Proposed Construction of a Concrete Farm-to-Market Road in Barangay Pamplora, San Andres, Quezon

A Project Study Presented to the Faculty of the College of Engineering under the Expanded Tertiary Education Equivalency and Accreditation Program (ETEEAP) Manuel S. Enverga University Foundation Lucena City

In Partial Fulfillment of the Requirements for the Degree Bachelor of Science in Civil Engineering

TADEO V. EMPRESE January 2012

1 UNIT 1 INTRODUCTION

Background of the Study The study examines the technical, financial, socioeconomic and institutional elements attending sustainable rural roads construction in the country, using the proposed construction of the Segaras-Yugno farm-to-market road (FMR) in San Andres, Quezon as a point of discussion and analysis. The roads less travelled, traditionally known as low-volume roads (LVR), are perceived to be one of the pillars for socio-economic growth in a developing country like the Philippines. These roads are the veins of the road network. They are the last vital link connecting (mainly rural) households to markets and other economic and social services, and constitute a key element in any poverty reduction strategy, given that lack of access is a key indicator of poverty. Rural roads carrying fewer than 500 vehicles per day, are essential as they support a nations leading income generators like agriculture (i.e. farming, sheep and cattle raising, dairy, and wine making), forestry and tourism. More specifically, without reasonable access, farmers have difficulty transporting their crops to markets with obvious financial losses both to the individual and the nation. The road network of the Philippines has a total length of 199,685 kilometers of which 27,897 kilometers (14%) are national roads and 171,788 kilometers (86%) are under the responsibility of the various local government units (LGUs). The local roads are further distributed into: 28,503 kilometers provincial roads; 15,816 kilometers municipal roads; and 121,702 kilometers of barangay roads, mostly classified as farm-to-market roads. Data indicate

2 that only 14% of local roads are paved while the remaining 86% are either earth or gravel/laterite roads. Thus, unsealed rural roads with earth and gravel surfaces comprise the greater proportion of the length of public road in rural areas in our country. They account for almost 60 per cent of the main road network, or about 1.2 million kilometers. In addition, there exists an estimated 5 to 6 million kilometers of designated minor roads and passable tracks, and an extensive network of undesignated tracks and paths, perhaps several times the extent of the designated network. Limited funding available for the maintenance, and other factors, have meant that much of the rural road network has fallen into disrepair. About fifty years ago a rule of thumb was established which stipulated that roads carrying more than 50 motorized vehicles per day merited upgrading from earth to gravel, and from gravel to a first generation bitumen surface at 200 vehicles per day.

Figure 1. Traditional Approach to Determining Road Type Needed

3 These rough and ready figures were based on assessments of whole life costs (the total of construction, maintenance, and road user costs). However, conditions have changed. Technology, research and knowledge have moved on apace. Unfortunately this outdated rule of thumb still persists in the minds of many. San Andres, a 4th class municipality in the province of Quezon, is an archetype of the national situation, with nearly only 10% of local roads paved while the remaining 90% are either earth or gravel/laterite roads. Thus, it was chosen as the site of this study. About fifty years ago a rule of thumb was established which stipulated that roads carrying more than 50 motorized vehicles per day merited upgrading from earth to gravel, and from gravel to a first generation bitumen surface at 200 vehicles per day.

Figure 1. Traditional Approach to Determining Road Type Needed

These rough and ready figures were based on assessments of whole life costs (the total of construction, maintenance, and road user costs). However, conditions have changed.

4 Technology, research and knowledge have moved on apace. Unfortunately this outdated rule of thumb still persists in the minds of many. Our rural transport sector is generally deprived of funds and in the absence of rational and practical guidelines and specifications for the design, construction and maintenance, rural roads have generally not been able to provide satisfactory service. Considering the vast network of existing rural roads, this study was encouraged by the apparent need for rationalization of the design approach to achieve significant reduction in life cycle costs. Hence, there is a need to optimize the design of pavements by developing more rational design criterion for low volume rural roads. An attempt has been made here to develop an empirical performance criterion for rural roads, using the performance data collected from the ongoing study. An effort shall be made by the researcher to develop the design for the rural road under study, based on the Philippine Agricultural Engineering Standards (PAES) and other prevailing standards, which specify the minimum requirements for the design and construction of one-lane and two lane earth, gravel, bituminous and concrete farm-to-market preparation of program of works. The nonlinear material property of the granular layer along with the properties of the subgrade soils shall also be considered in the finite element modeling for mechanistic evaluation of the roads. Threshold limits for different riding qualities shall likewise be proposed. roads for use in the

Objectives of the Study Very few studies have been conducted on rural roads in the Philippines. Keeping this in mind, this study will to seek:

5 1. To design a farm-to-market road, using standards prescribed by Philippine Agricultural Engineering Standards (PAES), the National Structural Code of the Philippines (NSCP) and the Philippine Department of Public Works and Highways (DPWH). 2. To prepare technical specifications, bill of materials and cost estimate of program of works in relation to the proposed construction of the farm-to-market road. 3. To evaluate the proposed design of the farm-to-market road in terms of strength, functionality and cost.

Significance of the Study Very few studies have been conducted on rural roads in the Philippines. The study shall thus provide a better understanding on how national government and/or local government units (LGUs) construct and manage rural road assets. The outcome is expected to contribute to a framework for the effective development of the rural road network. Scope and Delimitation This study shall be conducted in the Municipality of San Andres, Quezon. The selection of the study site was based on the profile road density by population and area, income classification, accessibility and peace and order conditions, which mirrors the general conditions prevailing in the country. In terms of the technical aspect, the researcher seeks following questions: 1. What project management scheme is proposed for the project? 2. Does the proposed site possess the accessibility, weight bearing capacity and to establish answers to the

6 the topography suitable for the proposed farm-to-market road project? 3. What are the general guidelines on road development to be followed? 4. What design methods are proposed for the project in general? 5. What development plan is proposed for the project? 6. What is the projected completion time for project? On the financial aspect, the researcher sought to determine the following: 1. What is the expected total project cost, and its breakdown according to major components? 2. What are the proposed sources of financing and scheme of fund release? One of the difficulties of any study on rural roads in the Philippines is the lack of reliable data, whether financial or technical. It is for example estimated that there are some 120,000 kilometers of Barangay (basically farm-to-market) roads in the country servicing the 41,969 barangays. However, the length of road is not based on any reliable data. Moreover what percentage of the total that does exist remains in a trafficable condition is not known with any degree of confidence. Conceptual Framework The study covers the technical, financial and institutional elements surrounding rural roads construction and operations. Actual LGU experiences and practices shall be examined to help identify issues, problems and concerns for the recommendation of appropriate and relevant actions. The main objective of this study, therefore, is to devise to develop a more rational design for a low volume rural road. Our approach is rendered in the research paradigm shown in Figure 2 on the next page.

7 Aside from economic considerations, concerns are being voiced regarding the dwindling availability of suitable gravel resources and the increasing cost of longer haul distances. The local capacity to achieve re-gravelling targets, the continuous maintenance burden, and socioenvironmental issues, notably the adverse effect on air quality of dust raised by vehicles using gravel roads, are all providing impetus to promoting provision of alternative surfacing technologies. Localized spot improvements such as improving drainage or providing gravel

or other paving options over key short lengths shall also be considered to enhance the utility of earth roads by extending their ability to carry traffic in wet weather conditions.

Proposed Farm-to-Market Road

INPUTPAES, Policies and Laws y y y y Component: Technical Socioeconomic Institutional Financial

PROCESS Procedure: User Demand Survey Review of LGU Development Plans Field Review Detailed Design y Preliminary Plan y Program of Work ( technical specifications, bill of materials cost estimate)

OUTPUTA Detailed Design

Analysis and Evaluation of Proposed Design 1. Strength 2. Functionality 3. Cost

Figure 2. Conceptual Paradigm of the Study

8 Definition of Terms Several terms that have been used in the study are operationally and conceptually defined in this section to promote easy understanding among readers. They are as follows: Construction, in this study, refers to the act of building a road that involves the choice of technology, the definition of work tasks, the estimation of the required resources and durations for individual tasks, and the identification of any interactions among the different work tasks. Course is the structural component of specified thickness. It may consist of one layer or more. Farm-to-Market Road is a rural road which serves to

connect rural or agricultural areas to market towns. These routes serve as a better quality road, usually a highway, which allows farmers to transport their products to market towns and/or distribution centers. Rational Design Criteria is a set of measures and standards that designers should meet in designing some system or device. Sustainable Rural Roads are roads that allows the basic access and development needs of individuals, companies and society to be met safely and in a manner consistent with human and ecosystem health, and promotes equity within and between successive generations.

Acronyms The following acronyms are used in this study: DILG DPWH Department of the Interior and Local Government Department of Public Works and Highways

9 FMR IRI LGU MRDP NGO PSI SRRIP VPD Farm-to-Market Road International Roughness Index Local Government Unit Mindanao Rural Development Program Non-Governmental Organization Present Serviceability Index Second Rural Road Improvement Project Vehicles per Day

Nomenclature The following set or system of official names, terms, or specialized engineering vocabulary are used in this study and defined in this section to facilitate easy understanding: Aggregates are granular material of mineral composition such as sand, gravel, shell, crushed and uncrushed stone or light weight materials. Backfill refers to suitable material used to replace other materials removed during construction. Backslope refers to the slope from the bottom of the ditch to natural ground, on the opposite side of the foreslope. Base course is the layer of aggregate, soil-treated aggregate, treated soil, or soil aggregate that rests upon the sub base, or if no sub base, upon the sub-grade.

Treatment may include application of chemical-based soil additives such as soilstabilizers and/or any approved method. Bitumen refers to any of various flammable mixtures of hydrocarbons and other substances, occurring naturally or obtained by distillation from coal or petroleum, that

10 are a component of asphalt and tar and are used for surfacing roads and for waterproofing. Borrow refer to the suitable material used for embankments. Bridge is a structure, including supports, erected over a depression or an obstruction, such as water, a highway, or a railway; having a roadway or track for carrying traffic or other moving loads; and having an opening measured along the center of the roadway between faces of abutments, spring lines of arches, or extreme ends of the opening for multiple box culverts or multiple pipes that are 60 inches or more in diameter and that have a clear distance between openings of not less than half of the smallest pipe diameter. Clearing refers to the removal and disposal of trees, vegetation or other unwanted materials from the ground surface. Compaction is the application of pressure to aggregates to result in a dense mass free of excessive voids. Compaction minimizes settlement, decreases permeability and increases strength. Low-volume road is considered a road that has relatively low use (an Average Daily Traffic of less than 400 vehicles per day), low design speeds (typically less than 80 kph), and corresponding geometry. Construction Costs are those costs after the contract has been let. This includes engineering, survey, inspection, in addition to those actual construction costs. The written contract between the Department and the contractor setting forth the obligations of the parties, including, but not limited to, the performance of the work, the furnishing of labor and materials, and the basis of state highway payment.

11 Culvert is the drainage structure that may or may not, directly support and that extends across and beneath a highway street, driveway, alley, arterial, or other public way. Crushed gravel is the product resulting from the mechanical crushing of gravel, with substantially all fragments having at least one face resulting from fracture. Drainage refers to the removal of water from the road area by the use of culverts, ditches, channels and other several structures. Earthworks are operations connected with excavating and placing embankments with soil, earth or rock. Erosion control refers to protection of soil from disclosing by water, wind, or other agent. Excavation is the act of cutting, digging, or scooping to remove material. Field density test is the determination of the degree of compactness of the soil. Fill refers to the embankment material placed above natural ground line . Grade is the slope of a roadway, channel, or natural ground . Grading is the preparation of the sub-grade, in line and elevation, for application of pavement materials including base and surfacing materials. One-lane road vehicular traffic. Riprap refers to quarried stone especially selected, graded and placed to prevent erosion and thereby preserve the shape of a surface, slope, or underlying structure. Road bed is the graded portion of a highway between top and side slopes, prepared as a foundation for the pavement structure and shoulder. is a roadway, where one way is a clearly marked lane for

12 Specifications are written technical description of materials, equipment, construction systems, standards, and workmanship that, in conjunction with the drawings, detail the requirements for acceptable completion of the work. Sub base course refers to the layer of the specified or selected materials of designated thickness in a pavement structure immediately above the sub-grade and below the base course. Subgrade is a level layer of rock or earth upon which the foundation of a road or railway is laid; the ground beneath a roadway or pavement. Subgrade (earth road) is the roadbed upon which the pavement structures is placed. Subgrade (gravel road) refers to the upper portion of material which act as foundation sub base course. Subgrade (bituminous, concrete road) is the top surface of the roadbed upon which the pavement is placed. Traffic refers to vehicular and non-vehicular movement along a route such as pedestrians, vehicles, animals, etc. Two-lane road is a roadway, where two (2) ways are marked lanes for vehicular traffic. Design Hourly Volume is a volume determined for use in design representing the traffic that is expected to use the highway in any designated year. It is an hourly volume, usually the 30th highest hourly volume expected during the design year.

13 UNIT II REVIEW OF RELATED LITERATURE AND STUDIES

Engineering literature was reviewed for information relevant to constructing farm-tomarket roads. A discussion of literature reviews, informational articles or publications, research papers, studies and dissertations are presented in this chapter.

Related Literature The road network of the whole country has a total length of 199,685 kilometers of which 27,897 kilometers (14%) are national roads and 171,788 kilometers (86%) are under the responsibility of the various local government units. Only 14% of local roads are paved while the remaining 86% are either earth or gravel roads. The ADB-DILG Policy Framework Report mentions that among the ASEAN countries, the Philippines has the highest road density but the lowest in terms of paved ratio (PIARC Road Maintenance Handbook, 2004). Recognition of the importance of rural roads has rarely been reflected in the formulation of poverty reduction policies and interventions. Urban development tends to concentrate on the development of the urban areas and neglects both its impact and dependence on rural areas, while rural development policies tends to focus on agriculture-related interventions and ignores the urban areas, as if rural areas exist in isolation. A number of factors have reinforced this artificial separation. Under the present economic climate, urban areas are generally recognized as engines of economic growth and, therefore, the focus of most development policies. Furthermore, increasing urbanization has brought attention to the need for addressing urbanbased economic growth and the reduction of urban poverty. Unfortunately, even this has focused on capital cities and large urban agglomerations while the potential of small towns and

14 secondary cities for economic growth, reducing poverty and mitigating rural-urban migration from mega-cities has often been neglected. Finally, even in those situations where attempts have been made to deal with urban and rural areas as part of one system, efforts have been hampered by the administrative and sectoral division of areas into urban and rural. Thus, main road networks are understandably given high priority in the allocation of funds in recognition of their economic importance. Conversely, rural roads--- despite their acknowledged importance--- are given lower priority in the allocation of funding because they carry much lower volumes of motorized traffic. The Philippines almost exclusively favors the use of more expensive concrete for paving while Malaysia and Thailand prefer other options for their roads. Malaysia and Thailand, relatively rich states, understandably exhibit high paved ratios among the five countries. Government policies that influence LGU actions on rural roads operation and maintenance are contained in the following: Republic Act No. 917 or the "Philippine Highway Act" provided for the classification of roads as: National, Provincial, City, Municipal and Barangay roads; and Executive Order No. 113, issued in 1955 clearly defining the classification prescribed in RA 917. In the Philippines, the arterial road network expanded quantitatively by intensive investment after independence until the 1980s, in response to the increasing road traffic demand. Because consideration of the functionality of road and the grade of pavement was not prioritized, aging temporarily-built bridges, unpaved and/or narrow roads had inhibited traffic efficiency. There was a strong need to improve qualitative conditions such as the modification of unpaved roads to paved and improving the temporary bridges into permanent bridges to secure an efficient, safe and reliable road network. Road improvement projects, however, had primarily

15 focused on establishing the major arterial road network rather than rural roads, as mentioned above (ADB, 2005). The DPWH Design Guidelines Criteria and Standards for Public Works and Highways are documents still in use and referred to with regards to road construction and maintenance. These documents provide geometric standards for roads, depending on the terrain where the infrastructure is constructed, and the type of materials for embankments and/or cuttings. The DPWH document also provides guidance in the formulation of road maintenance manuals such as the Road Maintenance Manual prepared by the Department of the Interior and Local Government (DILG) under the Second Rural Road Improvement Project (SRRIP) and the Mindanao Rural Development Program (MRDP) Maintenance Manual of the Department of Agriculture (ADB, 2005). However these are not accepted as being standards for the whole country. The SRRIP Road Maintenance Manual incorporates the Road Maintenance Management System (RMMS) adopted by the then Ministry of Public Works and Highways (MPWH) and the Ministry of Local Government (MLG), developed in 1983 and later revised in 1992. The Manual was first tested in 14 SRRIP provincial units and 9 DILG regional offices covering the SRRIP provinces and a final version was produced in 1993. With the enactment of the Local Government Code and the resulting decentralization of many functions and responsibilities to LGUs, including maintenance of local roads, the Manual is no longer issued on a mandatory basis but rather as an advisory code of practice following considerable consultation and as a supporting document to aid the further development of good road maintenance practice (ADB, 2005).According to a study conducted by the Asian Development Bank (ADB), the road network in the Philippines is generally adequate in extent, but many roads are in poor condition due to

16inadequate management that includes planning, design, construction and maintenance. The increasing traffic, heavy vehicles and bad weather conditions contribute greatly to the deterioration of these roads. An Asian Development Bank (ADB) study12 pointed out the deficiency in the planning process of the DPWH where project selection is influenced by politics and is not based on systematic analysis of the general network needs. Furthermore, priorities are not frequently determined in terms of economics and technical appraisals, therefore, influencing funding allocation and project selection. The ADB (2005) also recognized the fact that the problem of maintaining the non-national roads (local roads), which make up more than 80% of the road network cannot be ignored. Encouraging good governance is imperative to dealing with this problem.

Rural Transport is still to be called the step-child of infrastructure provision in Third World countries: nobody really feels responsible, but everybody claims it being of utmost importance. This holds true in particular for Africa, despite the fact that the main focus of international co-operation is directed to this continent since many decades, but many countries in Asia and other parts of the world are concerned too. This state of affairs applies not only to the provision of roads and tracks, but also to the use of appropriate means of transport such as vehicles, ox-carts or bicycles. In fact, one may talk about a great confusion among professionals, as even basic questions are by no means solved and havent found an internationally agreed answer: what defines a Rural Road, from where to where does it lead, who should be responsible, who should take care and pay for it (Pidwerbesky et al., 2007) . Relatively little serious examination of rural road construction and maintenance has been carried out in the Philippines. This, partly because the responsibility for this activity was decentralized to the Local Government Units (LGUs) under the 1991 Local Government Code. Consequently, while the overall responsibility for rural roads rests with the Department of Local Government, there has been no coordinated response to the rural road construction and

17 maintenance. Also, at the local government level, there is very little technical capacity of any kind to carry out the work. Moreover, despite the impact that the poor condition of rural roads can have on livelihoods, few countries, the Philippines included, are likely to be able to provide sufficient funding to fully improve and maintain networks to an acceptable paved standard in the foreseeable future. Rural authorities, non-governmental organizations (NGOs) and the local communities, need methods whereby all weather access can be maintained at reasonable cost. With very restricted resources and on very substantial networks this objective is impossible to achieve using current road provision and maintenance strategies. The search for a new rural transport planning paradigm began in a somewhat unfocused manner. The initial point of departure was simply dissatisfaction with the existing implied policy - reliance on infrastructure investment for conventional motorized vehicles as both the catalyst for economic and social change, and the prime means of enhancing accessibility and personal mobility, with vehicle supply being left to the private sector. Early criticism focused on the unnecessarily high design standards applied to local - feeder, penetration or development- roads, and the resulting slow and uncertain rate of network development; the unaffordability and indeed non-availability of motor vehicles to the mass of the population; and the neglect of effective policies for the development of the local transport and vehicle system (Howe, 2005). In mechanistic design methods, the limiting values of stresses and/or strains at which a given degree of distress will occur are commonly known as the performance criteria. Performance criterion is generally developed considering a failure condition, which may be either structural or functional. While most of the mechanistic-empirical flexible pavement design methods consider the cracking of bound layers and rutting along the wheel paths as main

18 distresses to be addressed, some design methods have different functional parameters such as Present Serviceability Index (PSI), roughness or other such indices that reflect the users perspective. In the case of low volume roads, the bituminous surfacing (for paved roads) is usually thin (less than 40 mm) and is not expected to contribute significantly to the structural capacity of the pavement (Pidwerbesky et al., 2007). Hence cracking of bituminous surfacing cannot be considered as a main mode of failure in such pavements. Rutting is the major mode of structural failure in granular pavements with thin bituminous surfacing. The permanent deformation in the subgrade and granular layers caused by repeated applications of wheel loads, manifests at the surface of pavement as rutting. The concept of measuring serviceability of pavement in terms of PSI, adopted by AASHTO (2003) is also used by some agencies as performance criterion for design of rural roads. PSI is estimated using structural distress parameters as well as surface profile characteristics. Another simple parameter used to evaluate pavement performance is roughness, which reflects the user perspective. The roughness of the road can be measured by different techniques and equipments resulting in different roughness indices; hence it is to be expressed in terms of International Roughness Index (IRI). Rutting and roughness have been identified as two major distresses in case of thin surfaced granular pavements.

Related Studies Foreign Studies In many developing countries, the main road network carries about 80 to 90 per cent of passenger and freight transport and it is, therefore, of key importance to the economy. In the South East Asian region two examples serve to illustrate the under-developed state of the rural

19 road networks. A recent report (Ministry of Rural Development, December 2001) on the

Cambodian road network assessed that 75% of the 4,165 km of national (main and provincial) roads were not in a maintainable condition. A previous survey in 1999 assessed that of the approximately 28,000 km of rural road network, only about 6,000 km (21%) had been rehabilitated since the severe disruption of the Khmer Rouge regime. These roads were mostly rebuilt to gravel/laterite standards. However maintenance funding is only available for a small portion of the rehabilitated network. There is thus justifiable concern for the sustainability of a gravel-only strategy for rural roads in Cambodia. Vietnam has a road network of approximately 210,000 km, this represents a density that is twice that of Thailand or Malaysia. However, only 13.5% of the road network is considered to be in good condition, just 26% has two or more lanes, and 29% is bituminised. Over 10% of villages are inaccessible by road for at least one month of the year. While funding is a major issue, questions are being raised regarding whether provision and maintenance of large unpaved networks is sustainable using the traditional strategies from a financial, resource management (gravels are a non-renewable natural resource) or environmental perspective (Vietnam CIuntry Report, 2001). A broader view of user travel demand characteristics started to emerge simultaneously in the 1970s from a number of sources. Among the first was the work of Tripathi (1972) and Ramaswamy (1977) on bullock cart users in India; the Overseas Development Group, University of East Anglias studies of the small farm sector in Bangladesh (Government of Bangladesh, 1977) and Nepal (Blaikie, et. al. 1977); and a specially commissioned study of small farm transport needs and constraints in Kenya, financed by the World Bank (World Bank, 1977b).

20 The very first effort to actually introduce new types of NMT in Africa with community involvement, under a transport project with international funding, was under a World Bank funded roads project in Ghana (1988). By giving prominence to the petty nature of most small farmer transport needs in Bangladesh and Nepal, the work of the Overseas Development Group cast serious doubt about the benefits impoverished peasant societies were likely to receive from conventional road and motor vehicle based investments, and thus the whole basis of the rural transport development policies being implemented in those countries. Again it is a lesson which has been largely ignored. Although the issue of benefit distribution has been extensively discussed in the literature on economic appraisal techniques, operational applications have been restricted by ideological considerations (Howe and Richards, 2004). Similarly, the study in Kenya served to highlight that the rural travel demands of most small farmers are much different to what is commonly supposed. It showed that most transport needs could be characterized as the movement of small loads (10-150 kg units) over relatively short distances (1-25 km). For transport related directly with the farming activity, the range of loads was likely to be the same, but the typical distances were shorter (1-13 km). Rarely were motorized transport services available, affordable or even necessary for such demands. The findings from this early unstructured research stimulated the ILO to commission a further series of studies in Asia and Africa. These combined with other informal studies formed the core of the book Rural Transport in Developing Countries (Barwell, et. al., 2005). The ten case studies presented covered three broad aspects: i) micro-level surveys of the transport patterns of rural farming communities in Malaysia, India, Nigeria, and Kenya; ii) brief investigations of seven local-level transport modes in the Philippines, the

21 Republic of Korea, and Western Samoa; and iii) broader evaluations of transport policy and planning, and their implications for the rural communities in Bangladesh, Kenya and Tanzania. These studies did not have a common research framework or methodology. The feature which linked them was their examination of transport conditions and problems from the perspective of rural people rather than the modern transport system. The studies thus paid explicit attention to transport activities, which took place remote from the motorable road system and borrowing from the generic study in Kenya, characterized movements as on-or-off farm. They attempted to define the nature of small farmer and household transport needs and the physical and other constraints within which these had to be satisfied. The style of questioning was relatively loose and did not try to quantify the totality of household movement demands in a precise way, nor did it give prominence to questions of transport access by income group and gender. The research focus was more on physical mobility than the factors governing peoples use of resources and the reach of services. The studies reported in Rural Transport in Developing Countries led to a number of robust conclusions, especially when combined with the findings of a six-country case study -India, Indonesia, the Philippines, Sierra Leone, Sri Lanka, Tunisia on rural transport services published the previous year by the World Bank (Carapetis, et. al. 2004). These conclusions can be summarized as follows: y Correlation between the type and quality of infrastructure and the type and quality of transport services. Where all-weather roads exist motor vehicles frequently provide services. These are not normally available on dry season roads except at premiums of 200 to 400% above those on all-weather routes. Non-motorized

22 vehicles sometimes fill the gap in services on dry season roads but at high unit costs. y Limited extent of the effective road system and the poor prospects for its extension. A significant proportion - in some cases the large majority - of the population is not accessible under all-weather conditions. At the time of the surveys it was concluded that this situation could only be expected to improve very slowly, but in many of the poorer countries economic prospects have worsened since then. y Significant numbers of people are effectively disenfranchised of any form of transport facility. Among those of the population who do have physical access to all-weather roads there is a significant proportion unable to afford those services that are provided. y Lack of perception of local level transport problems by policy makers. Many of the real transport problems faced by the rural population remain unperceived and neglected by policy makers and planners. Existing policy analysis and planning procedures have evolved to deal with the more visible parts of the economy such as exports, imports, industry, and their major investment and infrastructure requirements. The procedures and criteria by which investment programs are determined tend to ignore the non-users of transport services and the local level movement needs of rural people. These are only likely to be addressed if the starting point of the analysis is a local-level perspective.

Local Studies

23 The ILO (2006) conducted a study in the Philippines that illustrates that development activities at local level, especially those that would require the use of local resources, should have the full support of the local chief executive (LCE). In most LGUs, the LCE is the acknowledged key person that will lead the people either to development or stagnation. It is evident that the rural areas are still experiencing a prolonged hangover from its feudalistic beginnings such that everybody looks up to the leader to decide on a range of issues. In current times, the thinking persists that an elected official is regarded by his constituents as the ready and convenient protector, provider and problem solver. This perception is reinforced by the key informants who refer to the LCE as the leader whose decisions should not be questioned and whose support should be solicited right at the start of any development undertaking. To illustrate, the team received comments such as like, "there is no need to conduct a roads conditions survey as the LCE disregarded the last one and went ahead with his pre-conceived set of priorities," or "we may come up with the best development option but it is always the LCE's option that prevails." And still some stated that "if you want to have something done in the LGU, make sure you have the LCE with you." It is therefore obvious that the LCEs - the Provincial Governor, Municipal Mayor and the Barangay Chairman - are the key LGU functionaries that can make things happen at local level, including maintenance of rural roads. Another local study looked at various specifications but found multivariate linear relationships to be the most suitable. The most significant model that was developed showed that distance to the market center and use of fertilizers had the most significant effect on coconut and corn productivity. However, for bananas, the models results were contrary to logic and the coefficients were not significant, and therefore no models for banana were accepted. The

24 possible explanation for this may be that the difference in the way bananas are marketed. While farmers growing coconut and corn need to travel much to the market center to sell their products, farmers growing banana do not need to travel much since they rent their land to the traders, who collect the produce at the farm (Dhakal, 2009).

25

UNIT III METHODS AND PROCEDURES

The research methodology is described in this section, including the research design, population and sample, locale of the study, instrument used to collect the data, procedures for conducting the research and analysis of data.

Methods of Research

(RESTRUCTURE)

Whenever possible, the researcher will use an integrated methodology which builds on the complementarities between methods in order to build on strengths, crosscheck and triangulate the information which is most crucial for addressing the particular research questions concerned and also try to disseminate information in different ways for different audiences in order to ensure, as far as possible, benefits for outcomes for participants. To determine the state of practice, both design and construction related, of farm-tomarket design, the Philippine Agricultural Engineering Standards (PAES) shall be visited to survey current design practice and to assess the technical personnels experience and opinions related to the local state of rural road performance. The PAES specifies the minimum

requirements for the design and construction of one-lane and two lane earth, gravel, bituminous and concrete farm-to-market roads for use in the preparation of program of works. It includes related structures such as drainage (roadside ditch and culvert), slope protection and erosion control.

26 Procedures of Research This study is primarily descriptive in nature, hence, it is data-intensive. Since the narrow sense of the market has been selected for study, primary data is essential for market identification, needs, and capabilities. This is achieved by aid of a questionnaire intended for the prospective and end-users of the proposed Segaras-Yugno farm-to-market road (FMR) in San Andres, Quezon. However, for inferential purposes, data on the rural road network for Quezon Province to the broad aspect of the market shall be gathered from previous studies on the matter, by various government agencies. With reference to this study, data on such a network is classified as secondary in nature. Primary technical data shall be supplied by technical resource persons in the Department of Public Works and Highways (DPWH) Engineering District Office and the Municipal

Government of San Andres, Quezon who have proven to be a goldmine in complementing the researchers inadequacies on certain aspects. On financial aspects, researches on prevailing averages on costs of material and labor shall be updated by the researcher. Previous DPWH estimates shall also be used in making clear the general concepts as well as details of the FMR project. In addition, the researcher shall rely on actual observation, substantial information from books and other reading materials and online information. The researcher shall also conduct a survey and personal interviews with persons he believes to be knowledgeable about the topic of research. In an attempt to assess the needs, level of awareness and knowledge of residents

pertaining to farm-to-market road construction and other related subjects, a descriptive survey

27 research shall be used since it was most applicable to the nature of investigation. The researcher will seek to determine the needs as well as perceived impacts of a road project on the

respondents. Some 30 purposively selected residents of San Andres, Quezon, and 10 LGU executive and engineering officials shall be asked to participate in the study. Each will be requested to accomplish a questionnaire about the technical, socio-economic, institutional and financial

aspects of the proposed Segaras-Yugno farm-to-market road (FMR) in San Andres, Quezon. As the study covered a relatively small sample size, its findings are confined to trends and/or patterns on rural roads maintenance procedures and practices that are current in the local government unit (LGU) studied.

Research Design The descriptive method of research was used for this study. To define the descriptive type of research, Creswell (1994) has s stated that the descriptive method of research is to gather information about the present existing condition. The emphasis is on describing rather than on judging or interpreting. Descriptive research is thus a type of research that is mainly concerned with describing the nature or condition and the degree in detail of the present situation. This method is used to describe the nature of a situation, and to obtain an accurate profile of the people, events or situations. With this research type, it is essential that the researcher already has a clear view or picture of the phenomena being investigated before the data collection procedure is carried out. The researcher used this kind of research to obtain first hand data from the respondents so as to formulate rational and sound conclusions and recommendations for the study.

28 In this study, the descriptive research method was employed so as to identify the significance of using prevailing design standards and design criteria for rural roads. The researcher opted to use this research method considering the objective to obtain first hand data from the road planners and end-users. The descriptive method is advantageous for the researcher due to its flexibility; this method can use either qualitative or quantitative data or both, giving the researcher greater options in selecting the instrument for data-gathering. The aim of the research is to examines the technical, financial, socioeconomic and institutional elements attending sustainable rural roads construction in the country, using the proposed construction of the Segaras-Yugno farm-to-market road (FMR) in San Andres, Quezon as a point of discussion and analysis. T he descriptive method is then appropriate for this research since this method is used for gathering prevailing conditions. The research shall use stakeholders as respondents in order to gather relevant data; the descriptive method is then appropriate as this can allow the identification of the similarities and differences of the respondents answers. For this research, two types of data were gathered, namely: the primary and secondary data types. The primary data were derived form the answers the participants gave during the survey process. The secondary data on the other hand, were obtained from published documents and literatures that were relevant to rural road design. With the use of the survey questionnaire and published literatures, this study took on the combined quantitative and qualitative approach of research. By means of employing this combined approach, the researcher was able to obtain the advantages of both quantitative and qualitative approaches and overcome their limitations.

29 Research Environment The study shall be conducted in San Andres, Quezon, which was chosen as the

research locale because the researcher is a native of San Andres, thus the knowledge and accessibility of the respondents. Further, this study will primarily benefit the community in San Andres , Quezon Province and the country as a whole, by contributing to the development of a of design criteria for farm-to-market roads. San Andres is a 4th class municipality in the province of Quezon. According to the 2007 census, it has a population of 29,216 people in 5,549 households. A checklist-type survey tool has been designed to gather primary data about the proposed farm-to-market road (see Annex A). On the market aspects in particular, the researcher shall seek to answer the following questions: 1. Who are the prospective end-users of the proposed Segaras-Yugno farm-to-market road (FMR), based on the following: a) Present demographic profile b) Present road access situation 2. What are their perceived impacts of the proposed project? In terms of the technical aspect, the researcher shall seek to establish answers to the following questions: 1. What project management scheme is proposed for the project? 2. Does the proposed site possess the accessibility, weight bearing capacity and the topography suitable for the proposed farm-to-market road project? 3. What are the general guidelines on road development to be followed? 4. What design methods are proposed for the project in general?

30 5. What development plan is proposed for the project? 6. What is the projected completion time for project? On the financial aspect, the researcher sought to determine the following: 1. What is the expected total project cost, and its breakdown according to major components? 2. What are the proposed sources of financing and scheme of fund release?

31 REFERENCES

AASHTO, (1993) AASHTO Guide for Design of Pavement Structures 1993, American Association of State Highway and Transportation Officials Washington, D.C. Barwell, I., G.A.Edmonds, J.D.G.F. Howe and J.de Veen (2005): Rural transport in developing countries. London, (Intermediate Technology Publications). Cambodian Rural Transport Infrastructure Program, A Sub-Sector Overview, Ministry of Rural Development, December 2001. Carapetis, S., H.L. Beenhakker and J.D.G.F. Howe (2004): The supply and quality of rural transport services in developing countries: a comparative review. World Bank Staff Working Paper No. 654. Washington, DC: World Bank Dhakal, Nirajan (2009) Impact of Road Accessibility on Agricultural Production: Evidence from Mati, Davao Oriental, Philippines. U.P. School of Urban and Regional Planning. Howe, J. (1995): Enhancing non-motorised transport use in Africa - changing the policy climate. Transportation Research Board Annual Meeting, 22nd-26th January, Washington, D.C. Howe, J. and P. Richards (2004): Rural roads and poverty alleviation. London, (Intermediate Technology Publications Ltd). Maintenance of Unpaved Roads, International Road Maintenance Handbook, Vol. I, PIARC Road Maintenance Handbook, 2004. Maintenance Study in the Philippines, International Labour Organization 2006. Pidwerbesky, B. D, Steven, B. D. and Arnold, G., (2007) Subgrade Strain Criterion for Limiting Rutting in Asphalt Pavements, Proceedings of Eighth International Conference on Asphalt Pavements, Seattle, Washington, pp. 1529-1544. Qiu, Y., Dennis, N.D. and Elliott, R.P., (2005) Design Criteria for Permanent Deformation of Subgrade Soils in Flexible Pavements for Low-volume Roads, Journal of the Japanese Geotechnical Society of Soils and Foundations, Vol. 40, No. 1, pp.1-10. Rural Roads Maintenance Policy Framework Philippines, Final Report, Asian Development Bank Department of the Interior and Local Government, 2005. Secondary and Feeder Road Development Programme Final report, Department of State Roads, Ministry of Transport and Energy, Government of Zimbabwe. November 2007.

32 Annex AChecklist for Enhanced Technical/Institutional Identification, Prioritization and Selection of Farm to Market Roads BASIC INFORMATION OF THE PROJECT Name of the Project: ______________________________________________________________(Specific Road Sections, from___ to___)

Location Barangay: ______________________ City/Municipality: _________________ District: _________ Province: ______________________________________________ Region: ___________________ Estimated Cost of the Project (Php): ____________________________ Scope of Work: Excavation Aggregate Subbase Course Embankment Aggregate Base Course Subgrade Preparation PCCP

Others, Specify: ______________________________ ______________________________ ______________________________ ______________________________ ______________________________ Road Width (in meters): ______________________________ Net Road Length (in km): _________________ Total Road Length (in km): ___________________(Sum of the Aggregate Road Sections to be covered by the project) (The whole stretch of the road starting from point zero of the 1st road section up to the end of the last road section that will be covered by the project)

Related Structures: Bridge Drainage Pipe Culvert Vented Spillway Side Drainage Ditch Overflow Spillway Side Slope Protection Box Culvert

Others, Specify: _____________________________ _____________________________ _____________________________

Present Road Surface Condition Earth Gravel Asphalt PCCP

33

Present Road Classification Barangay Road National Highway Municipal Road Trail/ Foot path Provincial Road Private Road National Secondary Road

Accessibility of the Area Name of road, which the proposed FMR will be connected: _________________________________ Class of Road: Barangay Municipal Provincial National

Distance to the Nearest Market/Trading Center (in km): ____________

Name of Market: _______________________________

Specific Location: ______________________

Proximity to Nearest Parallel Road (in km): ________________ Counterpart Funding Scheme:

Source (LGU, etc.) ________________________ ________________________ ________________________ ________________________ ________________________ ________________________ ________________________ ________________________

Kind (Labor, Materials, Cash) _________________________ _________________________ _________________________ _________________________ _________________________ _________________________ _________________________ _________________________

Amount (PhP) ___________________ ___________________ ___________________ ___________________ ___________________ ___________________ ___________________ ___________________

Development Type:

Construction of new road / road opening Rehabilitation (restoration, re-graveling) Improvement (widening, rerouting of existing road or trail, graveling, concreting, asphalting)

34

Mode of Implementation

By Administration DPWH

Equipment Base LGU

LBES

By Contract

Others, specify ___________________

Connectivity Rating

Flooding

Siltation

Erosion

Drought ___________________________ ___________________________

Others specify: _____________________________ _____________________________

Justification: ________________________________________________________________________________________ ________________________________________________________________________________________ ________________________________________________________________________________________

Proponents Profile Name: __________________________________ Agency: _________________________________ Contact Number: __________________________ Validated by: _____________________________ Office: __________________________________ Date of Validation: _______________________ Position: ______________________________ Address: _____________________________