GENERAL NOTES

CONCRETING:
1. MATERIALS AND WORKMANSHIP SHALL CONFORM WITH THE DPWH
STANDARD SPECIFICATIONS FOR HIGHWAYS, BRIDGES AND AIRPORTS
2004 EDITION VOLUME II.
2. CONSTRUCTION (CONTACT) JOINTS ARE FORMED WHEN CONCRETE
ON
ONE SIDE OF THE JOINT IS POURED AHEAD AND ALLOWED TO SET
BEFORE
POURING ON THE OTHER SIDE.
3. AT CONSTRUCTION JOINTS (LONGITUDINAL OR TRANSVERSE) CARE
SHOULD BE TAKEN THAT NO CONCRETE FROM THE LAST SLAB FACE
OVERHANGS ANY PORTION OF THE FIRST SLAB.
4. TIE BARS SHOULD BE DEFORMED STEEL BARS, ALL DOWEL BARS
SHALL BE SMOOTH ROUND STEEL.
5. TYPE OF WEAKENED PLAIN JOINT TO BE USED SHALL BE AS
SPECIFIED IN THE PLANS AND ONLY ONE TYPE SHALL BE USED FOR THE
WHOLE PROJECT.
6. MATERIAL FOR THE METAL SIDE FORM SHALL BE BRAND NEW SHEET
METAL GAUGE NO. 18 OF BLACK IRON FREE FROM RUST AND KINKS.
7. AT LEAST SIX (6) SUCCESSIVE DOWELED BUTT JOINTS AT NORMAL
JOINT SPACING SHALL BE PROVIDED BEFORE OR AFTER AN EXPANSION
JOINT.
8. THE GROOVE OR CRACK ABOVE JOINTS (LONGITUDINAL OR
TRANSVERSE) SHALL BE SEALED WITH 30 50 PENETRATION ASPHALT
SEAL OR COLD APPLIED LIQUID RUBBER COMPOUND AFTER THE
CONCRETE HAD BEEN CURED AND OPEN BEFORE OPENING THE
PAVEMENT TO TRAFFIC. PENETRATION ASPHALT SEAL OR CONCRETE
PAVEMENT SHOULD BE POURED ON SUCH MANNER THAT SPILLING
WILL BE ELIMANATED / PREVENTED THUS, PROVIDE A SMOOTH
LEVELING SURFACE.
9. ALL TRANSVERSE JOINTS, EXCEPT CONSTRUCTION JOINT SHALL BE
CONTINOUS FROM EDGE TO EDGE

10. ALL LONGITUDINAL JOINTS SHALL MEET AT INTERSECTION WITH NO

GAPS AND OFFSETS.
11. PRIOR TO CONSTRUCTION CONDUCT BORING FOR VERIFICATION
OF PAVEMENT THICKNESS (PCCP).
12. VERIFY/CHECK STABILITY OF EXISTING SUB GRADE AFTER REMOVAL
OF DETERIORATED PAVEMENT, PRIOR TO ITS RECONSTRUCTION /
REPLACEMENT.

V. LEGAL PROBLEM

PROPOSAL
DESIGN
OF
CONSTRUCTION
OF
NATIONAL ROADS ALONG SAN MIGUEL
AKLE
ANGAT ,BULACAN ROADS, SECTION KM. 0030+00
TO KM. 0044 + 800

LEGAL PROBLEMS, TO BE CONSIDERED IN THE PROPOSAL DESIGN OF

THE HIGHWAY.
Established Principles Regarding "Duty"
Any liability casesthat have been decided since the original highway
law paper was written revealed little departure in the way the rules
and principles were set up initially. These are well-established
principles relating to the duty owed by the State and its subordinate
units to the motoring public.

The State and other governmental units do not stand in the

capacity of insurer of the safety of the roads.
Duty is limited to that of maintaining the roadway systems in a
condition reasonably safe for public travel by motorists who
are themselves exercising ordinary care.
In an action against the State, or other governmental entities,
to recover for death, injury, or property damage caused by a
defect lying in, along, above or adjacent to the paved surface
or the shoulder or berm of the roadway, it is necessary to
establish that the defect was the proximate cause of the
accident, and as a necessary corollary, that the sequential
chain of events leading to the accident was not broken by an
efficient, intervening, or independent cause.

As a further condition precedent to recovery it is necessary to

establish that the State or subordinate governmental agency had
either actual or constructive notice of the defect and at the same

time was accorded a reasonable opportunity to take remedial action

with respect thereto.
Recent Court Determinations. This supplemental paper contained the
cases which had been recorded since the original paper was written and
breaks them down according to the particular type of property (trees,
shrubbery, vegetation) and the location of the property involved. Several of
these cases are outlined below.

Standing Trees
Within the Right-of-Way
There are many cases where trees left standing in the right-of-way resulted
in injury to motorists who strayed from the paved roadway. In most of these
cases, liability is a question left to the jury which must consider the totality of
the circumstances to determine what constitutes neglect on the part of the
state or its subdivisions. One very important consideration is whether or not
there have been prior crashes involving the same tree or line of trees. Such
situations would present actual or constructive notice of a condition
hazardous to the motoring public. Two cases where wrongful death actions
were filed because motorists struck trees within the right-of-way disclosed
similar findings, both dealt with motorists who made avoidance maneuvers
causing the driver in each case to leave the paved surface of the road and
collide with a tree. In each case, the tree that was struck was located
approximately six feet from the road on which each driver was traveling.

Outside the Right-of-Way

In this case the court held that there had been no breach of duty. The tree
was not within reach of the vehicle--even with all four wheels on the
shoulder. The allegations of negligence which are based solely on
defendant's failure to remove or guard the tree do not constitute a viable
claim. The court further contended that the country road is lined by
numerous trees and other vegetation. Keeping a road in reasonable repair
does not include deforestation of the surrounding countryside. The statute,

therefore, relieves the State of any duty to guard against, by removal,

barriers, signing, otherwise, a tree located outside the right-of-way limits.

Fallen Trees
Bordering the Traveled Way
The fall of large trees or limbs on or into the path of vehicles poses a serious
danger to motorists. It is widely recognized by the courts that highway
departments have a duty to inspect trees bordering traveled ways to identify
trees that are in weakened condition and susceptible to falling. In order for a
State or subordinate agency to be held liable for personal injuries resulting
from such accidents, it is necessary to show that the government had actual
or constructive knowledge of the diseased condition of the tree.

Within the Right-of-Way

Some states satisfy their duty of reasonable care by conducting drive-by
inspections by qualified personnel. If a diseased condition is noted by
observers, the State has the duty to take remedial action, whether the tree
stands within the-right of-way or on private land adjacent to the right-of-way.

Overhanging Limbs and Roadside Vegetation

Trimming Limbs
It would seem obvious that the State and its agencies would be responsible
for trimming limbs that overhang onto the public way at heights that are in
the path of moving vehicles.
Council carries out a continuing maintenance program of trimming and
shaping trees on roads and reserve areas. If a resident has a need to have
any street tree or reserve tree trimmed, then Council may undertake to trim
specific trees on notification by the resident.
Landowners are required to keep trees growing on their properties trimmed
and cleared back to the boundary fence to a minimum height of six meters
or such other greater height as considered appropriate by Council.

Any landowner who has trees growing on their property with limbs
overhanging a road, or if any tree is considered to be dangerous to road
users, whether now or in the future, Council will advise in writing of the
required trimming. In the event of non-compliance with Council's request,
Council will arrange for the work to be done at the landowner's expense.
Disputes between neighbors regarding overhanging trees or limbs is a
private issue between the landowners and does not involve Council.

Project purpose and objectives

In response to community feedback, the project purpose and objectives have
been reviewed.
The project purpose is to identify an additional route intersection of the San
Miguel and Akle , Angat, Bulacan to address short-term and long-term
transport needs.
An amendment has been made to one of the supporting objectives to better
reflect the needs of the project. The project objectives and supporting
objectives are now as follows:

Enhance road safety for all road users over the length of the project
Reduce the potential for road crashes and injuries on the bridge and
approaches including any intersections and connecting roads.
Provide safe facilities for pedestrians and cyclists.
Improve traffic efficiency between San Miguel and Akle, Angat
Provide efficient access for a second crossing of the Clearance River and for
the State road network.

Provide a traffic management network which reduces delays between pulong

santol and san Vicente in peak periods to an acceptable level of service for
30 years after opening.
Provide adequate vertical clearance for heavy vehicles.
Consider demand management strategies to minimize delays to local and
through traffic.
Support regional and local economic development
Provide transport solutions that complement existing and future land uses
and support development opportunities.
Provide improved opportunities for economic and tourist development for
San Miguel, Bulacan
Provide for commercial transport including B-doubles where required.
Provide flood immunity for the bridge for a 1 in 100 year flood event, and for
the approach roads for a 1 in 20 year flood event, where economically
justified.
Provide navigational clearance from the additional crossing for river users.
Involve all stakeholders and consider their interests
Develop solutions that consider community expectations for the project.
Satisfy the technical and procedural requirements of Roads and maritime
services (formerly Roads and Traffic Authority) with respect to the planning
and design of the project.
Integrate input from the community into the development of the project
through the implementation of a comprehensive program of community
consultation and
Participation.

Provide value for money

Achieve a justifiable benefit/cost ratio at an affordable cost.
Develop a strategy to integrate future upgrades into the project.
Minimize impact on the environment
Minimize the impact on the social and economic environment, including
property impacts.

Minimize the impact on residential amenity, including noise, vibration, air

quality etc.
Minimize the impact on heritage.
Minimize impact on the natural environment.
Provide a project that fits sensitively into the built, natural and community
context.
Minimize flooding impact caused by the project.
These objectives are important as they will be used to compare and
short-list the preliminary route options and identify a recommended
preferred location for the additional crossing.

II. PROJECT DESCRIPTION

The purpose of this project description is to describe the proposed

construction of the 15km of concrete diversion road that shall commence in
San Miguel, Bulacan and shall terminate in Akle in the Municipality of Angat,
Bulacan.
The project shall be a 2-lane road with a 3.35 meter width per lane
which is larger than the usual diversion roads. The proposed road shall
accommodate larger volume of traffic and shall relieve traffic conditions in
San Miguel
The road will be equipped with the modern traffic facilities and
advanced safety barriers for the safe travel on the diversion road and a
pleasant travel as well.
When the diversion road is finished, it will be turned over to the
Department of Public Works and Highways and Department of Transportation
for their maintenance of the road and for this diversion road is a public road.

IV. SOURCES OF FUNDS

Half of the project cost will be shouldered by the Philippine Government. A

230 Million Pesos loan was granted for the project by the World Bank and IMF
to make the project possible.

15.6 KM HIGHWAY SAN MIGUEL TO AKLE, ANGAT, BULACAN

INTRODUCTION
Project Background
The 15.6 KM HIGHWAY SAN MIGUEL TO AKLE, ANGAT, BULACAN project
intended to construct highway connecting San Miguel to Akle, Angat Bulacan
for the development of the national road network, particularly in less
developed areas with poor levels of accessibility, and strengthen the
Department of Public Works and Highways (DPWH). The project consisted of
several components including the improvement of
national roads,
rehabilitation and structural overlay, work on bridges on national roads,
capacity building in various areas, project coordination and benefit
monitoring and evaluation.
The
estimated
project
cost
was
P356,592,832.48million.
The Philippines Department of Public Works and Highways is
the executive department of the Philippine government responsible for all
safety of projects in the field of public works. It is also responsible for the

maintenance of the Philippine road network and irrigation system. The said
project would be funded by DPWH and local government of Bulacan. The
approach for determining the allocation of funding is now a critical concern of
provincial and local road agencies. To raise additional revenues for roads, the
PRC should either increase existing taxes or establish new revenue-raising
mechanisms. And historically, the use of bank loans to finance ordinary road
programs has largely occurred at the discretion of provincial and local
governments.

I.

SCENARIO OF THE DESIGN

A.J.A Inc. is a civil and construction company that has built a strong
reputation for delivering a quality service, on time, and at a competitive
price. We pride ourselves on being skilled and experienced in all aspects of
civil construction and this, combined with our extensive knowledge and have
established us as major players in this industry.
Our commitment to innovation and excellence invariably results in a
successfully completed project for both contractor and client. We understand
and promote the idea of working as a partnership with our clients to ensure
their goals are met.
At A.J.A Inc., we never rest upon our laurels and are passionate and driven
to continue the high levels of customer satisfaction we have achieved over
the past 21 years.
We undertake a variety of projects for a wide range of cliental from
small private developments to large Government projects. Our unique and
flexible project management systems ensure that a positive outcome is
achieved regardless of size or nature of the project

II. PROJECT DESCRIPTION

The purpose of this project description is to describe the proposed

construction of the 15km of concrete diversion road that shall commence in
San Miguel, Bulacan and shall terminate in Akle in the Municipality of Angat,
Bulacan.

The project shall be a 2-lane road with a 3.35 meter width per lane
which is larger than the usual diversion roads. The proposed road shall
accommodate larger volume of traffic and shall relieve traffic conditions in
San Miguel
The road will be equipped with the modern traffic facilities and
advanced safety barriers for the safe travel on the diversion road and a
pleasant travel as well.
When the diversion road is finished, it will be turned over to the
Department of Public Works and Highways and Department of Transportation
for their maintenance of the road and for this diversion road is a public road.

III.

STATEMENT OF THE PROBLEM

Transport is an activity that is needed to attain some other work. Because of

this reason we affirm transport is a derived demand. With the rising
population the demand for transport increases proportionally in this region.
The two municipalities San Miguel to Akle, Angat, Bulacan would be
connected by a road which doesnt have enough capacity to accommodate
the vehicle flow. Because of this there occurs lot of issues about
transportation. The issues can be stated as follows. .

Larger travel, waiting and transfer time.

Higher cost and opportunity cost.

Lower utility level of passengers.

Less interaction among the cities.

To overcome these issues a new highway can be constructed, 15.6 KM

HIGHWAY SAN MIGUEL TO AKLE, ANGAT, BULACAN

IV. SOURCES OF FUNDS

The
estimated
project
cost
was
P356,592,832.48million.
The Philippines Department of Public Works and Highways is
the executive department of the Philippine government responsible for all
safety of projects in the field of public works. It is also responsible for the
maintenance of the Philippine road network and irrigation system. The said
project would be funded by DPWH and local government of Bulacan. The
approach for determining the allocation of funding is now a critical concern of

provincial and local road agencies. To raise additional revenues for roads, the
PRC should either increase existing taxes or establish new revenue-raising
mechanisms. And historically, the use of bank loans to finance ordinary road
programs has largely occurred at the discretion of provincial and local
governments.

The 15.6 KM HIGHWAY SAN MIGUEL TO AKLE, ANGAT, BULACAN road project
would be funded by DPWH and local government of Bulacan. The approach
for determining the allocation of funding is now a critical concern of
provincial and local road agencies. To raise additional revenues for roads, the
PRC should either increase existing taxes or establish new revenue-raising
mechanisms. And historically, the use of bank loans to finance ordinary road
programs has largely occurred at the discretion of provincial and local
governments.

V. LEGAL PROBLEM

PROPOSAL DESIGN OF CONSTRUCTION OF NATIONAL ROADS ALONG

SAN MIGUEL
AKLE ANGAT ,BULACAN ROADS, SECTION KM.
0030+00 TO KM. 0045+ 600

LEGAL PROBLEMS, TO BE CONSIDERED IN THE PROPOSAL DESIGN OF

THE HIGHWAY.
Established Principles Regarding "Duty"
Any liability casesthat have been decided since the original highway law
paper was written revealed little departure in the way the rules and
principles were set up initially. These are well-established principles relating
to the duty owed by the State and its subordinate units to the motoring
public.

The State and other governmental units do not stand in the

capacity of insurer of the safety of the roads.

Duty is limited to that of maintaining the roadway systems in a

condition reasonably safe for public travel by motorists who
are themselves exercising ordinary care.

In an action against the State, or other governmental entities,

to recover for death, injury, or property damage caused by a
defect lying in, along, above or adjacent to the paved surface
or the shoulder or berm of the roadway, it is necessary to
establish that the defect was the proximate cause of the
accident, and as a necessary corollary, that the sequential
chain of events leading to the accident was not broken by an
efficient, intervening, or independent cause.

As a further condition precedent to recovery it is necessary to

establish that the State or subordinate governmental agency had
either actual or constructive notice of the defect and at the same
time was accorded a reasonable opportunity to take remedial action
with respect thereto.
Recent Court Determinations. This supplemental paper contained the
cases which had been recorded since the original paper was written and
breaks them down according to the particular type of property (trees,
shrubbery, vegetation) and the location of the property involved. Several of
these cases are outlined below.

Standing Trees
Within the Right-of-Way
There are many cases where trees left standing in the right-of-way resulted
in injury to motorists who strayed from the paved roadway. In most of these
cases, liability is a question left to the jury which must consider the totality of
the circumstances to determine what constitutes neglect on the part of the
state or its subdivisions. One very important consideration is whether or not
there have been prior crashes involving the same tree or line of trees. Such
situations would present actual or constructive notice of a condition
hazardous to the motoring public. Two cases where wrongful death actions
were filed because motorists struck trees within the right-of-way disclosed
similar findings, both dealt with motorists who made avoidance maneuvers
causing the driver in each case to leave the paved surface of the road and
collide with a tree. In each case, the tree that was struck was located
approximately six feet from the road on which each driver was traveling.

Outside the Right-of-Wa

In this case the court held that there had been no breach of duty. The tree
was not within reach of the vehicle--even with all four wheels on the
shoulder. The allegations of negligence which are based solely on
defendant's failure to remove or guard the tree do not constitute a viable
claim. The court further contended that the country road is lined by
numerous trees and other vegetation. Keeping a road in reasonable repair
does not include deforestation of the surrounding countryside. The statute,
therefore, relieves the State of any duty to guard against, by removal,
barriers, signing, otherwise, a tree located outside the right-of-way limits.
Fallen Trees
Bordering the Traveled Way
The fall of large trees or limbs on or into the path of vehicles poses a serious
danger to motorists. It is widely recognized by the courts that highway
departments have a duty to inspect trees bordering traveled ways to identify
trees that are in weakened condition and susceptible to falling. In order for a
State or subordinate agency to be held liable for personal injuries resulting
from such accidents, it is necessary to show that the government had actual
or constructive knowledge of the diseased condition of the tree.
Within the Right-of-Way
Some states satisfy their duty of reasonable care by conducting drive-by
inspections by qualified personnel. If a diseased condition is noted by
observers, the State has the duty to take remedial action, whether the tree
stands within the-right of-way or on private land adjacent to the right-of-way.
Overhanging Limbs and Roadside Vegetation
Trimming Limbs
It would seem obvious that the State and its agencies would be responsible
for trimming limbs that overhang onto the public way at heights that are in
the path of moving vehicles.
Council carries out a continuing maintenance program of trimming and
shaping trees on roads and reserve areas. If a resident has a need to have
any street tree or reserve tree trimmed, then Council may undertake to trim
specific trees on notification by the resident.

Landowners are required to keep trees growing on their properties trimmed

and cleared back to the boundary fence to a minimum height of six meters
or such other greater height as considered appropriate by Council.
Any landowner who has trees growing on their property with limbs
overhanging a road, or if any tree is considered to be dangerous to road
users, whether now or in the future, Council will advise in writing of the
required trimming. In the event of non-compliance with Council's request,
Council will arrange for the work to be done at the landowner's expense.
Disputes between neighbors regarding overhanging trees or limbs is a
private issue between the landowners and does not involve Council.
VI. DESIGN CRITERIA

A.

GENERAL NOTES

CONCRETING:
1. MATERIALS AND WORKMANSHIP SHALL CONFORM WITH THE DPWH
STANDARD SPECIFICATIONS FOR HIGHWAYS, BRIDGES AND AIRPORTS
2004 EDITION VOLUME II.

2. CONSTRUCTION (CONTACT) JOINTS ARE FORMED WHEN CONCRETE ON

ONE SIDE OF THE JOINT IS POURED AHEAD AND ALLOWED TO SET BEFORE
POURING ON THE OTHER SIDE.

3. AT CONSTRUCTION JOINTS (LONGITUDINAL OR TRANSVERSE) CARE

SHOULD BE TAKEN THAT NO CONCRETE FROM THE LAST SLAB FACE
OVERHANGS ANY PORTION OF THE FIRST SLAB.

4. TIE BARS SHOULD BE DEFORMED STEEL BARS, ALL DOWEL BARS SHALL
BE SMOOTH ROUND STEEL.

5. TYPE OF WEAKENED PLAIN JOINT TO BE USED SHALL BE AS SPECIFIED IN

THE PLANS AND ONLY ONE TYPE SHALL BE USED FOR THE WHOLE PROJECT.

6. MATERIAL FOR THE METAL SIDE FORM SHALL BE BRAND NEW SHEET
METAL GAUGE NO. 18 OF BLACK IRON FREE FROM RUST AND KINKS.

7. AT LEAST SIX (6) SUCCESSIVE DOWELED BUTT JOINTS AT NORMAL JOINT

SPACING SHALL BE PROVIDED BEFORE OR AFTER AN EXPANSION JOINT.

8. THE GROOVE OR CRACK ABOVE JOINTS (LONGITUDINAL OR TRANSVERSE)

SHALL BE SEALED WITH 30 50 PENETRATION ASPHALT SEAL OR COLD
APPLIED LIQUID RUBBER COMPOUND AFTER THE CONCRETE HAD BEEN
CURED AND OPEN BEFORE OPENING THE PAVEMENT TO TRAFFIC.
PENETRATION ASPHALT SEAL OR CONCRETE PAVEMENT SHOULD BE POURED
ON SUCH MANNER THAT SPILLING WILL BE ELIMANATED / PREVENTED THUS,
PROVIDE A SMOOTH LEVELING SURFACE.

9. ALL TRANSVERSE JOINTS, EXCEPT CONSTRUCTION JOINT SHALL BE

CONTINOUS FROM EDGE TO EDGE

10. ALL LONGITUDINAL JOINTS SHALL MEET AT INTERSECTION WITH NO GAPS

AND OFFSETS.

11. PRIOR TO CONSTRUCTION CONDUCT BORING FOR VERIFICATION OF

PAVEMENT THICKNESS (PCCP).

12. VERIFY/CHECK STABILITY OF EXISTING SUB GRADE AFTER REMOVAL OF

DETERIORATED PAVEMENT, PRIOR TO ITS RECONSTRUCTION / REPLACEMENT.

B. PROFILING

C. CUT AND FILL

VII. DESIGN COMPUTATION

A. BOQ

B. ELEMENT OF CURVES

OUTLINE

INTRODUCTION

I.

SCENARIO OF THE DESIGN

II.

PROJECT DESCRIPTION

III.

STATEMENT OF PROBLEM

IV.

SOURCE OF FUND

V.

LEGAL PROBLEM

VI.

DESIGN CRITERIA
a. Gen Notes
b. Profiling
c. Cut and Fill

VII.

DESIGN COMPUTATION
a. BOQ
b. Elements of Curve
c. Cut and Fill