CE 199 Undergraduate Research Project in Civil Engineering

Final Presentation of Project

15 April 2013
Transportation Engineering Group

Analyzing Issues on the Design, Construction, and Maintenance of Pavements

in the Philippines
MARICAR R. BISCOCHO
Undergraduate Student, B.S. Civil Engineering Program
Institute of Civil Engineering, University of the Philippines-Diliman
E-mail: cacai_1213@yahoo.com.ph
Advisers:
Dr. Jose Regin F. Regidor1
Engr. John Michael Constantino2
1
Professor, Institute of Civil Engineering, University of the Philippines-Diliman
2
Instructor, Institute of Civil Engineering, University of the Philippines-Diliman

Abstract: There are many factors that can affect the lifecycle of a road pavement. Varying conditions of pavements along
the country are attributed to several factors including design factors such as heavy vehicle traffic, and construction and
maintenance practices. Errors in the practice of the application of those factors will reflect to the lifespan of the pavement.
Based on the data collected, factors regarding construction practices and quality control, compared to design and
maintenance factors are the most frequent cause of pavement defects and deficiencies. Accuracy in the design factors and
quality control must be undertaken for the pavement to serve the traffic for which it was designed. Effective road
maintenance and rehabilitation work is needed to preserve the pavement from further deterioration.

the subgrade, highway drainage, construction

engineering and management practices, and total life
cycle costs.

1. INTRODUCTION
1.1 Background of the Study

Roestler, J. R. et. al. (2000)report addressed design

and construction issues as they pertain to long-life
rigid pavement strategies. The design and
construction issues are discussed with the goal of
determining the boundaries of existing technology
and approaches to rigid pavement design and
construction.

According to the Department of Public Works and

Highways (DPWH) 2011 Year-End Report,
Philippines was ranked 100 out of 142 countries in
the latest Global Competitiveness Report by the
World Economic Forum (WEF) for the quality of
roads. Based on the report, Philippines lags behind
many of its neighboring countries in the Association
of Southeast Asian Nations (ASEAN) in terms of
quality of infrastructure, and in particular, the quality
of its roads.

Fisher, J. et. al. (2010) with the Kentucky

Transportation Center, Asphalt Institute, and
Kentucky cabinet worked together in order to identify
factors that affect asphalt pavement density, and to
then evaluate their effect on long term pavement
performance.

For the quality of roads level, WEF has noted a slight

improvement in the quality of Philippine Roads from
3.1 on 2010-2011 to 2.8 on 2011-2012. The legend is
1 for extremely underdeveloped and 7 for extensive
and efficient by international standards.

Chan, Y. C. (2008) investigated the relationship

between truck overloading and the condition of road
damage. The objective is to determine the amount of
economic loss due to overloaded truck traffic is. In
conclusion, economical loss was found, which
include reduction of pavement life and increase in
maintenance and rehabilitation cost.

1.2 Review of Related Literature

Gaspay, S. M. A, Mata, W. L., Pacheco, B. M.,
Regidor, J. R. F., Sadie, H. T., and Torio, L. V.
(2010) The paper provides a review of the state of
practice of road pavement engineering in the
Philippines, recommending areas for further study.
The review validates that PCCP is more desirable
than ACP when both construction and maintenance
costs are examined. Directions for further studies
have been identified and lean towards investigation of
the actual pavement loads, strength and stiffness of

Regidor, J. R. F. et.al (2005) analyzed the traffic

inputs to pavement design through assessment of
actual highway sections along the Pan-Philippine
Highway also known as the Doa Remedios Trinidad
Highway. Recommendations are formulated and
proposed in relation to the importance of accurate
1

traffic inputs in pavement design, especially the

development of heavy vehicle factors that allow for a
more accurate estimation of equivalent axle loads as
well as implications to economic design of pavements.

Common
Defects/Deficiencies
(Road Assessment Data)
Causes of
Defects/Deficiencies

1.3 Statement of the Problem

(ROCOND Manual)

In the Philippines, it can be observed that there are

certain roads that were already deteriorated before its
expected design life. There are many factors that can
affect the lifecycle of a road pavement. Varying
conditions of the road pavements along the country
are attributed to several factors including those
pertaining to the design, geotechnical condition,
heavy vehicle traffic, and construction and
maintenance practices. [8] Errors in the practice of
the application of those factors will reflect to the
lifespan of the pavement.

Design Factor

1.7 Study Flow

The study flow is illustrated in Figure 5 below. Data

collection will be based from reports and publications.
Analysis of the data collected will be based on the
ROCOND Visual Assessment Manual of the DPWH
and Road and Bridge Information Application
(RBIA).

The main objective of this study is to analyze issues

on the design, construction, and maintenance of
pavement in the Philippines. In the process of
realizing this objective, the following tasks are to be
undertaken:

b.
c.
d.

e.

Maintenance Factor

Figure 1. Conceptual Framework

1.4 Objectives

a.

Construction Factor

Data Collection

Identify and define the factors that causes

pavement deterioration;
Collect data conditions of national roads
from the DPWH;
Analyze data based on ROCOND Visual
Assessment Manual;
Determine the most common pavement
defects and associate them with the design,
construction, and maintenance practices in
the Philippines; and
Formulate recommendations for improving
state of pavement engineering practices in
the country.

Conclusion/
Recommendation

Data Analysis

Figure 2. Study Flow

2.
FACTORS
LIFECYCLE

AFFECTING

PAVEMENT

The factors affecting pavement lifespan based on

AASHTO and the DPWH Design Manual are as
follows:

1.5 Scope and Limitations

2.1 Design Factors

The study will focus on national roads only of asphalt

and concrete pavement type. Gravel and earth roads,
and road components such as shoulders and the like
were not included in the analysis.

2.1.1Estimation of Traffic for Design

The total volume of traffic expected during the design
period of the pavement is estimated by:

1.6 Conceptual Framework

= 365

The conceptual framework is shown in Figure 4.

From the national road assessment data, common
defects/deficiencies will be identified. Defects will be
ranked according to the percent of occurrences and
analyzed using the ROCOND Visual Assessment
Manual. Causes of defects will then be categorized
and related with the design, construction, or
maintenance practices.

1+

where:
T1= traffic volume during the first year
TGR= traffic growth rate
N = design life in years
TGR is given by:

=
2

100

+1

100

+ 1 1 100

where:
P = annual population growth (%)
I = annual growth of income per capita ( %)
E = income/passenger transport demand capacity

b.
c.

There are two methods being used in the traffic

counting data collection of the DPWH: thru the
AutomatedTraffic Counting Machine (ATCM) and
Manual count. The automated traffic counting
machinesare installed to the identified traffic counting
sites that suitable to the equipment eitherpermanently
or temporary. The operations of the Automatic
Traffic Count and axle load survey are supervised by
the Regional Offices while the manual traffic count
surveys were assigned to the District Engineering
Offices.

Accuracy of traffic volumes and weight

information
Prediction of traffic loading over the design
life

Overloading is one of the causes of pavement

cracking which appears to be the most frequent type
of distress a pavement experiences. One reality that is
critical to Philippine roads is the increase of
overloaded vehicles, particularly overloaded cargo
trucks that have brought about considerable
damage.As overloaded trucks passed along roads,
their weight put tremendous pressure on road surfaces.
The heavier the load and the slower the speed of the
overloaded vehicles, the more unnecessary pounding
the road has to take that causes premature
deterioration of the road infrastructure.

The data being produced by the Regional and District

Engineering Offices are being forwardedto The
Traffic Analysis Section of the Project Evaluation
Division, Planning Service through theTraffic Data
Entry Worksheet for review and uploading to the
Traffic Data Entry Application thatare being
processed automatically through the Traffic Data
Manager producing Annual AverageDaily Traffic
(AADT) and Equivalent Standard Axle Load
(ESAL).

2.1.3 Strength and Stiffness of the Subgrade

California Bearing Ratio (CBR) is used in assessing
the strength and stiffness of both subgrade and
pavement materials. The CBR test requires that
samples are:
i.
ii.

Below is the process of traffic estimation of the

DPWH:

iii.

truly representative of the soils that will

form the subgrade of the road;
compacted to the same dry density as
may reasonably be expected to be
produced by compaction equipment in
the field; and
of a moisture content representing the
worst equilibrium conditions in the
subgrade under the pavement.

2.1.4 Highway Drainage Design

Poor drainage is one of the causes of cracking on
asphalt pavements. Rainfall, if allowed to penetrate
the pavement structure or the underneath soil will
have a detrimental effect on the strength properties of
the structure. Drainage facility is needed to drain the
water away from the pavement structure. It is noted,
therefore, that effective design of highway drainage is
also a must.
Figure 3. Traffic Estimation Process of the DPWH

2.2 Construction Practices and Quality Control

Many of the causes of pavement deterioration were
related to the method of construction and materials
used in pavement layers construction. Defects due to
unsuitable method and materials can be avoided by
proper monitoring and quality control of the
pavement during its construction.

2.1.2 Axle Loadings

AASHTO pavement design procedure requires traffic
evaluation for both design and rehabilitation. Since
the pavement of the new roads or that under
rehabilitation is usually designed for periods ranging
from 10 to 20 years or more, it is necessary to
estimate and predict the design loads for this period
accurately. The accuracy of estimating the design
traffic is affected by many factors as follows:
a.

In the criteria for quality control performance rating

for offices of the DPWH, 75 % of it is for the
effectiveness of quality control implementation which
comprises timeliness of materials testing, compliance
to quality control policies, and quality of completed
work.
Project
supervision
which
includes
project/resident/materials engineers and laboratory

Correctness of equivalency factors used

3

personnel weighs 15 % of the rating. The remaining

10 % is for the adequacy/reliability of laboratory
equipment and facilities. Table 1 shows the criteria
for quality control performance rating.

c.

d.

Table 1. Criteria for Quality Control Performance

Rating
e.

Provide a sequence of recorded condition

that can be analyzed to indicate performance
trends;
Provide condition data for pavement related
items for utilization in a Pavement
Management System (PMS); and
Provide condition information on which a
Routine Maintenance Management System
(RMMS) budget can be based.

3. DATA COLLECTION
Project assessment for Annual Rating of Quality
Control Performance in Project Implementation by
the DPWH for year 2012 was the data used for the
analysis. DPWH conducts assessment of ongoing
and completed projects implemented by the
department to ensure compliance to specification
requirements.
2.3 Maintenance and Rehabilitation

Out of 4,179 projects that underwent assessment for

the year 2012, 61% (2,559) was accounted as roads.
1,689 of the total number of roads assessed were
concrete roads and the rest were asphalt roads.

Pavement maintenance is needed to preserve the

pavement from further deterioration. Applying
treatment to the pavement structures on time restores
the pavement quality and structural integrity. It also
increases the life expectancy and prolongs the service
life for additional few years.

Based from the report, the following tables show the

frequency distribution of defects/deficiencies in
concrete and asphalt pavements:

The Bureau of Maintenance is primarily tasked with

the maintenance of the nation's infrastructures and
also engaged in the continuous upgrading of the
technical skill of its personnel, through their
attendance of various relevant technical courses and
seminars. Field inspections were also done to
effectively monitor maintenance activities of the
district / city offices.

Table 2. Frequency Distribution of

Defects/Deficiencies in Concrete Pavements
(Population: 1,689 Projects)

Since 2004, the DPWH has developed and

implemented a Pavement Management System
(PMS) for the management and maintenance of
national road network comprising cement concrete,
asphalt concrete and unsealed roads. The main
component of the PMS consists of a database which
stores road condition, inventory and traffic
information.

Table 3.Frequency Distribution of Different Types of

Cracks in Concrete Pavement

Road condition data as mentioned is needed in the

PMS. DPWH published ROCOND Manual or the
Visual Condition Assessment Manual which is
adopted from the ROCOND 90 manual of the Roads
and Traffic Authority of South Wales, Australia. This
publication is a manual for condition reporting which
may be used to:
a. Measure and record condition throughout
the road system;
b. Describe the condition of the road at the
time of rating;

Table 4.Frequency distribution

ion of defects/deficiencies
in Asphalt Pavements
avements (Population: 870 Projects)
Table 7.. Pavement Distress Type and Major Causes
for PCCP (Portland Concrete Cement Pavement)

Table 5. Frequency Distribution of

Defects/Deficiencies in Base/Sub-base
Base/Sub
(Population: 2,559 Projects)

Summing up the common defects/deficiencies for

asphalt and concrete pavement, the distress type with
the highest percent occurrence is concrete pavement
cracking, followed by raveling on asphalt pavements
with 56.17% and 51.26%
% occurrence,
occurrence respectively.
Table 8 shows the top 5 common defects/deficiencies
with high occurrences.

4. DATA ANALYSIS AND DISCUSSION

4.1 Data Analysis
From the data gathered, it shows that pavement
cracking is the most common type of defect for
concrete pavements with transverse cracks having the
most numbered. According to the ROCOND manual,
cracking is one of the most frequent forms of distress
and one of the most significant. Raveling
aveling is the most
common type of defects for asphaltt pavements. It is
the progressive loss or disintegration of pavement
material, typically occurring in the wheel path.
path On the
other hand, use
se of oversized base/sub-base
base/sub
course
material is the most common defect in base/sub-base
base/sub
materials. Table below summarizes the pavement
pa
distress type and their major causes from the
ROCOND Manual.

Table 8.. Common Defect/Deficiencies with High

Occurrences

Major causes of the defects based on the ROCOND

Manual with high occurrences are tabulated in Table
9 below.

Table 6.. Pavement Distress Type and Major Causes

for ACP (Asphalt Concrete Pavement)

Table 9. Major Causes of Common

Defect/Deficiencies with High Occurrences

There are different weight factors for each type of

distress that will sum up to total distress experienced
5

by the pavement. Tables 10 and 11 show the asphalt

and concrete distress weight factors.

4 : 1,100 1 0< * =1 >

Table 10. Asphalt Distress Weight Factor

ABCD
??
E

??@

??

FG

Based on the VCI, surface conditions of roads are

rated.
Table 12. Condition Rating

For this study however, causes of defects were ranked

according to their frequency, since what is being
analyzed is the design, construction and maintenance
practices and their effect to the pavement, not the
condition rating of the roads.

Table 11. Concrete Distress Weight Factor

Common causes of pavement defects were

categorized as design, construction, and maintenance
and monitoring factor. The three development stages
were then ranked according to their frequency.
Table13 shows the matrix.
Table 13. Causes vs Factor Matrix

Cracking of pavement has the highest weight factor

for both asphalt and concrete, which means that the
cracking governs the total weighed distress.
Sum of weighted distress for asphalt pavement is
given by:
=

!"#$%
+ &%' ) ' "
+
*!#$% 1.25
+ .*./'0 0.36
+ 1
!' 2 #/1 '0 0.18
+ 1**#$%
44
+
' #$% 1
!' &' '!*0

4.2 Analysis of Issues on Pavement Design,

Construction, and Maintenance

On the other hand, sum of weighted distress for

concrete pavement is given by:
=

A pavement is designed to withstand an estimated

load throughout its lifespan. Its lifespan is a function
of the design, quality of construction, and
maintenance operations. The design and construction
quality control the rate at which the road deteriorates
and in effect dictate the maintenance workload
throughout the life of the road.

!"#$%
+ 6 //#$% 3
+ 2 1/*#$% 4.2
+ **' '& / 70 1.36
+ 8.#$* ' / $* 0.13
+ ! /#$%

Accumulated damage from vehicles primarily causes

deterioration of roads. The occurrence of overloading
truck traffic will shorten the lifespan of the pavement.
It also induces incorrect estimation in the Equivalent
Standard Axle Loads (ESALs), therefore the
frequency of maintenance and rehabilitation within

Computation of Visual Condition Index (VCI) for

asphalt and concrete pavement is given by

the service period are corrupted by the overloaded

traffic.
Construction practices also affect the maintenance
level needed by the road pavements. Many roads
were being rehabilitated earlier due to early
deterioration because of construction malpractice.
Proper quality control during the construction of road
projects will lessen the frequency and level of
rehabilitation of the roads, minimizing the
maintenance costs.

crucial since early detection and effective

rehabilitation of defects will reduce the rate of
deterioration and cost of maintenance.
Results encourage further studies to be able to
elaborate more on the identified factors affecting the
pavement lifecycle. The study recommends future
studies that will compare the design lifespan versus
the actual lifespan of a pavement by analyzing the
factors that might affect it.
6. REFERENCES

5. CONCLUSION AND RECOMMENDATIONS

[1] Department of Public Works and Highways-DPWH (2012)
Annual Rating of Quality Control Performance in Project
Implementation. Manila, Philippines.

Based on the result of the analysis, quality control

Based on the result of the analysis, factors related to
construction practices primarily affect the service life
of road pavements. Quality control performance in
project implementation is the important factor in the
longevity of the lifespan of a pavement. The quality
of construction works plays a crucial role in
determining the deterioration rate and service life of a
pavement. Engineering properties of pavement
materials must always be under control as there are
standard procedures and lab tests to assure the quality
of the materials and mixtures provided.

[2] Department of Public Works and Highways-DPWH (2012)

ATLAS 2011. Manila, Philippines.
[4] Department of Public Works and Highways-DPWH (2006)
ROCOND Visual Condition Assessment Manual Philippine
Version No. 7. Manila, Philippines.
[5] Department of Public Works and Highways-DPWH (2012)
2011 Year-End Report. Manila, Philippines.
[6] Fisher, J.,Graves, C.,Blankenship, P.,Hakimzedeh-Khoee, S.,
and Anderson, M. (2010) Factors affecting Asphalt Pavement
Density and the Effect on Long Term Pavement Performance,
Kentucky Transportation Center, College of Engineering,
University of Kentucky.

DPWH conducts Annual Rating of Quality Control

Performance in Project Implementation to evaluate
implementing offices of their quality control
performance. This will provide proper construction
and institutional measures to be executed. Proper
monitoring of the projects being implemented will
assure quality. Quality control rating will also
identify if additional trainings of the project engineers
and inspectors must be provided. Development of
Quality Management System will be a tool for proper
quality management of projects being implemented
by the department.

[7] Gaspay, S. M. A., Mata, W. L., Pacheco, B. M., Regidor, J. R.

F., Sadie, H. T., and Torio, L. V. (2010) An Environmental Scan of
Road Pavement Engineering Practice in the Philippines.
[8] Regidor, J.R.F., Damaso R.A., and Bilugan, A.R.P. (2205)
Assessment of Traffic Inputs to Pavement Design and
Rehabilitation. Philippine Engineering Journal.PEJ 2005, Vol.
26. No. 2:1 -12.
[9] Roestler, J.R., Harvey, J.T., Farver, J., and Long, F.,
(2000)Investigation of Design and Construction Issues for Long
Life Concrete Pavement Strategies. Pavement Research Center,
Institute of Transportation Studies, University of California.

Traffic loading associated factors, which includes

traffic volume and axle loading estimation for
number of ESALs determination, were also major
factors that affects pavement performance and service
life. Accurate traffic estimation is needed for both
transportation planning and pavement design.
Due to increasing number of overloaded vehicles, RA
8794 or the Anti-Overloading Law must be strictly
implemented to decrease the number of overloading
trucks. This requires manpower that will enforce the
law as well as adequate number of weighing
equipment.
Effective road maintenance and rehabilitation work is
needed to preserve the pavement from further
deterioration. DPWH has developed and implemented
a Pavement Management System (PMS) for the
management and maintenance of national road
network. Its database stores road condition, inventory
and traffic information. A Department Order issued
by the department requires daily inspection of roads
for identification of defects and deficiencies. This is
7