For Final Output (Highway)

8/12/2019 For Final Output (Highway)

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15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE

ROAD PROJECT

INTRODUCTION

The 15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN

JOSE ROAD project intended to construct highway connecting NLEX- Marilao to Norzagaray

Bulacan for the development of the national road network, particularly in less developed areas withpoor 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.

I. SCENARIO OF THE DESIGNFour One Builders 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 beingskilled 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 Four One Builders , 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.

Environmental Sustainability

At Four One Builders, we understand that environmental sustainability is everyonesresponsibility and as a prominent local company we are prepared to lead the way in this regard. We

also realise that a commitment to the environment is not just socially responsible, but also good

business practice as we seek to increase our constantly growing reputation. For this reason we ensurethat our environmental policy is implemented throughout every facet of our business.

Simply put, our overall objective is to carry out our operations in a way which manages and

minimises any adverse environmental impact and to prevent any pollution.

We have an extensive fleet of machinery and equipment including the following:

These equipments will help the construction of 15.8 KM HIGHWAY NLEX MARILAO TOLL

GATE TO NORZAGARAY SAN JOSE ROAD

Heavy Transporter (75 Tonne capacity) Watercarts Six-wheeler Tippers with Trailers Tractor Units Tractors Crew Trucks / Small Tippers


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Bulldozers and Scoops Excavators and Skid Steel Excavators Graders Mowers Rollers Drainage Shields Crawler Crane (50 Tonne) Forklifts Other related small plant (plate compactors, etc)

It is the combination of these capital resources and our valuable human resources that enables us to

deliver a successfully completed project on budget and on time.

II. PROJECT DESCRIPTION

The purpose of this project description is to describe the proposed construction of the

15.8 km of concrete diversion road that shall commence in NLEX Marilao Toll Gate and

shall terminate in Norzagaray San Jose Road. The road section aims to promote inter-

municipal linkage between Marilao and Norzagaray.

The aggregate length is 15.3 km. The project shall be a 2-lane road with a 3 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. It will also function as a support facility to the

people in Bulacan and nearby municipalities.

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 thisreason we affirm transport is a derived demand. With the rising population the demand for

transport increases proportionally in this region. The two municipalities Marilao andNorzagaray 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.


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Heavier traffic congestion. 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, 15.8 KM HIGHWAY NLEX

MARILAO TOLL GATE TO NORZAGARAY SAN JOSE ROAD.

IV. SOURCES OF FUNDObjective of Construction and Funding

The estimated project cost was P525,195,492.26 million.

ThePhilippinesDepartment of Public Works and Highways is theexecutive departmentof

thePhilippine governmentresponsible for all safety of projects in the field ofpublic works.It

is also responsible for the maintenance of the Philippine road network and irrigation system.

The 15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE

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.

The executing agency (EA) for the SRP was the DPWH. The SRP aimed to rehabilitate the

roads on the existing right-of-way (ROW), thus it was in principle not difficult to minimize

displacement. However, the ROW had become a magnet for illegal settlers who had convergedalong the length of the road because of the advantage such a location presented in terms of

facility of marketing produce; access to transportation, services and population centers; andopportunity for engaging in some form of small-scale enterprises.

The ROW for roads is defined by law (EO 113 and EO 621) and it was virtually

impossible to change the width of the road to minimize displacement. In some sections

however, the EA realigned the road to avoid settlements but these cases were few while inother cases land had been taken even though initial design had indicated that no additional

was needed. In some urban areas the DPWH did not construct wider roads because of the

compensation they would have to extend since there were privately owned commercialestablishments and residential areas along the proposed road sections.
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V. LEGAL PROBLEMSSome Critical Issues Pertaining to Highway Construction

During the course of inspections carried out by our group pertaining to construction of 15.8

KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE ROADproject, we have found out the various constraints affecting the progress of the construction of

the roads. Some of the critical issues pertaining to the highway construction are:

Pre-construction issues Land surveying, investigations and design issues

Construction and contract management issues

Pre-construction issues:

Delay in land acquisition Resettlement of project affected persons Tree cutting Shifting of utilities

Since encumbrance free site is not made available to the contractors in the initial stages of theproject, the contractors delay the mobilization and in most of the cases, the contractors use the

mobilization advance elsewhere.

One more reason is that the extent of land to be acquired is not possible to be identified because

of the outdated land records and poor quality of designs. Sometimes additional land requirements

become necessary to take care of the designed right of way.

Another reason is that the trees to be cut are not properly demarcated on the design drawings.

Moreover, the clearances and permissions from the Department of Environment and Natural

Resources (DENR) is a pre-requisite and takes quite some time before the trees are cut and designright of way made available to the contractors.

Since no proper records exist of the under ground utilities like water supply, sewerage lines,

electrical and telephone cables etc., these utilities get identified as encumbrance only during theimplementation stage of the project. Similarly shifting of overhead electrical and telephone lines

(which are visible including poles) takes a long time. This leads to delay as the shifting of these

utilities brings in hardships to the general population and suitable alternate arrangements arerequired to be made.

There are numerous government agencies involved from which clearances/approvals/permissionsare required to be obtained before the utilities can be shifted or relocated. This takes a great deal of

time. There are cumbersome procedures involved and sometimes the relevant laws and regulations

are also not very clear.

The delay in the handing over of the encumbrance-free land to the contractor generally takes as

much as about 30 months compared to about 20 months which should have been the ideal case. Even


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when the land was finally made available, there exist still some encumbrances which put a constraint

on the contractors capacity to undertake construction work in an un -interrupted and continuous

manner. Because of the above reasons, substantial extensions of time are required to be given to thecontractors.

TREE CUTTING

The need to remove all the trees, which have been the subject of recent protests by environment

and nature advocates, so its road construction project could proceed. In all, DPWH is set to either cut

or 143 trees, 36 of which are old acacia trees with diameter of 90 to 230 centimeters. Of the 36, 11

were considered as defective and hazardous.

Department of Public Works and Highways (DPWH) must conduct public consultations to

discuss the importance of the project, removal of trees affected, replacement of trees to be removed,

and other related concerns.

Prior to cutting and earth-balling of affected trees, Department of Environment and Natural

Resources (DENR) must likewise secure an environmental compliance certificate (ECC); conduct an

assessment of the trees in terms of biodiversity, carbon sequestration potential and water storagecapacity; and identify mitigation measures to address the negative impacts of the trees removal.

There are conditions to be seriously complied before a special tree cutting permit (STCP) can be

issued to the Department of Public Works and Highways (DPWH) for its road construction project.

A total of 15,000 indigenous or native seedlings have to be planted and grown to be maintained

for a period of three years with 80 percent survival rate, with instructions that replacement planting

shall be initiated prior to the tree cutting. Every transplanted tree that does not survive after six

months, DPWH shall conduct replacement planting at a ratio of 1:100, as prescribed under DENR

Memorandum Order No. 2012-02.

Section 68 of PD 705 or the Forestry Reform Code of the Philippines

Process in securing Tree-cutting Permit

request addressed to the City Mayor for tree-cutting (4 copies) Whole picture of the affected tree/s and related structures. Document as to the status of land holdings on the location of the affected tree/s.

( ) Survey plan of the lot (2 copies)

( ) Original/Transfer Certificate of Title (3 copies) or( ) Tax Declaration (3 copies) or

( ) Townsite Application

( ) Authorization of owner of property( ) Certificate from Barangay Captain as to the status of the land and the affected tree/s.

Documents in case of BUILDING CONSTRUCTION/EXCAVATION and/or otherEXPANSION/IMPROVEMENTS.

( ) Approved Building Permit

( ) Approved excavation/expansion/fencing permit (3 copies)( ) Approved Site development Plan indicating the relative location of the affected

tree/s (Blue/White Print)

( ) Environmental Compliance CertificateDocument in case of SUBDIVISION/CONDOMINIUM and/or other large related

development.

( ) Approved Subdivision Development Plan (3 copies)( ) Approved Subdivision Road Development Permit (3 copies)( ) Approved Site Development Plan indicating the relative location of the affected

tree/s (Blue/White Print)

( ) Environmental Compliance Certificate


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Scope of Land Acquisition and Resettlement

No initial social assessment was done for the project due to the belief of both theDPWH and the ADB that no involuntary resettlement would occur in as much as the project

intended to simply rehabilitate roads with existing ROW. During Land Acquisition and

Resettlement Plan (LARP) preparation, much later, no social assessment was undertaken forall affected persons (APs) except for those in Santa Maria who were resettled due to anunforeseen events, during project implementation. The social assessment of affected families

for the rest of the Project was conducted as part of the External Monitoring Study undertaken

after the Resettlement Plan (RP) for Structures was implemented and affected families werecompensated just months before project closing. Structures along the Santa Maria were

demolished to give way for the road improvement works of the Project.

Meanwhile, it became paramount to compensate affected families who had alreadybeen displaced due to the loss of their building structures, to restore their economic

conditions to at least their pre-project levels, as is also the law in the Philippines. The matter

was complicated with the existence of Republic Act 8974, a national law which governedroad ROW acquisition in the country and recommended zonal land value as its initial

compensation offer. The law in the Philippines states that a zonal land value as derived from

land sale records needs to be offered to the person affected, and only when no agreement can

be reached, a market rate based value can be claimed. ADB's policy requires replacementvalue, which is equivalent to market value.

Zonal value is contentious because this is based on a land value defined by the

Bureau of Internal Revenue, which is much lower than the market value. Law in thePhilippines requires that zonal value be offered first. However, if the landowners refuse they

can take it to court, in order to obtain the market value. But this process usually takes a long

time.

There were two RPs for each of the 15 CPs, one for structures & improvements andanother for land acquisition. The RPs contained information on road improvement works of

contract packages. As an introduction, the RP presented the legal framework of the

resettlement programs and its adverse impacts in terms of affected families, structures, andthe corresponding entitlements. This formed the basis for the budget requirements and

payment status for the affected families.

The RPs also provided the framework for grievance redressal to accommodate

complaints from affected families and ways to amicably settle differences. To facilitate

implementation of the RP, institutional arrangements were proposed to define roles of ADB,

Environmental Impact Assessment Project Office, District Engineering Office, RegionalOffices, and the Resettlement Implementation Committee. The RPs presented external and

internal monitoring mechanisms.

Legal bases used.

Local laws formed the bases for the formulation of the RPs for both structure and land but within the

framework of the ADB IR Policy. The legal bases used were the following:(i) Philippine Constitution Basic National Policy (Bill of Rights);

(ii) Executive Order No. 113 Classification of Roads in the Philippines in 1995 and EO

No. 621 (1980); Amending Executive Order No. 113, series of 1955, Establishing theClassification of Roads;

(iii) Executive Order No. 103 (1986): Providing the Procedures and Guidelines for the

Expeditious Acquisition by the Government of Private Real Properties or Rights

Thereon for Infrastructure and Other Government;(iv) Memorandum Order (MO) 65, series of 1983;

(v) Republic Act No. 6389: An Act Amending Republic Act No. 3844 (1971), as

amended, otherwise known as the Agricultural Land Reform Code, and for Other

Purposes; and


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(vi) Republic Act No. 8974 (2000): An Act to Facilitate the Acquisition of

Right-of Way, Site or Location for National Government Infrastructure Projects

Projects and for Other Purposes.

Project Affected Families/Persons for Structures and Crops. The RPs for Structures andImprovements recorded a total of 7,309 families being affected.

Almost half (46.3%) or 3,387 families were severely affected. The sheer number of severely affected families underscored the importance of proper

compensation of the affected properties of the affected families. The RP required

compensation of structures at replacement costs defined as market value of structures at the

time of removal or eviction (i.e. taking into account depreciation).

There were 608 marginally affected families or 8.3% of all project affected families (PAFs).Affected families with improvements numbered 900 or 12.3% and 2,414 were those with

trees and perennial crops affected by the project.

Compensation and Entitlements

The compensation paid to affected families in the SRP, although late, was based on the

principle of replacement cost as determined by an independent private appraiser. In thePhilippines, compensation can be based on zonal value or, if this is not agreed to, on fair market

value. The latter is assessed by the Provincial or Municipal Assessor. The law on ROW

acquisition allows the use of independent appraisers. In addition, the families that were severelyaffected by the project (i.e. losing more than 10% of their livelihood) received disturbance

allowance of PhP10,000 per family; rental subsidy equal to average monthly rental rate for a

similar structure for the period between the submission of completed documents until the release

of payment on land; compensation for income loss based on latest copy of tax record and

transportation allowance during relocation. The enforcement of the need for payment ofcompensation seems to be in large part due to ADB's persistence.

Land Surveying, Investigations, and Design Issues

The land acquisition for the highway projects is carried out in accordance with the principles laid

out in TheRepublic Act No. 917,or the Philippine Highway Act of 1953, provided for an efficient

highway administration and modified apportionment of highway funds. It also gave aid to provinces

and cities for the improvement and maintenance of roads and bridges.By virtue of theRepublic Act No. 1192,the Bureau of Public Highways was created in 1954 and

was placed under the Department of Public Works, Transportation and Communications to manage

the construction and maintenance of roads and bridges. These two Acts govern the acquisition of

land for defined public purposes and compensation in lieu thereof. If all due processes are followed,the land acquisition should normally take about 15 months and under the Land Acquisition around

24 to 30 months.

Since such a long time is taken to acquire the land, the process should get started much earlier or

may be at the same time as the project is at the design stage. But actually the land acquisition plans

are prepared very late.

There are quite a few reasons for the delay and some of these are:

Outdated revenue maps form the basis for preparation of land acquisition plans. The recordsare often not been updated for a long period of time.
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The land acquisition plans are often not realistic as the design consultants lack expertise toprepare such plans. They also do not carry out the alignment and ground verification.

There are frequent changes in the designs and alignments during implementation stage. Insome cases, there are discrepancies in the project coordinates and the reference frames

resulting in mismatch thereby resulting in redesign of the alignment.

The project authorities have to depend on the human resources from the revenue authorities,who are already over stretched and cannot, provide the required assistance on time.

In the absence of clear guidelines on providing compensation in special cases (including landowners with unclear titles or more than one owner), the settlement process takes a much

longer time.

In addition to the above, the reasons for delay in resettlement are as follows:

Delay in finalization of the alignment and corridor of impact during project preparation stage Delay in identification and finalization of the list of displaced persons. The list of title

holders gets finalized after the declaration of award by the competent authority.

The alternative land for relocation during preparation stage is not firmed up Construction and contract management issues: Very weak contract management & enforcement environment. The role of the Independent Engineer is not clear. Many of the Employers staff and domestic

supervision consultants do not have adequate knowledge/ to understand the conditions of

contract.

Lack of the understanding between the Employers and the contractors that speedy completionof the projects is to both parties interest.

Lack of understanding of the contract conditions both by the Employers and the contractors. Since the Employer is usually lacking in fulfilling his obligations under the contract, such as

timely delivery of encumbrance free land, timely decision making on the variations, making

payments on time, early activation of dispute resolution mechanism, his leverage on the

contract enforcement gets eroded.

There is a resistance to acceptance of the responsibility in taking decisions, even when theEmployers staff is convinced. This is because of a fear psychosis and the staff tries to pass

on the buck.

There is lack of training imparted to the Employers, & contractors staff on the generalterms and conditions of the contract and the division of the parties rights, duties and

obligations as per the contract. This results in lack of motivation for treating the project as a


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common goal and working as a teamand all the partiestry to shift the blame to others and

no one tries to take the responsibility.

Due to dearth of construction management skills in the country, the contractors performancegets affected. This includes the contractors work planning, resource and workflow

management, cash flow management and his overall project management.

The contractors generally quote low to win the contract. They normally have their eyes onmaking money through raising claims at a subsequent date knowing fully well that the

Employer will certainly provide them many avenues to do so, particularly because of delay in

making land available and delay in decisions, payments etc.

Since the role of the Independent Engineer is not very clear so the Engineer takes noresponsibility.

The Engineer is not accountable as after the project is completed, he is simply not there.

The supervision consultancy contracts are generally time based. This creates a perverseincentive to delayed decision making resulting in extension of the civil works and

consequently in the extension of the contract.

OTHER RISK THAT CAN AFFECT CONSTRUCTION OF 15.8 KM HIGHWAY NLEX

MARILAO TOLL GATE TO NORZAGARAY SAN JOSE ROAD

Accidental hazards:All types of hazards, with the exception of those resulting from pre-meditated

activities.

Act of nature: An event resulting from natural causes, which could not have been prevented by

reasonable care or foresight.

Client-related risk:The risk that actions (or inactions) taken by clients or user groups may

negatively affect the achievement of objectives. For example, a client department may change its

requirements for the amount and type of space and its fit-up specifications. The change may result indelays and increased costs.

Employee risk: The risk that arises from the actions (or inactions) of employees, whether intentional

or unintentional. This category encompasses the risks associated with insufficient human resourcecapacity and/or competence.

Environmental risk: The risk that capital projects may have a negative impact on the environmentand that measures to mitigate the environmental impact may not be fully complied with.

Financial risk:The risk arising from insufficient funding for operational and/or strategic priorities.


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Fraud/corruption:The risk of loss or damage to assets due to an intentional misrepresentation (by

an employee or the public) with an intention to deceive for personal gain.Hostile actions from others: Malicious or premeditated actions against the organization, including

action from the public.

Landlord-related risk: The risk that actions (or inactions) taken by the landlord or lessor of abuilding may negatively affect the achievement of objectives. At the end of a lease, a landlord of an

occupied building may not be willing to renegotiate at favourable terms or may not want to modify

buildings to meet the government's project schedule. This may result in increased costs and delaysand less-than-satisfactory accommodation.

Legal risk:The violation of laws, regulations, and treaties/agreements and any legal liability that

may result from these violations. For example, potential legal risks may arise in the tenderingprocess, including changing the bid process midstream or accepting an unsolicited proposal from a

bidder.

Partner or supplier/contractor risk:The risk that actions (or inactions) taken by partners or

suppliers/contractors may negatively affect the achievement of objectives. For example, a heated

construction market may have an adverse impact on cost estimates. A contractor may not be able to

finish the construction of a capital project because of unforeseen construction or financial problems.This may result in cost overruns, delays, and potential liability for the government.

Political risk: The risk that a change of government, political priorities, or policy direction maynegatively affect the achievement of established objectives. Unwarranted political involvement may

work against the judgment and decision making of department officials.

Process risk: Inadequate or failed processes or management practices, including non-compliancewith policies and procedures.

Public opinion risk:The risk that public opinion may impede the organization's ability to achieveits objectives.

Technology risk:The risk arising from inadequate infrastructure (technology or otherwise),including system failure.

VI. DESIGN CRITERIAFor each project, the values established for the applicable design elements represent the

design criteria for that project. The chapter defines the following critical design elements and

provides values for different classifications of highway designs.

The design criteria for urban arterials are:

A. Design Speed

The design speed is either: maximum functional class speed or a speed based on the

anticipated (post-construction) off-peak 85th percentile speed within the range of functional

class speeds as shown below. The following are the range of design speeds.

Area Character Minimum Design Speed Maximum Design Speed

Suburban and Developing Areas 60 km/h 100 km/h

Central Business District 50 km/h 100 km/h


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B. Lane Width : Determine from Exhibit M2-4.

C. Shoulder Width : Determine from Exhibit M2-4.

D. Bridge Roadway Width : Determine Bridge Manual. Note that the bridge roadway width

includes the lane and shoulders and is often based on the approach lane and shoulder width

determined from Sections B and C, above.

E. Grade : Determine maximum from Exhibit M2-4

F. Horizontal Curvature : Determine minimum radius from Exhibit M2-4. For curves with

radii larger than the minimum radius, the radius of curve and superelevation on each

horizontal curve shall be correlated with the design speed in accordance with Exhibit M2-12

for e max = 4%.

The superelevation distribution in this table provides a gradual increase in the

unresolved lateral forces on a vehicle as the curve radii decreases. This distribution of

superelevation is based on Method 5 in Chapter III of AASHTO=s A Policy on Geometric

Design of Highways and Streets, 2004. For low-speed (70 km/h and below) urban streets in

heavily built-up residential, commercial, and industrial areas (where building fronts,

drainage, sidewalks, or driveways would be substantially impacted by added superelevation),

the use of superelevation can be minimized by placing greater reliance on side friction to

counter lateral acceleration. This distribution of superelevation is based on Method 2 in

Chapter 3 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004.

Below are the minimum radii at 4% superelevation using this method.

Design Speed (km/h) Minimum Curve Radius (emax = 4%) (m)

30 22

40 47

50 86

60 135

70 203

For radii larger than the above minimum radius for emax = 4%, determine the superelevation

rate using Exhibit M2-11.

G. Superelevation : 4% maximum.

H. Stopping Sight Distance (Horizontal and Vertical)

Determine minimum and desirable from Exhibit M2-4.

I. Horizontal Clearance

The minimum horizontal clearance to obstructions (measured from the face of curb) is 0 m if barrier

is provided, 0.5 m in areas without barrier, and 1 m at intersections.

J. Vertical Clearance


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Determine minimum from NYSDOT Bridge Manual, Section 2.

K. Travel Lane Cross Slope

Travel lanes = 1.5% minimum to 2% maximum.

Parking lanes = 1.5% minimum to 5% maximum.

L. Rollover

Between travel lanes = 4% maximum.

At edge of traveled way = 8% maximum.

M. Pedestrian Accommodations

To assure access for persons with disabilities, pedestrian facilities shall be located and constructed in

an accommodating way.

VII. DESIGN COMPUTATIONVIII. ESTIMATES


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CONTRACT NAME: 15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE ROADPROJECTLOCATION OF CONTRACT: NLEX MARILAO TOLLGATE TO NORZAGARAY BULACAN

BILL OF QUANTITIESITEMNO. DESCRIPTION QUANTITY UNIT UNIT COST TOTAL AMOUNT

A Earthworks:80 Clearing and Grubbing 148,410 sq.m. 9.93 1,473,711.30

80b Unsuitable Excavation 44,523 cu.m. 23.88 1,542,369.24

91a Embankment from Roadway Excavation 14,841.00 cu.m. 120.04 1,769,513.64

91b Embankment from Borrow 14,841.00 cu.m. 388.81 5,960,329.21

Total for A) 10,745,923.39

B Sub-base and Base Course:101 Aggregate Base Course 15,068.00 cu.m. 741.53 12,673,374.04

SPL-103 Lean Mix Concrete (150mm thk.) 22,261.50 cu.m. 476.43 1,098,746.45

Total for B) 13,772,120.49

C Surface Course:205(1)b PCCP (290mm thk.) 4,437.00 sq.m. 1347.01 5,896,683.37

D Drainage:300(1)a

Reinforce Concrete Pipe Culvert, 900mm (Class II)

185 l.m. 4140 771,900.00

500(1)cReinforce Concrete Pipe Culvert, 1050mm

(Class II)170 l.m. 5673 984,610.00

500(1)dReinforce Concrete Pipe Culvert, 1500mm

(Class II)500 l.m. 8500 4,250,000.00

502(2)b1Reinforce Concrete Headwall, wingwall and

bottom slab, (1-900mm RCPC)20 each 11562.36 231,247.20

502(2)c1Reinforce Concrete Headwall, wingwall and

bottom slab, (1-1050mm RCPC)

10 each 17327.62 179,876.20

502(2)d1Reinforce Concrete Headwall, wingwall and

bottom slab, (1-1500mm RCPC)10 cu.m. 29245.36 291,287.60

Total for D) 6,708,921.00

E Miscellaneaous Structures

600(1)a Conrete Curb 1,932.50 l.m. 371.79 7,187,964.18

603 Metal Beam Guardrail, includes post 15,300 l.m. 2,572.01 39,213,693.00

603(1)b Metal beam, End piece 55 each 1,731.28 921,036.00

604 Perimeter Fence (solid wall) 16,250 l.m. 2,977.87 48,789,627.50

605(1) Warning Sign 42 each 15,524.96 6,125,788.32

605(2) Regulatory Sign 30 each 22,883.97 615,849.10

605(3) Informatory Sign - 1458x3314 42 each 162,531.60 6,987,527.20


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605(7) Directional Sign (British Std.) 70 each 13,676.21 955,925.25

606(2)Pavement Markings (Reflectorized

Thermoplastic)4,590.00 sq.m. 620.05 2,879,029.53

SPL-610 Hydro Seeding 128,363.90 sq.m. 142.49 17,658,955.35

505 Grouted Rip-Rap 60,000.00 cu.m. 2,800.29 168,017,400.00

503(2) Conrete Barrier (relocatable) 503.69 l.m. 3,528.03 1,845,033.43

TOTAL FOR E) 313,441,788.17

F Incidentals:A.1.1 Facilities for the Engineers 1.00 sq.m. 347,256.00 398,542.00

A.1.2 Service Vehicle 30 mos. 60,147.36 1,865,230.84

A.1.4 Project Photograph 1,500.00 pcs. 44.55 66,874.00

SPL-2 Construction Safety and Health Program 1 l.s. 213,726.24 217,587.32

SPL-3 Traffic Management 1 l.s. 1,700,794.37 1,700,794.37

SPL-4 Mobilization/Demobilization 1 l.s. 298,771.20 287,684.36

SPL-5Provide and Maintain Survey Personnel,

Equipment & Apparatus on Rental Basis forthe Assistance to the Engineer

30 mos. 58,152.62 176,554.24

SPL-6 Project Billboard 1 pc. 8,268.90 8,268.90

TOTAL FOR F) 4,721,536.03

G Bridge:

Assumed Bridge Cost 1.00 pc. 5,500,356.89 19,852,664.89

Total 375,139,637.33Labor Cost 30 percent 112,541,891.20

Profit 10 percent 37,513,963.73GRAND TOTAL 525,195,492.26


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FOUR ONE BUILDERS

15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE

ROAD PROJECT

OUTLINE

INTRODUCTION

I. SCENARIO OF THE DESIGNII. PROJECT DESCRIPTIONIII. STATEMENT OF THE PROBLEMIV. SOURCES OF FUNDSV. LEGAL PROBLEMSVI. DESIGN CRITERIAVII. DESIGN COMPUTATIONVIII. ESTIMATES

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