THESIS Softbound

TITLE PA GE
CAGAYAN STATE UNIVERSITY CARIG CAMPUS
ANALYSIS OF ASPHALT PAVEMENT DRAINAGE CONDITION ALONG

TUGUEGARAO-IGUIG ROAD SECTION USING DRIP SOFTWARE.
ARIESTOTLE NAVIDA BALORAN

ERVIN CUENTA MIGUEL
FRANCISCO CAWI TABANIAG JR.
SUBMITTED TO THE FACULTY OF

CIVIL ENGINEERING
COLLEGE OF ENGINEERING
CAGAYAN STATE UNIVERSITY CARIG CAMPUS
IN PARTIAL FULFILLMENT OF THE REQUIREMENTS
FOR THE DEGREE OF
BACHELOR OF SCIENCE IN CIVIL ENGINEERING

(Major in Transportation Engineering)
MAY 2023
This thesis/field practice manuscript can be accessed:
By the general public Yes

Only after consultation with author/thesis adviser No
Only to those bound by confidentiality agreement No
Signature of Student: _____

Signature of Adviser: _____
i
APPROVAL PA GE
APPROVAL PAGE
The thesis attached hereto, entitled “ANALYSIS OF ASPHALT PAVEMENT
DRAINAGE CONDITION ALONG TUGUEGARAO-IGUIG ROAD SECTION
USING DRIP SOFTWARE” prepared and submitted by ARIESTOTLE N.
BALORAN, ERVIN C. MIGUEL, and FRANCISCO C. TABANIAG JR. in partial
fulfilment of the requirements for the degree of BACHELOR OF SCIENCE IN CIVIL
ENGINEERING (Transportation Engineering Track) is hereby accepted.
ENGR. EMER T. QUEZON, PhD

Adviser
Approved by the Thesis Committee with a grade of .
ENGR. ANGELICA D. COBALLES ENGR. LOUISE VICTORIA C. BELTRAN

Member Member
Accepted by:
ENGR. JOHN MICHAEL B. CASIBANG, MST

Program Chairperson
Civil Engineering Department
Date Signed
DR. AUDY R. QUEBRAL, PECE

Dean
College of Engineering and Architecture
Date Signed
ii
BIOGRAPHICAL SKETCH
The author was born on 9 June 1999, in Gattaran,
Cagayan. He is currently residing in Newagac, Gattaran,
Cagayan. He is the second child of Mr. and Mrs. Manolito
Baloran. He was not able to take up his kindergarten but he
still manages to take up his elementary education. He
graduated from elementary at Newagac Elementary School in 2011. He finished his
secondary education at Gattaran National Trade School in the year 2015.
During his stay in the said institution, he is an active student both in academics and
extracurricular activities. He was the former President of the highest student governing
body in their school, the Supreme Student Government, during his last year of stay at his
Alma mater. He graduated as the class salutatorian in their class in the year 2015 and
entered college at the same year and was admitted to the Cagayan State University- Carig
Campus where he is still currently taking up his Bachelor’s degree in Civil Engineering.
Due to financial problems, he stops at college during his second year in college in 2017 to
give way for his sister to pursue her education. After two years, he decided to continue his
college.
ARIESTOTLE N. BALORAN
iii
BIOGRAPHICAL SKETCH
The author was born on 25 October 1999, in Tumauini,
Isabela. He is the only child of Mr. Eric Miguel and Mrs. Evelyn
Miguel. He took his early studies at Dasmariñas, Cavite and
eventually transfers in Tumauini, Isabela during his elementary
days. He graduated from elementary at Tumauini Baptist School
in 2012 and got the First Honorable Mention award.
He finished his junior high school and senior high school education at Tumauini
National High School in year 2018 with an award of With Honors. During his stay in the
said institution, he was an active student both in academics and extracurricular activities.
He was an officer in MAPEH club, Math club, and Science club. In August 2018, he
entered college and was admitted at Cagayan State University – Carig Campus where he
is still currently taking up his Bachelor’s degree in Civil Engineering. He is presently a
member of Philippine Institute of Civil Engineering Student - CSU Chapter. He most
likely to finish his degree on the said institution.
“The important thing in life is to have great aim, and determination to attain it.” - Johan
Wolfgang von Goethe
ERVIN C. MIGUEL
iv
BIOGRAPHICAL SKETCH
The author was born on July 23, 1999, in the
municipality of Maddela, Quirino. He is the sixth child of Mr
Francisco B. Tabaniag and Mrs Agustina C. Tabaniag. He is a
native Igorot from the Kankanaey Tribe and a former cultural
performer who leads the young ones to value their culture.
Despite of poverty, the author perseveres and fought
indomitably to achieve his goals with the help of his family and friends who have stayed
by his side.
Upon completing his Bachelor's degree, he plans to work in Engineering and
Construction Industry, where he hopes to continue exploring and making contributions that
could help the next generation. He is dedicated to lifelong learning and is excited about the
opportunities to further his knowledge and skills in the said Industry.
In summary, Francisco C. Tabaniag Jr. is a motivated and enthusiastic student who
has shown a keen interest and is poised to make a positive impact in Transportation and
Construction Industry and looks forward to a rewarding career ahead.
FRANCISCO C. TABANIAG JR.
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ACKNOWLEDGEMENT
First of all, the Researchers wish to thank the Almighty God for giving them the
knowledge, spiritual guidance, and wisdom in order to finish this study. The Researchers
would like to extend his deepest gratitude to all the people behind the success of this study.
The researchers would like also to express their sincerest gratitude to Dr. Emer T.
Quezon, whose expertise, guidance, and invaluable support greatly contributed to the
successful completion of this research project. Dr. Emer T. Quezon provided extensive
insights, offered critical feedback, and dedicated significant time and effort to review and
improve this manuscript. His unwavering commitment to academic excellence and their
willingness to share his knowledge and expertise throughout the research process. His
mentorship and encouragement have been instrumental in shaping the direction of this
study.
The researchers would like to express their gratitude to the proposal and thesis
committee who helped correct and assist the researchers. Through their knowledge and
expertise in the field that they have shared to the researchers, the researchers were able to
come up to a unique and reliable study.
The researchers would also like to extend their appreciation to the Civil
Engineering Department and to the College of Engineering and Architecture for providing
the necessary resources, facilities, and funding that enabled the completion of this
research. The collaborative environment fostered by the institute greatly enriched the
research experience and contributed to the overall success of this project.
vi
Finally, the researchers would like to express also their gratitude to their colleagues,
friends, and family for their constant support, encouragement, and understanding during
the course of this research. Their unwavering belief in his abilities and their continuous
encouragement played a significant role in motivating them to overcome challenges and
persevere until the completion of this study.
Although it is impossible to name everyone who has played a part in this thesis, we
want to express our sincere appreciation to all those who have contributed in any way.
Your support has been invaluable, and we are truly grateful.
Thank you very much.
-The Researchers
vii
TABLE OF CONTENTS
TITLE PAGE ....................................................................................................................... i

APPROVAL PAGE ............................................................................................................. ii
BIOGRAPHICAL SKETCH ............................................................................................. iii
ACKNOWLEDGEMENT ................................................................................................. vi
TABLE OF CONTENTS ................................................................................................. viii
LIST OF FIGURES ........................................................................................................... xi
LIST OF TABLES ........................................................................................................... xiii
ACRONYMS................................................................................................................... xiv
ABSTRACT ..................................................................................................................... xv
CHAPTER ONE ................................................................................................................. 1
1. INTRODUCTION .................................................................................................. 1
1.1 Background of the Study ........................................................................................ 1
1.2 Statement of the Problem ....................................................................................... 2
1.3 Research objectives ................................................................................................ 4
1.3.1 General Objectives .................................................................................... 4
1.3.2 Specific Objectives .................................................................................... 4
1.4 Research Questions ................................................................................................ 5
1.5 Significance of the Study........................................................................................ 5
1.6 Scope and limitation of the Study .......................................................................... 6
1.7 Conceptual Framework .......................................................................................... 6
CHAPTER TWO ................................................................................................................ 7
2. REVIEW OF LITERATURE ................................................................................. 7
2.1 DRIP Software ........................................................................................................ 7
2.1.1 DRIP Plot .................................................................................................. 7
2.2 Road Pavement ....................................................................................................... 8
2.3 Asphalt Pavement/Flexible Pavement .................................................................... 8
2.4 Rigid Pavement .....................................................................................................11
2.5 Pavement Design .................................................................................................. 12
2.6 Road Drainage ...................................................................................................... 13
2.7 Surface Drainage .................................................................................................. 14
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2.8 Subsurface Drainage ............................................................................................. 15
2.9 Permeable Pavement Design ................................................................................ 15
2.10 Drainage Coefficient............................................................................................. 16
2.11 Summary of the Literature Review ...................................................................... 17
2.12 Gap Identified from the Literature Review .......................................................... 18
CHAPTER THREE .......................................................................................................... 19
3. RESEARCH METHODOLOGY ......................................................................... 19
3.1 Introduction .......................................................................................................... 19
3.2 Study Area ............................................................................................................ 19
3.3 Research Design Process ...................................................................................... 20
3.4 Study Period ......................................................................................................... 23
3.5 Sample Population ................................................................................................ 23
3.6 Sampling Technique and Sample Size.................................................................. 23
3.7 Data Collection ..................................................................................................... 23
3.7.1 Preliminary Survey .................................................................................. 23
3.7.2 Sample Extraction and Laboratory Testing ............................................. 24
3.7.2.1 Geometric Measurements Collection .................................................. 24
3.7.2.2 Sieve Analysis...................................................................................... 26
3.7.2.3 Coefficient of Uniformity ......................................................................... 27
3.7.2.4 Effective Size ............................................................................................ 27
3.7.2.5 Coefficient of Gradation ........................................................................... 28
3.7.2.3 Inflow Computation ............................................................................. 29
3.7.2.4 Permeable Base.................................................................................... 31
3.7.2.5 Coefficient of Permeability ................................................................. 33
3.8 Study Variables ..................................................................................................... 35
3.8.1 Dependent Variable ................................................................................. 35
3.8.2 Independent Variable ............................................................................... 35
3.9 Data Processing and Analysis ............................................................................... 35
3.10 Data Quality Assurance ........................................................................................ 39
3.11 Plan for Dissemination ......................................................................................... 39
CHAPTER FOUR ............................................................................................................ 40
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4. RESULT AND DISCUSSION ............................................................................. 40
4.1 Visual Inspection .................................................................................................. 40
4.2 Roadway Geometry Measurements ...................................................................... 42
4.3 Field Survey.......................................................................................................... 42
4.3.1 Longitudinal Slope .................................................................................. 42
4.3.2 Cross Slope.............................................................................................. 43
4.4 Laboratory Test Results ........................................................................................ 44
4.4.1 Gradation Test ......................................................................................... 44
4.4.2 Laboratory Test for Unit Weight and Specific Gravity ........................... 46
4.5 DRIP Software Analysis ....................................................................................... 47
4.5.1 Roadway Geometry ................................................................................. 47
4.5.2 Sieve Analysis ......................................................................................... 48
4.5.3 Inflow Methods and Analysis.................................................................. 54
4.5.4 Permeable Base Analysis ........................................................................ 58
CHAPTER FIVE .............................................................................................................. 66
5. SUMMARY, CONCLUSIONS AND RECOMMENDATIONS.......................... 66
5.1 Summary of Findings ........................................................................................... 66
5.2 Conclusions: ......................................................................................................... 67
5.3 Recommendations: ............................................................................................... 67
REFERENCES ................................................................................................................. 69
APPENDICES .................................................................................................................. 72
APPENDIX A ....................................................................................................... 72
APPENDIX B ....................................................................................................... 75
APPENDIX C ....................................................................................................... 81
x
LIST OF FIGURES
Figure 1.1: Conceptual Framework .....................................................................................6
Figure 2.1: Layer of Flexible pavement (Source: Web) ..................................................... 11
Figure 2.2: Layers of rigid pavement/ PCCP (Source: Web) .............................................12
Figure 3.1: Map of the study area (Carig Regional Center to Iguig Municipal Hall) ........20
Figure 3.2: Research Design Flow Chart ...........................................................................22
Figure 3.3: Pavement Width...............................................................................................25
Figure 3.4: Longitudinal Slope ..........................................................................................25
Figure 3.5: Typical cross section of an asphalt pavement ..................................................25
Figure 3.6: Flowchart for the Roadway Geometry.............................................................25
Figure 3.7: Flowchart for Permeable Base .........................................................................32
Figure 4.1: Observed defects on existing pavement surface in the study area…………..41
Figure 4.2: Roadway Geometry Property Page .................................................................48
Figure 4.3: Sieve Analysis Property Page- Base course ....................................................49
Figure 4.4: Grain size distribution- Base course ................................................................52
Figure 4.5: Sieve Analysis Property Page- Subgrade ........................................................50
Figure 4.6: Grain size distribution- Subgrade ....................................................................52
Figure 4.7: Inflow Property Page- Infiltration Ratio Method ............................................54
Figure 4.8: Average Precipitation in Iguig, Cagayan .........................................................55
Figure 4.9: Inflow Property Page- Crack Infiltration Method ...........................................57
Figure 4.10: Permeable base Property Page- time to drain-S1 ..........................................60
Figure 4.11: Permeable base Property Page- time to drain-S2 ..........................................61
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Figure 4.12: Relationship of Time to Drain vs. Base Course Permeability .......................61
Figure 4.13: Relationship of Required Base Thickness vs. Base Course Permeability .....62
Figure 4.14: Relationship of Required Time to Drain vs. Base Thickness ........................63
Figure 4.15: Relationship of Time to Drain vs. Effective Porosity………………………64
Figure 4.16: Relationship of Time to Drain vs. Resultant Slope…………………………64
Figure 4.17: Relationship of Time to Drain vs. Base Course Permeability………………65
Figure 4.18: Relationship of Time to Drain vs. Drainage (U)……………………………65
xii
LIST OF TABLES
Table Page
4-1 Recommended Drainage Coefficient (Mi) 16
4-2 Actual Field measurements 43
4-3 Result of Sieve Analysis-S1 44
4-4 Result of Sieve Analysis-S2 45
4-5 Soil Sample Composition 45
4-6 Laboratory results 46
4-7 Calculated Specific Gravity and Unit Weight of the samples 46
4-8 Permeable Base-Time to Drain 58
xiii
ACRONYMS
CBD- Central Business district
AASHTO- American Association of State Highway and Transportation Officials
DRIP- Drainage Requirement in Pavement
FHWA- Federal Highway Administration
PCCP- Portland Cement Concrete Pavement
xiv
ABSTRACT
AUTHORS’ NAMES (BALORAN, ARISTOTLE N., MIGUEL, ERVIN C.,

TABANIAG, FRANCISCO JR. C.). College of Engineering, Cagayan State University
Carig Campus. May 2023. Analysis of Asphalt Pavement Drainage Condition Along
Tuguegarao-Iguig Road Section with the use of DRIP Software.
Major Adviser: Dr. Emer T. Quezon
Asphalt pavement drainage is an essential factor that ensures the safety and
longevity of roads. In the Philippines, the Department of Public Works and Highways
(DPWH) standard specifications require the implementation of proper drainage systems in
roads to prevent water accumulation, which can lead to pavement deterioration and safety
hazards. This study aims to analyze the pavement drainage performance of the study area
by applying the DRIP Software in the analysis of asphalt pavement drainage along the
Tuguegarao to Iguig road section. The objectives of the study are to evaluate the drainage
condition of the asphalt pavement along the Tuguegarao to Iguig road section using field
measurements and visual inspections, determine the quality of drainage of the pavement of
the study are using DRIP software, and evaluate the efficiency of the existing pavement
drainage in the study area using the DPWH Standard Specifications. The study employed
a quantitative research design, using a combination of field measurements, surveys, and
DRIP software analysis. The research team conducted surveys and collected field data
along the Tuguegarao to Iguig road section to evaluate the drainage condition and
efficiency of the existing drainage system. DRIP software was used to simulate various
rainfall scenarios and predict the performance of the drainage system on the selected road
section. The study found that DRIP software is applicable in the analysis of asphalt
pavement drainage along the Tuguegarao to Iguig road section. The results of the DRIP
software analysis showed that the existing drainage system has some deficiencies and can
be improved to enhance its performance. The study recommends the construction of
additional drainage structures and the maintenance of the existing drainage system to
improve pavement drainage performance and prevent potential pavement deterioration and
safety hazards. Overall, this study contributed to the improvement of the current road
infrastructure in the Philippines by providing valuable insights into the applicability of
DRIP software in the analysis of asphalt pavement drainage and identifying potential areas
for improvement in the existing drainage system along the Tuguegarao to Iguig road
section. The findings of this study can be utilized by the DPWH and other road
infrastructure stakeholders in the planning and implementation of road construction and
maintenance projects to ensure the safety and longevity of roads.
Keywords: DRIP Software, Standard specifications, Quality of drainage and Asphalt

pavement drainage, Pavement drainage performance
xv
CHAPTER ONE
1. INTRODUCTION
1.1 Background of the Study
Effective drainage system along roads plays a significant role in pavements.
Drainage quality is an important parameter affecting highway pavement performance,
eventually increasing its lifespan. The water is quickly transported from the surface into
the drains with the correct design and supplied gentle slopes, which are crucial during
heavy rains and odd weather conditions making it less prone to accidents and enhancing
the lifespan of the pavement structure (Dhakal, 2022). Roads must be free from any sources
of water that may affect the pavement layers. Poor drainage causes early pavement
distresses that shortens the pavement’s lifespan, which can eventually lead to driving
problems and damage on the roads. So, in situations like this, planners and designers come
up with the use of software in designing and increasing the level of performance of
pavement structures.
Pavement distress results from several factors that have an impact on the
pavement's surface. Road pavement is one of the things that are most impacted by weather,
traffic, and poor materials used to build roads, and its worst enemy is water. Our nation is
located in a tropical region with heavy rainfall that mostly affects pavement construction
and causes problems such as seepage, fatigue cracks, potholes, sinking roads, etc. (Ghasia,
2019).
1
Using software in designing structures provides the designer to have a visualization
of the model structures. DRIP Software is one of the software being used in designing a
drainage system in the pavement. The software is capable of computing several
calculations like roadway geometry, sieve analysis, inflow, permeable base design,
separator layer design, and edge drain design (ARA, 2004). With the potential benefits of
using software in pavement design, it also reduces human error by giving precise
information that leads to an in-depth analysis of the structure to adapt to the challenges of
climate change and rapid urbanization. Modeling pavement using a combination of field
and experimental data may also consider having accurate predictions of pavement
performance (Prozzi, Modeling pavement performance by combining, 2001).
One of the main thoroughfares that Cagayanos utilize when traveling from their
communities to the Central Business District (CBD) is the target study area, which is the
stretch of the Tuguegarao to Iguig route. Being the only road connecting the Tuguegarao
and the downstream part of Cagayan Valley, it is undeniable that road drainage is necessary
to build along this road section making it safe for road users even during harsh weather
conditions.
1.2 Statement of the Problem
Currently, the world's major transportation problems include traffic congestion,
automobile accidents, poor road safety, etc. However, one issue that is occasionally
overlooked, particularly in tropical areas, is the creation of drainage systems. It is the main
purpose of having drainage in the pavement is to divert the trapped water on the road to its
nearby catch basin.
2
Traffic flow is being hampered by several problems on the road portion. Having
poor road drainage in this section may result in road deterioration and incidents, especially
in asphalt pavement sections. Hence, the purpose of this study is to evaluate and look at
the different elements that have an impact on the condition and performance of asphalt road
pavements and the reasons drainage construction is necessary using the DRIP software
application.
According to (AES, 2021), Engineers that are in charge of drainages are aware of
flash flood events and design pavements to handle such water runoff events. Pavement
drainage issues on roads typically arise after the route has been in use for a long time and
the pavement weakens. As a result, the pavement surface must be topped with asphalt to
avoid any unneeded situations that might degrade the quality and serviceability of the
pavement drainage.
Water is one of the major factors that is affecting the pavements which results in
deterioration. Water shouldn't be allowed to accumulate in a pavement system for an
extended period of time since it can harm the pavement's ability to support loads and cause
an early collapse of the pavement (Wang, 2019). The local population's daily activities are
being negatively impacted by waterlogging, which is dangerous. In some small urban areas
where there is no suitable pavement drainage or drainage maintenance system after
significant rainfall, flooding occurs. Water-logged locations have been shown to have
certain issues (Amin, 2017).
Roads are necessary for a society to develop. It is simpler for people to go by
vehicle and on foot in cities with good road infrastructure. Drainage systems enable the
fast removal of runoff from impervious surfaces. The conveyance of the drain is made
3
easier by the slope of the invert or ground. When it comes to water-related issues including
loss of support, pumping action, and rutting, proper pavement drainage is crucial to
minimizing early failures. Rain that seeps through shoulders, joints, and cracks causes the
majority of water pavements to deteriorate. To clear water from pavement bases, proper
drainage is required (Dontha Venkatesh, 2022).
Due to the tropical climate of our nation, weather issues are frequent and have a
significant impact on the materials used to build road pavements. Here in Cagayan, there
are road pavements that are not in good condition. Some are experiencing deterioration,
cracking, potholes, slippage, depressions, rutting, and shoving. One of the main causes of
these pavement failures was water-induced, so the researchers want to determine the
pavement drainage performance with the use of Drainage Requirement in Pavement
(DRIP) for the potential sustainable and efficient pavement designs. Also, to know the
importance of pavement drainage to the transportation system of our locale.
1.3 Research objectives
1.3.1 General Objectives
The main goal of this research is to analyze the pavement drainage performance of
the study area by applying the DRIP software.
1.3.2 Specific Objectives
• To assess the drainage condition of the asphalt pavement along the Tuguegarao to
Iguig road section through field measurements and visual inspections.
4
• To determine the quality of drainage of the pavement of the study area using DRIP
software.
• To evaluate the draining capability of the existing pavement drainage in the study
area using the DPWH Standard Specifications in terms.
1.4 Research Questions
1. What remedial measures can be recommended to improve the drainage
performance of the asphalt pavement along Tuguegarao to Iguig road section based
on the findings of the study?
2. How accurate and reliable is the DRIP Software in predicting the performance of
the asphalt pavement drainage system on the selected road section?
3. What is the level of efficiency of the existing drainage pavement base on the DPWH
Standard Specifications?
1.5 Significance of the Study
The drainage system plays a significant role in our road system by diverting the
trapped water on the road to its nearby catch basin. Water being trapped on the road may
lead to infiltration of the layers that make up the road, which eventually reduces its lifespan.
Having a good drainage system is very important to secure the lifespan of the pavement
and minimize the failure that may occur. With the use of modern software in designing a
road drainage system, researchers may come up with precise information that leads to
solutions to drainage problems to adapt to the challenges of climate change and rapid
urbanization. Hence, this study of asphalt pavement drainage performance along the
Tuguegarao-Iguig Road Section using DRIP Software is very important to evaluate and
5
assess its current condition and also to come up with sufficient information that may lead
to the improvement of our road networks.
1.6 Scope and limitation of the Study
The scope of the study is confined in the selected study area where samples are to
be extracted. Samples will be collected specifically in the road segment where pavement
distresses are severe. The extracted samples will be used to analyze the performance of the
pavement drainage by applying DRIP Software. The study is expected to consume several
months, starting from the month of September 2022-May 2023.
1.7 Conceptual Framework
INDEPENDENT VARIABLES VS DEPENDENT VARIABLE
Road Geometry of the Existing

Asphalt Pavement Pavement Drainage Efficiency
Pavement layer properties
Figure 1.1: Conceptual Framework
6
CHAPTER TWO
2. REVIEW OF LITERATURE
2.1 DRIP Software
Moisture-related pavement distresses have long been identified as a major cause of
early failures and hastened pavement degradation. The Federal Highway Administration
(FHWA) provides drainage design recommendations in the form of a handbook that must
be followed. It performs drainage design for flexible and rigid pavements, as well as retrofit
edge drains; calculates time-to-drain and depth-of-flow in the drainage layer; performs
separator layer and geotextile designs; performs edge drain and geo composite fin-drain
designs, and converts input and output from SI to English units, or vice versa (Jagannath
Mallela, 2002).
2.1.1 DRIP Plot
Drip Plot is a software tool that works in tandem with DRIP to provide gradation
plots, aggregate separator design, and sensitivity analysis for permeable bases. It is used to
visualize and analyze the data collected via DRIP.
Unlike DRIP, does not provide file handling or data editing. As a result, any changes
or revisions to the data should be done with DRIP, and the new results may be re-plotted
with Drip Plot.
Once a plot has been constructed, Drip Plot allows the user to alter its look. This
covers changes to the names, legends, font sizes, vertical and horizontal axis scales, line
7
kinds, line colors, and line thicknesses. These customizable capabilities enable the user to
present and visualize data in the manner that best meets their requirements and preferences.
2.2 Road Pavement
A road pavement structure is composed of multiple layers of processed and
compacted materials of varying thicknesses and in both unbound and bound forms, which
together form a structure that primarily supports vehicle weights while also providing a
smooth riding experience (Ravindra K. Dhir, 2019).
2.3 Asphalt Pavement/Flexible Pavement
Flexible pavement is typically composed of a prepared roadbed beneath layers of
sub base, base, and surface courses. The sub base and/or base will be stabilized in some
circumstances to optimize the usage of local resources. (AASHTO Officials, 1993)
The term "prepared roadbed" refers to a layer of compacted roadbed soil or chosen
borrow material that has been compacted to a specific density.
The fraction of the flexible pavement structure between the roadbed soil and the base course
is referred to as the sub base course. It is often composed of a compacted layer of granular
materials, either treated or untreated, or of soil treated with an appropriate admixture. It is
distinguished from base course material by less strict specification criteria for strength,
flexibility, and gradation, in addition to its presence in the pavement. The sub base material
should be of higher grade than the roadbed dirt (AASHTO Officials, 1993).
The base course is built on top of the sub base course, or directly on the roadbed
soil if no sub base is employed. Its primary role in the pavement is structural support.
8
Aggregates such as crushed stones, crushed slag, crushed gravel, and sand, or mixes of
these materials, are commonly used.
Asphalt pavement is well-known for its toughness and resilience. Because of its
strength, asphalt pavement is the finest choice for almost all paved surfaces. Asphalt
pavement is preferred by the majority of state and federal agencies due to its dependability
and long life. If correctly laid, it should last for twenty to twenty-five years. Asphalt
pavement is also the most preferred choice for driveways, parking lots, highways, airstrips,
and other purposes. Asphalt may be found everywhere (Kim, 2020).
Asphalt is without a doubt the most feasible paving material. Asphalt roads have an
infinite lifespan. Perpetual pavements' foundation layers may be left in place eternally, but
the surface can be milled and changed as needed. Asphalt pavements are easier to maintain
since maintenance and surface repairs can be completed considerably more quickly than
PCC pavements and do not necessitate entire reconstruction (Association, 2022). However,
when the road is used, road fractures and collapse will occur owing to the increased number
of road vehicles. As a result, in addition to paying attention to asphalt paving construction
quality, attention should also be made to road maintenance and repair (Ye, 2021).
Moisture has a considerable impact on the performance of flexible (asphalt)
pavements. As a result, it is critical to eliminate moisture from such pavements as soon as
possible, especially to avoid allowing moisture into the pavement subgrade (Masoud Seyed
Mohammad Ghavami, 2019). Investigating this different mode of failure may reduce its
risk and increase pavement strength, which may lead to improved moisture resistance in
asphalt mixtures (Hend Ali Omar, 2020).
9
According to (Mazurowski, 2021), a surface layer of bitumen-bound aggregate
(asphalt concrete), numerous lower layers of adequate quality aggregate, and the subgrade
beneath comprise flexible pavement. The layers allow the pavement to "bend," decreasing
damage and the need for future repairs. This type of pavement consists of six layers which
are the following:
• Subgrade layer
• Sub-base layer
• Base course
• Binder course
• Surface course
Its primary goal is to produce a surface that is safe, smooth, and durable enough to
withstand the traffic that is expected to use during the design life. It also distributes loads
from the car tires onto a larger region beneath (subgrade - see later), preventing the
subgrade from deforming under repeated loading. Finally, it is critical to preserve the lower
pavement layers and subgrade from any water-related deterioration.
10
Figure 2.1: Layer of Flexible pavement (Source: Web)
2.4 Rigid Pavement
Rigid pavement is the technical name for any concrete road surface. Concrete
roads are referred to be stiff, whereas asphalt-covered roads are referred to as flexible.
These phrases relate to the amount of deformation that occurs in the road surface during
use and over time. The most significant advantages of adopting concrete pavement are its
durability and ability to retain form. There are three major varieties of rigid pavement that
are widely utilized across the world (McGee, 2022).
• Subgrade (existing soil)
• Sub-base course (if needed)
• Base course (non-erosive)
• Concrete slab (jointed)
11
Figure 2.2: Layers of rigid pavement/ PCCP (Source: Web)
2.5 Pavement Design
Surface and subsurface drainage must be considered throughout the design phase.
When appropriate, modifications are performed based on on-site studies of geological
characteristics and water seepage. During the building stage, the site is made accessible.
That building stage must be agreed upon by all stakeholders. Variations in subgrade
strength and water content will need modifications. While seepage and other difficulties
may have an influence on pavement performance. It is practically hard to address surface
drainage in a reasonable manner at the design stage. Address subsurface drainage until the
site is opened up during development (Mohd Azwan Salleh, 2019).
The different factors that affect road designs including geometrical factors and
environmental factors were further studied. Their study shows that temperature is the main
factor that affects the resilient modulus of asphalt layers (Juta, 2021). Cracking,
disintegration, and subsurface deformations are the most common asphalt pavement
distress that results from poor pavement drainage (Wadekar, 2021; Ye, 2021).
12
A rise in moisture content reduces or destabilizes the soil mass, depending on the
type of soil and the method of stress application (Jamal, 2017). Due to their drainage
characteristics and the amount of time the layer's material is exposed to moisture levels
close to saturation, the drainage coefficients are frequently believed to be a good indicator
of the strength loss in a pavement layer. When drainage conditions are favourable, an
engineer constructing a suitable pavement may take into account a value higher than what
is often expected for common materials; on the other hand, a decreased drainage coefficient
would cover poor drainage situations (George Kollaros, 2017).
Different kinds of road surface distress appear on the roads within one to two years
after its construction. As a result, it is critical to precisely design road pavements while
considering the road standard, traffic volume, type of soil, rainfall, locally available
materials, availability of modern machinery and construction equipment, and so on.
Bituminous road pavement design should result in the perfect solution for road surface
failures and, ultimately, the elimination of potholes on roads to make roads permanently
pothole-free. Another major cause of road pavement failure is the stagnation of road surface
and subsurface water. Rapid drainage of road surface and subsurface water is therefore
critical (Wadekar, 2021).
2.6 Road Drainage
Drainage is an essential aspect of the design process for all types of roads. Surface
runoff is always present, whether on a freeway or a connecting road. The highway engineer
may include a slope in the road's design to drain surface water. In other circumstances,
however, the slope is insufficient, and a cross-slope with a ditch at the end is required to
13
collect and dispose of the runoff. However, road drainage is a broad topic in transportation
engineering. To choose the correct form of drainage for your road, you must be
knowledgeable about the various types and the functions they provide (Iqbal, 2022).
Drainage becomes a problem when a ditch fails to direct and carry runoff away due
to poor physical condition, capacity, or maintenance. Water puddles on the road reduce the
soil's load-carrying capacity, hastening the cracking process. Maintaining a good road
infrastructure is a continuous process. As a failing road and drainage system needs to have
regular maintenance to minimize the cause of road accidents, it will also increase its
maintenance cost (Ismiyani, 2018).
2.7 Surface Drainage
The drainage system in which surface water is collected and disposed of is referred
to as a surface drainage system. It is excellent for directing rainfall away from the roadway.
It is useful in locations with a lot of rain. Water is evacuated from this drainage system by
giving a camber and cross slope to the surface. The camber and slope are determined by
the kind of pavement and the amount of rainfall. This sort of drainage system reduces
rainfall intrusion. Involves water interception and diversion from the road surface
(Facilitator, 2022).
The study of (Chen, et al., 2021) shows that the primary significant determinants in
Permeable Road surface runoff lessening are the rainfall frequency period, structure, and
depth of the permeable layer. Stormwater runoff can reduce the runoff depth and the
coefficient value by more than 14% while somehow delaying runoff start timing by over
40 minutes. Surface water runoff mostly in base course storage and drainage could only
14
occur when the recurrence period is 50 years. Under all recurrence periods, the fully
permeable generates no runoff.
2.8 Subsurface Drainage
Subsurface drainage systems are frequently employed in locations where the soil
does not drain rapidly enough on its own. Many agricultural areas rely on similar devices
to keep crops from flooding and to keep labor going. Subsurface drainage is frequently
required on highways and other paved surfaces to discharge water that might gather beneath
the surface after heavy rains (Childress, 2022).
The inflow-outflow technique of analysis, open-graded drainage layers, collector
drains, pipe outlets, and markers are all design criteria and methods for pavement
subsurface drainage systems. Design examples are provided for embankment portions, cut
sections, and super-elevated curves. The emphasis is on draining water that infiltrates the
pavement structure from the surface via cracks, construction joints, permeable surfaces,
medians, and shoulders. The paper concludes with basic guidelines for the design,
construction, and operation of subsurface drainage systems (CEDERGREN, 2022).
2.9 Permeable Pavement Design
The study of (Asif Iqbal, 2022) on Permeable Pavements for Flood Control in
Australia stated that permeable pavements reduce urban flooding by enhancing the
efficiency of water management by allowing rain and surface runoff to permeate through
their surface. The local soil and precipitation conditions have a significant impact on how
permeable pavements are designed. It has been proven, using the most up-to-date
15
hydrological design techniques, that the kind of subgrade soil and the intensity of rainfall
have a significant impact on design attributes. A minimal base course design thickness of
100 mm is frequently suitable in Australia's west, southwest, and central regions due to the
predominance of sandy soils and low rainfall intensities.
2.10 Drainage Coefficient
Table 4.1: Recommended Drainage Coefficient (Mi) (AASHTO Flexible Design
Method, 1993)
QUALITY OF DRAINAGE PERCENT TIME PAVEMENT STRUCTURE IS EXPOSED

TO MOISTURE LEVELS APPROACHING SATURATION
Level Water Less than 1-5% 5-25% Greater than

removed 1% 25%
within
Excellent 2 hours 1.40-1.35 1.35-1.30 1.30-1.20 1.20
Good 1 day 1.35-1.25 1.25-1.15 1.15-1.00 1.00
Fair 1 week 1.25-1.15 1.15-1.05 1.00-0.80 0.80
Poor 1 month 1.15-1.05 1.05-0.80 0.80-0.60 0.60
Very Poor No drainage 1.05-0.95 0.95-0.75 0.75-0.40 0.40
Source: AASHTO Flexible Design Method, 1993
The drainage coefficient (Mi) represents the relative loss of strength due to its
drainage characteristics and the total time it is exposed to near-saturation moisture
conditions, according to the AASHTO Rigid Pavement Structural Design (1993). Quick-
draining layers with low saturation can generally have coefficients as high as 1.2, whereas
slow-draining layers with high saturation can have coefficients as low as 0.80. The drainage
coefficient of 1.2 if subsurface drainage is expected to be a problem, positive drainage
measures should be put in place.
16
In general, using drainage coefficients to compensate for poor drainage conditions
is not recommended. Because of the risk associated with its use, increasing slab thickness
does not always solve water-related problems; instead, the drainage coefficient is
frequently ignored and set to Mi = 1.0.
2.11 Summary of the Literature Review
The majority of state and federal agencies prefer asphalt pavement because of its
reliability and performance. It ought to last up to twenty-five years if properly installed.
Asphalt pavement is also the most popular option for driveways, parking spaces, highways,
and airports, among other things. It is stated in the recent literature reviews the relevance
of having functional drainage in asphalt pavement which allows the flow of storm water
from the pavement which helps the pavement reduce its risk of different failures. It also
shows the important roles of every layer of asphalt pavement that should be taken into
consideration when designing a pavement to exceed its expected design life.
Also found in recent studies is that the permeability of the pavement has a vital role
in the design of the pavement which reduces the effects of environmental factors. Water, as
the primary enemy of all structures, when stagnant on the surface of the road causes early
pavement failures and affects the passage of motorists. Designing pavement is a crucial
part of road construction for there are many parameters that should be taken into
consideration like physical and environmental factors.
17
2.12 Gap Identified from the Literature Review
According to a literature review, pavement drainage design is an important
parameter in road design. It is because it plays a critical role in preventing water
accumulation, which is the worst enemy of all structures, thereby extending the pavement's
design life. Some studies have revealed more detailed data due to the use of the software.
Recent studies about the effectiveness of using software in pavement drainage designs have
yet to document the use of DRIP Software in the design of pavement drainage. As a result,
we are eager to pursue this research to test the efficiency and capability of the
aforementioned software and to document the differences between the software and the
DPWH Standard Specifications.
18
CHAPTER THREE
3. RESEARCH METHODOLOGY
3.1 Introduction
To have a thorough understanding of prior work and the field, it is crucial to
examine related literature. The analysis of the primary issue of the study field, which was
discovered in other studies, and the review of relevant publications to get additional
information are key tasks for researchers. The DRIP Software is typically used by
researchers to analyze the pavement drainage that can be found in the study area. The
researchers acquired data through observation, documentation, and recordings where
various methods of information gathering are taken into consideration.
3.2 Study Area
The study area is situated between the municipalities of Iguig and Tuguegarao along
the route that connects the two. Urbanization has a significant negative influence on the
environment, which drives up demand for transportation, leading to an increase in the
number of cars owned by individuals, which increases population and worsens traffic
congestion. Along with severe rains that caused water to be accumulated in road cracks and
saturated the pavement, which led to the road's deterioration, congestion is also a major
factor that contributes to the distress of road pavement. Because it is the most effective
means of averting these problems, road drainage steps in to help. The research area is
shown below:
19
Philippines Cagayan
Tuguegarao to Igui g Tuguegarao City and Iguig

Road Section
Figure 3.1: Map of the study area (Carig Regional Center to Iguig Municipal Hall)
(Source: Google Map 2022)
3.3 Research Design Process
The research was quantitative and has a descriptive and correlational focus. DRIP
Software was used in the procedures to study asphalt pavement drainage on the
Tuguegarao-Iguig road section. To acquire information and take into account the
parameters that are present in the study area, a survey was conducted. DRIP Software was
used by the researchers to assess the design, construction, and maintenance of the
mentioned study area as well as its efficiency as an asphalt pavement drainage. The
researchers also collected data from the pavement where measurements of the road are
20
collected. Purposive sampling was conducted along the target study area. Regression
analysis will also be used to analyze collected samples to determine the relationship
between the geometric properties of the pavement, the design, pavement performance, and
factors that affect the workability of the pavement.
21
LITERATURE REVIEW
PRELIMINARY SURVEY SITE SELECTION
DATA COLLECTION
(Purposive sampling)
GEOMETRIC PAVEMENT LAYER SOIL

PROPERTIES PROPERTIES PROPERTIES
DATA ANALYSIS
USING DRIP
SOFTWARE
THE RELATIONSHIP BETWEEN IMPACTS OF POOR

THE GEOMETRIC PROPERTIES PAVEMENT DRAINAGE
OF THE PAVEMENTS’ DESIGN,
PERFORMANCE, AND
FACTORS THAT AFFECT THE
WORKABILITY OF THE
PAVEMENT.
CONCLUSION AND
RECOMMENDATIO N
Figure 3.2: Research Design Flow Chart

22
3.4 Study Period
The study was finished by the precise tasks and time constraints listed in the work
schedule section. The research took place between October 2022 and May 2023.
3.5 Sample Population
The sample population of this study was the road segment that connects the city of
Tuguegarao and the municipality of Iguig which has an asphalt pavement. Additionally, the
parameters that are found in the study area are considered in executing the study.
3.6 Sampling Technique and Sample Size
To determine the parameter that was used in measuring the effectiveness of the
asphalt pavement using DRIP Software, a purposive sampling technique was applied in the
study region. Through site visits and data measurements, the parameters to be employed
was found.
3.7 Data Collection
3.7.1 Preliminary Survey
The researchers determine the range of the study area using Google Earth. A survey
was conducted in the study area where the pavement properties was measured. The
gathered data was calculated using the DRIP Software. The average rainfall data of the
study area will be taken in the data of PAGASA to determine the amount of rainfall where
it was used to solve the inflow and outflow of water on the surface of the pavement together
with the time-to-drain.
23
In addition, a detailed visual inspection of the study area was carried out to identify
problems that existed along the roadway. Survey equipment was used to conduct a
preliminary survey of the study area, and pictures of the study area were captured. The
hydrological data needed to build the road geometry was acquired from Cagayan Valley
Medical Center in Carig Tuguegarao City to Iguig Calvary Hills.
3.7.2 Sample Extraction and Laboratory Testing
The researchers extracted samples from the study region using push probes,
hammer probes, and bucket augers. They are to run the test to measure the percentage of
different grain sizes contained within the soil sample using the samples taken from the
field.
3.7.2.1 Geometric Measurements Collection
The researchers determined the geometric properties of the asphalt pavement that
was used in Roadway Geometry Calculations. The researchers measured the longitudinal
slope of the roadway, the width of the surface, the length of the drainage path, and, the
distance from the edge of the surface to the edge of the base of every station where
pavement failures can be found. The collected measurements were entered into the DRIP
Software which then the software performs the calculation of the roadway geometry. The
parameters needed for the calculation are shown in Fig. below:
24
Figure 3.3: Pavement Width
Figure 3.4: Longitudinal Slope
Figure 3.5: Typical cross section of an asphalt pavement
The figure below shows a flowchart of the data flow on the Roadway Geometry property
page.
CALCULAT
INPUT SELECT INPUT E OUTPUT
CALCULATE
GEOMETR W
Sr, Lr
b, c Y S, Sₓ Sr, Lr
Roadway Geometry
Figure 3.6: Flowchart for the Roadway Geometry.
Parameters:
b geometric parameter- width of the surface
c geometric parameter- distance from the edge of the surface to the edge
of the base
25
W width of the drainage path
S longitudinal slope
Sx transverse slope
Sr resultant slope of the drainage path
Lr resultant length of the drainage path
Geometry A: Center-crowned pavement with edgedrain on both sides.
Geometry B: Pavement with a constant slope toward edgedrain on one side.
3.7.2.2 Sieve Analysis
The researchers undertook sieve analysis to determine the gradation of soil samples
collected from the study region. The samples were assessed based on the coefficient of
curvature and the coefficient of uniformity. Knowing the geometric parameters of a curve,
the value of the Curvature coefficient (Cc) defined the types of soil that may be used for
grading the curve. The researchers input all the sieve data in the Gradation Analysis Box
to perform the grain size distribution analysis (Dorji, 2022).
Parameters:
k permeability, unit weight, specific gravity
Dxy particle size that is larger than xy% of material (by weight)
P200 percent of material passing the #200 sieve
Cu coefficient of uniformity of material
26
Cc coefficient of curvature or gradation material
n porosity
nₑ effective porosity
3.7.2.3 Coefficient of Uniformity
The uniformity coefficient (Cu) is calculated by dividing D60 by D10. A Cu value of
4 to 6 indicates that the soil has been graded properly. If the Cu value is less than four, the
soil is classified as poorly graded or uniformly graded. Soil that has been uniformly
graded contains identical particles with Cu values close to 1. A uniformity coefficient of
2 or 3 indicates that the soil has been graded in an inefficient manner. Beach sand can be
found in this category. A higher Cu value indicates that soil particles of various sizes are
present in the soil mass (S. Hossain et. al., 2018).
The coefficient of uniformity is given by,
𝐷
𝐶𝑈 = 𝐷60 (Equation 1)
10
Where:
Cu coefficient of Uniformity
D60 60 percent passing by weight
3.7.2.4 Effective Size
D10 represents the effective particle size. This means that 10% of the particles are finer
than D10, while 90% are coarser. This is the size that has been weighted down by 10%.
27
D60 is the particle size at which 60% of the particles are finer and 40% are coarser than
D60. D30 is the particle size where 30% of the particles are finer by weight and the
remaining 70% are coarser. As a result, the gradation measures D10, D30, and D60 are
used.
3.7.2.5 Coefficient of Gradation
For the soil to be properly graded, Cc must be between 1 and 3. For any single-
sized soil mass, the coefficient of curvature (Cc), which defines the shape of the grain-
size curve, is the ratio of the square of that size, of which 30% of the sample is finer (D30),
to the product of the D60 and D10 sizes (S. Hossain et. al., 2018).
The coefficient of gradation can be derived from the formula,
(𝐷30 )2
𝐶𝐶 = (Equation 2)
(𝐷10 )(𝐷60 )
Where:
Cc coefficient of curvature
Well-graded soils have a wide range of particle sizes and provide an adequate
representation of all particle sizes between the largest and smallest. For the soil to be
classified as a well graded, its coefficient of uniformity must be greater than 4 and its
coefficient of gradation must be greater than 1 but less than 3.
28
Poorly graded soils have most particles that are roughly the same size or have a range of
sizes with intermediate sizes missing or skip grades. The gradation or grain-size
distribution of course-grain soils is indicative of the soil's physical properties. Gradation,
on the other hand, is much less important in soils that are predominantly fine-grained. The
coefficient of uniformity in order to classify as a poorly graded soil is less than 4 and/or
the coefficient of gradation is less than 1 and greater than 3.
3.7.2.3 Inflow Computation
Water enters the structure of any pavement by surface infiltration, water from a
higher elevation, and seepage through hills. This water filters via cracks and joints on the
surface, hence the crack infiltration technique proposed by Ridgeway (1976) was used to
calculate the influx (qi) through cracks.
𝑁 𝑊
𝑞𝑖 = 𝐼𝑐 [ 𝑊𝑐 + 𝑊𝐶𝑐 ] + 𝑘𝑝 (Equation 3)
𝑆
Equation for calculating inflow using Crack Infiltration Method
Where:
Ic = Crack infiltration rate (0.223 m3 /day/m as suggested by Ridgeway);
Nc = Number of contributing longitudinal cracks (number of lanes +1);
W= width of the drainage layer
29
Wc = Contributing Length of transverse cracks, usually equivalent to paved surface
width.
Cs = spacing of the transverse cracks (=40 for flexible pavement)
Kp= rate of infiltration through the uncracked pavement which may be assumed to
be zero.
In Infiltration Ratio Method, the researcher entered the known rainfall rate R of the
study area, which may be estimated using the map presented in the DRIP Software's online
support. The application displays the map for a 2-year, 1-hour storm by default, as
suggested by FHWA, and the map for a 1-year, 1-hour storm can be disabled. Both maps
display R values in millimeters per hour.
The formula below is used to calculate the inflow.
𝑞𝑖 = 𝐶𝑅𝐹 (Equation 4)
Equation for calculating inflow using Infiltration Ratio Method
Where:
qᵢ = inflow
C = infiltration coefficient
R = rainfall rate
30
3.7.2.4 Permeable Base
It is the capacity of the pavement's surface to be penetrated by liquid or gas. There
are parameters to consider while designing a permeable pavement foundation, including
depth-of-flow and time-to-drain. Before attempting to do the base design using the depth-
of-flow approach, total inflow should be determined. A flowchart showing the data flow in
the permeability base is shown in the figure below.
31
Depth of flow Time to drain
Select
Method
Input qi, k, Lr Input ne, k,

Sr, Lr
Calculate
Percent drainage Percent saturation
Hmin Select
criteria
Input U Input S, n
Input H
Calculate qd Calculate U
Calculate t
Output H,
qd
Output U, t
Figure 3.7: Flowchart for Permeable Base
Permeable Base- Time to drain Method parameters required to calculate the time
required to drain U% of water from the base.
Parameters:
n porosity of base
ne effective porosity of the base
32
k permeability of base
Lr resultant length of the drainage path
H thickness of base
U percent drainage
S percent saturation
t time required to drain U% of water from the base
Permeable Base- Depth of Flow Method
Parameters:
qi rate of infiltration into permeable base
k permeability of the base
Lr resultant length of drainage path through the base
Hmin required thickness of permeable base
H actual thickness of the permeable base
qi capacity of the permeable base
3.7.2.5 Coefficient of Permeability
The coefficient of permeability is primarily influenced by the characteristics of the
permeable base materials. The key properties that significantly affect permeability include
the effective grain size (D10), porosity (n), and the percentage passing the No. 200 sieve
(P200). These parameters account for more than 91 percent of the observed variation in
33
measured hydraulic conductivity. However, it is important to note that proper gradation
and density are crucial for the stability of granular materials.
In order to achieve the desired permeability, it is necessary to remove the fine
portion of the aggregate, which can potentially affect the stability of the drainage layer in
a negative way. To mitigate this effect, a small amount of asphalt or Portland cement can
be added as a stabilizer, especially for materials with more open-graded characteristics.
This addition of stabilizer only slightly reduces the permeability.
Due to the complex nature of quantifying the coefficient of permeability, several
empirical methods have been developed to estimate it. Various approximate relationships
exist between permeability and grain size, providing useful guidelines for understanding
the permeability characteristics of different materials. The most common relationship is
that suggested by Hazen (for filter sands):
𝑘 = 𝐶𝑘 𝐷102 (Equation 5)
k permeability, mm/s
Ck effective grain size corresponding to size passing 10 percent
D10 experimental coefficient
34
3.8 Study Variables
3.8.1 Dependent Variable
Pavement Drainage Efficiency was used as the dependent variable to be able to
come up with a design that would apply in the study area.
3.8.2 Independent Variable
Road Geometry of the Existing Asphalt Pavement: during the field visit, the
road geometric properties of the existing pavement were used independently to determine
the performance of the study area.
Pavement layer properties: to determine the efficiency of the drainage design in
terms of permeability, the study's pavement layer properties were considered as an
independent variable.
3.9 Data Processing and Analysis
In performing the Data Processing and Analysis, the researchers followed the
following steps:
Step#1: Data Extraction
Data extraction and measurement have been carried out using extraction and
measuring tools. This process will be completed at every station until the researchers reach
the edge of the study area.
35
In the Data extraction, the researchers extracted soil sample on the open-graded
shoulder of the travelled road adjacent to the most distressed part of the asphalt pavement
along our study area where there is ongoing road shoulder construction. During the
extraction of samples, the researchers were also able to measure the thickness of the asphalt
and the PCCP. The researchers extracted two (2) soil samples, Sample 1 (S1) & Sample 2
(S2), at the same in-depth but at different locations.
Step#2: Road Geometric Measurement
After the extraction of soil samples, the researchers conducted Road Geometric
measurements and surveyed the road to obtain the cross slope and longitudinal slope. In
measuring the geometry of the road, the researchers used tape measure in measuring the
width of the road. With the use of the total station, the researchers were able to obtain the
longitudinal and cross slope of the road. The distance between the two samples is 100
meters. To be able to obtain the longitudinal slope of the pavement, the researchers took
the elevation of the road every 20 meters from the S1 and S2 using a total station. The result
of the survey was used to determine the longitudinal slope of the pavement.
Step#3: Laboratory Testing
Laboratory activities, such as gradation, were conducted with the gathered samples
from the study area to assess the particle size distribution of the existing pavement's
underlying layers and determine the moisture content of the gathered samples. One soil
sample weigh more than 50 kilograms and was brought to the laboratory testing center for
gradation. The Gradation test was held at the Laboratory Testing Center and the lab test for
36
the moisture content (in percent %) and for the specific gravity (Gs) was held at the
Engineering Laboratory.
For identifying the unit weight (kg/ m3) of the soil samples needed to input in the
DRIP software, researchers followed these procedures:
Materials needed:
Weighing scale, Container (glass box), Soil samples
Procedure:
Step 1. After getting the soil sample at the study area, weigh the container to be used.
Step 2. Transfer the soil sample to the container and weigh it.
Step 3. Subtract the weight of the container with the soil sample to the container without
the sample.
Step 4. Compact the soil sample on the container and measure its volume.
Step 5. Using the formula for calculating the unit weight:
𝛾 = 𝑊/𝑉 (Equation 3)
where: W = weight of the sample (kg)
V = volume of sample in the container (m3)
γ = unit weight of soil (kg/m3)
For identifying the specific gravity of the soil samples needed to input into the DRIP
software, researchers followed these procedures:
37
Materials needed:
Weighing scale, Sieve shaker, Denatured alcohol, Sieves, Pan (for drying), Hand trowel,
Lighter, Beaker, Water, Spatula, Distilled water
Procedure:
Step 1. The soil sample used in getting the unit weight, it then dried in the pan using the
denatured alcohol.
Step 2. After drying, get a portion of the soil sample and put it in the sieve.
Step 3. Put sieve no. 4, 10, 20, 40, 50, 60, 80, 100, 120, 200, and pan in the sieve shaker
and shake it for five minutes.
Step 4. After shaking, separate the sample retained in sieve number 80.W
Step 5. Weigh the beaker and transfer 300 grams of the sample from sieve number 80.
Step 6. Pour water into the beaker with the sample until the water reaches the 1-liter line,
stir well, and using the weighing scale get its weight.
Step 7. Get an empty 1-liter beaker and pour a 1-liter of water then weigh it again.
Step 8. Using the formula for calculating the specific gravity:
𝑊𝑠𝑜𝑖𝑙 ⁄𝑉 𝑊𝑃+𝑆 −𝑊𝑃

𝐺𝑆 = = (Equation 4)
𝑊𝑤𝑎𝑡𝑒𝑟 ⁄𝑉 (𝑊𝑃+𝑊 −𝑊𝑆 )−(𝑊𝑃+𝑆+𝑊 −𝑊𝑃+𝑆 )
Where: Gs = Specific gravity
Wp = mass of beaker (g)
Wp+s = mass of beaker and soil (dry sample) (g)
38
Wp+s+w = mass of beaker, soil, and water (g)
Wp+w = mass of beaker when full of water only (g)
Step#4: Application of DRIP Software
The data from the result of the Laboratory Tests, Field Surveys and Road
Measurements were compiled and was used as an input to the DRIP Software in order to
be able to perform the calculations in the Software.
Step#5: Interpretation, Conclusion, and Recommendation
Finally, after entering the necessary data into the DRIP Software, the next stage was
to evaluate the results, reach a final decision, and provide suggestions/recommendations.
3.10 Data Quality Assurance
The quality of data collected was checked using the latest existing DPWH
Standards Specifications.
3.11 Plan for Dissemination
The findings of this study will be disseminated to responsible bodies through the
presentation, public lectures at different levels, preparing and putting a hard copy in the
library, and publishing in peer review journals.
39
CHAPTER FOUR
4. OBSERVATIONS, RESULTS AND DISCUSSIONS
This chapter discusses the observations based on visual inspection, results of the
laboratory test and the analysis of the pavement using the DRIP Software.
4.1 Visual Inspection
Visual inspection of asphalt pavement was conducted to provide valuable
information about the current condition of the pavement. The inspection began at Carig in
Tuguegarao City and ended at Centro in Iguig. During the inspection, areas, where water
appeared to be causing problems on the pavement's surface, were examined. There appear
to be numerous surface issues along the road section, which could be the root cause of the
deterioration. The asphalt pavement suffered the most from pavement distress.
The most serious pavement issues observed were the occurrence of potholes,
rutting, and cracks. This is an indication of poor pavement drainage or insufficient
drainage. Some potholes and cracks have already been repaired, but others have not, and
some have grown in size over time. The majority of the potholes found are along the asphalt
pavement. The size and shape of the potholes on the road section vary. The largest pothole
noticed was nearly 1 foot wide and had a depth equal to the thickness of the wearing course,
exposing the underlying layers of the pavement beneath. If left untreated, these potholes
grow larger and deeper over time, causing openings in the pavement and further water
infiltration and damage. This could create serious hazards for drivers and pedestrians like
damage to vehicles, such as flat tires and bent wheels, and also road accidents.
40
During the inspection, it was also discovered that the cross slope of some parts of
the road section appeared to have already flattened. Due to surface issues, the pavement's
edge appeared to be level with the centerline. There were some drainage features installed,
such as roadside drainage, but they were only a few meters long. It does not span the entire
length of the road.
As the result of the visual inspection, it can be concluded that the inspection of a
road section from Carig to Centro revealed numerous surface issues, including potholes,
rutting, and cracks. The asphalt pavement was the most affected, and poor pavement
drainage or insufficient drainage may have caused the damage. Some potholes and cracks
were repaired, while others grew in size. The largest pothole observed was nearly 1 foot
wide and had a depth equal to the thickness of the wearing course. The pavement's edge
appeared to be level with the centerline due to flattened cross slopes. Although roadside
drainage was installed, it did not span the entire length of the road. If left untreated, these
issues could create serious hazards for drivers and pedestrians.
Figure 4.1: Observed defects on existing pavement surface in the study area.
41
4.2 Roadway Geometry Measurements
According to DPWH, the minimum width of a national road was 3.35 meters for
one lane. This brings the total to 6.70 m for two lanes. The asphalt road along Malabbac,
Iguig, which is considered a national road, is 7.0 meters wide. This indicates that the road
width exceeds the minimum requirement. The asphalt binder course appears to be 100mm
thick, the base course is 300mm thick, and the sub-base course is 300mm thick. The asphalt
binder course ranges in thickness from 50mm to 100mm. The thickness of the base course
should be between 100mm and 300mm, and the thickness of the sub-base course should be
between 100mm and 300mm. This means that the pavement complied with the minimum
thickness required by the DPWH Standards.
4.3 Field Survey
4.3.1 Longitudinal Slope
A field survey was conducted in the study area using the Total Station to determine
the longitudinal and crown slopes of the pavement. The distance between S 1 and S2 was
initially measured and appears to be 100 meters. Each prism pole, with a height of 1.5
meters, was spaced 20 meters apart from S1 to S2. Table 4.1 displays the station at a distance
of 20 meters from the corresponding elevation for each station. The longitudinal slopes for
S1 and S2 can be calculated from the table and are 0.0021 m/m and 0.0014 m/m,
respectively. Table shows the tabulated result of the conducted survey.
42
Table 4.2: Actual field measurements
Result of survey for Longitudinal Slope
Station Distance (m) Elevation (m)

Sta. 1 (S1) 0 0.05
Sta. 2 20 0.079
Sta. 3 40 0.107
Sta. 4 60 0.078
Sta. 5 80 0.029
Sta. 6(S2) 100 -0.05
4.3.2 Cross Slope
The 1.5-meter-tall Prism pole was placed at the road's edge and centerline using the
Total Station. The elevation at the edge is 0.115 meters, while it is 0.154 meters at the
centerline. The researchers were then able to calculate the actual cross slope of the
pavement using some mathematical equations, which turned out to be 1.1%, or 0.011 m/m.
The typical crown slope, or cross slope, of the pavement used by the DPWH for flexible
pavement, was 2%, or 0.02 m/m. It was discovered that the actual slope did not match the
designed slope. The actual slope, which was 1.1%, was 45% less than the designed slope.
This indicates that the intended criteria were not met.
43
4.4 Laboratory Test Results
4.4.1 Gradation Test
After the soil samples were extracted, they were taken to the Mega Testing Center
for gradation testing. Before sieving, the samples were oven- and sun-dried. The results of
the grading at the testing center are shown in the table.
From the result of the gradation test, it was found out that S1 appears to be Subgrade
(Item 105) and S2 appears to be Sub-base (Item 200). Table 4.2 and 4.3 shows the results
of the gradation test.
Table 4.3: Result of Sieve Analysis – S1
Specification Item No. 105 (Subgrade)
REQUIREMENTS
TESTS RESULTS
Sieve analysis, Cumulative %
Passing, Sieve size, inch
3 - 100
2½ - 100
2 100 100
1½ - 98
1 55-85 81
¾ - 74
½ - 64
3/8 40-75 52
4 - 41
10 - 25
40 - 12
200 0-12 11
*Results of sieve analysis taken at MEGATESTING CENTER INC.
44
Table 4.4: Result of Sieve Analysis – S2
Specification Item No. 200 (ASBC)
TESTS REQUIREMENTS RESULTS
Sieve analysis, Cumulative %

Passing, Sieve size, inch
3 - 100
2½ - 100
2 100 100
1½ - 97
1 55-85 83
¾ - 79
½ - 66
3/8 40-75 56
4 - 42
10 - 32
40 - 15
200 0-12 9
*Results of sieve analysis taken at MEGATESTING CENTER INC.
Table 4.5: Soil Sample Composition
SAMPLE SOIL COMPOSITION (%)
Gravel Sand Silt/Clay
1 59 30 11
2 58 33 9
*Results derived from the Sieve Analysis
Table 4.5 shows composition of the soil sample. The soil composition of S1 appeared to be
59% gravel, 30% sand and 11 % silt/clay and for S2 appeared to have a soil composition of
45
58% gravel, 33% sand and 9% silt/clay. It shows that both samples is considered to be a
coarse grain soil because more than 50% was retained in sieve number 4 (4.75 mm).
4.4.2 Laboratory Test for Unit Weight and Specific Gravity
Table 4.6: Laboratory Results
NO. DESCRIPTION SAMPLE 1 SAMPLE 2
1
2 Weight of container 5.33kg 5.33kg
with soil
4 Weight of sample 16.71kg 14.68kg
5 mass of beaker (g) 266.1g 266.1g
6 mass of beaker and soil 566.2g 566.1g
(dry sample) (g)
7 mass of beaker when 1263.2g 1263.2g
full of water only (g)
Table 4.5 shows the results of the Laboratory Test conducted to obtain the Specific
Gravity and unit weight of the samples.
Table 4.7: Calculated Specific gravity and Unit weight of the samples
SAMPLE 1 SAMPLE 2
Specific gravity 2.62 2.33
Unit weight 1852.04 kg/m^3 1812.4 kg/m^3
According to the calculations, Sample 1 (Base course) has higher specific gravity
and unit weight than the Sample 2 (Subgrade). In general, the Base course has higher values
46
than the Subgrade, because the base course is often composed of denser and heavier
materials than the subgrade, its specific gravity and unit weight are usually higher. Base
course materials are intended to create a strong and sturdy foundation for the pavement,
and they are frequently composed of crushed stones or aggregates with a greater specific
gravity than the natural soils that comprise the subgrade. Furthermore, the base course is
often put on top of the subgrade and compacted to a larger extent, increasing density and
unit weight.
4.5 DRIP Software Analysis
4.5.1 Roadway Geometry
The user has provided values of 7.0 m and 0.35 m for parameters b and c,
respectively. Geometry A or Center-crowned pavement with edgedrain on both sides has
been selected that will be used in the analysis. Selecting the calculator icon yields a value
of the width of the permeable base of 3.8 m. As a result of the survey, 0.0014 is the input
value for the longitudinal slope (S) and 0.02 for SX, respectively. The calculated result is
0.02 m/m for the Resultant slope (SR) and 3.81 m. for the resultant length of the drainage
path (LR).
47
The illustration below shows the Roadway Geometry setup in the DRIPS Software where
the parameters are calculated.
Figure 4.2: Roadway Geometry Property Page

Source: DRIP Software Screenshot
4.5.2 Sieve Analysis
The computed unit weight and specific gravity of S1 were entered into the porosity
box to calculate the sample's porosity (n). According to the results of the laboratory test, S1
has a unit weight of 1852 kg/m3 and a specific gravity of 2.62. Choosing the calculator icon
yields a porosity value of n = 0.293.
48
In the same manner, the computed unit weight and specific gravity of S2 were
entered into the porosity box to calculate the sample's porosity (n). According to the results
of the laboratory test, S2 has a unit weight of 1812 kg/m3 and a specific gravity of 2.33.
Choosing the calculator icon yields a porosity value of n = 0.222. The fines content is
usually limited to a maximum of 10% for normal pavement construction and 6% where
free-draining sub base is required.
Figure 4.3: Sieve Analysis Property Page- Base course (S2)

49
Figure 4.4: Sieve Analysis Property Page- Subgrade (S1)
The Water loss Method was chosen to compute the effective porosity (ne). When
you select the radio button water, a dialogue box will appear with a table containing values
for water loss for P200 of 0%, 2.5%, 5%, and 10% for gravel or sand materials. Silt was
identified as the type of fines found in the sample. Two water loss values, one for sand and
one for gravel, are automatically calculated and displayed in the P200 column dialog box.
The water loss values for Gravel that correspond to the material being analyzed were
chosen. S1 has a calculated water loss of 32%, while S2 has a calculated water loss of 28%.
50
As a result, the effective porosities for S1 and S2 are ne = 0.094 and ne = 0.062,
respectively. The values computed on this property page result in the generation of the
value of the material's permeability (k), which is k = 0.568 m/d for S1 and k = 0.032 m/d
for S2. Moreover, from table 4.2 shows the calculated values for the coefficient of
uniformity (CU) and coefficient of curvature (CC) in which it determines the classification
of soils. For S1, the calculated values for Cu and Cc are 188.63 and 9.95, respectively. The
computed values indicates that the soil is a poorly graded soil. In the same manner, for S2,
the calculated values for Cu and Cc are 95. 17 and 2.30, respectively, which indicates that
the base course is considered to be a well graded soil. The classification and identification
of the soil if it is well graded or poorly graded is based on the Unified Soil Classification
System (refer to Appendix B).
51
Figure 4.5: Grain size distribution- Base course
Source: DRIP plot
Figure 4.6: Grain size distribution- Subgrade

Source: DRIP Plot
52
Figure 4.4 and figure 4.5 show grain size distribution a narrow range of grain sizes
and a wide range of grain sizes, indicating a steep and gradual slope, respectively. The
graph's peaks and valleys indicate the soil sample's predominant grain size or sizes.
Permeability: The grain size distribution helps in determining the permeability of
soil. Coarser particles have higher permeability than finer particles, and the presence of
both coarse and fine particles can create a permeability barrier or filter effect. In general,
soils with a wider range of particle sizes have higher permeability.
Compressibility: The grain size distribution also affects the compressibility of the
soil. Fine-grained soils, such as clay, tend to be more compressible than coarse-grained
soils, such as sand or gravel. The compressibility of a soil can be estimated based on the
void ratio, which is related to the grain size distribution.
Shear strength: The grain size distribution can also affect the shear strength of the
soil. Coarse-grained soils typically have higher shear strength than fine-grained soils. The
shear strength can be estimated using different empirical relationships that take into
account the grain size distribution.
In general, the grain size distribution is an important factor in determining the
engineering behavior of soil and can be used to estimate important soil properties such as
permeability, compressibility, and shear strength.
53
4.5.3 Inflow Methods and Analysis
According to the DRIP manual, values obtained should be compared with the value
calculated using the cracked infiltration ratio method to the value calculated using the
infiltration ratio method, and the larger number should be considered for the sake of
conservatism, but for this study, we consider the crack infiltration method because it is
based on actual road measurements. The calculated rate of infiltration through the surface
(qi) for S1 is 0.032 m3/s/m2 and 0.568 m3/s/m2 for S2. The melt water calculations in flow
calculations are only applicable to countries that experience the winter season.
Figure 4.7: Inflow Property Page- Infiltration Ratio Method

Source: DRIP Software
54
The Infiltration Ratio Method was used to calculate the infiltration rate, and since
the study area has asphalt concrete pavement, Asphalt Cement Concrete was selected for
the calculations. The rainfall rate is calculated based on the records of PAGASA of the
average rainfall of the study area which has a yearly average of 2500 mm. The rainfall
rate in Iguig varies throughout the year due to the region's climate and seasonal
fluctuations.
In general, the rainy season in Iguig begins in June and lasts until November,
whereas the dry season begins in December and finishes in May. The wettest months are
generally July, August, and September, with an average rainfall rate of 200 to 300
millimeters each month.
Overall, the rainfall rate in Iguig is crucial to the local environment and agriculture,
as well as the region's road structures, which are harmed by the huge build-up of moisture,
which causes the pavement to degrade.
The figure shows the monthly precipitation in Iguig Cagayan.
Figure 4.8: Monthly Precipitation in Iguig, Cagayan

Source: PAGASA
55
The researchers record the rainfall rate to be used in the DRIP Software and the
Infiltration Ratio method.
The yearly average is converted into mm/hour which is shown by the solution below:
R= (2500mm/year) (1year/12 months) (1month/30 days) (1day/24hours)
R= 0.2893mm/hour
Where:
R rainfall rate
The velocity at which water enters the soil is infiltration rate. Infiltration rate is
typically expressed in inches per hour. Water from rainfall or irrigation must first enter the
soil for it to be of value. This means that soils with higher porosity have more pore space
and a higher infiltration rate than those with lower porosity.
The calculated rate of infiltration through surface means that for every square
meter of surface area, 3.3353 x 10-8 cubic meters of water will be able to infiltrate through
the material in one second. In the context of pavement drainage analysis, this value can be
used to determine the potential for water to penetrate the surface of the pavement and cause
damage to the underlying layers.
The Crack Infiltration Method involves calculating the rate of water infiltrating
through cracks in the pavement surface. The method considers the permeability of the
56
pavement surface, the spacing of lateral cracks, and the number of contributing longitudinal
cracks.
Figure 4.9: Inflow Property Page- Crack Infiltration Method

The rate which is 2.58x106 m3/s/m2 of infiltration through the surface means that
for every second, a volume of 2.58x106 cubic meters of water is able to penetrate through
a unit area of one square meter of the surface material (such as pavement or soil)
perpendicular to its surface. This value represents the ability of the surface material to
allow water to pass through it due to its permeability. Infiltration is the downward entry of
water into the soil.
57
The remaining parameters used in the Crack Infiltration Method were obtained
from the standard specifications of DPWH that are implemented in the construction of all
roads, particularly the national roads that are commonly utilized by the public. It is
important to note that the DPWH may have specific guidelines or standards for calculating
the crack infiltration rate for pavements in their jurisdiction, and these should be followed
for accurate and reliable results.
4.5.4 Permeable Base Analysis
The time-to-drain and depth-of-flow analysis types are available on the Permeable
Base property page. The latter calculates the time required to drain the U% of water from
the base, which will be calculated or manually entered depending on the criteria chosen
from AASHTO 50% Drainage and Pavement Rehabilitation Manual 85% Drainage.
In order to calculate the degree of saturation in percent and the time to drain, 50%
drainage (AASHTO Guide) was chosen. The calculated time represents the amount of time
the pavement will be exposed to moisture as it approaches 50% saturation. The quality of
drainage will be generated automatically after calculating the number of hours to drain.
The table below displays the findings of the researchers' time to drain calculations.
58
Table 4.8: Permeable Base- Time to drain Method
Longit Transver Resultant Resultant Degree

udinal se Slope Slope of Length of of TIME TO DRAIN
Slope (m/m) the the Saturati
Barber and Casagrande
(m/m) drainage drainage on (%)
Sawyer Equation and Shannon
path (m/m) path
Method
(m/m)
0.0015 0.011 0.0111 3.89 83.96 97.79 90.61
(actual)
0.0015 0.015 0.0151 3.87 83.96 91.13 85.10
0.0015 0.02 0.0201 3.86 83.96 84.51 79.74
0.0015 0.025 0.025 3.86 83.96 79.25 75.51
0.0015 0.03 0.03 3.85 83.96 74.25 71.37
*recommended criterion of 50 % of degree of drainage was used in the calculation of
time to drain (AASHTO)
Source: Results taken from DRIP Software
In this analysis, the calculated time to drain for S1 is 97.79 hours as shown in Figure
19. This means that the pavement will be exposed to moisture levels approaching 50%
saturation for 97.79 hours, or 4.07 days. According to the table, the calculated time to drain
for S2 is 98.55 hours as shown in Figure 20, and the drainage quality is adequate. This
means that the pavement will be exposed to moisture levels approaching 50% saturation
for 97.79 hours, or 4.11 days. Both samples received a fair result based on the calculated
values. This means that the quality of drainage of the asphalt pavement is fair wherein
water will be removed within one (1) week.
The calculated values are based from the actual measurements of the road.
According to the Asphalt Pavement Guide (2020), the typical value for cross slope used in
the construction of a flexible pavement is at least 2% or 0.02 m/m. From that cross-slope
value, the derived time to drain is 84.51 hours which is 13.58% faster to drain than the
59
actual. Although the time to drain is faster, still the quality of the drainage is the same based
on Table 4.6.
The rainy season in Iguig begins in June and lasts until November, this means that
almost 50% of the whole year. So, the time that the pavement is exposed to moisture is
greater than 25%. From the table 4.1, the derived drainage coefficient (Mi), having Fair
quality of drainage, is Mi = 0.80 for both samples being presented. Moreover, the computed
drainage coefficient represents the relative strength loss caused by drainage characteristics
and moisture saturation.
Figure 4.10: Permeable base Property Page- time to drain-S1

60
Figure 4.11: Permeable base Property Page- time to drain-S2
Figure 4.12: Relationship of Time to Drain vs. Base Course Permeability

Source: DRIP Plot
61
The results from the figure above shows the relationship of Time to drain and Base
course permeability. The relationship refers to the relationship between the time it takes
for water to drain from the pavement surface and the permeability of the base course layer.
The base course layer is a layer of the pavement structure that is designed to provide
support and drainage. The permeability of the base course layer affects how quickly water
can drain from the pavement surface. A higher permeability allows water to drain more
quickly, resulting in a shorter time to drain. Understanding this relationship is important
in designing and maintaining pavement structures that can effectively manage water and
prevent damage from moisture-related distresses.
Figure 4.13: Relationship of Required Base Thickness vs. Base Course

Permeability
Source: DRIP Plot
62
In pavement design, the connection between required base thickness and base
course permeability is an important aspect in maintaining appropriate drainage and
reducing water-related damage. This connection essentially defines the link between the
thickness of the base layer and its capacity to allow water to move through it, which
might impact the overall performance and longevity of the pavement. In general, if the
permeability of the base course is low, a thicker base layer is required, but a thinner base
layer may suffice if the permeability is high. As a result, a thorough understanding of this
connection may assist in the design of a pavement system capable of withstanding the
demands of traffic and environmental conditions throughout time.
Figure 4.14: Relationship of Required Time to Drain vs. Base Thickness

Source: DRIP Plot
As shown in the Figure 4.13, the relationship between pavement thickness and the
time it takes for water to drain is that as the base becomes thicker, the time required to drain
the pavement decreases. Thicker pavement, in general, may obstruct drainage more than
thinner pavement. This is because thicker pavement allows water to travel over a larger
63
surface area before infiltrating the ground. Furthermore, the thickness of the base course
must be calculated as part of the design specifications. The pavement is more likely to
develop significant cracks and other damage patterns if the base layers are too thin. Making
the layers too thick, however, is a waste of money.
Figure 4.15: Relationship o Time to Drain vs. Effective Porosity

Source: DRIP Plot
Figure 4.16: Relationship of Time to Drain vs. Resultant Slope

Source: DRIP Plot
64
Figure 4.17: Relationship of Time to Drain vs. Base Course Permeability
Source: DRIP Plot
Figure 4.18: Relationship of Time to Drain vs. Drainage (U)

Source: DRIP Plot
65
CHAPTER FIVE
5. SUMMARY, CONCLUSIONS AND RECOMMENDATIONS
Based on the study conducted, the following conclusions and recommendations can
be made:
5.1 Summary of Findings:
The findings of this study shows that, one of the strong probable cause of the
occurrence of surface issues along the road section is the pavement was the slow-draining
characteristics of the pavement. Based on the results of the conducted visual inspection,
road measurements, the obtained results from the laboratory test and using the DRIP
Software in the analysis, shows the different relationships of the pavement properties and
its relative effect of moisture. From the Software analysis, the existing pavement is
considered to have a Fair quality of drainage with a derived drainage coefficient of 0.80
which encompasses a significant impact on the base and sub-base layer thickness of the
pavement and needs to be evaluated in order to address the current condition of the
pavement.
According to the findings of this study, increasing the layer coefficients of the base
and sub-base layers is required to increase the drainage coefficient. Also, road assessment
should be implemented to be able to determine what pavement rehabilitation that should
be taken into consideration to increase both the structural and functional serviceability of
the existing pavement.
66
5.2 Conclusions:
The utilization of DRIP software proved to be effective in the analysis and
determining the drainage system's performance in the chosen road section, providing
valuable insights into water flow and identifying areas that needs improvement. The
evaluation of the asphalt pavement's drainage condition revealed concerns such as
insufficient slope and inadequate surface drainage, highlighting the significance of proper
drainage design and maintenance for optimal pavement longevity and functionality. A
comparison between the results obtained from the DRIP software analysis and the actual
field data and DPWH Standard Specifications demonstrated a reasonable level of
agreement. However, the presence of some disparities and inconsistencies underscores the
importance of regular field monitoring and software calibration to enhance its precision
and dependability.
5.3 Recommendations:
Based on the identified drainage issues, it is advisable to implement maintenance
every semi-annual or total repair for the most damage pavement. These may involve
addressing the pavement slope deficiencies, enhancing the surface drainage system, and
ensuring the effectiveness of existing drainage structures. Also prioritizing regular
maintenance and clearance of drains is also recommended.
To further enhance the accuracy and reliability of the DRIP software, it is suggested
to conduct additional research and data collection in diverse road sections with varying
characteristics. This will enable the validation of the software's performance under
67
different conditions and contribute to the development of comprehensive guidelines for its
application in pavement drainage analysis.
Collaboration among road agencies, engineers, and software developers is crucial
in continuously improving the functionality and usability of the DRIP software.
Incorporating feedback from field studies and practical applications into future software
updates will help address any limitations and enhance its capabilities.
It is essential to conduct regular monitoring and evaluation of the implemented
drainage improvements using the DRIP software as a supplemental tool in analysing and
gauging their efficacy and to identify any ongoing concerns or opportunities for
enhancement of the road. This practice will guarantee the long-term performance and
sustainability of the asphalt pavement drainage system.
68
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APPENDICES
APPENDIX A
DOCUMENTATION
(a) Visual Inspection
72
(b) Sample extraction at the study area
69
(c) Field Survey and measurements
70
(d) Laboratory test
71
(d) Laboratory test
72
73
74
APPENDIX B
LETTERS OF REQUEST
75
76
77
78
79
80
APPENDIX C
TABLES AND GRAPHS
Recommended Drainage Coefficient (Mi) (AASHTO Flexible Design Method, 1993)
QUALITY OF DRAINAGE PERCENT TIME PAVEMENT STRUCTURE IS EXPOSED

TO MOISTURE LEVELS APPROACHING SATURATION
Level Water Less than 1-5% 5-25% Greater than

removed 1% 25%
within
Excellent 2 hours 1.40-1.35 1.35-1.30 1.30-1.20 1.20
Good 1 day 1.35-1.25 1.25-1.15 1.15-1.00 1.00
Fair 1 week 1.25-1.15 1.15-1.05 1.00-0.80 0.80
Poor 1 month 1.15-1.05 1.05-0.80 0.80-0.60 0.60
Very Poor No drainage 1.05-0.95 0.95-0.75 0.75-0.40 0.40
Source: AASHTO Flexible Design Method, 1993
Actual field measurements

Result of survey for Longitudinal Slope
TESTS REQUIREMENTS RESULTS
Station Distance (m) Elevation (m)

Sta. 1 (S1) 0 0.05
Sta. 2 20 0.079
Sta. 3 40 0.107
Sta. 4 60 0.078
Sta. 5 80 0.029
Sta. 6 100 -0.05
81
Laboratory Results
NO. DESCRIPTION SAMPLE 1 SAMPLE 2
1
with soil
4 Weight of sample 16.71kg 14.68kg
5 mass of beaker (g) 266.1g 266.1g
6 mass of beaker and soil 566.2g 566.1g
(dry sample) (g)
7 mass of beaker when 1263.2g 1263.2g
full of water only (g)
Calculated Specific gravity and Unit weight of the samples
SAMPLE 1 SAMPLE 2
Specific gravity 2.62 2.33
Unit weight 1852.04 kg/m^3 1812.4 kg/m^3
82
83
84

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TITLE PA GE

CAGAYAN STATE UNIVERSITY CARIG CAMPUS

ANALYSIS OF ASPHALT PAVEMENT DRAINAGE CONDITION ALONG

ARIESTOTLE NAVIDA BALORAN

SUBMITTED TO THE FACULTY OF

BACHELOR OF SCIENCE IN CIVIL ENGINEERING

This thesis/field practice manuscript can be accessed:

By the general public Yes

Signature of Student: _____

The thesis attached hereto, entitled “ANALYSIS OF ASPHALT PAVEMENT

DRAINAGE CONDITION ALONG TUGUEGARAO-IGUIG ROAD SECTION

USING DRIP SOFTWARE” prepared and submitted by ARIESTOTLE N.

BALORAN, ERVIN C. MIGUEL, and FRANCISCO C. TABANIAG JR. in partial

fulfilment of the requirements for the degree of BACHELOR OF SCIENCE IN CIVIL

ENGINEERING (Transportation Engineering Track) is hereby accepted.

ENGR. EMER T. QUEZON, PhD

Approved by the Thesis Committee with a grade of .

ENGR. ANGELICA D. COBALLES ENGR. LOUISE VICTORIA C. BELTRAN

ENGR. JOHN MICHAEL B. CASIBANG, MST

DR. AUDY R. QUEBRAL, PECE

The author was born on 9 June 1999, in Gattaran,

Cagayan. He is currently residing in Newagac, Gattaran,

Cagayan. He is the second child of Mr. and Mrs. Manolito

Baloran. He was not able to take up his kindergarten but he

still manages to take up his elementary education. He

graduated from elementary at Newagac Elementary School in 2011. He finished his

secondary education at Gattaran National Trade School in the year 2015.

The author was born on 25 October 1999, in Tumauini,

Miguel. He took his early studies at Dasmariñas, Cavite and

eventually transfers in Tumauini, Isabela during his elementary

days. He graduated from elementary at Tumauini Baptist School

in 2012 and got the First Honorable Mention award.

is still currently taking up his Bachelor’s degree in Civil Engineering. He is presently a

member of Philippine Institute of Civil Engineering Student - CSU Chapter. He most

likely to finish his degree on the said institution.

Wolfgang von Goethe

The author was born on July 23, 1999, in the

municipality of Maddela, Quirino. He is the sixth child of Mr

Francisco B. Tabaniag and Mrs Agustina C. Tabaniag. He is a

native Igorot from the Kankanaey Tribe and a former cultural

performer who leads the young ones to value their culture.

Despite of poverty, the author perseveres and fought

Upon completing his Bachelor's degree, he plans to work in Engineering and

opportunities to further his knowledge and skills in the said Industry.

In summary, Francisco C. Tabaniag Jr. is a motivated and enthusiastic student who

Construction Industry and looks forward to a rewarding career ahead.

FRANCISCO C. TABANIAG JR.

come up to a unique and reliable study.

research experience and contributed to the overall success of this project.

encouragement played a significant role in motivating them to overcome challenges and

persevere until the completion of this study.

Your support has been invaluable, and we are truly grateful.

Thank you very much.

TITLE PAGE ....................................................................................................................... i

Figure 1.1: Conceptual Framework .....................................................................................6

Figure 2.1: Layer of Flexible pavement (Source: Web) ..................................................... 11

Figure 2.2: Layers of rigid pavement/ PCCP (Source: Web) .............................................12

Figure 3.2: Research Design Flow Chart ...........................................................................22

Figure 3.3: Pavement Width...............................................................................................25

Figure 3.4: Longitudinal Slope ..........................................................................................25

Figure 3.5: Typical cross section of an asphalt pavement ..................................................25

Figure 3.6: Flowchart for the Roadway Geometry.............................................................25

Figure 3.7: Flowchart for Permeable Base .........................................................................32