“5 KILOMETER

DIVERSION ROAD IN
TAGBILARAN CITY,
BOHOL,
PHILIPPINES”
 TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES

938 Aurora Boulevard Cubao, Quezon City

Final Group Report presented to the College of Civil Engineering Department

5 KILOMETER DIVERSION ROAD IN TAGBILARAN CITY, BOHOL,

PHILIPPINES

In partial fulfillment to the final requirement in

CE 400: Highway Engineering

Submitted by:

Anonical, Roselyn Clavite, Tricia Ann C.

Francisco, Megg Langit, Caroline P.
Miranda, Angelica Abuan, Sid Nicholas M.
Taguinod, Jennike Rui C.

Submitted to: Engr. Hernando E. Gozon Jr.

Instructor

CE41FB1

May 2017

May 13, 2017

TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES
938 Aurora Boulevard Cubao, Quezon City

Attention: ENGR. HERNANDO E. GOZON JR.

Faculty - Civil Engineering Department

Subject:
5-kilometer diversion road from Jumamil St. to Tamblot Circumferential Road (Tagbilaran City)

Gentleman:
This is a report on highway engineering of 5-kilometer diversion road from Jumamil St. to
Tamblot Circumferential Road (Tagbilaran City)

Respectfully submitted by:

Anonical, Roselyn
Student-Civil Engineering Department
Clavite, Tricia Ann C.
Student-Civil Engineering Department
Francisco, Megg
Student-Civil Engineering Department
Langit, Caroline P.
Student-Civil Engineering Department
Miranda, Angelica
Student-Civil Engineering Department
Abuan, Sid Nicholas M.
Student-Civil Engineering Department
Taguinod, Jennike Rui C.
Student-Civil Engineering Department
 ACKNOWLEDGEMENT

The success of this report required the help of various individuals. Without them, we might not
meet our objectives in doing this report. We want to express our gratitude to the following
people for their invaluable help and support:

To God our Lord, for giving us wisdom, patience, strength, knowledge and support in
exploring things; for His guidance helped us to surpass all the trials that we have encountered
and for giving us the determination to pursue and make this report possible;

To our parents, for giving us eternal support and encouragement to push through with
our goals, for giving love and time for us, their children;

To our professor, Engr. H.E. Gozon, for the continuous support on our report, for her
patience, motivation, enthusiasm and immense knowledge;

And lastly, to the people who helped and contributed great ideas and advices, especially
our classmates, for without them, this report would not be possible.

We would like to extend our deepest gratitude.

 ABSTRACT
Traffic congestion is when vehicles travel at slow speed because there are more
vehicles than the road can handle. This makes travelling time longer and increases queueing.
This is also known as traffic jam. The traffic congestion in different areas may result to a
decrease in the capacity of the road to allow light flow of traffic.

Our group seeks to design a road project where we will find the most feasible
alternative proposed diversion road in one of Bohol’s popular road. The main purpose of this
study is to find out the route that will possibly decrease the traffic congestion in that area.
 INTRODUCTION

Road transport is one of the most common mode of transport. Roads in the form of
trackways, human pathways etc. were used even from the pre-historic times. Since then
many experiments were going on to make the riding safe and comfort. Thus, road
construction became an inseparable part of many civilizations and empires.

Highway engineering is an engineering discipline branching from civil engineering

that involves the planning, design, construction, operation, and maintenance of roads,
bridges, and tunnels to ensure safe and effective transportation of people and goods.
Standards of highway engineering are continuously being improved. Highway engineering
must take into account future traffic flows, design of highway intersections/interchanges,
geometric alignment and design, highway pavement materials and design, structure design
of pavement thickness, and pavement maintenance.

Highways connects two or more places and ensures that industries, employment,
and development follows. Bridges, traffic lights, pavements, bike paths, and lane dividers
make up a safe highway. Modern highways are known for their high capacity, efficiency,
and planned construction. Highway networks are very important for the growth of a region.
Highways open new trade routes and almost every industrial region in the world is
connected to the major highway network system of that particular country.
PROFILE OF THE PROJECT LOCATION
Tagbilaran is a city in the Visayas group of islands in the Philippines. It is the
seat and component city of the island province of Bohol with a population of 105,051 as of
2015 census. In the 2016 electoral roll, it had 59,949 registered voters. Encompassing a
land area of 32.7 km2 (12.6 sq mi), with a coastline of 13 km (8.1 mi) on the southwestern
part of the island, the city shares its boundaries with the towns of Cortes, Corella,
and Baclayon.

Tagbilaran is the principal gateway to Bohol, 630 km (390 mi) southeast of the
national capital of Manila and 72 km (45 mi) south of the regional capital, Cebu City.

A hundred years before Spaniards arrived in the Philippines, the settlement which
eventually became Tagbilaran was already involved in trading with China and Malaya. This
early settlement had contact with the Spaniards in 1565, when the Spanish
conquistador Miguel López de Legazpi and the native chieftain Datu Sikatuna pledged
peace and cooperation through the famous blood compact.

(San Jose de) Tagbilaran was established as a town on 9 February 1742, by

General Don Francisco Antonio Calderón de la Barca, Governor of the Visayas, who
separated it from the town of Baclayon. The town was dedicated to St. Joseph the Worker.
Since then it was part of the province of Bohol until it became a chartered city on 1 July
1966, by virtue of Republic Act No. 4660.

The city was occupied by the United States during the Philippine-American War and
by Imperial Japan during World War II.

Sitio Ubos (Lower Town) is Tagbilaran's former harbor site and is considered to be
the city's oldest portion, having been a busy trading center since the seventeenth century
until the early twentieth century. As such, the place houses the oldest and largest number
of heritage houses in Bohol. Sitio Ubos declined as a major port towards the end of the
Spanish era when the causeway to Panglao Island was constructed. Since then, the area
lost its former glory and its old houses were either demolished or neglected.

In 2002, in recognition of its cultural and historic significance, Sitio Ubos was declared a
"Cultural Heritage Area". Some of the surviving heritage houses to this day include the
Rocha–Suarez House, Rocha House, Hontanosas House, Beldia House, and Yap House.

One of the most important events in Philippine history (immortalized on canvas by

the famous Filipino painter Juan Luna) was the blood compact between Datu Sikatuna, a
local native chieftain, and Captain Miguel López de Legazpi, the Spanish explorer and
colonizer. It took place in the coast of Bool, now a district of Tagbilaran, on 16 March 1565,
a day after Legazpi and his crew of conquistadores on four ships chanced upon the shores
of Bool during their trip to the province of Butuan from Camiguin Island because of strong
southwest monsoon winds and low tide.

On that day, 16 March 1565, Legazpi with Fray Andres de Urdaneta and some of
his crew set foot on land for an audience with the local chieftain Sikatuna. The two bands of
different race and creed met a few hundred meters from the beach and, after a few
pleasantries, the Basque seafarer and the chieftain of Bohol sealed and strengthened their
treaty of friendship in a historic blood compact. Sikatuna and Legazpi each made a cut on
the left arm and collected the drop of blood into a single vessel mixed with wine. A marker
now stands on the spot where Sikatuna and Legaspi allegedly sealed that famous compact.
To honor this treaty of friendship, president Elpidio Quirino established the "Order of
Sikatuna" in 1953, a presidential award and decoration conferred upon visiting dignitaries.

During the Japanese occupation, the municipal government of Tagbilaran, whose

mayor at the time was Manuel Espuelas, moved from the Poblacion to Tiptip. [6] Another
significant event was the Battle of Ubujan wherein a guerrilla unit under the command of
Captain Francisco Salazar (aka Vicente Cubello) engaged Japanese troops against
overwhelming odds.
PROFILE OF PROJECT

The proposed 5.00 km diversion road project is located at Tagbilaran City, Bohol.
The road begins at Bohol Circumferential Road merging along Tagblaran North Road to
Carlos P. Garcia Ave.,The Circumferential Road starts Manga Tagbilaran Terminal along
Tagbilaran North Road. The street "Tagbilaran North Road" is located in the west of
Maribojoc with the zip code of 6336. It is about 32,767 meters long. For many years, little has
been known of the City of Tagbilaran that nestles on a sea, protected from the southwest
monsoon by the island of Panglao and from the cold stream of the north wind by the Maribojoc
mountain range.
 Tagbilaran was then part of the town of Baclayon until on February 9, 1742, when
Governor-General Gaspar dela Torre signed a decree separating her from Baclayon and
establishing the town of San Jose de Tagbilaran.

From then on, this once unheralded town has been under the mantle of the Province
of Bohol until it became a Chartered City on July 1, 1966 by virtue of Republic Act No. 4660.

Tagbilaran is bounded on its western and southwestern sides by 12.2 kms of

coastline, on its north by the town of Cortes, on its northeast side by the town of Corella and
to its eastern side by the town of Baclayon.

The neighboring streets and municipalities that are benefited and will be covered by
the proposed road are the following:

 Airport Road
 Benigno Aquino Avenue
 Pamaong Street
 Calceta Street
 Lamdagan Street
 San Jose Street
 Belderol Street
 Graham Avenue
 Espuelas Street
 Tinago - Mariveles road
RECONNAISSANCE SURVEY

The team wishes to reduce the congestion of traffic in the area and to reduce the
vehicular accidents cause by the intersection in the middle of the town and the bus terminal
in the town proper and the improper parking of the vehicles in the area, the purposed of the
proposed project is to improve the level of service for through traffic by increasing the average
speed on the relocated highway, and secondary reason is for the easy transport of goods
and services from another place by not passing the main town

This proposed 5.0 km diversion road connected from Bohol Circumferential Road,
Bohol, Philippines and ends at Maria Clara,Tagbilaran North Ave., Bohol, Philippines will
have to travel 13m less than the normal distance of 8km and will have a lesser travel time of
1 minutes. This is computed without any hazards or deceleration occurring. The terrain in
this area is in normal to moderate since it is already too far away from the feet of the mountain
ANALYSIS OF PERFORMANCE

The measure of effectiveness is calculated for each alternative.

Alternative 1

Vehicles that are going to pass by this diversion road will save a travel time of 3
minutes. It is also safer for the users to use this route since this is a low to moderate terrain
and it has only limited curves for a smoother driving.

Alternative 2

Vehicles that are going to pass by this diversion road will save a travel time
of 3 minutes. For high speed highways, it is not advisable to travel within different height of
terrain for it may cause accident and damage to the vehicle. It has also many curves and
may cause dizziness to the passenger and to the driver.

Choice of Alternative

From the cost point of view, our project team would select the alternative 1 route,
since it results for a safer travel than alternative 2. In designing a highway, it is a must that
the builders would consider the health and safety of the road users always. Cost wise,
alternative 1 is cheaper than alternative 2 since it has a lesser curve and moderate terrain.
Therefore alternative 1 route is the design of the diversion road.
DESIGN ANALYSIS

Geometric design deals with the dimensioning of the element of highway such as
vertical and horizontal curves, cross sections, truck climbing lanes and parking facilities for
example, the length of vertical curves or radii of curves are determined to assure that the
minimum stopping sight distance is provided to highway users for the design speed of the
highway facility, an objective that only can be achieved by producing a constant design
standard that satisfies the characteristics of the driver and the vehicles that use the road,
the American Association of the State Highway and Transportation Officials (AASHTO)
serves a critical function in developing guidelines and standards used in highway geometric
design, the principles and theories used in the design of horizontal and vertical alignments
are presented together with the current standards used for geometric design. As
recommended by AASHTO. Design principles and standards are also linked to the
characteristics of the driver, pedestrians, vehicle and road, selection of the appropriate set
geometric design standards can be used for all highways, for example, geometric
standards that may be suitable for scenic mountain road with low average of daily traffic are
inadequate for a freeway carrying a heavy traffics. The characteristics of the highway
should therefore be considered in selecting the geometric design.

Design Speed is defined as a selected speed to determine the various geometric

features of the roadway; design speed depends on the functional classification of the
highway, the topography of the area in which the highway is located, and the land use of
the adjacent area. A design speed is selected to achieve a desired level of operation and
safety on the highway; it is one of the first parameters selected in the design process
because of its influence on the other design variables.

Design of the alignment is composed of vertical and horizontal elements, the

vertical alignment includes straight highway grades and the parabolic curves these grades,
and the horizontal alignment includes the straight sections of the roadway and the circular
curves that connect their change in direction. The design of the alignment depends
primarily on the design speed selected for the highway.

The design speed for flat terrain is 45 km/hr for 0 – 250 vehicles per day, 60 km/hr
for 250 – 400 vehicles per day, and 75 km/hr for vehicles ranging from 400 and above.
Design speed for rolling terrain is 30 km/hr for 0 -50 vehicles per day, 45 km/hr for 50 – 400
vehicles per day, and 60 km/hr for the number of vehicles ranging from 400 and above.
Mountainous terrain’s design speed is 30 km/hr for daily traffic ranging from 0 – 400
vehicles per day and 45 km/hr for traffic ranging from 400 vehicles per day and above. Low
volume traffic ranging from 0 to 50 vehicles per day with design speed for flat terrain is 45
km/hour, rolling terrain with 30 km/hour, and mountainous terrain is 30 km/hour. It can be
concluded that the design speed of vehicles is influenced by the average daily traffic and
types of terrain.

DESIGN STANDARDS

 The road shall provide space for the safety and comfortable movements of vehicles.

 The road shall be designed to provide ease in transportation. It should not damage
the produce during transport.

 Road pavement material shall be generally stiffer than the material upon which it is
placed, thus it assists the in situ material in resisting loads without excessive
deformation or cracking.

 Road pavement material shall be constructed and maintained to be much smoother

than in situ material. This improves riding comfort and reduces vehicle operation
costs.

 The road should be constructed on high elevation and avoid going through marshy
and boggy areas. It shall not be located in swampy, logged-over and flooded areas.
 These areas that stay wet most of the time have a lower weight bearing capacity
and have a greater probability of becoming a problem area in the future.

 Steep slope shall be avoided. Road shall not pass through fault lines. Earthworks
shall be minimal i.e. for sites requiring big volumes of excavation and
embankments.

 Road shall minimize environmental problems such as erosion, and slides and forest
denudation.

 Road shall provide adequate and efficient internal circulation within the
development area.

 Minimize road congestion and unsafe conditions.

 Road shall be designed and arranged with appropriate regard for topography,
creeks, wooded areas and other natural features which would enhance attractive
development.
GEOMETRIC DESIGN COMPUTATIONS

COORDINATES FOR HORIZONTAL ALIGNMENT

Horizontal alignment, combined with vertical alignment, serves as the primary

controlling element associated with the design of all types of public streets and highways.
Engineering judgment and experience plays a major role in selecting horizontal geometry
that meets desired design criteria. There are a variety of factors that are important in the
selection of a horizontal curve or series of curves. In general, the designer should take into
account the following considerations:

Existing environmental and other constraints should be identified on the base

mapping to assist the designer in minimizing impacts to wetlands, historical and
archaeological features, private and protected property, and permanent structures. To the
extent possible, these constraints should serve as boundaries through which the designer
must fit the geometry.

The relationship of the roadway to wetlands and waterways and the interaction of
different types of roadway drainage with these resources should be considered. Horizontal
alignment should be as smooth and as direct as possible while responsive to the
topography. Flatter curvature with shorter tangents is generally preferable to sharp curves
connected by long tangents. Angle points should be avoided.
COORDINATES FOR VERTICAL ALIGNMENT

Roadway vertical alignment is controlled by design speed, topography, traffic

volumes and composition, highway functional classification, safety, sight distance, typical
sections, horizontal alignment, climate, vertical clearances, drainage, economics, and
aesthetics. In general, the designer should consider the following:

 In level terrain, the designer’s ability to efficiently satisfy the design controls
can be accomplished without construction difficulty or extraordinary
expense; however, as the terrain becomes more challenging, as in rolling
or mountainous terrain and developed areas, significantly more
complicated construction techniques must be employed to achieve
compatibility between the road alignment and the surrounding ground.
Introducing vertical curves to minimize the disruption to the existing
environment may result in sight distance or clearance issues and may
require truck climbing lanes for higher-speed facilities. The designer must
balance these factors when introducing vertical curves into a roadway
alignment.

 When a highway is located where environmental resources exist the vertical

alignment should be designed to minimize impacts.

 Vertical alignment should be properly coordinated with the natural

topography, available right-of-way, utilities, roadside development, and
natural and man-made drainage patterns.
STATIONING

Stationing is used to define a position along a manmade structure, and to allow a

person to relate the physical features of that structure to a set of construction plans or other
drawings. Typically, large and/or long projects such as highways and roadwork, canals &
aqueducts, railroads, and hydro-electric projects get stationing assigned to them.

A station line is established for the project, most often a centerline (of a road or
pipeline, etc.) but they can also be a hypothetical construction line. The stationing begins at
one end and increases to the other end. The stationing can be in feet or meters, depending
on the project measurement units. In our area, stationing of a line begins at 13.904 meters.
Any number can be used as a starting reference, but 0.00 is seldom used (if ever) to
prevent any negative stationing. Station lines are commonly curved. .

Most railroads and some highways also use mileposts. Mile posts are similar to
stationing, but they use miles instead of feet as the unit of measurement. Mile markers are
usually not as hyper-accurate as construction stationing and are usually used to find a
general location (like a highway off ramp or railroad line switch) instead of an exact location
(like the exact beginning and end of a bridge deck).
DESIGN COMPUTATION FOR HORIZONTAL CURVE AND VERTICAL CURVE

Simple Curves

A simple curve has a constant circular radius which achieves the desired deflection
without using an entering or exiting transition. This is the most frequently used curve
because of their simplicity for design, layout, and construction as shown in Figure
Compound Curves

Compound curves are a series of two or more simple curves with deflections in the
same direction immediately adjacent to each other. Compound curves are used to
transition into and from a simple curve and to avoid some control or obstacle which cannot
be relocated. It is a combination of two or more simple circular curves of different radius
having their curvature in the same direction. Also, a curve that is made up of a series of
successive tangent circular arcs is called a compound curve.

Essentially, a compound curve consists of two curves that are joined at a point of
tangency and are located on the same side of a common tangent. Though their radii are in
the same direction, they are of different values.
HORIZONTAL ALIGNMENT COMPUTATION

Specifications:
V = 80 kph
Min. e = 8%
Max. e = 20%
Min. R = 150 m
Min. LC = 150 m
Fc = 0.2

Point Intersection 1:
V1 = 1550 m 𝑉2
𝑅𝑚𝑖𝑛 =
I1 = 72° 127(𝑓 + 𝑒)
e1= 10% Rmin = 167.98 m

𝐼 𝑰
𝐿𝑐 = 𝑟𝜃( ) 𝑻 = 𝒓𝒕𝒂𝒏 ( )
180 𝟐
Lc = 500 m T1 = 397.89 tan (72/2)
T1 = 289.08 m
180 𝐿𝑐
𝑅=
𝜃𝜋
R1 = 397.89 m S3 = 0+300
S4 = 0+400
STATIONING: S5 = 0+500
S6 = 0+600
S0 = 0 + 000 S7 = 0+700
S1 = 0+100 S8 = 0+800
S2 = 0+200 S9 = 0+900
S10 = 1+000 S15 = 1+400
S11 = 1+100 S16 = 1+500
S12 = 1+200 S17 = 1+600
S13 = 1+260.92 (T1) S18 = 0+700
S14 = 1+300 S19=0+760.92 (T1

Point Intersection 2:

I2 = 61° Rmin2 = 143.98 m

e2= 15% 𝐼
𝑇 = 𝑟𝑡𝑎𝑛 ( )
2
𝐼
𝑳𝒄 = 𝑟𝜃( ) T2 =422.67 tan (61/2)
180

Lc = 450 m T2 = 248.97 m

180 𝐿𝑐 (PI1 – PI2) = 1462 m :

𝑹=
𝜃𝜋
=1462 – T1 = 1172.92m
R2 = 422.67 m
=1172.92 – T2 = 923.95 m
2
𝑉
𝑅𝑚𝑖𝑛 =
127(𝑓 + 𝑒)
STATIONING: S24 = 2+400

S20 = 1+800 S25 = 2+500

S21 = 1+900 S26 = 2+600

S22 = 2+000 S27 = 2+700

S23 = 2+300 S28 = 2+800

S29 = 2+684.87 + Lc (T2) S33 = 3+000

S30 = 2+700 S34 = 3+100

S31 = 2+800 S35 = 3+134.87 (T2)

S32 = 2+900

Point Intersection 3:

(PI2 – PI3) = 1758 m: 𝑉2

𝑅𝑚𝑖𝑛 =
127(𝑓 + 𝑒)
I3 = 70°
Rmin3 = 167.98 m
e3= 10%
𝐼
𝐼 𝑇 = 𝑟𝑡𝑎𝑛 ( )
𝐿𝑐 = 𝑟𝜃( ) 2
180
T2 =409.26 tan (70/2)
Lc = 500 m
T2 = 286.57 m
180 𝐿𝑐
𝑅=
𝜃𝜋
R3 = 409.26 m

(T2 – T3) = 1222.46 m

S40 = 3+600

STATIONING: S41 = 3+700

S36 = 3+200 S42 = 3+800

S37 = 3+300 S43 = 3+900

S38 = 3+400 S44 = 4+000

S39 = 3+500
S45 = 4+100 S50 = 4+500

S46 = 4+200 S51 = 4+600

S47 = 4+300 S52 = 4+700

S48 = 4+357.33(T3) S53 = 4+800

S49 = 4+400 S54 = 4+900

Point Intersection 4:

(P3 – P4) = 1480 m: 𝑉2

𝑅𝑚𝑖𝑛 =
127(𝑓 + 𝑒)
I4 = 64°
Rmin3 = 167.98 m
e4= 10%
𝐼
𝐼 𝑇 = 𝑟𝑡𝑎𝑛 ( )
𝐿𝑐 = 𝑟𝜃( ) 2
180
T4 =358.1 tan (64/2)
Lc = 400 m
T2= 223.77 m
180 𝐿𝑐
𝑅=
𝜃𝜋
R3 = 358.1 m

(T3 – T4) = 969.66 m S56 = 5+000

STATIONING: S57 = 5+100

S55 = 4+900 S58 = 5+200

S57 = 5+300

S58 = 5+400

S59 = 5+300

S60 = 5+400
VERTICAL ALIGNMENT COMPUTATION

SPECIFICATIONS H1= 1.0m

Design speed= 80 Kph H2=0.6m

Minimum grade =2% Β= 0.6m

Maximum grade = 5% a =3.41m/ss

t = 2.5 sec

POINT INTERSECTION 1

S<L

g1 =
65
× 100 = −4.64% 𝐴𝑆 2 (9.22)(80)2
1400 Lmin= = = 271.70m
658 658

55
g2 = × 100 = 4.58% 𝐴𝑉 2 9.22(80)2
1200 Lmin= = = 149.39m
395 395

802
S =0.278(80)(2.5) + 3.41 Lmin= 30A = 30(9.22) = 276.6m use
254[(9.81)− 0.0464]

S1 = 139.25m
S0S1 = S0V1 – L/2

= 1400-276.6/2
S>L

658 S0S1 = 1261.7m

Lmm= 2S -
𝐴

658
= 2(139.75) - = 207.13m
9,22
S1 = (1+000) +1261.7

S1 = (2+261.7) S =0.278(80)(2.5) +
802
3.41 4.58
254[(9.81− 100 ) ]

S1 = 139.09m
S2 = S 1 + L

S2 = (2+538.3)
S>L

658
Lmm= 2S -
𝐴
V1V2 = 1200m
658
= 2(139.75) - = 204.7425m
0.0896

g3 = 4.58%

S<L

658 𝐴𝑉 2 8.96(80)2
g4 = (100) = 4.375% Lmin= = = 145.17m use
𝐴 395 395

V1V2 = 1200m S3 = S2 + L/2 = 1127.472

S3 = (2+538.3) + 1127.472

S2V2 = 1200 – 276.6 S3 = (3+527.47)

S2V2 = 923. 4m

S4 = S3 + L

A = 4.58 + 4.375 = (3+527.47) + 145.17

A = 8.96% S4 = (3+672.64)
POINT INTERSECTION 2

V2V3 = 800m S<L

g3 = 4.375% 𝐴𝑉 2 14.04(80)2
Lmin= = = 227.51m use
395 395
58
g4 = (100) = 9.67%
600 S5 = S4 + L/2 = (4+267.46)

A = 4.375 + 4.375 S5 = (4+267.46)

A = 14.041% S6 = (4+267.46) + 227.51

802
S =0.278(80)(2.5) + 3.41 9.67
S6 = (4+494.9735)
254[(9.81− 100 ) ]

S7 = (4+494.9735) – L/2
S= 265.187 m
S7 = (4+687.463)
S>L

658
Lmm= 2S -
𝐴

658
= 2(156.014) - = 265.187m
14.04167
POINT INTERSECTION 3

V4 = (4+687.463) + 227.5/2 S8 = (8+021.598)

V4 = (4+ 981.218) S9 = (8+021.598)+ 159.85 +259.24

V5 = (4+981.218) + 1200 S9 = (8+280.8385)

V5 = (6 + 181.218) S10 = (8+280.8385) – L/2 + (400 –

9.7
209.24/2)
g5 = (100) = 9.7%
600
S10 = (8+422.0985)
V6 = (6 +181.218) + 9.7(100) +400
S11 = (8+422.0985) + 1100
V6 = (7 + 551.286)
S12 = (10+000)
57
g6 = (100) = 9.5%
600

26
g7 = (100) = 6.5%
410

A = 16%

802
S =0.278(80)(2.5) + 3.41 9.5
254[(9.81−100) ]

S= 155.35 m

S<L

𝐴𝑉 2 16(90)2
Lmin= = = 259.24m use
395 395

V6V7 = 600m

V6 = (600 – 259.24/2) + (7+551.218)

Station 0 + 100 Station 0 + 700

(25.20/2) x 100 = 1260 m3 ((28.99+24.48)/2) x 100 = 2673 m3

Station 0 + 200 Station 0 + 800

((25.20+26.44)/2) x 100 = 2581 m3 ((28.99+42.99)/2) x 100 = 3572 m3

Station 0 + 300 Station 0 + 900

((28.26+26.44)/2) x 100 = 2735 m3 ((20.25+42.99)/2) x 100 = 3135 m3

Station 0 + 400 Station 1 + 000

((28.26+23.49)/2) x 100 = 2587 m3 ((20.25+22.5)/2) x 100 = 2137 m3

Station 0 + 500 Station 1 + 100

((21.50+23.49)/2) x 100 = 2249 m3 X/22.50 = (100-X)32.40 = 461. 07 m3

Station 1 + 200

Station 0 + 600 ((32.40+34.00)/2) x 100 = 3320 m3

((21.50+24.48)/2) x 100 = 2298 m3

Station 1 + 300
((38.00+34.00)/2) x 100 = 3600 m3

Station 2 + 000

Station 1 + 400 ((24.60+22.25)/2) x 100 = 1722 m3

((38.00+43.00)/2) x 100 = 4050 m3 Station 2 + 100

((12.20+22.25)/2) x 100 = 1015m3

Station 1 + 500

((40.00+43.00)/2) x 100 = 4188 m3 Station 2 + 200

((12.20+8.11)/2) x 100 = 1015.5m3

Station 1 + 600

((40.00+41.00)/2) x 100 = 4099 m3 Station 2 +300

((8.11)/2) x 100 = 559 m3

Station 1 + 700

((28.35+41.00)/2) x 100 = 3478 m3 Station 2 +400

= 179 m3

Station 1 + 800

((28.35+24.60)/2) x 100 = 2647 m3 Station 2 +500

= 2643 m3

Station 1 + 900

((28.35+22.25)/2) x 100 = 2342 m3 Station 2 + 600

= 3046 m3 = 4495 m3

Station 2 + 700 Station 3 + 300

= 3054 m3 = 4770 m3

Station 2 + 800 Station 3 + 400

= 3149 m3 = 5334 m3

Station 2 + 900 Station 3 + 500

= 3696 m3 = 6282 m3

Station 3 + 000 Station 3 + 600

= 4060 m3 = 6793 m3

Station 3 + 700

Station 3 + 100 = 6479 m3

= 4315 m3

Station 3 + 800

Station 3 + 200 = 6155 m3

Station 3 + 900 Station 4 + 500

= 5859 m3 = 4632 m3

Station 4 + 000 Station 4 + 600

= 5271 m3 = 3769 m3

Station 4 + 700

Station 4 + 100 = 3039 m3

= 1255 m3

Station 4 + 800

Station 4 + 200 = 3427m3

= 4262 m3

Station 4 + 900

Station 4 + 300 = 3448 m3

= 3960 m3

Station 5 + 000

Station 4 + 400 = 3199 m3

= 4220 m3
Station 5 + 100 Station 5 + 400

=1655m3 =2506m3

Station 5+ 200

= 1441m3

Station 5 + 300

= 1682 m3
Super elevation Transition Length Design:

Lrmin – Tangent Run out

𝑤(𝑛)(𝑒𝑑 )(𝑏𝑤 )
𝐿𝑟𝑚𝑖𝑛 =
Δ

3.6(2)(. 20)(0.75)
𝐿𝑟𝑚𝑖𝑛 =
0.0035

𝐿𝑟𝑚𝑖𝑛 = 308.57

Max.e = 20% = ed

Δ = maximum relative gradient (%) = 0.35% for 128 kph

N = number of lanes rotated

=2 lanes are rotated

Bw = Adjustment factor for number of lanes rotated

1 lane – 1.00

2 lanes – 2.00

3 lanes – 0.67

𝑳𝒓𝒎𝒊𝒏 = 𝟑𝟎𝟖. 𝟓𝟕 𝒎𝒆𝒕𝒆𝒓𝒔

Lt min = Minimum length of the super elevation run off

𝐸𝑛𝑐
𝐿𝑡𝑚𝑖𝑛 = (𝐿 )
𝑒𝑑 𝑟

ENc = Normal Cross Slope Rate (%) – (1.5% to 2% according to AASHTO)

Ed = Design max super elevation

. 02
𝐿𝑡𝑚𝑖𝑛 = (308.57)
. 20

𝑳𝒕𝒎𝒊𝒏 = 𝟑𝟎. 𝟖𝟓𝟕 𝒎𝒆𝒕𝒆𝒓𝒔

BALANCED QUANTITIES

(TABULATED COMPUTATION)
VOLUME OF CUT AND FILL

VOLUME BALANCED
STATION TO STATION INTERVAL
CUT FILL QUANTITY

0+000 0+100 100.00 1260.00 0.00

0+100 0+200 100.00 2581.88 1260.00

0+200 0+300 100.00 2735.00 3841.88

0+300 0+400 100.00 2587.38 6576.88

0+400 0+500 100.00 2249.25 9164.25

0+500 0+600 100.00 2298.75 11413.50

0+600 0+700 100.00 2673.25 13712.25

0+700 0+800 100.00 3572.75 16385.50

0+800 0+900 100.00 3135.75 19958.25

0+900 1+000 100.00 2137.50 23094.00

1+000 1+100 100.00 461.07 956.07 25231.50

1+100 1+200 100.00 3320.00 24736.50

1+200 1+300 100.00 3600.00 21416.50

1+300 1+400 100.00 4050.00 17816.50

1+400 1+500 100.00 4188.50 13766.50

1+500 1+600 100.00 4099.75 9578.00

1+600 1+700 100.00 3478.75 5478.25

1+700 1+800 100.00 2647.50 1999.50

1+800 1+900 100.00 2342.50 -648.00

1+900 2+000 100.00 1722.55 -2990.50

2+000 2+100 100.00 1015.45 -4713.05

2+100 2+200 100.00 405.40 -5728.50

2+200 2+300 100.00 0.00 -6133.90

2+300 2+400 100.00 559.50 -6133.90

2+400 2+500 100.00 808.08 179.08 -6693.40

2+500 2+600 100.00 2643.50 -6064.40

2+600 2+700 100.00 3046.10 -3420.90

2+700 2+800 100.00 3054.38 -374.80

2+800 2+900 100.00 3149.25 2679.58

2+900 3+000 100.00 3696.22 5828.83

3+000 3+100 100.00 4060.25 9525.05

3+100 3+200 100.00 4315.25 13585.30

3+200 3+300 100.00 4495.25 17900.55

3+300 3+400 100.00 4770.00 22395.80

3+400 3+500 100.00 5334.50 27165.80

3+500 3+600 100.00 6282.00 32500.30

3+600 3+700 100.00 6793.50 38782.30

3+700 3+800 100.00 6479.17 45575.80

3+800 3+900 100.00 6155.37 52054.97

3+900 4+000 100.00 5859.73 58210.34

4+000 4+100 100.00 5271.53 64070.07

4+100 4+200 100.00 1255.06 1033.56 69341.59

4+200 4+300 100.00 4262.50 69563.09

4+300 4+400 100.00 3960.00 65300.59

4+400 4+500 100.00 4220.00 61340.59

4+500 4+600 100.00 4632.50 57120.59

4+600 4+700 100.00 3769.70 52488.09

4+700 4+800 100.00 3039.45 48718.39

4+800 4+900 100.00 3427.05 45678.94

4+900 5+000 100.00 3448.63 42251.89

5+000 5+100 100.00 3199.58 5012.32

CROSS-SECTIONAL AREA

CROSS-SECTION AREA
STATION
CUT FILL

0+000 0.00

0+100 25.20

0+200 26.44

0+300 28.26

0+400 23.49

0+500 21.50

0+600 24.48

0+700 28.99

0+800 42.47

0+900 20.25

1+000 22.50

1+100 32.40

1+200 34.00
1+300 38.00

1+400 43.00

1+500 40.77

1+600 41.23

1+700 28.35

1+800 24.60

1+900 22.25

2+000 12.20

2+100 8.11

2+200 0.00

2+300 0.00

2+400 11.19

2+500 23.77

2+600 29.10

2+700 31.82

2+800 29.27

2+900 33.72

3+000 40.21
3+100 41.00

3+200 45.31

3+300 44.60

3+400 50.80

3+500 55.89

3+600 69.75

3+700 66.12

3+800 63.46

3+900 59.64

4+000 57.55

4+100 47.88

4+200 43.45

4+300 41.80

4+400 37.40

4+500 47.00

4+600 45.65

4+700 29.74

4+800 31.05
 4+900 37.50

5+000 31.48

DIMENSION OF THE CROSS-SECTION

STATION H Base 1 Base 2 Area

0+000 0 0 0

0+100 1.2 20 22 25.2

0+200 1.25 20 22.3 26.4375

0+300 1.33 20 22.5 28.2625

0+400 1.1 20 22.7 23.485

0+500 1 20 23 21.5

0+600 1.1 20 24.5 24.475

0+700 1.3 20 24.6 28.99

0+800 1.9 20 24.7 42.465

0+900 0.9 20 25 20.25

1+000 1 20 25 22.5
1+100 1.5 20 23.2 32.4

1+200 1.7 20 20 34

1+300 1.9 20 20 38

1+400 2 20 23 43

1+500 1.8 20 25.3 40.77

1+600 1.7 20 28.5 41.225

1+700 1.4 20 20.5 28.35

1+800 1.2 20 21 24.6

1+900 1 20 24.5 22.25

2+000 0.6 20 20.67 12.201

2+100 0.4 20 20.54 8.108

2+200 0 20 20.78 0

2+300 0 20 23.56 0

2+400 0.5 20 24.76 11.19

2+500 1 20 27.54 23.77

2+600 1.2 20 28.5 29.1

2+700 1.4 20 25.46 31.822

2+800 1.34 20 23.68 29.2656

2+900 1.56 20 23.23 33.7194

3+000 1.87 20 23 40.205

3+100 2 20 21 41

3+200 2.21 20 21 45.305

3+300 2.23 20 20 44.6

3+400 2.54 20 20 50.8

3+500 2.76 20 20.5 55.89

3+600 3.1 20 25 69.75

3+700 2.9 20 25.6 66.12

3+800 2.86 20 24.38 63.4634

3+900 2.6 20 25.88 59.644

4+000 2.45 20 26.98 57.5505

4+100 2.1 20 25.6 47.88

4+200 2 20 23.45 43.45

4+300 1.9 20 24 41.8

4+400 1.87 20 20 37.4

4+500 2 20 27 47

4+600 2 20 25.65 45.65

4+700 1.3 20 25.76 29.744

4+800 1.4 20 24.35 31.045

4+900 1.6 20 26.87 37.496

5+000 1.34 20 26.98 31.4766

Earthwork Analysis Computation

Computation of Cost of Hauling
(computedbase on the graph)

FHV1 = 25 231.5 – 23 394

FHV1 = 1837.5

OHV1 = 25231.5 – 18500.5

OHV1 = 6931m3

Volume of Wastage = 18300.5 m3

FHV2 = 6693.4 – 6064.40

FHV2 = 629m3

OHV2= 6693.40 – 5231.4

OHV2 = 1462 m3

FHV3 = 71923 – 66905.3

FHV3 = 5017.7 m3
OHV3 = 71923 – 59 580.10
OHV3 = 5017.7 m3

VW3 = 59 580.1

FHV4 = 31854.6 – 33528.5

FHV4 = 1673.9 m3

OHV4 = 37504.5 – 31854.6

OHV4 = 5199.9 m3
FHV5 = 105023.5 – 103854.5
FHV5 = 1169 m3

OHV5 = 105023.5 – 101300.9

OHV5 = 3722.6
Volume of Wastage= 101 300.9 m3

Balance Point

1) BALANCE =
23994+18300.5 HD2 = 375m
2
66905.3+59580.1
= 20,847.25 3) BALANCE =
2

HD1 = 380m
= 63242.7

2) BALANCE =
6693.4+5231.4 HD3 = 400m
2
37,054.5+33,528.5
= 5962.4 4) BALANCE =
2
 = 35,291.5 OHD1 = 180m
HD4 = 330m
OHD2 = HD2 – FHD
5) BALANCE =
103,854.5+101,300.9
= 375 – 200
2 OHD2 = 175m
= 102,577.7
HD5 = 285m OHD3 = HD3 – FHD
= 400 – 200
OHD3 = 200m

58,950.5+65,105.6
6) BALANCE =
2

= 62,028.05
OHD4 = HD4 – FHD
HD6 = 320m
= 285 – 200
OHD4 = 85m
OHD = HD – FHD
OHQ = OHQ1 + OHQ2
OHD5 = HD5 – FHD
OHQ1 = OHV1 x OHD1
= 320 – 200
OHD5 = 120m
OHD1 = HD1 – FHD
= 380 – 200
Cost of Hauling
OHQ1 = OHV1 x OHD1
= 6931 (180)
=1 , 247, 580 m3(m)
OHQ2 = 1462(175)
= 255, 850 m3 (m)
OHQ3 = 12, 351.9 (200) = 2, 470, 380 m3 (m)
OHQ4 = 5199,9 (130) = 316, 421 m3 (m)
OHQ5 = 3722.6 (85) = 316, 421 m3 (m)
OHQ6 = 9524.7 (120) = 1, 142, 964 m3 (m)

OHQ = 6, 109, 182 m3 (m)

₱ 40
𝐶𝑜𝑠𝑡 𝑜𝑓 𝐻𝑎𝑢𝑙 = 𝑂𝐻𝑄 𝑥
𝑀. 𝑠𝑡𝑎𝑡𝑖𝑜𝑛
₱ 40 1𝑚 . 𝑠𝑡𝑎𝑡𝑖𝑜𝑛
= 6, 109, 182 𝑥 𝑥
𝑀. 𝑠𝑡𝑎𝑡𝑖𝑜𝑛 1𝑚3 . 20𝑚
COST OF HAUL = ₱ 12, 218, 364

Shrinkage = 10 %
𝑽𝑩 − 𝑽𝑬
%𝑺𝒉𝒓𝒊𝒏𝒌𝒂𝒈𝒆 = 𝒙 𝟏𝟎𝟎
𝑽𝑩
%𝑆ℎ𝑟𝑖𝑛𝑘𝑎𝑔𝑒 𝑉𝐵 − 𝑉𝐸
=
100 𝑉𝐵
10
𝑉𝐸 = 𝑉𝐵 (1 − )
100
VE = VB(0.90)
VE = 17, 604.37 (0.09)
VE = 15, 843.933

Pavement Structure Computation

Rural = 80 – 99.9
(Pg. 1041 of the highway and transportation engineering by garber and hoel)

So= 0.40 – 0.50

Flexible Pavement
ESAL = 1.5 x 106
Saturation = 30 %
So = 0.45 (range 0.4 to 0.5)
Initial Service Index: Pi = 4.5
Terminal Service Index:Pt = 2.5
ΔPSI =2
SN =5.5

Resilient Modulus of Asphalt Concrete @ 68 F= 3 000 000 KN/m2

A1= 0.44

CBR of Base course material = 130 a2= 0.16 Mr = 278 200 KN/m3
CBR of Subbase course material = 30 a3=0.10 Mr = 127 000 KN/m3

Quality of Drainage: FAIR

Mi = 0.80
SN1 = a1D1
D1 = 5.5/0.44 = 12.5 CM -> USE 15 CM

D2= Sn2– Sn1

A2m2

Sn2 = 0.16 x 0.80 x 30 x 5.5 - = 9.34

D2 = (9.34 – 6.50)/(0.16 X 0.80)
D2 = 30 cm
Sn3 = 9.34 x 5.5 x 0.10 x 0.8 x 15 = 16.04
D3 = (16.04 -934 + 5.5)/ (0.10 x 0.80)
D3 = 15 cm

SATELLITE VIEW OF THE PROPOSED DIVERSIN ROAD

CROSS SECTIONS AT EVERY 100M INTERVALS
MASS DIAGRAM
PAVEMENT STRUCTUREDESIGN

REFERENCES:

Traffic and Highway Engineering 4th Edition

Lester Hoeland and Nicholas Garber

www.wikipedia.com

www.google.com/googlemap