and road shoulder widening;
c. Improvement of road realignment either in the horizontal or vertical directions;
d. New or expanded earthworks either embankments or cuttings; for example raising the
embankment over a certain height in order to reduce the risk of flooding or increasing the
amount of cut in order to widen the carriageway;
e. Slope protection on an earthworks; and
f. Widening or improvement of existing bridge.

2.5 Road Upgrading

Road upgrading shall refer to civil works designed to elevate the current surface condition of the road to
the next or higher surface condition. This may mean upgrading the existing gravel pavement to Double
Bituminous Surface Treatment, Asphalt Concrete or Concrete. Similarly, the existing DBST to Asphalt
pavement may be upgraded to Concrete pavement. The pavement of the provincial road may be
upgraded to a higher pavement level if the existing pavement is not adequate to carry the current and/or
projected traffic volume.

2.6 New Road Construction

As the name implies, new road construction involves the construction of a new road facility where
nothing of its type currently exists. This might take the form of a bypass constructed to carry through
traffic around an existing town. New road construction may also be needed to create a new access route
for new or existing growth centers in the province. The type of pavement to be installed will depend on
the nature and volume of vehicle traffic passing over the proposed road, as well as its relevance to the
development objectives of the LGU.

61 Local Road Management Manual

3. Recommended Pavement Options for Local
Roads
The ideal surface pavement of a local road should be able to support the current and future traffic volume
along the said road. The ability to support current and projected traffic load should be taken in the context of
the design life of the subject roads. Table 4.4 shows the recommended pavement for local roads given the
average daily traffic (ADT) of the subject roads, which is based on the DPWH Design Guidelines, Criteria
and Standards.

Table 4.4 Recommended Surface Pavement Type for Local Roads based on Average Daily Traffic
Average Daily Traffic Recommended Type of Surface Pavement
400 and below Single or Double Bituminous Surface

Bituminous Macadam Pavement, Dense or Open Graded Plant Mix

401 - 1,000
Surface Course, Bituminous Concrete Surface Course

1,000 – 2,000 Bituminous Concrete Surface Course

More than 2,000 Bituminous Concrete Surface Course, Portland Cement Concrete

Table 4.5 Recommended Total Minimum Gravel Thickness for Local Gravel Roads

Recommended Total
Average Daily Traffic
Sub-Grade Soil Classification Minimum Thickness
(in both directions)
of Gravel (mm)
A1, A2, A3 Soils or if CBR > 7 200
<200
A4, A5, A6, A7 Soils or if CBR is between 3 and 7 200
A1, A2, A3 Soils or if CBR > 7 200
>200
A4, A5, A6, A7 Soils or if CBR is between 3 and 7 250

Note: the minimum pavement thickness for local road with more than 400 ADT should conform to DPWH DO #11-
Series of 2014.

4. Suggested Reference Standards for Local

Roads
This Manual provides suggested reference guidelines for local roads. The details of these reference
guidelines are attached as Annex 3A for gravel rehabilitation (or new construction), Annex 3B for asphalt
pavement (using the flexible pavement design methodology), and Annex 3C for concrete pavement (using
the rigid pavement design methodology).

For road rehabilitation, it may not be possible to meet all of these standards on all road rehabilitation
projects. On sub-standard roads, safety devices like guard rails, mandatory signs and warning signs may
be used to mitigate the road safety risks due to the sub-standard road geometry. Three levels of traffic
volumes observed in typical local roads are cross-matched with three design classes of 1 to 3. The
Guidelines emphasize the reference to traffic volume as a differentiating attribute, although it is possible
that the LGU may exhibit a wide range of traffic characteristics. Corresponding design controls may be
chosen by the designer from the recommended control values.

Table 4.6 shows the minimum design standards for local road rehabilitation adapted from the Local Road
Study of DILG-ADB in 2003. This table uses the terrain terminology as Flat (F), Rolling (R), and
Mountainous (M). The road in fat terrain is defined as being located in generally flat countryside where the
topography causes the carriageway gradient to vary in the narrow range of 0% (flat) up to a maximum of
2%. The road in rolling terrain is defined as being located in countryside where the topography comprises

Chapter 4: Local Road Surface Treatment Options 62

 hills, small mountains and valleys that causes the carriageway gradient to vary in the range of 0%
(flat) up to a maximum of 8%. The road in mountainous terrain is defined as being located in
countryside with high, steep hills and mountains that causes the carriageway gradient to exceed 8%.
For local roads, the maximum desirable carriageway gradient is 12% but in exceptional
circumstances the road gradient can be up to 15% over short lengths.

Table 4.6 Recommended Geometric Design Standards for Local Road Rehabilitation

AADT Terrain Design Carriageway Shoulder Minimum Maximum Max Super Min Min Min
Speed Width (m) Width Gradient Elevation SSD PSD RRO
Radius
(kph) (m) (%) (m) (m) W (m)

400 and F 60 6.1 1.5 130 6 10 75 420 15

below R 50 6.1 1.0 80 8 10 60 350 15
M 30 6.1 1.0 30 10 10 35 235 15

Moreover, there is a new set of design standards for Tourism and Farm-to-Market Roads (FMR) issued
recently by DPWH through Department Order No. 11, Series of 2014 (see Annex 3D). Local roads may
be categorized as a Tourism Road or as an FMR, for which DPWH may fund the rehabilitation through its
convergence program with the Department of Tourism (DOT), and the Department of Agriculture (DA),
respectively. After rehabilitation, the subject roads (Tourism Road or FMR) will be turned over to the LGU,
which will be expected to provide regular road maintenance. The DPWH Design Standards for Tourism
and Farm-to-Market Roads are listed in Table 4.7.

Table 4.7 DPWH Design Standards for Tourism and Farm-to-Market Roads

Design Requirements
Design Element
Tourism Roads Farm-to-Market Roads
Pavement Type Portland Cement Concrete Pavement Portland Cement Concrete Pavement
(PCCP) (PCCP)

Pavement Width Minimum of 6.1 m for two lanes • Minimum of 4.0 m for two-lanes with
average daily traffic (ADT) of less than
200
• Minimum of 5.0 m for two-lanes with
average daily traffic (ADT) of 200-400
Pavement Thickness • Minimum of 230 mm (9 in) • Minimum of 150 mm (6 in)
• Higher thickness of pavement may be • Higher thickness of pavement may be
adopted but shall be verified from adopted but shall be verified from
pavement design analysis using pavement design analysis using
AASHTO method as contained in the AASHTO method as contained in the
DPWH Design Guidelines, Criteria and DPWH Design Guidelines, Criteria and
Standards considering the latest Annual Standards considering the latest
Average Daily Traffic and Axle Loading Annual Average Daily Traffic and Axle
Loading
Shoulder • Minimum of 1.5 m • Minimum of 1.5 m
• Width • Minimum of gravel surfacing • Minimum of gravel surfacing
• Material
Roadway Cross Slope 1.5% for PCCP 1.5% for PCCP
Shoulder Cross Slope 3.0% for gravel surfacing 3.0% for gravel surfacing
Radius of Horizontal Minimum of 50 m Minimum of 30 m
Curve
Length of Tangent Minimum length of 30 m Minimum length of 30 m
between Reverse Curves

63 Local Road Management Manual

Table 4.7 DPWH Design Standards for Tourism and Farm-to-Market Roads continuation

Design Requirements
Design Element
Tourism Roads Farm-to-Market Roads
Length of Vertical Curve Minimum length of 60 m Minimum length of 60 m
Design Speed 60 kph for flat terrain 30 kph for all terrain type
40 kph for rolling terrain
30 kph for mountainous terrain

Longitudinal Grade Minimum of 0.50% on cut section and Minimum of 0.50% on cut section and
maximum of 12% on cut/fill section maximum of 12% on cut/fill section
Side Slope Ratio (H:V) • Cut slope of 1.5:1 to 1:1 for common • Cut slope of 1.5:1 to 1:1 for common
materials materials
• Cut slope of 0.5:1 to 1:1 for rippable • Cut slope of 0.5:1 to 1:1 for rippable rock
rock • Cut slope of 0.25:1 to 0.5:1 for hard/solid
• Cut slope of 0.25:1 to 0.5:1 for hard/ rock
solid rock • Minimum fill slope of 1.5:1
• Minimum fill slope of 1.5:1
Road Drainage • Box culvert: 25-year return period • Box culvert: 25-year return period with
with sufficient freeboard to contain sufficient freeboard to contain the 50-
the 50-year flood year flood
• Pipe culvert: 15-year return period • Pipe culvert: 15-year return period with
with sufficient freeboard to contain sufficient freeboard to contain the 25-
the 25-year flood year flood
• Minimum size of 910 mm in • Minimum size of 910 mm in diameter
diameter
Slope Protection As needed As needed
Road Safety Devices Refer to DPWH Highway Safety Refer to DPWH Highway Safety
including Pavement Design Standards, Part 2 (May 2012) Design Standards, Part 2 (May 2012)
Markings
Accessibility Facilities/ mandatory mandatory
Requirements for
Persons with Disability
Bridge • Permanent structures (concrete or • Permanent structures (concrete or steel)
steel) • Structural design based on AASHTO HS15
• Structural design based on AASHTO -44, using 0.4 g ground acceleration
HS20-44, using 0.4 g ground coefficient for seismic analysis and 50-
acceleration coefficient for seismic year flood frequency for hydraulic
analysis and 50-year flood frequency • analysis
for hydraulic analysis • Carriageway Width:
• Carriageway Width = 6.7 m o 4.6 m (for 4.0 m roadway width)
o 5.6 m (for 5.0 m roadway width)

5. Local Road Safety

Vehicular accidents have been the leading cause of injuries since 2003. Globally, road traffic accidents
are estimated to be third leading cause of death by 2020. Road accidents have economic implication due
to medical cost; resources and time lost; property damage; pain, grief and suffering; injuries; and
fatalities. Road accidents in the Philippines have been estimated to have resulted in costs amounting to
USD 1.9 billion.

In general, safety measures for local roads should comply with standards and guidelines set by the
DPWH through the following:

a. Road Safety Design Manual

b. Road Signs and Pavement Markings Manual; and
c. Road Safety Audit Manual

Chapter 4: Local Road Surface Treatment Options 64

 In the interests of uniformity, LGUs are encouraged to adopt the principles recommended in these road
safety manuals. The principles contained in these manuals should also be used for road planning, design,
road works project management and traffic management. As a general rule, local road surface treatment
options should consider the following road safety principles:

a. Choice of intersection type and layout. Design of road intersection and channelization types
and layouts should consider the objective of reducing potential conflicts and severity of traffic
accidents. As an example, this includes avoiding the use of ‘Y’ junctions; and ‘T’ junctions with
triangular islands;
b. Safety of the roadside. Local road design should define ‘clear zones’ for road side. Certified
median and roadside barriers; and frangible poles for lights and signage should be used;

c. Safety of unprotected road users. Local road design should consider the protection of
pedestrians, bicycle users and other vulnerable road users;
d. Traffic speed limits. Local roads passing through small communities should be designed for low
traffic speed; and
e. New road construction. Road safety measures should be incorporated in the construction of
new local roads.

As local roads are being rehabilitated, maintained or improved, road safety measures should be
incorporated in the planning and design stage. Local roads that do not meet the abovementioned
minimum design standards can proceed to rehabilitation or maintenance if road safety measures are
incorporated during implementation. It is possible to continue rehabilitation for roads not meeting these
minimum standards. However, there should be corresponding measures to mitigate or avoid such
associated risks. Examples of safety mitigation measures for local roads not meeting the said minimum
standards are shown in Table 4.8.

Table 4.8 Safety Mitigation Measures for Local Road Rehabilitation

Constraints on Road
Conditions Safety Mitigation Measures

Pavement Edge Lines

Narrow lane or shoulders Raised reflective markers
Delineators
Roadside object markers
Slope flattening
Rounded ditches
Obstacle removal
Steep side slopes, roadside
Breakaway safety hardware
obstacles
Guardrail or crash cushions
Approach guardrail
Pavement edge lines
Warning signs and/or object markers
Warning signs
Obstacle removal
Limited sight distance at hill crest
Shoulder widening
Driveway relocation
Warning signs
Shoulder widening
Improved super elevation
Sharp horizontal curve Slope flattening
Pavement anti-skid treatment
Obstacle removal
Guardrail or crush cushions

Upgrade intersection traffic control

Warning signs
Locations with crash history Street Lighting
Pavement anti-skid treatment
Speed controls

65 Local Road Management Manual

The LGUs and their local engineering offices may conduct a road safety audit (RSA) of local roads. RSA is
defined as a process of examining, assessing and reporting on the traffic accident potential and safety
performance of a future road project; a traffic management scheme; or an existing road. LGUs may refer to
the Road Safety Audit Manual issued by DPWH or the Road Safety Audit Training Manual issued by the
National Center for Transportation Studies of the University of the Philippines (UP-NCTS). LGUs can
conduct an RSA at any of the six stages of a road project:

Stage 1: Feasibility or Conceptual Development Stage. An RSA at this stage can influence route
layout or intersection treatment options. It assesses the relative safety performance of alternative
schemes and reveals the safety needs of various road users. It may also influence changes in
nearby road networks to accommodate changes in traffic;

Stage 2: Preliminary Design Stage. At this stage, route and intersection design options have been
determined. The RSA deals with issues such as intersection or interchange layouts and the chosen
standards, and is carried out after the final alignment is chosen. A single audit of stages 1 and 2 is
sometimes performed, depending on the complexity of the project and the need for land acquisition;

Stage 3: Detailed Design Stage. The geometric design, traffic signage scheme, and plans for
pavement marking, lighting, and landscaping are available at this stage. The RSA examines safety
features such as sight distance, pedestrian safety, and vehicle conflict points in relation to the
operation of the road;

Stage 4: Construction Stage. During construction, the RSA team inspects all relevant conditions
(e.g., day and night) on the site. This site inspection, on foot or by car or bicycle, is done to ensure
that earlier audit concerns are being addressed during construction and to check for hazardous
conditions that may not have been apparent during the design stages;

Stage 5: Preopening (Roadwork Traffic Management Planning) Stage. RSAs on roadwork

traffic management schemes expose road safety issues that may be created by a changing speed
environment, confined space or alignment, roadside hazards, additional conflicts, and temporary
signage arrangements during the construction of road works; and

Stage 6: Operating Stage. RSAs on sections of the existing road network reveal road safety
hazards before they lead to accidents. Even though some roads may have been audited when they
were built, traffic patterns and the use of the road may have changed since then.

6. Standard Technical Specifications for Local

Road Projects
Work items for local road projects such as road rehabilitation, maintenance, new construction, upgrading
and improvement are recommended to follow the Standard Specifications for Public Works and Highways
issued by DPWH (last updated in 2013). There are however special work items that are not identified in
the said DPWH Standard Technical Specifications. As an example, standard surface course materials are
not available locally. Importing such materials increases the cost of delivery and installation. For this case,
local engineering offices may use available local materials provided that it complies with the technical
specifications for similar items. For such instances, the local engineering offices should adopt DPWH
Revised work items code issued last January 2017 for road projects; Local materials not passing similar
technical specifications may mean that the LGU will have to allocate more maintenance works for the
subject road where such local materials were used.

Chapter 4: Local Road Surface Treatment Options 66

Chapter 5
Local Road
Quantity
Calculation and
Cost Estimation
Department of the Interior and Local Government
Local Road Management Manual
1. Quantity Calculation and Cost Estimation
Process
Quantity calculations or take off and cost estimates are the last steps of a fully-packaged road design
report. This Chapter discusses suggested practices and methodologies in calculating the necessary
quantities of the designed elements of a particular road section. These quantities are the basis of scope
of work that will be contracted out to winning bidders. The costs of placing these quantities are estimated
by the implementing agency to arrive at the total budget for the project, which is referred to as the
Approved Budget for the Contract (ABC). Bidders will submit proposal to implement the road project
based on the Quantity calculation with corresponding unit cost per unit of measure but not to exceed the
ABC published by the implementing agency.

The process of quantity calculations and cost estimates is shown in Figure 5.1. Once the road design
has been completed, the road design elements are translated into drawings. The specifications for
construction are followed for each of the road design elements. The cost of each quantities necessary for
the work items are estimated in terms of material, equipment and workforce. The cost of putting in place
the materials, use of equipment and deployment of the workforce are then computed to complete each
work items.

Road Design

Drawings and
Specifications

Quantity
Calculation
• Material take-off
• Equipment Utilization
• Workforce
requirements

Cost Estimates
• Unit Price Analysis
• Project Cost
Estimates

Figure 5.1 Quantity Calculation and Cost Estimation Process

2. Project Development Cost as Percentage of

Programmed Cost
Prior to determining the over-all construction cost, there are necessary costs for project development
resulting to a fully packaged road project. These project development costs should not be excessive but
rather commensurate to the total expected cost of the road project.

If these project development activities will be outsourced to qualified experts, then the appropriate rules
and regulations on the procurement of consulting services for government projects (such as local road
projects) shall govern, the total amount of services shall not exceed the allowable percentage which was
issued by NEDA in 1998.

Chapter 5: Local Road Quantity Calculation and Cost Estimation 68

 The percentage fee for outsourced project development activities shall consider the type, complexity,
location, and magnitude of construction cost of the project and shall not exceed the following
percentages of estimated construction cost:

a. This method may be used to determine the compensation of Consultant for services
where the principal responsibility is the detailed design or construction supervision of
facilities to be constructed;

b. “Construction Cost” is defined as the estimated total cost of constructing the facility to be
covered by the proposed detailed design or construction supervision services, excluding
the fees and other costs of such services, the cost of land and right-of-way, and legal and
administrative expenses of the agency. The estimated construction cost must be
approved by the Head of department/office/agency/corporation/local government unit.

c. Over the years, engineering experience has established some appropriate correlations
between engineering costs and construction costs for certain types of engineering
design, where design procedures and materials of construction are more or less
standardized. These correlations have resulted in various curves and schedules which
have been widely used;
d. The validity of the percentage-of-construction method rests upon the assumption that
detailed design and construction supervision costs vary in proportion to the cost of
construction. When judiciously applied, and with due consideration of the ranges within
which engineering scope may vary, this method is valuable as a tool for general
comparison with Milestone payment for design services based on deliverables and a time
-based fee for construction supervision. Its acceptance over many years also affords a
valuable guide for judging the reasonableness of proposals for consulting services;

e. These percentages include only those works normally undertaken in arriving at the
expected outputs and do not include special studies or investigations. The outputs of
which are ends by themselves;

f. It is further emphasized that the above percentages are only ceilings and it does not
necessarily mean that the said percentages shall always be adopted for each project.
The actual percentage for a particular project will depend on the factors mentioned
above, i.e., the type, complexity, location and magnitude of construction cost. As a
general rule, projects within a higher range of construction cost will have lower
percentages of fees than those projects within a lower range of construction cost. The
above limits of percentages shall be reduced to the extent that some of the activities are
undertaken by the government agency concerned; and

g. The cost of consultancy as a percentage of construction cost method may be adopted

only to derived the total programmed cost of the project.

h. When the department/office/agency/corporation/local government unit concerned has the

capability to make a relatively accurate estimate of the total construction cost. Details for
remuneration and reimbursable cost for consultancy services can be derived by
implementing agency based on the Procurement Manuals for Services prepared by
GPPB.

3. Quantity Calculation
The end objective of Quantity Calculation is to come up with the Bill of Quantities (BOQ), which is the
official list of work items to be paid under the contract. This is the pay item for each scope of work upon
which the contractor shall base its bid. Sample quantity calculation templates are shown in Annex 4A in
this Manual. The following items are considered in the quantity calculation:

a. Work Items. The scope of works for the road project will be identified and broken down into
component work items. These work item shall conform with the DPWH Technical
Specifications;

b. Construction Method. The most applicable and cost-effective construction method will be
determined and studied. Sequencing of activities per work item will be formulated resulting to
the size and composition of work crews, the type and number of equipment, the construction
materials requirements and the duration of each activity involved, and number of unworkable
days due to weather condition will be determined;

69 Local Road Management Manual

 c. Production Rates. The production rates of labor and equipment for each item will be
established taking into consideration the foreseen constraints, obstruction and other
impediments encountered in project implementation; materials source should also be
considered in the determination of equipment utilization/output.

d. Construction Schedule. A construction schedule for the project will be formulated considering
the quantities, production progress rates, sequence and time frame of activities, to include
unworkable days due to weather condition; and

e. Field Operations. Based on the scheduled progress and production rates, a detailed analysis of
the field operation for each work item will be made.

There are three (3) schedules arising from the conduct of quantity calculation of the implementing agency.
These quantity schedules are the following (see sample forms that are attached as an annex to this
chapter):

a. Materials Schedule. This is the schedule of materials that are required for all work items in the
contract. It contains the estimated distance and volume of quarry sites that shall be the sources
of construction materials for the project. Information for preparing material estimates is taken
from work element estimates, drawings, location and specifications. A material estimate is often
referred to as a Bill of Materials or a Materials Takeoff;
b. Equipment Schedule. This is the listing of the type of equipment, the time duration needed and
the number of pieces required in a road project. Information from the work element estimates,
drawings and specifications, and information gathered from site inspection provide the basis for
preparing the equipment estimate. The production rates for each equipment are also estimated
for a given volume and source of materials and complement of workforce; and
c. Workforce Schedule. This is the deployment schedule of the workforce needed to complete
each work items. The listing may show in sufficient detail the various categories of labor or
typical crew required to complete each work element. Workforce estimates are used in
determining the number of persons and the required skills or expertise. This listing also includes
the schedule of deployment for skilled and unskilled laborers, as well as project personnel such
as the project engineers, project Lead person, materials engineer and other support staff.

In general, the Bill of Quantities are grouped according to the following major divisions of pay items for a
typical road project (use the corresponding pay item code from the DPWH Standard Specifications, where
appropriate):

a. Facility for the Engineer

b. Other General Requirements
c. Earthworks
d. Subbase and Base Course
e. Surface Course
f. Drainage and Slope Protection Works
g. Miscellaneous structure
h. Mobilization and Demobilization

4. Cost Estimation
Cost estimation is a two-step process where unit prices of the quantities are determined first in order to
come up with the over-all project estimate. The main reference in the derivation of Approved Budget for
the Contract (ABC) is the DPWH Department Order No. 197 Series of 2016 (or its latest amendment).
Sample cost estimation templates are attached as Annex 4B in this Manual.

4.1 Road Works by Contract:

4.1.1 Direct Costs

The first component of the total project cost is the Direct Costs. It is defined as all costs attributed
directly to a particular function of work. These are costs which are identifiable from a particular
accounting standpoint as having been incurred in the performance of a specific item of work. Direct
cost elements of each pay item are composed of the following:

a. Material Costs. Materials are classified into Commercial Materials and Processed
Materials. Commercial Materials are sold by various hardware’s and suppliers and are
available at a minute notice. Processed Materials are produced or processed by
contractor at quarries and are delivered and stockpiled at plant or project site. Probable
material sources are shown on the Materials Sources Map. Where applicable, royalty and
haul road fees from source or quarry site were included in the computation of unit costs of
processed materials. The current market price of construction materials is gathered/
collected and compared with prices obtained from other sources.

Chapter 5: Local Road Quantity Calculation and Cost Estimation 70

 Quotations from various suppliers are also taken particularly for major construction
materials (e.g. cement, aggregates for cement and asphalt, Bituminous materials,
reinforcing steel bars, etc.). Existing plants within the vicinity of the project site are also
taken into consideration. The cost of materials normally includes the following:

i. Cost at source, including processing, crushing, stockpiling, loading,

royalties, local taxes, permits, construction and/or maintenance of access
roads, etc.;
ii. Materials Testing
iii. Expenses for hauling to project site;
iv. Handling and freight expenses if project located in remote or Island place;
v. Storage expenses; and
vi. Allowance for waste and/or losses; not to exceed 5% of materials
requirement.

b. Labor Costs. The cost of labor consists of salaries and wages authorized by the
Department of Labor and Employment (DOLE) through its National Wage and
Productivity Commission; with reference to types of work, in this case “construction
works” and the cost of fringe benefits. The road construction labor force may include the
following:, construction foremen, operators, drivers, masons, carpenters, field
technicians, manual labor, and all other trades that work directly in construction. It is
likely that the majority of the workforce of a contractor shall be sourced from the locality.
In summary, the sub-components of labor costs are as follows:

i. Salaries and wages, as authorized by the DOLE, for which the minimum
daily wage is set by the Regional Wage and Productivity Boards; and
ii. Fringe benefits, such as vacation and sick leaves, benefits under the
Workmen's Compensation Act, GSIS and/or SSS contributions, allowances,
13th month pay, bonuses and other wage increases as determined by the
Minimum Wage Law.

c. Equipment Costs and Minor tools. The rental rates provided in the equipment cost
estimates are the unit cost of every type of the required construction equipment used or
the equipment rental rates, computed on the basis of an eight-hour per day and
equipment capability. The rental rate per day includes fuel, lubricants, lube and a
percentage of and spare parts. The current rental rate per day in the locality should be
obtained. Rental rates may differ between sites. The following considerations are taken
into account for equipment costs:

i. Rental of equipment shall be based on the prevailing "Association of

Carrier Equipment Lessors, Inc." (2014 ACEL rate) rental rates approved
for use by the DPWH;

ii. Rental rates of equipment not indicated in the ACEL booklet may be taken
from the rental rates prepared by the Bureau of Equipment of DPWH;

iii. For simplicity, the operated rental rates are preferred over the bare rental
rates as the former includes operator's wages, fringe benefits, fuel, oil,
lubricants and equipment maintenance. The make, model and capacity of
the equipment should be indicated in the detailed unit cost analysis; and

iv. Mobilization and demobilization, shall be treated as a separate pay item. It

shall be computed based on the equipment requirements of the project
stipulated in the proposal and contract booklet. In no case shall
mobilization and demobilization exceed 1% of the Estimated Direct Cost
(EDC) of the civil works items.

v. For minor tools, the cost should be 10% of the labor cost per item of works.

4.1.2 Indirect Costs

The second component of the project cost is the Indirect Costs. It is defined as all attendant costs
arising indirectly from completing work items. It cannot be computed directly as a function of the
volume or amount of the work item. Rather, indirect costs are taken as a percentage of the
estimated direct costs (EDC) to cover incurred expenses in the completion of the work items.
Indirect costs are applied for the following items:

71 Local Road Management Manual

 a. Overhead Expenses. These are operating expenses of the contract, which ranges
from 5% to 8% of the EDC. These includes the following:

i. Engineering and Administrative Supervision;

ii. Transportation Allowances;
iii. Office Expenses (e.g. office equipment and supplies, power and water
consumption, communication and maintenance)
iv. Premium on Contractor's All Risk Insurance (CARl);
v. Financing Cost, namely:
• Premium on Bid Security;
• Premium on Performance Security;
• Premium on Surety for Advance Payment; and
• Premium on Warranty Security (one year)

b. Contingencies. This are cost allowances for contingencies and emergencies, which
ranges from 0.5% to 3% of the EDC. These include expenses for meetings;
coordination with other stakeholders; billboards, stages during ground breaking &
inauguration ceremonies; and other unforeseen events;

c. Miscellaneous Expenses. These are ancillary expenses for the contract, which
ranges from 0.5% to 1% of the EDC. These include laboratory tests for quality control
and plan preparation; as stake plan, ancillary plan if required

d. Contractor's Profit Margin. These are the range of allowable profit margin of the
contractor, which shall be 8% and 12% of the EDC for projects above Php 5.0 Million
and up to Php 50.0 Million, respectively. In general, there should be higher allowance
for profit margin for lower contract values; and

e. Value Added Tax (VAT) Component. This is the VAT to be paid by the contractor for
its services under its contract. This shall be 5% of the sum of the EDC; Overhead,
Contingencies and Miscellaneous (OCM) Costs; and Profit Margin.

A tabulation of the indirect costs and applicable percentages from the EDC are shown in Table
5.1, issued by the DPWH through Department Order No. 197 Series of 2016 (or its latest
amendments).

4.1.3 Unit Price Analysis

Unit Price Analysis (UPA) deals with the derivation of cost elements for the various construction
unit costs or “pay items” as reflected in the Bill of Quantities. An investigation and analysis of
equipment, material and labor costs is needed for estimating the unit costs of various pay items.
This is sometimes referred to as Unit Cost Analysis (UCA).

The unit price (or unit cost) for each pay item is computed by adding the Estimated Direct Cost
(EDC) to the Indirect Cost and dividing the sum (Total Cost) by the total item quantity. Direct Unit
Costs and Value Added Tax (VAT) are computed for easy input and calculation of the Engineer
estimate to come up with the total project cost. The unit prices are used when the implementing
agency wants to double check the reasonableness of the unit prices offered by bidders. The unit
prices will also serve as the basis for future cost estimates of similar road projects.

The assumptions used for the various cost data are indicated under each cost for materials, labor
or equipment. There are cost assumptions that are basic and common to these items. These
factors which, more or less, are common denominator to all are as follows:

Chapter 5: Local Road Quantity Calculation and Cost Estimation 72

 a. Work Hours. Computed labor hours refer to crew hours required to produce the
quantity of work at the specified quantity. Where 100% production rates are used as
a base, a normal working hour will be considered as 50 minutes (85%), except for
such works which require continuous operations;

b. Work Schedule. The work schedule is based on a number of assumptions, namely:

i. The overall working hours per day is 8 hours per day (including the delivery of
labor and other time losses);
ii. The net working hours is 7.50 hours per day;
iii. The estimated net working days for each month should be tabulated by deducting
the total calendar year for the following days:
• Sundays;
• National Holidays; and
• Non-Working days due to unfavorable weather condition including
allowance for the drying period of the soil.

c. Field Efficiency. Where 100% production rates are used as a base, the normal field
efficiency will be considered between 100% and 70% due to obstructions, regular
machine maintenance, suitability of machine to type of work and various types of
delays caused by vehicular traffic. Further adjustments will be made as may be
deemed necessary; the usual efficiency rating used is 80%

d. Taxes and Duties. All taxes and duties will be applicable and chargeable to the
Contractor.
e. Right-of-Way. The Acquisition of right-of-way be fully completed and staked prior to
the commencement of the contract. Any obstruction within the right-of-way at the
start of the contract will be removed by the Contractor as specified in the contract;

f. Work Areas. The Contractor at his expense will be responsible in providing all
accommodations and areas to be used as temporary work sites, camps, shops,
stockpile areas, etc. The sites will be cleaned and restored to the extent possible to
its original condition after the completion of the project;

g. Hauling Distance. The average hauling distances of various construction materials

especially aggregates utilizing land or water transportation, are calculated based on
the illustration of material sources with data obtained from the nearest engineering
district office where the proposed road project is located and actually verified at
quarry sites. The determination of the unit prices of materials to be used in the
different structures is dependent on the foregoing assumptions;

h. Wastage Factor. Material waste in processing or integration into an item is a

necessary cost of the unit price. Wastages expressed in percentage of the quantity
per unit used for the project are tabulated in Table 5.2.

Materials Occurence % Factor

Asphalt / Cement Hauling/Stocking 5%

Fine Aggregates -do- (single handling) 5%

-do- (double handling) 10%

Coarse Aggregates -do- (single handling) 5%
-do- (double handling) 10%
Reinforcing Bars Cutting 3-5%
Lumber Cutting 3-5%
RC Pipe Culvert Breakage in Handling 3-5%
Asphalt Cement for Sealing Handling/Application 3-5%
Others 5-10% Others

73 Local Road Management Manual

 j. Minor Tools. Minor equipment and tools which are not reflected in the ACEL
Equipment Guidebook may be taken from the latest rental rate schedule of the
DPWH Bureau of Equipment. Hand tools (minor tools) such as wheelbarrows, pails,
shovels, picks, scaffolds, poles, board, etc. and other small tools of non-mechanized
in nature which are necessary in the execution of works are expressed as a
percentage of labor cost and usually ranges from 5% to 10%.

4.1.4 Total Project Estimate

The Construction cost for the package is estimated by using the unit prices computed and the
quantities calculated in the same prescribed format for the Calculation of Approved Budget for the
Contract (see Table 5.3 with the corresponding computations for each column). The total for each
Bid Part or Bill Item of this cost estimate is carried to the Summary of Costs and the total project
cost is compiled in the Total Project Estimate, which is the Approved Budget for the Contract
(ABC) issued in the advertisements. A Program of Works should be prepared based on the ABC,
the standard form of POW shall conform to DPWH DO #163 – Series of 2015. Provision for
Dayworks and Contigencies amounting to 10% of project maybe added to project cost if
necessary. Sample quantity calculation templates are attached as Annex 4A, while sample cost
estimation templates are shown in Annex 4B

Work Mark-Up in
Estimated Total Mark-Up Total
Item Item Percent Total Unit
Quantity Unit Direct VAT Indirect
No. (Pay OC Cost Cost
Cost Profit % Value Cost
Item) M
(8) = (9) = (10) = (11) = (12) = (13) =
(1) (2) (3) (4) (5) (6) (7) (6) + (5) x 12% x [(5) + (9)] (9) + (10) (5) + (11) (12) / (3)
(7) (8)

TOTAL COST

4.2 Road Works by Administration

There are instances where local engineering offices will undertake local road works By Administration or
Force account; By Administration process can be done only if there is a failure of bidding due to reasons
beyond IA control, emergency situation, peace and order in the project site, provided that the concern
LGU is financially and technically capable to implement the project. Provided further that the said LGU
has implemented a similar project with a cost equivalent to 50% of the proposed projects. Assessment
of such shall be conducted by DPWH. whether these are new road construction, rehabilitation,
maintenance, improvement or upgrading. However, it is understood that accounting for such projects
shall be within the government usual accounting and auditing process. Labor costs shall fall under
Government salary/wages standards. The threshold amount for labor will depend on LGU category or
Classification. (please refer to Annex 1 of RA 9184 and its IRR – Guidelines in the Implementation of
Projects by Administration

4.2.1 Direct Costs

The Direct Costs for By-Administration Road Works shall follow the DPWH DO # 197- Series
2016. These direct costs should similarly include:

a. Material Costs. If the material source (quarry source) is owned by the LGU,
materials cost should be accounted or priced for auditing purposes, although the
costs are zero if project is implemented. However, if the quarry source is privately-
owned, the material costs should follow prevailing market rates;

Chapter 5: Local Road Quantity Calculation and Cost Estimation 74

 b. Labor Costs. The labor costs are part of the regular salaries or wages of the
personnel of the local engineering offices. However, for purposes of getting the true
costs of utilizing resources for By-Administration works, the local engineering office
may use the daily wage rate of personnel that are required to accomplish work items.
This rate is then multiplied by the estimated number of person-days needed to
produce or to complete work items; Pakyaw system in labor can be applied provided
it is within the threshold of concern LGU. (maximum of Php500k for a 1st class LGU
in this case provinces)
c. Equipment Costs. LGUs should have a pool of heavy equipment, which would mean
savings from the rental of such equipment from the private sector. Occasionally,
these LGUs will lease out its heavy equipment to the private sector or to other
government offices as a means of additional local revenue source. The lease rates of
LGU-owned heavy equipment are normally prescribed through its Local Revenue
Ordinance (or Local Revenue Code, as the case maybe). In this context, the local
engineering office may adopt the lease rates of its heavy equipment as mandated by
its Local Revenue Ordinance. If the equipment will be leased from the private sector,
then the market rates should be adopted, inclusive of fuel, oil, lubricants and
operator. This will allow the local engineering office to ascertain the true cost of
delivering local road works.

4.2.2 Indirect Costs

The second component of the total project cost is the Indirect Costs, and these are also applicable
to the estimation of project costs if implemented By-Administration. The local engineering office
can compute for applicable indirect costs, for which the actual amount should be based on
previous actual expenditures or previous approved budget for similar items. As with comparable
contracted works, the applicable indirect costs that the local engineering office should consider
are:

a. Overhead Expenses. The local engineering office should take into account the cost
for engineering and administrative supervision, transport allowance, and office
expenses. This is especially true if the indirect costs of By-Administration Works are
not part of the regular operating budget of the local engineering office. The personnel
of local engineering offices are not expected to shoulder these out-of-pocket
expenses;
b. Contingencies. The local engineering office should allot budget for ancillary, special
or unforeseen events such as stakeholder meetings, project ceremonies and
emergency situations;
c. Miscellaneous Expenses. The local engineering office should allocate budget for the
laboratory testing of materials and work items installed by its personnel as part of By-
Administration Works. Even DPWH laboratory testing centers charge government
agencies and LGUs if they obtain such testing services from DPWH; and

d. VAT Component. If the local engineering offices will obtain VAT-able services and
goods, then it goes without saying that budget for these items will include VAT as part
of the official receipt of the supplier or provider.

4.2.3 Unit Price Analysis and Program of Works

The local engineering offices or the LGU should include unit price analysis (UPA) as part of its
Program of Works for By-Administration as discussed in Section 4.1.3. This will allow the LGU to
compute the true cost of projects if implemented By-Administration or force account. For planning
purposes, the LGU will now have an idea of the cost of work items on a per-kilometer basis (for
road projects), per-volume basis (for excavation, cut or fill activities for local roads) or per-area
basis (clearing activities for local roads), or cost per unit of measure, as the case maybe.
Provisions for Dayworks and contingencies can also be included in POW which is equivalent to
10% of the estimated project cost.

75 Local Road Management Manual

 Chapter 6
Local Road
Construction
Management
Department of the Interior and Local Government
Local Road Management Manual
 1. Project Cycle for Local Road Construction
Local road construction has a typical project cycle, which starts from planning to design, to actual
construction and maintenance. The general project cycle for a road construction project and related
works is shown Figure 6.1, for which the steps are the following:

a. Road Planning. Roads are planned in support of the envisioned spatial framework or land
use of the locality. The road for the subject site may be configured in terms of route (or
alignment), pavement type and vehicle capacity. This chapter focuses on typical practices for
road planning and programming;
b. Road Feasibility. Once a planned configuration of the road is set, the road project may be
assessed in terms of its over-all feasibility or viability. In general, the subject road and its
planned configuration should provide more economic and financial benefits over costs for the
community that is within the influence area of the road. Determining feasibility for the road
project includes technical, economic, environmental and social viabilities;
c. Road Funding. Once the road project is determined to be technically feasible and
economically viable, funding is obtained not only for construction, but as well as road design
and maintenance. Fund sources for the road project may be sourced from internal local
government funds or external sources such as financing or grants. In principle, a local road
project should only commence if there is budget appropriated for it and the actual funds are
available from the LGU.
d. Road Design. The road is designed to suit the conditions of the site, including the capacity to
carry current and projected traffic volume. The road design also takes into consideration the
funding limitations, where an optimum design is developed at the least cost but maximum
utility as much as practicable. The road design is then validated on site through surveys,
where further corrections may be made on the final design prior to actual construction. The
final step in road design is packaging the project with quantity calculations and cost estimates;
e. Road Procurement. If the road construction is to be contracted out, the road project is
packaged for tendering or bidding. These are the bases of a competitive procurement
process, which shall be undertaken by the LGU as the procuring entity. The procurement
process for local road projects shall be in accordance with the provisions of Republic Act No.
9184 (The Government Procurement Reform Act). Construction firms are expected to submit
bids for the local road project on the bases of the bid documents, which include the road
design and final approved budget for the contract (ABC). If the road construction will be
undertaken by the local engineering office, the road project proceeds directly for
implementation;
f. Road Construction. Once awarded, the contractor proceeds with construction works after
verifying and agreeing to the as stake plan prepared by the contractor in reference to design
plans of the procuring entity. During the construction period, the procuring entity oversees and
manages the performance of the contractor using Local Technical staff or through consulting
firm, ensuring that contract provisions or the General Condition of Contract are followed
strictly. Once the road project attains 100% completion, the road is turned over to the
procuring entity after a standard one-year defects liability period followed by another one (1)
year warranty period. This is the same process for road rehabilitation, improvement or
upgrading;
g. Road Maintenance. After construction and once opened to normal traffic, the road undergoes
normal wear and tear. To ensure that the completed road remains in maintainable condition
(in good or fair condition), there should be regular maintenance works over the road section.
The maintenance works will prevent rapid and unexpected deterioration, thereby ensuring that
the road performs within its planning and design parameters;
h. Monitoring and Evaluation. These are the feedback mechanism that informs the new round
of road planning and subsequent design. This will determine whether the objectives and
targets of the road project have been achieved within the desired period. Lessons learned and
best practices arising from the previous implementation should be adopted for the next round
of road construction project. If there are changes within the planning parameters, the road
may be redesigned to satisfy the changes due to traffic, environment, site, land use or social
conditions; and
i. Community Consultation. For the welfare of the project beneficiaries, there should be
community consultations for road construction projects. These should be conducted during
project planning or identification, project feasibility, road design, road construction, and
monitoring and evaluation.

77 Local Road Management Manual

 Community Community
Consultation Consultation
Road Planning

Monitoring Road
and Evaluation Feasibility

Community
Consultation

Road
Road Design
Maintenance

Community
Road Community
Consultation
Road Consultation
Construction Procurement

Figure 6.1 Project Cycle for Road Construction

The focus of the chapter, however, is the management of the road construction. The typical activities
of road construction are broadly undertaken in three stages, which are discussed in the succeeding
sections in detail. These stages are detailed in Figure 6.2. Pre-construction activities are conducted
prior to the construction formalizing the project implementation and management arrangements and
validating the design of the road project. The construction stage is where the actual work activities are
undertaken by the contractor to complete the subject road. During the post-construction stage, the local
engineering office being the client ensures that all the work items are accomplished according to the
provisions of the contract.
Post - Construction Stage

Testing of materials Pre-final inspection

Pre-construction conference
Pre -Construction Stage

Clearing and grubbing Punch listing

Pre-construction survey
(Stake-Out) Roadway and drainage
Construction Stage

Final inspection
excavation
Turn-over
Embankment construction
Defects liability period
Erosion control installation
Construction/installation of
cross and side drainage
Sub-base construction
Construction of road
shoulders
Construction of surface
course

2. Construction Supervision
2.1 Construction Supervision Team

The Local Engineering Offices or the Office of the Local Chief Executive should designate a
Construction Supervision (CS) Team or the LGU can hire a Supervision Consultant for major local road
projects to ensure that the desired specifications and quality are delivered within the contract period. At
the minimum, the CS Team should have the following members:

a. Resident Engineer (RE). The Resident Engineer’s responsibility is to supervise the

contractor’s daily activity in accordance with the Contract Terms and condition and within
the standard Specifications. The Resident Engineer’s general responsibilities are:

Chapter 6: Local Road Construction Management 78

 i. Organize a team compose of Material Engineer, Site Inspector and Administrative
Staff to closely supervise the contractor’s activities and its performance to complete
the project on time;
ii. Control the day to day supervision of the works and, other than exceptional
circumstances, all formal communications should be routed through him;
iii. Interact with the Contractor’s Project Engineer; all communications with the
Contractor must be coursed to the Resident Engineer;
iv. Ensure harmonious working relationship with the contractor’s staff on a common goal
to finish the works on time;
v. Require the Contractor to submit its organizational chart including duties and
designation of staff. This will avoid confusion on site;
vi. Arrange meetings with the proper parties involved concerning traffic and service
diversions, temporary road signage, if needed;
vii. Advise on-site staff about the issuance of site instructions to the Contractor’s, make
clear who is authorized to sign and confirm verbal instructions to the Contractor;
viii. Should ensure that a set of contract drawings is maintained at site;
ix. Ensure to maintain registry of contract drawings issued including revised drawings;
and
x. Ensure that safety procedures are employed at site during construction. The RE
should call the contractor’s attention whenever he/she noticed any violations to
safety procedures have been committed. (i.e. wearing PPE’s, displaying warning
boards, project billboards, etc).

b. Materials Engineer (ME). The Materials Engineer (ME) is assigned to supervise the quality
of materials used in the Works. The ME will take directions from the Resident Engineer
(RE). The Materials Engineer’s main duties are:

i. Maintaining liaison with the Contractor’s Representatives as to the Quality Control

program and the approved method of materials distribution, protection and general
compliance with the tests described in the Specifications and with the quality control
program.
ii. Check inventory of the site laboratory against the equipment required by the
Contractor in order to carry out all the tests required to meet Specification
compliance, and also its calibration;
iii. Instruct and supervise the Contractor’s materials engineer and laboratory staff.;
iv. Visit the sources of materials supply and manufacturing plants proposed by the
contractor to check if they can provide materials of the required quality, quantity and
rates of delivery throughout the estimated period of construction;
v. Oversee initial and subsequent periodic tests on all construction materials; i.e.,
aggregates, cement, reinforced steel, bitumen, base materials etc. to confirm that
they comply with the Specifications;
vi. Immediately notify the Contractor, the Resident Engineer and the Engineer’s
Representative of any materials, which have failed or are considered likely to fail to
comply with the Specifications. A decision will then be made by the Engineer as to
whether the suspect material is to be replaced;
vii. Select and oversee test on concrete mixes, which the Contractor proposes to use
including Job Mix Formulae. Subject to these being satisfactory, submit details to
the Engineer’s Representative with recommendations for approval;
viii. Carry out initials and periodic checks of all concrete batching, mixing and
transporting equipment including calibration;
ix. Select and mark, in accordance with the Specification, concrete test specimens and
subsequently witness all site tests carried out on them;
x. Compile and maintain comprehensive records of all concrete placed;
xi. Advice the Engineer’s Representative on approval of admixtures, curing agents etc;
xii. In conjunction with the Contractor and Project Inspector, establish, where required by
the Specifications, the in-situ properties of ground beneath existing pavement layers;
xiii. In conjunction with the Contractor and the Engineer’s Representative and site
supervision staff, i.e. labor foreman/inspectors, establish in laboratory trials the
properties of soil being used in road base construction, backfilling, etc;
xiv. Ensure the proper execution by Contractor’s technicians of in-situ density testing of
soils and pavement materials;
xv. Supervise whatever other in-situ testing of soils is required by the specifications;
xvi. Supervise the Contractor’s testing trials to establish the design of asphalt and
concrete mixes and submit recommendations to the Engineer; and
xvii. Attend to the initial and subsequent periodic checks of all mixing and transporting
equipment for asphalt materials.

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 c. Site Engineer. The Site Engineer is also known as the site inspector, civil works inspector
or project inspector. The Site Engineer shall supervise the daily work activities at the project
site. The Site Engineer is directly under the command of the Resident Engineer and shall
have the following main duties:

i. The Inspector should understand the Contract Drawings and Specifications;

ii. Ensure that the Contractor’s work is properly supervised at all times and that it
is carried out in accordance with the Construction Plan and technical
Specification;
iii. Maintain records of construction activity;
iv. Maintain approved shop drawings and records of the Works;
v. Assist in the measurement of the Works and keep all necessary records;
vi. Inform the Resident Engineer when faulty work occurs or where a variation is
required. The Inspector is not authorized to issue instruction, which constitutes
a variation of the contract;
vii. Ensure that the records for plant and labor are kept accurately and that any
removal of plant from the site by the Contractor is reported immediately to the
Resident Engineer;
viii. Inspect and approve prepared road formations and subsequent pavement
construction;
ix. For Compensation Events, agree with the Contractor records of plant, labor and
materials involved. These should be signed and endorsed “for record purpose
only.” Keep daily sites diaries and complete daily reports;
x. Ensure the inspections requested by the Contractor are carried out promptly
and that the prescribed forms are used. It should be noted that the Contractor
is required under the contract to give specific prior notice of inspections;
xi. When working outside normal office hours, ensure communication with the
Resident Engineer to report any exceptional events such as a bad accident or
construction breakdown;
xii. Liaise with the Resident Engineer when checking work;
xiii. Liaise with the Materials Engineer and the laboratory technicians on the results
of materials testing;
xiv. Give special attention to matters concerning public safety, for example mud on
roads, road signs and lighting of works; and
xv. Give special attention to matters concerning the protection of the environment
and adjacent land and property.

d. Office Support Staff. These are the administrative support staff for the road projects. With
the direction from the Project Engineer:

i. Prepare necessary documentation/report pertinent to the project;

ii. Do revisions on the plan if there are any revisions; and
iii. Keep all pertinent records/reports on the project

2.2 Project Coordination Meetings

The CS Team shall endeavor to have regular coordination meetings as much as practicable with the
contractor and other stakeholders. The following are the recommended project coordination meetings:

a. Pre-Construction Conference. Before the start of the contract work, the CS team and
other designated officials of the local engineering offices should have a Pre-Construction
Conference with the contractor. The agenda of this meeting are recommended to be the
following:

i. Project Matters
• General Contract Data:

 Name and No. of Contract;

 Name of Contractor;
 Contract Price;
 Award Date; and
 Contract Duration

• Scope of Works;
• Delegation of duties and Responsibilities and Command Structure;

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 • Documents required from Contractor:

 Performance security;
 all risk Insurance;
 Construction Program;
 Network schedule (PERT/CPM);
 Occupational safety and health program.
 Quality control program and revised program of work
• Possession of Site;
• Measurement and Payment:

 Contract is a unit price contract;

 Measurement Method;
 Frequency of Payment Certificates; and
 Contingencies and day works as Provisional items.

• Verification of Right of Way (ROW) acquisition/LARP has been completed and

that the Contractor has permission to move into the site;
• Review and agree the activities, flow- charts, forms and schedules for Project’s
monitoring and reporting; Arrange and agree with Contractor a program of work;
• Obtain from Contractor the list of sub-contractors for approval by the Project
Engineer;
• Request Contractor’s organizational chart and CVs of personnel for comparison
with those included in the bid;
• Request Contractor’s equipment and manpower utilization schedule for approval
by the local engineering office;
• Possible meetings with public utility authorities to coordinate and resolve possible
work conflicts; and
• Any other business:
 Traffic Control;
 Safety;
 Resources Proposed;
 Environmental Control Project Vehicle and Field Office; and
 Construction Camp Location

b. Regular Meeting with the Contractor. Regular weekly meeting shall be arranged with the
contractor or its representative to discuss the daily work activities, accomplishment and any
issues arising in the field.

c. Monthly Coordination Meeting with Stakeholders. As much as possible, there should be

monthly meetings with the stakeholders affected by the road project such as the community
representatives and barangay officials.

d. Meeting with Local Authorities. There should be coordination meeting with the local
authorities/officials prior to project implementation including but not limited to municipal and
barangay officials.

i. Site Matters

• Check Contractor’s shop drawing for signboard to ensure conformity with the
Technical Specifications, Contract Drawings, or as directed by the Project
Engineer;
• Check Contractor’s mobilization of equipment and personnel is in accordance with
those details included Bidding Documents, and all equipment is in good working
order and calibrated as necessary;
• Arrange with Contractor the operations for verification of quantities;
• Arrange with Contractor the procedures for measurement and
• valuation including printing any necessary forms;
• Check the contractor’s identification and quality of material sources;
• Identify with Contractor possible areas for disposal of excavated unsuitable
material;
• Check Contractor’s proposals for site safety;
• Check Contractor’s proposal to ensure protection of the environment;
• Verify with Contractor the provision and calibration of laboratory equipment and
that the said equipment is sufficient to meet the Minimum Test Requirements of
DPWH Standard Specifications and Schedule of Minimum Test Requirements
(BRS);

81 Local Road Management Manual

 • Request Contractor to submit Job Mix Formula proposals for Concrete Works;
and

• Organize with the Contractor the work-request system plus monitoring, testing
and reporting procedures.

ii. Site Records

• Supervision Reporting and Documentation:

 Correspondence to the Resident Engineer;
 Correspondence from the Resident Engineer;
 Correspondence with Regional and District Offices, etc.;
 Correspondence to the Contractor;
 Correspondence from the Contractor;
 Site Instruction to the contractor;
 Program of works;
 Work Request form;
 S-Curve reflecting the target and actual accomplishment;
 Daily Accomplishment Report;
 Monthly Progress Reports;
 Minutes of Meetings;
 Site Supervision Staff Attendance Record;
 Memorandum and Department Orders;
 Daily Weather Records or weather chart;
 Progress Photographs;
 Labor Issues;
 Vehicles and Equipment; and
 Expenses.

• Quality Control Testing:

 Quality Control Program;

 Concrete Design Mix-Trial Mix and Test Results;
 Materials Report in support of Contractor’s claim;
 Weekly Quality Control Assurance;
 Status of Tests;
 Summary of Labor Tests;
 Schedule of Tests; and
 Routine Testing (Quality tests of aggregates and other materials.

• Quantity Measurements:

 Approved As-staked Plan;

 As-staked quantity computations;
 Variation Orders;
 Measurement and Quantities-Daily/Weekly Records-signed by Resident
Engineer and Contractor;
 Approved As-Built Plan; and
 As-Built Quantity Computations.

2.3 Project Records

To avoid differences in the standard, quality and format, the Resident Engineer should issue a
suggested list of files specifically intended to standardized project records. This is to establish quality
assurance system that will ensure a correct and accurate documentation of the project records. The
project record system shall be as follows:

a. File Naming System

i. Supervision Reporting and Documentation:

• Correspondences (Incoming and Outgoing);
• Site instructions to the Contractor;
• Work Requests from the Contractor;
• Monthly Progress Reports;

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 • Minutes of Meetings;
• Site Supervision Staff Attendance Record;
• Daily Activity Report;
• Progress Photographs; and
• Vehicles and Equipment

ii. Quality Control Testing:

• Quality Control Program;

• Concrete Design Mix – Trial Mix and Test Results;
• Materials Report in support of contractor’s claim;
• Weekly Quality Control Assurance;
• Status of Tests;
• Summary of Field Tests;
• Summary of Laboratory Tests;
• Schedule of Tests; and
• Routine Testing (Quality Tests) of aggregates and other materials

iii. Quantity Measurements:

• Approved As-staked Plan

• As-staked quantity computations
• Variation Orders
• Measurement and Quantities – Daily / Weekly Records – signed by Resident
Engineer & contractor

b. Resident Engineer and Staff Personal Diaries. These documents are to be completed
daily by all staff to record events pertaining to the progress of the work and, in particular, with
regard to their own involvement in these events, whether by observation or direct action.
Items to be recorded include:

i. Work carried out by the diarist, i.e. site supervision, checking levels, measurement,
materials testing etc.;
ii. Work carried out by the Contractor under any of the work items, e.g. commencement
of paving works, shoulders etc.;
iii. Instructions to the Contractor and any other conversations with the Contractor’s
Representatives;
iv. Inspections made, and any decisions/approvals given and to whom;
v. Conversations and agreements reached with other parties e.g. landowners, Local
Authorities and Public Utility representatives;
vi. Contractors plant on site, type and location, and whether working, idle or broken down;
vii. Operations being carried out with respect to plant and labor, and any general comment
on the suitability of these to the task in hand. It should be noted that for certain
operations there is a specific work progress record to be attached to the daily reports
e.g. Diagrams of daily production and placement of bituminous material including test
sample locations etc; and
viii. The engineer should enter the major content from the individual site diaries into the
official Daily Site Logbook at the end of each working day.

2.4 The Daily Accomplishment Report

This report requires to be completed daily. The report should highlight the events pertaining to the
progress of the work, the involvement of the supervision team in the said event, whether it an observation
only or a direct action.

The Report is a legal document and requires to be bounded as a logbook type (note: loose page system
maybe allowed for filing individual daily records, but a bound book should be kept with each day’s record).
One logbook shall be used for each Sub-project and each day should start on a new page. All pages
should be sequentially numbered and the Resident Engineer must sign each page.

Observations during the day should be separately noted in the Personal Diary and kept by each individual
(Resident Engineer, Inspector, Materials Engineer) then entered in the logbook each evening. Items to be
recorded include:

a. Date (day, month, year) e.g. 24 October 2010 (note: write the name of the month);

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 b. Weather conditions at various times during the day including changes (if any) giving time of
change (“Fine all day,” ii. “Heavy rain 11:00 am – 1:30pm”);
c. Work carried out by the supervision team, i.e. site supervision, checking levels, laboratory
testing, etc.;
d. Work carried out by the Contractor under of the main work items (E.g. commencement of
Shoulder Reinstatement, Item 105, Km 124+285 – 124+297 Right lane;
e. Instructions to the Contractor and any other conversations with the Contractor’s
Representatives;
f. Inspections made, and any instructions given, to whom, and at what time;
g. Conversations and agreements reached with other parties, e.g. land owners, Local Authorities
and Public Utility representatives;
h. Contractor’s plant on site, type and location, and whether working, idle or broken down;
i. The names of all visitors and the purpose of their visit to the site;
j. Any accidents, however slight whether or not Contractor’s or any other site staff is involved,
with witness, extent of damage/injury; and
k. Peace and Order problems. The CS team members should be reminded that under no
circumstances should they admit liability or express an opinion of the cause of any accident
until approved by the Resident Engineer.

In case of complicated matters where separate investigation reports, memoranda or instructions are
issued, a note stating the date, the reason and to whom it was issued, should be entered in the log book.
Examples of such events are given hereunder:

a. Removal and replacement of sub-base material;

b. Subgrade spots— location, dimension, material above and below suspected causes;
c. Drainage—operation, location, equipment, and manpower being used;
d. Pavement Construction—location, weather, materials being laid, layer depths and extra depths,
air and material temperatures; and
e. Concrete pour—weather conditions, batching performance, quantity and rate, curing, etc.

2.5 Claims for Extensions of Time and Variation Orders

Certain criteria have to be established if a claim for extension of time can be considered justifiable.

a. Variation Orders may be issued by the Procuring Entity to cover any increase/decrease in
quantities, including the introduction of new work items that are not included in the original
contract or reclassification of work items that are either due to change of plans, design or
alignment to suit actual field conditions resulting in disparity between the preconstruction
plans used for purposes of bidding and the “as staked plans” or construction drawings
prepared after a joint survey by the Contractor and the Procuring Entity after award of the
contract, provided that the cumulative amount of the Variation Order does not exceed ten
percent (10%) of the original project cost. The addition/deletion of Works should be within
the general scope of the project as bid and awarded. The scope of works shall not be
reduced so as to accommodate a positive Variation Order. A Variation Order may either be
in the form of a Change Order or Extra Work Order.

b. A Change Order may be issued by the Procuring Entity to cover any increase/decrease in
quantities of original Work items in the contract.
c. An Extra Work Order may be issued by the Procuring Entity to cover the introduction of
new work necessary for the completion, improvement or protection of the project which
were not included as items of Work in the original contract, such as, where there are
subsurface or latent physical conditions at the site differing materially from those indicated
in the contract, or where there are duly unknown physical conditions at the site of an
unusual nature differing materially from those ordinarily encountered and generally
recognized as inherent in the Work or character provided for in the contract.

Any cumulative Variation Order beyond ten percent (10%) shall be subject of another contract to be bid
out if the works are separable from the original contract. In exceptional cases where it is urgently
necessary to complete the original scope of work, the HoPE may authorize a positive Variation Order go
beyond ten percent (10%) but not more than twenty percent (20%) of the original contract price, subject
to the guidelines to be determined by the GPPB: Provided, however, That appropriate sanctions shall be
imposed on the designer, consultant or official responsible for the original detailed engineering design
which failed to consider the Variation Order beyond ten percent (10%).

In claiming for any Variation Order, the Contractor shall, within seven (7) calendar days after such work
has been commenced or after the circumstances leading to such condition(s) leading to the extra cost,
and within twenty-eight (28) calendar days deliver a written communication giving full and detailed
particulars of any extra cost in order that it may be investigated at that time. Failure to provide either of
such notices in the time stipulated shall constitute a waiver by the contractor for any claim. The
preparation and submission of Variation Orders are as follows:

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 a. If the Procuring Entity’s representative/Project Engineer believes that a Change Order or
Extra Work Order should be issued, he shall prepare the proposed Order accompanied with
the notices submitted by the Contractor, the plans therefore, his computations as to the
quantities of the additional works involved per item indicating the specific stations where
such works are needed, the date of his inspections and investigations thereon, and the log
book thereof, and a detailed estimate of the unit cost of such items of work, together with
his justifications for the need of such Change Order or Extra Work Order, and shall submit
the same to the HoPE for approval.

b. The HoPE or his duly authorized representative, upon receipt of the proposed Change
Order or Extra Work Order shall immediately instruct the appropriate technical staff or office
of the Procuring Entity to conduct an on-the-spot investigation to verify the need for the
Work to be prosecuted and to review the proposed plan, and prices of the work involved.

c. The technical staff or appropriate office of the Procuring Entity shall submit a report of their
findings and recommendations, together with the supporting documents, to the Head of
Procuring Entity or his duly authorized representative for consideration.

d. The HoPE or his duly authorized representative, acting upon the recommendation of the
technical staff or appropriate office, shall approve the Change Order or Extra Work Order
after being satisfied that the same is justified, necessary, and in order.

e. The timeframe for the processing of Variation Orders from the preparation up to the
approval by the Procuring Entity concerned shall not exceed thirty (30) calendar days.

2.6 General Guidance and Practices

The following are the other general guidance and practices for the supervision of road works by the CS
Team:

a. Setting Out or staking – Verification of Quantities

i. One of the first activities is verifying the quantities of the Works with the Contractor,
which will require the Contractor to complete a pre-construction or stake out
survey, establish reference station in coordination with the site engineer and set
out the centerline in order to establish accurate change/station points. The Site
Engineer (or Inspector) will check that the Contractor’s setting out is correct in
reference to construction plan;

ii. On completion of the setting or as stake survey, the Site Engineer (or Inspector)
together with the Contractor should verify the quantities to complete the Works and
compare with the original quantities included in the Contract. Any differences
should be recorded and a report submitted to the Resident Engineer; any deviation
with the construction plan vis a vis the as stake plan shall constitute variation order
either additive or deductive in nature.

iii. The Site Engineer (or Inspector) should check the reference points occasionally to
see that none have been damaged. If there is suspected damage the Contractor
should immediately be notified as well as the RE; and

iv. The Site Engineer (or Inspector) should always check that the Contractor is
working to the latest edition of the Drawings based on the approve as stake plan.
A register of drawings is to be kept in the Resident Engineer’s Office.

b. Quality Control

i. The works can only be as good as the materials that are used. Substandard
materials will result in substandard in works. The responsibility for testing for
acceptance lies fully with the Contractor and it is the responsibility of the materials
Engineer to oversee all testing to ensure the tests comply with specifications and
procedures. The Materials Engineer should ensure that all materials deliver on site
passes the quality control test based on the approved quality control program for
the project e.g. concrete, cement, course and fine aggregates, design mix, rebars,
backfilling materials, pipes, culvert; prior placing of any pavement materials, field
density test should be conducted on subbase and base course. For any type of
pavement curing time should be observed before turn over or buy out and

ii. The Site Engineer (or Inspector) should inform the Materials Engineer any new
material that the Contractor brings to site including any changes in fill materials for
earthworks.

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 c. Equipment and Labor

i. The end product of the job will depend very largely on the performance of the
Equipment & Labor. The Site Engineer (or Inspector) must check particularly
aggregate spreaders, compaction equipment, concrete vibrators etc. are functioning
correctly. If they are not, he must advise the contractor and inform the Resident
Engineer.

d. Contractor’s Work Request

i. It is important to know in advance what work the Contractor intends to carry out. The
Contractor should submit in writing the Work Request detailing the planned activities
shall be submitted one week before, to the Resident Engineer, however daily work
request shall be submitted and recorded in the Project Logbook by the Site Inspector,
generally on a daily basis and 24 hours in advance. The Resident Engineer will then
advise the Contractor who should arrange to complete any necessary prior testing or
inspections, preferably accompanied by the Materials Engineer; and Project staff
should try to think ahead and request information from the Contractor in anticipation of
coming events.

e. Inspection and Approval

i. The Contractor should obtain approval from the Resident Engineer to commence any
aspect of work and to obtain approval upon completion. The Resident Engineer,
Materials Engineer and Inspectors must not necessarily delay the Contractor as this
can give rise to claim and needless expenditure of money. The Site Engineer (or
Inspector) must check each stage of the work as it proceeds and have any errors
corrected as they appear. A final inspection should be made when the Contractor
says that he is ready to proceed to the next stage;
ii. It is not to the benefit of the project for the Resident Engineer and Inspector to
withhold his observations on work until the Contractor has completed it. Remarks or
comments should be made as work is being done; and
iii. If testing is required the laboratory should be notified in good time. Test results should
be made known immediately to the Resident Engineer and the Contractor.

f. Location of Public Utilities

i. Before the Contractor begins any excavations below existing ground, particularly
adjacent to existing roads and properties, the Utility Authorities should be given
adequate advance notice and a site visit arranged by the Resident Engineer;
ii. In order that underground services such as water, electric and telephone are not liable
to damage they should be accurately located by exposing by hand excavated pilot
trenches prior to excavation and in the presence of a representative of the utility
company concerned; and
iii. The same applies to heavy equipment crossing of roads, public or private.

g. Existing Road and Temporary Detours

i. Generally, the Contractor should always try to maintain the possibility for one lane of
traffic in each direction to pass the work site;
ii. The Contractor is obliged not to interfere with or damage existing roads or to make
use of them without the permission of the proper authority. Any breach of this
obligation should be reported in detail to the Resident Engineer giving times, name is
possible and vehicle types and registration numbers. Where a temporary diversion is
needed it is the responsibility of the Contractor to obtain the necessary approval to the
alignment and the type of construction, and to get permission from proper agency to
open any diversion;
iii. The Resident Engineer and Inspector are to check all diversions and equipment
crossings to see that they are clean and do not have potholes, and that road signs are
as approved and well maintained; and
iv. When equipment is crossing a major road the Resident Engineer and Inspector should
check that the Contractor’s safety precautions are adequate.

h. Existing Road and Temporary Detours

i. It is important that accurate measurement records are kept in the Site Office and back
-up copies in the Head Office;

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 i. The Resident Engineer will direct the type of forms required and, wherever possible,
a daily record of measured work agreed and signed by both the Resident Engineer
(and Inspector) and the Contractor’s Representative. These can then provide the
basis for monthly measurement and simplify agreement between both parties; and
ii. Occasionally the Contractor may consider that he is entitled to extra payment for
work or dayworks for which the Resident Engineer (and Inspector) has received no
instructions. The Contractor may ask the Resident Engineer (and Inspector) to
agree to records of time for equipment and labor and materials used for his work. If
the Resident Engineer (and Inspector) considers that the record presents a fair
representation of the work done, he should sign it and add the words “FOR
RECORDS PURPOSE ONLY.” The Resident Engineer will later determine whether
or not additional payment is warranted.

i. Communication with the Contractor

i. The Resident Engineer must always be aware of the identity of his counterpart within
the Contractor’s organization. He/she will the main point of communication with the
contractor. If the Resident Engineer has any doubts as to who this person is he will
make the necessary enquiries with Contractor;
ii. Instructions should only be given to the Contractor on matters where the work
contradicts the specification. In such an event, the Contractor should immediately
informed verbally and the Resident Engineer will issue a written confirmatory Site
Instruction later; and
iii. On construction method, the Inspector can only advise but he should feel free to
discuss matter with his counterpart from the Contractor.
iv. The Inspector should not, except in an informal way, instruct subcontractor’s
representatives. Any instruction regarding a sub-contractor should always be given
to the main Contractor.

j. Use of specifications

i. The Inspector should not try to remember all the specifications. He/she make sure
they familiarize themselves with the section that, at any time, is relevant to the site
activities underway or about to start. It is recommended that Inspector adopts the
practice of carrying a photocopy of the appropriate section of the Specification on the
site for easy reference.

k. Progress of Works

i. Should any section of the Works appear to be falling behind schedule the Inspector
should immediately report to the Engineer and, at the same time, attempt to identify
the cause; and
ii. Daily progress actually achieved compared with that predicted in the Contractor’s
Work Requests provides a good indication of whether or not the Contractor is
achieving his predicted output.

l. Safety on Site

i. If the Site Inspector notices anything on site that he considers to be unsafe, he

should immediately inform the Contractor and the Resident Engineer and the
designated Safety Engineer; and
ii. Examples of the type of things to look for are:
• Unnecessary hindrances of the traffic flow, i.e., if needed the shoulder should
be used so that two-way traffic can be maintained;
• Lack of Traffic Control (stop/go boards);
• Insufficient or inadequate warning signs for road users;
• Obstructions to road users e.g. spoil or debris in the roadway;
• Machinery or equipment being used in a dangerous manner;
• An excavation that is not properly barricaded or adequately lit at night;
• Contractor operating heavy equipment without a spotter overseeing; and
• Mechanical defects on equipment. This particularly to any vehicles supplied by
the Contractor in which he travels.

2.7 Environmental Safeguards

The Resident Engineer or Environmental Management System (EMS) Engineer should monitor that the
Contractor follows the requirements of the contract regarding protection of adjacent land, water courses,
vegetation, etc. He should advise the Provincial Engineer of any deviation or potential harmful impact on
the environment. Examples to watch for include the following:

87 Local Road Management Manual

 a. Contamination of existing waterways or vegetation by spillage of fuel, bitumen or sewage;
Damage to vegetation by dirt or dust from construction traffic;
b. Damage to vegetation by dust from any Plant; and
c. Damage to existing properties by construction traffic.

The Resident Engineer or Environmental Management System (EMS) Engineer should check that any
land proposed for temporary use by the Contractor has full permission for occupation and is first cleared
of topsoil before use. The site must be restored when the Works are complete and the soil replaced and
reseeded.

Similarly, in the case of borrow pits and quarries these should be inspected by the Resident Engineer or
Environmental Management System (EMS) Engineer and restored by the Contractor into an acceptable
condition.

2.8. Supervision of Drainage Works

Guidance on the supervision of drainage works by the Construction Supervision Team are as follows:

a. General

i. The drainage to be included is normally limited to un-lined canals, canals lined with
grouted rip-rap and catch-basins or similar. Open channels can be either concrete
lined and as open excavations.

b. Setting/staking Out

i. The primary setting out will be done by the Contractor in coordination with the Site
Engineer and checked for invert elevation and alignment in reference to construction
plan, difference in elevation in reference to as stake plan and construction plan
warrant a variation order either additive or deductive in nature.
ii. The Site Inspector should check the setting out of pipes or culvert, need to stablish
reference or bench mark, use a spirit level, to check particularly the invert level of any
type of pipe or culvert relative to the water way that is going to flow through it. If the
invert elevation appears higher at any point than the stream bed or significantly lower,
the Site Inspector should inform the Resident Engineer and check with a level
instrument. Drainage construction should start at the downstream going upward to
maintain the required invert elevation.

c. Excavation

i. If soft or unsuitable material is encountered during excavation, it shall be removed to

the satisfaction of the Resident Engineer. The Materials Engineer may be referred to
should there be any doubt;
ii. Before replacement of any excavated soft or unsuitable material, the volume of the
excavated material shall be measured and agreed with the Contractor and records
signed before submitting to the Resident Engineer;
iii. The Site Inspector should find out what material is to be used for backfilling soft
areas, and ensure that it is placed and compacted in accordance with the
specifications;
iv. Any rejected material should be properly disposed in accordance with the
Specification requirements;
v. Construction of Canals (Ditches) should start in the downstream and must be
excavated to such falls as are required to ensure proper discharge of water. The
Resident Engineer and Inspector should always check the invert level and width and
required side slopes are correct before permitting the Contractor to commence
grouting.
vi.
2.9 Supervision of Pavement Works

Guidance on the supervision of pavements works by the Construction Supervision Team are as follows:

a. Subbase Preparation

i. Preparation of the sub-base should only be carried out immediately prior to placing of
Aggregate Base-course;
ii. The compaction of the earthworks will have to be checked by Materials Engineer
through FDT, field CBR if necessary or by the laboratory according to DPWH testing
procedures; and

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 iii. The tolerance on the formation level should be in accordance to the technical
specifications. The finished work should lie between these limits and should be
checked jointly between the Site Inspector and the Contractor. Should the tolerance
be exceeded the Contractor shall remove, replace and recompact the sub-base
material or lay a thicker layer of base-course at contractors expense.

b. Base Preparation

i. Material
• The Materials Engineer should ensure that all materials are within the
Specification and passed the required testing, should also ensure the Site
Inspector that the stockpile is approved before permitting the Contractor to use
it; and
• The site staff should look out for segregation if stockpiles of material are
allowed to dry out. Any segregated materials will not have the strength required
and must be remixed and gradation re-checked.

ii. Spreading and Compacting

• Sub-base is normally spread from tipped piles by grader or spreader box.
Again, attention should be given that no segregation takes place;
• Compaction of sub-base is by the end result method. However, attention is
drawn to the requirements of Specifications. Trial Sections whereby the
Contractor must demonstrate his proposals for materials and equipment meet
the requirements of the Contract;
• Attention is also drawn to Spreading and Compaction wherein the field density
must conform to what was stated in the specifications;
• Before a layer is covered, the Site Inspector should inspect it carefully for
transverse or alligator cracks. These will indicate that something is wrong with
either the layer being compacted or layer below;
• Before compaction, the layer should appear to have an even finish and an
upper surface without humps or hollows. The Contractor should make an
allowance for compaction when he spreads the material; and
• After compaction, the surface levels must be checked by Site Inspector jointly
with the Contractor for compliance with specified tolerances and the records
signed.

iii. Finished Level

• Areas that are outside tolerance, on the high side should be reduced in the level
by grading and the surplus materials be removed and recompacted. Low areas
should be scarified, additional material added and the whole area graded and re
-compacted;
• Wherever possible, trucks bringing in materials should not run on the formation;
• Once the formation has been compacted, no further construction traffic should
be allowed on the area until the base course is laid; and
• The measured volume will be that of the drawings with no adjustment for
formation level tolerance.
• Check the required elevation or finish grade.

c. Concrete. There are three procedures which should be effectively supervised and controlled
during the work:

i. Mixing Concrete
• The Site Inspector supervising the concrete pour should know the proportions
of the approved concrete mix design and the concrete class to be used for each
structure;
• On the day when concrete will be batched, the Site Inspector assigned to the
batching plant should arrive at the plant early to observe the condition of the
aggregate in the stockpile and bins. Any impurities such as vegetable matter
(leaves, branches, debris etc.), excess fines or other foreign matter are reasons
to reject the aggregates;
• The Site Inspector assigned to the concrete mixer should be alert and
observant during concrete production particularly for any changing conditions,
which would affect the concrete quality control; and
• He should also check the weighing and water dispensing mechanisms are in
good order and that mixers which have been out of use for more than 30
minutes are thoroughly clean before fresh concrete is mixed.

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 ii. Placing of concrete i.e. generally the application of vibration. The Site Inspector
supervising the concrete pour should check that:
• Concrete is handled without segregation;
• Inadequate or inefficient concrete handling equipment is replaced immediately;
• Concrete is placed with care;
• Vibration of the concrete should systematically follow its placement, so that all
areas are uniformly compacted;
• Spare vibrators are essential – no concreting should be permitted to commence
unless spare vibrators are available at the site;
• Concrete shall not be dropped into place from a height exceeding 2 meters; and
• The Site Inspector should keep a complete record of the date, time, concrete
class and conditions of placing the concrete in each portion of the work. The
times of “start and finish” are useful information in order to know how long
casting took. This is to be recorded on the Site Inspector’s daily report.

iii. Curing is required to optimize hydration of the cement so that the concrete will develop
its full strength and durability. The Site Inspector is to check that:

• Curing is started as soon as possible after the concrete is placed and finished.
The tops of the concrete panels have to be kept constantly wet, day and night for
at least (7) seven days. Continuously moistened gunny or Hessian sacks are
acceptable for this provided the Contractor keeps them wet e.g. by sealing under
polythene sheets after wetting;
• If a curing compound is proposed to be used it must be approved by the
Materials Engineer; and
• After commencing the curing, the panels should be fenced off to protect from
accidental intrusion of vehicles or pedestrians and well-lit at night to forewarn
road users.

iv. Testing Concrete at the Site. Responsibility for testing remains with the Contractor
through the laboratory, and under the supervision of the Materials Engineer duly
accredited by DPWH. However, certain test will probably best be supervised at the site
by the Site Inspector and are explained as follows:

• The Slump Test. The reasons for the slump test are that the slump test is the
simplest way to assess the workability of a mix of fresh concrete. Ideally,
concrete when compacted should surround reinforcement and completely fill the
formwork to allow the dense concrete to be formed. A workability measurement
such as the slump test determines the practicality of handling, placing and
compacting of the fresh concrete for a given site condition so that a dense
concrete can be achieved;
• The slump test is also useful in compacting of the workability of each batch
against earlier batches. The slump test is to be performed as often as necessary
to ensure consistence of the mix; and
• A low slump indicates concrete with difficult workability and a high slump
suggests excess water in the mix and hence insufficient strength. Concrete
maybe rejected on the basis of this test at the direction of the Resident Engineer
and Inspector.

d. Road Marking. Road Marking is one of the major elements of new road surfacing and it is
important that the markings are carefully set out and properly applied. The following should
be carefully followed:

i. The Site Inspector should ascertain from the drawings and Bill of Quantities in the type
of road marking that is required, e.g. continuous or broken, dimensions, color and
material type.
ii. The Site Inspector should check with the Laboratory that the type of material is correct
and has been approved.
iii. Road markings should never be applied to surfaces that are wet or dirty. If either of
these conditions apply the Site Inspector should inform the Contractor and the
Engineer.
• Wet surfaces can be dried by a careful application of a heater and/or air
compressor. No more heat than necessary to remove the moisture should be
applied; and
• Dirty surfaces should be brushed clean or washed with water.
• With hot applied materials, the Site Inspector should check that the temperature
is correct.

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 iv. A good alignment on road markings is essential.
• Pre-making should be carefully carried out by the Contractor and checked and
approved by the Site Inspector before any lying of road markings commences;
and
• Pre-marking is normally carried out thru the use of appropriate survey
instrument on straight sections and by rope-line on curves and the proposed
alignment marked with paint spots on the pavement surface for the marking
machine to follow.

3. Contract Management
The basic objective of Contract Management is to ensure that the project is implemented under the
terms and conditions stipulated in the Contract and the Contract Documents. Contract Administration
involves those activities performed by the implementing agency and the contractor after a contract has
been awarded to determine how well the government and the contractor performed to meet the
requirements of the General Condition of contract. Such as payment schedule, variation order, contract
termination, and other condition of contract.

3.1 Definition of Terms in a Contract

For the common understanding of the terms, the following words shall have the meanings stated below:

a. The Contract is the legal agreement between two parties to execute complete and maintain
the works, goods and services. The size, complexity and cost of such works, goods and
services may vary widely.

The essential elements of a contract are the following:

i. An oral or written agreement;

ii. The involvement of two or more persons;
iii. An exchange relationship;
iv. commitment of both parties involve; At least one promise; and
v. Enforceability or effectivity.

b. Contract Documents. Contract documents are sets of documents comprises of either

agreement and conditions of contract. Normally the form of contract comprises of the
following:

a. General and Special Conditions of Contract;

b. Drawings/Plans;
c. Specifications;
d. Invitation to Bid;
e. Instructions to Bidders;
f. Bid Data Sheet;
g. Addenda and/or Supplemental/Bid Bulletins, if any;
h. Bid form, including all the documents/statements contained in the Bidder’s
bidding envelopes, as annexes, and all other documents submitted (e.g.,
Bidder’s response to request for clarifications on the bid), including corrections
to the bid, if any, resulting from the Procuring Entity’s bid evaluation;
i. Eligibility requirements, documents and/or statements;
j. Performance Security;
k. Notice of Award of Contract and the Bidder’s conformed thereto;
l. Other contract documents that may be required by existing laws and/or the
Entity.

c. Employer. In standard form of Contract, the Employer is the LGU represented by the local
chief executive and the legal successors in title to this person. In some other form of
contracts, the Employer is named as the Owner as in the Project Owner or the Client;

91 Local Road Management Manual

 c.
d. Engineer. This is the Provincial/City/Municipal Engineer or the person appointed by the
Local Chief Executive who exercises the authority attributable to the Engineer under the
Contract. The Local Engineer is deemed to act for the Employer;

e. Contractor. This is the contractor named in the contract whose tender was accepted by the
Employer to undertake the works specified under the contract;

f. Commencement/start Date. This shall be the date stipulated in the Notice to Proceed or
Notice to Commence Work, in which the Contractor shall commence execution of the Works
with due expedition and without delay;

g. Contract duration/ Completion time. This shall be the Time for completion, which means
the date/time for completing the Works as stated in the Contract.

h. Taking-Over Certificate/buy out or Certificate of Completion. This is the same as

Certificate of Completion issued to the Contractor upon completion of the Works in
accordance with the Contract.;

i. Performance Certificate or Certificate of Acceptance. Performance Certificate is the

same as the Certificate of Acceptance issued to the Contractor after the Contractor Defects
Liability Period has been completed and tested all the Works including remedying defects.
The Engineer usually issues the Performance Certificate after the latest of the expiry dates
of the Defects Notification Period;

j. Defects Notification Period (DNP). This is also known as the Defects Liability Period
(DLP). The period for notifying defects in the Works or part of the works which extends up to
twelve months, except if otherwise stated in the Contract. The DNP is calculated from the
date on which the Works or part of the Works is completed as certified by the Taking-Over
Certificate or the Certificate of Completion;

k. Variation. This means any change in the Works as instructed or approved by the Engineer;

l. Progress Payment. This is the valuation of the works done by the contractor at the end of
each period as specified in the contract; and

m. Retention Money. This is the accumulated amounts of money retained by the Employer in
every progress payment.

n. Warranty Period. This is the period were the contractor shall warrant the works completed
and the contractor shall issue a warranty security issued on behalf of the end user and
stakeholder after the defects liability period. The amount of which is equivalent to 10% of the
contract amount.

3.2 Pre-construction Phase

Following the award of the contract for construction, the Employer, the Contractor and the Engineer shall
schedule and attend the Pre-Construction Meeting. The purpose of the Pre-Construction meeting is to
discuss the specific requirements of the Contract and how they relate to the daily operation of the
construction project. The Engineer should prepare an agenda and conduct meeting prior to Contractor’s
mobilization. Minutes of the meetings should be taken and distributed to all parties. The agenda
described in the section on Pre-Construction Conference under Construction Supervision shall be
followed.

In administering contracts, the Resident Engineer would function as the assessor and the certifier. The
Resident Engineer would assess the contractor’s progress payments, claims, variations and quality of the
works performed; in addition, the Resident Engineer must also be keen on maintaining project site
documentation. The following are the general guidance for managing the contract during the construction
phase:

Chapter 6: Local Road Construction Management 92

 a. Contract Documentation. The implementing agency through the Resident Engineer
shall provide copy of contract documents to all involved parties.. The following documents
shall be attached, deemed to form, and be read and construed as integral part of this
Agreement, to wit:

i. General and Special Conditions of Contract;

ii. Drawings/Plans;
iii. Specifications;
iv. Invitation to Bid;
v. Instructions to Bidders;
vi. Bid Data Sheet;
vii. Addenda and/or Supplemental/Bid Bulletins, if any;
viii. Bid form, including all the documents/statements contained in the Bidder’s bidding
envelopes, as annexes, and all other documents submitted (e.g., Bidder’s response
to request for clarifications on the bid), including corrections to the bid, if any,
resulting from the Procuring Entity’s bid evaluation;
ix. Eligibility requirements, documents and/or statements;
x. Performance Security;
xi. Notice of Award of Contract and the Bidder’s conforme thereto;
xii. Network schedule/PERT/CPM
xiii. Workforce schedule
xiv. Equipment utilization schedule
xv. Construction methods
xvi. Occupational safety and health program
xvii. Revised disbursement schedule and S-curve
xviii. Revised Program of Work
xix. Quality assurance and Control Program
xx. Environmental Management Plan
xxi. Other contract
xxii. documents that may be required by existing laws and/or the Entity.

b. Progress Payments
The Contractor may submit a request for payment for Work accomplished. Such request
for payment shall be verified and certified by the Procuring Entity’s Representative/Project
Engineer based on target accomplishment. Except as otherwise stipulated in the SCC,
materials and equipment delivered on the site but not completely put in place shall not be
included for payment.
The Procuring Entity shall deduct the following from the certified gross amounts to be paid
to the contractor as progress payment:

a. Cumulative value of the work previously certified and paid for.

b. Portion of the advance payment to be recouped for the month.
c. Retention money in accordance with the condition of contract.
d. Amount to cover third party liabilities.
e. Amount to cover uncorrected discovered defects in the works.

Payments shall be adjusted by deducting therefrom the amounts for advance payments and
retention. The Procuring Entity shall pay the Contractor the amounts certified by the Procuring
Entity’s Representative within twenty-eight (28) days from the date each certificate was issued.
No payment of interest for delayed payments and adjustments shall be made by the Procuring
Entity.

The first progress payment may be paid by the Procuring Entity to the Contractor provided that at
least twenty percent (20%) of the work has been accomplished as certified by the Procuring
Entity’s Representative.

Items of the Works for which a price of “0” (zero) has been entered will not be paid for by the
Procuring Entity and shall be deemed covered by other rates and prices in the Contract.

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c. Contract/Work Variations

i. At any given time during construction implementation phase, the Engineer may issue
a variation through the recommendation of the Resident Engineer. Please note that
this variation to the works is agreed to be implemented by the Owner. Variation may
include changes in quantities of any item of work included in the Contract; it may be
any additional work necessary to complete the project or may be an omission of any
portion of the works;
ii. The Engineer through the Resident Engineer will issue instruction to the
iii. Contractor necessary for changes in some part of the works; iii. If such instruction
will entail additional cost or time, the Contractor may submit his proposal to the
Engineer;
iv. If the Engineer and the Contractor agreed on the proposal, then the contractor may
proceed with the work;
v. The Contractor may submit to the Engineer a variation claims for a particular works
he has performed whether it may be pursuant to the Engineer’s instruction or in
accordance with the contract documents. It is the responsibility of the Engineer to
determine whether such claim of the Contractor is valid under the terms and
conditions stipulated in the contract. However, no variation claim shall be evaluated
by the Resident Engineer unless the variation works is approved by the Engineer.
However, in some cases variation to the works may be claimed by the Contractor
even without any instructions from the Engineer to proceed with the works, if and
only if the Contractor may prove that the works done is deemed necessary for the
satisfactory completion of the works which is not stated anywhere in the contract
terms, contract drawings, specifications and any other contract documents; and
vi. The Engineer in his valuation of any variation claim by the Contractor may refer to
the contract documents such as the scope of works, specifications, drawings, BOQ
etc.

d. Arbitration and Mediation of Contract Disputes

i. After all administrative remedies have been exhausted; Arbitration and Mediation of
Contract Disputes shall be adjudicated by the Construction Industry Arbitration
Council (CIAC). Normally the CIAC is appointed by both the owner and the
contractor as agreed in the contract terms. CIAC usually comprises of three (3)
persons, each party shall nominate one member for the approval of the other party.
The Parties shall consult both these members and shall agree upon the third
member, who shall be appointed to act as chairman;
ii. In some contracts, a list of potential members is included in the Contract; the
members shall be selected from those on the list, other than anyone who is unable
or unwilling to accept appointment to the CIAC. The terms and of the remuneration
of either the sole member or each of the three members, including the remuneration
of any expert whom the CIAC consults shall be mutually agreed upon by the Parties
when agreeing the terms of appointment. Each Party shall be responsible for paying
one-half of this remuneration;
iii. If a dispute (of any kind) arises between the Parties in connection with or arising out
of the Contract or the execution of the works, including any dispute as to any
certificate, determination, instruction, opinion or valuation of the Engineer, either
party may refer the dispute in writing to the CIAC for its decision with copy to the
other party;
iv. The CIAC will make his assessment on the dispute, in this regard both parties shall
make available to the CIAC all such additional information, further access to the Site,
and appropriate facilities as the CIAC may require for the purpose of making a
decision on such dispute;
v. If after the CIAC arrived at a decision on the dispute and either of the party is
dissatisfied with the decision a notice of dissatisfaction shall be given to the other
party. In this event either of the party shall be entitled to commence arbitration; and

Chapter 6: Local Road Construction Management 94

 vi. Unless settled amicably, any dispute in respect of which the CIAC’s decision (if any)
has not become final and binding shall finally be settled by arbitration. In the
Philippines, by virtue of Executive Order No 1008 the CIAC (Construction Industry
Arbitration Commission) has given exclusive jurisdiction over disputes arising from or
connected with contracts entered into by both parties involved in construction.

e. Non-Conforming Work

i. In the event that the contractor fails to conform to the contract documents, the
Resident Engineer must notify the contractor in writing of nonconforming work and
seek corrective action. The Engineer must inform also the owner and the design
professional. After receiving comments from the design professional, the Engineer
should determine if the work in question can be achieved by removal or rework, or by
owner acceptance, subject to credit. The Engineer will not recommend payments for
non-conforming works. The Engineer should make sure that the corrective actions
have been performed by the contractor through the conduct of a joint inspection.

f. Testing and Inspection

i. For the duration of the Project, the Materials Engineer shall be entitled to witness all
testing and inspection to be performed in accordance to the Quality Assurance Plan.

g. Certificate of Completion

i. If the works have been completed in accordance with the contract, have passed all
tests on completion and can be taken over by the owner, then the contractor can
notify the Engineer for an issuance of the Taking over certificate or Certificate of
Completion. However, if in the opinion of the Engineer that there are still works to be
done, the contractor shall then complete the said works before issuing another notice
to the Engineer.

3.4. Post-Construction Phase

The following shall be the general guidance for managing the contract after the construction has been
completed by the contractor:

a. Documentary Requirements. In this phase, the Resident Engineer should check on the
requirements stated in the contract documents prior to completion of the works. The
Resident Engineer should coordinate and expedite the completion of contractor submittal
requirements prior to contract close-out, including the following:

i. Certificate of substantial completion;

ii. Completion of punch list work;
iii. Certificate of Acceptance;
iv. Waiver of Lien; and
v. Final payment application.

b. Completion of Punch List Work. The Contractor shall complete any outstanding works and
execute all works required to remedy defects as instructed by the Engineer on or before the
expiry of the Defects Notification Period (usually 12 months);

c. Certificate of Acceptance. After the 12 months defects liability period and upon notification of
the engineer that the project have no major defects and all punch lists item has been
completed and rectified, after a final inspection of the works were conducted by the
implementing agency, and the contractor. When the implementing agency and the engineers
are satisfied with the work, then the Certificate of Acceptance shall be issued;

d. Final Payment. Upon notification of the contractor for Final Payments, the Engineer shall
ensure that all remaining amounts, monetary claims entitled to the contractor are included in
the final payment. The Engineer after his determination shall make a recommendation in
writing to the owner in connection with the final payments; and

e. Waiver of Lien. The Owner in exchange of the Final Payment shall request the contractor to
execute a Waiver of Lien. A waiver of lien protects the owner from any other claims and
discharges or releases the owner of any responsibility to the Contractor.

95 Local Road Management Manual

3.5. Contract Close-Out Report

The Contract Close-Out Report is also known as the Project Completion Report or the Terminal Report.
At the end of the project, all significant reports that have been issued during the design and construction
phases should be summarized and documented in a final Project History Report. Cost accounting should
be prepared with the final resolution of all expenditures. These reports should officially note the dates of
substantial completion and commencement of warranties.

4. Quality Assurance (QA) and Quality Control

(QC)
This section describes the construction quality assurance procedures to be followed to ensure that the
construction works is executed in accordance with the approved engineering design and specifications.
The execution of this quality assurance plan shall be supervised by a qualified Materials Engineer (RE)
who shall be duly accredited by DPWH and shall act as the designated QA officer.

4.1. Definitions of Terms for QA/QC

The terms Quality Assurance (QA) and Quality Control (QC) are much confused and are often
interchanged and used as if they are the same. The following definitions of Quality Assurance and
Quality Control are taken from ISO 8402 which is an International Standard Referencing Quality
Vocabulary. The following are the recommended definitions for QA/QC:

a. Quality. The distinguishing characteristics of a product or service that bear on its ability to
satisfy stated or implied needs. In a contractual environment, needs are specified; these
needs are stated in the technical specifications of the works and is part of the contract
documents. This technical specification would be the contractor’s guidelines to follow in the
execution of the work to ensure that at the end of the project, the works constructed is in
accordance with the quality that is being required by the project owner;
b. Quality Assurance (QA). All those planned and systematic actions necessary to provide
confidence that the product or service will satisfy given requirements for quality. Quality
assurance usually requires continuing evaluation of factors that affect the design or
specification for intended application as well as verification of installation and inspection
operations;
c. Quality Control (QC). Quality Control is any operational procedures, techniques that
ensure to fulfill the requirements for quality. This monitoring process is done to eliminate
causes of unsatisfactory performance of the works; and
d. QA vis-à-vis QC. To summarize, Quality Control concerns the different procedures or
activities necessary to meet the specific requirements, while Quality Assurance consists of
those oversight activities that confirm and assure that Quality Control is in place and is
effective.

4.2. Responsibilities for QA/QC

It must be established that the quality of the work is the Contractor’s responsibility. The QA and QC
activities performed by the Provincial Engineer’s Office will in no way invalidate the Contractor’s
responsibility for quality. The Contractor must have in place QC activities to ensure the quality
requirements are met.

The QA/QC program will usually be under the direction of the RE. The RE will be assisted by trained and
experienced Materials Engineers duly accredited by DPWH and capable of documenting the operation
and results of the QA/QC program. The RE will have with him in the team, qualified personnel to conduct
sampling and testing, survey checking of the Contractor’s work, and conducting special QA/QC activities.

4.3. Contractor Quality Control Plan

Some construction contract requires the Contractor to provide a Quality Control Plan. The Resident
Engineer should require the early submittal of the QC Plan before any construction work commence.

The QC plans should be reviewed by the Resident Engineer and discussed with the Contractor. When
satisfactory, this should be signed and approved by both Contractor and the Resident Engineer and
compliance with the approved plan should be monitored and recorded.

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 4.4. Inspection

It is the duty of the Resident Engineer and Site Inspectors to monitor and verify that the project is being
constructed in accordance with the plans and specifications and in compliance with the terms and
condition of the contract. The Site Inspector shall exercise the authority to reject both unsatisfactory
workmanship and materials. Such rejections must be made immediately upon discovery documented and
referenced to the appropriate plans or specification requirement. Documentation should include
photographs where possible. However, the work shall not be directed to stop unless the non-conforming
work will be covered up or the correction of the non-conforming work will have a critical impact on
completion of the project.

The Resident Engineer will ensure that the inspection of the work is organized as to support the
Contractor’s schedule and that inspection forces are available and sufficient to meet the schedule. Every
effort should be made to cooperate with the Contractor so that inspection activities will dovetail with the
Contractor’s work. The inspection staff must be aware of the daily and weekly schedules provided by the
Contractor and schedule their own work accordingly.

The Site Inspectors will provide inspection reports indicating work performed inspections and tests
carried out, non-conformances noted, and any other information relative to the quality of the work.

Inspection staff is required to inspect all materials delivered to the work site and to confirm that the
materials meet the specified requirements. All incoming materials should have required documentation
including certification that materials have been manufactured/processed in accordance with the specified
quality standards and passed all required inspection and tests. The Site inspectors will check all such
documentation and forward it to the field office for filing. Storage and 5protection of all delivered materials
shall be checked periodically to ensure that there is no deterioration in the materials prior to incorporation
in the work.

Site Inspectors are expected to be knowledgeable in the work, familiar with the contract plans,
specifications and contract conditions and experienced in the methods of installation. As such the
inspection staff constitutes a valuable resource to the project. They will be called upon to assist in the
interpretation of plans and specifications and can offer valuable insight on methods and techniques of
construction. They must be careful not to direct the Contractor in means, methods, techniques,
sequences or procedures of construction or to make recommendations. Any advice requested and
offered must be qualified with the statement that the Contractor alone, is responsible for the construction
of the work.

The Site inspectors are required to be familiar with the duties and responsibilities and shall be familiar
with standard practice and procedures for installation of the related work.

4.5. Testing

The Contractor should schedule the testing with the Materials Engineer designated by the LGU to this
road project. All testing performed should be witnessed by both the Contractor and the PEO
representative (Materials Engineer). Any test certificates issued must be safeguarded and filed.

Particular attention should be given to testing work or materials which will shortly thereafter be covered
up or become otherwise inaccessible. Satisfactory testing results are required in order that follow-up work
may proceed. The testing resources should be organized to be available as the work is installed and test
results provided as soon as reasonably possible.

Should the Contractor insist on covering work which has not been tested, the Contractor shall be
informed in writing by a Non-Compliance Notice, that such work is not acceptable, that no payment will
be made for the work, that any costs associated with uncovering the work will be solely the responsibility
of the Contractor, and that there will be no extension to the contract time as a result of uncovering
untested work or work for which a test result was unsatisfactory.

4.6. Survey Control

The Resident Engineer and staff should require the contractor to give adequate notice of layout needs
and schedule it accordingly with the survey crews so as not to cause delay in construction. Basic survey
controls are to be protected and as when necessary, relocated.

There should be frequent checks on layout to confirm work is accurately installed. The inspectors and
surveyors should do regular spot checks of measurements and elevations should be made and
stablished.

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4.7. Non-Conforming Work

The contract records shall indicate that non-conforming work was brought to the attention of the Contractor;
that corrective action was taken by the Contractor to bring the work into compliance; that the corrective ac-
tion was, where required, pre-approved by the Resident Engineer; that the corrective action was observed
and the finished work was re-inspected, re-tested or re-assessed and found to be in compliance.

In general, minor non-conformances can be verbally notified to the Contractor and correction observed and
confirmed. Where verbal notification does not produce correction within a short period, written notification of
non-compliance shall be issued. Where there is a major noncompliance, a written notification to the Con-
tractor shall be issued. Where a test result does not meet the specified minimum requirements, a written
notification of non-compliance for the work represented by the test result shall be issued by the Resident
Engineer.

Notification of non-conforming work shall be by means of a Non-Compliance Notice. The Non-Compliance

Notice shall identify the non-conforming work or non-compliance and, if re-work is extensive or complicated
or time consuming, shall require the Contractor to submit a proposal for corrective action. The corrective
action proposal shall be reviewed by the Resident Engineer and if acceptable, approval will be notified to the
Contractor.

All Non-Compliance Notice shall be logged and tracked and should be discussed during Weekly Coordina-
tion Meeting. The intent is that non-conforming work be corrected as quickly as possible. There may be a
tendency, with some Contractors, to put off correcting defective work until late in the project in the hope that
the work will be accepted as is in order to maintain schedule. The Resident Engineer should not allow cor-
rective action to be delayed and should refuse to approve for payment the maximum amount of work associ-
ated with the Non-Compliance Notice. Any direct costs incurred by the PEO caused by non-conforming work
should be the responsibility of the Contractor.

4.8. Recommended Materials Testing and Corresponding Report Forms

Table 6.1 shows a matrix of materials testing and reporting forms for Typical Pay Items for the construction
or rehabilitation of local gravel roads. The DPWH Standard Specifications for Public Works and Highways
shall be used as the reference for material testing for local road projects. The DPWH schedule of minimum
test requirements for its road projects should be the reference in conducting material testing.

5. Construction Safety and Health (CSH)

5.1. Authority and Mandate

The Department of Labor and Employment, in protecting construction personnel and the general public in
the vicinity of construction sites, has issued Department Order No. 13, Series of 1998 (DO 13-1998), provid-
ing guidelines governing occupational safety and health in the construction industry. The requirements to
ensure safety and health for road construction projects can be found on the provisions of DO 13-98. The
specific provisions for CSH that may be applicable to local road construction is discussed in the foregoing
sections.

The authority to enforce mandatory occupational safety and health standards in the construction industry
may be delegated in part by the Secretary of Labor and Employment to the following institutions:

a. Provinces, Cities, and Municipalities may be allowed to conduct Technical Safety Inspections
and general safety audit of construction project sites within their respective jurisdiction where
they have adequate facilities and competent personnel for the purpose as determined by the
DOLE and subject to national standards established by the latter, provided they submit for ap-
proval an application for such authority; and

b. Private Safety Organizations with adequate facilities and competent personnel for the pur-
pose, may be accredited by DOLE to conduct technical and/or general Safety and Health Audit
of construction project sites, for and in behalf of the company or establishment.

5.2. Construction Safety and Health (CSH) Program

Local road construction projects should have a suitable Construction Safety and Health (CSH) Program,
which must follow the rules issued by DOLE. Through the implementation and roll out of JOINT ADMINIS-
TRATIVE ORDER (JAO) #11; S - 2014 between the DPWH, DOLE, DILG DTI and NEDA. The Construc-
tion Project Manager, or in his absence, the Project Manager as authorized by the local engineering office
shall be responsible for compliance with the CSH Program.

Chapter 6: Local Road Construction Management 98

 Table 6.1 Materials Tests and Forms for the Construction or Rehabilitation of Local Gravel Roads

Pay Item
Pay Item Test Required QA/QC Form
No.
Division 1 Earthworks
104(1) Embankment Field Density Test Field Density Test Form
104(3) Embankment from Borrow Field Density test Field Density Test Form
Materials
105(1) Subgrade Preparation Field Density test Field Density Test Form
(common material)
Division 2 Subbase & Base Course
200 Aggregate Sub-base course Field Density test Field Density Test Form
Division 3 Surface Course
300(1) Gravel surface course Field Density Test Field Density Test Form
311(1) Portland cement concrete Slump Test; Strength Slump and strength test
pavement (for steep tests forms
gradients)
Division 5 Drainage & Erosion Works
500(1)b RCPC, Class II, 610mm dia. Cement: 1-Quality Test Laboratory forms,
Fine Aggregates: 1Quality Worksheet for Sieve
Test, 1-Grading Analysis, Unit Weight
Test Determination
Water: 1-Quality test
500(1)c RCPC, Class II, 910 mm dia. Cement: 1-Quality Test Laboratory forms,

Fine Aggregates: 1Quality Worksheet for Sieve

Test, 1-Grading Analysis, Unit Weight
Test Determination
Water: 1-Quality test

502(17)d Stone Masonry Headwall, 1- Cement: 1-Quality Test Laboratory forms,

610mm dia. Flared Type (FT- Fine Aggregates: 1Quality Worksheet for Sieve
HW) Test, 1-Grading Analysis, Unit Weight
Test Determination
Water: 1-Quality test
502(17)g Stone Masonry Headwall, 1- Cement: 1-Quality Test Laboratory forms,
610mm dia. Breakflow inlet Fine Aggregates: 1Quality Worksheet for Sieve
type (BF) Test, 1-Grading Analysis, Unit Weight
Test Determination
Water: 1-Quality test
505(5) Grouted Riprap Cement: 1-Quality Test Laboratory forms,
Fine Aggregates: 1Quality Worksheet for Sieve
Test, 1-Grading Analysis, Unit Weight
Test Determination
Water: 1-Quality test

99 Local Road Management Manual

The CSH Program should detail the composition and functions of the CSH Committee. It shall specify
CSH policies to be observed and maintain within the construction site. The CSH Program should also
specify sanctions for violating the CSH policies; nature and frequency of activities for CSH; and the
manner of waste disposal from the construction.

The cost of implementing the CSH Program, as mandated by DO 13-98 shall be integrated into the
project’s construction cost. This cost shall be a separate pay item, duly quantified and stated in the
project’s tender documents and construction contract documents.

The CSH Program should be developed and implemented in accordance with the provisions of DO 13-
98. Specifically, the CSH Program should contain the following elements:

a. Provision of personal protective equipment (PPE);

b. Employment of an accredited safety personnel;
c. Provision of emergency occupational health personnel and facilities;
d. Installation of construction safety signage;
e. Observing safety for construction heavy equipment;
f. Creation of a construction safety and health committee;
g. Ensuring safety and health information;
h. Provision of construction safety and health training for relevant personnel;
i. Submission of construction safety and health reports; and
j. Provision of welfare facilities for workers.

6. CONSTRUCTORS’ PERFORMANCE
EVALUATION SYSTEM (CPES)
6.1. CPES Mandate

The Constructors Performance Evaluation System (CPES) is a system of grading the performance of a
constructor for a specific kind of infrastructure projects using a set of criteria.

Section 12, Annex E of the Implementing Rules and Regulation, of R.A. 9184 or the Government
Procurement Reform Act, requires all procuring entities implementing government infrastructure
projects to evaluate the performance of their contractors using the NEDA-approved Constructors
Performance Evaluation System (CPES) guidelines for the type of project being implemented. Section
12, likewise, requires all procuring entities to include in their Projects’ Engineering and Administrative
Overhead Cost, the budget for CPES implementation pursuant to NEDA Board Resolution No. 18
(s.2002); to establish CPES Implementing Units in their respective offices/agencies/corporations; and
to use the CPES ratings for the following purposes:

a. Pre-qualification/eligibility screening;
b. Awarding of contracts;
c. Project monitoring & control;
d. Issuance of certificate of completion;
e. Policy formulation/review;
f. Industry planning;
g. Granting of incentives/awards; and
h. In adopting measures to further improve performance of contractors in the prosecution of
government projects.
The CPES was developed in order to accomplish the following objectives for the construction industry:
a. Establish a uniform set of criteria for rating the performance of constructors;
b. Develop a centralized base of information on performance rating of constructors for
licensing, pre-qualification, quality improvement, and other purposes of government
agencies, project owners and other interested parties; and
c. Contribute in ensuring that infrastructure projects are conformed with the specified
requirements of project owners.

Chapter 6: Local Road Construction Management 100

 6.2. CPES Implementation
In a local road construction, the LGUs being the procuring entity are mandated to establish and
implement the CPES approach. The LGUs should create its CPE Implementing Unit (CPE IU), which is
the unit of the LGU responsible for the implementation of CPES. The Constructors Performance
Evaluators (CPE) of the CPES IU should be the technical staff of the LGU, preferably from the local
engineering office, who are trained and accredited by the Philippine Domestic Construction Board
(PDCB) of the Construction Industry Association of the Philippines (CIAP). The CPEs shall be tasked to
undertake performance evaluation of a constructor’s project using the CPES Guidelines and/or
evaluation requirements of the construction industry.

6.3. CPES Evaluation Methodology

There should be a minimum of two CPES evaluations during construction with the conduct of the first
visit when the actual project accomplishment is at least 30% except for projects with a duration of 90
calendar days and below which may be subjected to at least one (1) final visit.
The final CPES evaluation shall be made when the implementing office reports 1005 completion.
The criteria for CPES Evaluation are divided into two. The evaluation during construction corresponds
to 60% of the total grade, which refers to:
a. Workmanship (maximum rating = 0.40);
b. Materials (maximum rating = 0.30);
c. Time (maximum rating = 0.15);
d. Facilities (maximum rating = 0.03);
e. Environmental, Safety and Health (maximum rating = 0.07); and
f. Resources Deployment (maximum rating = 0.05).

The evaluation upon completion of the local road project is equal to 40% of the total grade, which
pertains to:
a. Workmanship (maximum rating = 0.50);
b. Materials (maximum rating = 0.20); and
c. Time (maximum rating = 0.30).
Workmanship refers to the quality and quantity of on-going and/or completed items of work, which are
verifiable, in accordance to approved plans and specifications. In evaluating the constructors
workmanship, spots comprising at least 10% for every on-going and/or completed items of work;
which are verifiable, shall be randomly predetermined by the CPE prior to actual site inspection.
Materials refer to the quality, quantity and type of construction materials and components supplied by
the constructor or by entities other than the constructors as required in the contract. Time pertain to the
over-all accomplishment in accordance with the approved PERT/CPM or approved program of work.
Facilities means those set up by the constructor prior to actual project start as indicated in the contract.
Environmental, Safety and Health refers to the constructors’ ability to comply with environmental
protection requirements; and to observe the safety and health measures as specified in the contract.
Resources Deployment pertain to the ability of the constructor to deploy on time, based on the
approved PERT/CPM or program of work, the required/pledged resources such as materials,
equipment in good running condition and manpower.
In conducting evaluation, the CPES guidelines should be the reference guidelines. LGUs are strongly
encouraged to establish their CPES units through their local engineering offices. The CPES evaluations
will greatly help their local engineering offices in ascertaining the quality of contractors for local road
construction projects.

101 Local Road Management Manual

 Chapter 7
Local Road
Maintenance
Management
Department of the Interior and Local Government
Local Road Management Manual
 1. Road Maintenance
The underlying objective of the road maintenance is to sustain the serviceability of a road over its
economic life. Poorly maintained roads constrain mobility, significantly raise vehicle operating costs,
increase accident rates and adversely affect the productivity of communities in the influence area.

Road maintenance consists of activities to keep pavement, shoulders, slopes, drainage facilities and all
other structures and property within the road margins as near as possible to their newly constructed
condition. This includes minor repairs and improvements to eliminate the cause of defects and to avoid
excessive repetition of maintenance efforts. For purposes of scoping and scheduling road maintenance
activities are categorized as routine, periodic, or emergency.

Although the need for maintenance is widely recognized, the activity continues to be widely neglected for
various reasons. This has resulted in growing maintenance backlog and manifested in terms of decreased
road asset value. This chapter provides an overview of the fundamental concepts in maintenance of local
roads.

Road maintenance means the routine annual and periodic repairs necessary to keep the road in “fair to
good” condition. Routine annual and periodic maintenance work may be undertaken on local roads that
form part of the core road network and have been rehabilitated or are core roads classified as being in
good or fair condition.

a. Creation of a construction safety and health committee;

b. Ensuring safety and health information;
c. Provision of construction safety and health training for relevant personnel;
d. Submission of construction safety and health reports; and
e. Provision of welfare facilities for workers.

2. Asset Management
Local roads are one of the most important public assets of LGU. The construction of these road assets
entails a significant amount of capital investment from the LGU. Once constructed, roads facilitate access
to markets and government services, as well as the general mobility of people and goods. Hence, there is
a need to preserve and properly manage these assets if the benefits from the use of the road are to be
sustained.

Road assets can be preserved and managed through the timely implementation of routine and periodic
maintenance. Without such interventions, road assets will result to deterioration, reduced usability of the
road, and high costs for reconstructing failed sections (maintenance costs is significantly less expensive
than new construction or rehabilitation). Damage as a result of lack of maintenance will mean reduced
benefits and higher travel cost to road users. Deteriorated roads will increase vehicle operating costs due
to frequent repairs and higher fuel consumption, which would then discourage or would act as
disincentives for transport operators to provide service to passengers and to carry goods from production
area to the market.

The American Association of State and Highway Transport Officials (AASHTO) defines the service life
cycle of a road as:

a. Design. This stage deals with dimensions, type of materials, thickness of base and top
surfaces, and the drainage system. Investments made at the design stage affect the long-
term durability of the pavement surface. If, however, sufficient funding is not available to
upgrade the design, the road starts out and stays mediocre;
b. Construction. A high-quality construction process produces a longer-lasting pavement
surface;
c. Initial Deterioration. During the first few years of use, the road surface starts to experience
some initial deterioration caused by traffic volume, rain, snow, solar radiation, and
temperature changes. At this stage, the road appears in good condition, providing a smooth
ride. Preservation strategies at this stage will sustain the smooth ride, preserve the
foundation, extend the life, and reduce the need for costly reconstruction later on;
d. Visible Deterioration. Visible signs of distress such as potholes and cracking occur.
Repairs made at this stage using overlays and milling to eliminate ruts will restore a smooth
ride and extend the life of the road; and
e. Disintegration and Failure. Roads that are not maintained during the initial deterioration
stage and repaired when visible deterioration occurs will fail and will need costly
reconstruction. Once a road’s foundation disintegrates, surface repairs have an increasingly
short life.

103 Local Road Management Manual

A sample graph of a service life cycle of a road, as illustrated by the U.S. Department of Transportation, is
shown in Figure 7.1. Asset preservation strategies as road maintenance prior to the point of rehabilitation
will mean lower cost but at a higher benefit as pavement condition can easily be restored. Whereas, at the
point of rehabilitation and reconstruction, the pavement condition that has to be repaired is large
necessitating a larger investment for the part of the government. With the tendency of LGUs to
underinvestment in local road maintenance, it is naturally logical that the LGUs will need more capital to
restore local roads that are in a state of disrepair as exemplified by the said life cycle graph.

Figure 7.1 Service Life Cycle of Roads

3. Types of Maintenance Activities

3.1. Routine Maintenance

Routine annual road maintenance (as defined in Chapter 4) is carried out to keep the local roads including
the road pavement, road shoulders, side drains, cross drains, roadside verges and road safety devices in
good condition. Routine road maintenance works may include as appropriate, on a case-by-case basis,
some or all of the following activities:

a. Pavement Maintenance
• Pavement patching and repair (including repair of potholes and crack sealing);
• Spot re-gravelling & reshaping on unpaved roads; and
• Grading in unpaved roads.

b. Re-gravelling
• Replacement of surface course and base course, if necessary on a gravel road.

c. Bridge & Structure Maintenance

• Repairs of hand rails;
• Replacement of damaged or deteriorated structural members;
• Replacement of timber decks;
• Epoxy sealing of cracks in concrete decks;
• Change of bearing plates, additions of shear plates or cable restrainers;
• Sand blasting and painting of structural members;
• Repair of retaining walls;
• Foundation protection;
• Stream clearing and debris removal to maintain water courses under bridges; and
• Hire charges for a Bailey or other bridging.

d. Shoulder Maintenance
Normal care and attention of the road shoulder to maintain support to the carriageway and
safety standards;
• Removal of obstruction/ encroachment; and
• Resurfacing of gravel shoulder is included.

Chapter 7: Local Road Maintenance Management 104

 e. Drainage Maintenance
• Routine maintenance and repair of side ditches and subsoil drainage;
• Stream clearing and debris removal to maintain water courses through culvert; and
• Renewal or installation of culverts with a diameter less than or equal to 600mm.
f. Vegetation Control
g. Traffic Service Maintenance
• Maintenance of signs, road markers, pavement markings; and
• Maintenance of guardrails

3.2. Periodic Maintenance

Periodic road maintenance (as discussed in Chapter 4) is usually more extensive work, carried out on a
larger scale and at less frequent intervals than routine annual maintenance. The purpose of periodic
maintenance is to preserve the quality of the road assets, retard the rate of deterioration and extend the
economic life of the road infrastructure. Periodic road maintenance works are usually undertaken at
between two (2) and five (5) year intervals depending on the particular facility and may include as
appropriate, on a case-by-case basis, some or all of the following activities:
a. Pavement Resurfacing
• Single and double bituminous seals;
• Void Filling seal coats;
• Texturing seals;
• Slurry Seals;
• Other approved special purpose seals; and
• Thin overlays (bituminous road-mix or plant mix surface course not exceeding 50mm
average depth).
b. Concrete Re-blocking
c. Seal Widening
d. Preventive Works
• New works that protect existing roads from sea or river damage;
• Drainage installed to drain incipient slip;
• Toe weighting of unstable slopes;
• Burming and hedging of slopes;
• Protection planting project; and
• Work to overcome changes in a river’s course or bed level that threatens the roads,
bridges or other road related structures, but which is not attributable to one climatic
event.
3.3 Emergency maintenance
From time to time, road accidents, extreme weather events, landslides, earthquakes and other incidents
may occur. These cause unexpected damage to the road network rendering it impassable, unsafe or
restricting its use to the travelling public. At such times, emergency maintenance (as described in in
Chapter 4) may be needed and this could include:
a. Urgent repairs to damaged road surfaces to make them safe for users, e.g. after rainstorm
erosion, unauthorized excavation, or earthquake damage. Removal of fallen trees, land slide
debris or debris dropped from passing vehicles, or unauthorized dumping or fly tipping in the
RROW;
b. Urgent repairs to bridges following serious accidents, bad weather; and
c. Signage and maintenance of emergency diversions (detours). Assistance to police/national
defense force as required.

4. Common Road Distress

The common distress (also presented in in Chapter 4) normally encountered on local roads can be
clustered under four (4) components of the road infrastructure as follows:

105 Local Road Management Manual

 a. Carriageway
• Rutting;
• Insufficient surfacing materials;
• Channeling;
• Course texture (exposed base);
• Potholes/ponding;
• Corrugations; and
• Absence of crown.

b. Drainage
• Undefined ditches/ponding;
• Clogged/silted line canal/culverts/box culverts;
• Water crossing the carriageway; and
• Obstructed ditches/culverts inlets and outlets.

c. Roadside
• Excessive vegetation;
• Tree branches and bushes that obstruct sight distance, inside curves, intersections;
and
• Obstructions (stalled vehicles, roadside stores, shanties, unnecessary stockpiles of
aggregates or boulders), and trees within the RROW.

d. Traffic services
• Unreadable warning/regulatory/informative signs;
• Unpainted/corroded guardrails;
• Damaged/fallen guardrails; and
• Presence of vegetation on installed guardrails.

5. Elements of a Maintenance Project

a. The preparation of local road maintenance projects by local engineering offices consists of
the following elements:
b. Selection/prioritization of roads in fair to good condition;
c. Conduct and assessment of detailed road condition survey;
d. Inspection program and defects report;
e. Identification of maintenance activities;
f. Preparation of work plans and programs including cost estimates;
g. Work scheduling and assignment of work by contract or work by administration; and
h. Works management and safe working practices

6. Suggested Minimum Frequency of

Maintenance Activities for Local Gravel
Roads
Only roads in good and fair condition should be maintained. Roads in poor or bad condition should be
rehabilitated first into maintainable condition. The suggested rating for local road conditions shown in
Chapter 4 is again listed in Table 7.1.

The minimum frequencies for maintenance activities for local roads are shown in Table 7.2. The activity
standards for these maintenance activities are fully detailed as Annex 5 of this Manual. Contractors and
local engineering offices should follow these suggested frequencies of maintenance activities including
these reference standards when implementing maintenance by contract and maintenance by
administration, respectively. These maintenance activities can be scheduled throughout the year to
prevent the deterioration of the road into poor or bad condition. A sample work schedule for
maintenance is shown in Table 7.3.

Chapter 7: Local Road Maintenance Management 106

 Table 7.1 Recommended Condition Rating for Local Roads
Pavement Type/ Condition
Field Condition
Road Elements Rating
concrete Good Sound, even, and no cracks or scaling, normal speed ok at 7080 kph.
Fair Even with very minimal hair-like cracks and very minimal surface wearing,
normal speed ok at 50-60 kph.
Poor Slightly uneven with minor cracks (<=3mm. width) and wearing surface,
joint sealant deterioration normal speed ok at 30-40 kph.
Bad With major cracks, shattered slabs, joint deterioration and cut/slip, can
only travel very slowly, normal speed ok at 20-30 kph.
Asphalt Good Sound, well-shaped, even and waterproof, normal speed ok at 70-80 kph.
Fair Even with minor patches and very minimal wearing surface but still
waterproof, normal speed ok at 50-60 kph.
Poor Very uneven and porous, with potholes and cracks (<=3mm. Width)
normal speed 30-40 kph.
Bad Very broken up, rough, with base failures, edge break, can only travel
very slowly, normal speed ok at 20-30 kph.
Gravel Good Good shape and surface, does not hold water.
Fair Flat camber with minor potholes and holding some water.
Poor Depressions common, drainage impeded.
Bad Extensive ponding, water tends to flow on the road.
Earth Good Good shape and surface, does not hold water.
Fair Flat camber with minor potholes and holding some water.
Poor Depressions common, drainage impeded.
Bad Extensive ponding, water tends to flow on the road, impassable when wet.
Shoulder Good Adequate width, even surface and well maintained.
Fair Adequate width, slightly uneven, with few potholes, inadequate
maintenance.
Poor Inadequate width, very uneven or with many edge break and no
maintenance.
Bad No effective shoulders, very silted road edge and with plenty of vegetation.
Side Drain Good Road edge well above side drains, well defined side drains, sufficient
depth, sufficient side slopes to drain water.
Fair Road edge slightly level with side drains, not fully efficient side drains,
water can cross the road.
Poor Road edge slightly below ground level, no side drains or totally blocked
side drains, some ponding of water.
Bad Road edge well below ground level – road serving as a drain to
surrounding areas.
Sidewalk Good Sufficient width, even surface, no vegetation, not holding water.
Fair Sufficient width, with minimal vegetation and slightly uneven.
Poor Insufficient width, with ponding of water, insufficient maintenance.

Bad No maintenance or no sidewalk.

107 Local Road Management Manual

Table 7.2 Suggested Minimum Frequency of Maintenance Activities for Local Gravel Roads

Condition Rating
Frequency of
No. Maintenance Activity Maintenance
Less 200 to More Activities
than 200 400 than 400
Carriageway
101 Manual repair of Unpaved Road 12 12 12 times/year
Surface
102 Manual Patching of Unpaved 5 5 10 times/year (at 20
Road Surface cum/km)
103 Machine Patching of Unpaved 10 15 20 times/year
Road Surface
104 Machine Grading of Unpaved 2 3 3 times/year
Road Surface
61X Re-gravelling of Unpaved Road 0.20 0.20 0.3 times/year or a
Surface determined by the
gravel loss formula
Roadside Shoulder
131 Manual Repair of Unpaved Road 6 6 6 times/year
Shoulders
132 Manual Patching of Unpaved 10 20 20 times/year (at 20
Road cum/km)
Shoulders
133 Machine Grading of Unpaved 1 2 2 times/year
Road
Shoulders
63x Re-gravelling of Unpaved Road 0.12 0.20 0.2 times/year
Shoulders
Roadside Drainage
141 Manual Ditch Cleaning 2 2 2 times/year
142 Manual Inlet/Outlet Cleaning 2 2 2 times/year
143 Manual Culvert Line Cleaning 2 2 2 times/year
Roadside Vegetation
201 Vegetation Control 4 4 4 times/year
TRAFFIC MAINTENANCE
301 Road sign Maintenance 1 1 1 times/year

303 Guardrail Maintenance 1 1 1 times/year

Chapter 7: Local Road Maintenance Management 108

 Table 7.2 Suggested Minimum Frequency of Maintenance Activities for Local Gravel Roads
Month
Activity
Description

Apr

June

July

Aug

Sept

Oct

Nov
Dec
March
No.

May
Feb
Jan
Carriageway Maintenance
101 Manual Repair of x x x x x x x x x x x x
Unpaved Road Surfaces
102 Manual Patching of x x x x x x x x x x
Unpaved Road Surfaces
103 Machine Patching of x x x x x x
Unpaved Road Surfaces
104 Machine Grading of x x
Unpaved Road Surfaces
61x Resurfacing Unpaved x
Road Surface
Roadside Maintenance (Shoulder)
131 Manual Repair of Unpaved x x x x x x x x x X
Road Shoulders
132 Manual Patching of x x x x x x x x x X
Unpaved Road Shoulders
133 Machine Patching of x x
Unpaved Road Shoulders
134 Machine Grading of x x
Unpaved Road Shoulders
63X Resurfacing of Unpaved X
Road Shoulders
Roadside Maintenance (Drainage)
141 Manual Ditch Cleaning x x x
142 Manual Inlet/outlet cleaning x x x
143 Culvert line cleaning x x x
144 Repair and/or Replacement of x x x
Minor Structures
Roadside Maintenance (Vegetation Control)
201 Vegetation Control x x
202 Erosion Repair and o o o o o
Control to Roadsides
203 Repair to major o o o o o o
Roadside Structures
209 Other Roadside o o o o o o
Maintenance
Roadside Maintenance (Traffic Services Maintenance)

301 Sign Maintenance x x x x

303 Guardrail Maintenance x x
304 Sight Distance Mowing and x x
Clearing
309 Other Traffic Services o o o o o o o o o o o o

109 Local Road Management Manual

7. Cost Estimates for Local Road
Maintenance
The cost estimates for local road maintenance should follow the recommended computation for direct
and indirect costs for By-Contract and By-Administration (see Section 4 of Chapter 5) are presented as
follows:

a. Direct Costs. These costs are attributed directly to a particular function of work. These are costs
which are identifiable from a particular accounting standpoint as having been incurred in the
performance of a specific activity standard. Direct cost elements of each pay item basically
involve the following:

i. Equipment Cost. These costs may be computed based on latest Edition of ACEL rates or
prevailing LGU equipment rental rates, whichever is applicable. The Chapter on Quantity
Calculations and Cost Estimation shows construction equipment rental rates using ACEL
2009;
ii. Material Cost (including Hauling). LGUs may use the prevailing market rates of
materials in their area in computing the material cost; and
iii. Labor Cost. The latest minimum wage law updated 8 July 2011 as approved by the
National Wages and Productivity Commission should be adapted in the labor cost
estimate, which include fringe benefits such as leaves, bonus, Social Security System,
Philhealth, Emergency Cost of Living Allowance, PagIBIG, 13th month pay and
employees compensation. The Chapter on Quantity Calculations and Cost Estimation
shows a sample computation of labor rates.

b. Indirect Costs. These costs are mark-ups and value added tax (VAT) that are not directly
involved in the execution of the work items. Indirect cost should be computed in accordance with
the DPWH latest issuances as much as possible. It is usually taken as a percentage of the
estimated direct costs to cover up among other things, expenses that are incurred in the
completion of the works, which include, but are not necessarily limited to the following:
i. Overhead Expenses:
• Supervision (Engineering and Administrative);
• Transportation Allowances;
• Office Expenses (Office Equipment and Supplies);
• Contractor’s All Risk Insurance; and
• Financing Cost (Premium).
ii. Mobilization/Demobilization;
iii. Contingencies;
iv. Miscellaneous Expenses;
v. Contractor’s Profit Margin; and
vi. Value Added Tax.

Ideally, the total project estimated for contracted local road maintenance works should be similar to the
suggested project estimate tabulation shown in Section 4.1.4 of Chapter 5 (Table 5.3). For purposes of
clarity, the same table is illustrated here as Table 7.4. Again, the Construction cost for the package is
estimated by using the unit prices computed and the quantities calculated in the same prescribed
format for the Calculation of Approved Budget for the Contract. The total for each Bid Part or Bill Item
of this cost estimate is carried to the Summary of Costs and the total project cost is compiled in the
Total Project Estimate, which is the Approved Budget for the Contract (ABC) issued in the bid
advertisements.

8. Maintenance of Sealed Pavements (Paved

Local Roads)
Maintenance of sealed pavements (paved local roads) can also be categorized into two types – routine
maintenance; and periodic maintenance. Similar to gravel road maintenance, routine maintenance of
paved roads (whether asphalt or concrete) is carried out annually to keep the road pavement, road
shoulders, side drains, cross drains, roadside verges and road safety devices in good condition.
Failure to do so will mean premature deterioration of the pavement, for which pavement replacement is
more expensive.

Chapter 7: Local Road Maintenance Management 110

 Work Estimated Mark-up in Total
Item Item Quantity Unit Direct Total Mark-up Total Unit
Percent VAT Indirect
No. (Pay Cost Cost
Cost OCM Profit % Value Cost
Item)
(10) = (11) = (12) = (13) =
(8) = (9) =
(1) (2) (3) (4) (5) (6) (7) 12% x [(5) + (9) + (5) + (12) /
(6) + (7) (5) x (8)
(9)] (10) (11) (3)

Total Cost

In contrast, periodic maintenance for paved roads will require more work items on a wider coverage at
fewer frequencies than routine maintenance. Periodic maintenance seeks to preserve the quality of the
sealed pavement at whole sections. Cost estimates for the maintenance of sealed pavements will also
require the same degree of quantity calculation and cost estimation as gravel road maintenance (see
previous section). Unlike gravel roads, the maintenance of sealed pavements are based on the
inspection findings for sections showing pavement defects or distress (see the section on local road
inventory at the local road planning chapter of this manual). Maintenance measures are then based on
the degree of distress over the pavement.

Tables 7.5 to 7.8 show the typical procedural activities for the maintenance of asphalt pavement. On the
other hand, work activities for the maintenance of concrete pavement are shown in Tables 7.9 to 7.11.
These procedural steps for the maintenance activities of sealed pavement (asphalt and concrete) are
adopted from the Road Maintenance Guidelines of DPWH.

Table 7.5 Premix Patching Bituminous Pavements

Purpose
To eliminate hazardous conditions and to provide smooth, well-drained surfaces.

Procedure
1. Remove standing water and temporary patching material from defect or area to be leveled.
2. Shape defects so that; (a) depth provides for sufficient strength; (b) sides are vertical; (c) corners
are square or slightly rounded; (d) sides have no abrupt changes in line; and (e) hole is cut back
into sound pavement.
3. Add base material if needed.
4. Clean and tack defects or area to be leveled.
5. Place premix in layers and compact each layer. Mix should be placed only within limits of hole
and area to be leveled.
6. Final layer should be flushed with surrounding surface.
7. Dig channels through shoulders, if needed, to allow water to drain.
8. Check cross section, profile and drainage. Rework if needed.

Notes

• Materials to be used should be dense graded asphalt mixture with maximum grain size equal to
or less than 19 mm.
• Wet part should be heated to be dried with burner.
• Laying of asphalt mixture should be approx. 1 cm. higher than the adjacent surroundings to give
allowance for settlement.
• When depth of pothole is more than 7 cm, compact mixture in two layers.

111 Local Road Management Manual

Table 7.6 Penetration Patching Bituminous Pavements

Purpose

To provide smooth, well-drained surfaces. This activity is not suitable for repairing hazardous conditions,
since lack of mobility prevents quick response.

Procedure

1. Remove standing water, if any, from the defects.

2. Shape defects so that; (a) depth provides for sufficient strength; (b) sides are vertical; (c) corners are
squared or slightly rounded; (d) sides have no abrupt changes in line; and (e) hole is cut back.
3. Add base material if needed.
4. Place aggregate in layers and compact each layer.
5. Penetrate final layer with asphalt. Avoid using too much asphalt.
6. Apply cover sand and compact. Final layer should be flushed with surrounding surface.
7. Dig channels through shoulders, if needed, to allow water to drain.
8. Check cross section, profile and drainage. Rework if needed.

Notes

• Penetration macadam is suitable for regions without asphalt plant.

• After placing and spreading macadam aggregate, oversize and slender or flat aggregate
should be removed.
• Bituminous material should be spread uniformly so as to penetrate sufficiently and cover
aggregate.
• Seal coat surfaces to keep water tightness.

Table 7.7 Sealing Bituminous Pavements

Purpose
To prevent further deterioration caused by entry of water.

Procedure

1. Remove debris from cracks or clean raveled surface.

2. For individual cracks; fill cracks completely with asphalt; use squeegee to force asphalt into cracks
and remove excess.
3. For areas; apply asphalt, distribute with broom and remove excess with squeegee.
4. Apply cover sand.

Notes

• Sealing is generally applied to crack of more than 3mm in width.

• Loose damaged part around cracks should be removed.
• Fill cracks with bituminous material at a temperature of 180 to 200 degrees centigrade.
• For deep crack, fill it twice with asphalt.
• Sealing for wide area is effective for preventive maintenance if it is carried out regularly prior to rainy
season.
• Aggregate to be used should be clean, hard and durable.

Chapter 7: Local Road Maintenance Management 112

 Table 7.8 Replacement of Bituminous Pavements

Purpose
To provide smooth, well-drained pavements.

Procedure
1. Remove damaged pavements.
2. Add base material if needed.
3. Clean surface to be covered.
4. Spray liquid asphalt at specified rate as tack coat or prime coat.
5. Place pre-mix in layers and compact each layer, or place aggregate in layers, compact each layer,
penetrate final layer with asphalt and apply cover sand.
6. Final layer should be flushed with surrounding surface.

Notes

• Considering mobility of machine, the width to be replaced should not be less than one lane of the road.
• When the cause of damage is due to weak base or sub-base, remove and replace the base or sub-base
prior to replacement of bituminous pavement.
• Disturbed base when removing damaged bituminous pavement should be leveled and compacted prior
to laying of bituminous pavement.
• Tack coat or prime coat should be applied uniformly on bottom surface and vertical side as well.
• Laying of asphalt mixture should be approx. 0.5 to 1.0 cm. higher than the adjacent surroundings to give
allowance for settlement.

Table 7.9 Patching Concrete Pavements

Purpose
To eliminate hazardous conditions and to provide smooth, well-drained pavements.

Procedure

1. Remove standing water defect or area to be leveled.

2. Remove all broken pavement.
3. Remove all chip-off loose/broken pieces of pavement.
4. (a) For defects; shape defects, tack, place pre-mix or penetration patch as in 2-1 and 2-2. (b) For
leveling; clean area, tack, place pre-mix as in 2-1. (c) For raveled areas; clean chip-off loose/broken
pieces of pavement. Apply asphalt and cover aggregate as in 2-3.
5. Dig channels through high shoulders to allow water to drain to ditch.
6. Check cross section, profile and drainage. Rework, if needed.

Notes
• Asphalt materials are widely used instead of cement materials for patching due to its easy application.
Although cement materials used on the existing PCCP is desirable for patching, it is difficult to cut/taper
on the areas to be patched.
• Likewise, it takes time before the road will be opened to traffic
• Remove damaged part and expose sound part by chipping off to clean the surface to be patched.
• Damaged joint and deep cracks should be sealed prior to patching works to prevent water intrusion
coming from the lower layer of the road.

113 Local Road Management Manual

Table 7.10 Crack and Joint Sealing of Concrete Pavements

Purpose
To prevent entry of water, debris and other incompressible materials into cracks and joints and allow the free
movement (expansion or contraction) of the pavement.

Procedure

1. Heat asphalt to proper temperature, if hot asphalt is used.

2. Remove incompressible materials from cracks or joints, including old filler and blow cracks or joint
clean.
3. Pour asphalt in crack or joint to within one-half cm of pavement surface. For large cracks, fill with
bituminous pre-mix / aggregate and asphalt. Do not overfill.
4. Remove any excess asphalt by squeegeeing.
5. Check to be sure asphalt do not seep underneath the pavement and that cracks remained filled. Apply
cover sand.

Notes
• Heat asphalt to adequate temperature (180-200℃).
• Clean or blow thoroughly dust and mud in cracks and joints.
• Further, remove damaged loose part of surrounding areas.
• Pour asphalt in cracks or joints kept in dry conditions.
• Causes of cracks should be identified and corrected prior to sealing works.

Table 7.11 Replacement of Concrete Pavements

Purpose
To provide smooth, well-drained pavements and prevent progressive deterioration of the pavement.

Procedure

1. Remove damaged pavement.

2. Add base material, if needed.
3. Salvage waste material suitable for back fill. Place remainder in a sage location for removal.
4. Shape hole so that sides are vertical, corners are square and sides have no abrupt changes in line and
hole is cut back into sound pavement.
5. Mix and place concrete and finish to match surrounding surface or place hot mix in layers and compact
each layer.
6. Cure concrete. Barricade from traffic for at least 14 days.

Notes
• Sub-grade or sub-base in poor conditions should be replaced.
• Damaged dowel bars of existing slab should be replaced.
• For contact surface with existing slab, joint should be installed to cut adhesion between old and new
concrete. In addition, underlay paper is used on the sub-base surface to reduce friction with concrete
slab.

Chapter 7: Local Road Maintenance Management 114

Chapter 8
Local Road
Environmental
Safeguards
1. The Philippine Environmental Impact
Statement System (PEISS)
Road development activities that are likely to affect the environment can be properly assessed and
managed. The process is in keeping with the policy of continuously improving the environmental
performance of any infrastructure development activity and demonstrating commitment to sound
environmental management practices.

Government efforts to secure compliance with the principles of sustainable development are embodied in
the Philippine Environmental Impact Statement System (PEISS). The PEISS is implemented by the
Department of Environment and Natural Resources (DENR) through DENR Administrative Order No. 30,
Series of 2003 (DAO 03-30), which contains the implementing rules and regulations of the PEISS law.
This chapter should be read in conjunction with the other references cited in the DAO 2003-30 manual of
procedures and its associated technical and scientific manuals.

The basic policy framework for the PEISS is found in Section 16, Article II, of the Philippine Constitution:
“The State shall protect and advance the right of the people to a balanced and healthful ecology in
accord with the rhythm and harmony of nature.” To implement this policy, Executive Order 192 made the
DENR the “primary government agency responsible for the conservation, management, development
and proper use of the country’s environment and natural resources.” The DENR’s Environmental
Management Bureau (EMB) is specifically tasked with “recommending rules and regulations for
environmental impact assessments and providing technical assistance for their implementation and
monitoring.”

The first policy issued on the PEISS was Presidential Decree (PD) No. 1151, which required all agencies
and instrumentalities of the national government, including government-owned and government-
controlled corporations, as well as private corporations, firms and entities to prepare an environmental
impact statement for every action, project or undertaking which significantly affects the quality of the
environment.

PD 1586, which established the PEISS, reiterated this policy statement and required the submission of
an environmental impact statement (EIS) for environmentally critical projects (ECPs) and projects within
environmentally critical areas (ECAs). No ECP or project within an ECA may operate without an
environmental compliance certificate (ECC) issued by DENR. Presidential Proclamation No. 2146,
Series of 1981, later gave more technical details about the areas and types of projects that were
considered environmentally critical.

Several refinements have been made in the PEISS to improve its effectiveness as a planning,
management, and regulatory tool against the country’s environmental problems. The DENR has always
strived to strengthen the system by continuously introducing new features and requirements as
economic realities change and as the Filipino people grow in environmental awareness.

The latest of these improvement efforts is DAO 2003-30, which supersedes all previous orders on PEISS
implementation. DAO 2003-30 vests in the DENR secretary and the EMB director and regional directors
the authority to grant ECCs or deny their issuance. According to DAO 2003-30, the basic policy and
operating principles behind the implementation of the PEISS are as follows:

a. The PEISS primarily assesses the direct and indirect impact of a project on the biophysical
and human environment and makes sure that appropriate measures are taken to protect
and preserve the environment;
b. The PEISS aids project proponents in including environmental considerations in project
planning by determining the project’s potential environmental impacts and its corresponding
mitigation measures;
c. Project proponents are responsible for determining and disclosing all relevant information
necessary for a methodical assessment of the environmental impact of their projects;
d. The EMB reviews each ECC application against these three general criteria: (i)
environmental impact must be considered in project planning, (ii) the environmental impact
assessment (EIA) must be technically sound and the proposed mitigation measures
effective, and (iii) social acceptability must be based on the participation of an informed
public;
e. Effective regulatory review of the ECC application depends largely on timely, full, and
accurate disclosure of relevant information by project proponents and other stakeholders in
the EIA process;
f. The extent of meaningful public participation in discussions about the project’s
environmental impact is assessed during the review of the ECC application and determines
the social acceptability of the project; and

Chapter 8: Local Road Environmental Safeguards 116

 g. The timelines given in DAO 2003-30 for an ECC to be issued or denied apply only to
processes and actions within the control of the EMB and exclude actions or activities for
which the proponent is responsible.

The issuance of an ECC under DAO 2003-30 does not, however, exempt the project proponent from
securing land conversion, sanitary, water, building, and other government permits required by law. The
Philippine Constitution, presidential decrees, presidential proclamations, executive and administrative
orders, department administrative orders, and memorandum circulars provide the legal framework for
the ECC requirement.

2. Other Relevant Philippine Environmental

Laws
There are other environmental laws in the Philippines that are relevant to local road development. These
laws are the following:

a. Republic Act No. 8749 (Clean Air Act of 1999) governs the management of air quality in
the Philippines. The act seeks to keep ambient air quality within guideline values conducive
to public health, safety, and welfare; reduce air pollution from area, stationary, and mobile
sources; and improve fuel quality;
b. Republic Act No. 9275 (Clean Water Act of 2004) was passed to protect the country’s
water bodies from pollution from land-based sources (industries and commercial
establishments, agriculture, and community and household activities). It provides for a
comprehensive and integrated strategy for preventing and minimizing pollution through a
multi-sectoral and participatory approach involving all the stakeholders; and

c. Republic Act No. 9003 (Ecological Solid Waste Management Act of 2000) provides the
legal framework for a systematic, comprehensive, and ecologically correct program of solid
waste management that also safeguards public health. It emphasizes, among other things,
the creation of institutional mechanisms and incentives, and imposes penalties for violations
of its provisions.

These laws do not necessarily exclude other, equally important laws that deal with concerns pertaining
to wildlife management, endangered species, historical places, archaeological resources, water use, and
sanitation. Among these other legal issuances are the following:

a. Presidential Decree No. 856 (Sanitation Code of 1975);

b. Presidential Decree No. 1067 (Water Code of 1976);
c. Presidential Decree No. 1152 (Environment Code of 1977); and
d. DENR DAO No. 34, Series of 1990 (Revised Water Usage and Classification/Water Quality
Criteria Amending Sections 68 and 69, Chapter III, of the 1978 National Pollution Control
Commission Rules and Regulations).

In terms of land acquisition and resettlement, the legal framework that are applicable to local road
development are:

a. Republic Act No. 8974 (An Act to Facilitate the Acquisition of Right-of-Way, Site or Location
for National Government Infrastructure Projects and for Other Purposes); and

b. Republic Act No. 7279 (Urban Development and Housing Act of 1992).

3. Local Government Policies

The mandate for environmental management at the subnational level of government derives from the
environmental codes of the LGUs (provinces, municipalities, and cities).
The LGU environmental codes are based on the provisions of the Philippine Constitution and on Sec. 3
(i) of RA 7160 (Local Government Code of 1991), which states that “Local Government Units shall share
with the national government the responsibility in the management and maintenance of ecological
balance within their territorial jurisdiction, subject to the provisions of this Code and national policies.”

117 Local Road Management Manual

Co-management by LGUs is sought in the implementation of national policies for the following, among
others: (a) forest resources management; (b) biodiversity protection and cultural resources
preservation; (c) mineral resources management; (d) water resources management; (e) solid waste
management; (f) air pollution control; (g) water pollution control; (h) environmental assessment and
monitoring; (i) land management; (j) energy development and conservation; (k) ecological tourism
development and management; and (l) engineering and infrastructure management.
Provincial, municipal, and city environment and natural resources officers are responsible for
implementing the environmental codes for their respective LGUs. Their duties and responsibilities, as
well as eligibility requirements, are defined in the Local Government Code.
Local environment and natural resources officers coordinate with government agencies, particularly the
DENR, and with nongovernment organizations in implementing measures to prevent and control land,
air, and water pollution. The scope and coverage of monitoring by these LGU officers is defined in the
environmental management plan (EMP)—impact management plan, environmental monitoring plan,
social development framework, etc.—developed during the project’s initial environmental evaluation
(IEE), and restated in the ECC.

4. The Revised PEISS Manual of Procedures

According to the PEISS manual of procedures, EIA integrates environmental concerns during the
feasibility study of project planning phase, when the project configuration is reviewed and
environmental management and monitoring plans are drafted.

New road projects requiring new road openings or clearing and road traversing or leading to NIPAS
areas falls under the scope of the PEISS and requires an EIA or an issuance ECC prior to proceeding
to the construction stage. If the project’s EIA receives a positive review from the DENR-EMB, an ECC
will issued with corresponding conditions that should be implemented during project implementation.

4.1 Role of Environmental Impact Assessment

The EIA process performs distinct functions at various stages in the project cycle, which can be
described below:

a. Pre-feasibility stage. EIA checks whether the proposed project is covered by the
PEISS or not. PEISS coverage requires an application process, which starts with an
initial rapid assessment of the project site and impact to determine the location of
the project and arrive at a preliminary scope of key environmental issues. A
Certificate of Non-Coverage (CNC) may be secured from DENR-EMB for projects
that will not require an ECC issuance to ensure that the proposed projects do not fall
under the scope of the PEISS. A draft Environmental Management Plan (EMP)
Report will be prepared by the local government’s environmental unit or a qualified
preparer (if full EIA) to outline the recommended mitigation measures to identified
potential project impacts;

b. Project feasibility study. Environmental impact is assessed in detail and the final
project configuration is established together with the EMP. A formal application for
the project is submitted to the DENR, together with the EIA results. A positive review
is followed by a DENR decision stating the commitments and other requirements of
compliance with environmental regulations and environmental best practices;

c. Detailed engineering design. The generic measures identified during the EIA
study at the feasibility stage are made more specific, in view of the project design
and operating specifications. Before the project is built or implemented, more
baseline monitoring may have to be done to support the environmental management
and monitoring plans; and

d. Construction, Operation and Maintenance. Environmental mitigation measures

are implemented when the project is first constructed, developed, and operated and
throughout its lifetime, and environmental performance is continuously monitored.
Findings are used as basis for the continuous improvement of the project and the
parallel updating of the EMP. Major road improvement may need new formal
applications for DENR approval, referring back to previous approvals.

Chapter 8: Local Road Environmental Safeguards 118

 4.2 Environmental Assessment Requirements

DAO 2003-30 sets thresholds for the project categories under the PEISS. There are four
categories of projects:

a. Category A: Environmentally-critical projects (ECPs) with significant potential for

adverse environmental impact. ECPs comprise projects in the heavy or resource
extractive industries, as well as some infrastructure and golf course projects;
b. Category B: Projects that are not environmentally critical but may have negative
effects because they are in Environmentally Critical Areas (ECAs);
c. Category C: Projects intended to improve environmental quality or address
environmental problems; and
d. Category D: Projects that were operating before 1982, projects that do not fall under
other categories, or projects that are unlikely to have adverse environmental impact.

Under Administrative Order 42 (issued by the Office of the President in 2002), all category A and
B projects require an ECC before implementation, while category C and D projects require a
certificate of non-coverage (CNC).

The PEISS manual of procedures identifies four ECP types under Category A and 12 ECA types under
category B as shown in the corresponding technical definitions listed in Table 8.1.

Table 8.1 Environmentally Critical Projects and Environmental Critical Areas (DENR Administrative Order
30, Series of 2003

Environmentally Critical Projects Environmentally Critical Areas

Under Proclamation No. 2146 of Under Proclamation No. 2146 of 1981

1981:
a. Legally designated national parks, watershed reserves, wildlife
a. Heavy industries: Nonferrous preserves, sanctuaries;
metal industries, iron and
b. Areas with aesthetic potential, set aside for tourism;
steel mills, petroleum and
petroleum chemical c. Areas that constitute the habitat of any endangered or
industries (including oil and threatened species of Philippine wildlife (flora and fauna);
gas), smelting plants;
d. Areas of unique historic, archaeological, or scientific interest;
b. Resource extractive e. Areas traditionally occupied by cultural communities or tribes;
industries: Major mining and
f. Areas often visited or hit hard by natural calamities (geologic
quarrying projects, forestry
projects (logging, major hazards, floods, typhoons, volcanic activity, etc.);
wood processing projects, g. Areas with critical slopes; Areas classified as prime agricultural
introduction of exotic animals land;
into public and private
forests, forest occupancy, h. Recharged areas of aquifers;
extraction of mangrove
i. Water bodies with one or a combination of these conditions:
products, grazing), fishery
projects (dikes, fishpond designated for domestic use; located within controlled or
development projects); and protected areas declared as such by appropriate authorities; or
supporting wildlife and fishery activities;
c. Infrastructure projects: Major j. Mangrove areas with one or a combination of these conditions:
dams, major power plants supporting primary pristine and dense young growth; adjoining
(fossil-fueled, nuclear-fueled, the mouth of major river systems; located near or beside
hydroelectric, or traditional productive fry or fishing grounds; acting as natural
geothermal), major buffer against shore erosion, strong winds, and storm floods; or
reclamation projects, major providing local residents with their main source of livelihood; and
roads and bridges.
k. Coral reefs with one or a combination of these conditions: having
Under Proclamation No. 803 of 1996: at least 50% live coralline algae cover; used as fish spawning
and nursery grounds; or acting as natural breakwater
a. All golf course projects

119 Local Road Management Manual

 There are five main project groups under DAO 30-2003 (see Table 8.2). Of particular interest is group
IV, which often becomes the single most relevant group if road development projects in the LGUs are
pursued according to LGU road network development plans. Such co-located projects may require a
programmatic approach and a programmatic initial environmental examination. The EMP, based on that
initial environmental examination, will support the application for an ECC that covers all present and
future road development projects of this type that the LGU plans to undertake. The programmatic
approach is also designed for projects that involve the same activity at several sites, particularly where
the potential impact is likely to be insignificant. This is the case for all works within existing rights-of-way,
which require no displacement of people or change in land use.

Project Subgroup

New Road Existing Road

Project Group and Description With ECC but
Environmental with Proposal to
Road
Enhancement Modify or Without ECC
Construction
& Mitigation Resume
Operation
I Single ECP in ECA or NECA I-A I-B I-C
II Single NECP in ECA II-A1 II-A2 II-B II-C

III Single NECP in NECA III-AZ III-A1

IV Co-located projects in ECA or IV-A IV-B IV-C
NECA
V Unclassified projects V-A
ECA = environmentally critical area, ECC = environmental compliance certificate, ECP = environmentally critical
project, NECA = non– environmentally critical area, NECP = non–environmentally critical project.

DAO 2003-30 provides for the screening or assessment of the project’s biophysical and social impact
within the project area, depending on the outcome of the EIA and the type of environmental impact
expected.

In projects requiring the acquisition of additional right-of-way, a land acquisition and resettlement plan
should be prepared in coordination with the affected LGU. The resettlement process and the
responsibilities of each government agency and LGU are spelled out in RA 7160 (Local Government
Code of 1991). Community consultation activities will be facilitated by the proponents to secure public
acceptance of the proposed project and resolve potential Right-of-Way (ROW) issues and engage the
local stakeholders in an informed discussion about the proposed project.

5. Practical Environmental Guidelines for Local

Road Management Activities
Local roads should be designed and built by competent engineers who know the environmental impact
of the road interventions. Practical guidelines for all phases of the design, construction, and maintenance
of local roads are given in this section.

5.1 Design of Local Roads

The following are the practical guidelines to ensure environmental safeguards in designing local
roads:
a. Design roads for the required function, paying particular attention to the types of vehicles
that will use them and the vehicle loading patterns;
b. Minimize the total length of roads required to avoid opening up new land;
c. Reduce the total area disturbed by opening the minimum clearing limits necessary and
by not using excessive road widths, particularly on steep terrain;
d. Avoid locating roads on wet soils, unstable slopes, or steep side slopes;
e. Avoid steep grades through soils that erode easily and are difficult to stabilize;

Chapter 8: Local Road Environmental Safeguards 120

 f. Minimize earthwork by minimizing cutting and filling. Fit the road as closely as possible
to the terrain;

g. While low road grades are desirable, allow for some amount of slope to keep water
moving and prevent sediment from depositing in ditches;

h. Use adequately spaced cross drains to reduce water run and keep water velocity down;

i. Make sure culverts are installed, not only at certain distances but also where they are
actually needed, at the lowest point in the vertical curve;
j. On steeper terrain, stake out cut and fill limits to control earthwork during construction;
and
k. Design stream crossings so that road surface runoff and ditch flows are diverted before
the road reaches the stream to avoid creating a point source for sediments entering the
stream. Stabilize or seal road approaches to bodies of water.

5.2 Construction of Local Roads

The following are the practical guidelines to ensure environmental safeguards in constructing local
roads:

a. Controlling vegetation along roadside verges, including cutting and trimming grass,
shrubs, and trees, and removing and disposing of cuttings;
b. Use equipment of the appropriate size and power configuration;
c. Use only adequately trained, skilled, and experienced machine operators to construct
roads on sensitive and difficult terrain;
d. Where large trees not designated for harvest are in the right of way, consider small
changes in alignment to avoid them;
e. Carry out earthwork in relatively dry weather;
f. Where material excavated with shovels and tractors will silt watercourses, haul away the
material for disposal at a safe location;
g. Stabilize cuts and fills with retaining walls or some other suitable method where there is
danger of slippage into watercourses;
h. Build proper ditches and culverts;
i. Provide suitable drainage while the road is under construction and allow the road to
stabilize before permitting heavy traffic. Construct the road at least one year before it is
first used in heavy traffic during the wet season;
j. Deposit cut material in stable locations above high-water levels, and avoid depositing
materials or debris in streams;
k. Keep machine activity in stream beds to an absolute minimum. Choose temporary
stream crossings that create a minimum of soil disturbance;
l. Cross streams only at right angles;
m. Where practical, seed cut banks and fill slopes with grass or alternative cover to reduce
erosion and improve appearance. Give preference to native vegetation;
n. Construct ditches on all roads to handle the maximum flows expected;
o. Avoid blasting excessive rock into watercourses. Use excavators to construct roads on
steep terrain;
p. When possible, surface roads with stronger, more durable material to reduce
sedimentation; and
q. If available, use rock in selected locations (ditches, culvert outlets, and fords) to protect
against erosion.

5.3 Construction of Drainage Structures

The following are the practical guidelines to ensure environmental safeguards in constructing
drainage structures for local roads:

a. Build bridges and culverts to handle the maximum water flows expected, paying special
attention to areas of heavy rainfall;
b. Design bridges and culverts to allow free passage of aquatic species;
c. Orient bridges and culverts in relation to natural stream channels, with minimum
disturbance of stream banks and bottoms;
d. Stabilize pipe culverts with loose backfill to prevent erosion;
e. Incorporate an entrance and exit discharge structure (e.g., wing wall) into culvert
design to eliminate bank erosion;

121 Local Road Management Manual

 f. Consider fords and spillways as alternatives to culverts in crossings built over
perennial streams with high sediment load. Culverts and pipes are more appropriate
for normal runoff;
g. During construction, make sure that oils, chemicals, excess concrete, and other waste
materials do not enter the stream or river; and
h. Promptly remove debris that accumulates at the construction site.

5.4 Maintenance of Local Roads

The following are the practical guidelines to ensure environmental safeguards in constructing
drainage structures for local roads:

a. Follow routine and periodic maintenance schedules strictly;

b. Grade roads immediately as needed and crown them adequately to prevent ponding;

c. Clean out roads and ditches after the passage of heavy vehicles (e.g., farm tractors
and trucks) during the planting and harvest seasons, paying particular attention to
damaged culverts and pipes;

d. Keep an inventory of bridges, culverts, and ditches that are potential problem areas.
Maintain them regularly, and check them often during periods of heavy rainfall;

e. Deposit material removed from ditches during maintenance in a safe location away
from bodies of water; and

f. Immediately close and retire roads not needed for continued use (e.g., temporary
diversion roads, haul roads) to prevent induced erosion and deny access to wildlife
poachers and forest miners.

6. Environmental Management System (EMS)

for Road Network Development
For road network development projects implemented by LGUs, a program-level environmental
management system (EMS) is recommended. An EMS has five core components, namely:

a. Policy and legal setting. The first step in establishing an EMS is to identify and
understand the policy and legal setting in which road projects are implemented. A good
understanding of the circumstances surrounding project funding reinforces the
assessment and management of the environmental impact of projects and the promotion
of environmentally sustainable development;
b. Environmental assessment and management planning. Environmental assessment
identifies, predicts, and evaluates all the foreseeable environmental impact of LGU road
projects. For specific projects requiring a full EIA, the assessment is made by the
feasibility study and design teams, whose members must include appropriately skilled
environmental analysts;

The terms of reference for the study and design works must expressly require an
Environmental Assessment (EA), including a thorough investigation of any environmental
issues brought to light during the initial environmental assessment. The EA should involve
all relevant stakeholders, including the affected community and partner government, the
national environment agency, and the local environment agency;

The participation of communities that will be affected by proposed road development

projects is an important part of the EA, especially if the projects will involve the
management of natural resources. Community participation should begin early in project
preparation to be most effective, and the EA results should be incorporated into the project
design;

LGUs can refer to the issues, concerns, and mitigation measures listed in the IEE or EA
report when preparing EMPs in consultation with the affected communities. The EMPs will
help determine the contractual obligations of the road works contractors;

Chapter 8: Local Road Environmental Safeguards 122

 For each identified road section, therefore, the LGU must (1) define the project baseline, (2)
prepare an EMP (to guide the management in monitoring of environmental impact) and
enforcement of recommended mitigation measures,
(3) implement the EMP, (4) monitor and evaluate EMP implementation, and
(5) review EMP implementation;

c. Implementation. The EMS measures designed to control and manage the environmental
impact of road projects are implemented in conjunction with the EMP developed for a
particular project;
d. Environmental Compliance Monitoring (ECM) and evaluation. The monitoring and
evaluation of EMS and EMP implementation should be built into the EMPs. This process
requires performance indicators for assessing environmental performance. Ideally, such
monitoring and evaluation should be carried out by the managing contractor throughout
project implementation;

The general provisions of DAO 03-30 and its revised manual of procedures, which spell out
the monitoring requirements and the format of reports, guide the monitoring of the EMS and
its implementation in roadworks. Besides the conditions stated in the ECC issued for the
project, further details can be found in the multi stakeholder participation handbook
developed under the World Bank–funded Strengthening the Environmental Performance
Monitoring and Evaluation System of the Philippine Environmental Impact Statement
System project; and
e. Review. Management measures contained in the EMS must be periodically reviewed for
suitability, adequacy, and effectiveness in managing any issues and impact identified. The
review is generally informed by the findings of environmental performance assessments,
reviews, and audits; changes in legislation or policy and strategic priorities; and the need for
continuous improvement.

7. Climate Change Considerations

7.1. Climate Change and Traffic Demand

Traffic characteristics—volume (primarily its rate of growth), axle load, and vehicle size—are the
main determinants of road design and maintenance requirements. These factors are dictated by
new developments in land use and increases in productivity. More traffic means more need for
roads with higher capacity, stronger structure, and better maintenance.

The effects of climate change can also profoundly affect demand for road infrastructure. Demand
will be much less in drier agricultural areas than in areas with increased rainfall, where productivity
is likely to be higher, agriculture more vigorous and bountiful, and traffic generally heavier as a
result.
7.2. Road Design and Maintenance

Over the long term, in areas of reduced rainfall, there should be less pavement deterioration, and
therefore less need for thick layers of gravel.

Conversely, in areas with increased rainfall, initial investment and maintenance needs may be
higher. Drainage structures designed the traditional way may have inadequate capacity. The
harmful effects of shifts in climate and precipitation are not confined to unsealed roads; flexible
and rigid pavements are also affected.

In coastal and low-lying areas, rising water levels can be a major concern. A new design approach
that provides a high enough factor of safety during storm surges must be found. The design of
existing roads can be reviewed at the end of their current design performance period, at which
time .

123 Local Road Management Manual

they will have to be rehabilitated or improved. More permanent structures such as culverts and
bridges should take into account the rise in design flood over their design life, which is usually
longer than 20 years.

The effects of climate change may be difficult to assess at this time because there is little certainty
of their occurrence in a specific area. Qualitative measures of their potential effects, however,
show clear and certain impact. A higher water table will raise the moisture content of road layers
and hasten pavement deterioration. Steel reinforcing bridges and concrete pavements may
corrode faster near inland water bodies made more saline by the reduction in rainfall. The design
responsibility of engineers takes on a new dimension as the risks arising from these uncertainties
are considered. LGUs should give serious thought to revisiting current practices in providing
allowance for embankment, protecting steel reinforcement, and designing drainage and slope
protection structures, among others.

7.3. Road and Bridge Infrastructure Vulnerability Assessment (RBIVA)

As managers of development in their localities, local government units have to be capable and
ready to manage the consequences of disasters and the phenomenon associated with climate
change; thus reducing disaster risk on human settlements, livelihood and infrastructure, and zero
or less casualties and minimum damages to properties.

It is DILG’s objective to assist LGUs to build their resiliency to cope with and respond to natural
disasters and adapt to climate change and mainstream disaster risk reduction and climate change
in pre-disaster planning and infrastructure audit. The latter in particular will ensure resiliency of
critical infrastructure such as roads and bridges.

In light of this and as part of the project “Enhancing LGU Capacity on Climate Change Adaptation
and Disaster Risk Reduction Management Framework” DILG has produced and rolled out the
Infrastructure Audit Form/Checklist for Buildings. A similar set of tools for roads and bridges,
herein referred to as Road and Bridge Infrastructure Vulnerability Audit (RBIVA), have been
developed and tested.

The tools consist of a set of rapid assessment tools to assist in the determination of urgent
interventions. They serve as early warning systems to trigger the implementation of both remedial
measures and continuing activities geared towards reducing the vulnerability of road elements to
various hazards. The tools are meant to be simple and easily implementable at the LGU and
community levels.

The RBIVA is not intended to supersede the more rigorous road and bridge inventory system and
the design review. In fact, it is envisioned to take advantage of the results of various analyses
including hazard mapping, community mapping, detailed design investigation and testing.

RBIVA advocates the development of an infrastructure audit procedure to identify critical

infrastructure components and recommend appropriate engineering solutions in the design of new
road and bridge infrastructure or in the improvement of existing ones to make them more resilient.

RBIVA capitalizes on LGU-based hazard identification and vulnerability assessment using

thematic vulnerability maps and other assessment tools as input to design and construction. The
RBIVA guidelines are attached as Annex 6 in this Manual.

Chapter 8: Local Road Environmental Safeguards 124

Annex 1
DILG Guidelines
For Conditional Matching Grant to
Provinces for Road Repair,
Rehabilitation, and Improvement
 Annex 2A
Suggested Outline for
Local Roads Network
Development Plan
 Annex 2A
Suggested Outline for Local Road Network Development Plan

Suggested Outline for a Local Roads Network Development Plan

SECTION TITLE DESCRIPTION

1 Executive summary A concise discussion of the key features of the plan

2 Introduction Briefly explains the plan context in terms of a six-year

planning period, coverage and process

3 Local Development Takes off from the local development plans of the LGU
Framework (e.g. PDPFP for provinces, CLUP and CDP for cities and
municipalities), explaining the development framework of
the LGU in terms of vision, mission, goals, objectives and
preferred alternative spatial development scenario

4 Local Road Sector Discusses in detail the baseline condition and

Situation Analysis development scenarios of the local road sector,
specifically existing and projected supply and demand
characteristics of the local road network in accordance
with existing local planning guidelines and supported by
analytical tables and maps

5 Local Road Development Based on analytical tools such as trend and alternative
Issues scenario analyses as well as qualitative stakeholder inputs
from the situation analysis above, this section identifies
the specific supply and demand gaps as well as
institutional and financing challenges affecting the local
road sector; presented in the context of the spatial
development thrusts of the LGU

6 Local Road Sector Goals, Discusses in detail the operational results that are meant
Objectives and Targets to be attained within the planning period within the context
of specific objectives and a broad goal aligned with the
infrastructure development plan of the LGU

7 Local Road Network Identifies the best possible means by which the
Development Strategies development targets for the local road sector could be
attained within the planning period, fully considering the
institutional and financing challenges and opportunities of
the LGU

8 Implementation Plan and Presents a shortlist of PPAs for the local road sector in a
Investment Program six-year road investment program, specifying required
investment and funding sources within the planning
period, based on a strategic analysis of existing and
projected provincial revenues and expenditures; the
essential features of each prioritized PPA are explained in
a separate project brief

Provides a concise description of the two-step road

investment prioritization process that resulted in the PPAs;
the long list of PPAs for the local road sector within the
planning period would be contained in the annex, as
identified in a two-step criteria based road prioritization
process among stakeholders

Contains the crucial elements that would operationalize

the plan, including the M&E system and institutional
mechanisms for implementation
 Annex 2B
DILG Guidelines on the
Development of the Local Roads
Network Development Plan
(LRNDP)
 Annex 2C
Template for Local Road Inventory
Annex 2B
Template for Local Road Inventory

Road Condition Assessment Summary Form

ROAD SECTION

SECTION ID

SECTION LENGTH

LOCATION
ROAD ID

ROAD NAME

PROVINCE

CITY/MUNICIPALITY

NUMBER OF SEGMENTS BY SURFACE TYPE

ASPHALT (Flexible Pavement)

CONCRETE (Rigid Pavement)

GRAVEL/EARTH (Unsealed Pavement)

DATE OF SURVEY

Accomplished by: Submitted by:

Signature over printed name Signature over printed name

 Date of Survey
Visual Road Condition Assessment Form Rater
Concrete Pavement
 Date of Survey
Visual Road Condition Assessment Form Rater
Asphalt Pavement
 Date of Survey
Visual Road Condition Assessment Form Rater
Gravel/Earth Pavement
 ROCOND
Visual Condition Assessment Manual
Philippine Version No. 7
(December 2006)

Road Condition Manual

First published 1980

ROCOND 87
First published 1987 (superseded by ROCOND 90)

ROCOND 90
First published 1990 (superseded by ROCOND2007)

ROCOND2007 (DPWH version)

Reproduction of extracts from this publication may be made subject to acknowledgement of the source.
Produced by Roads and Traffic Authority of NSW,
1990
Contents
1. Introduction ............................................................................................................................5
2. Methods and Procedures........................................................................................................6
2.1 General .......................................................................................................................6
2.2 Rating Segments.........................................................................................................6
2.3 National Roads............................................................................................................7
2.3.1 Measurement over 50m Gauging Length............................................................9
2.4 Location in the Road System .....................................................................................11
2.5 Procedure for Rating .................................................................................................11
2.6 Recording of Ratings .................................................................................................12
2.7 Equipment .................................................................................................................14

3. Condition Rating ........................................................................................................................15

3.1 Pavement (Flexible)
3.1.1 Patches .....................................................................................................16
3.1.2 Potholes ....................................................................................................17
3.1.3 Surface Failures ........................................................................................18
3.1.4 Pavement Cracking ...................................................................................19
3.1.5 Pavement Rutting ......................................................................................21
3.1.6 Wearing Surface (Raveling/Flushing) ........................................................23
3.1.7 Edge Break (Horizontal) ............................................................................24
3.2 Pavement (Rigid)
3.2.1 Transverse Joint Sealant Distress .............................................................26
3.2.2 Faulting at Transverse Joints .....................................................................28
3.2.3 Spalling at Joints .......................................................................................30
3.2.4 Pavement Cracking ...................................................................................32
3.2.5 Shattered Slabs .........................................................................................34
3.2.6 Scaling ......................................................................................................35
3.3 Unsealed Roads........................................................................................................36
3.3.1 Gravel Thickness .......................................................................................37
3.3.2 Material Quality .........................................................................................38
3.3.3 Crown Shape.............................................................................................39
3.3.4 Roadside Drainage ....................................................................................40
3.4 Drainage ...................................................................................................................41
3.4.1 Side Drains ................................................................................................42
3.5 Shoulders ..................................................................................................................43
3.5.1 Unsealed Shoulders ...................................................................................44
3.5 Shoulders ..................................................................................................................43
3.5.1 Unsealed Shoulders ...................................................................................44
3.5.2 Sealed, Asphalt Surfaced and Concrete Shoulders ....................................45

4. Field Worksheets.......................................................................................................................46
5. Equipment, Drawings, and Templates .......................................................................................55
5.1 Straight Edge (1.2m) and Wedge ................................................................................55
5.2 Template for Crack Width Scale ..................................................................................58

Glossary
PMS Pavement Management System
RMMS Routine Maintenance Management System
DESS Data Entry Spreadsheet
RBIA Road and Bridge Information Application
Introduction
This manual has been adopted from the ROCOND 90 manual of the Roads and Traffic Authority of New
South Wales, Australia.

The methodology was first introduced in 1980, and in 1987 the manual was revised and published as
ROCOND 87.

The most recent NSW edition of the Road Condition Manual "ROCOND 90" updates the earlier publication
"ROCOND 87" and has been specifically produced for rural roads.

DPWH has made changes to the ROCOND methodology to adapt to the Philippine road conditions and
DPWH needs.

This publication is a manual for "condition reporting". Condition reports may be used to:

Measure and record condition throughout the road system;

Describe the condition of the road at the time of rating;
Provide a sequence of recorded condition that can be analyzed to indicate performance
trends;
Provide condition data for pavement related items for utilization in a Pavement Management
System (PMS); and
Provide condition information on which a Routine Maintenance Management System (RMMS)
budget can be based.

All these uses will ultimately mean better programming of maintenance work and better choice of
maintenance treatments.

Measurement of condition can follow one of two formats. Some items are rated on a scale of 1 to 5
utilizing condition descriptions with some simple dimensions. Other items are rated by the severity of
distress and extent of distress exhibited. Three severity levels are used and extent is measured in terms of
the percentage of area affected by the particular distress.

Roads are inspected and condition reported for defined segments that are of same surface type and
between 50m and 1 km in length (generally between two consecutive kilometer posts). Gravel segments
are rated even if less than 50m in length. Segments can exceed 1 km where the distance between
consecutive kilometer posts exceeds 1 km. The inspection procedure caters for different pavement types
and/or surface condition in rural segments. Some items are necessarily evaluated by sampling. The rating
ascribed to each item is deemed to report the average condition of the whole segment at the time of
rating.

This manual is designed for use by field personnel. A team of two is required and should comprise the
trained local rater and the regular rating assistant. An experienced team can rate up to 20 km of 2 lane
rural flexible pavement road per day depending upon traffic and road condition.

A Region based rating team will be used for audit and calibration. This quality control check must cover at
least 5% (minimum 10 segments) of each District for each surface type. If there is a discrepancy of greater
than 15 VCI points on more than 10% of the segments for any surface type, then all of the segments for
that surface type must be resurveyed.

Methods and Procedures

2.1. GENERAL

ROCOND is a manual for Visual Condition Rating of rural roads. These roads are defined as those with
either a "Rural" or "Urban (non-metropolitan)" environment in the RBIA.

The aim of this manual is to assist in the rating of existing conditions in a uniform and consistent manner.
This will ensure the uniformity of input to the Pavement Management and Network Planning Systems that
depend upon data integrity.

Raters are assigned from the various District Offices and should have experience in road maintenance,
construction or materials testing. Use of this manual will ensure a common and consistent approach to
rating methods and procedures.
Rating the road could be done using such comments as; good, fair, poor or bad. However, the opinion of
what was good, fair, poor or bad would vary from rater to rater. Instead, rating is done using
measurements, which is a more precise method. This rating usually involves measuring some dimension
of the item being rated. The definition of what each rating means is found in the words that accompany
the item's condition codes.

Where the condition of any item constitutes a hazardous situation at a particular location, the matter
should be reported immediately to the relevant authority for urgent attention.

2.2. RATING SEGMENTS

Implementation of the ROCOND rating system will require the assessment of segments between
consecutive kilometer posts.

• There can be many pavement types occurring between each set of kilometer posts, resulting
in more than one segment per km.
• Only pavement lengths that are greater than or equal to 50m in length are to be surveyed, with
the exception of gravel/earth segments, which are rated irrespective of their length.
• If there is less than 50m of the same surface type after a kilometer post then this should be
added to the previous section.
• If the number of lanes changes for more than 100m then this should also be considered a
separate link.
• If there is a change in surface type less than 50m long, either at a bridge or any other location,
this change of surface type is not considered as a separate segment.
• If a bridge is longer than or equal to 50m with a surface type different to the rest of the
segment then a new segment should be created and rated.
• If the surface type on the bridge is concrete then it should be treated as continuously
reinforced concrete with no gauging length ratings.
• Segments are not split at temporary bridges.

Figure 2.1 shows typical examples of road segments.

Figure 2.1 Selection of Rating Segment

To ensure that the raters correctly identify the required segment pre-printed forms will be used. These
clearly show which segment between consecutive kilometer posts requires assessment. An example is
shown in section 4.

In other cases, kilometer posts may not be available for location referencing or have not been previously
entered into the RBIA. In this situation, the rater must complete the Location Details on the Condition
Assessment Form manually. In these cases the maximum segment length is 1000m unless the next
segment is less than 50m in length, in which case it will then be included with the previous segment.

Within segments, some items are rated on the basis of a two lane 50-meter gauging length that is located
between 0m and 50m from the beginning of the segment to be rated. The position of the gauging length
can be moved if there is a valid reason, see 2.3.1.

Carriageway Width
( CW)

Shoulders

Figure 2.2 Carriageway Width

2.3 NATIONAL ROADS

Due to the nature of road construction, the Measured Over Measured Over 50m
pavement type is usually uniform across its Whole Segment Gauging Length
width. However, carriageway widths will vary. Flexible Pavement
Carriageway Width (CW) is the width of Edge Break Rutting
surfacing designed to carry traffic and is used
in computations for calculating the area Patches
affected by various pavement distress types. Potholes
For the purposes of this methodology it is to Surface Failures
be measured at the start point of the 50m
gauging length. Wearing Surface
Cracking
The main instance that carriageway width will Rigid Pavement
be determined is illustrated in Figure 2-2.
Other situations may also occur that require Shattered slabs Joint Faulting
interpretation. Guidance on these is provided Scaling Joint Spalling
in the "Instructions for Road Inventory Update Cracking Joint Sealant
Sheet (Appendix F)". These other situations
usually occur where there are no edge lines Unsealed Pavement
and there are excessively wide shoulders. Gravel Thickness
Gravel Quality
Once the segments have been selected as
described in section 0, the rating process can Road Cross Section
begin. On a two lane rural road, some items Drainage from Road
are rated over the segment's total Drainage
carriageway area. Other items are rated over
a two lane 50 m gauging length. A summary Side Drains
of the distress types rated by the two Shoulders
methods is detailed in Figure 2-3. Unsealed Shoulders
Sealed Shoulders

2.3.1. Measurement Over 50m Gauging Length

As mentioned in section 0, the 50m gauging length for both flexible and rigid pavements is to be
located between 0m and 50m from the start of the segment (in the direction of increasing chainage).
The position of the gauging length can be moved from 0m if this occurs on a bridge, in an
intersection, there is maintenance work in progress or if there are other factors influencing the ability to
perform the gauging length survey. Where possible the position of the gauging length should remain the
same every year, if the gauging length is not positioned at the start of the segment then the gauging
length location must be recorded in the comments field. The reason that the same gauging length should
be used every year is for comparison of the road condition from one year to the next.

2.3.1.1. Flexible Pavements

For flexible pavements, rutting is measured only in the gauging length. (Refer to section 3.1.)
Figure 2.4 Two Lane Rural Road Gauging Length

On multilane rural roads, (flexible pavements) only the outer two lanes are rated for rutting. The inner
lanes can be used in cases where the road has been widened and the inner lanes have many more
defects than the outer lanes.
Figure 2.5 Four Lane Rural Road Gauging Length

On divided carriageways (that are recorded as separate sections) each carriageway is treated as a
separate road and assessed accordingly. The outer two lanes are again rated for rutting.

Figure 2.6 Three Lane Rural Road Gauging Length Figure 2.7 Divided Carriageway Gauging Length
 Figure 2.8 Two Lane Rigid Pavement Road
2.3.1.2. Rigid Pavements

For rigid pavement roads, regardless of

the number of lanes, only a SINGLE
lane 50m gauging length is selected.
(Refer in section 3.2.). This gauging
length survey is usually assessed on
the side of the road with increasing
chainage but can be assessed on the
side of the road with decreasing
chainage if that side of the road is in an
inferior condition, possibly due to
heavier traffic. The three distress types
of joint faulting, joint spalling and joint
sealant are rated over this length.

2.4. LOCATION IN THE ROAD SYSTEM

The location of start and end points for each rating segment is described by reference to the nearest
kilometer post. As shown in the sample preprinted condition assessment form in section 4, the distance of
the start and end point of the survey is clearly marked at the top of the form. In situations where there is
less than 1 km of continuous pavement with the same surface type between two kilometer posts there
may be more than one form to complete (one for each pavement length that is greater than 50m in
length).

In certain cases where there are no kilometer posts, the start and end points of each kilometer will have to
be determined from Location Reference Reports and measuring distances from the nearest node. In this
situation the rating segments should be greater than 50m but not more than 1000m. More information on
the Locational Referencing System (LRS) is provided in the "Road Network and Inventory Update
Manual". The locations of the start and end point of each segment are to be determined using the same
principles as described section 0. It is suggested that each rater obtain a hard copy of a report from the
RBIA detailing the locations of surface types, as this can be used to assist with identifying the start and
end points of segments in the field. Other RBIA reports that provide location details of nodes and bridges
may also be useful for this purpose.
Any field discrepancies in location information should be checked and referred to IPRSD for resurvey and
updating of the LRS.

2.5. PROCEDURE FOR RATING

The individual segments are driven in a slow moving vehicle to rate those items assessed over the
segment's total carriageway area. Information is recorded on the appropriate field worksheet (section 4)
for input into the DESS.
It is recommended that the condition of items be assessed on one side of the roadway at a time. The side
being traveled should be the one assessed and the opposite side assessed on the return pass. This
enables more accurate condition assessment, calculation of affected areas and is safer.
It is suggested that initially, a number of passes be undertaken to assess the condition of items rated over
the total carriageway area of the segment. However, with experience and depending upon pavement
condition and traffic volumes, most segments can be properly rated with a single pass in each direction.
The items rated in this way are indicated in Figure 2-3. The total carriageway area of the segment over
which the above items are rated is defined as the Carriageway Width (as measured at the start point of
the 50 m gauging length) times the Length of the segment.

When the two lane 50 meter gauging length is selected, information is gathered on the field worksheet for
input into the DESS.

This descriptive data includes: These items include:

FLEXIBLE PAVEMENT RIGID PAVEMENT
• Carriageway Width (CW) – recorded to one
decimal place Rutting Joint Sealant
• The two lane 50 meter gauging length is then Joint Faulting
marked and the items rated within this length Joint Spalling
are assessed.
This information is recorded on the appropriate field worksheet for input into the data entry spreadsheet
(DESS). This spreadsheet carries out the necessary computations and prepares the import files for
loading into the RBIA.
Any relevant comments a rater wishes to make should be entered on the field worksheet in the Rater's
Comment field so that it can be taken into account during data entry. These comments should start with
key words to enable easy searching of the comment field. Comments may record various circumstances
including:

Construction in progress (Key word – “Construction”)

Not Accessible Segment (Keywords – Flooding, Safety, Length <50m, Traffic)

This information is useful to the Maintenance Division in the Regional Offices and should be noted during
the processing of data.

This completes the rating of a segment and the procedure is repeated until all segments have been rated

2.6. RECORDING OF RATINGS

The condition rating assessment is to be recorded on the field worksheet provided in section 4. Two types
are provided; the first is a pre-printed type, which provides details of the segments to be rated, based
upon current data available in the RBIA. The second is a blank form that is to be used where data is not
available for the road in the RBIA. This may typically occur when roads are converted from local
authorities and the data in the RBIA has not yet been updated, or otherwise in situations where kilometer
posts are not available for location referencing.

A blank form is also used where the pavement type differs from that of the pre-printed form.
It is suggested that the blank copy of the field worksheet be kept as an original and photocopied to obtain
additional sheets as required.
EQUIPMENT

A number of equipment items, some specialized, are required during the course of assessing various
items. These items include:

Straight edge, 1.2m long

Measuring wedge
Rule in mm
Crack width scale
Measuring wheel
Spray paint (or other appropriate road marking material – e.g., chalk)

Raters should purchase or manufacture all equipment. No supplies will be available from Central Office.
Dimensioned drawings to assist in making the straight edge, measuring wedge and crack width scale are
shown in section 5.

During the survey, some items in the rating segment are examined in detail at representative two lane 50
m gauging lengths. On these occasions or when the vehicle is stopped for quick inspections, the rating
vehicle should be moved to the side so that wherever possible, there is no obstruction to traffic.

Safety equipment for traffic guidance should include:

Safety vests for personnel

Traffic guidance cones
Appropriate Advance Warning Signs

Note: A traffic controller may be required in some sections where there is difficult alignment or high traffic
volumes.
Note:
Representative 50 Meter Gauging Length

On a rural road, a two-lane 50-meter gauging

length is selected to rate the flexible item
‘Rutting’. All other items are assessed over the
segment’s total carriageway area.

3. CONDITION RATING
Example: A cracked patch which is rated as
cracking and not patching followed by a successful
3.1 PAVEMENT (FLEXIBLE)
patch which is rated as a patch.
Patches 16 DEFINITION
(Assessed over total area of segment) For rating purposes, a patch is defined as a
successfully executed permanent repair. It provides a
Potholes 17 surface condition equivalent to the surrounding
(Assessed over total area of segment) pavement surface and provides a waterproof seal over
its surface and around its perimeter. Any Defects found
Pavement Cracking 19 within a patch should be recorded under the applicable
(Assessed over total area of segment) item. E.g. a patched that is cracked should not be rated
as a patch but the cracks should be rated as cracks or a
Pavement Rutting 21 patch that is disintegrating should be rated as wearing
(Assessed over total area of segment) surface or surface failures unless the disintegration
penetrates into the unbound layer, in which case it
Wearing Surface (Raveling/Flushing) 23 should be rated as a pothole.
(Assessed over total area of segment)
PURPOSE
Edge Break (Horizontal) 24 If a road repair has been successful there may be no
(Assessed over total area of segment) pavement defects to rate in that segment of road. A
new road also has no defects. That there are no defects
to rate may imply that the road is brand new. However,
3.1.1 Patches we know that if the road has been repaired, it is
(Flexible Pavement) probably older and more likely to fail again than a brand
Assessed over total area of segment new road. We therefore rate even the successful
patches as a way of gaining some understanding of the
Example: (Assessed over total carriageway area of likely life of the remainder of the pavement in that
segment) segment. Thus there is no limit to the size of a patch.
Patches of all sizes should be rated.
In the first 100m of a segment there are 3 patches,
all 0.5m wide and measuring 1.5, 3.0 and 1.0m in
length. There are 5 patches in the fourth 100m
METHOD
segment, two with a width of 0.5m or less and a
length of 0.5 and 1.0m. Another two patches 1.5 m This item is assessed over the total carriageway area of
wide with lengths of 3.0 and 4.0m and a final patch the segment. (Refer to section 2.5.)
the full lane width and 0.5 long. These patches will
be recorded as follows: MEASUREMENT
Width Length (m) The length of patching per width band is rated and
recorded every 100m lengths.
0.5 5.5 1.5
1.0
3.1.2 Potholes
1.5 7.0 (Flexible Pavement)
2.0 Assessed over total area of segment
Lane 0.5
Example: (Assessed over total carriageway area of
segment)
In the first 100m of a segment there are 2 potholes, 3.1.3 Surface Failures
both 0.5m wide and measuring 0.5 and 1.0m in length. (Flexible Pavement)
There is 1 pothole in the third 100m segment, Assessed over total area of segment
measuring 1m by 1m. These potholes will be recorded
Example: (Assessed over total carriageway area of
as follows:
segment)
Number of Potholes
In the first 100m of a segment there are 2 surface
3 4 failures, both 0.5m wide and measuring 0.5 and
1.0m in length. There is 1 surface failure in the third
100m segment, measuring 1m by 1m. These
surface failures will be recorded as follows:
Number of Potholes

DEFINITION 3 4

Potholes, for rating purposes, are failures that extend

to the unbound layer. Severe settlement, Slip or Base
failures are also rated under Potholes.

Pavement disintegration that does not penetrate to the

unbound layer is rated under Surface Failure.

A successfully patched area is not a pothole. (See the

item "Patches (Flexible Pavement)" in section 3.1.1)

PURPOSE
Many of the potholes rated in this item will be Example: Surface Failure, does not extend to
fixed in a matter of weeks and as such, are of little unbound layer
value to the long-term determination of
maintenance strategies. However, the
measurement of these potholes in a road gives a
good indication of the general health of the
pavement and future deterioration.

METHOD
This item is assessed over the total carriageway
area of the segment. (Refer to "Procedure For
Rating" in section 2.5)

Potholes are rated according to the number of Example: Surface Failure due to delamination
potholes, recorded according to the diameter of
the potholes rounded to the nearest 0.5m within DEFINITION
the carriageway area over the total length of the
segment. Settlement, Slip and Base failures are Surface Failures, are failures that do not extend to
also rated as one pothole per 0.25m2. the unbound layer. These Failures can be caused
by surface disintegration, surface delamination or
MEASUREMENT mechanical damage. Surface delamination
The number of potholes is rated per 100m frequently occurs in asphalt that has been overlaid
lengths. If a pothole is greater than 0.25m2 in on a concrete pavement.
size then each 0.25m2 is counted as a pothole.
This applies to potholes the full lane width as well. A successfully patched area is not a surface failure.
(See the item "Patches (Flexible Pavement)" in
A pothole covering an area of 2m x 1.5m is section 3.1.1)
counted as 12 potholes. The number of potholes
is converted to represent the number of potholes
PURPOSE
on an equivalent 1000m long road that is 6.7m
Many of the surface failures rated in this item will be
wide. Therefore a segment 500m long and 6.7m
fixed in a matter of weeks and as such, are of little
wide that has 1 pothole is equivalent to 2 potholes
value to the long-term determination of
on a 1000m segment that is 6.7m wide. This
maintenance strategies. However, the
calculation is done within the DESS.
measurement of these surface failures in a road
gives a good indication of the general health of the
surface.
METHOD Crocodile, Longitudinal, and Transverse Cracking
This item is assessed over the total carriageway
area of the segment and is rated using the same
methodology as used when assessing Potholes.
(Refer to "Procedure For
Rating" in section 2.5)

Surface Failures are rated according to the

number of surface failures, recorded according to
the diameter of the surface failures rounded to the
nearest 0.5m within the carriageway area over the
total length of the segment.

MEASUREMENT
The number of surface failures is rated per 100m
lengths. If a surface failure is greater than 0.25m2
in size then each 0.25m2 is counted as a surface
failure. This applies to surface failures the full lane
width as well. A surface failure covering an area of
2m x 1.5m is counted as 12 surface failures. The
number of surface failures is converted to
represent the number of surface failures on an
equivalent 1000m long road that is 6.7m wide.
Therefore a segment 500m long and 6.7m wide
that has 1 surface failure is equivalent to 2 surface
failures on a 1000m segment that is 6.7m wide.
This calculation is done within the DESS.

xx
PURPOSE
3.1.4 Surface Failures Road pavements are designed assuming that the
(Flexible Pavement) moisture content will remain constant. However, if
Assessed over total area of segment the road surface is cracked, moisture will enter the
pavement and the design assumptions will be void.
The affected area of cracking at a location is The deterioration of a road is accelerated if the road
is cracked. Cracking is one of the most frequent
defined to be rectangular in shape and dependent
forms of distress and one of the most significant. It
upon the extremities of the cracking. The affected
is therefore important to measure the cracking of a
area for single longitudinal cracking is calculated
road.
as the product of the length and a width of 0.5 m.
If branching or meandering of the crack affects a A pavement management system is designed to
more extensive width, then the affected width is allow a manager to plan the long term management
used in the calculation. Similarly, the width of the of a road. Cracking is one of the most significant
area affected by transverse cracks is taken as 0.5 early signs of long term pavement distress. A
m unless more extensive. These calculations are detailed examination is required if the early signs of
done within the Data Entry Spreadsheet (DESS). cracking are to be detected.
The sketch illustrates this concept.
METHOD
DEFINITION This item is rated over the entire segment length.
Cracking is the indicator of surface failure in (Refer to "Procedure For Rating" in 2.5.).
flexible pavements. (Localized cracking around
potholes should be assessed under "Potholes
(Flexible Pavement)" in section 3.1.2.) Pavement cracking in the selected lane is inspected
on foot and rated according to:
Note: This pavement rating item includes all forms
of cracking in flexible pavements. Identification of • the type of cracking.
cracking requires careful examination of the • the severity of distress as indicated by crack
pavement whilst on foot. It cannot be adequately width; and
recognized from a moving or stationary vehicle. • the length of distress as indicated, this is
converted to extent(%) by the data entry
spreadsheet.
Example:
The following cracks were found in the segment,
Longitudinal cracks of 4.0m (narrow) 2.0m (Wide),
1.5m (Narrow), and 3.0 (Wide).
Crocodile cracks with a width of 0.5m and length of
3.5m (Narrow), width of 1.0m and length of 1.5m
(Wide), width of 2.0m and length of 1.0m (Narrow)
and the full lane width for 12.0m (Wide).
Transverse cracks of 4.0m (narrow) will be recorded
on the form as shown in the following table:

Illustration 3.1.5: Wooden Straight Edge and

Measuring Wedge
Severity of cracking is rated according to the
3.1.5 Pavement Rutting
predominant average crack width as measured with
(Flexible Pavement)
the Crack Width Scale (see section 5.2) and using
Assessed over total area of segment
the Flexible Pavement marks.
Extent of cracking is calculated by the Data Entry Rutting is defined as a longitudinal depression
Spreadsheet (DESS) according to the total area of that forms in the wheel paths of a road under
cracking within the segment over the total area of the traffic loading. Rut depth is defined as the
segment and expressed as percentage. maximum surface level variation measured from
an imaginary line between two points on the
TYPE surface at a spacing of 1.2 m (measured using a
The cracking is recorded on the form according to the 1.2 m straight edge and a wedge - see
type of crack. illustration). Measurements are taken on the
inner and outer wheel paths.
Longitudinal Cracking: This is cracking running
longitudinally along the pavement. The length of such PURPOSE
cracks should exceed 0.6m in order to be significant Rutting is one of the principal ways in which a
for rating purposes. road fails. Measuring rutting gives a direct
indication of the structural condition of the road.
Transverse Cracking: This is cracking running A rutted road will usually require a major
transversely across the pavement. The length of treatment. Because rutting is such an important
such cracks should exceed 0.6m in order to be indicator of condition, ROCOND identifies the
significant for rating purposes. early stages of rutting so that future maintenance
work can be anticipated.
Crocodile Cracking: This is cracking consisting of
interconnected or interlaced cracks forming a series METHOD
of small polygons resembling a crocodile hide. This item is rated within the 50 meter gauging
length.
SEVERITY
The severity of distress is: Measurements are taken at locations
10,20,30,40 and 50 m in the inner and outer
Narrow ‘N” ≤ 3mm average crack width wheel paths of each lane rated in the gauging
Wide ‘W’ > 3mm average crack width length. (Refer to "Procedure For Rating" in
The severity is predominant severity. section 2.5.)

EXTENT Twenty rut measurements are recorded.

The length of cracks is recorded in meters for However only those measurements equal to or
Longitudinal and Transverse cracks. The length of greater than 5mm are used in the calculations.
Crocodile cracks is recorded in meters per band
width.
The severity of rutting is calculated in the Data Entry 3.1.6 Wearing Surface (Raveling /Flushing)
Spreadsheet (DESS) according to the average rut Assessed over total area of segment
depth for both inner and outer wheel paths. This is
the sum of the readings ≥ 5mm over the number of Example: (Assessed over total carriageway area
readings ≥ 5mm. of segment)

The extent of this distress is calculated by the Data In the first 100m of a segment there are flushing
Entry Spreadsheet (DESS). in both wheelpaths each 0.5m wide and 70m
long, in the third and fourth 100m segments there
When measuring rut depth, use of the wedge is raveling the entire length and lane width. The
minimizes measurement error and time required to wearing surface will be recorded as follows:
take the measurement. This practice also reduces
fatigue and enhances safety. The rutting portion of
the wedge and the rutting side of the straight edge W idth Length (m)
are painted the same color to avoid confusion with 0.5
the faulting measurement procedure. A wedge is 140
illustrated on Illustration 3.1.5. 1.0
1.5
A dimensioned drawing of a wedge and a template to 2.0
locate the scribed measurement marks are shown in Lanes 100 100
section 5.2. Ensure that readings are taken using the
Severi- M S S
“RUTTING-FLEXIBLE PAVEMENT” scale. ty

DISTRESS SCALES

Positive Negative
direction direction
Outer Inner Inner Outer
Wheel Wheel Wheel Wheel
Path Path Path Path
(mm) (mm) (mm) (mm)
5 4 10 12
7 5 8 14
3 0 4 8
9 4 4 4
Example: Wearing coarse severe– coarse texture
4 2 0 6
DEFINITION
This is a distress that only occurs on flexible
SEVERITY pavements. The wearing surface item typically occurs
The severity of rutting is calculated according to the in the wheel path.
average rut depth for both inner and outer wheel
paths. This is the sum of the readings ≥ 5mm over The smoothness of the surface is the condition rated.
the number of readings ≥ 5mm. It is recorded to one Smoothness is due to excessive bitumen, stone wear,
decimal place in units of millimeters as shown in the stone deterioration or stone loss depending on the
example opposite. type of surface and will lead to surface deterioration
and an unsafe traveling surface.
EXTENT
The extent is calculated by the Data Entry Flushing: - is the occurrence of excessive bitumen at
Spreadsheet (DESS) as the percentage of the area the surface of an Asphalt Concrete pavement.
with rutting ≥ 5mm in depth and is recorded to one
decimal place as shown in the example’s opposite.
METHOD
This item is assessed over the total carriageway area
of the segment. (Refer to "Procedure For Rating" in
section 2.5) Although initially assessed from a slow
moving vehicle, closer inspection of the suspected
affected areas is required. A simple test should be
carried out on each affected area, after alighting from
the vehicle,
to determine whether wearing surface distress is Severity is rated as the predominant severity distress
actually present. A hand feel test is a convenient occurring along the segment.
method to assess the degree of distress.
Extent of edge break is calculated by the Data Entry
Spreadsheet (DESS) as the total edge length displaying
MEASUREMENT significant (>20mm) edge break (i.e. the length of Slight,
The length of wearing coarse defect per width band is Moderate, and Large edge break as measured on both
rated per 100m lengths. This item is rated in the sides of the road equals the “total length of edge break” )
same way that patching is rated. over the total length of edges and expressed as a
percentage.
SEVERITY DISTRESS SCALES
The severity of distress is:
SEVERITY
Minor ‘M’ = Surface still relatively smooth The severity of distress is:
with only some loss of fine aggregate or
Slight 'S' = 20 - <75 mm average width of fretting
in the case of bleeding there are some Moderate 'M' = 75 - 200 mm average width of fretting
signs of excess binder Large 'L' = > 200 mm average width of fretting
Severe ‘S’ = Surface rough or pitted with
The severity is the predominant severity.
both fine and coarse aggregate lost or in
the case of bleeding, the surface is EXTENT
covered with excess binder with skid The extent of the distress is calculated by the Data Entry
resistance poor Spreadsheet (DESS).
Poor— The severity is predominant
Notes:

3.1.7 Edge Break (Horizontal) Representative Single Lane 50m Gauging Length
Assessed over total area of segment There are three rigid pavement items to be assessed
within the 50m gauging length. Joint Sealant, Faulting and
Example: Spalling are rated over ten joints starting at the beginning
On a segment that is 560m long, there is a slight of the 50 meter gauging length and proceeding until ten
edge break over the entire length on the left side of joints or cracks are assessed.
the segment and severe edge break for the first 100m Localized Surface Defects shall be assessed over the
on the right side of the segment and moderate edge entire segment.
break for 20m in the third 100m on the right hand
All rigid pavement items apart from Local Surface Defects
side. The first 100m has 100m of Slight and 100m of
must be rated on foot for detailed inspection. Conditions
Large edge break. This will be recorded as 200m of cannot be adequately assessed from a vehicle.
Large edge break as there is n predominate severity
so the more extreme is recorded. In the third 100m, Rigid Pavements Overlaid with Asphalt Concrete
there is 100m of slight edge break and 20m of In many situations rigid pavements (i.e. concrete
Extreme edge break therefore Slight is the pavements) are covered (surfaced) with asphalt concrete
predominate severity with a total length of 120m. (asphalt). Where this has occurred, the pavement should
DEFINITION be rated according to the predominant surfacing type (e.g.
Horizontal Edge Break is defined as fretting along the if the surface area of asphalt is greater than the concrete
edge of a seal or asphalt concrete surfacing and is surface area, then the segment should be rated as a
associated with rutting or erosion of the shoulder in Flexible Pavement).
the vicinity of the edge of bitumen. In situations where the segment is rated as a Rigid
Pavement but asphalt partially covers the surface and the
item's condition cannot be assessed, this should be
Length 200 100 120 100 100 60 recorded under the Rater’s comments. If possible the
gauging length position must be selected on a portion of
Severity L S S S S S the segment where there is no asphalt concrete covering
the concrete.
METHOD In each case, it must be determined whether the condition
This component is assessed for both edges for full of an item can be properly assessed as to its ability to
segment being rated and is assessed from the perform the function required of it. For example, joint
vehicle. sealant distress is a concern because it may allow water
Significant edge break is taken as a loss of seal and/or incompressible material into the joint creating long-
exceeding 20mm in width. Edge break less than term problems. However, if the joint is covered with
20mm is not considered in the assessment. Edge asphalt concrete, the true condition of the joint sealant
break extending into the wheel path is not rated as cannot be determined and it is therefore "not assessable".
edge break but rated as a pothole if the unbound
layer has been exposed. The impact of asphalt concrete cover is addressed in each
item rating discussion.
3. CONDITION RATING 3.2.1 Joint Sealant Distress
(Concrete Pavement)
3.2 PAVEMENT (RIGID) Assessed within 50 meter gauging Length
Joint Sealant Distress 26
(Assessed within 50 meter
gauging length)

m
2
Faulting at Transverse Joints 28 Joint
Slab 10 Joint deterioration =
2+0.8+1=3.8m
Slab 10
(Assessed over ten transverse 10

joints)
0.8m 1m

Spalling at Joints 30

m Gauging Length
(Assessed over ten joints and/or
cracks within the 50 meter
gauging length)

Pavement Cracking 32

50
(Assessed over total area of Slab 2 Joint
segment) Joint deterioration
Slab 2 2 = 2+2=4m
Shattered Slabs 34

m
2
(Assessed over total area of
segment) 2m

Scaling 35
(Assessed over total area of Slab 1 Joint
segment) Slab 1
Joint deterioration = 0m
1

3.0 m Lane

- Good sealant

- No/poor sealant

Sealant in Transverse Joints

Sealed Joint - Good Condition

DEFINITION
An elastic joint sealant should be present in all sawn
or preformed joints in concrete pavements. Joint
sealants can be factory-molded sealants that are
compressed and inserted into a prepared joint. Joint
sealants can also be poured or gunned into the joint
when supplied in the fluid state. The function of the
joint sealant is to allow movement whilst excluding
the lodgment of water and incompressible materials
such as sand and silt in the joint.

METHOD
This item is rated within the selected single lane 50
meter gauging length. (Refer to "Procedure For Rat-
ing" in section 2.5.)
Ten slabs within the gauging length are inspected
on foot to allow assessment of the extent of joint
sealant deterioration that is representative of all
lanes. The transverse joint at the start of the slab
and the adjacent longitudinal joint is considered.
The extent of the deterioration is based on the
amount of joint length showing loss or extrusion of
the sealant over the total length of joints and is
calculated by the Data Entry Spreadsheet (DESS).
It may be necessary to continue beyond the end of
the selected 50 m gauging length to reach this
number.
Where the rigid pavement joint is covered by an
asphalt concrete overlay, the condition of the
underlying pavement cannot be assessed and this
should be recorded under the Rater’s comments.
In the case of continuously reinforced concrete,
which has no joints, the joint sealant deterioration
should be rated as 0.
Example: (Assessed within single lane 50m
gauging length—See diagram “Sealant in Joints”)
Measurements:
Length of Joint with no/poor sealant
Joint 1 0.0m
Joint 2 1.5m
Joint 3 1.5m
Joint 4 3.0m
Faulting at Transverse Joints
Joint 5 0.0m
Joint 6 2.5m
Joint 7 0.0m DEFINITION
Joint 8 2.0m Joint faulting is defined as a difference in the levels
Joint 9 0.0m of abutting concrete slabs at a transverse joint. This
Joint 10 2.0m assessment is concerned with faulting at
12.5m transverse joints (including planned cracks).
Faulting at unplanned cracks and longitudinal joints
MEASUREMENT should be reported separately in the comments
field on the field worksheet.
The length of deteriorated joint are recorded to one
decimal place for each joint as shown in the METHOD
example opposite. The length of deteriorated joint This item is rated over ten joints within the selected
sealant cannot exceed the length of the joint. The single lane beginning at the start of the 50 meter
total length of the joints is not recorded, as this is gauging length. (Refer to "Procedure For Rating" in
the same as the lane width. section 2.5.)
3.2.2 Faulting at Transverse Joints The "fault" is measured as the vertical
(Rigid Pavement) displacement at each joint as indicated by a 1.2 m
Assessed over ten transverse joints straight edge with 10 mm feet which is placed on
the elevated slab with approximately 100 mm
projecting over the lower slab as illustrated. The 10
mm feet are designed to allow for irregularities
such as shoving of the asphalt at the joint or
extrusion of the joint sealant thus not giving a flat
surface from which to measure. The measurement
is taken using the Measuring Wedge and reading
from the 'FAULTING - RIGID PAVEMENT" scale
which is painted the same color as the Faulting
portion of the straight edge. The Measuring Wedge
is used as close to the step as possible to avoid
Example: Wearing coarse severe– coarse texture any local surface variations.
Two measurements, one in each wheel path, are
made at each transverse joint of the lane within the
single lane 50 m gauging length. If a joint is not
stepped in one of the wheel paths, a measurement
of "0" mm is recorded.
There will always be 20 measurements obtained
from 2 wheel paths at 10 joints. It may be necessary Slab 10 Spalling = 0
( Spalling <10mm
)
to continue beyond the end of the selected 50 m Slab 10
gauging length to reach this number.

In the case of continuously reinforced concrete,

which has no joints, the Faulting should be rated as
0. 8 mm 7mm

m Gauging Length
Example: (Assessed over ten transverse joints—
See diagram “Faulting at Transverse Joints”)

Measurements

50
Slab 2 Spalling =
Joint 1 3mm 2mm 14 mm+15mm+1.1m
Joint 2 4mm 5mm Slab 2
Joint 3 5mm 5mm
Joint 4 6mm 4mm
Joint 5 3mm 1mm 15 mm 14mm
Joint 6 0mm 2mm
Joint 7 0mm 0mm 2m
Joint 8 6mm 8mm 0.6m 0.5m
Joint 9 7mm 8mm
Joint 10 6mm 6mm
Slab 1 Spalling =
12mm 12 mm+20mm+4.5m
m
2.5

Where the overlaid asphalt is faulted, and reflects Slab 1

the condition of the underlying pavement, it should
be rated and coded using the normal method.
20mm
Where the rigid pavement is covered by an asphalt
overlay that is in good condition, the underlying
2m
pavement cannot be assessed and this should be 3.0m Lane
recorded under the Rater’s comments.
does not usually extend vertically through the
DISTRESS SCALES whole slab thickness but tends to intersect a joint
at an angle. Cracking at joins is not considered
SEVERITY spalling but rated under the cracking item. The
The severity of faulting is recorded as the step minor Spalling caused by the removal of forms
height over the 50m gauging length and is recorded during construction is not considered Spalling for
in units of millimeters as shown in the example the purpose of these surveys. Any Spalling with a
opposite width of less than 10mm excluding the joint width
will not be rated.
EXTENT
The extent is calculated by the Data Entry METHOD
Spreadsheet (DESS) as the percentage of the joints This item is rated over ten joints within the
with an average faulting ≥ 3mm in depth and is selected single lane beginning at the start of the
recorded to one decimal place as shown in the 50 meter gauging length. (Refer to “Procedure for
example opposite. Rating” in selection 2.5)

Two width measurements must be taken for each

3.2.3 Spalling at Joints of the ten joints. A measurement is taken at the
(Rigid Pavement) 1/3 point and 2/3 point along thelength of the
Assessed over ten joints spalling on the joint. Where spalling appears at
both ends of the joint, on each side of an
DEFINITION unspalled length, a width measurement is taken
Spalling is the breaking and chipping of discrete at the center points along the length of the two
pieces of concrete. Spalling is measured at both the spalls. If thee are more than two areas of Spalling
on a single slab, then the average width of all the
Transverse and Longitudinal joints. Spalling spalls
 must be recorded in both width columns. When
a joint is not spalled, two width measurements of
“0” mm are to be recorded.

There will always be 20 width measurements

obtained from 10 transverse joints.

When measuring the width of spalling at joints,

the width of the joint gap is not included. When
assessing Longitudinal joints only the Spalling in
the lane being assessed is considered. See
diagram on following page.

The length of spalling at each joint is recorded in

meters. Where two or more lengths of spalling
occur on the one joint, all lengths ae combined.
At any joint with no spalling, a length of “0” meter
is recorded for the “extent” calculation. For each
joint both width measurements and the length
measurement must be 0, or all three
measurements must be greater than 0.

It may be necessary to continue beyond the end

of the selected 50m gauging length to encounter
ten occurrences of transverse joints.
Crocodile, Longitudinal, and Transverse Cracking

3.2.4 Pavement Cracking

(Concrete Pavement)
Assessed over total area of segment

DEFINITION

Cracking is an indicator of rigid pavement breakup.

The severity of cracking is determined by the crack
width but hairline cracks are deemed not significant
Spalling as Measured at Joint and are disregarded. Slabs that are considered
shattered shall not be rated under cracking.
Where the joints are covered by asphalt concrete
overlay, the condition of the underlying This pavement rating item includes all forms of
pavement cannot be assessed and this should cracking in rigid pavements. Identification of cracking
be recorded under the rater’s comments. requires careful examination of the pavement whilst
on foot. It cannot be adequately recognized from a
In the case of continuously reinforced concrete moving or stationary vehicle.
which has no joints, the joint spalling should be
rated as 0. METHOD
This item is rated over the entire length of the
The affected area of cracking at a location is segment. (Refer to "Procedure For Rating" in section
defined to be rectangular in shape and 2.5.)
dependent upon the extremities of the cracking.
The affected area for single longitudinal cracking Pavement cracking in the selected lane is inspected
is calculated as the product of the length and a on foot to allow assessment of severity and extent of
width of 0.5 m. If branching or meandering of the cracking according to the defined scales.
crack affects a more extensive width, then the
affected width is used in the calculation. Severity of cracking is rated according to the
Similarly, the width of the area affected by predominant average crack width as measured with
transverse cracks is taken as 0.5 m unless more the Crack Width Scale (see section 5.2) and using
extensive. These calculations are done within the Rigid Pavement marks.
the Data Entry Spreadsheet (DESS). The sketch
Extent of cracking is calculated by the Data Entry
illustrates this concept.
Spreadsheet (DESS) according to the total area of
cracking over the total area of the segment and
expressed as a percentage.
Where the overlaid asphalt concrete is cracked, and 3.2.5 Shattered Slabs
reflects the condition of the underlying pavement, it
should be rated and coded in the normal manner. (Rigid Pavement)
Where the rigid pavement is covered by an asphalt Assessed over total area of segment
concrete overlay that is in good condition, the
underlying pavement cannot be assessed and this
should be recorded under the Rater’s comments.

Example:

The following cracks were found;

In the first 100m - Longitudinal cracks of 3.0m
(narrow), Crocodile cracks with a width of 0.5m and
length of 5.5m and another 2.0m wide and 1.0m
long both with a narrow severity.

In the second 100m - Longitudinal cracks of 2.0m

(Wide), Crocodile cracks the full lane width for 15m
with a severity of narrow.

In the third 100m - Longitudinal cracks 1.5m long

(Narrow) and Transverse cracks 2.0m long (narrow).

In the fourth 100m - Longitudinal cracks 3.0m long

(Wide) and Transverse cracks 2.0m long (narrow).
These cracks will be recorded on the form as shown
in the following table.

Cracking Concrete Pavement

3.0 2.0 1.5 3.0
Longitudi- Length
nal N W N W
Severity
Width Length and Severity
Example: (Assessed over total carriageway area of
0.5 5.5 segment)

1.0 In the first 100m of a segment there is 1

shattered slab, in the second 100m segment
Crocodile 1.5 there are no shattered slabs. There are 2
2.0 1.0 shattered slabs in the third 100m segment. These
shattered slabs will be recorded as follows:
Lane 15.0

Severity N N Number of Slabs

2.0 1 2
Length
Transverse
Severity N

DISTRESS SCALES
Note: Wherever a condition has an “Extent” of 0%, DEFINITION
no code is entered for “Severity”. Shattered slabs are slabs that are badly cracked
or disintegrating. A slab that has 3 or more wide
SEVERITY cracks is considered a shattered slab. If a slab is
The severity of distress is: damaged to an extent where it needs to be
Narrow 'N' ≤ 3 mm average crack width Wide reblocked then it is classified as a shattered slab.
'W' > 3 mm average crack width
METHOD
The severity is the predominant severity. This item is assessed over the total carriageway
area of the segment. (Refer to "Procedure For
EXTENT Rating" in section 2.5)
The length of cracks is recorded in meters for
Longitudinal and Transverse cracks. The length of Shattered slabs are rated according to the
Crocodile cracks recorded in meters per band width. number of slabs affected within the carriageway
area over the total length of the section.
The percentage of slabs cracked is calculated by the
Data Entry Spreadsheet (DESS).
MEASUREMENT MEASUREMENT
This item is a count of of failed slabs. In the case of The length of scaling defect per width band is
continuously reinforced concrete the shattered rated per 100m lengths. If a segment has 6 lanes
areas must be rated as equivalent shattered slabs. with Scaling then this is recorded under 4 lanes
Every 4.5m shattered per lane width is equivalent to and 2 lanes. This item is rated in the same way
one shattered slab. that wearing surface in asphalt pavement is rated.
3.2.6 Scaling SEVERITY
Assessed over total area of segment The severity of distress is:
Minor 'M' = Surface still relatively smooth with only
Example: (Assessed over total carriageway area of some loss of fine aggregate
segment) Severe 'S' = Surface rough or pitted with both fine
and coarse aggregate lost
In the first 100m of a segment there is scaling in
one lane and 70m long, in the second 100m there is The severity is the predominant severity.
20m of scaling in both lanes and in the fourth 100m
segment there is scaling the entire length and road
width. The scaling will be recorded as follows: 3.3 UNSEALED ROADS

Width Length (m) Gravel Thickness 37

1 Lane 140 (Assessed over total area of
2 Lanes 20 100
segment)
3 Lanes
Gravel Quality 38
4 Lanes (Assessed over total area of
Severity M M S segment)

DEFINITION Crown Shape 39

This is a distress that only occurs on rigid (Assessed over total area of
pavements. segment)

Roadside Drainage 40
(Assessed over total area of
segment)

UNSEALED ROADS

Rating of unsealed roads is to be assessed in

conjunction with an experienced maintenance
supervisor familiar with the particular road's history
of performance and deterioration characteristics.

Unsealed roads are to be rated under four

separate condition items. The items are Gravel
Thickness, Gravel Quality, Crown Shape and
Drainage from Road.
Example: Severe Scaling—rough texture

Both Gravel roads and Earth roads are considered

Scaling is the disintegration or loss of concrete from Unsealed Roads. Earth roads are formed only and
the surface of the pavement. Initially only fine have no imported material. Gravel roads are both
aggregate and mortar is lost but large aggregate is formed and surfaced with an imported material
also lost when the defect becomes more severe. and are rated on both formation and pavement
Scaling is caused by poor quality concrete, condition items.
improper finishing techniques or traffic abrasion.
 Gravel thickness in the wheel path is taken
METHOD at regular sample representative locations at
This item is assessed over the total carriageway points approximately 500 meters apart along
area of the segment. (Refer to "Procedure For the segment length
Rating" in section 2.5)  Quality of materials refers to the type;
Although initially assessed from a slow moving suitability and effectiveness of material
vehicle, closer inspection of the suspected affected present on the surface (% of fines, loose
areas might be required. stones).
 Crown Shape is determined to be the height The condition score is the number against the
of the center of the road above the edge of condition description which best describes the
the road. predominant condition of material quality existing
 Roadside Drainage refers to the ability of over the total segment length. If there are isolated
water to drain away from the road areas that vary from the rest of the segment then
these can be noted under “Raters Comments”.
Note:
CONDITION SCORE
Appropriate Condition Score
The chosen condition rating should reflect the 1 Good Material Quality – even size distribution
predominant condition over the total segment with sufficient plasticity to bind the material – no
length. significant oversize material
2 Fair Material Quality – loose material or stones
3.3.1 Gravel Thickness clearly visible
Assessed over total length of segment 3 Poor Material Quality – Poor particle size
distribution with excessive oversize material -
DEFINITION Plasticity high enough to cause slipperiness or low
This component applies only to unsealed roads that enough to cause excessive loose material
are surfaced with an imported material i.e. gravel resulting in loss of traction
roads. If the road has not been surfaced with 4 Bad Material Quality – Poorly distributed range
imported gravel then the road is an earth road and of particle sizes – Zero or excessive plasticity –
the gravel thickness is 0mm and rated with a safety hazard – Excessive oversize
condition score of 4.
Note:
METHOD Appropriate Condition Score
To determine the thickness closer inspection (exit The chosen condition rating should reflect the
vehicle) at regular representative intervals (500m) predominant condition over the total segment
is necessary. This inspection may involve digging length.
test holes in the pavement wheel path.
3.3.3 Crown Shape
The condition score is the number against the Assessed over total length of segment
condition description which best describes the
predominant condition of gravel thickness existing DEFINITION
over the total segment length. If there are isolated Crown shape is determined to be the height of the
areas that vary from the rest of the segment then center of the road above the edge of the road.
these can be noted under “Raters Comments”. This determines the ability of the road to shed
water from it surface.
CONDITION SCORE
METHOD
The height difference between the center of the
1 Sufficient Gravel—Depth of gravel > 100mm
road and the edge of the road is estimated and
2 Isolated sub-grade exposure (< 25%) - Depth of not actually measured. If there are isolated areas
gravel 50 > 100mm that vary from the rest of the segment then these
3 Moderate Subgrade exposure (25-75%) - Depth can be noted under “Raters Comments”.
of gravel 25
4 Extensive Subgrade exposure (>75%) - Depth of
CONDITION SCORE
gravel 0 > 25mm
1 Good Camber – >2% crossfall – no significant
3.3.2 Material Quality ponding
Assessed over total length of segment 2 Flat Camber – crossfall mostly >2% - some
unevenness
3 Uneven Camber – No crossfall – Depressions
DEFINITION common and drainage impeded
If an unsealed road has been surfaced with in 4 Very Uneven Camber – Extensive Ponding –
imported gravel then this gravel quality is rated Water tends to flow on the road
along with any sub-grade that has been exposed, in
the case of an earth road the material is rated. Note:
Appropriate Condition Score
METHOD The chosen condition rating should reflect the
To determine the material quality closer inspection predominant condition over the total segment
(exit vehicle) at regular representative intervals length.
(500m) is necessary.
3.3.4 Roadside Drainage OTHER ITEMS
Assessed over total length of segment
All of the other items covered in Sections 3.4 and
Note: Appropriate Condition Score 3.5 are other items. These items are assessed from
The chosen condition rating should reflect the a slow moving vehicle and the existing conditions
predominant condition over the total segment on both sides of the road ae observed in each
length. direction over the total length of the segment.

The following diagram gives a graphic example for When returning to the selected 50 meter gauging
the different ratings. length, the items may be inspected more closely if
necessary. The average condition of the items is
assessed and rated according to the condition
descriptions. The appropriate condition score is
1
then assigned.

Other items are assessed and rated from a

2 maintenance perspective. They are rated to
determine the need for maintenance treatments
that will prolong the pavement lifespan. The
consequential effect is an improved and better
3 maintained road which enhances road user safety.

These hazardous conditions should be reported as

soon as possible to the relevant authority for action
4 to be taken.

CONDITION RATING
DEFINITION
Roadside drainage is determined to be the height 3.4 PAVEMENT (RIGID)
of the side of the road above the side drains or
adjacent ground level. This item determines the
Side Drains 42
ability of the roadside drainage to remove water
away from the side of the road. This can be done (Assessed over total length
by means of side drains, turn out drains or by of segment)
having side slopes which lead the water away from
the road. 3.4.1 SIDE DRAINS
Assessed over total length of segment
METHOD
The condition score is the number against the Note:
condition description which best describes the Appropriate Condition Score
predominant condition of drainage existing over the
total segment length. If there are isolated areas Evidence of only one of each condition's description
that vary from the rest of the segment then these needs to be present for that Condition Score to be
can be noted under “Raters Comments”. applicable.

CONDITION SCORE The chosen condition description should reflect the

average condition over the total segment length.
1Good – Road edge well above side drains/ground
DEFINITION
level—well defined side drains or sufficient side
Side drains provide for drainage of the road
slopes to drain water pavement and shoulder and condition is rated
2 Fair—Road edge level with side drains/ground according to their ability to collect and discharge
level—ineffective side drains—water can cross the water runoff.
road in many places
METHOD
3 Poor—Road edge slightly below ground level—
The total length of provided drain on both edges of
no side drains or totally blocked side drains—some the road is inspected over the length of the
ponding of water segment.
4 Bad—Road edge well below ground level—road
serving as a drain to surrounding areas The condition score is the number against the
condition description which best describes the
average condition of side drains existing over the
total segment length.
This item is of secondary importance as the 3.5.1 Unsealed Shoulders
condition can change after a storm or maintenance Assessed over total length of segment
action. The surveyor should not be distracted from
the main aim of the survey, the road condition. Note:
Appropriate Condition Score
CONDITION SCORE
Evidence of only one of each condition's
1 Adequate shape and depth. description needs to be present for that Condition
Negligible scour, siltation or vegetation. Correct Score to be applicable.
Longitudinal grade.
2 Pavement runoff not affected The chosen condition description should reflect the
Obstruction (siltation, vegetation, scour) <30mm in average condition over the total segment length.
drain waterway
3 Slight obstruction 30 < 50mm to runoff entering DEFINITION
drain Obstruction (siltation, vegetation, scour) 30 < Unsealed shoulders provide a hard and safe
50mm in drain waterway. surface for occasional use by vehicles and to
4 Moderate obstruction 50 < 100mm to runoff provide for drainage of surface runoff.
entering drain
Obstruction (siltation, vegetation, scour) 50 < METHOD
100mm in drain waterway The total length of unsealed shoulder on both
5 Extreme Obstruction >100mm to runoff entering edges of the road is inspected over the length of
drain Obstruction (siltation, vegetation, scour) the segment.
>100mm in drain waterway
It is the area within the first meter outside the edge
Note: of the seal that is assessed to determine average
condition. (The width of the unsealed shoulder
Special Considerations outside the first meter does NOT influence the
condition rating.)
Unsealed shoulders are not rated if the seal extends
for more than 0.5 meter outside a painted edge line. The condition score is the number against the
Where this occurs, the road condition description which best describes the
is deemed to have a sealed shoulder and this average condition of unsealed shoulders existing
sealed shoulder is rated accordingly. over the total segment length.

Occasionally, a segment will have an unsealed CONDITION SCORE

shoulder on one side and a sealed shoulder on the
other, or have a sealed shoulder in the beginning of 1 Adequate crossfall for drainage - Compact gravel
the segment and an unsealed shoulder at the end of - No loose stones - No scouring
a segment. In these circumstances, both are 2 No restriction to surface runoff - Minor scouring
unsealed and sealed shoulder is rated. Comments <25mm - Loose stones <30% of shoulder area—
regarding the length or position of shoulders can be Adequate crossfall
recorded in the comments field. The purpose of a
shoulder is to provide support to the carriageway 3 Slight restriction to surface runoff - Scouring 25 <
area on which the traffic is designed to run. A poor 40mm - Soft patches <10% of area - Loose stones
shoulder condition contributes to the break down in covering >30% of area - Inadequate crossfall
structural condition of the designed carriageway
4 Moderate restriction to surface runoff - Scouring
area.
40 <80mm - Soft patches 10 < 50% of area -
Inadequate or exaggerated crossfall - Loose
Therefore shoulders are rated on their pavement
stones 30 < 50% area
support role not their safety aspect.
5 Major restriction to surface runoff - Scouring
CONDITION RATING >80mm - Soft patches > 50% of area - Loose
stones > 50% area—Inadequate or exaggerated
3.5 SHOULDERS crossfall
Unsealed Shoulders 44 3.5.2 Sealed, Asphalt Surfaced, and
(Assessed over total length Concrete Shoulders
of segment) Assessed over total length of segment

Sealed, Asphalt Surfaced, DEFINITION

and Concrete Shoulders 45 A sealed shoulder is only rated if it has a width of
0.5m or greater. Defective areas may be potholed,
(Assessed over total length
unsuccessfully patched, deformed, faulty or
of segment) stripped.
METHOD 4. FIELD WORKSHEETS
For this item, the total length of shoulder on both
edges of the road is inspected over the length of
the segment. It is the surfaced area within the first
two meters outside the painted edge line that is
assessed to determine average condition.

If the condition score varies greatly between left

and right shoulders (in the direction of increasing
chainage), a separate score for each shoulder is
required in the field worksheet comment field, i.e.
left shoulder - 2, right shoulder – 5. Only the worst
score is recorded under Sealed Shoulder. (See
note in section 3.5.1 concerning the combination
of sealed and unsealed shoulders.)

The condition score is the number against the

condition description which best describes the
average condition of sealed shoulders existing
over the total segment length.

CONDITION SCORE
1 Defective area 0 - <2%/shoulder/km
2 Defective area 2 - <5%/shoulder/km
3 Defective area 5 - <15%/shoulder/km
4 Defective area 15 - 25%/shoulder/km
5 Defective area > 25%/shoulder/km
SAMPLE
PRE-
PRINTED
FORMS
BLANK FORMS
5. EQUIPMENT, DRAWINGS and
TEMPLATES

5.1 Straight Edge (1.2m) and Wedge

EQUIPMENT, DRAWINGS and TEMPLATES

5.2 Template for Crack Width Scale

• Test the crack gap by working from

narrowest to widest mark width

• Align bottom of mark with one side of

crack

• The first mark wide enough to cover

the crack gap will show the correct
“severity” code

• Ensure correct pavement type scale

is used

• These are full scale drawings and

should not be altered or reduced

• It is recommended that this be

copied and pasted to a sheet of
cardboard for durability
INSTRUCTIONS: Use this form to summarize all data from the Local Road Inventory together with its
ATTACHMENTS

Annex 2C
Annex to Chapter 3
Template for Local Road Inventory Summary
Annex 2D
Annex to Chapter 3
Template for Local Road
Traffic Count
 Special Local Road Fund
Local Roads Inventory as of Year ______________ FORM LR INV No. ____
Page__of__
MANUAL CLASSIFIED TRAFFIC COUNT DATA SHEET
(Two Directional Count Form)

INSTRUCTIONS:

1. Use Form LR INV No. 3-A, Manual Classified Traffic Count Data Sheet when recording the data for AADT gathered during the
conduct of a Two-Directional Manual Classified Traffic Count at the road being considered for the inventory once every three (3)
years for a 24-hour manual count starting from 6:00 A.M. and ending at 6:00 A.M. of the following day.
2. Identify the Year when the Traffic count is to be conducted.
3. Write the Date when the Traffic Count started.
4. Identify the Region, Province, the City or Municipality, District and Barangay where the Road being considered for the Traffic count is
located. Identify the complete Road Name, Road ID, Station where you positioned yourself for the Traffic Count and the complete
name of the Counting Officer.
5. Mobilize the traffic count survey when there are no holidays in that particular week and at ideal traffic survey sites. Always coordinate
with PNP, LGU and other concerned government authorities.
6. Whenever vehicles pass by your Traffic Count Station, tally the number of vehicles according to their classification and according to
what directional lane (increasing or decreasing Km post) respectively as described in the form.
7. In the Subtotal column, write the sum of vehicles per classification per directional lane. Then calculate the sum of all the number of
vehicles per classification in both directional lanes and write it in the Total column provided for you. By using these data, you will be
able to compute for the Annual Average Daily Traffic (AADT) and Percentage of Heavy Vehicles required for the Annual Inventory of
Local Roads.
 Special Local Road Fund
Local Roads Inventory as of Year ______________
FORM LR INV No. ____
Page__of__
MANUAL CLASSIFIED TRAFFIC COUNT DATA SHEET
(Single Direction an Lane Count Form)

INSTRUCTIONS:
1. 1. Use Form LR INV No. 3-B, Manual Classified Traffic Count Data Sheet when recording the data for AADT gathered during the
conduct of a Single Direction and Lane Manual Classified Traffic Count at the road being considered for the inventory once every
three (3) years for a 24-hour manual count starting from 6:00 A.M. and ending at 6:00 A.M. of the following day.
2. Identify the Year when the Traffic count is to be conducted.
3. Write the Date when the Traffic Count started.
4. Identify the Region, Province, the City or Municipality, District and Barangay where the Road being considered for the Traffic count is
located. Identify the complete Road Name, Road ID, Station where you positioned yourself for the Traffic Count and the complete
name of the Counting Officer.
5. Mobilize the traffic count survey when there are no holidays in that particular week and at ideal traffic survey sites. Always coordinate
with PNP, LGU and other concerned government authorities.
6. Whenever vehicles pass by your Traffic Count Station, tally the number of vehicles according to their classification as described in the
form.
7. Calculate the sum of all the number of vehicles per classification and write it in the Total column provided for you. By using these data,
you will be able to compute for the Annual Average Daily Traffic (AADT) and Percentage of Heavy Vehicles required for the Annual
Inventory of Local Roads.
 Annex 3A
Reference Guidelines for Local
Gravel Road Rehabilitation
Reference Standards for Rehabilitation of Local Gravel
Roads
Geometric

The geometric design standards for local gravel roads are shown in Table 1. For road rehabilitation, it
may not be possible to meet all of these standards on all rehabilitation projects. On sub-standard roads
safety devices like guard rails, mandatory signs and warning signs may be used to mitigate the road
safety risks due to the sub-standard road geometry. Three levels of traffic volumes observed in typical
local road networks are cross-matched with three design classes 1 to 3. The Guidelines emphasize the
reference to traffic volume as a differentiating attribute, although it is possible that LGUs may exhibit a
wide range of traffic characteristics. Corresponding design controls may be chosen by the designer from
the recommended control values.

Table 1. Geometric design catalogue for local roads

Carriage- Max
Design Shoulder Maximum Min Min Min
Design way Minimum Superele-
AADT Terrain Speed Width Gradient SSD PSD RROW
Class Width Radius (m) vation
(kph) (m) (%) (m) (m) (m)
(m) (%)
F 60 6.1 1.5 130 6 10 75 420 15
1 200400 R 50 6.0 1.0 80 8 10 60 350 15
M 30 5.5 1.0 30 10 10 35 235 15
F 60 5.5 1.0 130 7 10 75 420 15
2 50200 R 40 5.5 0.5 50 8 10 40 290 10
M 30 5.5 0.5 30 12 10 35 235 10
F 40 4.0 1.0 50 8 10 40 290 10
3 Under R 30 4.0 0.5 30 10 10 35 235 10
50 M 30 4.0 0.5 30 12 10 35 235 10
Notes: F—Flat; R– Rolling; M– Mountainous
Source: Adapted from DILG-ADB, 2003

Cross Section

Generally, gravel road pavements are used for roads with annual average daily traffic (AADT) of 400
vehicles or less. Roads with higher traffic volumes should be assessed on a case to case basis.

A typical section of a gravel road for rehabilitation and maintenance is shown in Figure 1.
 Figure 1. Typical sections in the rehabilitation and maintenance of local gravel roads

Horizontal alignment
The horizontal alignment of the road is a series of straight lines, called tangents, connected by curves.
Normally, the largest possible radius of curvature should be provided, however, there are limitations and
controlling elements of the design that were considered such as limiting cost for earthworks and right-of-
way acquisition. Some of the guidelines used to attain effective design of horizontal alignment, are as
follows:

1. Avoid compound curves whenever possible

2. Avoid long straight tangents; this will alleviate driver’s fatigue
3. Avoid short tangent length between curves, this will result in poor visual appearance
4. Horizontal curves for small deflection angles should be sufficiently long to avoid the appearance of
kink
5. Curves should be at least 150 m long for an intersection angle of five (5) degrees, and the minimum
length should be increased by 30 m for each 1 degree decrease in angle
6. Minor road widening should increase the carriageway width to the minimum standard width provided
that such widening can be carried out within the available RROW. Road widening to increase
carriageway width to more than the minimum standard width is considered to be road improvement.
7. Widening of existing road shoulders should be limited to achieving the minimum standard width on
each side of the carriageway. Similarly, new road shoulders conforming to the minimum standard
width may be added to each side of the carriageway in locations where no road shoulders exist. All
shoulder widening and provision must be undertaken within the existing RROW. Providing road
shoulders wider than the minimum standard is considered to be road improvement.

Vertical alignment
The maximum gradient for each class of road is a function of the terrain to be followed. However, the
design of gravel roads may sometimes require that the maximum desirable gradient is exceeded
particularly in mountainous areas in order to minimize costly realignments and extensive earthworks.

A vertical curve is considered adequate if it allows a visibility such that a travelling vehicle can see an
obstruction, or another vehicle travelling in the opposite direction, with sufficient time to react in the proper
manner. The major control for safe operation on crest vertical curves is the provision of ample sight
distance for the roadway design speed.
Horizontal alignment
Treatment of steep gradients
The heavy rainfall that is prevalent throughout the Philippines indicates that some road segments with
steep gradients above 10% may benefit from a sealed surface that would reduce the risk of rapid
deterioration of the road pavement during heavy rains. The designer should consider this and develop a
technically viable and cost effective specification for road surface sealing to be applied at selected
locations deemed to be at high risk of storm water damage. The designer should take into account the
whole life cycle cost including initial construction and routine annual and periodic maintenance over the
economic life time of the road.

Earthworks standards
The alignment determined during the reconnaissance should generally follow the existing road. The
existing road components, which have residual value, should be incorporated into the improvements.
Other factors that may be considered are:

1. Raising the roadway above the flood level

2. Minimizing the amount of earthworks by:
• working with existing elevations
• attempting to balance cut and fill
• minimizing the amount of imported fill from borrow pits
• minimizing the amount of surplus material exported from cuttings.
3. Minimizing rock cuts
4. Stabilizing earth slopes

When designing earthworks, it is economical to try and balance the amount of material excavated from
cuttings against the requirements for embankments, to reduce the need to obtain or dispose of additional
material.

Subgrade/formation level
Subgrade is the natural soil after the organic top soil has been stripped away. The sub-grade will be used
as the base upon which the road is constructed. The surface of the sub-grade is called the formation
level.

The strength of the road sub-grade at the formation level is usually expressed by its California Bearing
Ratio (CBR). CBR is a numerical percentage value derived from tests to measure the strength of the soil.
The CBR value is dependent on the type of soil, its density and its moisture content and is calculated by
testing representative soil samples in the laboratory. The low CBR values signify weak soils with poor
bearing capacity. The high CBR values signify strong soils with good bearing capacity.

The preferred CBR value for the road sub-grade is 4% or greater at the road formation level. If the sub-
grade soil at the formation has a lower CBR value than 4%, it is necessary to remove the weak material
to a depth of 0.15 m and replace it with imported suitable material with a CBR value of at least 7%; or, if
suitable imported material is not readily available, increase the thickness of the subbase and base course
layers of the constructed road pavement.

Embankment/fill
Embankments are required where the level of the road needs to be raised above the surrounding ground
level. For road rehabilitation, it is not expected that significant amounts of embankment will be needed. If
it is necessary to raise the embankment for drainage or other reasons, this would be considered as major
road improvement.

For the design of embankments, the following areas should be considered:

foundation conditions, with their associated potential problems of settlements and instability
embankment materials and methods of placing compaction and protection of the completed embankment
slopes

Most soils are suitable for embankment construction. The best materials should be reserved for the
upper layers of the embankment, which will form the subgrade.
Some soils are unsuitable for embankments construction. These include soils that contain organic
material that is more than 5% by weight of the materials; soils with a swell of more than 3% and clays with
a plasticity index over 45 or a liquid limit over 90.

During construction, it is important that the thickness of embankment layers be monitored to ensure they
are of appropriate thickness (200 mm to 300 mm is generally the upper limit for the thickness of individual
layers), and material is compacted close to its optimum moisture content.
Excavation/cutting
Cutting is required where the natural ground level lies above the proposed alignment of the road. For road
rehabilitation it is not expected that significant amounts of cutting will be needed. If it is necessary to
increase cuttings for road widening or improving sight lines or other reasons this would be considered as
major road improvement. Cuttings in sound rock can often be vertical, but in weathered rocks and soils it
is necessary to use shallower slopes.

The stability of cuttings depends not only on the material but also on the height of the cutting and on the
water table conditions. In the absence of any other information, Table 2 gives preliminary advice on
suitable cutting slopes, although the slope may need to be adjusted for local conditions. For higher
slopes and for problem soils such as loose or soft soils and material with a high organic content, specialist
professional advice should be sought.
Table 2. Preliminary advice for cutting slopes

Soil Type Water Table Cut Height 0-3 m Cut Height 3-6 m
Gravels, sands Low 1 V:1.5 H 1 V:1.5 H
Moderate 1 V:1.5 H 1 V:1.5 H
High 1 V:1.5 H 1 V:1.5 H
Clayey gravels, sands Low 1 V:1 H 1 V:1 H
Moderate 1 V:1 H 1 V:1 H
High 1 V:1 H 1 V:1.5 H
Stiff Clays Low 1 V:1.1 H 1 V:1.1 H
Moderate 1 V:1.1 H 1 V:1.1 H
High 1 V:1.1 H 1 V:1.1 H
Soft clays Obtain specialist advice Obtain specialist advice
Organic soils Obtain specialist advice Obtain specialist advice
V = vertical;
H = horizontal
Source: IBRD, 2005

Side slopes and protection/stabilization

Slope stabilization may be installed on existing side-slopes that are prone to erosion or are showing signs
of instability. Slope stabilization will generally be in the form of planting, grass sods, coconut bio matting
or other natural techniques. The use of concrete and masonry for slope protection will be minimized and
used only in exceptional circumstances. Existing slope stabilization that has deteriorated may be repaired
and rehabilitated.

Side slopes of low embankments up to 3 m in height are dependent upon the quality of material used and
are generally 2 Horizontal : 1 Vertical (IBRD, 2005).

The side slopes of the embankment and cuttings can be protected against erosion by providing a cover of
vegetation. Grass seeding is the most efficient and cost effective method of protecting the slopes. On
relatively shallow slopes of up to 3 m in height and gradients steeper than 1 Horizontal : 1 Vertical, the
slope can be covered in top soil and seeded.

On higher and steep slopes, terracing is another approach, where grass is sown on horizontal steps cut
along the face of the slope.

Trees and shrubs can be planted to assist in stabilizing slopes. Deep rooted species of trees or shrubs as
willows provide greater protection against soil slippage problems. Native plants must be used to ensure
adaptability and reduce costs.

To improve long term slope stability, live stakes can be planted (Figure 2). These are cuttings of live
branches neatly pruned of limbs, usually 10 mm to 30 mm in diameter, 600 mm to 1.0 m long. The end of
the stake should be cut at an angle and pushed into the ground perpendicular to the slope, buds oriented
upward, leaving only 50 mm to 75 mm of the stake above the ground. Stakes are planted in rows, with
two or four stakes per square meter (sq m).
 Figure 2. Live stakes

For more immediate stabilization, fascines can be used (Figure 3). These are long bundles, 1.5 m to 9.0
m in length and 150 mm to 200 mm in diameter, of live branches tied together with growing tips oriented
the same direction and tops evenly distributed throughout the length of the bundle. The fascines are
placed in a 30 mm to 400 mm deep trench dug along the contour of the slope and secured in place with
stakes. The bundles are then covered with a moist, compacted soil backfill (IBRD, 2005).

Figure 3. Fascines

Pavement Standards

Road pavements should be designed to limit the stress at the weaker, lower, subgrade levels by the traffic
travelling on the pavement surface. The aim is to ensure that the subgrade is not subject to significant
deformations and to limit the deteriorations of pavement materials to such an extent as to affect the riding
quality.

The design method should produce a pavement, which will have a relatively low level of deterioration at
the end of the design period, assuming that routine and periodic maintenance are performed during the
period (IBRD, 2005).

Subbase Course

Natural untreated materials (e.g. river gravel) are usually suitable for lower construction layer like selected
fill and subbase. The subbase materials must have sufficient strength and suitable grading to prevent
intrusion of fine grained roadbed soils into its voids. The following are the guidelines to attain effective and
least cost design (adapted from IBRD, 2010):
1. If the CBR of the subgrade is less than 3%, add 50 mm of gravel to the recommended minimum
thickness of subbase.
2. If subgrade is free draining and has a CBR over 15%, no subbase is recommended.
3. If the CBR of the subgrade is greater than 4% but lesser than 15%, the possibility of using selected
borrow as subbase material should be analyzed.
4. If the CBR of the subgrade is less than 15%, the recommended minimum thickness of the subbase
should be 200 mm.

Gravel surfacing
Depending on the CBR of the subgrade, improved subgrade layers shall be constructed as required, on
which the gravel wearing course is placed.

The pavement thickness will be based on the CBR values shown in Table 3.

Road Drainage Standards

The primary objective of road rehabilitation and maintenance is to maintain the condition of gravel roads at
least cost to facilitate the passage of traffic in “all-weather” conditions. In achieving this objective,
it is essential that the road surface is properly crowned ranging from 3%-5% from the centerline
towards the side drains. Adequate drainage should be provided to rapidly collect and discharge
surface water from the roadway.

Average Daily Traffic Sub-Grade Soil Recommended Total

(in both directions) Classification Minimum Thickness of
Gravel (mm)
A1, A2 , A3 Soils or if CBR > 7 150
< 200
A4, A5, A6, A7 Soils or if CBR is between 3 and 7 200
A1, A2 , A3 Soils or if CBR > 7 200
> 200
A4, A5, A6, A7 Soils or if CBR is between 3 and 7 250
Table 3. Pavement thickness for different CBR values

Road drainage can be provided either through new drainage works where none already exists or through
the repair and rehabilitation of existing drainage. New road drainage will generally comprise earth side
drains. The use of masonry lined side drains will be minimized and specified only in exceptional
circumstances. The use of concrete lined drains is not recommended.

Existing cross-drains should, to the extent possible, be retained, repaired and rehabilitated. New cross
drains may be installed where necessary, if none already exist or to increase existing capacity. In general
new cross drains will be formed from RCPCs. The use of RCBC will be minimized and specified only in
exceptional circumstances for technical and/or economic reasons.

Existing headwalls, catch basins and outfalls should, to the extent possible, be retained, repaired and
rehabilitated. New headwalls, catch basins and outfalls may be installed where necessary. Typical details
for the RCPC cross drain with catch basin and headwall and for lined and unlined side drains are shown
in Figure 4.

Drainage works may extend beyond the limit of the road pavement rehabilitation works if this is necessary
to make the drainage system fully functional, effective and complete.

Earth side drains

Longitudinal drains are required along the side of the roadway to collect and transport water running off
the cross-fall of the road surface. They should ideally resist erosion, be self-cleaning and discharge into
established water ways or other areas where surface water run-off water may be accepted (adapted from
IBRD, 2005).

Ditches at the side of roads should ideally be wide and shallow. Minimum depth of ditches should be 0.3
to 0.4 m below the roadway, with a flat bottomed profile.

For flat bottomed ditches, the side slope and back slope should ideally have less than 1:4 ratio. Where
this is not possible, they should have no less than 1:2 ratio (IBRD,2005).
 Figure 4. Standard details for cross drain, earth ditch, and grouted riprap lined ditch

The longitude gradient for ditches should usually be 2% but may be flatter over short lengths. In very flat
areas this may be difficult to achieve and the discharge of water after heavy rainfall may be slow.

The maximum gradient for unlined ditches should be 5%. A grass cover will assist in protecting against
erosion (IBRD, 2005).

Alternatively, the slope of the ditch may be made less steep by building a series of steps in the base of the
ditch, using check dams (Figure 5). The check dams are usually constructed of stone, although other
materials such as wooden stakes may also be used.
Spacing of check dams depends upon the slope of the ditch (Table 4).
Slope Minimum spacing of check dams
Less than 6% 15 m
6% to 8% 8m
Greater than 8% 5m
Table 4. Spacing of check dams

Lined side drains

Lining of side drains with structure should only be used where the turbulent or high velocity flow in excess
of 1 m/second cannot be reduced or controlled by other means.
Cross drains and culverts
Cross drainage structures are used where the road intersects a watercourse. The most common type of
cross drainage used for rural roads is concrete pipe culvert.
Culverts for streams should be large enough to match the capacity of the channel. The depth of cover
between the top of the culvert and the underside of the road pavement, for example, the bottom of the
gravel layer should be equivalent to at least half the diameter of the culvert. In order to achieve these two
requirements, two or smaller diameter culverts may need to be placed in parallel.
The minimum recommended culvert size is 610 mm – smaller diameter culverts are difficult to clean and
maintain if they become blocked.
The culvert should be aligned with the existing stream channel as far as possible. Where this cannot be
achieved, the culvert should be aligned with the center of the channel immediately downstream of the
outlet.
The grade of the culvert should follow the grade of the existing channel, with a desirable minimum slope
of 2%. Additional protection at the outlet will be required and the outlet should be at the same level as the
bottom of the existing channel.
Culverts used to transfer water from an upslope side drain should be spaced every 150 m or so on steep
slopes, greater than 6%, the spacing may need to be reduced and should discharge to a turnout drain.
The discharge point of the culvert and the discharge from the turn out drain must both be protected
against erosion.
It is not economical to design drainage structures to discharge the maximum flood which may occur.
Some flooding is usually acceptable as the least cost solution. Therefore, design of drainage structures
considers estimates of the magnitude of floods based on frequency of occurrence. This recurrence
interval is termed as the average interval in years between the occurrence of a flood of specified
magnitude and the return of an equal or larger flood.
Headwalls and catch basins
At the inlet and outlet of the culvert, the edges of the pipe shall be protected by headwalls. These can be
constructed from a variety of materials such as: mass concrete, stone pitching, concrete blocks.
The headwall must extend below the channel bed to protect against scour. The headwalls may be
constructed with wings at the inlet and outlet to direct flow through the culvert (IBRD, 2005).
Outfalls
In the best case, ditches will drop to existing stream beds, which will generally coincide with culvert
locations to allow water to discharge from the upslope side of the road. Where this is not the case,
ditches should be constructed with “turn-outs”. These allow water out of the ditch at intervals, preventing
the ditch from overflowing.
This turn out area may need to be stabilized to prevent erosion – there are two methods of doing this
(IBRD, 2005):
1. Turn out discharges to a relatively flat area with a gentle slope, covered in grass. The flow from the
ditch spreads out and slows, reducing the potential for erosion.
2. Water from the turnout is discharged onto a bed of loose stones or rocks spread across the ground.
This again slows the flow of the water. The stones must be big enough to prevent them from being
washed away.
The spacing of turnouts will vary with the steepness of the ditch and with the levels of rainfall. In general,
closely spaced turnouts are better, as discharge flows are less likely to cause erosion. A spacing of 20 m
is suggested for ditch slopes greater than 5%, although the spacing may be increased in flatter areas
(IBRD, 2005).
Outlets from culverts carrying watercourses will be leveled with the existing stream bed where possible. In
other cases, outlets from turnout drains and culverts should spread water over a vegetated area with a
gentle slope, whenever possible.

Standards for road safety devices and road signs

An inspection should be undertaken on the full length of the roadway sections from a traffic safety
perspective, identify appropriate accident mitigation measures for specific locations and incorporate these
into the designs. The Road Safety Audit should be carried out in accordance with the process set out in
the Philippines Road Safety Audit Manual, February 2004 Edition and other guidelines and manuals
applicable in the Philippines. The audit should be concentrated on the safety implications of the road
project and it aims to:

1. Consider the safety of all road users

2. Ensure that preventable collision-producing elements are absent
3. Ensure that injury reducing elements are provided at suitable locations
4. Eliminate black spots along the road alignment.

The outcome of the audit should identify the safety concerns with the existing road and suggests
improvements to enhance the level of safety of the road facility. The safety measures that should be
included in the design shall include the provision of ancillary facilities such as road signs, guardrails, slope
protections and proper layout of critical sections to attain visibility of vehicles in areas such as
intersections, bridge approaches and areas where roadside interference is a factor.

Road safety devices including guard rails, safety barriers and traffic signs may, where necessary for road
safety considerations, be included under rehabilitation works even if these items were not previously
installed along the road section. Existing guard rails, safety barriers and road signs may be repaired,
rehabilitated or replaced as necessary for road safety considerations.

Safety during rehabilitation and maintenance work

As a priority in all activities, undertakings and endeavors continuous safety of the public and all persons
directly or indirectly associated with the works should be ensured.
All excavations, plant or items of potential danger to the public should be barricaded and signposted to the
satisfaction, and sufficient watchmen to ensure the safety of the public at all times should be provided. All
existing pedestrian routes should be maintained in a safe condition unless an alternative route is provided.

Public safety during normal road operations

The LGUs should ensure that the interests and safety of the public are properly considered during normal
operations. It should therefore ensure that projects are operated in a safe manner, public warning signs
are used on all work projects, as appropriate and safety regulations are enforced.
Guard rail
There is a need to be selective in choosing appropriate sites or location for installing guardrails. It should
only be used on areas that:
1. are prone to landslides
2. have steep slopes
3. have curves on ravine
4. have roads that are very narrow
5. have bridge approaches.
Road Signs
To facilitate the passage of traffic in “all-weather” conditions and concurrently offering maximum road
safety, it is essential that the road is provided with adequate warning signs in steep slopes, areas prone to
landslides and other dangerous zones.

The DPWH (2004) describes the classification of signs and prescribes the standard application, design,
shape, color, letter size selection, use of symbols, use of Filipino worded signs, uniformity of location,
longitudinal placement, lateral placement and height, finishes that reflect light, installation and
maintenance. The DPWH provides guidance on the design and installation of standard signs on all roads
throughout the Philippines, including those under the care and management of LGUs. A standard system
on the design and placement of road signs should be in conformance with the five (5) basic requirements:
1. fulfill a need
2. command attention
3. convey a clear, simple message
4. command respect
5. give adequate time for proper response.

As signs are essential part of the road traffic system, the message should be concise, meaningful,
consistent, and the design and placement need to be coordinated with the road geometric design.

The signs according to their use are classified into the following groups:
 Regulatory signs (Type R)
 Warning signs (Type W)
 Guide signs or informative sign (Type W)
 Signs for expressways (Type GE)
 Signs for special purposes (Type S), and
 Hazard markers (Type HM)

Three (3) of the group of signs above - regulatory signs, warning signs, and guide signs or Informative
signs are relevant to local gravel roads.

Access to roadside properties

Culverts should be constructed to carry water in ditches beneath side roads and under private accesses.
The length of the culverts should be the same as the size of the access gate of the private property. Soil
around the culvert should be compacted by hand in layers not thicker than 15 mm (World Bank, 2011).

Compliance with legislation

All safety and industrial health legislation including, without limitation, the rules and regulations of the
Republic of the Philippines and the authorities having jurisdiction should be followed.

All requirements of the appropriate agencies that govern irrigation and drainage facilities should be
followed.

All current environmental laws and regulations, be they national or local, but not limited to the following
should be observed:
1. Noise
2. Vibration
3. Air pollution
4. Water contamination
5. Solid waste disposal
6. Liquid waste disposal
7. Sanitary conditions (water supply, and sewerage)
8. Protection of the traveling public
 Annex 3B
Annex to Chapter 4
Reference Guidelines for Asphalt Pavement
FLEXIBLE PAVEMENT DESIGN PROCEDURE

Background

There are several flexible (bituminous) pavement design procedures available, which have been field
verified and used by road agencies around the world. The selection of one procedure over another is
usually based on the road agency’s familiarity, exposure and satisfaction with the design results.

A widely accepted flexible-pavement design procedure is discussed in the “AASTHTO Guide for Design of
Pavement Structure,” which was first published by the American Association of State Highway and
Transportation Officials (AASHTO) in 1972, with the latest revisions in 1993. The 1993 AASHTO design
procedure is similar to the earlier version (version 1986) except for the new section on overlay designs. A
revised procedure, using mechanistic empirical approach, was developed in 2002 by the US Federal
Highway Authority and intended as a future revision of the 1993 AASHTO guide. In the Philippines, the
current practice is based on the 1993 version of the AASHTO pavement design guide.

Test data, used for the development of the design procedure for flexible pavements, were collected at the
American Association of State Highway Officials (ASSHO) Road Tests in Illinois from 1958 to 1960 .
AASHO was the predecessor of the current AASHTO.

It is emphasized that the procedure developed by AASHTO and presented in this Appendix relates to
sealed flexible pavements and should not be applied to unbound aggregate surfaced roads. The reasons
are explained in the following discussions of the correlation analysis performed by AASHO, which became
the basis of the design procedure.

The AASHO Road Test

The damage that vehicles impose on road layers depends AASHO ROAD LOOP
strongly on the axle loads of the vehicles. For pavement
design purposes, the damaging power of axles is related to
a `standard' axle of 8.2 metric tons using equivalence
factors which have been derived primarily from the AASHO
Road Test. The objective of the AASHO Road Test was to
determine the relationship between the number of
repetitions of specified axle loads of different magnitudes
and the performance of different thicknesses of flexible and
rigid pavements built on a single subgrade.

Four large loops of road approximately 3.2 km (2.0 miles) long were constructed together with two smaller
loops . Each loop comprised a two-lane highway. Within each loop, test sections of a pavement with a
minimum length of 30m (100 feet) were constructed. A total of 468 test sections of flexible pavements
were included together with test sections of rigid pavements. Vehicular traffic, using specially selected
and loaded vehicles with specific axle loads and wheel configurations, was allowed to move on each lane
of the loops almost continuously for two years. Each lane always carried the same type of vehicle with the
same axle load throughout the two-year study period but no two lanes carried vehicles of the same type
and axle load.

The Road Test was clearly a massive undertaking and has provided an enormous amount of data which
has been analysed extensively over a 30-year period.

Pavement Deterioration and Serviceability

A pavement can be subjected to a number of detrimental effects including fatigue failures (cracking),
which are the result of repeated stress caused by traffic passing over the pavement. The pavement is also
placed in an uncontrolled environment that produces temperature extremes and moisture variations.
The combination of the environment, traffic loads, material variations, and construction variations requires
a comparatively complex set of design procedures to incorporate all of the variables. The ASSHTO
pavement design procedure has been widely accepted by DPWH and around the world. It considers
environment, load and materials in a methodology that is relatively easy to use.

In technical terms, sealed pavement failure occurs whenever cracking, rutting or other surface distresses
become visible. In contrast, the road users usually associate pavement failure with poor riding quality.
Pavement engineers conducting the ASSHTO Road Test were faced with the task of combining the two
failure definitions so that a single design procedure could be used to satisfy both observers. The
Pavement Serviceability- Performance Concept was developed to address the issue concerning pavement
failure (Carey and Irick, 1962). The concept considered pavement performance histories and noted that
pavements usually begin their service life in excellent condition and deteriorate as traffic loading is applied
in conjunction with prevailing environmental conditions. The performance curve is the historical record of
the performance of the pavement. Pavement performance, at any point in time, is known as the present
serviceability index (PSI).

At any time, the present serviceability index of a pavement

PRESENT SERVICEABILITY INDEX can be measured. In 2
PSI + 5.0 - alogR - bRD - c(C+P)
1/2

the AASHO Road Test, the concept of Present Serviceability

R = roughness
Rating was developed whereby panels of 'raters' assessed 5 RD = rut depth
the state of the pavements on a scale from 0 to 5, with 5 4 C+ P = cracking + patching

being excellent condition and 0 being very poor. 3

2
The ratings were then correlated with the physical 1
Failure

measurements that the engineer made. As a result, road

roughness was shown to be the most important variable Traffic or Time
followed by rut depth and the amount of cracking and
patching. The best estimate of the Present Serviceability
Rating was defined as the Present Serviceability Index or PSI, which also illustrates the deterioration of a
pavement with time. In time, the accumulation of traffic loads causes the pavement to deteriorate and as,
expected, the serviceability rating drops. At some point, a terminal performance serviceability index (Pt) is
reached. At this point, most raters feel that the pavement can no longer perform in a serviceable manner.

Mechanical devices are now commonly used to determine PSI. It has been found that new pavements are
considered to have failed if it reaches its terminal serviceability index. Pt varies by the type of the road.
National arterial roads usually have TSI’s of 2.5 or 3.0, while local roads can have Pt of 2.0.

Flexible-pavement Design Equation

At the conclusion of the AASHO Road Test, a regression analysis was performed to determine the
interactions of traffic loadings, material properties, layer thickness, and climate. The resulting relationship
shows that axle loads can be correlated with a thickness index that represents a combination of layers of
materials. The relationship can be used to determine the required thickness index of a flexible pavement.
Based on the curves, the thickness index needed to sustain the type of loading can be determined . Since
there are many combinations of pavement materials and thicknesses that can provide a specific thickness
index, it becomes the responsibility of the design engineer to identify the practical and economic
combination of the materials to satisfy the requirement. Due to the complexity of the environmental
conditions involved in actual pavement design, the thickness index graph becomes untenable. As a result,
the following equations were developed for flexible-pavement design to replace the graph:

1.

2.

3.
The variables are further defined in the box that follows.

Box 1. Definition of Terms

W18 This input variable addresses the problem of handling mixed traffic loading by adopting a standard 18-kip (8.2
metric ton) equivalent single axle load (ESAL). The idea is to determine the impact of any axle load on the pave-
ment in terms of the equivalent amount of pavement impact that an 18-kip single axle load would have. The
ASSHTO Road Test found that the 18-kip (8.2 metric ton) equivalent axle load is a function of the terminal ser-
viceability index of the pavement design and the axle configuration. Table 4-A.1 (for single axles), Table A-4.2 (for
tandem axles), and Table 4-A.3 (for triple axles) are provided for a Pt of 2.0.

ZR This input variable is defined as the probability that serviceability will be maintained at adequate levels from a us-
er’s point of view throughout the design of the facility. It estimates the probability that the pavement will perform at
or above the Pt level during the design period, and accounts for the inherent uncertainty in design. The equation
uses the z-statistic, which is obtained from the cumulative probabilities of the standard normal distribution.
Major arterial roads, which are costly to reconstruct (i,e., having their pavements rehabilitated) because of result-
ing traffic delay and disruption, require a high reliability level. Local roads, which will have lower impacts on users
in the event of pavement rehabilitation, do not require such high levels of reliability. Typical reliability values for
national arterials are 90% or higher, whereas local roads can have a reliability as low as 50%.

So So is the overall standard deviation of traffic. It takes into account the designer’s inability to accurately estimate the
variation in future 18-kip (8.2 metric ton) equivalent axle loads, and the statistical error in the equations resulting
from variability in materials and construction practices, Typical values of So are in the order of 0.30 to 0.50.
SN The structural number, SN, represents the overall structural requirement needed to sustain the design’s traffic load-
ings.
ΔPSI The amount of serviceability loss, over the life of the pavement, ΔPSI, is determined during the pavement design
process. The engineer must determine the appropriate level of Pt for a particular pavement based on allowable
loss of serviceability is caused by pavement roughness, cracking, patching, and rutting.
MR The soil resilient modulus, MR, is used to reflect the engineering properties of the subgrade (the soil), each time a
vehicle passes over pavement and stresses are developed in the subgrade. After the load passes, the subgrade
soil relaxes and the stress is relieved. The resilient modulus test is used to determine the properties of the soil
under the repeated load and can be determined by AASHTO test method T274. Measurement of the resilient mod-
ulus is not performed by many agencies and a relationship between MR and the California bearing ratio (CBR), the
more common parameter, is determined instead. The CBR has been widely used to determine the supporting
characteristics of soil since the mid-1930’s and a significant amount of historical information is available. The CBR
is the ratio of the load-bearing capacity of the soil to the load-bearing capacity of a reference aggregate, multiplied
by 100.

AASTHO also developed the nomograph that follows to solve the foregoing equation.
The variables are further defined in the box that follows.

Figure 1. The Design Nomograph for Flexible Pavement Structures

Structural Number

The foregoing equations and nomographs determine a required structural number for the given axle
loadings, reliability, overall standard deviation, change in PSI, and soil resilient modulus. In addition, the
following equation is used to relate individual material types and thickness to the structural number :

1) SN = a1D1 + a2M2D2 + a3M3D3

Where, a1, a2, and a3 = structural- layer coefficients of the wearing surface, base and subbase layers,
respectively;

D1, D2, and D3 = thicknesses of the wearing surface, base, and subbase layers (in inches), respectively;
and
M2, M3 = drainage coefficients for various types of material are used to modify the thickness of the lower
pavement layers (base and subbase).

There are many pavement material combinations and thicknesses that will provide a satisfactory
pavement service life. Since there are many combinations of structural-layer coefficients and thicknesses
that satisfy equation (4), there is a need to determine the most workable combination under existing local
conditions. The economics of materials choice, dictated by haul distance, availability of sufficient amount,
cost per cubic meter and material quality are the important determinants of choice of materials.
Table 1. Axle Load Equivalency Factors for Flexible Pavements, Single Axle, and Pt. of 2.0

Axle Load Pavement Structural Number (SN)

(kips)
1 2 3 4 5 6

2 0.0002 0.0002 0.0002 0.0002 0.0002 0.0002

4 0.002 0.003 0.002 0.002 0.002 0.002
6 0.009 0.012 0.011 0.01 0.009 0.009

8 0.030 0.035 0.036 0.033 0.031 0.029

10 0.075 0.085 0.090 0.085 0.079 0.076
12 0.165 0.177 0.189 0.183 0.174 0.168
14 0.325 0.338 0.354 0.350 0.338 0.331

16 0.589 0.589 0.613 0.612 0.603 0.596

18 1.00 1.00 1.00 1.00 1.00 1.00

20 1.61 1.59 1.56 1.55 1.57 1.59

22 2.49 2.44 2.35 2.31 2.35 2.41

24 3.71 3.62 3.43 3.33 3.40 3.51

26 5.36 5.21 4.88 4.68 4.77 4.96

28 7.54 7.31 6.78 6.42 6.52 6.83
30 10.40 10.00 9.20 8.60 8.70 9.20

32 14.00 13.50 12.40 11.50 11.50 12.10

34 18.50 17.90 16.30 15.00 14.90 15.60

36 24.20 23.30 21.20 19.30 19.00 19.90

38 31.10 29.90 27.10 24.60 24.00 25.10

40 39.60 38.00 34.30 30.90 30.00 31.20

42 49.70 47.70 43.00 38.60 37.20 38.50

44 61.80 59.30 53.40 47.60 45.70 47.10

46 76.10 73.00 65.60 58.30 55.70 57.00
48 92.90 89.10 80.00 70.90 67.30 68.60
50 113.00 108.00 97.00 86.00 81.00 82.00

Note : Adopted from AASHTO Appendix D

Table 2. Axle Load Equivalency Factors for Flexible Pavements, Tandem Axle, and Pt. of 2.0

Axle Load Pavement Structural Number (SN)

1 2 3 4 5 6
2 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000

4 0.0003 0.0003 0.0003 0.0002 0.0002 0.0002

6 0.001 0.001 0.001 0.001 0.001 0.001

8 0.003 0.003 0.003 0.003 0.003 0.003

10 0.007 0.008 0.008 0.007 0.006 0.006

12 0.013 0.016 0.016 0.014 0.013 0.012

14 0.024 0.029 0.029 0.026 0.024 0.023

16 0.041 0.048 0.050 0.046 0.042 0.040

18 0.066 0.077 0.081 0.075 0.069 0.066

20 0.103 0.117 0.124 0.117 0.109 0.105

22 0.156 0.171 0.183 0.174 0.164 0.158

24 0.227 0.244 0.260 0.252 0.239 0.231

26 0.322 0.340 0.360 0.353 0.338 0.329

28 0.447 0.465 0.487 0.481 0.466 0.455

30 0.607 0.623 0.646 0.643 0.627 0.617

32 0.81 0.823 0.843 0.842 0.829 0.819

34 1.06 1.07 1.08 1.08 1.08 1.07

36 1.38 1.38 1.38 1.38 1.38 1.38

38 1.76 1.75 1.73 1.73 1.73 1.74

40 2.22 2.19 2.15 2.15 2.16 2.18

42 2.77 2.73 2.64 2.64 2.66 2.70

44 3.42 3.36 3.23 3.23 3.24 3.31

46 4.20 4.11 3.92 3.92 3.91 4.02

48 5.10 4.98 4.72 4.72 4.68 4.83

50 6.15 5.99 5.64 5.64 5.56 5.77

52 7.37 7.16 6.71 6.71 6.56 6.83

54 8.77 8.51 7.93 7.93 7.69 8.03

56 10.40 10.10 9.30 9.30 9.00 9.40

58 12.20 11.80 10.90 10.90 10.40 10.90

60 14.30 13.80 12.70 11.90 12.00 12.60

62 16.60 16.00 14.70 13.70 13.80 14.50

64 19.30 18.60 17.00 15.80 15.80 16.60

66 22.20 21.40 19.60 18.00 18.00 18.90

68 25.50 24.60 22.40 20.60 20.50 21.50

70 29.20 28.10 25.60 23.40 23.20 24.30

Axle Load Pavement Structural Number (SN)
(kips)
72 33.30 32.00 29.10 26.50 26.20 27.40

74 37.80 36.40 33.00 30.00 29.40 30.80

76 42.80 41.20 37.30 33.80 33.10 34.50

78 48.40 46.50 42.00 38.00 37.00 38.60

80 54.40 52.30 47.20 42.50 41.30 43.00

82 61.10 58.70 52.90 47.60 46.00 47.80

84 68.40 65.70 59.20 53.00 51.20 53.00

86 76.30 73.30 66.00 59.00 56.80 58.60

88 85.00 81.60 73.40 65.50 62.80 64.70

90 94.40 90.60 81.50 72.60 69.40 71.30

Table 3. Axle Load Equivalency Factors for Flexible Pavements, Triple Axle, and Pt. of 2.0
Axle Load Pavement Structural Number (SN)
(kips)
1 2 3 4 5 6

2 0.000 0.000 0.000 0.000 0.000 0.000

4 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001

6 0.0004 0.0004 0.0003 0.0003 0.0003 0.0003

8 0.0009 0.0010 0.0009 0.0008 0.0007 0.0007

10 0.002 0.002 0.002 0.002 0.002 0.001

12 0.004 0.004 0.004 0.003 0.003 0.003

14 0.006 0.007 0.007 0.006 0.006 0.005

16 0.01 0.012 0.012 0.017 0.015 0.015

18 0.016 0.019 0.019 0.017 0.015 0.015

20 0.024 0.029 0.029 0.026 0.024 0.023

22 0.034 0.042 0.042 0.038 0.035 0.034

24 0.049 0.058 0.06 0.055 0.051 0.048

26 0.068 0.080 0.083 0.077 0.071 0.068

28 0.093 0.107 0.113 0.105 0.098 0.094

Axle Load Pavement Structural Number (SN)
(kips)
1 2 3 4 5 6

30 0.125 0.140 0.149 0.14 0.131 0.126

32 0.164 0.182 0.194 0.184 0.173 0.167

34 0.213 0.233 0.248 0.2 0.225 0.217

36 0.273 0.294 0.313 0.303 0.288 0.279

38 0.346 0.368 0.390 0.381 0.364 0.353

40 0.434 0.456 0.481 0.473 0.454 0.443

42 0.538 0.560 0.587 0.580 0.561 0.548

44 0.662 0.682 0.71 0.705 0.686 0.673

46 0.807 0.825 0.852 0.849 0.831 0.818

48 0.976 0.992 1.015 1.014 0.999 0.987

50 1.17 1.18 1.20 1.20 1.19 1.18

52 1.40 1.40 1.42 1.42 1.41 1.40

54 1.66 1.66 1.66 1.66 1.66 1.66

56 1.95 1.95 1.93 1.93 1.94 1.94

58 2.29 2.27 2.24 2.23 2.25 2.27

60 2.67 2.64 2.59 2.57 2.60 2.63

62 3.1 3.06 2.98 2.95 2.99 3.04

64 3.59 3.53 3.41 3.37 3.42 3.49

66 4.13 4.05 3.89 3.83 3.90 3.99

68 4.73 4.63 4.43 4.34 4.42 4.54

70 5.4 5.28 5.03 4.90 5.00 5.15

72 6.15 6.00 5.68 5.52 5.63 5.82

74 6.97 6.79 6.41 6.20 6.33 6.56

76 7.88 7.67 7.21 6.94 7.08 7.36

78 8.88 8.63 8.09 7.75 7.90 8.23

80 9.98 9.69 9.05 8.63 8.79 9.18

82 11.2 10.8 10.1 9.6 9.8 10.2

84 12.5 12.1 11.2 10.6 10.8 11.3

86 13.9 13.5 12.5 11.8 11.9 12.5

88 15.5 15.0 13.8 13 13.2 13.8

90 17.2 16.6 15.3 14.3 14.5 15.2

OTHER CONSIDERATIONS FOR ASPHALT PAVEMENT

1. Typical Section for Asphalt Pavement (DPWH Design Guidelines, Criteria, and Standards)

PAVEMENT COURSES TYPICAL THICKNESS

ASPHALT SURFACE COURSE 50 mm

AGGREGATE BASE COURSE 200 mm

AGGREGATE SUB-BASE COURSE 200 mm

Annex 3C
Annex to Chapter 4
Reference Guidelines for Concrete Pavement
RIGID PAVEMENT DESIGN PROCEDURE

The design procedure for rigid pavements presented in the AASHTO design guide is also based on the
field results of the AASHTO Road Test. The AASHTO design procedure is applicable to jointed plain
(pavements that do not have steel reinforcement in the slab), reinforced (pavements with welded wire
fabric reinforcement), and continuously reinforced pavements (pavements that have steel bars for
longitudinal and transverse reinforcement).

The design procedure for rigid pavements is based on a selected reduction in serviceability and is similar
to the design procedure followed for flexible pavements. However, instead of measuring pavement
strength by using a structural number, the thickness of the PCC slab is the measure of strength. The
correlation between axle loading and the resulting deterioration is modeled by the following equations:

1)

2)
3)
4)

The variables are further defined in the box that follows.

Box 1. Definition of Variables

W18 The 18-kip (8.2 metric ton) equivalent single-axle load is the same concept as that for the
flexible –pavement design procedure. However, instead of being a function of the structural
number, these values are a function of slab thickness. The axle-load equivalency factors
used in rigid-pavement design for a Pt of 2.0 are presented in Tables 4-B.1 (for single
axles), 4-B.2 (for tandem axles), and 4-B.3 (for triple axles).

ZR The reliability, ZR, is defined as the probability that serviceability will be maintained at
adequate levels from a user’s point of view throughout the design of life of the facility (i,e.,
the PSI staying above the TSI). In the rigid-pavement design nomograph, the probabilities
(in percent) are used directly (instead of the ZR ) and these percent probabilities are
denoted by the reliability R.

So As was the case in flexible-pavement design, the overall standard deviation, So, takes into
account designer’s inability to accurately estimate future 18-kip (8.2 metric ton) equivalent
axle loads and the statistical error in the equations resulting from variability in materials and
construction practices.

TSI The pavement’s terminal serviceability index, TSI, is the point at which the pavement can
no longer perform in a serviceability manner, as discussed previously in the flexible
pavement design procedure.

ΔPSI The amount of serviceability loss, ΔPSI, over the life of the pavement is the difference
between the initial PSI and the TSI as discussed in the flexible-pavement design procedure.

S’c The concrete modulus of rupture, Sc, is the measure of the tensile strength of the concrete
and is determined by loading a beam specimen, at the third points, to failure. The test
method is ASTM C 78, Flexural Strength of Concrete. Because concrete gains strength with
 Box 1. Definition of Variables cont.

Cd The drainage coefficient, Cd, is the factor that accounts for the drainage characteristics of
the subgrade. A value of 1.0 for drainage coefficient represents a material with good
drainage characteristics (e,g., a sandy material). Other soils, with less than ideal drainage
characteristics, will have drainage coefficients that are less than 1.0.

J The load transfer, J, is a factor that is used to account for the ability of pavement to transfer
a load from one PCC slab to another across the slab joints. Any rigid pavements have
dowel bars at the joints are typically designed with a J value of 3.2.

Ec The concrete modulus of elasticity, Ec, is derived from the stress-strain curve as taken from
the elastic region. The modulus of elasticity is also known as Young’s modulus. Typical
values of Ec for Portland cement concrete are between 3 and 7 million psi (20.7 and 48.3
GPa).
K The modulus of subgrade reaction, k, depends upon several factors including the moisture
content and density of the soil. As most agencies do not perform testing to measure the k
value of the soil, a more common parameter (CBR) is correlated with it.

AASTHO developed the following nomographs (in two segments) that solve the foregoing
equation:

Design Chart for Rigid Pavement (Segment 1)

Design Chart for Rigid Pavement (Segment 2)
Table 1. Axle Load Equivalency Factors for Rigid Pavements, Single Axles and Pt of 2.0

Axle Load Slab Thickness, D (inches)

(kips)
6 7 8 9 10 11 12 13 14

2 0.0002 0.0002 0.0002 0.0002 0.0002 0.0002 0.0002 0.0002 0.0002

4 0.002 0.002 0.002 0.002 0.002 0.002 0.002 0.002 0.002
6 0.011 0.010 0.010 0.010 0.010 0.010 0.010 0.010 0.010

8 0.035 0.033 0.032 0.032 0.032 0.032 0.032 0.032 0.032

10 0.087 0.084 0.082 0.081 0.080 0.080 0.080 0.080 0.080
12 0.186 0.180 0.176 0.175 0.174 0.174 0.173 0.173 0.173
14 0.353 0.346 0.341 0.338 0.337 0.336 0.336 0.336 0.336

16 0.614 0.609 0.604 0.601 0.599 0.599 0.598 0.598 0.598

18 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

20 1.55 1.56 1.57 1.58 1.58 1.59 1.59 1.59 1.59

22 2.32 2.32 2.35 2.38 2.40 2.41 2.41 2.41 2.42

24 3.37 3.34 3.40 3.47 3.51 3.53 3.54 3.55 3.55

26 4.76 4.69 4.77 4.88 4.97 5.02 5.04 5.06 5.06

28 6.58 6.44 6.52 6.70 6.85 6.94 7.00 7.02 7.04
30 8.92 8.68 8.74 8.98 9.23 9.39 9.48 9.54 9.56

32 11.9 11.5 11.5 11.8 12.2 12.4 12.6 12.7 12.7

34 15.5 15 14.9 15.3 15.8 16.2 16.4 16.6 16.7

36 20.1 19.3 19.2 19.5 20.1 20.7 21.1 21.4 21.5

38 25.6 24.5 24.3 24.6 25.4 26.1 26.7 27.1 27.4

40 32.2 30.8 30.4 30.7 31.6 32.6 33.4 34 34.4
42 40.1 38.4 37.7 38.0 38.9 40.1 41.3 42.1 42.7

44 49.4 47.3 46.4 46.6 47.6 49.0 50.4 51.6 52.4

46 60.4 57.7 56.6 56.7 57.7 59.3 61.1 62.6 63.7
48 73.2 69.9 68.4 68.4 69.4 71.2 73.3 75.3 76.8
50 88.0 84.1 82.2 82.0 83.0 84.9 87.4 89.8 91.7
 Table 2. Axle Load Equivalency Factors for Rigid Pavements, Tandem Axles and Pt of 2.0
Axle Load Slab Thickness, D (inches)
(kips)
6 7 8 9 10 11 12 13 14

2 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001

4 0.0006 0.0005 0.0005 0.0005 0.0005 0.0005 0.0005 0.0005 0.0005

6 0.002 0.002 0.002 0.002 0.002 0.002 0.002 0.002 0.002

8 0.0060 0.0060 0.005 0.005 0.005 0.005 0.005 0.005 0.005

10 0.014 0.013 0.013 0.012 0.012 0.012 0.012 0.012 0.012

12 0.028 0.026 0.026 0.025 0.025 0.025 0.025 0.025 0.025

14 0.051 0.049 0.048 0.047 0.047 0.047 0.047 0.047 0.047

16 0.087 0.084 0.082 0.081 0.081 0.080 0.080 0.080 0.080

18 0.141 0.136 0.133 0.132 0.131 0.131 0.131 0.131 0.131

20 0.216 0.21 0.206 0.204 0.203 0.203 0.203 0.203 0.203

22 0.319 0.313 0.307 0.305 0.304 0.303 0.303 0.303 0.303

24 0.454 0.449 0.444 0.441 0.440 0.439 0.439 0.439 0.439

26 0.629 0.626 0.622 0.620 0.618 0.618 0.618 0.618 0.618

28 0.852 0.851 0.850 0.850 0.850 0.849 0.849 0.849 0.849

30 1.13 1.130 1.14 1.14 1.14 1.14 1.14 1.14 1.14

32 1.48 1.48 1.49 1.50 1.51 1.51 1.51 1.51 1.51

34 1.90 1.90 1.93 1.95 1.96 1.97 1.97 1.97 1.97

36 2.42 2.41 2.45 2.49 2.51 2.52 2.53 2.53 2.53

38 3.04 3.02 3.070 3.13 3.17 3.19 3.20 3.20 3.21

40 3.79 3.74 3.8 3.89 3.95 3.98 4.00 4.01 4.01

42 4.67 4.590 4.660 4.78 4.87 4.93 4.95 4.97 4.97

44 5.72 5.59 5.67 5.82 5.95 6.03 6.07 6.09 6.10

46 6.94 6.76 6.83 7.02 7.20 7.31 7.37 7.41 7.43

48 8.36 8.12 8.17 8.4 8.63 8.79 8.88 8.93 8.96

50 10.00 9.69 9.72 9.98 10.27 10.49 10.62 8.93 10.73

52 11.90 11.50 11.5 11.8 12.1 12.4 12.6 10.69 12.8

54 14 13.5 13.5 13.8 14.2 14.6 14.9 12.7 15.1

56 16.5 15.9 15.8 16.1 16.4 17.1 17.4 15 17.7

Axle Load Slab Thickness, D (inches)
(kips)
6 7 8 9 10 11 12 13 14

58 19.3 18.5 18.4 18.7 19.3 19.8 20.3 17.6 20.7

60 22.4 21.5 21.3 21.6 22.3 22.9 23.5 20.5 24.0

62 25.9 24.9 24.6 24.9 25.6 26.4 27 23.8 27.7

64 29.9 28.6 28.2 28.5 29.3 30.2 31 27.5 31.9

66 34.3 32.8 32.3 32.6 33.4 34.4 35.4 36.1 36.5

68 39.2 37.5 36.8 37.1 37.9 39.1 40.2 41.1 41.6

70 44.6 42.7 41.9 42.10 42.9 44.2 45.5 46.6 47.3

72 50.6 48.40 47.5 47.6 48.5 49.9 51.4 52.6 53.5

74 57.3 54.7 53.6 53.60 54.6 56.1 57.7 59.2 60.3

76 64.6 61.7 60.4 60.3 61.2 62.8 64.7 66.4 67.7

78 72.5 69.3 67.8 67.7 68.6 70.2 72.3 74.3 75.8

80 81.3 77.6 75.9 75.7 76.6 78.3 80.6 82.8 84.7

82 90.9 86.7 84.7 84.4 85.3 87.1 89.6 92.1 94.2

84 101 97 94 94 95 97 99 102 105

86 13 107 105 104 105 107 110 113 116

88 125 119.0 116 116 116 118 121 125 128

90 138 132 129 128 129 131 134 137 141

Table 3. Axle Load Equivalency Factors for Rigid Pavements, Triple Axles and Pt of 2.0

Axle Load Slab Thickness, D (inches)

(kips)
6 7 8 9 10 11 12 13 14

2 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001

4 0.0003 0.0003 0.0003 0.0003 0.0003 0.0003 0.0003 0.0003 0.0003

6 0.0010 0.0009 0.0009 0.0009 0.0009 0.0009 0.0009 0.0009 0.0009

8 0.002 0.002 0.002 0.002 0.002 0.002 0.002 0.002 0.002

10 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005

12 0.010 0.010 0.009 0.009 0.009 0.009 0.009 0.009 0.009

Table 3. Axle Load Equivalency Factors for Rigid Pavements, Triple Axles and Pt of 2.0

Axle Load Slab Thickness, D (inches)

(kips)
6 7 8 9 10 11 12 13 14

14 0.018 0.017 0.017 0.016 0.016 0.016 0.016 0.016 0.016

16 0.030 0.029 0.028 0.027 0.027 0.027 0.027 0.027 0.027

18 0.047 0.045 0.044 0.044 0.043 0.043 0.043 0.043 0.043

20 0.072 0.069 0.067 0.066 0.066 0.066 0.066 0.066 0.066

22 0.105 0.101 0.099 0.098 0.097 0.097 0.097 0.097 0.097

24 0.149 0.144 0.141 0.139 0.139 0.138 0.138 0.138 0.138

26 0.205 0.199 0.195 0.194 0.193 0.192 0.192 0.192 0.192

28 0.276 0.270 0.265 0.263 0.262 0.262 0.262 0.262 0.261

30 0.364 0.359 0.354 0.351 0.35 0.349 0.349 0.349 0.349

32 0.472 0.468 0.463 0.46 0.459 0.458 0.458 0.458 0.458

34 0.603 0.600 0.596 0.6 0.953 0.592 0.592 0.592 0.592

36 0.759 0.758 0.757 0.756 0.755 0.755 0.755 0.755 0.755

38 0.946 0.947 0.949 0.950 0.951 0.951 0.951 0.951 0.951

40 1.17 1.17 1.18 1.18 1.180 1.18 1.18 1.18 1.19

42 1.42 1.43 1.44 1.45 1.46 1.46 1.46 1.46 1.46

44 1.73 1.73 1.75 1.77 1.78 1.78 1.79 1.79 1.79

46 2.08 2.07 2.10 2.13 2.15 2.16 2.16 2.16 2.17

48 2.48 2.47 2.510 2.55 2.580 2.59 2.60 2.6 2.61

50 2.95 2.92 2.97 3.03 3.07 3.09 3.10 3.11 3.11

52 3.48 3.44 3.50 3.58 3.63 3.66 3.68 3.69 3.69

54 4.09 4.03 4.09 4.20 4.27 4.31 4.33 4.35 4.35

56 4.78 4.69 4.76 4.89 4.99 5.05 5.08 5.09 5.1

58 5.57 5.44 5.51 5.66 5.79 5.87 5.91 5.94 5.95

60 6.45 6.29 6.35 6.53 6.69 6.79 6.85 6.88 6.90

62 7.43 7.23 7.28 7.49 7.69 7.82 7.90 7.94 7.97

64 8.54 8.28 8.32 8.55 8.80 8.97 9.07 9.13 9.16

66 9.76 9.46 9.48 9.73 10.02 10.24 10.37 10.44 10.48

68 11.1 10.8 10.8 11.0 11.4 11.6 11.8 11.9 12.0

70 12.6 12.2 12.2 12.50 12.80 13.2 13.4 13.5 13.6

Table 3. Axle Load Equivalency Factors for Rigid Pavements, Triple Axles and Pt of 2.0

Axle Load Slab Thickness, D (inches)

(kips)
6 7 8 9 10 11 12 13 14

72 14.3 13.80 13.7 14.0 14.5 14.9 15.1 15.3 15.4

74 16.1 15.5 15.4 15.70 16.2 16.7 17.0 17.2 17.3

76 18.2 17.5 17.3 17.6 18.2 18.7 19.1 19.3 19.5

78 20.4 19.6 19.4 19.7 20.3 20.9 21.4 21.7 21.8

80 22.8 21.9 21.6 21.9 22.6 23.3 23.8 24.2 24.4

82 25.4 24.4 24.1 24.4 25.0 25.8 26.5 26.9 27.2

84 28.3 27.1 26.7 27.0 27.7 28.6 29.4 29.9 30.2

86 31.4 30.1 29.6 29.9 30.7 31.6 32.5 33.1 33.5

88 34.8 33.3 32.8 33.0 33.8 34.8 35.8 36.6 37.1

90 38.5 36.8 36.2 36.4 37.2 38.3 39.4 40.3 40.9

OTHER CONSIDERATIONS FOR CONCERETE PAVEMENT

1. Typical Section for Concrete Pavement (DILG-PRMF Provincial Road Rehabilitation Project)

2. Thickness of sub-base required for concrete pavement (DPWH Design Guidelines, Criteria,
and Standards)

SUBGRADE
UNDER 2% 2% - 4% 4% - 6% 6% - 15% OVER 15%
CBR

SUB-BASE
280 mm 180 mm 130 mm 100 mm 100 mm
THICKNESS

Note: If subgrade if free draining and has a CBR over 15%, then no subbase is required
Annex 3D
(Annex to Chapter 4)
DPWH Department Order No. 11
Series of 2014
Design Standards for Tourism and
Farm-to-Market Roads
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Annex 4A
(Annex to Chapter 5)

Sample Quantity Calculation

Template for a Typical Local Gravel
Road Rehabilitation
 Annex 4B
Annex to Chapter 5

Sample Cost Estimation

Template for a Typical Local
Gravel Road Rehabilitation
 SUMMARY OF COST ESTIMATES

Item No. Description Amount

PART I GENERAL REQUIREMENTS

PART II CIVIL WORKS

Division 1 EARTHWORKS

Division 2 SUBBASE COURSE

Division 3 SURFACE COURSES

Division 4 CONCRETE STRUCTURES

Division 5 DRAINAGE AND SLOPE PROTECTION

Division 6 MISCELLANEOUS STRUCTURES

PART III PROVISIONAL SUM

TOTAL CONSTRUCTION COST

 COST BREAKDOWN
Item No. Description Unit Qty Unit Price Amount

PART I GENERAL REQUIREMENTS

A.1 Mobilization and Demobilization L.S.

A.2 Facilities for the Engineer

Provision of Field Office and Quarter for the Engineer, Furnished

A.2.1 (Rental Basis) month

A.2.2 Field Office Equipment and Furniture (Rental Basis) month

A.2.3 Provision of Materials Testing Personnel month

Operation and Maintenance of Field Office (Consumable - Office

A.2.4 Supplies) month

A.2.5 Provide, Operate and Maintain Service Vehicle (Rental Basis) month

A.3 Setting of Work and Staking month

A.4 Construction Safety and Health Program and Environmental month

A.5 Monthly Progress Reports and Schedule of Works month

SubTotal (General Requirements)

PART II CIVIL WORKS
DIVISION 1 EARTHWORK
100(1) Clearing and Grubbing sq.m.

100(3) Individual Removal of Trees, Small each

101(5) Removal of Existing Pipe Culvert (RCP) m

102(2) Surplus Common Excavation cu.m.

103(1) Structure Excavation (RCBC) cu.m.

103(6) Pipe Culverts and Drain Excavation cu.m.

104(1)a Embankment from Roadway Excavation cu.m.

105(1) Subgrade Preparation (Common Material) sq.m.

SubTotal (Division 1)
DIVISION 2 SUBBASE AND BASE COURSE
200 Aggregate Subbase Course cu.m.
SubTotal (Division 2)
DIVISION 3 SURFACE COURSES
300(1) Gravel Surface Course cu.m.

311(1) Portland Cement Concrete Pavement, 200 mm thick sq.m.

SubTotal (Division 3)
DIVISION 4 CONCRETE STRUCTURES
404 Reinforcing Steel Bars (RCBC) kg

405(1) Structural Concrete Class A (RCBC) cu.m.

SubTotal (Division 4)

Page 1 of 2
 COST BREAKDOWN
Item No. Description Unit Qty Unit Price Amount

DIVISION 5 DRAINAGE AND SLOPE PROTECTION

500(1)b RCPC, Class II, 910 mm dia. m

500(1)d RCPC, Class II, 1220 mm dia. m

502(1)a Flared Type Concrete Headwall & Apron for 910mm dia. Single each

502(1)b Flared Type Concrete Headwall & Apron for 910mm dia. Double each

502(1)c Flared Type Concrete Headwall & Apron for 1220mm dia. Single each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)a 910mm Single each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)b 910mm Double each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)c 1220mm Single each

Straight Type Headwall & Stone Masonry Apron, Type 4 for 910mm
502(2)d Single each

502(3) Catch Basin, Single, for 910mm dia. RCP each

504(3) Cleaning and Reconditioning Existing Drainage (RCBC) lin.m.

505(5) Grouted Riprap, Class A cu.m.

518 Erosion Control (Coconut Fiber Mat) sq.m.

SubTotal (Division 5)
DIVISION 6 MISCELLANEOUS STRUCTURES
603(3)a Metal Guard Rail m

603(3)b Guard Rail End Piece each

603(3)c Concrete Post for Guardrail each

605(1) Standard Road Signs each

605(4) Project Information Sign each

611(1) Trees (Furnishing and Transplanting) each

SubTotal (Division 6)

TOTAL CONSTRUCTION COST (Pesos)

PART III PROVISIONAL SUM

SPL 900(1) Dayworks (5% of Total Estimated Cost) PS

TOTAL COST (Pesos)

Page 2 of 2
Page 1 of 2
 SUMMARY OF UNIT PRICE ANALYSIS
Unit Direct Unit Indirect Total Unit
Item No. Description Unit Qty VAT
Cost Cost Cost

PART I GENERAL REQUIREMENTS

A.1 Mobilization and Demobilization L.S.

A.2 Facilities for the Engineer

A.2.1 Provision of Field Office and Quarter for the Engineer, Fur- month

A.2.2 Field Office Equipment and Furniture (Rental Basis) month

A.2.3 Provision of Materials Testing Personnel month

A.2.4 Operation and Maintenance of Field Office (Consumable - month

A.2.5 Provide, Operate and Maintain Service Vehicle (Rental Basis) month

A.3 Setting of Work and Staking month

A.4 Construction Safety and Health Program and Environmental month

A.5 Monthly Progress Reports and Schedule of Works month

PART II CIVIL WORKS

DIVISION EARTHWORK
100(1) Clearing and Grubbing sq.m.

100(3) Individual Removal of Trees, Small each

101(5) Removal of Existing Pipe Culvert (RCP) m

102(2) Surplus Common Excavation cu.m.

103(1) Structure Excavation (RCBC) cu.m.

103(6) Pipe Culverts and Drain Excavation cu.m.

104(1)a Embankment from Roadway Excavation cu.m.

105(1) Subgrade Preparation (Common Material) sq.m.

DIVISION SUBBASE AND BASE COURSE

200 Aggregate Subbase Course cu.m.

DIVISION SURFACE COURSES

300(1) Gravel Surface Course cu.m.

311(1) Portland Cement Concrete Pavement, 200 mm thick sq.m.

DIVISION CONCRETE STRUCTURES

404 Reinforcing Steel Bars (RCBC) kg

405(1) Structural Concrete Class A (RCBC) cu.m.

 SUMMARY OF UNIT PRICE ANALYSIS
Unit Direct Unit Indirect
Item No. Description Unit Qty VAT Total Unit Cost
Cost Cost
DIVISION DRAINAGE AND SLOPE PROTECTION

500(1)b RCPC, Class II, 910 mm dia. m

500(1)d RCPC, Class II, 1220 mm dia. m

502(1)a Flared Type Concrete Headwall & Apron for 910mm dia. Single each

502(1)b Flared Type Concrete Headwall & Apron for 910mm dia. Double each

502(1)c Flared Type Concrete Headwall & Apron for 1220mm dia. Single each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)a each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)b each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)c each

Straight Type Headwall & Stone Masonry Apron, Type 4 for

502(2)d each

502(3) Catch Basin, Single, for 910mm dia. RCP each

504(3) Cleaning and Reconditioning Existing Drainage lin.m.

505(5) Grouted Riprap, Class A cu.m.

518 Erosion Control (Coconut Fiber Mat) sq.m.

DIVISION MISCELLANEOUS STRUCTURES

603(3)a Metal Guard Rail m

603(3)b Guard Rail End Piece each

603(3)c Concrete Post for Guardrail each

605(1) Standard Road Signs each

605(4) Project Information Sign each

611(1) Trees (Furnishing and Transplanting) each

Page 2 of 2
 BILL OF QUANTITIES
Item No. Description Unit Qty Unit Price Amount

PART I GENERAL REQUIREMENTS

A.1 Mobilization and Demobilization L.S.

A.2 Facilities for the Engineer

Provision of Field Office and Quarter for the Engineer, Furnished (Rental
A.2.1 month

A.2.2 Field Office Equipment and Furniture (Rental Basis) month

A.2.3 Provision of Materials Testing Personnel month

Operation and Maintenance of Field Office (Consumable - Office Supplies)

A.2.4 month

A.2.5 Provide, Operate and Maintain Service Vehicle (Rental Basis) month

A.3 Setting of Work and Staking month

A.4 Construction Safety and Health Program and Environmental month

A.5 Monthly Progress Reports and Schedule of Works month

PART II CIVIL WORKS

DIVISION 1 EARTHWORK
100(1) Clearing and Grubbing sq.m.

100(3) Individual Removal of Trees, Small each

101(5) Removal of Existing Pipe Culvert (RCP) m

102(2) Surplus Common Excavation cu.m.

103(1) Structure Excavation (RCBC) cu.m.

103(6) Pipe Culverts and Drain Excavation cu.m.

104(1)a Embankment from Roadway Excavation cu.m.

105(1) Subgrade Preparation (Common Material) sq.m.

DIVISION 2 SUBBASE AND BASE COURSE

200 Aggregate Subbase Course cu.m.

DIVISION 3 SURFACE COURSES

300(1) Gravel Surface Course cu.m.

311(1) Portland Cement Concrete Pavement, 200 mm thick sq.m.

DIVISION 4 CONCRETE STRUCTURES

404 Reinforcing Steel Bars (RCBC) kg

405(1) Structural Concrete Class A (RCBC) cu.m.

Page 1 of 2
 BILL OF QUANTITIES

Item No. Description Unit Qty Unit Price Amount

DIVISION DRAINAGE AND SLOPE PROTECTION

500(1)b RCPC, Class II, 910 mm dia. m

500(1)d RCPC, Class II, 1220 mm dia. m

502(1)a Flared Type Concrete Headwall & Apron for 910mm dia. Single each

502(1)b Flared Type Concrete Headwall & Apron for 910mm dia. Double each

502(1)c Flared Type Concrete Headwall & Apron for 1220mm dia. Single each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)a 910mm Single each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)b 910mm Double each

Straight Type Headwall & Dumped Stone Apron, Type 1-A for
502(2)c 1220mm Single each

Straight Type Headwall & Stone Masonry Apron, Type 4 for

502(2)d 910mm Single each

502(3) Catch Basin, Single, for 910mm dia. RCP each

504(3) Cleaning and Reconditioning Existing Drainage lin.m.

505(5) Grouted Riprap, Class A cu.m.

518 Erosion Control (Coconut Fiber Mat) sq.m.

DIVISION MISCELLANEOUS STRUCTURES

603(3)a Metal Guard Rail m

603(3)b Guard Rail End Piece each

603(3)c Concrete Post for Guardrail each

605(1) Standard Road Signs each

605(4) Project Information Sign each

611(1) Trees (Furnishing and Transplanting) each

Page 2 of 2
 HOURLY EQUIPMENT RENTAL RATES
Hourly
Item No. Description Unit Rental Rates
1.0 Air Compressor, 161~185 cfm hr
2.0 Air Compressor, 356~450 cfm hr
3.0 Asphalt Paver, 4 m wide hr
4.0 Asphalt Distributor, 3,000 gals. hr
5.0 Backhoe, Hydraulic, Crawler Mounted, 0.50 m3 cap. hr
6.0 Backhoe, Hydraulic, Crawler Mounted, 1.00 m3 cap. hr
7.0 Backhoe, Hydraulic, Crawler Mounted, 1.50 m3 cap. hr
8.0 Bar Bender hr
9.0 Bar Cutter hr
10.0 Bulldozer, 165hp hr
11.0 Cargo Truck, 15 mtons hr
12.0 Concrete Mixer, 3 baggers hr
13.0 Concrete Mixer, 1 baggers hr
14.0 Concrete Cutter hr
15.0 Concrete Vibrator hr
16.0 Crane, Crawler, 25 mtons hr
17.0 Crane, Crawler, 60 mtons hr
18.0 Crane, Truck Mounted, 50 mtons hr
19.0 Crane, All Terain, 30 mtons hr
20.0 Dewatering Pump, 100mm dia. Gasoline, 1800 lpm daily
21.0 Dewatering Pump, 100mm dia. Diesel, 1300 lpm daily
22.0 Dump Truck, 15 cu.m. hr
23.0 Dump Truck, 10 cu.m. hr
24.0 Generator, 50kw bare

25.0 Generator, 100kw bare

26.0 Generator, 200kw bare

27.0 Generator, 500kw bare

28.0 Motor Grader, 12G CAT hr

29.0 Roller, Self-Propelled, Single Drum, Vibratory, 10 ton hr
30.0 Roller, Sheepsfoot, Vibratory daily
31.0 Plate Compactor, 5hp, Gasoline Engine daily
32.0 Water Truck, 1,000 ~ 3,000 gals hr
33.0 Wheel Loader, 3.44 m3 cap. 966E CAT hr
34.0 Wheel Loader, 2.3m3 cap. WA320-1 hr
Source:
35.0 Wheel Loader, 1.45m3 cap. WA120 hr
36.0 Backhoe/loader, 0.86 m3 416 CAT hr
37.0 Welding Machine, 500 amperes hr
38.0 Chainsaw day(bare)
 CONSTRUCTION MATERIAL PRICE LIST
Item No. Description Unit Unit Price

1.0 Sand m3
2.0 Gravel m3
3.0 Boulders (200-300mm dia.) m3
4.0 Embankment Materials m3
5.0 Aggregate SubBase Course m3
6.0 Aggregate Base Course m3
7.0 Selected Borrow Materials m3
8.0 Crushed Gravel m3
9.0 Portland Cement, 40kg/bag, Type I bag
10.0 Pozzolan Cement, 40kg/bag bag
11.0 White Cement kg.
12.0 4" Concrete Hollow Blocks pc
13.0 6" Concrete Hollow Blocks pc
14.0 300 mm dia. Reinforced Concrete Pipe Culvert pc
15.0 450 mm dia. Reinforced Concrete Pipe Culvert pc
16.0 610 mm dia. Reinforced Concrete Pipe Culvert pc
17.0 760 mm dia. Reinforced Concrete Pipe Culvert pc
18.0 910 mm dia. Reinforced Concrete Pipe Culvert pc
18.0 1070 mm dia. Reinforced Concrete Pipe Culvert pc
19.0 1220 mm dia. Reinforced Concrete Pipe Culvert pc
20.0 10 mm dia. x 6.0 m. Reinforcing Bar pc
21.0 12 mm dia. x 6.0 m. Reinforcing Bar pc
22.0 16 mm dia. x 6.0 m. Reinforcing Bar pc
23.0 20 mm dia. x 6.0 m. Reinforcing Bar pc
24.0 25 mm dia. x 6.0 m. Reinforcing Bar pc
25.0 28 mm dia. x 6.0 m. Reinforcing Bar pc
26.0 Rough Lumber bd ft
27.0 Coco Lumber bd ft
28.0 Ordinary Plywood, 1/4" thk. sheet
29.0 Ordinary Plywood, 3/8" thk. sheet
30.0 Ordinary Plywood, 1/2" thk. sheet
31.0 Marine Plywood, 1/4" thk. sheet
32.0 Marine Plywood, 1/2" thk. sheet
33.0 Common Wire Nails kg
34.0 Tie Wire, Ga. 16 kg
35.0 Form Oil liters

Location:
Project:
Location :

UNIT COST ANALYSIS

Item No.
Description of Work :
Unit :
Quantity : Output:
Total Output:
DIRECT COST
Qty Unit Rate Amount
Description (1) (2) (3) (4) = (1) x (3)
a. Material

Sub-Total
b. Labor

Sub-Total
c. Equipment

Sub-Total
TOTAL DIRECT COST ( a + b + c )

INDIRECT COST
d. OCM (10% of TDC)
e. Contractor's Profit (11% of TDC)
f. Mobilization & Demobilization (1% of TDC)
g VAT (12% of Labor & Equipment)

TOTAL INDIRECT COST ( d + e + f + g)

TOTAL COST ( I + II )
Unit Price (Total Cost / Quantity)
Prepared by: Reviewed by:
 Annex 5
Annex to Chapter 7
Activity Standards for
Local Gravel Road Maintenance
ACTIVITY NO. 101: MANUAL REPAIR OF UNPAVED ROAD SURFACES

i. Description of Activity

Use this activity for correcting minor surface erosion, ruts, corrugations, potholes and other minor
defects using labor-intensive methods and without adding new materials. Reclaiming surface materials
and ditching short, adjacent sections are included.
ii. Purpose
To provide smooth, well-drained surfaces. Reclaiming surface materials and providing functional
ditches are secondary purposes.

iii. Schedule of Application

Schedule when defects control traffic speeds or threaten the structure of the road surface.
Schedule for isolated spots and short sections. Avoid using the activity as a substitute for Activity 104
(Machine Grading Unpaved Road Surfaces). Schedule this activity when subgrade failures (soft spots)
are already corrected.
iv. Construction Method
Place safety devices.
Reshape ditches.
Reclaim suitable materials from ditches and sides.
Dispose unsuitable materials.
Cut high areas.
Blend materials from high areas with reclaimed materials.
Fill low areas and compact.
Reshape surrounding surface or dig outlet channels through high areas of surface, if needed, to allow
water to drain.
Report to PRMF Provincial Coach and Provincial Engineer said high areas for scheduling of needed
corrective action.
Remove safety devices.

Typical Crew Typical Equipment Typical Materials

4 Laborers Hand Tools Safety Devices None

v. Daily Production Rate

40 to 80 centerline meters repaired (full width or partial width)
vi. Method of Measurement
The centerline meters repaired to be paid, shall be the length of rods in meters which has been cut, fill,
compacted and accepted by the Engineer.
vii. Basis of Payment
The quantity of completed repaired and compacted surface as provided above shall be paid for at the
contract unit price per meter. Payment shall constitute full compensation for cutting, filling, compacting
of the road surface and for supplying all labor, equipment and tools to complete this work item,
including the required traffic control.
viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

101 Manual Repair of Unpaved Linear Meter
Road Surfaces
 ACTIVITY NO. 102: MANUAL PATCHING UNPAVED ROAD SURFACES

i. Description of Activity
Use this activity for correcting minor surface erosion, ruts, corrugations, potholes, etc. on short sec-
tions by using labor-intensive methods, and by adding new materials. Replenishing short sections of
wearing surface (each with a continuous length of not more than 30 meters) is included 1/.

ii. Purpose
To eliminate hazardous conditions and to provide smooth, well-drained surfaces.

iii. Schedule of Application

Schedule repairs of hazardous conditions as soon as possible. Schedule repairs of nonhazardous
conditions when defects control traffic speeds or threaten the structure of the road surface. If possi-
ble, schedule when natural moisture facilitates compaction. Schedule this activity when subgrade fail-
ures (soft spots) are already corrected

iv. Construction Method

1. Place safety devices.
2. Restore shape of roadway surface.
3. Place material in layers to facilitate compaction.
4. Compact each layer.
5. Shape surrounding surface or dig outlet channels through high areas of surface, if needed, to allow
water to drain to the ditch. Report said high areas to PRMF Provincial Coach and Provincial Engi-
neer for scheduling of needed corrective action.
6. Check cross-section, profile and drainage. Re-work if needed.
7. Remove safety devices.

Typical Crew Typical Equipment Typical Materials

3-6 laborers 1 Vibratory plate compactor (if available) Surface Course*
Hand tools Base Course*
Safety devices Borrow*

v. Daily Production Rate

8-12 cubic meters of patching material placed.

vi. Method of Measurement

The quantity of manual patches of road to be paid shall be the total cubic meters of materials which
have been consumed and accepted by the Engineer.

vii. Basis of Payment

The quantity of completed patching of and compacted surface as provided above shall be paid for at
the contract unit price per cubic meter. Payment shall constitute full compensation for providing, trans-
porting, placing and compaction for preparation of failure, and, compacting of the road surface and for
all labor, equipment, tools to complete this item, including the required traffic control.
viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

102 Manual Patching of Cubic Meter
Unpaved Road

Note: * The type of material should be the same as or better than the existing or former surface material.
1/ Use Act. 103 for continuous sections longer than 30 meters.
1/ Use Act. 61X for section longer than 200 meters.
 ACTIVITY NO. 103: MACHINE PATCHING OF UNPAVED ROAD SURFACES

i. Description of Activity
Use this activity for correcting minor surface erosion, ruts, corrugations, potholes, etc. on short sec-
tions by using a road grader and by adding new materials. Replenishing short sections of wearing sur-
face (each with a continuous length of not more than 200 meters) is included 1/.

ii. Purpose
To eliminate hazardous conditions and to provide smooth, well-drained surfaces.

iii. Schedule of Application

Schedule repairs of hazardous conditions as soon as possible. Schedule repairs of nonhazardous
conditions when defects control traffic speeds or threaten the structure of the road surface. If possi-
ble, schedule when natural moisture facilitates compaction. Schedule this activity when sub-grade
failures (soft spots) are already corrected 2/.

iv. Construction Method

1. Place safety devices.
2. Restore shape of roadway surface.
3. Place material in layers to facilitate compaction.
4. Compact each layer.
5. Shape surrounding surface or dig outlet channels through high areas of surface, if needed, to allow
water to drain the ditch. Report said high areas to PRMF Provincial Coach and Provincial Engineer
for scheduling of needed corrective action.
6. Check cross-section, profile and drainage. Rework if needed.
7. Remove safety devices.
Typical Crew Typical Equipment Typical Materials
1 foreman 1 service vehicle Surface Course*
1 driver 1 road grader Base Course*
2 operators 1 pneumatic roller Borrow*
2 laborers Hand Tools
Safety Devices

v. Daily Production Rate

80-120 cubic meters of patching material placed.

vi. Method of Measurement

The quantity of machine patches of road to be paid shall be the total cubic meters of materials which
have been consumed and accepted by the Engineer.

Basis of Payment

The quantity of surface course materials determined as provided above shall be paid for at the con-
tract unit price per cubic meter, which price and payment shall constitute full compensation for provid-
ing, transporting, placing, compacting and watering of the surface course materials, for the preparation
of the base and rectification of any irregularities and depressions and for all labor, equipment, tools to
complete the item, including required traffic control.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

103 Machine Patching Of Cubic meter
Unpaved Road Surfac-
es
 ACTIVITY NO. 104: MACHINE GRADING OF UNPAVED ROAD SURFACES

i. Description of Activity
Use this activity for correcting minor surface erosion, ruts, corrugations, potholes, depressions, etc.
and restoring the surface crown by using a road grader. Reclaiming surface materials and reshaping
of ditches, if needed, are included. However, adding new materials and/or surface widening are not
included.

ii. Purpose
To provide smooth, well-drained surfaces. Reclaiming surface material and ditching are secondary
purposes.

iii. Schedule of Application

Schedule when defects control traffic speeds or threaten the structure of the road surface. Schedule
ditching when there is a need 1/. Schedule a roller only when there is sufficient natural moisture for
compaction 2/. Defects that cannot be removed by scarifying, such as subgrade failures (soft spots)
3/, should be corrected first prior to scheduling this activity.

iv. Construction Method

1. Place safety devices.
2. Scarify or cut surface to remove potholes, erosion scars, corrugations, high areas, etc.
3. Clean and re-cut ditches and outlets/turnouts. Remove spoil material from culvert inlets and out-
lets.
4. Reclaim suitable material from ditches and sides.
5. Remove oversize or unsuitable material.
6. Blend reclaimed material with scarified surface materials.
7. Spread, reshape and compact.
8. Check cross section, profile and drainage. Rework if needed.
9. Remove safety devices.

Typical Crew Typical Equipment Typical Materials

1-2 operators (if roller is used) Road grader None

2 laborers Pneumatic roller

(if available)
Hand tools
Safety devices

v. Daily Production Rate

2-5 centerline kilometers graded.

vi. Method of Measurement

The quantity of graded road to be paid, shall be the number of centerline kilometers of road which
has been cut, graded, compacted and accepted by the Engineer.

vii. Basis of Payment

The quantity of completely graded and compacted surface as provided above shall be paid for at the
contract unit price per kilometer, which price and payment shall constitute full compensation for lev-
eling, grading, shaping, compacting and watering of the surface and for all labor, equipment, tools to
complete this item, including required traffic control.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

104 Machine Grading Of Centerline Kilometers
Unpaved Road Surfaces
 ACTIVITY NO. 61X: RESURFACING UNPAVED ROAD SURFACES

i. Description of Activity
Use this activity for full-width resurfacing of long (over 200 meters) continuous sections of unpaved
road surfaces by placing aggregate of average compacted thickness not less than 10 centimeters in
accordance with Standard Specifications.

ii. Purpose
To replenish unpaved road surfaces on a periodic basis and to provide durable, free draining and all
weather surfaces.

iii. Schedule of Application

Schedule after regional approval is received. If possible, schedule when natural moisture facilitates
compaction. Do not schedule if base or sub-base failure exist. Clean ditches and reshape road sur-
face prior to scheduling by performing Act. 104 and 141 (at locations where grader manoeuvrability is
impaired).

iv. Construction Method

1. Place safety devices.
2. Spread and shape new aggregate.
3. Compact to thickness of at least 10 centimeters.
4. Grade to final cross section and profile, and compact.
5. Check work for cross section, profile and drainage.
6. Rework if needed.
7. Remove safety devices.

Typical Crew Typical Equipment Typical Materials

1 Foreman Service Vehicle Surface Course
2 Operators Road Roller Base Course
1-2 Drivers Pneumatic Roller Gravel
(for water truck if needed)
2 Laborers Water Truck
Hand Tools

v. Daily Production Rate

1 to 2 centerline kilometers resurfaced

vi. Method of Measurement

The quantity of aggregate surface to be paid, shall be the number of centerline kilometers of road ag-
gregates which have been placed, graded, compacted and accepted by the Engineer.

vii. Basis of Payment

The quantity of completely graded and compacted surface as provided above shall be paid for at the
contract unit price per kilometer, which price and payment shall constitute full compensation for plac-
ing, leveling, grading, shaping, compacting and watering of the surface and for all labor, equipment,
tools to complete this item, including required traffic control.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

61X Resurfacing of Unpaved Centerline Kilometers
Road Surface
 ACTIVITY NO. 131: MANUAL REPAIR OF UNPAVED SHOULDERS

i. Description of Activity

Use this activity for correcting minor erosion scars, ruts, potholes and other similar defects by using la-
bor-intensive methods and without adding new materials. Reclaiming surface materials and ditching
short, adjacent sections are included.

ii. Purpose

To provide adequate pavement support and provide smooth, well-drained shoulders.

Reclaiming surface materials and providing functional ditches are secondary purposes.

iii. Schedule of Application

Schedule when shoulder drop-offs are greater than 5 centimeters, when shoulders hold water on
pavement, when defects prevent the use of shoulder as a safety lane or when defects threaten the
structure of the pavement and/or shoulder. Schedule as a substitute for Act. 133 at locations where
grader manoeuvrability is impaired. Schedule this activity when sub-grade failures (soft spots) are al-
ready corrected.

iv. Construction Method

1. Place safety devices.

2. Reshape ditches.
3. Reclaim suitable materials from ditches and sides.
4. Waste unsuitable material.
5. Cut high areas.
6. Blend material from high areas with reclaimed material.
7. Fill low areas and compact.
8. Reshape surrounding surface or dig channels through high areas, if needed, to allow water to drain
and report to PRMF Provincial Coach and Provincial Engineer for scheduling of needed corrective
action 3/.
9. Check cross-section, profile and drainage. Rework if needed.
10.Remove safety devices.

Typical Crew Typical Equipment Typical Materials

3 Laborers Hand Tools None
Safety Devices

v. Daily Production Rate

50 - 100 shoulder meters repaired (full width or partial width)

vi. Method of Measurement

The shoulder-meters repaired to be paid, shall be the length of shoulders in meters which has been
cut, fill, compacted and accepted by the Engineer.

vii. Basis of Payment

The quantity of completed repaired and compacted shoulders as provided above shall be paid for at
the contract unit price per meter. Payment shall constitute full compensation for cutting, filling, com-
pacting of the road surface and for supplying all labor, equipment and tools to complete this work
item, including the required traffic control.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

131 Manual Repair of Shoulder-Meters
Unpaved Shoulders
 ACTIVITY NO. 132: MANUAL PATCHING OF UNPAVED SHOULDERS

i. Description of Activity
Use this activity for correcting minor erosion scars, ruts, depressions, corrugations, potholes, etc., on
short sections of shoulder using labor-intensive methods and by adding new materials. Replenishing
short sections of shoulder surface material (each with continuous length of not more than 50 shoulder
meters) is included.

ii. Purpose
To eliminate hazardous conditions and to provide smooth, well-drained shoulders.

iii. Schedule of Application

Schedule repairs of hazardous conditions as soon as possible. Schedule routinely when shoulder drop
-offs are greater than 5 cm, when defects prevent the use of the shoulder as a safety lane or when de-
fects threaten the structure of the pavement and/or shoulder. If possible, schedule when natural mois-
ture facilitates compaction. Schedule this activity when sub-grade failures (soft spots) are already cor-
rected.

iv. Construction Method

1. Place safety devices.
2. Restore shape of shoulder.
3. Place material in layers to facilitate compaction.
4. Compact each layer.
5. Shape surrounding surface or dig channels through high areas of surface, if needed, to allow water
to drain, and report to PRMF Provincial Coach and Provincial Engineer said high areas for schedul-
ing of needed corrective action.
6. Check cross-section, profile and drainage. Rework if needed.
7. Remove safety devices.
Typical Crew Typical Equipment Typical Materials
1 operator 1 vibratory compactor base course
(if vibratory com- (if available) (The type of material should be the same as or better
pactor is used) than the existing or former surface material)

3 laborers Hand Tools surface course

Typical Crew Typical Equipment Typical Materials
Safety devices borrow
(The type of material should be the same as or better
than the existing or former surface material)

v. Daily Production Rate

- 12 cu. m. of patching placed

vi. Method of Measurement

The quantity of manual patches of shoulders to be paid shall be the total cubic meters of materials
which have been consumed and accepted by the Engineer.

vii. Basis of Payment

The quantity of completed patching of and compacted shoulder as provided above shall be paid for at
the contract unit price per cubic meter. Payment shall constitute full compensation for providing, trans-
porting, placing and compacting of the road shoulders, and for all labor, equipment, tools to complete
this item, including the required traffic control.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

132 Manual Patching Of Unpaved Cubic Meter
Shoulders
 ACTIVITY NO. 133: MACHINE GRADING OF UNPAVED SHOULDERS

i. Description of Activity
Use this activity for correcting high or low shoulders, minor erosions, scars, ruts, corrugations, depres-
sions, potholes, etc., and restoring surface cross slopes, by using a road grader. Re-shaping of ditches,
if needed, and reclaiming shoulder surface materials are included. However, the addition of new materi-
als and/or widening of shoulder are not included.

ii. Purpose
To provide smooth, well-drained surfaces. Reclaiming surface materials and ditching are secondary
purposes.

iii. Schedule of Application

Schedule when shoulder drop-offs are greater than 5 cm, when shoulders hold water on pavement,
when defects prevent the use of the shoulder as a safety lane or when defects threaten the structure
of the pavement and/or shoulder (Schedule Act. 131 as a substitute at locations where grader ma-
noeuvrability is impaired.)

Schedule a roller only when there is sufficient natural moisture for compaction. Defects that cannot be
removed by scarifying such as sub-grade failures (soft spots) should be corrected first prior to this ac-
tivity.

iv. Construction Method

1. Place safety devices.
2. Scarify or cut surface to remove potholes, corrugations, erosion scars, high areas, etc. Cut toward
pavement.
3. Clean and re-cut ditches and outlets/turnouts. Remove spoil materials from culvert inlets and out-
lets.
4. Reclaim suitable material. Waste or stockpile unsuitable material.
5. Remove oversize or unsuitable material.
6. Blend reclaimed materials with existing scarified materials.
7. Spread (away from pavement), reshape and compact.
8. Check cross-section, profile and drainage. Rework if needed.
9. Remove safety devices.

Typical Crew Typical Equipment Typical Materials

1-2 Operators (for Roller) 1 Road Grader None
2 Laborers Road Roller (if available)
Hand Tools, Safety Devices

v. Daily Production Rate

2 - 4 shoulder km. Graded

vi. Method of Measurement

The quantity of graded shoulder to be paid, shall be the number of shoulder-kilometers which has been
cut, graded, compacted and accepted by the Engineer.

vii. Basis of Payment

The quantity of completely graded and compacted shoulder as provided above shall be paid for at the
contract unit price per kilometer, which price and payment shall constitute full compensation for leveling,
grading, shaping, compacting and watering of the surface and for all labor, equipment, tools to complete
this item, including required traffic control.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

133 Machine Grading of Unpaved Shoulder-Kilometer
Shoulders
 ACTIVITY NO. 63X: RESURFACING UNPAVED SHOULDERS

i. Description of Activity
Use this activity for resurfacing of long (over 50 meters but not exceeding 200 shoulder meters) con-
tinuous sections of unpaved shoulders by placing aggregates using laborintensive methods when
grader manoeuvrability is impaired.

ii. Purpose
To replenish unpaved shoulders that support the pavement, act as safety lanes and drain well.

iii. Schedule of Application

Schedule after approval is received. Do not schedule if base, subbase, or subgrade failures exist.
Clean ditches and reshape shoulder prior to scheduling.

iv. Construction Method

1. Place safety devices.
2. Spread and shape new aggregate.
3. Compact to thickness of at least 5 centimeters.
4. Check work for cross section, profile and drainage.
5. Rework if needed.
6. Remove safety devices.

Typical Crew Typical Equipment Typical Materials

1 Operator 1 Vibratory Compactor Borrow Materials
3 Laborers Safety Devices Base Course
Hand Tools

v. Daily Production Rate

20 to 30 shoulder meters resurfaced

vi. Method of Measurement

The quantity of aggregate surface to be paid, shall be the number of centerline kilometers of road ag-
gregates which have been placed, graded, compacted and accepted by the Engineer.

vii. Basis of Payment

The quantity of materials placed and compacted shoulder as provided above shall be paid for at the
contract unit price per meter, which price and payment shall constitute full compensation for placing,
leveling, grading, shaping, compacting and watering of the shoulder and for all labor, equipment, tools
to complete this item, including required traffic control.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

63X Resurfacing of Unpaved Shoulders Shoulder-Meters

ACTIVITY NO. 141: MANUAL DITCH CLEANING

i. Description of Activities
Use this activity for reshaping ditches that do not have adequate flow lines or crosssections or for
cleaning obstructed ditches (lined or unlined) by using labor-intensive methods. Digging new ditches is
included if short (up to 100 m.) and work is comparable to reshaping a silted ditch.

ii. Purpose
To provide functional ditches.

iii. Schedule of Application

Schedule when ditches are silted or otherwise obstructed. Emphasize prior to rainy season and when
surface defects are caused by inadequate drainage.
iv. Construction Method
1. Start cleaning or digging from the downstream side or from the discharge point.
2. Remove debris from the ditch.
3. Reshape unlined ditch to an adequate flow line and cross-section.
4. Final unlined ditch elevations should match culvert inlet and outlet elevations.
5. Place ditch waste material in a safe location that does not obstruct drainage.
6. Dig shoulder outlet channels, if needed, to allow water to drain, and report this condition to Area En-
gineer for scheduling of needed corrective action.

Typical Crew Typical Equipment Typical Materials

3 laborers Hand Tools None

v. Daily Production Rate

30 - 70 ditch meters cleaned

vi. Method of Measurement

Measurement will be made by the linear meter of ditch acceptably cleaned, irrespective of the kind or
dimensions involved.

Basis of Payment
The quantities as provided in the Method of Measurement shall be paid for at the contract price bid per
meter, which price and payment shall be full compensation for digging, cleaning, disposing of debris
and the provision of necessary tools.

Payment will be made under:

Pay Item Number Description Unit of Measurement

141 Manual Ditch Cleaning meters

ACTIVITY NO. 142: MANUAL CLEANING OF CULVERT INLET/OUTLET

i. Description of Activity
Use this activity for removing obstructions at culvert inlets and outlets, in manholes, in catch basins
and in drop inlets, using labor-intensive methods. This activity does not include inspection.

ii. Purpose
To provide functional drainage structures.

iii. Schedule of Application

Schedule when needed, as indicated by PRMF Provincial Coach and Provincial Engineer inspections.
Emphasize prior to rainy season and where surface defects have been caused by inadequate or
clogged drainage.

iv. Construction Method

1. Remove debris from inlets and outlets.
2. Remove obstructions that would not normally wash out.
3. Place waste material in a safe location that does not obstruct drainage or waste on site.
4. Report structural failures and eroded areas to Area Engineer.

Typical Crew Typical Equipment Typical Materials

3 laborers Hand tools none

v. Daily Production Rate

6 - 12 inlets, outlets, catch basins or manholes cleaned
vi. Method of Measurement
Measurement of drainage inlet/outlet cleaned will be made by actual count of the total number of units
of each type acceptably completed.

vii. Basis of Payment

The quantities as provided in the Method of Measurement shall be paid for at the contract price bid
per meter, which price and payment shall be full compensation for cleaning, disposing of debris and
the provision of necessary tools.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

142 Manual Cleaning Of Culvert Inlet/Outlet Number of Units

ACTIVITY NO. 143: CULVERT LINE/BARREL CLEANING

i. Description of Activity
Use this activity when line/barrel of culvert is not functioning to remove silted materials using labor-
intensive methods. Includes cross drainage and lateral lines.

ii. Purpose
To provide functional culvert lines.

iii. Schedule of Application

Schedule when culvert lines/barrels are not functioning efficiently due to clogging, with emphasis prior
to rainy season.

iv. Construction Method

Typical Crew Typical Equipment Typical Materials

4 Laborers Hand Tools, Safety Devices None

v. Daily Production Rate

1 - 3 lines cleaned

vi. Method of Measurement

Measurement of culvert line/barrel cleaned will be made by actual count of the total number of units of
each type acceptably completed.

vii. Basis of Payment

The quantities as provided in the Method of Measurement shall be paid for at the contract price bid
per unit (line), which price and payment shall be full compensation for cleaning, disposing of debris
and the provision of necessary tools.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

143 Culvert Line/ Barrel Cleaning Number of Lines
 ACTIVITY NO. 144: REPAIRING AND/OR REPLACING MINOR DRAINAGE STRUCTURES

i. Description of Activity
Use this activity for repairing and/or replacing damaged individual culvert pieces, catch basins, drop
inlets, manhole structures, headwalls and rip-rap at culvert ends. Culvert extensions are included, if
minor (one to two pieces) 1/.

ii. Purpose
To provide properly aligned, functional and structurally sound drainage structures.

iii. Schedule of Application

Schedule when needed as indicated by PRMF Provincial Coach and Provincial Engineer inspections.
Emphasize prior to the rainy season and where surface defects have been caused by defects in minor
drainage structure.

iv. Construction Method

Work methods vary, but include: concrete repairs, rip-rap repairs, placing culvert pieces, placing inlet
grates and placing manhole covers.

v. Daily Production Rate

1 - 3 structures repaired or replaced

vi. Maintenance Method

Typical Crew Typical Equipment Typical Materials

1 Foreman Service Vehicle – for several Boulders or Riprap
locations
2-4 Laborers Hand Tools Sand
Driver- for service vehicle Safety Devices Gravel
Cement
Reinforcing Steel
RC Pipes

vii. Method of Measurement

Measurement of drainage structure cleaned will be made by actual count of the total number of units
of each type acceptably completed.

viii. Basis of Payment

The quantities as provided in the Method of Measurement shall be paid for at the contract price bid
per unit (line), which price and payment shall be full compensation for cleaning, disposing of debris
and the provision of necessary tools.

ix. Payment will be made under:

Pay Item Number Description Unit of Measurement

144 Repairing and/or Replacing Number of Structures
Minor Drainage Structures
 ACTIVITY NO. 201: VEGETATION CONTROL

i. Description of Activity
Use this activity for removing vegetation and cutting and clearing brush out of roadside areas.

ii. Purpose
The primary purpose is beautification.

iii. Schedule of Application

Schedule when the vegetation within the mowing limits reaches an average height of one meter. If
possible, avoid scheduling for secondary roads and in built-up areas where residents mow the vegeta-
tion.

iv. Construction Method

1. By means of hand tools, cut and remove all debris and vegetation in a distance from the road deter-
mined by the PRMF Provincial Coach and Provincial Engineer.
2. Place safety devices during repair works and to be removed after its completion.

Typical Crew Typical Equipment Typical Materials

4 laborers 2 grass cutter None
hand tools (bolo or scythe)

v. Daily Production Rate

200 - 500 pass-meters

vi. Method of Measurement

The work to be paid for shall be the number of pass-meters and fractions thereof acceptably cleared
and grubbed within the limits indicated on the Plans or as may be adjusted by the PRMF Provincial
Coach and Provincial Engineer. Areas not within the clearing and grubbing limits shown on the Plans
or not staked for clearing and grubbing will not be measured for payment.

vii. Basis of Payment

The accepted quantities, measured as prescribed in the Method of Measurement, shall be paid for at
the Contract unit price which shall be full compensation for furnishing all labor, equipment, tools and
incidentals necessary to complete the work prescribed in this Item.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

201 Vegetation Control pass-meters

Notes:
A "Passmeter" is one mowing on one side of the road regardless of the width. Normally, one centerline
meter of road (with both sides to be mowed) will have two pass-meters per mowing operation.

ACTIVITY NO. 301: ROAD SIGNS MAINTENANCE

i. Description of Activity

Use this activity for repairing, repainting or replacing traffic signs, hazards markers, delineators, culvert
markers and kilometre posts. Striping of wing walls is included. Trimming vegetation to improve sign
visibility and cleaning signs are included, if incidental to the work.
ii. Purpose
To preserve and restore the signs in its functional condition, as they were first installed and to prolong
their useful life.

iii. Schedule of Application

Schedule when units have lost their day or night visibility, misaligned or damage. Give first priority to
regulatory signs, second to warning signs (including hazard markers and delineators) and third priority
to information signs (including culvert markers and kilometre posts.

iv. Construction Method

1. Distribute laborers to proper locations.
2. Perform maintenance in accordance with current traffic control devices standards.
Typical Crew Typical Materials Typical Equipment
1 driver gravel 1 service vehicle
(when service vehicle is assigned) (use when there are several repair
locations for one day)
2-4 laborers sand hand tools
portland cement sign
faces sign posts traffic
paint

v. Daily Production Rate

2 - 8 units (sign, delineator, hazard marker, culvert marker or km. post) maintained

vi. Method of Measurement

Road sign maintenance shall be measured by number of units of signs and device cleaned, repaired
and repainted according to the specifications.

vii. Basis of Payment

The accepted quantities for road sign maintenance, determined in the Method of Measurement, shall
be paid for at the contract unit price per unit and shall cover the full compensation for furnishing and
placing all materials, including all labor, equipment, tools and incidentals necessary to complete the
Item.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

301 Road Sign maintenance units

ACTIVITY NO. 303: GUARDRAIL MAINTENANCE

i. Description of Activities
Use this activity for repairing, repainting or replacing guardrails and posts.
Trimming vegetation to improve guardrail visibility and cleaning guardrails are included, if incidental to
work.

ii. Purpose
To maintain guardrails in as-constructed condition.

iii. Schedule of Application

Schedule when guardrail installations have lost their original strength, alignment or visibility.
iv. Construction Method
1. Place safety devices.
2. Perform maintenance in accordance with current traffic control devices guidelines.
3. Remove safety devices.

v. Daily Production Rate

10-30 linear meters of guardrail to be maintained

vi. Method of Measurement

Guardrail maintenance shall be measured by linear meter of completed guardrail.

Typical Crew Typical Equipment Typical Materials

Driver (for service vehicle) Service Vehicle (use when there Guardrail Panels
are several locations for one day)
3 Laborers Guardrail Posts
Traffic Paint
Hardware

vii. Basis of Payment

The accepted quantities for guardrail maintenance, determined in theMethod of Measurement, shall be
paid for at the contract unit price per linear meter, which price and payment shall be full compensation
for furnishing and placing all materials, including all labor, equipment, tools and incidentals necessary
to complete the Item.

viii. Payment will be made under:

Pay Item Number Description Unit of Measurement

303 Guardrail Maintenance Linear Meter
Annex 6
Annex to Chapter 8
Road and Bridge Infrastructure Vulnerability
Assessment (RBIVA) Guidelines

Guidelines on the Use of Road and Bridge Infrastructure Vulnerability Audit

(RBIVA) Form

I. The Context

1. Development gains are eroded continually by disasters. Economic losses, manifested in terms of
lower productivity, lost opportunity, damage to property and even human deaths, result from the
inability of affected communities to cope with natural and human-induced disasters.

2. In the last few years, the Philippines passed key legislations on Disaster Risk Reduction and
Management (RA 10121) and Climate Change (RA 9729) that outline policy directions to a) uphold
the rights to life and property by addressing the root causes of vulnerabilities to disasters,
strengthening the country’s institutional capacity for disaster risk reduction and management and
building the resilience of local communities to disasters including climate change impacts; and b)
fully protect and advance the right of the people to a healthful ecology.

3. As managers of development in their localities, local government units have to be capable and
ready to manage the consequences of disasters and the phenomenon associated with climate
change; thus reducing disaster risk on human settlements, livelihood and infrastructure, and zero or
less casualties and minimum damages to properties (DILG1).

4. It is DILG’s objective to assist LGUs to build their resiliency to cope with and respond to natural
disasters and adapt to climate change and mainstream disaster risk reduction and climate change
in pre-disaster planning and infrastructure audit. The latter in particular will ensure resiliency of
critical infrastructure such as roads and bridges.

5. In light of this and as part of the project “Enhancing LGU Capacity on Climate Change Adaptation
and Disaster Risk Reduction Management Framework” DILG has produced and rolled out the
Infrastructure Audit Form/Checklist for Buildings.2 A similar set of tools for roads and bridges, herein
referred to as Road and Bridge Infrastructure Vulnerability Audit (RBIVA), is being developed
and tested.

6. The tools being developed consist of a set of rapid assessment tools to assist in the determination
of urgent interventions. They serve as early warning systems to trigger the implementation of both
remedial measures and continuing activities geared towards reducing the vulnerability of road
elements to various hazards. The tools are meant to be simple and easily implementable at the
LGU and community levels.

7. The RBIVA is not intended to supersede the more rigorous road and bridge inventory system and
the design review. In fact, it is envisioned to take advantage of the results of various analyses
including hazard mapping, community mapping, detailed design investigation and testing.

1
DILG is the Vice-Chair for Disaster Preparedness under the Disaster Risk Reduction and Management Act of 2010.
The agency is mandated to build the capacities of LGUs to effectively address and mitigate the impacts of disasters and
calamities.
2
In a review of available literature, a similar undertaking could be the road safety audit which is a formalised assessment of
road facilities to identify possible and probable road safety in new and proposed road and infrastructure projects, existing
roadways and infrastructure, and road works and infrastructure under construction.
I. The Framework
8. The five (5) pillars of Disaster Risk Reduction and Management, as identified in the current policy
framework of the government, include :
a) risk identification, assessment, and monitoring;
b) risk reduction;
c) risk financing and transfer;
d) emergency preparedness and response; and
e) sustainable recovery

9. RBIVA is embedded in the first pillar. It advocates the development of an infrastructure audit proce-
dure to identify critical infrastructure components and recommend appropriate engineering solutions
in the design of new road and bridge infrastructure or in the improvement of existing ones to make
them more resilient.

10. RBIVA capitalizes on LGU-based hazard identification and vulnerability assessment using thematic
vulnerability maps and other assessment tools as input to design and construction. The RBIVA
procedure consists of three major components, namely :
a) RBIVA Inventory Tools
b) RBIVA Analytical Tools
c) RBIVA Reporting Tools

11. In the assessment of risk, there are three (3) essential interacting components, namely :
a) Hazard occurrence probability, defined as the probability of occurrence of a specified natu-
ral hazard at a specified severity level in a specified future time period
b) Elements at risk, an inventory of those people or facilities which are exposed to the hazard;
and
c) Vulnerability, the degree of loss to each element should a hazard of a given severity occur.

Figure 1 The Disaster Risk Framework

Elements
Hazard at Risk
RISK

Vulnerability

III. Working Definitions and Ratings

12. Hazards are events that can lead to loss of diversity, extent, quality and function of ecosystems. They affect
the ability of an infrastructure system to support human activities. These may include natural hazards as well
as man-made pressures.

13. Vulnerability is defined as the potential for attributes of any system to respond adversely to hazardous
events. It is a function of the level of defense provided by existing countermeasures in the infrastructure de-
sign. The Climate Change Act defines Vulnerability as the degree to which a system is susceptible to, or un-
able to cope with, adverse effects of climate change, including variability and extremes. It is a function of the
character, magnitude and rate of climate change and variation to which a system is exposed, its sensitivity
and its adaptive capacity. Some practical definitions of vulnerability ratings and the corresponding scoring
system are provided below :

a) Very High (Score 1)- characterized by a facility often subjected to hazardous events and for which the
countermeasures are inadequate. Hazardous events may occur more than once per year.
b) High (Score 2) – characterized by a facility moderately subjected to hazardous events and for which
the countermeasures are inadequate. Hazardous events may occur once in every 1-3 years
 a) Moderate (3) – a facility moderately subjected to hazardous events and for which the
countermeasures are marginally inadequate. Hazardous events may occur once in every 3-7 years
b) Low (4) - a facility not normally subjected to hazardous events and for which the countermeasures
are adequate. Hazardous events may occur once every 7-20 years

14. Disaster Risk is defined as the potential disaster losses in lives, health status, livelihood, assets and
services, which occur over some specified future time period. The main approaches to mitigating disaster
risks involve a wide range of interventions aimed at lowering if not totally eradicating the impact of losses.
The impact of losses can be rated according to the following scale :

a) Devastating – the facility is damaged beyond habitable use, repair or restoration and normally
characterized by multiple fatalities
b) Severe – the facility is partially damaged but remains intact. Some components are damaged beyond
repair. The facility may be closed for a period of up to two weeks and some portions may be closed
for an extended period of at least one month. May be characterized by some fatalities and major
injuries.
c) Moderate – the facility is temporarily closed and unable to operate, but can continue without
interruption of more than one day. While some components are damaged, the majority of the facility
remains unaffected. May be characterized by minor injuries.
d) Low – the facility experiences no significant impact on operations with downtime of less than half a
day. No injuries are noted.

15. Combining Impact of Loss Rating with Vulnerability Rating can provide a Qualitative Risk Rating for a
particular Hazard. This is can be depicted by the color scheme shown below, with red indicating “high risk”,
yellow signifying “medium risk” and green “low risk”.

VULNERABILITY TO HAZARDS
Very High(4) High(3) Moderate(2) Low(1)
IMPACT Devastating(4) 8 7 6 5
OF LOSS Severe(3) 7 6 5 4
Moderate(2) 6 5 4 3
Low(1) 5 4 3 2

Figure 2 A Qualitative Risk Rating

The ratings may be interpreted as follows:
a) Red-High Risk for which countermeasures to mitigate these risks should be implemented as
soon as possible
b) Yellow – Moderate Risk for which countermeasures should be planned in the near future
c) Green- Low Risk for which countermeasures are not urgency required but are recognized with
the potential of improving security
16. The approaches to mitigate disaster risks may involve not only the infrastructure components, but
encompass a range of policies, institutions and even long-term programs. The need to focus the
analytical tool to a specific component of the disaster risk framework is recognized. Hence, the
present tool centers on the elements at risk, i.e. the road and bridge system and develops a
methodology to rapidly assess the level of vulnerability of these elements to various hazards.
17. The tools are based on a similar template developed by DILG and now being utilized for rapidly
assessing vulnerabilities of settlement structures. Two separate forms have been developed for
roads and bridges.

IV. A Guide to Undertaking the Infrastructure Vulnerability Audit

18. A glossary of terms and list of acronyms are provided at the forward section of these guidelines.
The User is encouraged to refer to these sections as needed. The form for undertaking road audit
is found in Annex A and the one for bridges is in Annex B.

19. Supporting documents and references may be secured from other agencies involved in disaster
management. These may include various hazard maps from DENR, PAG-ASA, PHILVOCS, and
DOST such as flooding maps, tsunami maps, locations of active volcanoes, typhoon and fault
maps, among others. These maps may be supplemented by land use maps and topographic
maps from NAMRIA and local government units. Plans and reports on the design of the specific
road section and bridge under audit will be helpful in understanding the structural characteristics
of these facilities.
 LGU INFRASTRUCTURE AUDIT FORM (FOR ROADS)

I. GENERAL INFORMATION

A. IDENTIFICATION
Province and Region: ________________________________
City/Municipality: ___________________________________
Barangay: _________________________________________

B. INSPECTION
Head of Inspection Team: _____________________________
Position: ___________________________________________
Office: _____________________________________________
Inspection Date / Time: _______________________________

C. ROAD INFORMATION
Road Name: ________________________________________
From Sta : ___________________ To Sta : ________________
Coordinates
Longtitude: Longtitude:
Latitude: Latitude:

(PHOTOGRAPH OF ROAD SECTION WITH STATION LIMITS AND NAME)

Road Section ID: ____________________________________
From Sta : ___________________ To Sta : ________________
Coordinates
Longtitude: Longtitude:
Latitude: Latitude:

Road Administrative Classification:

Type of Surfacing:
Portland Cement Asphalt
Gravel Earth
Others, specify _______________
Date Originally Constructed: ___________________________
Date Last Improved: __________________________________
Date Last Rehabilitated: _______________________________

Available Records/Documents:
Road Inventory Traffic Survey
Topographic Survey Alignment Survey
Hydrologic Study Hydraulic Investigation
Geotechnical Investigation Geometric Design
Pavement Design Drainage Design
Other Drawings, specify _________________________

Location of Documents:
Contact Person: ____________________________________
Office: ____________________________________________
Contact Number: ___________________________________
II. RAPID HAZARD AND VULNERABILITY ASSESSMENT
D. POTENTIAL NATURAL HAZARDS AND FREQUENCY OF OCCURENCE1 E. POTENTIAL MAN-MADE HAZ-
ARDS
More than Once every Once every Once every
once per year 1-3 Years 3-7 Years 7-20 Years, or less Overloading
Quarrying
Ground shaking Score 1 Score 2 Score 3 Score 4 Dumpsite
Ground rupture/ Score 1 Score 2 Score 3 Score 4 Settlement
displacement Others
Liquefaction Score 1 Score 2 Score 3 Score 4 ___________________________
Landslides Score 1 Score 2 Score 3 Score 4
Tsunami Score 1 Score 2 Score 3 Score 4
Storm/Typhoon Score 1 Score 2 Score 3 Score 4
Flooding Score 1 Score 2 Score 3 Score 4
Volcanic eruption Score 1 Score 2 Score 3 Score 4
Others (Specify) Score 1 Score 2 Score 3 Score 4
_________________

F.DOMINANT LAND USE G. VULNERABILITY TO EARTH- H. VULNERABILITY TO

QUAKEINDUCED HAZARDS2 LIQUEFACTION2
Residential
Institutional Approximate Distance from a known Active Approx. distance from bodies of
Commercial Fault water:
Industrial less than 5 meters less than 100 meters
Mining 5m to less than 1 km 100m to less than 500m
Agricultural km to less than 10 km 500m to less than 1km
Forest greater than 10 km greater than 1km
Open/Wasteland
Others Foundation Condition Within reclamation area:
__________________________ Organic (i.e. peat / muck) (0)Yes (1)No
Cohesionless (i.e. sand / gravel)
Cohesive (i.e. clay / silt) Within low-lying area:
Rock (i.e. adobe, limestone/ shale) (0)Yes (1)No

Score (S) :______________________ Score

(May be vulnerable to Earthquake-induced Haz- (S) :______________________
ard if S < 4) (May be vulnerable to
Liquefaction Hazard if S < 4)

I. VULNERABILITY TO LANDSLIDE/SOIL EROSION2 J. VULNERABILITY TO

TSUNAMI2
I.1 Approx. distance from I.3 Within low-lying area :
hillside/cliff/ravine: Yes No J.1 Approx. Distance
less than 5 meters I.4 Presence of landslides and debris from Coast/
5m less than 10m Yes No Shoreline in meters
10m to less than 20m I.5 Presence of cracks/fissures in side slopes: less than 5 meters
Yes No 5m less than 20km
greater than 20m I.6 Presence of cracks/fissures in side slopes:
I.2 Approx. road gradient: 20km to less than
Yes No 50km
greater than 15% I.7 Presence of fallen rocks:
less than 15% Yes No greater than 50km
less than 10% J.2 Presence of water barriers
(May be vulnerable to Landslide/Soil Erosion if S < 4) (e.g. Breakwawter, Seawall etc. )
generally flat (~ 0%)
Yes No
Score (S): ________________
Score (S): ____________________ (May be vulnerable to Landslide/Soil Erosion
if S < 4)

K. VULNERABILITY TO FLOODING2 L. VULNERABILITY TO OTHER M. Remarks on Hazards

HAZARDS2
K.1 Approx. distance from bodies of wa-
ter (e.g. lakes, bay, sea): L.1 Within typoon-prone area:
less than 5 meters Yes No
5m less than 20km L.2 Within 20km radius of active volcano
1km to less than 10 km Yes No
greater than 10km L.3 Within 10km from garbage dumping
K.2 Within low-lying area: area:
Yes No Yes No

Score (S): ____________________ Score (S): ____________________

(May be vulnerable to Flooding Hazard if S < 4) (May be vulnerable if S=0 on the identified hazard)

1
Scores are qualitative hazard ratings. Higher scores indicate less severe hazards.
2
Hazard rating are indicated in parenthesis ( ).
N. ROAD COMPONENTS
COMPONENTS PHOTOS COMPONENTS PHOTOS
Road Surfacing: Road Side Area :
PCCP With Vegetative Cover
Asphalt With Slope Stabilization
Gravel Cut Section
Earth Fill Section
Others,
__________________
Road Shoulder : Guard Rails :
PCCP Reinforced concrete
Asphalt Steel
Gravel Wood
Earth
Others,

Side Drainage : Cross drainage :

Earth Ordinary Pipe
Rip-rap Reinforced Concrete
Grouted Rip-rap Pipe Culvert
Concrete-lined Reinforced Concrete Box
Culvert
Others : ____________

III. VISUAL SCREENING OF ROAD SECTION FOR POTENTIAL HAZARDS

(BASED ON SCORES FROM “II.RAPID HAZARD AND VULNERABILITY ASSESSMENT)

ROAD SECTION MAY BE VULNERABLE

TYPE OF HAZARD SCORE
TO HAZARD? (Yes or No)
A. Earthquake-induced Hazard
B. Liquefaction
C. Landslide/Soil Erosion
D. Tsunami
E. Flooding
F. Typhoon
G. Volcanic Eruption
H. Others (Identify)
IV. CONDITION OF ROAD COMPONENTS

COMPONENT CONDITION Remarks5

A. Vertical Road Long segments of steep gradients
Alignment Presence of sharp horizontal curves on
steep gradients

B. Horizontal Road Within 2m from a cliff

Alignment Within 2m from foot of a mountain/hill
Presence of reverse curves

C. Road Surfacing Presence of Road Distress (Refer to Road

Inventory )
Absence of Cross-slope (i.e., Camber or

D. Base/Subbase Exposure (i.e., Absence of Surfacing)

Sign of Failure or Weakness (e.g. Surface
Rutting)
E. Shoulder Absence of road shoulder
Absence of shoulder cross-slope
Sign of Shoulder Distress (Refer to Road

F. Cross drainage Absence of Cross-drainage

Clogged-up cross drainage
Damaged cross-drainage
Sign of overflow (i.e., indication of overca-
pacity)
G. Side drainage Absence of Side Drainage
Absence of drainage lining
Sign of overflow (i.e., indication of overca-

H. Road Side Area Steep side slope (more than 45%)

Loose rock and soil formation
Deteriorated Slope stabilization structure
Absence of Vegetative Cover

I. Miscellaneous Absence of road markings

Road Facility Deterioration of road markings
Absence of road signs in critical sections
Deterioration of road signs
Absence of traffic signals in critical intersec-
tions
Non-working traffic signals
Absence of guard rails in dangerous sec-
tions
Deteriorated or damaged guard rails
Others, (specify)
_____________________________

V. CONDITION OF ROAD COMPONENTS (Use additional sheet if necessary)

COMPONENT OBSERVATIONS REMARKS

5
Indicate location and number of inspected section. Indicate whether the structure is vulnerable to a particular type of hazard and if the condition
of the road component will worsen if left unattended. Indicate, as well, if the observation is design related or if a regular maintenance issue.
VI. SUMMARY OF OVERALL PHYSICAL CONDITION

(Responses may be in Narrative/Pictures/Sketches. Use additional sheets if necessary.)

1. Description of Hazards to which the road section and its specific components are susceptible.

2. Identification of Critical Road Components Based on Assessment

3. Description of Miscellaneous Components Affected by Hazards

VII. ANNEXES/ATTACHMENTS
(Photos, sketches, drawings, plans, other documents attached to this Audit Form)

VIII. RECOMMENDATIONS (To be filled up by Authorized Civil/Road Engineer)

1. For Critical Road Components

For detailed inspection by a competent authority, if inspector is
not an engineer
For detailed design investigation, if inspector is an engineer:
Further review of detailed plans / design calculations
Conduct of detailed structural testing
For maintenance of identified components.

2. For Miscellaneous Components OR Ancillary/Auxiliary Equipment and Facilitie

Immediate action based on identified components and assessment above.
For maintenance of identified components

3. If other courses of action are recommended, please state and include the justifi-
cation below (e.g., retrofitting, relocation of facility, re-alignment, abandonment
etc.)

Component Recommended Courses of Action Justification/Remarks

______________________________________
For Referral to: Name & Signature of City / Municipal Engineer
DILG
DPWH Date: _________________________________
 LGU INFRASTRUCTURE AUDIT FORM (FOR BRIDGES)

I. GENERAL INFORMATION

A. IDENTIFICATION
Province and Region: ________________________________
City/Municipality: ____________________________________
Barangay: _________________________________________

(PHOTOGRAPH OF BRIDGE B. INSPECTION

STRUCTURE, Head of Inspection Team: ____________________________
FRONT ELEVATION WITH LOCATION Position: __________________________________________
AND NAME) Office: ____________________________________________
Inspection Date/Time: _______________________________

C. BRIDGE INFORMATION
Bridge Name: ______________________________________
Name of Road Section where Bridge is located :
__________________________________________________

Bridge Classification by Jurisdiction: ____________________

Length of Bridge: ___m No. of Spans: __ No. of Lanes: ____

Bridge Condition Type: Permanent Bailey Temporary
Bridge Construction Type:
Reinforced Concrete (RCDG) Prestressed Concrete
(PCDG)
Structural Steel (SDG) Timber Bridge
Slab Bridge

Date Constructed/Age of Bridge: __________ / ______ years

Reference Code/NSCP used:
________________________________________________
Original Construction: Yes No
Rehabilitated: Yes No
Available Records/Documents:
Geotechnical Investigation Construction Plan
As-Built Plan
Other Drawings, specify ________________________
Location of Documents : __________________________
Contact Person : ________________________________
Office : ________________________________________
Contact Number : ________________________________
 II. RAPID HAZARD AND VULNERABILITY ASSESSMENT
D. POTENTIAL NATURAL HAZARDS AND FREQUENCY OF OCCURRENCE1 E. POTENTIAL
More than once Once every Once every MANMADE HAZARDS
Once every 7-
per year 1-3 years 3-7 years 20 years, or less
Overloading
Ground shaking Score 1 Score 2 Score 3 Score 4
Quarrying
Ground rupture/ Score 1 Score 2 Score 3 Score 4
Dumpsite
displacement Settlement
Liquefaction Score 1 Score 2 Score 3 Score 4
Landslides Score 1 Score 2 Score 3 Score 4 Others ___________
Tsunami Score 1 Score 2 Score 3 Score 4
Storm/Typhoon Score 1 Score 2 Score 3 Score 4
Flooding Score 1 Score 2 Score 3 Score 4
Volcanic eruption Score 1 Score 2 Score 3 Score 4
Others (Specify) Score 1 Score 2 Score 3 Score 4

F. DOMINANT LAND USE G. VULNERABILITY TO EARTHQUAKE H. VULNERABILITY TO

Residual INDUCED HAZARDS LIQUEFACTION
Institutional
Commercial G.1 Approximate Distance from a known H.1 Approximate distance
Industrial Active Fault from bodies of water
Mining less than 5 meters less than 100meters
Agricultural 5m to less than 1km 100m to less than
Forest 1km to less than 10km 500m
Open/Wasteland greater than 10 km 500m to less than
Others 1km
_________________________ G.2 Foundation Condition greater than 1km
Organic (i.e. peat/muck)
Cohesionless (i.e. sand/gravel) Within reclamation area:
Cohesive (i.e.) clay/silt) (0)Yes (1)No
Rock (i.e. adobe, limestone/shale)
Within low-lying area:
(0)Yes (1)No

Score (S): ______________________ Score (S) :_________

(May be vulnerable to Earthquake-induced Hazard if (May be vulnerable to Liquefac-
S < 4) tion Hazard if S < 4)

I. VULNERABILITY TO LANDSLIDE/SOIL EROSION2 J. VULNERABILITY TO

TSUNAMI2
I.1 Approx. distance from I.3 Within low-lying area :
hillside/cliff/ravine: (0)Yes (1)No J.1 Approx. Distance from
less than 5 meters I.4 Presence of landslides and debris: Coast/Shoreline in meters
5m to less than 10m (0)Yes (1)No less than 5 km
10m to less than 20m I.5 Presence of bulging slopes: 5km to less than
greater than 20m (0)Yes (1)No 20km
I.2 Approx. road gradient : I.6 Presence of cracks/fissures in side 20km to less than
greater than 15% slopes: 50km
to less than 15% (0)Yes (1)No greater than 50km
less than 10% I.7 Presence of fallen rocks:
J.2 Presence of Water
generally flat (~ 0%) (0)Yes (1)No Barriers (e.g. Breakwater.
Seawall etc.)
(1)Yes (0)No

Score (S) :_____________

Score (S) : ___________________________ (May be vulnerable to Tsunami
(May be vulnerable to Landslide/Soil Erosion if S < 4) Hazard if S < 4)

2
Hazard rating are indicated in parenthesis ( ).
 K. VULNERABILITY TO L. VULNERABILITY TO OTHER M. Remarks on Hazards
FLOODING2 HAZARDS2

Approx. distance from bodies of Within typhoon-prone area :

water (e.g lakes, bay, sea): (0)Yes (1)No
less than 5 meters Within 20km radius of active
5m to less than 1 km volcano :
km to less than 10 km (0)Yes (1)No
greater than 10 km Within 10km from garbage dumping
Within low-lying area: area:
(0)Yes No
(0)Yes (1)No

Score (S) :_________________ Score (S) :__________

(May be vulnerable to Flooding Hazard if S < 4) (May be vulnerable if S =0 on the identified hazard )

N. BRIDGE STRUCTURAL AND OTHER COMPONENTS

COMPONENTS PHOTOS COMPONENTS PHOTOS
Slab deck: Abutments and Wing Walls:
Timber Reinforced concrete
Steel plate Other: __________
Reinforced concrete

Beams and Girders: Railings:

Timber Reinforced con-
Structural steel crete Steel:
Reinforced concrete Other: _________ Rail
Prestressed concrete posts:
Reinforced con-
crete Steel:
Other:__________
Columns and Piers: Others :
Timber
Structural steel
Reinforced concrete
Pre-stressed concrete

III. VISUAL SCREENING OF BRIDGES FOR POTENTIAL SEISMIC HAZARDS

(AFTER FEMA HANDBOOK 154 for High Seismicity Regions: If Final Score < 2.0, structure may be vulnerable to Seismic Hazards)3

TYPE OF CONSTRUCTION TIMBER STEEL CONCRETE

A. Basic Score
Single span OR 3.8 3.2 2.5
2 to 3 spans OR 3.8 3.2 2.9
More than 3 spans 3.8 3.2 3.1
B. Vertical Irregularity -2.0 N/A -1.5
C. Plan Irregularity -0.5 -0.5 -0.5
D. Age of bridge structure
Pre-Code (constructed before 1972) -1.0 -0.6 -1.2
Post Benchmark (constructed after 1992) +2.4 N/A +1.4
E. Soil Type
Soil Type C4 (Soft Rock/Very Dense Soil) -0.4 -0.4 -0.4
Soil Type D5 (Stiff Soil, OR if No Data assume for all 1-3-span
-0.8 -0.6 -0.6
bridge)
Soil Type E6 (Soft Soil, OR if No Data assume for all bridges >3
-0.8 -1.0 -1.2
spans)
FINAL SCORE, S (If less than 2.0, bridge structure may be vulnerable to Seismic Hazards)

2
Hazard rating are indicated in parenthesis ( ).
3
This assessment form streamlines the information derived from the DILG-developed assessment form and FEMA Handbook 154.
This assessment is aimed mainly at screening buildings for potential seismic hazard, and not to determine the present condition of the structure.
4
[1200ft/s < measured shear wave velocity,Vs ≤ 2500ft/s] OR [SPT N > 50] OR [Undrained Shear Strength, Su > 2000psf]
5
[600ft/s < Vs ≤ 1200ft/s] OR [15<SPT N≤ 50] OR [1000psf< Su≤ 2000psf]
6
[Vs ≤ 600ft/s] OR [Soil > 100ft deep w/ Plasticity Index > 20, Water content > 40%, and Su < 500 psf]
IV. RAPID IDENTIFICATION OF OTHER POTENTIAL HAZARDS
(BASED ON SCORES FROM “II.RAPID HAZARD AND VULNERABILITY ASSESSMENT”)

BRIDGE MAY BE VULNERABLE

TYPE OF HAZARD SCORE TO HAZARD?
(Yes or No)
A. Earthquake-induced Hazard
B. Liquefaction
C. Landslide/Soil Erosion
D. Tsunami
E. Flooding
F. Typhoon
G. Volcanic Eruption
H. Others (Identify)

V. CONDITION OF STRUCTURAL COMPONENTS

CONCRETE
STEEL/METAL
COMPONENT TIMBER BRIDGE BRIDGE COMPOSITE Remarks7
BRIDGE
A. Foundation, Visible Settlement Visible Settlement Visible Settlement Visible Settlement
Piles and Pile Visible Tilting Visible Tilting Visible Tilting Visible Tilting
Caps Rotting Cracks Cracks Cracks
Scouring Around Scouring Around Piles Scouring Around Scouring Around
Piles Piles Piles

B. Columns Leaning Leaning Leaning Leaning

Buckled Buckled Buckled / Fractured Buckled
Fractured Fractured Cracks Fractured
Decayed Corrosion Spalling Decayed
Missing/Loose/ Missing/Loose/ Corrod- Bulging Missing/ Loose/
Corroded Bolt ed Bolt Honeycombs Corroded Bolt
Connections Connections Delamination Connections
Insect Infestation/ Tearing Insect Infestation
Damaged Separation from
Separation from Concrete
Concrete Pedestal
Pedestal

C. Beams and Sagging/Deflection Sagging/Deflection Sagging/Deflection Sagging/Deflection

Girders Splitting Corrosion Cracks Corrosion
Decayed Tearing Spalling Tearing
Missing/ Loose/ Missing/ Loose/ Honeycombs Missing/ Loose/
Corroded Bolt Corroded Bolt Connec- Delamination Corroded Bolt
Connections tions Connections
Insect Infestation/
Damaged

D. Crossmem- Deflection/ Misa- Deflection/ Deflection/ Misalign- Deflection/ Misa-

bers, Diagonals, lignment Misalignment ment lignment
Missing and Missing and Corroded Missing and Missing and
Corroded Connec- Connections Corroded Connections Corroded
tions Cracks Cracks Connections
Cracks Buckling Cracks
Buckling Buckling

7
Indicate location and number of inspected member. Indicate whether the structure is vulnerable to a particular type of hazard and if the
condition of the bridge component will worsen if left unattended. Indicate as well if the observation is structurally related or if a regular
maintenance issue.
E. Deck/ Flooring Sagging / Sagging / Deflection Sagging / Deflection Sagging /
Deflection Corrosion Cracks Deflection
Splitting Deterioration of Spalling Cracks
Decayed Connection to Frame Leaks Spalling
Insect Leaks Delamination Corrosion
Infestation/Damage Deterioration of
Surfacing Distress Surfacing Distress Connection to Frame
Leaks
Leaks
Surfacing Distress

F. Wingwall and Cracks Cracks Cracks Cracks

Backwall Erosion Erosion Erosion Erosion
Scouring of Back- Scouring of Backfill Scouring of Backfill Scouring of
fill Exposure of Exposure of Backfill
Exposure of Reinforcement Reinforcement Exposure of
Reinforcement Separation of Gabions, Separation of Gabi- Reinforcement
Separation of Ga- , rocks, boulders ons, , rocks, Separation of
bions, rocks, boulders Gabions, , rocks,
boulders boulders

COMPONENT OBSERVATIONS REMARKS

VI. SUMMARY OF OVERALL PHYSICAL CONDITION
(Responses may be in Narrative/Pictures/Sketches. Use additional sheets if necessary.)

1. Description of Hazards to which the structure and its specific components are susceptible.

2. Identification of Critical Structural Components Based on Assessment

3. Description of Non-Structural Components Affected by Hazards

VII. ANNEXES/ATTACHMENTS
(Photos, sketches, drawings, plans, other documents attached to this Audit Form)

VIII. RECOMMENDATIONS (To be filled up by Authorized Civil/Structural Engineer)

1. For Structural Components

For detailed inspection by a competent authority, if inspector is not an engineer
For detailed structural investigation, if inspector is an engineer:
Further review of detailed plans / structural calculations
Conduct of detailed structural testing
For maintenance of identified components.

2. For Non-structural Components OR Ancillary/Auxiliary Equipment and Facilities

Immediate action based on identified components and assessment above.
For maintenance of identified components

If other courses of action are recommended, please state and include the justification below
(e.g., retrofitting, relocation of facility, condemnation, etc.)

Component Recommended Courses of Action Justification/Remarks

For Referral:
DILG
DPWH ______________________________________
Name & Signature of City / Municipal Engineer

Date: _________________________________