01 Preliminary Engineering Survey Report Batch 1 Rev. 0

Table of Contents
1. INTRODUCTION ........................................................................................................................... 1
2. GEOTECHNICAL INVESTIGATION ................................................................................................... 2
2.1. METHODS OF FIELD INVESTIGATION WORK ...................................................................................... 2
2.1.1. General ....................................................................................................................................... 2
2.1.2. Geotechnical Investigation for Bridge Foundation ..................................................................... 3
2.1.3. Soil investigation for Approach Road ......................................................................................... 4
2.1.4. Materials Sources Survey ........................................................................................................... 4
3. TRAFFIC SURVEY .......................................................................................................................... 5
3.1. OBJECTIVE .......................................................................................................................................... 5
3.2. METHODOLOGY ................................................................................................................................. 5
3.3. VOLUME/CAPACITY RATIO ................................................................................................................. 5
4. HYDRODOLOGY ........................................................................................................................... 7
4.1. HYDROLOGIC ANALYSIS ...................................................................................................................... 7
4.1.1. CATCHMENT PARAMETERS ........................................................................................................ 7
4.1.2. Slope .......................................................................................................................................... 7
4.1.3. Time of concentration ................................................................................................................ 8
4.1.4. Frequency analysis ..................................................................................................................... 8
4.1.5. Rainfall intensity – duration frequency ...................................................................................... 9
4.1.6. Peak flow determination ............................................................................................................ 9
4.1.7. Design flood frequency ............................................................................................................ 14
4.2. HYDRAULIC DESIGN .......................................................................................................................... 15
4.2.1. Design flows ............................................................................................................................. 15
4.2.2. Open channel hydraulics .......................................................................................................... 15
4.2.3. Bridge ....................................................................................................................................... 16
4.2.4. Bridge flood level ..................................................................................................................... 16
5. TOPOGRAPHIC AND HYDROGRAPHIC SURVEYS METHODOLOGY ..................................................17
5.1. OBJECTIVE ........................................................................................................................................ 17
5.2. TOPOGRAPHIC/HYDROGRAPHIC SURVEY ......................................................................................... 17
5.2.1. Establishment of Ground Control ............................................................................................. 17
5.2.2. Topographic/ Hydrographic Survey .......................................................................................... 18
6. BASIC DATA FROM FIELD STUDIES AND INVESTIGATION ..............................................................21
6.1. REGION I........................................................................................................................................... 21
6.1.1. OAIG DAYA BRIDGE .................................................................................................................. 21
6.1.2. URDAS BRIDGE ......................................................................................................................... 25
6.1.3. SAN ANTONIO 1 BRIDGE .......................................................................................................... 36
6.1.4. VILLAMIL BRIDGE ..................................................................................................................... 47
6.2. REGION II.......................................................................................................................................... 56
6.2.1. MADDIANGAT BRIDGE ............................................................................................................. 56
6.2.2. SICALAO BRIDGE 1 .................................................................................................................... 69
6.3. REGION III......................................................................................................................................... 77
6.3.1. PAMPANGA DELTA BRIDGE ...................................................................................................... 77
6.3.2. KAY TIALO BRIDGE .................................................................................................................... 91
6.4. REGION IV-A ................................................................................................................................... 101
6.4.1. CACAUAN BRIDGE .................................................................................................................. 101
6.5. REGION IV-B ................................................................................................................................... 109
6.5.1. MANUKDOK BRIDGE .............................................................................................................. 109
6.5.2. ILIWAN BRIDGE ...................................................................................................................... 113
6.5.3. TAGALIPIT BRIDGE .................................................................................................................. 118
6.6. REGION V ....................................................................................................................................... 122
6.6.1. SAN VICENTE BRIDGE 1 .......................................................................................................... 122
6.6.2. PAGATPATAN-COGUIT BRIDGE .............................................................................................. 129
6.6.3. TABOC BRIDGE ....................................................................................................................... 137
6.6.4. SAN ANTONIO BRIDGE 2 ........................................................................................................ 145
6.7. REGION VI ...................................................................................................................................... 152
6.7.1. SONGSONGON BRIDGE .......................................................................................................... 152
6.7.2. TALAVE BRIDGE ...................................................................................................................... 168
6.7.3. HIMAMAYLAN BRIDGE ........................................................................................................... 175
6.8. REGION VII ..................................................................................................................................... 184
6.8.1. TALAPTAP BRIDGE .................................................................................................................. 184
6.8.2. CALAG-CALAG BRIDGE............................................................................................................ 191
6.8.3. PANLAYA-AN BRIDGE ............................................................................................................. 197
6.8.4. MALAIBA BRIDGE 1 ................................................................................................................ 203
6.8.5. MALAIBA BRIDGE 2 / MABIGO BRIDGE .................................................................................. 210
7. FINDINGS AND RECOMMENDATION .......................................................................................... 216
ANNEXES:
1) BOREHOLE LOCATION PLAN
2) BORING LOG
3) TOPOGRAPHIC SURVEY DRAWINGS
4) SITE PHOTO
5) BRIDGE INVENTORY SHEET

Feasibility Study and Preliminary Engineering Design for Bridge Construction Replacement Program BCRP II and to Prepare
Bidding Documents, Terms of Reference, Approved Budget for the Contract and Program of Works for BCRP I & II Build Bridges
1. INTRODUCTION
This report presents the results, findings and evaluation of data obtained from surveys and investigations
such as topographic survey, hydrographic surveys, geotechnical investigation, traffic study, and hydrological
survey for the proposed BCRP II Project – Batch 1.
BCRP II Project – Batch 1 composed of the following bridge projects as per region:
Region I (Contract Package 1)

a) Oaig Daya Bridge
b) Urdas Bridge
c) San Antonio 1 Bridge
d) Villamil Bridge
Region II (Contract Package 2)

a) Maddiangat Bridge
b) Sicalao Bridge
Region III (Contract Package 12)

a) Pampanga Delta Bridge
b) Kay Tialo Bridge
Region IV-A (Contract Package 3)

a) Cacauan Bridge
Region IV-B (Contract Package 4)

a) Manukdok Bridge
b) Iliwan Bridge
c) Tagalipit Bridge
Region V (Contract Package 5)

a) San Vicente Bridge
b) Pagatpatan-Coguit Bridge
c) Taboc Bridge
d) San Antonio Bridge
Region VI (Contract Package 6)

a) Songsongon Bridge
b) Hinigaran Bridge
c) Talave 1 Bridge
d) Himamaylan Bridge
Region VII (Contract Package 7)

a) Talaptap Bridge
b) Calag-calag Bridge
c) Panlaya-an Bridge
d) Malaiba Bridge 1
e) Malaiba Bridge 2 (Mabigo)
All data were gathered, tested and designed in accordance with DPWH Design Guidelines, Criteria and
Standards (DGCS) 2015.
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2. GEOTECHNICAL INVESTIGATION
2.1. METHODS OF FIELD INVESTIGATION WORK

2.1.1.General
Geotechnical Investigations includes but not limited to the following, shall:
a. Undertake soil investigations along the project alignment with the purpose of identifying types of
sub-grade soils. This should not be confined to the centerline and edge of the pavements only, but
also shall also include side cut sections by widening or ROW.
b. Auger boring and/or test pits, whichever is deemed appropriate, shall be carried out at the
centerline (in the vase of new alignment) and alternately at both sides (for existing and paved roads
at an interval of 250.0 m where traffic is greater than 300 vehicles per day or at 500.0 m where
traffic is less. The maximum depth of exploration for areas of light cut/fill, and deemed not to pose
special problems, shall be 1.50 m below the purposed sub-grade. For sections where deep cuts are
involved, e.g. large embankment crossing marshland or when subsurface information indicates
presence of weak strata, the depth shall be extended based on the topography and nature of the
subsoil.
c. All pits and boreholes shall be properly logged and drain an A1 size plans showing the thickness of
each layer, the color, the type and visual description of each layer, depth below the surface, depth
of water (if encountered), etc. The following laboratory tests and analysis shall be made on the
samples taken:
c.1 Mechanical Analysis

c.2 Specific Gravity
c.3 Atterberg Limits
c.4 Moisture-Density Relationship
c.5 California Bearing Ratio (CBR)
c.6 Natural Moisture Content
Classification of soils shall be made in accordance with AASHTO M145.
d. In-situ CBR tests should be carried out where overlays or rehabilitation is being proposed without
reworking/re-compaction of any remaining pavement layers including the sub-grade layer. On the
other hand, proposal for appropriate modulus of resilience (Mr) testing plans complementing or
replacing the CBR testing is preferable and would be an advantage.
e. Conduct soil borings and investigations in accordance with DGCS, 2015 Edition, Volume 2C –
Geological and Geotechnical Investigations at appropriate areas such as bridge abutments, piers,
and areas affected by slope failures to determine ground and subsurface conditions at bridge sites
and slope failure in affected areas. Disturbed and undisturbed soil and rock samples obtained shall
be subjected to physical and mechanical tests and soil mechanics analysis to include shear strength
tests necessary for slope stability analysis. Geotechnical investigation may be carried out using
inclinometers and piezometers, if necessary, at rock formation and mountainous sections and at
areas where ground movement and/or settlement and subsidence have been observed.
f. Sources of construction materials shall be investigated and identified to determine the adequacy of
suitable materials. Samples from identified sources shall be subjected to laboratory testing.
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g. At each proposed construction materials source, two (2) test pits shall be made and sufficient
samples shall be taken for laboratory testing.
2.1.2.Geotechnical Investigation for Bridge Foundation
Geological conditions, especially active faults that might traverse the proposed bridge
alignments, shall be delineated and potential mass movement areas must be defined. Analysis
for the Liquefaction Potential during earthquakes and consolidation due to soft ground must be
included in the study.
At proposed bridge sites, deep drilling at each abutment and pier with a minimum depth of 30
meters in soft/loose material below riverbed shall be conducted. In-situ test such as the
Standard Penetration Test (SPT) shall be performed in accordance with ASTM 1586 procedures.
Where a hard stratum is encountered at a depth of less than 30 meters, drilling shall continue
up to 3 meters into the hard stratum. For deep drilling beyond the minimum 30 meters depth,
the Consultant must first obtain the prior written approval of the DPWH Bureau of Design.
Geotechnical Investigation shall adhered to the DGCS of 2015 using the following criteria:
- At least one borehole at the proposed location of each abutment and pier
- For piers and abutment 30m wide or longer minimum of two (2) borings
- Additional boreholes shall be drilled when there is significant difference between the
adjacent boreholes or in areas where subsurface condition is complex
- Borehole depth
Ordinary soil- 30m
Sound rock- 3m
- In case bearing layer is not yet encountered, boring shall be continued

- Preferred layer is encountered and/or upon instruction of the Geotechnical Engineer
- Details see DGCS 2015 Edition, Equipment used
- Core drilling operation Volume 2-C
For each bridge with a total length of up to 120 meters, deep drilling shall be conducted at
each abutment and, where piers are required, one borehole per pier.
For sections where there are geological problems, borings shall be deep enough to provide
information on materials, which may cause problems with respect to stability, settlement,
etc. Disturbed and undisturbed soil and rock samples obtained shall be subjected to
physical and mechanical tests and analyses to include shear strength tests necessary for
analysis of slope stability, settlement and subsidence.
 Detailed notes on boring/drilling procedure, casing sizes, and resistance to driving,

description of wash water or spoil from boring/drilling tools
 Depth of boring, borehole location (Station, Easting, Northing and Evaluation)
 Other relevant information such as Rock Quality Designation (RQD), percent core recovery,
etc.
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Photographs
Photographs showing the borehole drilling and sampling at each proposed sites shall be taken
by the Consultant and Form part of the report. The photographs to be taken shall depict the
following:
 Water level measurements

 Performance of SPT sampling
 All cores and SPT samples placed in core boxes
 Date photographs were taken
2.1.3.Soil investigation for Approach Road
Soil investigations on the bridge approaches shall be undertaken, identifying types of sub- grade
soils and their California Bearing Ratios (CBRs). A minimum one test pit shall be carried out for
each bridge approach. The depth of the test pit shall be 1.50 m.
2.1.4.Materials Sources Survey
At proposed construction material sources, two test pit shall be conducted and the required
number and quantity of samples shall be taken for laboratory testing. The material sources
survey should identify the location of the proposed materials sources, distance of the source
from the project site, and approximate quantity and type of the materials that maybe extracted
from the source.
All test pits and boreholes shall be properly logged, showing the thickness of each layer, the
color type, and visual description of each layer, depth below the surface, depth of water level,
etc. boring and test pit results shall be incorporated/drawn in the plans (Soil Profile). All
boreholes shall be indicated by coordinates and with evaluation based from topographic/bridge
site survey.
All boreholes conducted shall be submitted in a digital data transfer fie format together with the
E-file copy of the Geotechnical Report.
The review and approval by the Bureau of Design of the geological and geotechnical surveys and
investigation report/plans shall not relieve the Consultant of its responsibility of determining the
sufficiency and appropriateness of the geological/geotechnical Investigation works including the
laboratory tests and evaluation of results.
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3. TRAFFIC SURVEY
3.1. OBJECTIVE
The objective of this study is to determine the different types of vehicles and the traffic volume that
crosses the existing Bridge, determine passenger car equivalent units, check the existing traffic capacity,
evaluate its present level of service (LOS) and recommend appropriate technical measures to increase
its capacity and enhance its future level of service (LOS).
3.2. METHODOLOGY
The traffic study methodology adopted in this report was based on two different methodologies: One is
the manual traffic classification count of all vehicles passing the existing bridge which is being conducted
for two days over 12 hour period. The traffic count survey results are being expanded to 24 hour data
using DPWH standard expansion factors gleaned from previous traffic counts, studies and from the
results of the National Road Traffic Survey Program (NRTSP). The expanded 24 hour data is called the
average daily traffic (ADT) volume. The ADT is further converted into annual average daily traffic (AADT)
using the AADT factors from the NTRSP data. The AADT is now used in the traffic analysis of the bridge
under study. This type of analysis or study is called project level analysis and is different from network
level study.
Second is if there is no bridge constructed yet, the study uses the traffic generation/attraction approach
which in the urban areas utilizes the four step modelling process. In the rural areas, a different approach
which was already used by DPWH in the assessment of non-existing roads and bridges which are
subjected to feasibility study. This approach was also being advocated by lending agencies like ADB, WB,
etc. The second approach can be made using the following steps:
a) Definition of the project influence area (PIA);

b) Determination of the population within the PIA;
c) Estimate of students who travels daily and studying outside the PIA;
d) Estimate workers who travels and studying outside the PIA;
e) Leisure and tourists areas inside the PIA;
f) Determination of the populations different levels of consumption of rice, corn, agricultural
products, poultry, livestock, etc.;
g) Quantification of the agricultural production less consumption and the exportable amount
outside the PIA;
h) Assessment of other modes of transport and volume transported where possible, i.e. water
transport, rail, etc.; and
i) Determination of different consumer goods imported to the PIA;
All the above steps are being quantified and converted to different vehicle traffic levels using the same
vehicle types prevalent near the study area and can be checked from the NRTSP data.
Once the AADT by vehicle of the above bridge PIA, this is being converted to equivalent passenger car
units to proceed with the evaluation of the level of service of the bridge.
3.3. VOLUME/CAPACITY RATIO

Using the above AADT evaluation procedures, the volume/capacity ratio of each bridge under Batch 1 is
being determined using the following steps:
a) Estimating the peak hour volume
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The peak hour volume is first determined by multiplying the AADT with the peak hour factor
(PHF). The PHF values ranges from 7% to 11% based on the results of the DPWH study in the
past. The PHF used in this study is 9%.
Peak hour volume = AADT x PHF
a. Bridge capacity
Bridge capacity is being influenced by its width and number of lanes. The bridge capacity in this
study was based on the Department Order No. 22, series of 2013.
b. Volume/capacity ratio
After the peak traffic volume and capacity of the bridge are determined, the volume/capacity
ratio is being calculated as follows:
Peak traffic volume

v/c ratio = ----------------------------------
capacity
c. Level of Service
The level of service was based on the v/c ratio result which is having the following range of
values:
 LOS A: free flowing traffic, VCR less than 0.20;
 LOS B: relatively free flowing traffic, VCR between 0.21 and 0.50;
 LOS C: moderate traffic, VCR between 0.51 and 0.70;
 LOS D: moderate/heavy traffic, VCR between 0.71 and 0.85;
 LOS E: Heavy traffic, VCR between 0.86 and 1.00; and
 LOS F: Saturation traffic volumes, stop and go situations.
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4. HYDRODOLOGY
4.1. HYDROLOGIC ANALYSIS

The establishment of design flood elevations for bridges waterways along the project road alignments
are based on hydrological criteria which are predominantly estimates of flow and flood levels using HEC-
RAS, a U.S. software program. The method of flood frequency analysis is undertaken to quantify the
uncertainty inherent from hydrologic data. The objective of frequency analysis of hydrologic data is to
relate the magnitude of extreme events to their frequency of occurrence or recurrence interval. The
recurrence interval, which is also called return period, is defined as the average interval of time within
which a hydrologic event of given magnitude is expected to be equaled or exceeded exactly once. The
hydrologic data subject to frequency analysis are assumed to be independent and are gathered to
provide inputs for the design of drainage structures and flood mitigating structures in the project area.
The data are processed statistically analyzed and evaluated accordingly in order to come up with a
design flow parameters based on designated return periods. These shall serve as inputs for the
determination of flood level as well as the design of structures capable of withstanding the flow which
passes through a specific point or reach of the river that could be expected to cross the proposed
project alignment.
Hydrology is defined as the study of rainfall events and runoff as related to the engineering design of
conveyance structures such as bridges, culverts and waterways. These conveyance structures are
typically designed for a particular storm event or storm frequency and associated with a certain amount
of risk with respect to failure. The proportion of rainfall that eventually becomes stream flow is
dependent on the size of the drainage area, topography and soil characteristics.
Hydrological studies were carried out during preliminary design study stage however the computed data
shall be subject to change during detailed design stage of the project. The highway network in the
project areas crosses number of rivers/tributaries/ stream with small, medium or large catchment areas
and therefore for design of bridges and other drainage structures, hydrological parameters of these
structures are essentially required. It is an admitted fact that generally in most of the cases, the river
network does not have sufficient hydrological & meteorological records and most of the structure sites
are ungauged. The determination of waterway, design flood at desired frequency for such structures are
generally required at every site. The proposed drainage structures are designed based on a specific
return period for fixing the water-way vis-à-vis the design highest flood level (DHWL) and protection
works depending upon their life and importance to ensure safety as well as economy.
4.1.1. CATCHMENT PARAMETERS

The size of the watershed or catchment basin is the most important parameter affecting the
determination of the design runoff. It is generally defined by the limits of the topographic drainage
divide line that separates water flow between each basin. The location of this divide line and other
parameters of the basin were defined by using NAMRIA topographic maps with the scale of 1:50,000
and with the used of Google earth image information such as areas, surface elevations, waterway
lengths, altitudes.
4.1.2. Slope
The main effect of slope on water flow is the time of concentration, or the time it takes rain drops to
the ground and flow, from the farthest and highest point in the watershed/basin area to the point
under consideration. Steep slopes cause a shorter time of concentration and, thus resulted to a
higher peak discharge while flatter slopes give longer lag time for water movement. The land use
information and the type of surface, where the rain falls upon have an obvious impact on the flow of
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water. The mean slope is determined based on the formula developed by US Geological Survey and
referred to as average watershed slope.
Mean Slope,
𝑆1 𝑎1 + 𝑆2 𝑎2 + 𝑆3 𝑎3 + ⋯
𝑆=
𝑇𝑜𝑡𝑎𝑙 𝐴𝑟𝑒𝑎
4.1.3. Time of concentration

The time of concentration is a variable often used in computing surface runoff. The variable
indicates the response time at the outlet of a watershed for a rainfall event, and is primarily a
function of the geometry of the watershed. In flood hydrology, the time of concentration of a
watershed is normally considered as constant, independent of the magnitude of the flood. The time
of concentration is defined as the time required for a drop of water to flow to the watershed outlet
from the most distant point in the watershed. It is influenced by surface roughness, slope and flow
patterns.
The Kirpich formula was used in estimating the time of concentration for the watershed. The
formula is expressed as;
Tc = (L^1.15)/ (51 H^0.385) - Kirpich equation
Where: TC = time of concentration, min

L = length of main channel, m
H = difference in elevation, m
4.1.4. Frequency analysis

Frequency analysis is concerned with estimating the relationship between a flood event and its
corresponding return period of that flood event. It is generally based on assumed (recorded flood
events) probability distributions and estimates of the flood data parameters.
Chow (1951) has shown that most flood frequency distribution function can be generalized to this
expression and applied only where to waterways with recorded flood events.
Y=Ym+K*Ys
Where:
Y = flood event of specified probability
Ym = mean of the series of flood event
Ys = standard deviation of the series of event
K = frequency factor defined by the given distribution and is a
function of probability level
Several cumulative frequency distributions are commonly used in the analysis of hydrologic data.
The frequency distributions that have been found most useful in hydrologic data analysis are the
log-normal distribution, the Gumbel extreme value distribution, Pearson type III and the log-Pearson
type III distribution. This study makes use of the Gumbel extreme value distribution for the rainfall
and stream flow analyses.
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4.1.5. Rainfall intensity – duration frequency

The total rainfall depth at a point, for a given rainfall duration and frequency is a function of the
local climate. Rainfall depths can be further processed and converted into rainfall intensities, which
are then presented as RIDF curves. Rainfall intensity is the rate at which rain falls, typically
expressed in millimeters per hour. In view of the probabilistic nature of weather, the intensity of
rainfall is presented in the context of its frequency and duration.
Rainfall intensity is estimated based on the calculated rainfall depth and duration. The relationship
between duration, intensity and frequency at any location may be obtained from an analysis of
rainfall records obtained at that location. The rainfall intensity-frequency-duration data are useful in
peak flow estimation of runoff.
The general equation for rainfall intensity derived for the project area is in the form:
A
I
(t  d)b
Where:
I = rainfall intensity, mm/hr.
t = storm duration, min.
A, b, d = constants depending on the frequency of occurrence
and usually are derived by analytical method.
4.1.6. Peak flow determination

Peak discharge is the maximum rate of flow that results from a storm corresponding to the selected
design frequency for a particular drainage location being analyzed or designed.
Peak flow estimates for various return periods were estimated in order to analyze flood conveyance
and assess the capacity of waterway. The estimation of the design flood for a particular project
would basically depend upon the following factors:
 type and extent of the data available

 project feature to be designed; and
 size of the catchment area
Depending upon the size of project catchment, availability of field data and other primary data of
the project area and the purpose for which it to be used, various methods are available for design
flood peak estimation. The common methods for the estimation of design flood to be expected from
the major and minor waterways traverse by the road alignment include the following:
i. Rational Formula
ii. Synthetic Unit Hydrographs
Methods i and ii are based on correlation of the important factors affecting floods, including
watershed rainfall and physiographic parameters
a. Rational method for calculation of design peak flow
The Rational method is the most common method for peak flow calculation especially for rural
or forested catchment areas less than 20 sq. kilometers. It consists of selecting appropriate
values of runoff coefficient. The fundamental idea behind this method is that the peak rate of
surface outflow from a given watershed is proportional to the drainage area and the average
rainfall intensity over a period of time just sufficient for all part of the watershed to contribute
9
to the outflow. The proportionality constant is supposed to reflect the watershed characteristics,
such as imperviousness, geology, vegetation and antecedent moisture. In its simplest form, the
formula is expressed as;
Q = 0.278 CIA
Where:
Q = discharge, cu. m./sec.
C = runoff coefficient, dimensionless
I = rainfall intensity, mm./hr.
A = drainage area, sq. km.
The following assumptions are considered in the application of the formula.
 rainfall occurs at uniform intensity over the entire watershed

 rainfall intensity occurs uniformly for a duration at least equal to the time of concentration
of the watershed
 return period of the peak discharge is the same as that of the rainfall intensity.
During a rainfall event, rainfall depths vary across a catchment. To account for this variation of
rainfall across a catchment, an aerial reduction factor was derived and applied to rainfall depths
used for design flood estimates. The ratio of the aerial precipitation depth, Pa, to the
precipitation depth, P, at a point was formulated by Leclerc and Schake (1972) as a function of
storm duration and catchment area given as:
Pa = P [1-exp(-1.1 tr 0.25) + exp (-1.1 tr 0.25 – 0.0038 A)]
Where:
Pa = areal rainfall depth
P = point rainfall
tr = duration, hrs.
A = drainage area, sq.km
- Runoff Coefficient
The runoff coefficient, C is defined as the ratio of the peak runoff rate to the rainfall intensity. It
is one of the critical and difficult decisions to make in order to efficiently applied the rational
formula. This selection depends on many parameters such as topography, land use, infiltration
rates and watershed configuration.
A simple guideline for the determination of the discharge coefficient C in the formula is
presented below:
Table 4.1 Run-off Coefficient
Land Use Minimum Maximum
Residential Area-Densely built 0.50 0.75
Residential Area-Not densely built 0.30 0.55
City Business District 0.70 0.95
Light Industrial Areas 0.50 0.80
Heavy Industrial Areas 0.60 0.90
Parks, Playground, Cemeteries, unpaved open
0.20 0.30
lllll spaces and vacant lots
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Concrete or Asphalt Pavement 0.90 1.00

Gravel Surfaced Road and Shoulder 0.30 0.60
Rock Surface 0.70 0.90
Bare Clay Surface (faces of slips, etc.) 0.70 0.90
Forested Land (sandy to clay) 0.30 0.50
Flattish Cultivated Areas ) not flooded/ Farmland 0.30 0.50
Steep or Rolling Grassed Areas / Steep gullies
0.50 0.70
not heavily timbered
Flooded or Wet Paddies 0.70 0.80
* Source/Reference: DPWH DGCS 2015 Vol.3
The value of C is generally most applicable to antecedent moisture conditions that exist for
frequent storms, in the range of the 2 to 100-yr return period (recurrence interval). For more
severe and less frequent storms where the antecedent moisture conditions are often wetter,
the rational coefficient is increased by multiplying it by a frequency factor.
b. Synthetic unit hydrographs method
For drainage areas more than 20 sq. km, unit hydrographs are commonly used to study flood
runoff and this method was applied due to the reason that other drainage areas in this project
alignment are more than 20 sq. km. A unit hydrograph is defined as the hydrograph generated
by one unit of rainfall excess uniformly distributed over the watershed contributing to the point
of unit hydrograph determination. Generally, however, basic actual stream flow data are not
available in the project site where structures are proposed to allow construction of unit
hydrograph. When such data are lacking or insufficient, synthetic method is used. Watershed
parameters such as stream length, basin area, stream gradient including soil type and cover are
determined and the corresponding unit hydrographs are derived. The method used in
generating the ordinates of the unit hydrographs is a combination of Snyder’s approach and that
of the Soil Conversation Service (SCS). Time to peak, storm duration, and unit graph peak
discharge are computed based on Snyder’s formula. The synthetic unit hydrograph values were
estimated by multiplying the unit hydrograph peak time and peak discharge with the
coordinates of the SCS dimensionless hydrograph.
Rainfall depth corresponding to a given return period and interval equal to rainfall duration
were computed based on derived rainfall values. Increments were computed and rearranged to
produce maximum runoff. Natural losses due to infiltration and minor surface storage were
deducted from each increment to arrive at the net contributing rainfall.
The flood hydrograph for the specified return period was derived by convolution or
superimposition of the net storm rainfall and discharge ordinates of the unit hydrograph for the
various watersheds.
c. Unit hydrograph by using SCS method
There are many methods for unit hydrograph analysis and one of them is the U.S. Soil
Conservation Services (SCS) method, again this method was applied due to other drainage areas
are more than 20 sq. km. The calculation for the peak floods of rivers or streams with
catchments areas more than 20sq. km.(2,000 hectares).
SCS Unit Hydrograph (UH), by the Soil Conservation Service (SCS), presently called the Natural
Resources Conservation Service, (NRCS) is used. It is recommended because of
1) Easy in determining the shape of the unit hydrograph and;
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2) It is widely used in many countries. The SCS UH log should be estimated by calibration as
described in Hydrologic Modeling System, HEC-HMS Technical Reference Manual, by US Army
Corps of Engineers. Log can be estimated for gauged and ungauged river basins.
A hydrograph is a continuous representation of instantaneous rainfall against time. The
combination of physiographic and meteorology conditions integrated with effects of climate,
losses, surface runoff, interflow and groundwater flow in a river basin or catchment area results
in a hydrograph.
The SCS dimensionless hydrograph is a synthetic UH in which the discharge is expressed by the
ratio of discharge (Ur) to peak discharge (Up) and the time by the ratio of time t to the time of
peak of UH, Tp. Based on study of gauged rainfall and runoff for a large number of small rural
watersheds, Up and Tp can be determined from time of concentration of the basin (or sub-basin)
and from Up and Tp, the unit hydrograph for the basin (or the sub-basin) can be obtained.
These increments will be corrected for interception, evaporation, depression storage and
infiltration losses using the U.S. SCS procedures. The results of this analysis give the effective
rainfall values to be used in the computation of the flood hydrograph. For relatively small size
watersheds along the project roads, adjustment factors for area and duration may not be
applied to the rainfall data furnished by PAGASA, i.e. point rainfall is assumed equal to area
rainfall.
In the absence of specific base flow data for each river or stream, mean monthly flows (from
July to October which are generally the wet months in the country) from stream gages in the
vicinity of the project bridges may be considered for analysis. The ratio of base flow to peak run-
off (as suggested by Te Chow in “Applied Hydrology”) is 0.01 at the start of the storm while the
maximum possible ratio is 0.10. The initial discharge per area used 0.05 m3/s/km2 if there are
no base flow data available. Since there’s no stream flow data, we use the 10% of the peak flow
suggested by Ven Te Chow.
For each bridge site the roughness coefficient n-value should be investigated in the field by
using Manning’s n-values for various type of bed materials/conditions. The n-values of all bridge
sites along each project road may be averaged and applied in the design of drainage structures.
The unit hydrograph cannot be applied for basins larger than 5000 sq. km. For basins larger than
5000 sq. km, unit hydrographs for the principal sub-areas or sub-basins are developed and the
hydrographs of runoff determined for each sub-area. These hydrographs are then combined,
through flood routing procedure, to get the resulting hydrograph at the required section.
The final step in the SCS Method is the computation of the flood hydrograph. This requires the
application of the convolution or superposition methods in order to determine peak discharges.
The method involves computing “Lg” (time to peak runoff) by the modified SCS-UH Formula are
given in two ways equation.
The parameter Lg could be related to the time of concentration (Tc) given by the following:
Tlag= 0.6 x Tc
Where:
𝐿1.15
Tlag= lag time from midpoint of unit duration in hours Tc= 0.385
51𝐻
Where:
Tc = is defined as the time required for storm runoff to travel from the most
remote point of the drainage basin to the point of interest in minutes.
12
L = length of mainstream up to farthest point of the divide in meter.

H = difference in elevation between most remote point and outlet in meter.
For Overland Flow on bare earth Tc should be adjusted:
 For overland flow on grassy earth, Tc should be multiplied by 2
 For concrete and asphalt surface, Tc should be multiplied by 0.4
 For watershed with a CN number less than 80 used Equation:
Tc = [Tc x (1+ (80-CN) x 0.04)]
The minimum Tc for moderate slopes and paved is 10minutes, for areas which do not afford surface
storage and are steeper than 1:10 is 5 minutes.
1. The parameter Lag could be related to CN number given by the following:
T lag = [(L/3.28)0.8 x (S + 1)0.7] / (1900 x (%So) 0.5 )
Where:
T lag = lag time from midpoint of unit duration in hours change to minutes
L = distance along longest water course from point of interest to watershed divide,
ft.
S = (1000 / CN)-10
CN = curve number ref. to Table 4-6
Basin with different curve number “CN” Equation is expressed as follows:
CN = (CN1A1 +CN2A2 + ---) / (A1 + A2 + ---)

So= the average watershed slope (%)
Table 4.2. Description and Curve Number (CN)

Curve Number by
Average % Hydrologic Soil Group
Description Typical Land Uses
Impervious
A B C D
Residential Multi-family,
65 77 85 90 92
(High Density) Apartments, Condos, Trailer Parks
Residential
30 57 72 81 86 Single-Family, Lot Size 1/4 to 1 acre
(Med. Density)
Residential
15 48 66 78 83 Single-Family, Lot Size 1 acre and Greater
(Low Density)
Strip Commercial, Shopping Centers,
Commercial 85 89 92 94 95
Convenience Stores
Light Industrial, Schools, Prisons,
Industrial 72 81 88 91 93
Treatment Plants
Disturbed/ Gravel Parking,
5 76 85 89 91
Transitional Quarries, Land Under Development
Cultivated Land, Row crops, Broadcast
Agricultural 5 67 77 83 87
Legumes
Open Land – Parks, Golf Courses, Greenways, Grazed
5 39 61 74 80
Good Pasture
13
Meadow 5 30 58 71 78 Hay Fields, Tall Grass, Ungrazed Pasture
Woods Forest Litter and Brush adequately cover

5 30 55 70 77
(Thick Cover) soil
Woods Light Woods, Woods- Grass combination,
5 43 65 76 82
(Thin Cover) Tree Farms
Paved Parking,
Impervious 95 98 98 98 98
Shopping Malls, Major Roadways
Water 100 100 100 100 100 Water Bodies, Lakes, Ponds, Wetlands
*Source/Reference:HEC-RAS Reference Manual
4.1.7. Design flood frequency

The minor storm events are perceived as typical small rain storms of very short duration and low
rainfall intensity which cause few problems or inconvenience to the general public. These storms
appear to occur with greater frequency (every year or several years) than the larger storms. The
major storm events are perceived as occurring infrequently and appear to cause major damage to
public property and possibly loss of life. Therefore, drainage facilities should be designed to
minimize public inconvenience for minor storm events and protect properties and lives for major
storm events.
The selection of design frequency in the planning and design of structures of facilities against floods
is governed by several standard criteria. The most common criteria include the following:
 Worth of facility to be protected against floods;

 Economic losses incurred by flooding;
 Functional importance of the project ;
 Variation of frequency and rainfall intensity in the project area; and
 Time of unavailability of the facility or area when flooded.
Considering the above, and based on DPWH DGCS 2015, the following design return periods shall be
adopted for the project road.
Table 4.3. Design Flood Frequency
DESIGN FLOOD FREQUENCIES (MINIMUM REQUIREMENTS) FOR ROAD
Roadside Ditches Median Ditches
Culverts Curb Drop Inlets
Road & Inlets & Inlets
Classification Design Check Design Check Design Check Design Check
Flood Flood Flood Flood Flood Flood Flood Flood
Expressway 50 yr 100 yr 25 yr 50 yr 25 yr 50 yr 25 yr 50 yr
National road 25 yr 50 yr 10 yr 25 yr 10 yr 25 yr 10 yr 25 yr
Other Roads 20 yr 50 yr 5 yr 10 yr 5 yr 10 yr 5 yr 10 yr
*Source/Reference: DPWH DGCS 2015 Vol.4
14
4.2. HYDRAULIC DESIGN

4.2.1. Design flows
The road network in a project area crosses a number of rivers/tributaries/ streams with small and
medium catchment and therefore for design of bridges and other structures, hydrological
parameters of these structures are essentially required. The design flows shall be consistent with
the design flows of the drainage waterway in which the improvement is being made.
For the hydraulic analysis, design flows will be based on the size of the drainage area as presented in
the previous section. For small drainage areas less than 20 sq. km, the rational method is used while
for large drainage areas greater than 20 sq. km, the synthetic unit-hydrograph method or the
regional analysis is used.
The cross drainage structure will be either pipe culvert or box culvert. The structure will be based on
the estimated 15-yr peak flow for pipe culvert and 25-year for box culvert. The 25-yr discharge for
pipe culvert and 50-year discharge for box culvert will serve as countercheck.
Flood conveyance using box culverts will be based on a maximum HW/D ratio of 0.8. For sizing pipe
culvert structures, a minimum culvert size of 910 mm is recommended, even when peak flows could
be accommodated with smaller diameter culverts, to decrease the impacts of debris clogging.
4.2.2. Open channel hydraulics
An important factor in flood analysis is to estimate characteristics of the flow during flood times. In
order to do this, cross-sections of waterways are identified and representative cross sections of the
river channel are obtained by actual field survey. Mean bed slope of the stream is obtained from
actual survey of the waterway cross sections. For a river or waterway where conventional stream
gauging data are not available, the average velocity for a given stage-height can be estimated using
the Manning’s formula. The Manning’s formula is essentially an empirical formula, based 0n field
observations and laboratory measurements. This formula states that in steady uniform flow,
V = R2/3 S1/2/n
Q = A R2/3 S1/2/n
Where:
V = average velocity, m/sec.

Q = discharge, cu. m/sec.
R = hydraulic radius, A/P
S = slope of the energy line
n = Manning’s roughness coefficient
A = cross-sectional area, sq. m.
P = wetted perimeter, m.
In reality, the value of n is highly variable and depends on a number of factors. The factors that exert
the greatest influence upon the coefficient of roughness include the surface condition, vegetation,
channel irregularity, variation of channel cross-sections and obstruction. Typical n values that can be
used in the project design are given below.
Table 4.4. Values of Manning’s Roughness Coefficient, n
Description Minimum Maximum
Earth, straight & uniform 0.020 0.025
15
Earth bottom, rubble sides / riprap 0.030 0.035

Grass covered 0.035 0.050
Dredged 0.028 0.033
Stone lined & rock cuts, smooth & uniform 0.030 0.035
Stone lined & rock cuts, rough & irregular 0.040 0.045
Lined-smooth concrete 0.014 0.018
Lined – grouted riprap 0.020 0.030
Winding sluggish canals 0.025 0.030
Canal with rough stony beds, weeds on earth 0.030 0.040
banks
*Source/Reference: DPWH DGCS 2015
4.2.3. Bridge
A bridge may be defined as a drainage structure that has a span of more than 6 meters and usually
rest on separate abutments. In practice, bridges are located to conform with the general location of
the highway, which has been previously determined. The ideal location for a bridge crossing is
generally made at right angles to the centerline of the waterway at the narrowest point, where the
alignment of the approach pavement is straight, where the approach grade is slight and where soil
conditions are adequate for the installation of the most economical foundation of the span involved.
The design of bridge over a waterway requires assessment of the characteristics of the waterway
flowing beneath. For this, it is necessary to understand the factors that govern stream runoff, water
surface levels, scour and channel stability and hydrodynamic forces acting on the bridge.
In general, the presence of a bridge in many locations cause the natural stream channel to be
somewhat constricted. Such case may reduce severely the area through which the water must pass,
particularly when the stream is at flood stage. In such event, the velocity of the water through the
bridge opening may be considerably increased, with resultant danger to the bridge structure
through scour at abutments and piers, and the elevation of the water upstream side may be
increased subjecting the area above the bridge site to possible flooding. It is therefore axiomatic
that the bridge must be designed to pass the flow occurring at flood stage without excessive velocity
and without damage to property located above the bridge crossing.
The upper end of the C value is used for shifting channels in sandy materials, but for relatively stable
channels in more scour-resistant materials the lower end may be used. Further adjustment of the
river channel width should be made on economic grounds after consideration of topography, scour
and other factors.
The waterway opening of a bridge across a stream is generally set preferably equal to the width of
the river banks or more depending on the topography and land use of both access points. Generally
bridges are designed with soffit level normally between freeboard of 1.00 meter and 1.50 meter
above the design flood level to allow floating debris to pass unhindered.
4.2.4. Bridge flood level
For bridges, the design flood level of 50year return period is estimated using the HEC – RAS program
and slope area method. The upstream and downstream river cross sections including cross section
at bridge site were used to derived the deign flood elevation and discharge elevation relationship.
Mean bed slope of the stream was obtained from the longitudinal profile from bridge site to the
headwaters obtained from the topographic map (scale 1:50,000) using the mean slope method.
Manning’s roughness coefficient, n was determined based on channel bed and bank characteristics.
16
5. TOPOGRAPHIC AND HYDROGRAPHIC SURVEYS METHODOLOGY

Topographic surveying is a process that records information about the surface conditions of a specific site
converting it into point data that is essential to generate surface model as a basis for designing structures.
This project, in particular used topographic survey for bridge and road design. On the other hand,
hydrographic surveying is the branch of surveying which deals with anybody of still or running water such as
a lake, harbor, stream or river. Specifically, for this project, it defines river banks and riverbed features.
Existing artificial features such as lined canal, RCPC, RCBC, house and other road prominent details from
road junctions and crossings are gathered to complete survey data to generate contours based on selected
survey points such as ground, edge of road and river, centerline of road and water, river bank and other
significant points and plotted at 1.00 meter and 5.00 meter background following the adopted standards for
surveys and mapping.
In addition, details of natural and artificial features (i.e ripraps, houses, drainage, utilities, water level, river
flow, bridge, spillway and other similar structures) are also identified and collected as reference for
generating an accurate survey output for bridge and road design.
5.1. OBJECTIVE
The Objective of the works is to prepare all relevant survey data.
Specifically:
• To gather survey data about the natural and man-made features of the land, as well as its
elevations and to prepare topographic maps, cross- section and profile plots for the project
areas.
• To conduct quality hydrographic and topographic survey in accordance to the accuracy and
precision standards designed for the project.
5.2. TOPOGRAPHIC/HYDROGRAPHIC SURVEY

5.2.1. Establishment of Ground Control
5.2.1.1. Horizontal Ground Control

• Horizontal ground controls were established at or near an acceptable location within the
vicinity of the subject project using at least secondary traverse position and accuracy. An
established or existing NAMRIA Control Point was made part of the project.
• Global Positioning Systems (GPS)
The Horizontal control network in the project road is tied to an existing national
triangulation network established by the NAMRIA, which is integrated to the Philippine
Traverse Mercator (PTM) System. The GPS stations is established near the bridge (for each
bridge site) project along the acceptable bridge site locations. It is marked with a concrete
monument with dimensions 40cm x 40cm x 100cm and a 10mm diameter of 100cm long
steel bar embedded at the center of the monument.
• Primary Traverse
Primary traverse established a series of stations that are linked together by angles and
distances. The GPS station tied in the project site for the primary traverse station and is
established using a concrete monument.
17
5.2.1.2. Vertical Ground Control

• A vertical control was established for the project area which was connected and referred to
at least three (3) existing benchmarks (BMs). Vertical control refers to a reference datum
plane, either the Mean Sea Level or the Mean Lower Water (MLLW) as established by
NAMRIA. In all cases, the datum is clearly indicated in the survey plans.
• Benchmarks (BMs)
Two (2) BMs were established at locations that cannot be disturbed during construction
near the 1st and 2nd bridge approaches, respectively, marked by a concrete monument
measuring 30cm x 30cm x 100cm with 10mm diameter, 100cm long steel bar embedded at
the center of the monument.
• Line of levels begin and end on previously established first order benchmark. Two
benchmarks have not changed their relative elevations, thus recovered at each end of the
line and any intermediate function of the line with previous leveling.
5.2.2. Topographic/ Hydrographic Survey

Topographic/Hydrographic Survey undertaken using Electronic Total Station to gather the precise
position of the existing river, structure, utilities and other features as needed. The survey extended
five hundred meters (500m) upstream and downstream from the centerline of the bridge to gather
information on necessary river control or training works.
• Cross-Section Survey
Cross sectioning across the river is extended from fifty (50) meters to five hundred (500)
meters beyond the riverbanks and conducted at intervals of (20) meters on sharp bends and
fifty (50) meters on straight sections, all are taken facing downstream to check the actual
riverbed/channel configuration of the existing river. The maximum and ordinary water levels
were also recorded.
• Longitudinal Profile of the River
The longitudinal profile of the river at five hundred (500) meters upstream and downstream
of the bridge indicating the lowest riverbed, profile of the right and left riverbanks with
elevations (m) all throughout the required length of the stream specified. Profile along the
centerline of each channel for multi-channel streams or rivers were also taken.
5.3. HYDROLOGICAL SURVEY

The preliminary hydrological surveys and hydraulic/scour analyses for each bridge includes the following:
• Collection and analysis of relevant meteorological data.
• Preliminary hydrological and bridge hydraulic investigations and analyses of data in the
areas traversed, including design discharge, Q50, velocity of flow and the levels of the
maximum experienced and design floods. Recommendations and design criteria was
provided such as: size and location of appropriate culverts and bridges and to allow
adequate drainage, flood protection against erosion and scour forces for bridge approaches
and foundations.
• Preliminary Engineering Geo-hazards Analyses
18
Conducted the Engineering Geo-hazards Assessment (EGGA) and submit an EGGA report to
DENR-MGB. This EGGA report is a requirement in the issuance of the Environmental
Compliance Certificate (ECC).
5.4. ACTUAL GROUND SURVEY METHODOLOGY AND RIVER SURVEYS

5.4.1. Survey Criteria / Methodology
The criteria as discussed herein were established before the survey works were undertaken.
5.4.1.1. Horizontal Ground Control

Positions of NAMRIA benchmarks for horizontal and vertical control locations were first
determined. In case that no vertical control point is available at site, GPS reference point
was established by the surveying team. Horizontal control surveys coordinate horizontal
positional data. These positions were used as reference by parallels or plane coordinate
axes and are used as a framework for other precise and accurate surveys. These surveys
provide a network of monuments or points on the ground that can be used as the control
for any other surveying project, such as a boundary or construction survey.
5.4.1.2. Accuracy of the Survey Work

a) Vertical control leveling accuracy is at 2nd Order with three no. of wires read and
allowable closing error of loops equal to 8.4 mm distance in km.
b) Total Station used was first calibrated by a certified testing center to ensure accuracy of
the instrument and used for this project with accuracy specification of 2+2ppm with
prism and 5+3ppm without prism.
c) Two NAMRIA Benchmarks near the site were first recovered and evaluated. Standard and
near the site control points was utilized for establishing traverse points.
d) Two benchmark were established near at both ends of the bridge free from disturbance
marked by 30 cm x 30 cm x 100 cm with 10 mm diameter,100 cm long steel bar
embedded at the center of concrete monument.
5.4.1.3. Monumenting / Marking

Main and Secondary control points were marked and monumented to be used for
succeeding projects and layouts.
5.4.2. Road Survey

Road survey consisted of profiling and cross-sectioning as discussed herein.
5.4.2.1. Profile Survey

Elevation and coordinates of survey points on the profile line were taken at:
• Centerline of road with 50 meters to 100 meters interval.
• Centerline of bridge
• Top and bottom of existing RCPC and RCBC.
• Both ends of abutment A and B.
• Physical features under the bridge (river bed)
19
5.4.2.2. Cross-Section Survey

Cross-sections were taken at 50 and 100 meter intervals wherein elevation and coordinated
of survey points on the profile line were taken at:
• Centerline of road.
• Edge of road and edge of shoulder both carriages way.
• Existing ground elevation with 20 meters to 50 meters distance from the centerline.
• Top and bottom of existing lined canal.
• Both ends of top and bottom of existing RCPC and RCBC.
• Both ends of abutment A and B.
• Perimeter and elevation of existing riprap, retaining wall and similar structures.
• Physical features under the bridge (river bed, pier etc.)
• Existing utilities such as electrical post, km post, sign post, km post and other similar
structures.
5.4.3. River Survey

River survey consisted of profiling and cross-sectioning as discussed herein.
5.4.3.1. Profile Survey

Elevation and coordinates of survey points on the profile line were taken at:
• Centerline of river bed with 50 meters to 100 meters interval.
• Centerline of river bed at its tributaries.
Profile survey on both left and right banks were also conducted.
5.4.3.2. Cross-Section Survey

Cross-sections were taken at 50 and 100 meter intervals wherein elevation and coordinated
of survey points on the profile line were taken at:
• Centerline of river and its tributary
• River banks / edge of water
• Existing ground elevation with 20 meters to 50 meters distance from the centerline of
river.
• Physical features under the bridge (river bed, pier etc.)
Maximum and Natural Water Level were also described in cross - section plan. If the river
has its tributary the same detailing is also done with it.
20
6. BASIC DATA FROM FIELD STUDIES AND INVESTIGATION
6.1. REGION I
6.1.1. OAIG DAYA BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.1.1 Oaig Daya Bridge, Municipality of Narvacan, Ilocos Sur (Region 1)
6.1.1.1. Site description

a. Existing site condition
The watershed area comprises the provinces of Ilocos Sur which composes of river, hills,
valley, wide plains and some small freshwater ponds. The higher mountains ranges can be
found in along the drainage divide lines as indicated in the catchment area (drainage area
map included in this report). Those mountain ranges converge on some other peak
elevations, namely Caraballo and Cordillera Mountain Ranges in the south of the river.
There is also a mountain known as Mt. Kanabuy and Mt. Santa Clara. The northern part of
the watershed has a wider flat land, while the southern part of the watershed has
mountainous and forested area. Most of the plains are cultivated fields, with some
remaining forest areas. There are several waterways on river flowing towards Magat River
where the bridge project is located. In some instances, due to flat terrain, traversed by
waterway or rivers, it causes the meandering nature of the flow to assume a different
geographic orientation. There are grassed cover rather than forested areas observed
along the route. It has many types of soil ranging from clay loam to sand. There is also
abundance of boulders, gravels and sand along the river routes, that laced mostly flat
landscape with their meandering patterns.
21
6.1.1.2. Traffic Study Results

c. Study Result
Table 6.1.1 Traffic Study Result for Oaig Daya Bridge

Peak Hour
AADT
Traffic Capacity V/C ratio LOS Recommendation
(pcu/d)
(9%)
4109 370 2000 0.18 A -
6.1.1.3. Hydrology Design Result

Table 6.1.2a Hydrology Design Result for Oaig Daya Bridge
Recommendation
Q50 DEL50 Me FL OFL OWL
(cu.m/s) (m) (m) (m) (m) Pier Abutment
(m) (m)
405.989 11.96 11.96 11.83 9.45 - -
Table 6.1.2b Scour Depth Design for Oaig Daya Bridge

Scour Depth
Bridge
Abutment (m) Pier (m)
Oaig Daya - -
6.1.1.4. Hydrographic Survey Results

a. In situ survey conditions
- Principal Horizontal Benchmarks
NAMRIA benchmarks ILS-3044 and ILS-3045 were identified within the project site and
used as reference for horizontal control establishment with coordinates 1899982.53N,
442371.123E and 1899389.969N, 442293.326E respectively in Philippine Transverse
Mercator (PTM)/ PRS92. Both benchmarks have corresponding certifications from the
agency.
ILS-3044 station is established and located along the barangay road beside a river at the
Brgy. Oaig Daya, 1.65km from the National Highway going to Candon City Hospital. Mark is
the head of a 3” concrete nail embedded and centered on a 30cm x 30cm x 100 cm
standard concrete monuments protruding by about 20cm with inscription ILS-3040.
ILS-3045 the monument is located along the provincial road going to Brgy. Perioc Segundo
Candon City Ilocos Sur. Around 50m west of the rice field and 10m from a crossing going
to Brgy. Oaid Daya. Mark is the head of a 3” concrete nail embedded and centered on a
30cm x 30cm x 100 cm standard concrete monuments protruding by about 20cm with
inscription ILS-3045.
- Vertical Control
22
NAMRIA does not issue Certificate of BM Vertical Control since they have not completed
the mapping of all tidal observation in Mindanao; hence, Global Positioning System (GPS)
reading was taken at ILS-3045 to be Elevation: 10.61.
Direction and ordinary level (7.4439) were based on gathered data while maximum flood
level (11.830) was based on existing flood marks along the banks and further verified from
elders living in the vicinity of the bridge.
b. List project control points
Table 6.1.3 Project Control Point for Oaig Daya Bridge

POINTS NORTHING EASTING ELEVATION REMARKS
1 1900422.036 441858.801 10.845 T1
2 1900440.574 441829.821 10.443 T2
3 1900396.182 441821.105 7.127 TB1
4 1900395.510 441855.620 10.835 TA1
5 1900350.787 441823.586 6.901 TB2
6 1900326.457 441801.590 7.145 TB3
7 1900295.986 441754.405 11.456 TB4
8 1900265.733 441711.661 9.103 TB5
9 1900282.019 441709.170 6.677 TB6
10 1900239.079 441674.097 6.541 TB7
11 1900233.186 441649.053 6.366 TB8
12 1900261.199 441637.699 6.271 TB9
13 1900299.929 441621.869 6.416 TB10
14 1900300.357 441620.123 6.533 TB11
15 1900336.384 441555.391 6.204 TB12
16 1900330.229 441514.839 6.420 TB13
17 1900307.499 441488.159 6.132 TB14
18 1900411.848 441867.965 7.059 TC1
19 1900416.284 441930.030 6.853 TC2
20 1900375.873 441963.343 7.550 TC3
21 1900329.104 442012.491 7.482 TC4
22 1900310.010 442096.152 7.621 TC5
23 1900284.639 442144.509 7.335 TC6
24 1900254.224 442157.537 7.415 TC7
25 1900232.823 442169.521 7.741 TC8
26 1900224.793 442205.480 7.762 TC9
27 1900199.973 442204.281 11.362 TC10
28 1900334.235 441848.627 10.233 TA2
29 1900381.561 441874.297 10.780 H
30 1900382.969 441866.054 10.746 H
31 1900374.314 441864.339 10.837 H
32 1900353.037 441871.641 10.983 H
33 1900346.041 441865.549 10.647 H
34 1900341.849 441870.295 10.522 H
35 1900301.523 441814.374 10.722 TA3
36 1900103.960 441775.301 11.736 TA4
37 1899917.024 441717.364 10.777 TA5
38 1900481.947 441869.335 9.734 T3
23

39 1900675.798 441929.529 11.830 T4
40 1900914.828 442018.960 10.849 T5
41 1900418.685 441864.810 11.832 MFL
42 1900430.293 441871.411 10.833 BM-1
43 1900439.298 441816.750 10.608 BM-2
24
6.1.2. URDAS BRIDGE

Location Map:
Source: NAMRIA Map

Figure 6.1.2 Urdas Bridge, Municipality of San Vicente, Ilocos Sur

The watershed area comprises the province of Ilocos Sur which composes of river, hills,
elevations, namely North Peak Bulagao in Mt.Banti Goolong. Both the main river
(Bantaoay River) which is connected to Santo Tomas River, each has their tributaries. The
downstream part of the watershed has a wider flat land, while the upstream part of the
watershed has mountainous and forested area. Most of the plains are cultivated fields,
with some remaining forest areas and partially urbanized. There are several waterways on
river flowing towards Bantaoay River where the bridge project is located. In some
instances, due to flat terrain, traversed by waterway or rivers, it causes the meandering
nature of the flow to assume a different geographic orientation. There are grassed cover
rather than forested areas observed along the route. It has many types of soil ranging
from clay loam to sand. There is also abundance of boulders, gravels and sand along the
river routes, that laced mostly flat landscape with their meandering patterns.
6.1.2.2. Geotechnical investigation results
25
a. Subsurface Condition
Table 6.1.4 – Summary of Subsurface Materials for Urdas Bridge

Borehole Types of Subsurface USCS Thickness SPT N value GWT
No. Materials Class (m) (blows/ft) (m)
Gravel, Sand, Silt, Clay GP‐GC, CL, SP‐SM 0.00 ‐ 6.00 8‐37
BH‐1 3.00
Sand, Silt, Clay SP‐SM 6.00 ‐ 31.50 40‐50>
Silt, Clay, Sand, Gravel SM‐SP, CL, ML, GP 0.00 ‐ 28.50 4‐47
BH‐2 2.80
Sand, Silt SP‐SM 28.50 ‐ 31.50 50>
Silt, Clay, Sand, Gravel SM‐SP, CL, ML 0.00 ‐ 30.00 9‐46
BH‐3 0.0
Silt, Clay, Sand, Gravel CL. ML 30.00 ‐ 33.00 50>
Sand, Silt, Clay SM‐SP, CL, ML 0.00 ‐ 28.50 9‐38
BH‐4 0.0
Silt, Clay CL, ML 28.50 ‐ 33.00 50>
b. Ground Water Elevation
Table 6.1.5 – Summary of Groundwater Table for Urdas Bridge

Borehole No. Ground water table, m
BH‐1 3.00
BH‐2 2.80
BH‐3 River level (Offshore)
c. Allowable Bearing Capacity
Table 6.1.6 – Allowable Soil Bearing Capacity Value for Urdas Bridge
Borehole No. Allowable Soil Bearing Capacity (kPa) Founding Depth, m Location
60 1.50
95 1.5‐3.0
BH‐1 Abutment
140 3.0‐4.0
240 4.0‐6.0
70 1.50
160 1.5‐3.0
BH‐2 Abutment
260 3.0‐4.0
280 4.0‐6.0
The above‐values can be increased by 33 % for analysis involving transient loads in
combination with wind and seismic forces.
d. Settlement
The settlement is not likely to exceed 25 mm provided the given soil bearing capacity is not
exceeded
e. Seismic Design Considerations
The nearest fault that can generate large‐scale magnitude earthquake for this site is the
West Ilocos Fault System. This fault is situated at an approximate distance of 10.50 km east
from the project site. Hence, considerations should be made in designing the structure to
resist against earthquake. As a conservative approach, the design ground acceleration can
be based from this fault. The highest ground acceleration value shall be adopted for
26
this site. The National Structural Code of the Philippines (NSCP, 1997) Code prescribes a
minimum value of 0.40 g for bridges located in the seismic zone 4. For design purposes, the
Designer can decide on which value to adopt for this project. This site falls in the Seismic
Zone 4, having Z = 0.4.
Figure 6.1.3 Nearest Fault to the Urdas Bridge (Phivolcs, 2017)
Project Site
West Ilocos Fault
f. Liquefaction Potential
Loose granular materials were encountered at this site within the upper zone. In theory,
these types of soils are susceptible to liquefaction, hence this should be addressed. It is
predicted that the risk of liquefaction for this particular site is low. If thorough information is
required, liquefaction analysis is recommended. However, it should be borne in mind that
historically speaking, no liquefaction has occurred in this site.
g. Recommended Foundation
From the results of field and laboratory tests of samples from this bridge site revealed weak
foundation profile in the upper zone. In this case, deep foundation design scheme is feasible
in order to transmit the load to more competent bearing layer located well below the
ground surface. Results from the analysis of four (4) borehole data obtained from this site,
the following item provides the pile capacity data, which can be used for foundation analysis
and design.
Table 6.1.7 – Summary of Ultimate Pile Capacity Data for BH‐1 (Urdas Bridge)
BH‐01 Pile Capacity Data
Depth m Bored Driven
From To fs, kPa fb, kPa fs, kPa fb, kPa
0.0 1.5 neglect neglect neglect neglect
1.5 3.0 43 806 28 2000
3.0 4.5 50 1151 40 2000
4.5 6.0 56 2130 74 3500
6.0 7.5 61 2878 100 4000
7.5 9.0 65 2878 100 4000
9.0 10.5 68 2878 100 4000
10.5 12.0 70 2302 80 4000
27
12.0 13.5 71 2302 80 4000

13.5 15.0 72 2302 80 4000
15.0 16.5 71 2302 80 4000
16.5 18.0 70 2302 80 4000
18.0 19.5 69 2302 80 4000
19.5 21.0 67 2302 80 4000
21.0 22.5 64 2302 80 4000
22.5 24.0 60 2878 100 5500
24.0 25.5 56 2878 100 5500
25.5 27.0 53 2878 100 5500
27.0 28.5 55 2878 100 5500
28.5 30.0 58 2878 100 5500
30.0 31.5 61 2878 100 5500
31.5 33.0 63 2878 100 5500
33.0 34.5 66 2878 100 5500
34.5 36.0 69 2878 100 5500
1.5 3.0 81 1324 132 1324
3.0 4.5 50 1554 78 1554
4.5 6.0 56 1554 76 1554
6.0 7.5 61 1554 80 1554
7.5 9.0 65 1554 86 1554
9.0 10.5 68 1554 70 1554
10.5 12.0 95 1554 155 1554
12.0 13.5 116 748 190 1900
13.5 15.0 72 748 70 2200
15.0 16.5 71 748 94 2200
16.5 18.0 70 748 42 2200
18.0 19.5 69 748 26 2200
19.5 21.0 67 633 90 2200
21.0 22.5 64 633 40 2200
22.5 24.0 60 633 22 2200
24.0 25.5 56 691 24 2400
25.5 27.0 53 1036 36 3500
27.0 28.5 55 1554 54 3500
28.5 30.0 58 2878 100 5500
30.0 31.5 61 2878 100 5500
31.5 33.0 63 2878 100 5500
33.0 34.5 66 2878 100 5500
34.5 36.0 69 2878 100 5500
1.5 3.0 43 518 46 518
3.0 4.5 50 518 36 518
28
4.5 6.0 56 518 60 518

6.0 7.5 98 518 161 518
7.5 9.0 32 518 52 518
9.0 10.5 130 690 213 690
10.5 12.0 74 690 121 690
12.0 13.5 148 690 242 690
13.5 15.0 95 690 155 690
15.0 16.5 120 690 196 690
16.5 18.0 162 690 265 690
18.0 19.5 70 690 115 690
19.5 21.0 42 691 69 691
21.0 22.5 63 863 104 1036
22.5 24.0 60 863 38 2878
24.0 25.5 56 863 30 2878
25.5 27.0 53 1036 36 2878
27.0 28.5 55 1727 60 2878
28.5 36.0 176 2878 250 2878
1.5 3.0 43 518 26 518
3.0 4.5 50 518 66 518
4.5 6.0 56 518 72 518
6.0 7.5 61 518 56 518
7.5 9.0 123 2015 201 2015
9.0 10.5 113 690 184 690
10.5 12.0 60 690 98 690
12.0 13.5 70 690 115 690
13.5 15.0 120 690 196 690
15.0 16.5 134 690 219 690
16.5 18.0 84 690 138 690
18.0 19.5 88 690 144 690
19.5 21.0 84 1381 138 1382
21.0 22.5 70 863 115 1151
22.5 24.0 60 863 60 2878
24.0 25.5 56 2015 70 2878
25.5 27.0 53 1957 68 2878
27.0 28.5 55 518 18 2878
28.5 36.0 176 2878 250 2878
Table 6.1.11 – Recommended Pile Tip (Urdas Bridge)

Borehole No. Recommended Pile Tip, m Reference Length
BH‐1 30.0 Ground surface
BH‐3 30.0 Riverbed
29

a. Traffic Composition
Traffic flow over Urdas Bridge is composed of light to medium traffic with motorcycle has
the highest share at 51%, followed by motorized tricycle at 28%, cars/taxis/multicab/suv
at 9%, passenger jeepneys at 5%, pedicab at 4%, delivery vans at 2% and the rest at less
than 2%
b. Traffic Growth Rates
DPWH has published traffic growth rates for the Province of Ilocos Sur in 2011 which
ranges from 2.1 percent to 2.6 percent. However, the traffic growth rates in 2011 are no
longer relevant to be used in this study as the values are somewhat lesser compared to
what is now happening all over the country. Car sales shoot up to about 23 percent in
2015 according to the Chamber of Automotive Manufacturers in the Philippines, Inc.
(CAMPI), while goods vehicles also registered a high percentage of 19.2 percent sales.
The DPWH traffic growth rate formula uses transport demand elasticity, in-come,
employment and population growth. However, this was not used in this study due to lack
of updated data that can be applied to the formula. In-stead, the traffic growth rates were
assumed at 3.5 percent for passenger vehicles and 4.5 percent for goods vehicles. These
are fairly assumed traffic growth rates considering the economic activity within the direct
influence area of the Urdas Bridge.
c. Study Result
Table 6.1.12 – Traffic Study Results for Urdas Bridge

Peak Hour
AADT
(pcu/d)
(9%)
7066 636 1200 0.53 C

Table 6.1.13a – Traffic Study Results for Urdas Bridge
Recommendation
(m) (m)
485.265 18.3 18.3 17.95 16.95 0.219 45.07
Table 6.1.13b Scour Depth Design for Urdas Bridge

Scour Depth
Bridge
Urdas 45.07 0.219
30
6.1.2.5. Hydrographic survey results

NAMRIA benchmark ILS-3084 was identified within the project site and used as
reference for horizontal control establishment with coordinates 1947486.492N,
432959.393E in Philippine Transverse Mercator (PTM)/ PRS92 and 1948634.31N,
220711.97E in Universal Transverse Mercator (UTM)/ WGS84. This benchmark has
corresponding certifications from the agency.
ILS-3084 Station is constructed southwest along a barangay road going to pudoc

proper 25 m. east of box culvert approximately250 m. from the highway going to
Barangay San Sebastian, San Vicente, Ilocos Sur.
Mark in the head of a 3” concrete nail embedded and centered on a 30 cm. x 30 cm. x
100 cm. standard concrete monument protruding by about 20 cm. with the
inscriptions, "ILS-3084 PRS-92 DENR FNSP R-1".
is the head of a 2" concrete nail set at the center of a 20 cm. x 20 cm. cement putty
with inscribed station name, "AGN-198 2002 NAMRIA".
- Vertical Control
LS-203 is in Barangay Bahet, San Ildefonso, Ilocos Sur. Station is located at the center
of the road intersection; 75 m. SW of the kilometer post KM. 410; 15 m. W of the
national road centerline. Station is located 0.30 m. above the ground.
Mark is the head of a 4” copper nail set on a drilled hole and cemented on top of a 15
cm. x 15 cm. cement putty with the inscriptions, “LS-203 2007 NAMRIA”.
Direction and ordinary level (14.39) were based on gathered data while maximum
flood level (16.20) was based on existing flood marks along the banks and further
verified from citizens living in the vicinity near the bridge.
Table 6.1.14 – Project Control Points for Urdas Bridge

1 1,949,095.0000 221,262.0000 18.0000 GPS-1
2 1,949,060.0000 221,229.0000 19.0000 GPS-2
3 1,949,102.1500 221,276.2100 17.9060 BM-1
4 1,949,064.1300 221,301.9230 20.1150 BM-2
5 1,949,055.1790 221,297.9850 19.0610 TP-01-TP-DS
6 1,949,054.2470 221,302.4870 19.3500 TP-02-TP-DS
7 1,949,138.5910 221,229.3260 21.1590 TP-03-TP-DS
8 1,949,084.4390 221,263.2090 17.3000 TP-04-TP-DS
31

9 1,949,088.1220 221,256.4210 14.9300 RS
10 1,949,103.4620 221,241.0920 14.4400 RS
11 1,949,117.3190 221,223.3350 14.9490 RS
12 1,949,088.3370 221,197.3150 16.9600 RS
13 1,949,104.5140 221,177.6610 16.4600 RS
14 1,949,136.7698 221,201.4224 15.4590 RS
15 1,949,136.7698 221,201.4224 15.4590 RS
16 1,949,143.9516 221,180.1695 17.0000 RS
17 1,949,168.4840 221,142.4400 15.9200 RS
18 1,949,134.5992 221,120.7498 18.0000 RS
19 1,949,163.0935 221,064.1578 19.6500 RS
20 1,949,181.4588 221,038.2674 15.7960 RS
21 1,949,191.5540 221,026.9520 19.7070 UTP-05-TP
22 1,949,202.6690 221,013.4060 20.9680 UTP-06-TP
23 1,949,184.4510 221,112.0580 16.4360 RS
24 1,949,192.9540 221,093.4820 18.7350 RRB
25 1,949,195.2214 221,082.7784 13.0000 RS
26 1,949,214.2860 221,064.2590 18.7010 RRB
27 1,949,233.7220 221,041.7300 17.8060 RS
28 1,949,207.0070 221,015.9890 18.2840 RS
29 1,949,224.0390 220,997.6860 17.8230 RS
30 1,949,250.0330 221,027.6210 17.8150 RS
31 1,949,273.1070 221,011.0260 17.8200 RS
32 1,949,261.0960 220,962.9090 21.4880 XS-82-THW
33 1,949,270.4600 220,957.1830 21.4670 XS-87-THW
34 1,949,287.2400 220,946.9080 21.4590 XS-92-THW
35 1,949,296.3490 220,996.3730 17.6470 RS
36 1,949,334.5030 220,982.6730 18.7340 RRB
37 1,949,304.9450 220,938.0490 21.4530 XS-72-THW
38 1,949,323.2120 220,930.3890 21.4750 XS-02-THW
39 1,949,334.5030 220,982.6730 18.7340 RRB
40 1,949,350.1250 220,977.1020 19.5980 RRB
41 1,949,360.8980 220,973.5450 18.8000 RRB
42 1,949,346.9700 220,923.3520 21.4540 XS-07-THW
43 1,949,368.5040 220,918.3340 21.4440 XS-12-THW
44 1,949,064.1300 221,301.9230 20.1150 BM-2
45 1,949,054.2470 221,302.4870 19.3500 TP-02-TP-DS
46 1,949,023.2390 221,257.5020 23.0900 UPRS-07-THW
47 1,948,995.2430 221,268.3700 23.0800 UPRS-14-THW
48 1,948,961.0440 221,277.9130 23.0130 UPRS-15-THW
49 1,948,977.9200 221,309.8672 19.3400 UPRS
50 1,948,962.3400 221,311.7710 19.8700 UPRS
51 1,948,950.0930 221,281.2810 23.0170 UPRS-20-THW
52 1,948,944.8100 221,281.7870 22.4850 TP-07-THW
53 1,948,941.3040 221,283.1720 23.0010 UPRS-21-HW
54 1,648,930.1740 221,284.4650 23.0040 UPRS-22-HW
55 1,948,905.0960 221,295.4430 14.3600 UPRS
56 1,948,911.1350 221,323.2610 19.8400 UPRS
32

57 1,948,882.6310 221,335.1290 19.8400 UPRS
58 1,948,871.6850 221,306.0794 13.8230 UPRS
59 1,948,818.6410 221,330.1850 21.7170 UPTP-09-TP
60 1,948,805.9840 221,340.6970 20.0150 UPTP-09-BS
61 1,948,796.6410 221,366.2780 17.7100 UPRS
62 1,948,828.8950 221,385.9240 19.7100 UPRS
63 1,948,811.3290 221,417.5840 19.7200 UPRS
64 1,948,788.1440 221,383.4180 19.6460 UPRS
65 1,948,780.0020 221,402.9510 17.7020 UPRS
66 1,948,811.3290 221,417.5840 19.7020 UPRS
67 1,948,798.0970 221,448.1330 19.7200 UPRS
68 1,948,763.2463 221,430.7432 16.7000 UPRS
69 1,948,742.9220 221,487.6130 13.1790 UPRS
70 1,948,780.7240 221,485.5450 20.0100 UPRS
71 1,948,763.1310 221,505.3510 19.7500 UPRS
72 1,949,102.1500 221,276.2100 17.9060 BM-1
73 1,949,095.0000 221,262.0000 18.0000 GPS-1
STA-410+771-
74 1,949,074.2360 221,272.0340 20.5120
ABUT.-B
75 1,949,082.6820 221,277.2700 19.9180 STA-410+780
76 1,949,100.7610 221,285.6010 19.9560 STA-410+800
77 1,949,119.2880 221,293.1530 20.0770 STA-410+820
78 1,949,114.4250 221,296.3720 20.1090 UTP-13-TP
79 1,949,116.2680 221,287.5150 19.9790 POST
80 1,949,114.4250 221,296.3720 20.1090 UTP-13-TP
81 1,949,102.1500 221,276.2100 17.9060 BM-1
82 1,949,138.2380 221,299.4670 20.3170 STA-410+840
83 1,949,157.6090 221,304.2800 20.7050 STA-410+860
84 1,949,165.2150 221,301.2600 20.5100 POST-CONC.
85 1,949,177.2730 221,307.9600 21.0870 STA-410+880
86 1,949,179.9040 221,313.9330 21.2830 POST-CONC.
87 1,949,196.8510 221,311.8870 21.4630 STA-410+900
88 1,949,214.6240 221,310.8780 21.6650 POST-CONC.
89 1,949,216.4420 221,315.8440 21.7580 STA-410+920
90 1,949,235.9040 221,320.4250 22.0990 STA-410+940
91 1,949,255.4030 221,324.9040 22.4020 STA-410+960
92 1,949,263.0320 221,321.7910 22.3720 POST-CONC.
93 1,949,274.9040 221,329.1700 22.7030 STA-410+980
94 1,949,294.4460 221,333.3760 22.8720 STA-411+000
95 1,949,311.6260 221,333.0960 23.0830 POST-CONC.
96 1,949,314.0370 221,337.6090 23.0080 STA-411+020
97 1,949,333.5990 221,341.6210 23.0640 STA-411+040
98 1,949,353.1620 221,345.7100 23.1520 STA-411+060
99 1,949,360.7480 221,343.3980 22.9530 POST-CONC.
100 1,949,372.7180 221,349.7540 23.1680 STA-411+080
101 1,949,392.2850 221,354.0220 23.1610 STA-411+100
102 1,949,409.2230 221,354.8260 22.9110 POST-CONC.
103 1,949,411.5180 221,359.2610 23.1100 STA-411+120
33

104 1,949,430.5510 221,365.5280 23.1350 STA-411+140
105 1,949,447.6600 221,366.7870 22.8900 UTP-15-BS
106 1,949,450.5060 221,369.5790 23.0790 UTP-14-TP
107 1,949,449.5670 221,371.7860 23.1040 STA-411+160
108 1,949,450.5060 221,369.5790 23.0790 UTP-14-TP
109 1,949,447.6600 221,366.7870 22.8900 UTP-15-BS
110 1,949,457.4710 221,370.0900 22.8340 POST-CONC.
111 1,949,468.6050 221,377.9920 23.0740 STA-411+180
112 1,949,487.6160 221,384.2010 23.0620 STA-411+200
113 1,949,505.1230 221,384.9470 22.9070 POST-CONC.
114 1,949,506.6260 221,390.4750 23.0840 STA-411+220
115 1,949,525.1510 221,398.0160 23.0710 STA-411+240
116 1,949,543.2250 221,406.6190 23.0390 STA-411+260
117 1,949,550.3970 221,405.7260 23.0390 POST-CONC.
118 1,949,559.1560 221,418.4910 22.9790 STA-411+280
119 1,949,095.0000 221,262.0000 18.0000 GPS-1
120 1,949,102.1500 221,276.2100 17.9060 BM-1
STA-410+710-
121 1,949,022.8360 221,236.9560 20.4980
ABUT.-A
122 1,949,015.3290 221,232.0080 20.1700 STA-410+700
123 1,948,999.3000 221,220.0870 19.2570 STA-410+680
124 1,948,983.1310 221,208.3270 19.1680 STA-410+660
125 1,948,970.3780 221,194.9060 19.1720 POST-TAEK
126 1,948,966.6370 221,197.0150 19.1910 STA-410+640
127 1,948,963.4980 221,189.7540 19.0760 POST-CONC.
128 1,948,949.0300 221,187.6730 19.3430 STA-410+620
129 1,948,929.7320 221,182.4630 19.1600 STA-410+600
130 1,948,929.3360 221,177.4140 19.1670 POST-CONC.
131 1,948,910.0410 221,179.1330 19.2240 STA-410+580
132 1,948,907.1940 221,173.2920 18.8560 POST-CONC.
133 1,948,906.8810 221,183.6540 19.2510 POST-TAEK
134 1,948,918.2050 221,166.3280 19.0710 ROAD
135 1,948,924.2070 221,152.2240 18.9910 ROAD
136 1,948,930.5130 221,139.9390 18.8820 ROAD
137 1,948,936.6990 221,126.3420 18.8660 ROAD
138 1,948,942.7660 221,112.6600 18.8900 ROAD
139 1,948,948.6770 221,098.9500 18.8970 ROAD
140 1,948,890.3170 221,175.6970 19.2750 STA-410+560
141 1,948,878.2930 221,169.3450 19.2590 POST-CONC.
142 1,948,870.5690 221,172.5580 19.3620 STA-410+540
143 1,948,850.7240 221,169.8740 19.3970 STA-410+520
144 1,948,830.9390 221,167.0440 19.4320 STA-410+500
145 1,948,819.0050 221,169.4300 19.1910 POST-TAEK
146 1,948,811.1440 221,164.0690 19.4670 STA-410+480
147 1,948,791.3820 221,161.1530 19.5030 STA-410+460
148 1,948,771.6260 221,158.0060 19.4610 STA-410+440
149 1,948,751.9540 221,154.3970 19.4860 STA-410+420
150 1,948,732.1280 221,150.9070 19.5110 STA-410+400
34

151 1,948,712.2820 221,147.6800 19.5620 STA-410+380
152 1,948,692.4570 221,144.4860 19.6300 STA-410+360
153 1,948,672.5170 221,141.7280 19.5920 STA-410+340
154 1,948,652.6070 221,139.0460 19.6180 STA-410+320
35
6.1.3. SAN ANTONIO 1 BRIDGE

Location Map:
Source: NAMRIA Map

Figure 6.1.4 San Antonio 1 Bridge, Municipality of Narvacan, Ilocos Sur

General land surface features that characterize in the province of Ilocos Sur compose of
river, hills, valley, wide plains and some small freshwater ponds. The higher mountains
ranges can be found in along the drainage divide lines as indicated in the catchment area
(drainage area map included in this report). Those mountain ranges converge on some
other peak elevations, namely Mt. Banmika in the eastern part of the river. Both the main
river (Narvacan River) has its own tributaries. The eastern part of the watershed has
mountainous and forested area while the downstream area has relatively flat terrain.
Most of the plains are cultivated fields and urbanized, with some remaining forest
reserves. There are several waterways on river flowing towards Narvacan River where the
bridge project is located which is nearby the coastline of Narvacan town. The riverbank is
abundantly vegetated by mangrove trees. In some instances, due to flat terrain, traversed
by waterway or rivers, it causes the meandering nature of the flow to assume a different
geographic orientation. There are clear water cover rather than grass areas observed
along the route. Extensive deposits of silty sand material are noticeable along the river
near the bridge site. There is also abundance of gravels and sand along the river routes
that laced mostly flat landscape with their meandering patterns.
36

Table 6.1.15 – Summary of Subsurface Materials for San Antonio 1 Bridge

Gravel, Sand, Silt, Clay GP‐GC, CL, SP‐SM 0.00 ‐ 6.00 7‐11
BH‐1 Sand, Silt, Clay SP‐SM 6.00 ‐ 31.50 28‐50> 5.30
Sand, Silt, Clay CL, SC 31.50 – 35.65 50>
Silt, Clay, Sand, Gravel SC, SM 0.00 ‐ 7.50 4‐12
BH‐2 Sand, Silt SM 7.50 ‐ 26.50 27‐50> 5.60
Sand, Silt, Clay SC, CL 26.50 – 35.60 50>
Silt, Sand SC‐SP 0.00 ‐ 6.00 4‐14
BH‐3 0.0
Silt, Clay, Sand, Gravel CL. ML, CL‐ML 6.00 ‐ 48.00 19‐50>
Sand, Silt SM 0.00 ‐ 6.00 6‐31
BH‐4 Silt, Clay, Sand CL, ML 6.00 ‐ 43.00 19‐47 0.0
Sand, Silt CL‐ML, SP‐SM 43.00‐48.00 50>
Table 6.1.16 – Summary of Groundwater Table for San Antonio 1 Bridge

BH‐1 5.30
BH‐2 5.60
Table 6.1.17 – Allowable Bearing Capacity for San Antonio 1 Bridge

60 1.50
70 1.5‐3.0
BH‐1 Abutment
195 3.0‐4.0
265 4.0‐6.0
50 1.50
60 1.5‐3.0
BH‐2 Abutment
85 3.0‐4.0
95 4.0‐6.0
d. Settlement
The settlement is not likely to exceed 35 mm provided the given soil bearing
capacity is not exceeded.
37
West Ilocos Fault System. This fault is situated at an approximate distance of 6.40 km
northwest from the project site. Hence, considerations should be made in designing the
structure to resist against earthquake. As a conservative approach, the design ground
acceleration can be based from this fault. The highest ground acceleration value shall be
adopted for this site. The National Structural Code of the Philippines (NSCP, 1997) Code
prescribes a minimum value of 0.40 g for bridges located in the seismic zone 4. For design
purposes, the Designer can decide on which value to adopt for this project. This site falls in
the Seismic Zone 4, having Z = 0.4.
Figure 6.1.5 Nearest Fault to the San Antonio 1 Bridge (Phivolcs, 2017)
West Ilocos Fault N
Project Site
and design.
38
Table 6.1.18 – Summary of Ultimate Pile Capacity Data for BH‐1 (San Antonio 1 Bridge)
1.5 3.0 43 403 14 575
3.0 4.5 50 576 20 575
4.5 6.0 35 576 58 576
6.0 7.5 98 1612 161 1612
7.5 9.0 65 2014 76 3500
9.0 10.5 68 2015 70 3500
10.5 12.0 70 2302 80 4000
12.0 13.5 71 2878 100 5500
13.50 36.0 65 2878 100 5500
1.5 3.0 43 345 12 1200
3.0 4.5 50 460 16 1600
4.5 6.0 56 575 24 2000
6.0 7.5 61 576 20 2000
7.5 9.0 65 1554 54 2800
9.0 10.5 68 2590 92 4000
10.5 12.0 70 2590 90 4000
12.0 13.5 71 2763 96 4500
13.5 36.0 60 2878 100 5500
1.5 3.0 43 345 12 1200
3.0 4.5 50 460 16 1381
4.5 6.0 56 691 24 1381
6.0 7.5 113 1381 184 1381
7.5 9.0 137 1381 224 1381
9.0 10.5 151 1381 248 1381
10.5 12.0 137 1381 224 1381
12.0 13.5 71 1381 96 1381
13.5 15.0 72 1381 58 1381
15.0 16.5 84 1381 138 1382
16.5 18.0 148 1093 242 1093
18.0 19.5 69 1093 54 1093
19.5 21.0 95 1093 155 1093
21.0 22.5 109 1093 178 1093
22.5 24.0 67 1094 109 1094
24.0 25.5 109 1208 178 1208
25.5 27.0 123 1208 201 1208
39
27.0 28.5 95 1208 155 1208

28.5 30.0 74 1209 121 1209
30.0 31.5 109 1669 178 1554
31.5 33.0 102 1669 167 1554
33.0 34.5 102 1669 167 1554
34.5 36.0 109 1669 178 1554
36.0 37.5 102 1669 167 1554
37.5 39.0 123 2015 201 1554
39.0 40.5 95 1554 155 1554
40.5 42.0 134 2187 219 2187
42.0 43.5 141 2302 230 2303
43.5 45.0 151 2475 248 2475
45.0 46.5 208 2878 110 2878
46.5 48.0 176 2878 250 2878
1.5 3.0 43 403 14 1400
3.0 4.5 50 633 22 2200
4.5 6.0 56 863 30 3000
6.0 7.5 61 1093 62 3000
7.5 9.0 65 1093 74 3000
9.0 10.5 68 1093 80 3000
10.5 12.0 70 1094 38 3000
12.0 13.5 71 1669 96 1493
13.5 15.0 72 1669 70 1493
15.0 16.5 71 1669 74 1493
16.5 18.0 70 1669 66 1493
18.0 19.5 69 1669 58 1493
19.5 21.0 67 1439 74 1493
21.0 22.5 64 1439 64 1493
22.5 24.0 60 1439 68 1493
24.0 25.5 56 1439 74 1493
25.5 27.0 88 1232 144 1324
27.0 28.5 91 1232 150 1324
28.5 30.0 41 1232 50 1324
30.0 31.5 81 1324 132 1324
31.5 33.0 91 1151 150 1151
33.0 34.5 109 1151 178 1151
34.5 36.0 95 1151 155 1151
36.0 37.5 77 1151 127 1151
37.5 39.0 102 1151 167 1151
39.0 40.5 70 1151 115 1151
40.5 42.0 84 1381 138 1382
42.0 43.5 91 1497 150 1497
43.5 45.0 165 2705 271 2706
45.0 46.5 176 2878 250 2878
46.5 48.0 208 3396 110 3396
40
Table 6.1.22 – Recommended Pile Tip (San Antonio 1 Bridge)


Traffic flow over San Antonio Bridge is composed mostly of light to medium traffic with
motorcycle has the highest share at 32.27%, followed by motor-ized tricycle at 27.27%,
passenger jeepneys at 13.39%, car/taxi/multicab/suv at 11.66%, small truck/delivery vans
and mini-bus at 6% each and the rest at less than 2%.
DPWH has published traffic growth rates for the Province of Ilocos Sur in 2011 which
employment and population growth in the estimate. However, this was not used in this
study due to lack of updated data that can be applied to the formula. Instead, the traffic
growth rates were assumed at 3.5 percent for passenger vehicles and 4.5 percent for
goods vehicles. These are fairly assumed traffic growth rates considering the economic
activity within the direct influence area of the San Antonio I Bridge.
c. Study Result
Table 6.1.23 – Traffic Study Results (San Antonio 1 Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
14702 1323 2000 0.66 C For widening

Table 6.1.24a – Hydrology Design Results (San Antonio 1 Bridge)
Recommendation
(m) (m)
723.423 17.45 17.45 16.08 13.08 0.227 16.26
41
Table 6.1.24b – Scour Depth Design (San Antonio 1 Bridge)

Scour Depth
Bridge
San Antonio 46.26 0.227

ILS-3019 was identified within the project site and used as reference for horizontal
control establishment with coordinates 1924830.86N, 443695.232E in Philippine
Transverse Mercator (PTM)/ PRS92 and 1925855.011N, 231214.73E in Universal
Transverse Mercator (UTM)/ WGS84. This benchmark has corresponding certifications
from the agency.
ILS-3019 Station is established and located along the barangay road beside a river
inside the lot of Edmund Soliven, 150 m. from the national highway going to Brgy. San
Pedro, Narvacan, Ilocos Sur after a bridge.
Mark is the head of a 3” concrete nail embedded and centered on a 30 cm. x 30 cm. x
100 cm. standard concrete monument protruding by about 20 cm., with inscriptions,
"ILS-3019 PRS-92 DENR FNSP R-1".
- Vertical Control
LS-165 is in Barangay San Antonio, Narvacan, Ilocos Sur.
Station is located at the NE approach of San Antonio bridge 1; on top of the concrete
pavement, 4.50 m. E of the national road centerline. Station is set 0.20 m. above the
ground.
Mark is the head of 4” copper nail set on a drilled hole and cemented on top of a 15
cm. x 15 c. cement putty with the inscription, “LS-165 2007 NAMRIA”.
42
Table 6.1.25 – Project Control Points (San Antonio 1 Bridge)

POINTS NORTHING EASTING ELEVATION POINT NAME
1 1,926,307.5400 232,011.7900 15.5600 BM-1
2 1,926,244.2400 232,016.3500 15.4600 BM-2
3 1,926,318.2626 232,034.1334 14.4960 TP
4 1,926,307.5400 232,011.7900 15.5600 BM-1
5 1,926,285.5567 232,150.9063 15.8940 TP
6 1,926,321.3934 232,068.1316 11.9330 RB-10
7 1,926,328.6771 232,090.5367 14.1110 RB
8 1,926,337.1558 232,109.7965 14.3710 RB
9 1,926,285.5567 232,150.9063 15.8940 TP
10 1,926,318.2626 232,034.1334 14.4960 TP
11 1,926,359.1229 232,172.7925 13.3850 RB
12 1,926,373.7517 232,215.8185 14.4190 RB
13 1,926,387.6016 235,252.8194 13.8880 RB
14 1,926,400.9520 232,312.2808 14.4080 RB
15 1,926,438.7478 232,380.8377 15.1180 RB
16 1,926,269.0000 231,921.0000 16.0000 GPS-1
17 1,926,209.0000 231,939.0000 15.0000 GPS-2
18 1,926,270.1345 231,912.4526 16.1180 UPRB-60
19 1,926,249.7116 231,886.9360 15.3470 UPRB-59
20 1,926,251.6571 231,877.9824 15.5610 TP-06
21 1,926,269.0000 231,921.0000 16.0000 GPS-1
22 1,926,206.3218 231,912.4029 15.1590 RB
23 1,926,187.6949 231,894.5297 14.2470 RB
24 1,926,167.1884 231,872.8967 14.2720 RB
25 1,926,218.9056 231,836.6800 15.6100 UPRB-58
26 1,926,251.6571 231,877.9824 15.5610 TP-06
27 1,926,145.7276 231,851.7296 13.9570 RB
28 1,926,199.8274 231,816.2245 16.5190 UPRB-57
29 1,926,218.9056 231,836.6800 15.6100 UPRB-58
30 1,926,107.0145 231,755.6784 12.4200 UPRB-54
31 1,926,199.8274 231,816.2245 16.5190 UPRB-57
32 1,926,100.1163 2,318,165.5026 14.2330 RB
33 1,926,082.2123 231,802.3032 14.2860 UPRB-68
34 1,926,049.3916 231,776.2303 14.2980 UPRB-70
35 1,926,023.4846 231,766.0200 14.1090 UPRB
36 1,926,042.3079 231,718.7496 12.0560 UPRB-52
37 1,926,107.0145 231,755.6784 12.4200 UPRB-54
38 1,926,018.6286 231,707.5346 12.1040 UPRB-51
39 1,925,969.8705 231,677.0029 15.8660 UPRB-50
40 1,925,986.2456 231,747.3833 14.3330 UPRB
41 1,926,018.6286 231,707.5346 12.1040 UPRB-51
42 1,926,042.3079 231,718.7496 12.0560 UPRB-52
43 1,925,943.1609 231,729.0419 14.9320 UPRB-49
44 1,926,307.5400 232,011.7900 15.5600 BM-1
45 1,926,244.2400 232,016.3500 15.4600 BM-2
46 1,926,318.2626 232,034.1334 14.4960 TP
43

47 1,926,251.8260 232,017.7736 14.5930 RB
48 1,926,260.1669 232,039.5133 15.1110 RB-04
49 1,926,264.7919 232,055.5991 15.3040 RB
50 1,926,270.4835 232,071.7775 15.3710 RB
51 1,926,323.1700 232,067.2697 13.7450 RB
52 1,926,318.2626 232,034.1334 14.4960 TP
53 1,926,273.5039 232,092.8647 15.7300 RB
54 1,926,288.6737 232,113.2846 15.9740 RB
55 1,926,328.6771 232,090.5367 14.1110 RB
56 1,926,337.1558 232,109.7965 14.3710 RB
57 1,926,339.8349 232,128.1422 13.7930 RB
58 1,926,337.1558 232,109.7965 14.3710 RB
59 1,926,287.8966 232,133.8200 15.5630 RB
60 1,926,285.5567 232,150.9063 15.8940 TP
61 1,926,299.8315 232,150.8901 15.8630 RB
62 1,926,285.5567 232,150.9063 15.8940 TP
63 1,926,299.8315 232,150.8901 15.8630 RB
64 1,926,353.4769 232,148.9997 13.1590 RB
65 1,926,359.1229 232,172.7925 13.3850 RB
66 1,926,303.9993 232,192.4969 15.9540 RB
67 1,926,373.7517 232,215.8185 14.4190 RB
68 1,926,320.0583 232,228.7816 15.8950 RB
69 1,926,387.6016 232,252.8194 13.8880 RB
70 1,926,330.9844 232,275.3398 16.0230 RB
71 1,926,330.9844 232,275.3398 16.0230 RB
72 1,926,387.6016 232,252.8194 13.8880 RB
73 1,926,345.0215 232,318.8490 16.1610 RB
74 1,926,400.9520 232,312.2808 14.4080 RB
75 1,926,358.3590 232,349.6120 16.1730 RB
76 1,926,438.7478 232,380.8377 15.1180 RB
77 1,926,368.6972 232,391.0938 16.7890 RB
78 1,926,269.0000 231,921.0000 16.0000 GPS-1
79 1,926,209.0000 231,939.0000 15.0000 GPS-2
80 1,926,261.0440 231,944.0129 18.0820 STA.-373+790
81 1,926,266.3469 231,935.8067 17.7020 POST
82 1,926,268.2627 231,947.9248 17.8560 POST
83 1,926,266.6931 231,940.9131 17.9510 STA.-373+800
84 1,926,284.1123 231,931.0950 17.9030 STA.-373+820
85 1,926,301.6671 231,921.4594 17.5840 STA.-373+840
86 1,926,313.2850 231,921.1565 17.1910 POST
87 1,926,319.2493 231,911.9001 17.1490 STA.-373+860
88 1,926,337.0212 231,902.6244 16.8060 sta.-373+880
89 1,926,341.2779 231,907.1681 16.5640 TP-08
90 1,926,359.9577 231,898.1375 16.3650 POST
91 1,926,354.8743 231,893.5619 16.5310 STA.-373+900
92 1,926,372.7882 231,884.7631 16.4370 STA.-373+920
93 1,926,390.7363 231,875.9415 16.3810 STA.-373+940
94 1,926,391.8486 231,874.9210 16.5640 TP-8
95 1,926,359.9577 231,898.1375 16.3650 POST
44

96 1,926,408.7490 231,867.1486 16.2850 STA.-373+960
97 1,926,421.6455 231,867.7353 16.1280 POST
98 1,926,426.6953 231,858.3642 16.2060 STA.-373+980
99 1,926,444.6607 231,849.6849 16.1940 STA.-374+000
100 1,926,462.6355 231,840.8658 16.1150 STA.-374+020
101 1,926,477.8538 231,840.1886 15.9640 POST
102 1,926,480.5914 231,832.0980 16.1130 STA.-374+040
103 1,926,498.5448 231,823.2680 16.1700 STA.-374+060
104 1,926,516.5551 231,814.4492 16.2140 STA.-374+080
105 1,926,534.6334 231,812.3809 16.1890 POST
106 1,926,534.4946 231,805.7306 16.3080 STA.-374+100
107 1,926,552.5017 231,796.8702 16.3430 STA.-374+120
108 1,926,570.4887 231,788.0636 16.3170 STA.-374+140
109 1,926,589.2239 231,785.6809 16.1480 POST
110 1,926,588.4901 231,779.3190 16.3380 STA.-374+160
111 1,926,624.4021 231,761.6225 16.2730 STA.-374+200
112 1,926,643.6128 231,758.7060 16.1590 POST
113 1,926,642.3819 231,752.8166 16.2470 STA.-374+220
114 1,926,660.3070 231,743.9910 16.2220 STA.-374+240
115 1,926,680.3081 231,742.3731 16.0970 POST
116 1,926,696.1800 231,726.2796 16.1730 STA.-374+260
117 1,926,701.5751 231,732.3833 16.0250 POST
118 1,926,209.0000 231,939.0000 15.0000 GPS-2
119 1,926,269.0000 231,921.0000 16.0000 GPS-1
120 1,926,172.2468 231,989.0990 17.8920 TP-09
121 1,926,120.2342 231,992.7707 15.0660 TP-11
122 1,926,194.2284 231,981.8550 18.0980 STA.-373+720
123 1,926,176.7758 231,991.8252 17.9650 STA.-373+700
124 1,926,159.2269 232,001.7211 17.7480 STA.-373+680
125 1,926,142.0089 232,011.7552 17.4980 STA-.373+660
126 1,926,124.6889 232,021.8469 17.0730 STA-.373+640
127 1,926,107.4542 232,031.9935 16.7530 STA.-373+620
128 1,926,090.3278 232,042.2067 16.5050 STA.-373+600
129 1,926,073.2395 232,052.4491 16.2210 STA.-373+580
130 1,926,056.2114 232,062.9620 16.1010 STA.-373+560
131 1,926,039.3494 232,073.5940 16.1150 STA.-373+540
132 1,926,022.7702 232,084.7484 16.0590 STA.-373+520
133 1,926,006.3233 232,096.1067 15.9740 STA.-373+500
134 1,925,989.9976 232,107.6210 15.9110 STA.-373+480
135 1,925,973.7509 232,119.2430 15.8490 STA.-373+460
136 1,925,957.4656 232,130.8734 15.8650 STA.-373+440
137 1,925,941.1855 232,142.4976 15.7620 STA.-373+420
138 1,925,924.8921 232,154.0818 15.7040 STA.-373+400
139 1,925,908.5543 232,165.6982 15.6770 STA.-373+380
140 1,925,891.9615 232,176.7506 15.8440 STA.-373+360
141 1,925,875.2788 232,187.7894 16.0430 STA.-373+340
142 1,925,858.6654 232,198.9023 16.0770 STA.-373+320
143 1,925,842.0015 232,209.9231 16.1080 STA.-373+300
144 1,925,825.2669 232,220.7633 16.1340 STA.-373+280
45

145 1,925,808.3238 232,231.3741 16.1670 STA.-373+260
146 1,925,791.4813 232,242.0373 16.2400 STA.-373+240
147 1,925,774.4303 232,252.4989 16.2420 STA.-373+220
148 1,925,757.5283 232,263.0382 16.3360 STA.-373+200
149 1,926,120.2342 231,992.7707 15.0660 TP-11
150 1,926,121.2673 232,023.8553 17.0000 ICL-01
151 1,926,135.7424 232,041.0367 15.5630 ICL-02
152 1,926,149.7688 232,055.0671 15.2590 ICL-05
153 1,926,159.3076 232,071.8825 15.2140 ICL-08
154 1,926,166.7202 232,090.1598 15.1540 ICL-10
155 1,926,173.8355 232,108.1806 15.0760 ICL-13
156 1,926,183.1277 232,124.9891 14.9520 ICL-17
46
6.1.4. VILLAMIL BRIDGE

Location Map:
Source: NAMRIA Map

Figure 6.1.6 Villamil Bridge, Urdaneta City, Pangasinan (Region I)

Bridge site crosses a waterway which is a tributary of Sinocalan River. Watershed is just a
small part a flat terrain and most of the plains are agricultural fields with some remaining
forest reserves. The waterway contributes to the irrigation of the rice fields. There is also
abundance of boulders, gravels & sand, and vegetation along the river routes that laced
mostly flat landscape with their meandering patterns. It has many types of soil ranging from
clay loam to sand.

Table 6.1.26 – Summary of Subsurface Materials for this Site (Villamil Bridge)
BH‐1 Gravel, Sand, Silt, Clay ML, SM‐SC, CL‐ML 0.00 ‐ 16.50 10‐50>
6.00
Siltstone ‐ 16.50 ‐ 33.00 ‐
BH‐2 Gravel, Sand, Silt, Clay CL‐ML, SM 0.00 ‐ 21.00 6‐50>
0.0
Siltstone ‐ 21.50 ‐ 33.00 ‐
BH‐3 Gravel, Sand, Silt, Clay SM‐SC, CL‐ML 0.00 ‐ 18.00 16‐50>
0.0
Siltstone ‐ 18.00 ‐ 33.00 ‐
BH‐4 Gravel, Sand, Silt, Clay SM‐SC, CL‐ML 0.00 ‐ 19.50 12‐50>
0.0
Siltstone ‐ 19.50 ‐ 31.50 ‐
47
BH‐5 Gravel, Sand, Silt, Clay ML, SM, CL‐ML 0.00 ‐ 18.00 5‐50>
5.00
Siltstone ‐ 18.00 ‐ 33.00 ‐
Table 6.1.27 – Summary of Groundwater Table (Villamil Bridge)

BH‐1 6.00
BH‐5 5.00
Table 6.1.28 – Allowable Soil Bearing Capacity Value (Villamil Bridge)

70 1.50
270 1.5‐3.0
BH‐1 Abutment
290 3.0‐4.0
300 4.0‐6.0
60 1.50
90 1.5‐3.0
BH‐5 Abutment
125 3.0‐4.0
220 4.0‐6.0
d. Settlement
The nearest fault that can generate large‐scale magnitude earthquake for this
site is the San Manuel Fault. This fault is situated at an approximate distance
of 18.90 km northeast from the project site. Hence, considerations should be
made in designing the structure to resist against earthquake. As a conservative
approach, the design ground acceleration can be based from this fault. The
highest ground acceleration value shall be adopted for this site. The
National Structural Code of the Philippines (NSCP, 1997) Code prescribes a
minimum value of 0.40 g for bridges located in the seismic zone 4. For design
purposes, the Designer can decide on which value to adopt for this project.
This site falls in the Seismic Zone 4, having Z = 0.4.
48
Figure 6.1.7 Nearest Fault to the Villamil Bridge (Phivolcs, 2017)
San Manuel Fault N
Project Site
Medium dense granular materials were rarely encountered at this site within the upper
zone. It is predicted that the risk of liquefaction for this particular site is not likely. If
thorough information is required, liquefaction analysis is recommended. However, it should
be borne in mind that historically speaking, no liquefaction has occurred in this site.
From the results of field and laboratory tests of samples from this bridge site revealed
moderate foundation profile in the upper zone. Both shallow and deep foundation design
schemes are feasible for this area. Deep foundation system on piers is necessary in order to
transmit the load to more competent bearing layer located well below the ground surface.
Results from the analysis of five (5) borehole data obtained from this site, the following item
provides the pile capacity data, which can be used for foundation analysis and design.
Table 6.1.29 – Summary of Ultimate Pile Capacity Data for BH‐1 (Villamil Bridge)
1.5 3.0 43 1726 84 1726
3.0 4.5 50 1726 78 1726
4.5 6.0 56 1726 84 1726
6.0 7.5 61 1726 72 1726
7.5 9.0 106 1727 173 1727
9.0 10.5 151 2475 248 2475
10.5 12.0 169 2763 276 2763
12.0 13.5 176 2878 250 2878
13.5 15.0 176 2878 250 2878
15.0 16.5 176 2878 250 2878
49
16.5 33.0 65 3000 120 6000
1.5 3.0 43 1554 70 1554
3.0 4.5 134 1554 219 1554
4.5 6.0 95 1554 155 1554
6.0 7.5 61 2187 76 2878
7.5 9.0 176 2878 250 2878
9.0 10.5 176 2878 250 2878
10.5 12.0 176 2878 250 2878
12.0 13.5 176 2878 250 2878
13.5 15.0 176 2878 250 2878
15.0 16.5 176 2878 250 2878
16.5 18.0 176 2878 250 2878
18.0 19.5 176 2878 250 2878
19.5 21.0 176 2878 250 2878
21.0 31.5 65 3000 120 6000
Depth m Bored Drive
From To fs, kPa fb, kPa fs, kPa n fb, kPa
1.5 3.0 43 1727 60 1899
3.0 4.5 144 1899 236 1899
4.5 6.0 116 1899 190 1900
6.0 7.5 61 2244 82 2245
7.5 9.0 137 2245 224 2245
9.0 10.5 148 2418 242 2418
10.5 12.0 169 2763 250 2763
12.0 13.5 176 2878 250 2878
13.5 15.0 176 2878 250 2878
15.0 16.5 176 2878 250 2878
16.5 18.0 176 2878 250 2878
18.0 31.5 65 3000 120 6000
Depth m Bored Drive
From To fs, kPa fb, kPa fs, kPa n fb, kPa
1.5 3.0 43 1093 52 2072
3.0 4.5 50 1093 76 2072
4.5 6.0 56 1094 38 2072
6.0 7.5 158 2072 250 2072
7.5 9.0 127 2072 207 2072
9.0 10.5 158 2590 250 2590
10.5 12.0 70 2820 98 2878
50
12.0 13.5 176 2878 250 2878

13.5 15.0 176 2878 250 2878
15.0 16.5 176 2878 250 2878
16.5 18.0 176 2878 250 2878
18.0 19.5 176 2878 250 2878
19.5 31.5 65 3000 120 6000
Table 6.1.33– Summary of Ultimate Pile Capacity Data for BH‐5 (Villamil Bridge)
1.5 3.0 46 748 75 748
3.0 4.5 63 1036 104 1036
4.5 6.0 56 1611 100 1611
6.0 7.5 61 1611 64 1611
7.5 9.0 176 1611 250 1611
9.0 10.5 68 1611 100 1611
10.5 12.0 70 1611 100 1611
12.0 13.5 98 1612 161 1612
13.5 15.0 106 1727 173 1727
15.0 16.5 176 2878 250 2878
16.5 18.0 176 2878 250 2878
18.0 19.5 176 2878 250 2878
19.5 31.5 65 3000 120 6000
Table 6.1.34 – Recommended Pile Tip (Villamil Bridge)


Traffic flow over Villamil Bridge has a high percentage of motorized tricycles at 38.64%
and motorcycles at 24.66% followed by cars at 18.84%, Passenger jeepneys at 10.55%,
Small trucks/delivery van at 4.2% and the rest are at less than one percent.
DPWH has published traffic growth rates for the Province of Pangasinan in 2011 which
2015 according to the Chamber of Automotive Manu-facturers in the Philippines, Inc.
51
The DPWH traffic growth rate formula uses transport demand elasticity, income,
study due to lack of updated data that can be applied to the formula. In-stead, the traffic
growth rates were assumed at 3.0 percent for passenger vehicles and 4.0
percent for goods vehicles. These are fairly assumed traffic growth rates consid-ering the
economic activity within the direct influence area of the San Antonio I Bridge.
c. Study Result
Table 6.1.35 Traffic Study Results (Villamil Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
43365 3903 2000 1.95 F For widening

Table 6.1.36a Hydrology Design Results (Villamil Bridge)
Recommendation
(m) (m)
75.002 23.96 23.96 23.95 21.45 0.288 48.29
Table 6.1.36b Scour Depth Design (Villamil Bridge)

Scour Depth
Bridge
4. Villamil 48.29 0.288

NAMRIA benchmark PNG-3303 was identified within the project site and used as
217268.71E in Universal Transverse Mercator. This benchmark has corresponding
certifications from the agency.
52
From calasiao municipal hall drive eastward about 200 m. going to Brgy. Mancup, the
point is located near a welcome arc of brgy. Mancup. The Station is set 3 m. E of the
electric post and also approximately 20 m. W of the said arc.
Station is mark by the head of 4” copper nail on a 0.40 m. x 0.40 m. concrete

monument with inscriptions, "PNG-3303, PRS-92, 2008, DENR-LMS R-1".
- Vertical Control
PS-341 Station is situated along Dagupan-Lingayen highway. It is located on the E side

of D24-132 electric post and S side of vehicle entrance to Jollibee drive-thru. It is
about 6 m. E of highway centerline and 20 m. S of entrance gate to CSI (City Mall-
Welcome arch).
Mark is the head of a 4” copper nail embedded on center of a cement putty with
inscriptions, “PS-341, 2007, NAMRIA”.
Table 6.1.37 Project Control Points (Villamil Bridge)

1 1,767,879.0000 231,811.0000 27.0000 GPS-1
2 1,767,884.0000 231,858.0000 24.0000 GPS-2
3 1,767,849.6293 231,861.5629 21.0590 +020
4 1,767,853.2209 231,826.0717 17.5930 RB
5 1,767,842.1616 231,831.8533 21.4390 RB
6 1,767,822.5820 231,866.7863 21.7350 +040
7 1,767,808.9649 231,828.4564 21.4690 +040
8 1,767,792.5709 231,879.3969 22.5890 TP-1
9 1,767,884.0000 231,858.0000 24.0000 GPS-2
10 1,767,783.6789 231,862.3777 20.5600 RB
11 1,767,783.4226 231,821.9631 21.5400 RB
12 1,767,753.0776 231,861.9969 21.7770 +120
13 1,767,753.0518 231,820.3114 22.1040 +120
14 1,767,757.5228 231,882.9921 24.5290 TP-3
15 1,767,792.5709 231,879.3969 22.5890 TP-1
16 1,767,721.7495 231,864.0976 27.5290 +160
17 1,767,719.8016 231,823.6887 19.1840 +160
18 1,767,701.0168 231,879.0825 24.6600 TP-4
19 1,767,757.5228 231,882.9921 24.5290 TP-3
20 1,767,683.3751 231,863.6410 23.0170 +200
21 1,767,684.0369 231,834.4385 22.2130 +200
22 1,767,673.5680 231,879.5551 24.3990 +240
23 1,767,640.5747 231,822.2281 22.6880 RB
24 1,767,638.2146 231,865.2137 25.1110 +240
53

25 1,767,664.9470 231,931.4653 20.2100 +280
26 1,767,634.2548 231,922.8000 22.0000 RB
27 1,767,638.3499 231,979.9580 21.0120 +320
28 1,767,615.3735 231,959.4334 23.4960 RB
29 1,767,879.0000 231,811.0000 27.0000 GPS-1
30 1,176,941.7600 231,743.2300 27.9900 BM-1
31 1,767,879.0000 231,811.0000 27.0000 GPS-1
32 1,767,979.2764 231,764.2854 22.0100 TP
33 1,767,912.7604 231,837.9878 24.3190 XS
34 1,767,943.2252 231,832.6440 23.0060 RB
35 1,767,965.3199 231,832.0859 23.3440 RB
36 1,767,985.2964 231,818.7357 26.6750 RB
37 1,767,931.8249 231,788.9382 24.1910 RB
38 1,767,955.1382 231,794.9492 22.2200 RB
39 1,767,969.4277 231,788.6952 24.2700 RB
40 1,768,013.5648 231,775.1208 23.4200 RB
41 1,768,038.0242 231,751.1263 21.5730 RB
42 1,767,987.9514 231,728.1846 23.9820 RB
43 1,768,032.6387 231,713.5975 22.3160 RB
44 1,768,050.8738 231,708.3727 22.7530 TP
45 1,767,979.2764 231,764.2854 22.0100 TP
46 1,768,051.9169 231,752.1148 22.3140 XS
47 1,768,072.6095 231,751.5174 21.2520 RB
48 1,768,101.1340 231,760.3578 20.6180 RB
49 1,768,122.7903 231,760.8854 21.7820 RB
50 1,768,142.0913 231,754.8167 20.5350 RB
51 1,768,137.0380 231,731.2075 23.0670 XS
52 1,768,108.3987 231,736.6312 23.1370 XS
53 1,768,070.7052 231,712.1313 23.9280 RB
54 1,767,884.0000 231,858.0000 24.0000 GPS-2
55 1,767,928.2993 231,971.4287 25.2950 TP-03
56 1,767,884.0000 231,858.0000 24.0000 GPS-2
57 1,767,898.2262 231,853.6651 28.1880 STA-190+121
58 1,767,903.2573 231,873.9291 28.1010 STA-190+100
59 1,767,907.5207 231,893.4264 27.5700 STA-190+080
60 1,767,911.6663 231,912.9315 26.9720 STA-190+060
61 1,767,915.8661 231,932.4543 26.5870 STA-190+040
62 1,767,919.9362 231,952.0235 25.9460 STA-190+020
63 1,767,924.0630 231,971.5623 25.7190 STA-190+000
64 1,767,928.0578 231,991.1352 25.4600 STA-189+980
65 1,767,932.1306 232,010.7139 25.3810 STA-189+960
66 1,767,936.1459 232,030.2634 25.4030 STA-189+940
67 1,767,940.1877 232,049.7963 25.4250 STA-189+920
68 1,767,944.2490 232,069.3775 25.4470 STA-189+900
69 1,767,948.3369 232,088.9856 25.4690 STA-189+880
70 1,767,952.4022 232,108.5238 25.4910 STA-189+860
71 1,767,956.3837 232,128.1271 25.5140 STA-189+840
72 1,767,960.3955 232,147.7155 25.5360 STA-189+820
73 1,767,964.4508 232,167.3251 25.5580 STA-189+800
54

74 1,767,968.4978 232,186.9083 25.6390 STA-189+780
75 1,767,972.5249 232,206.5392 25.6660 STA-189+760
76 1,767,976.5550 232,226.1775 25.6940 STA-189+740
77 1,767,980.5693 232,245.7339 25.6450 STA-189+720
78 1,767,984.5843 232,265.3571 25.6670 STA-189+700
79 1,767,988.6541 232,284.8778 25.6890 STA-189+660
80 1,767,992.6807 232,304.5773 25.7120 STA-189+640
81 1,767,971.1827 232,157.5270 25.4700 POST
82 1,767,961.5847 232,111.0650 25.3770 POST
83 1,767,959.2863 232,104.2581 25.2600 POST
84 1,767,943.6082 232,009.0676 25.4500 POST
85 1,767,929.8257 231,956.1014 25.0890 POST
86 1,767,928.4381 231,950.4851 24.7440 POST
87 1,767,918.7729 231,905.9484 26.1600 POST
88 1,767,907.7373 231,870.0169 28.7930 POST
89 1,767,890.6035 231,804.8426 27.4200 POST
90 1,767,890.5005 231,774.0780 24.3110
91 1,767,884.0000 231,858.0000 24.0000 GPS-2
92 1,767,874.2500 231,817.1500 27.4100 BM-2
93 1,767,887.1363 231,808.9980 28.4960 STA-190+165
94 1,767,883.0796 231,789.2308 27.4790 STA-190+140
95 1,767,879.4845 231,769.7758 26.4600 STA-190+160
96 1,767,875.8630 231,750.1436 25.9660 STA-190+180
97 1,767,872.5487 231,730.3449 25.4400 STA-190+200
98 1,767,869.5658 231,710.6382 25.4370 STA-190+220
99 1,767,866.7302 231,690.6555 25.4620 STA-190+240
100 1,767,864.2477 231,670.9792 25.4530 STA-190+260
101 1,767,861.7486 231,651.0825 25.4790 STA-190+280
102 1,767,859.1911 231,631.2355 25.4950 STA-190+300
103 1,767,856.5710 231,611.3963 25.5100 STA-190+320
104 1,767,853.9509 231,591.5571 25.3080 STA-190+340
105 1,767,851.3051 231,571.5231 25.1910 STA-190+360
106 1,767,849.7927 231,551.3717 25.1170 STA-190+380
107 1,767,849.6152 231,531.1645 25.0490 STA-190+400
108 1,767,849.4393 231,511.1373 25.0880 STA-190+420
109 1,767,850.0875 231,491.1363 25.3170 STA-190+440
110 1,767,851.6239 231,471.1839 25.2380 STA-190+460
111 1,767,853.3585 231,451.2478 25.0080 STA-190+480
112 1,767,856.1260 231,431.4286 25.2510 STA-190+500
113 1,767,850.7771 231,640.2271 25.5300 POST
114 1,767,860.5462 231,697.3939 25.8330 POST
115 1,767,884.1825 231,737.3779 24.4580 POST
116 1,767,890.5005 231,774.0780 24.3110 POST
117 1,767,890.6035 231,804.8426 27.4200 POST
55
6.2. REGION II
6.2.1. MADDIANGAT BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.2.1 Maddiangat Bridge, Municipality of Quezon, Nueva Vizcaya

The watershed area comprise the provinces of Benguet,Nueva Viscaya, and Isabela which
composes of river, hills, valley, wide plains and some small freshwater ponds. The higher
mountains ranges can be found in along the drainage divide lines as indicated in the
catchment area (drainage area map included in this report). Those mountain ranges
converge on some other peak elevations, namely Caraballo and Cordillera Mountain Ranges
in the south of the river. There is also a mountain known as Mt. Kanabuy and Mt. Santa
Clara. Both the main river (Magat River) which is connected to Santa Fe River each has their
tributaries. The northern part of the watershed has a wider flat land, while the southern
part of the watershed has mountainous and forested area. Most of the plains are cultivated
fields, with some remaining forest areas. There are several waterways on river flowing
towards Magat River where the bridge project is located. In some instances, due to flat
terrain, traversed by waterway or rivers, it causes the meandering nature of the flow to
assume a different geographic orientation. There are grassed cover rather than forested
areas observed along the route. It has many types of soil ranging from clay loam to sand.
There is also abundance of boulders, gravels and sand along the river routes, that laced
mostly flat landscape with their meandering patterns.
56
Table 6.2.1 – Summary of Subsurface Materials for this Site (Maddiangat Bridge)
Sand, Silt, Clay SC, CL, CL‐ML 0.00 ‐ 3.00 6‐50>
BH‐1 7.15
Andesite ‐ 3.00 ‐ 16.50 ‐
Silt, Gravel GM, GP 0.00 ‐ 7.50 50>
BH‐2 0.85
Andesite ‐ 7.50 ‐ 16.50 ‐
Silt, Gravel GM 0.00 ‐ 7.50 50>
BH‐3 0.46
Andesite ‐ 7.50 ‐ 16.50 ‐
Silt, Gravel GM, GP 0.00 ‐ 6.00 48‐50>
BH‐4 0.0
Andesite ‐ 6.00 ‐ 18.00 ‐
Silt, Sand, Gravel SM, GM. GP 0.00 ‐ 5.00 50>
BH‐5 0.0
Andesite ‐ 5.00 ‐ 18.00 ‐
Silt, Gravel SM, GM 0.00 ‐ 4.00 46‐50>
BH‐6 0.0
Andesite ‐ 4.00 ‐ 18.00 ‐
Silt, Gravel GM. GP 0.00 ‐ 6.00 38‐50>
BH‐7 0.0
Andesite ‐ 6.00 ‐ 18.00 ‐
Silt, Gravel SM, GM, GP 0.00 ‐ 6.00 36‐50>
BH‐8 0.0
Andesite ‐ 6.00 ‐ 18.00 ‐
Gravel, Andesite ‐ 0.00 ‐ 6.00 ‐
BH‐9 7.15
Andesite ‐ 6.00 ‐ 18.00 ‐
Table 6.2.2 – Summary of Groundwater Table (Maddiangat Bridge)

BH‐1 7.15
BH‐9 7.15
Table 6.2.3 – Allowable Soil Bearing Capacity Value (Maddiangat Bridge)

250 1.50
290 1.5‐3.0
BH‐1 & BH‐9 Abutment
320 3.0‐4.0
350 4.0‐6.0
combination with wind and seismic forces
57
d. Settlement
located at an approximate distance of 16.70 km southwest from the project site. Hence,
considerations should be made in designing the structure to resist against earthquake.
As a conservative approach, the design ground acceleration can be based from this fault.
The highest ground acceleration value shall be adopted for this site. The National Structural
Code of the Philippines (NSCP, 1997) Code prescribes a minimum value of 0.40 g for bridges
located in the seismic zone 4. For design purposes, the Designer can decide on which value
to adopt for this project. This site falls in the Seismic Zone 4, having Z = 0.4.
Figure 6.2.2 Nearest Fault to the Maddiangat Bridge (Phivolcs, 2017)
Dense to very dense granular materials were encountered at this site throughout it depth. It
is predicted that the risk of liquefaction for this particular site is not likely. If thorough
information is required, liquefaction analysis is recommended. However it should be borne
in mind that historically speaking, no liquefaction has occurred in this site.
presence of granular materials in the upper zone is capping the andesite bedrock. The type
of foundation that can be adopted for this site should suit the condition where the structure
will be subjected. In principles, a shallow foundation can be appropriate for this site,
however there are factors that need to be addressed to minimize maintenance and
replacement costs. Scouring on substructure is the most crucial aspect that should be taken
58
into account in design. This is very likely to occur if the area is experiencing or has the
history of heavy rainfall associated with rapid river current.
A worst‐case scenario should be taken into account in designing the foundation by

considering steel piles (H‐piles). This pile type is well‐suited for this site considering the
presence of gravels, cobbles, and boulders. This can work effectively to minimize problems
in scouring especially to piers exposed to river current. A shallow foundation system can still
be adopted at both abutments with adequate rip‐rap protection.
Results from the analysis of nine (9) borehole data obtained from this site, the following
item provides the pile capacity data, which can be used for foundation analysis and design.
Table 6.2.4 – Summary of Ultimate Pile Capacity Data for BH‐2 (Maddiangat Bridge)
BH‐2 Pile Capacity Data Maddiangat Bridge
Depth m Bored H‐Pile
1.0 2.0 11 402 11 805
2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
6.0 7.5 40 1417 40 2833
7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 16.5 87 3076 87 6153
1.0 2.0 11 402 11 805
2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
6.0 7.5 40 1417 40 2833
7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 16.5 87 3076 87 6153
59
1.0 2.0 11 402 11 805

2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
6.0 7.5 40 1417 40 2833
7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 16.5 87 3076 87 6153
16.5 18.0 87 3076 87 6153
1.0 2.0 11 402 11 805
2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
6.0 7.5 40 1417 40 2833
7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 16.5 87 3076 87 6153
16.5 18.0 87 3076 87 6153
1.0 2.0 11 402 11 805
2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
6.0 7.5 40 1417 40 2833
7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 16.5 87 3076 87 6153
16.5 18.0 87 3076 87 6153
60
1.0 2.0 11 402 11 805
2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
6.0 7.5 40 1417 40 2833
7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 16.5 87 3076 87 6153
16.5 18.0 87 3076 87 6153
1.0 2.0 11 538 11 1077
2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
6.0 7.5 40 1417 40 2833
7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 16.5 87 3076 87 6153
16.5 18.0 87 3076 87 6153

Traffic flow over Maddiangat Bridge has a high percentage of motorized tricycles at 38.64%
and motorcycles at 24.66% followed by cars at 18.84%, Passenger jeepneys at 10.55%,
Small trucks/delivery van at 4.2% and the rest are at less than one percent.
DPWH has published traffic growth rates for the Province of Pangasinan in 2011 which
61
2015 according to the Chamber of Automotive Manu-facturers in the Philippines, Inc.

study due to lack of updated data that can be applied to the formula. In-stead, the traffic
goods vehicles. These are fairly assumed traffic growth rates consid-ering the economic
activity within the direct influence area of the San Antonio I Bridge.
c. Study Result
Table 6.2.11 – Traffic Study Results (Maddiangat Bridge)

Peak Hour
AADT
Traffic Capacity V/C ratio LOS Recommendation/ Remark
(pcu/d)
(9%)
11334 1020 2000 0.51 C Two Lanes
11335 1020 600 1.7 F One lane for widening

Table 6.2.12a – Hydrology Design Result (Maddiangat Bridge)
Recommendation
(m) (m)
9076.108 261.43 261.43 261.19 245.49 0.615 29.95
Table 6.2.12b Scour Depth Design (Maddiangat Bridge)

Scour Depth
Bridge
1. Maddiangat 29.95 0.615

NAMRIA benchmark NVY-26 was identified within the project site and used as
305570.91E in Universal Transverse Mercator (UTM)/ WGS84 has corresponding
62
NVY-26 From Manila Proceed directly to the town proper for about 270 km. The
station is located on the west side of the national road about 50 m. WS of KM. post
270, 25 m. SW of Encar theater 30 m. NW of Landbank and 120 m.. S of old municipal
hall. It is 7 m. S of electric post, 7 m.. W of national road centerline. East of waiting
shed and 1.52 m. W of sidewalk curb.
Station mark is a 4” concrete nail centered in a concrete block, 0.31 m. x 0.70 m.

protruding 0.10 m. above the ground surface with inscriptions, "NVY-26 1995
NAMRIA".
- Vertical Control
BM NV-135 is in the province of Nueva vizcaya, municipality of Solano, barangay of

Poblacion along the national road (Maharlika Highway), and about 100 m. NE of KM.
post no. 270. It is embedded in a hole drilled on and at the foot of A. Bonifacio Mont.
About 10 cm. above the level of the surface of the ground, and it is located at the left
side of the national road going to Santiago City, about 25.2 m. SW of the centerline of
the national road, and 21.10 m. SW corner of Heroes Memorial Park, and 13.8 m. NW
corner of Heroes Memorial Park.
Mark is a ½” x 2” brass rod embedded in a drilled hole with an inscriptions on the

cement putty placed around the mark as shown; NV-135; 2007; NAMRIA”.
Table 6.2.13 – Project Control Points (Maddiangat Bridge)

1 1,825,388.0000 309,643.0000 258.0000 GPS-1
2 1,825,597.0000 309,558.0000 263.0000 GPS-2
3 1,825,477.0080 309,622.7390 254.4460 TP-01
4 1,825,386.4941 309,674.4556 257.7530 XS
5 1,825,379.0110 309,714.5917 257.6880 XS
6 1,825,367.3316 309,752.9604 256.2390 XS
7 1,825,354.3469 309,790.7938 255.5650 XS
8 1,825,323.9776 309,822.1680 256.9640 XS
9 1,825,313.3064 309,860.7408 257.6330 XS
10 1,825,299.2703 309,898.2321 256.8380 XS
11 1,825,280.6969 309,976.6395 255.9830 XS
63

12 1,825,229.2023 310,085.8432 255.0200 XS
13 1,825,587.7891 309,647.8843 257.2750 XS
14 1,825,592.3781 309,693.2612 258.1430 XS
15 1,825,625.5440 309,767.8555 255.2570 RB
16 1,825,633.4640 309,817.0490 254.0680 RB
17 1,825,652.7690 309,843.8500 256.7160 XS
18 1,825,445.7680 309,538.9070 254.5290 TP-02
19 1,825,477.0080 309,622.7390 254.4460 TP-01
20 18,253,813.4506 309,548.4901 262.3260 XS
21 1,825,352.0048 309,516.0995 259.8080 XS
22 1,825,318.9782 309,491.8542 259.3040 XS
23 1,825,284.1000 309,470.9811 259.3580 XS
24 1,825,237.8155 309,403.3530 261.0610 XS
25 1,825,193.7246 309,378.8570 260.6410 XS
26 1,825,168.4548 309,335.2645 259.1970 XS
27 1,825,122.2629 309,312.8782 259.2670 XS
28 1,825,526.4945 309,009.3770 255.4730 XS
29 1,825,551.7802 309,098.0080 255.8730 XS
30 1,825,581.1673 309,183.2903 256.1280 XS
31 1,825,620.5173 309,264.5815 256.7380 XS
32 1,825,641.0157 309,369.0324 258.2270 XS
33 1,825,622.9393 309,415.8355 259.6000 XS
34 1,825,618.1690 309,443.5720 255.6180 RB
35 1,825,609.5390 309,468.6580 255.3510 RB
36 1,825,407.3489 309,588.9135 255.1230 PIER-01
37 1,825,424.8885 309,585.2062 255.1410 PIER-02
38 1,825,442.7838 309,581.4237 254.0570 PIER-03
39 1,825,460.5133 309,577.6762 254.5450 PIER-04
40 1,825,478.5277 309,573.8685 255.0020 PIER-05
41 1,825,388.0000 309,643.0000 258.0000 GPS-1
42 1,825,477.0080 309,622.7390 254.4460 TP-01
43 1,825,366.7878 309,614.3204 260.6290 TP-03
64

44 1,825,388.0000 309,643.0000 258.0000 GPS-1
STA-
45 1,825,391.1408 309,592.3394 261.1880 340+225ABUT-
A
46 1,825,386.2148 309,593.6614 261.1860 STA-340+220
47 1,825,381.0854 309,594.7678 261.1470 STA-340+214
48 1,825,369.8088 309,604.7064 260.8570 STA-340+200
49 1,825,358.7808 309,609.0164 261.0050 TAEK-POST
50 1,825,360.6818 309,622.3624 260.5380 STA-340+180
51 1,825,353.6148 309,641.1114 259.9650 STA-340+160
52 1,825,346.7338 309,659.8734 259.4510 STA-340+140
53 1,825,339.7918 309,678.5934 259.0360 STA-340+120
54 1,825,332.7928 309,697.2914 258.9320 STA-340+100
55 1,825,327.2838 309,695.0994 258.2270 CONC-POST
56 1,825,325.8078 309,716.0524 258.7870 STA-340+080
57 1,825,316.5848 309,726.3994 258.5830 CONC-POST
58 1,825,318.7928 309,734.7284 258.6290 STA-340+060
59 1,825,311.8538 309,753.5274 258.3980 STA-340+040
60 1,825,299.0878 309,767.4914 258.5760 CONC-POST
61 1,825,304.8408 309,772.2934 258.2400 STA-340+020
62 1,825,297.8768 309,791.0494 258.2120 STA-340+000
63 1,825,290.8688 309,809.7814 258.0930 STA-339+980
64 1,825,283.8308 309,828.4874 258.0590 STA-339+960
65 1,825,276.8798 309,847.2344 258.0250 STA-339+940
66 1,825,266.2258 309,858.2804 258.1420 CONC-POST
67 1,825,269.8698 309,865.9124 258.0810 STA-339+920
68 1,825,262.8758 309,884.6394 257.9780 STA-339+900
69 1,825,255.8998 309,903.4204 257.8850 STA-339+880
70 1,825,248.9348 309,922.1644 257.9100 STA-339+860
71 1,825,241.9605 309,940.9047 258.0000 STA-339+840
72 1,825,233.2358 309,955.0504 257.8230 CONC-POST
73 1,825,234.9508 309,959.5044 257.8530 STA-339+820
74 1,825,227.8878 309,978.3604 257.9530 STA-339+800
65

75 1,825,220.9528 309,997.0914 257.8150 STA-339+780
76 1,825,213.9388 310,015.8194 257.8610 STA-339+760
77 1,825,207.0938 310,034.5524 257.8250 STA-339+740
78 1,825,200.0428 310,053.3064 257.8880 STA-339+720
79 1,825,192.9098 310,071.9804 257.8980 STA-339+700
80 1,825,185.2298 310,090.4464 257.7810 STA-339+680
81 1,825,366.7878 309,614.3204 260.6290 TP-03
82 1,825,388.0000 309,643.0000 258.0000 GPS-1
83 1,825,365.3990 309,588.7050 260.9460 STA-340+200
84 1,825,352.3220 309,573.4350 260.7730 STA-340+180
85 1,825,339.9610 309,557.8450 260.7120 STA-340+160
86 1,825,325.8140 309,543.6320 260.5820 STA-340+140
87 1,825,311.4310 309,529.9500 260.2390 STA-340+120
88 1,825,296.7140 309,516.2120 260.0510 STA-340+100
89 1,825,281.9580 309,502.7240 259.8650 STA-340+080
90 1,825,267.1320 309,489.3410 260.0650 STA-340+060
91 1,825,252.4070 309,475.7320 260.1470 STA-340+040
92 1,825,237.7980 309,462.2190 260.5930 STA-340+020
93 1,825,223.2020 309,448.5230 261.4190 STA-340+000
94 1,825,208.5290 309,434.8380 262.2820 STA-339+980
95 1,825,193.9620 309,421.2880 262.4060 STA-339+960
96 1,825,178.4480 309,408.6710 261.7360 STA-339+940
97 1,825,160.5610 309,399.5060 260.9740 STA-339+920
98 1,825,142.7240 309,390.5720 260.5610 STA-339+900
99 1,825,124.6040 309,382.1420 260.4970 STA-339+880
100 1,825,105.5270 309,376.2040 260.3360 STA-339+860
101 1,825,086.1950 309,371.0950 260.2470 STA-339+840
102 1,825,067.2310 309,364.8030 260.0800 STA-339+820
103 1,825,049.5140 309,355.5830 260.1180 STA-339+800
104 1,825,597.0000 309,558.0000 263.0000 GPS-2
105 1,825,594.0700 309,540.8500 262.9400 BM-2
106 1,825,611.7680 309,560.5970 262.2410 TP-09
66

STA-
107 1,925,597.5794 309,548.7048 261.2190 340+436ABUT-
B
108 1,825,601.5389 309,547.9426 261.2470 STA-340+440
109 1,825,620.4721 309,541.7766 261.8270 STA-340+460
110 1,825,635.2432 309,528.5317 262.2990 STA-340+480
111 1,825,647.8918 309,513.1186 262.9590 STA-340+500
112 1,825,660.6032 309,497.6325 263.6510 STA-340+520
113 1,825,673.3078 309,482.1588 265.1510 STA-340+540
114 1,825,686.0131 309,466.6557 265.2720 STA-340+560
115 1,825,698.5370 309,451.1118 265.0990 STA-340+580
116 1,825,711.2551 309,435.6341 264.5310 STA-340+600
117 1,825,721.0022 309,435.8587 264.1740 CONC-POST
118 1,825,724.1406 309,420.2557 263.9750 STA-340+620
119 1,825,736.6374 309,404.4977 263.5310 STA-340+640
120 1,825,747.5211 309,387.7050 262.9190 STA-340+660
121 1,825,756.6547 309,369.8675 262.4200 STA-340+680
122 1,825,765.0759 309,351.7586 261.9210 STA-340+700
123 1,825,773.5655 309,333.6970 261.5400 STA-340+720
124 1,825,782.1783 309,315.5622 261.1600 STA-340+740
125 1,825,790.6358 309,297.4351 261.3200 STA-340+760
126 1,825,799.2397 309,279.3510 261.5000 STA-340+780
127 1,825,799.7850 309,264.6540 261.9510 CONC-POST
128 1,825,807.6035 309,261.2070 261.7300 STA-340+800
129 1,825,820.6817 309,223.3448 262.1400 STA-340+840
STA-
130 1,825,616.9680 309,558.0230 262.7090
340+440.03
STA-
131 1,825,613.3170 309,576.8780 263.0400
340+459.94
STA-
132 1,825,610.8030 309,594.9940 262.9160
340+479.78
STA-
133 1,825,608.4980 309,614.5560 262.1950
340+499.72
STA-
134 1,825,607.3430 309,633.7800 261.1300
340+519.75
135 1,825,605.4990 309,642.5490 261.2610 TP-10
136 1,825,607.8210 309,650.9650 261.2410 STA-
67

340+539.77
STA-
137 1,825,612.2740 309,669.7070 260.7130
340+559.82
STA-
138 1,825,615.9430 309,688.7120 260.7130
340+579.78
139 1,825,615.6870 309,700.5950 260.6240 TP-11
STA-
140 1,825,618.4220 309,707.6920 260.4610
340+599.81
STA-
141 1,825,622.5570 309,726.2120 260.2100
340+619.88
STA-
142 1,825,628.0560 309,745.0020 259.4400
340+639.99
143 1,825,635.0590 309,761.9340 259.2410 STA-340+660
STA-
144 1,825,640.2990 309,779.4410 259.2490
340+680.04
STA-
145 1,825,644.5990 309,797.0500 259.1370
340+700.01
STA-
146 1,825,650.4320 309,814.1180 258.8530
340+719.97
STA-
147 1,825,655.9010 309,832.0690 258.8010
340+740.04
STA-340-
148 1,825,661.0720 309,849.2170 258.5510
760.05
STA-
149 1,825,666.2400 309,865.7800 258.3080
340+780.07
68
6.2.2. SICALAO BRIDGE 1

Location Map:
Source: NAMRIA Map

Figure 6.2.3 Sicalao Bridge 1, Municipality of Lasam, Cagayan

In the upper reaches of the Sicalao River, some channelization and terracing is starting to
occur, where the river at elev 810m with a slope of 0.039. The higher mountains ranges can
be found in along the drainage divide lines as indicated in the catchment area (drainage area
elevations, namely Mt. Bajucan. Most of the plains are agricultural fields with some
remaining forest reserves. Constricted river were observe upstream and it widens as it flows
down on flat surface downstream. Vegetated and forested mountain upstream contributes
to the irrigation of rice fields downstream. Bridge site has vegetated river and dry during
summer. Extensive deposits of sandy loom soil are noticeable along the river at flat terrain.
Meandering pattern of river were observed.
69
Table 6.2.14 – Summary of Subsurface Materials (Sicalao Bridge 1)

Gravel, Silt, Clay ML,CL‐ML 0.00 ‐ 2.00 46‐50>
BH‐1 7.0
Siltstone ‐ 2.00 ‐ 25.50 ‐
Gravel, Sand, Silt, Clay SC‐SM, CL‐ML 0.00 ‐ 2.00 46‐50>
BH‐2 0.0
Siltstone ‐ 2.00 ‐ 24.00 ‐
Gravel, Sand, Silt, Clay CL‐ML 0.00 ‐ 4.00 41‐50>
BH‐3 8.0
Siltstone ‐ 4.00 ‐ 27.00 ‐
Table 6.2.15 – Summary of Groundwater Table (Sicalao Bridge 1)

BH‐1 7.00
BH‐3 8.00
Table 6.2.16 – Allowable Soil Bearing Capacity Value (Sicalao Bridge 1)

320 1.50
BH‐1 330 1.5‐3.0 Abutment
350 3.0‐6.0
320 1.50
BH‐2 330 1.5‐3.0 Riverbed
350 3.0‐6.0
285 1.50
350 3.0‐6.0
d. Settlement
site is situated at an approximate distance of less than 1.0 km west from the
project site. Hence, considerations should be made in designing the structure
to resist against earthquake. As a conservative approach, the design ground
acceleration can be based from this fault. The highest ground acceleration
value shall be adopted for this site. The National Structural Code of the
Philippines (NSCP, 1997) Code prescribes a minimum value of 0.40 g for
70
bridges located in the seismic zone 4. For design purposes, the Designer can
decide on which value to adopt for this project. This site falls in the Seismic
Figure 6.2.4 Nearest Fault to the Sicalao Bridge 1 (Phivolcs, 2017)
Dense to very dense granular materials were encountered at this site within the upper zone.
In theory, these types of soils are not susceptible to liquefaction. It is predicted that the risk
of liquefaction for this particular site is not likely. If thorough information is required,
liquefaction analysis is recommended. However, it should be borne in mind that historically
speaking, no liquefaction has occurred in this site.
relatively stable foundation profile in this area. In this case, shallow foundation system
is feasible for this bridge site, provided that foundations are founded well below the
scour depth. The following item also provides the pile capacity data, which can be used
for comparative analysis and design. These values are presented for comparative
analysis.
Table 6.2.17 – Summary of Ultimate Pile Capacity Data for BH‐1 (Sicalao Bridge 1)
BH‐01 Pile Capacity Data Sicalao
Br.
1.5 3.0 176 2878 288 2878
3.0 4.5 50 2878 100 5500
4.5 25.0 65 2878 100 6000
Br.
71

1.5 3.0 176 2878 288 2878
3.0 4.5 50 2878 100 5500
4.5 24.0 65 2878 100 6000
Br.
1.5 3.0 176 2878 288 2878
3.0 4.5 50 2878 100 5500
4.5 25.0 65 2878 100 6000
Table 6.2.20 – Recommended Pile Tip (Sicalao Bridge 1)


…..
…..
c. Traffic Study Result
Table 6.2.21 – Traffic Study Results (Sicalao Bridge 1)

Peak Hour
AADT
(pcu/d)
(9%)
3137 282 1200 0.24 B

Table 6.2.22a – Hydrology Design Result (Sicalao Bridge 1)
Recommendation
(m) (m)
203.108 48.72 48.41 48.72 44.72 0 25.68
72
Table 6.2.22b Scour Depth Design (Sicalao Bridge 1)

Scour Depth
Bridge
2. Sicalao 25.68 0.000

NAMRIA benchmark CGY-85 was identified within the project site and used as
CGY-85 is located on top of a concrete structure in the irrigation canal, SW of the

national highway 500 m. from KM Post 739 (11L, 15R) going to Rizal.
Mark is the head of a 3” copper nail set flushed on top of a concrete putty, with
inscriptions, "CGY-85 2007 NAMRIA".
- Vertical Control
CG-296A (MBM-2) is located on the left side of the road to Aparri, almost beside the
Magapit bridge approach and KM Post 714.
Mark is the head of a 4” copper nail set on a drilled hole and cemented on top of a 15
cm. x 15 cm. cement putty with the inscriptions, “CG-296; 2015 NAMRIA”.
Table 6.2.23 – Project Control Points (Sicalao Bridge 1)

1 1,992,783.0000 337,519.0000 50.0000 GPS-1
2 1,992,821.0000 337,491.0000 53.0000 GPS-2
3 1,992,795.4023 337,500.4424 50.5220 XS
4 1,992,810.2926 337,487.0902 49.0220 XS
5 1,992,827.4322 337,488.2232 53.2120 TP-3
6 1,992,821.0000 337,491.0000 53.0000 GPS-2
7 1,992,862.3355 337,480.7699 55.6540 TP-4
8 1,992,831.5809 337,489.0098 53.1640 RB
73

9 1,992,852.7392 337,485.2685 55.1090 XS
10 1,992,856.1925 337,482.6117 54.9270 RB
11 1,992,862.3355 337,480.7699 55.6540 TP-4
12 1,992,827.4322 337,488.2232 53.2120 TP-3
13 1,992,865.4308 337,479.1363 56.0170 RB
14 1,992,867.7467 337,471.3898 55.2060 RB
15 1,992,875.6343 337,467.9965 56.5630 RB
16 1,992,882.7986 337,458.6227 58.1950 RB
17 1,992,895.4935 337,437.7795 62.8690 RB
18 1,992,918.6998 337,433.7032 63.3340 RB
19 1,992,753.1988 337,509.6586 46.0010 BM-1
20 1,992,783.0000 337,519.0000 50.0000 GPS-1
21 1,992,764.3335 337,508.0155 48.8310 DRS
22 1,992,758.9706 337,515.4343 47.2640 DRS
23 1,992,752.5912 337,518.1352 45.0120 DRS
24 1,992,743.5203 337,525.7230 43.2990 DRS
25 1,992,731.9059 337,548.8614 43.2080 DTP-5
26 1,992,718.3410 337,566.1693 42.6590 DTP-8
27 1,992,731.9059 337,548.8614 43.2080 DTP-5
28 1,992,707.0011 337,528.8234 45.5450 URS
29 1,992,662.3887 337,563.7924 45.6980 URS
30 1,992,632.5729 337,596.9677 45.4250 URS
31 1,992,535.9287 337,651.4765 46.1110 URS
32 1,992,594.5265 337,691.7402 43.3520 UTP-6
33 1,992,718.3410 337,566.1693 42.6590 DTP-8
34 1,992,609.1844 337,729.6177 45.8890 XS
35 1,992,613.8307 337,699.1269 43.2960 URS
36 1,992,659.6353 337,667.9439 44.9900 URS
37 1,992,672.4741 337,646.7189 45.6430 URS
38 1,992,688.6578 337,629.9003 45.7920 URS
39 1,992,697.3498 337,618.5799 45.3230 URS
40 1,992,711.8822 337,598.5118 43.4450 URS
41 1,992,726.2970 337,603.3232 44.6900 URS
42 1,992,718.3410 337,566.1693 42.6590 DTP-8
43 1,992,731.9059 337,548.8614 43.2080 DTP-5
44 1,992,736.8349 337,601.0131 44.5150 DRS
45 1,992,745.5428 337,625.8678 44.6390 DRS
46 1,992,747.1196 337,650.4329 44.3920 RB
47 1,992,750.4159 337,705.1528 46.2040 XS
48 1,992,853.2194 337,837.6165 45.4290 RB
49 1,992,754.5615 337,545.4073 45.8590 DRS
50 1,992,764.1744 337,551.5444 45.4500 DRS
51 1,992,788.9147 337,567.1532 43.3410 DRS
52 1,992,804.1302 337,590.4386 42.4960 DRS
53 1,992,802.8214 337,615.2391 43.2480 DRS
54 1,992,807.3015 337,635.8983 44.5030 DRS
55 1,992,839.0556 337,696.6220 42.8890 DRS
56 1,992,856.9809 337,725.4834 42.6330 DRS
57 1,992,859.2577 337,750.1765 42.7460 DRS
74

58 1,992,863.4940 337,774.2739 42.4060 DRS
59 1,992,870.8812 337,798.3836 41.9070 DRS
60 1,992,882.0611 337,815.1206 41.7750 DRS
61 1,992,889.9127 337,808.9063 42.2690 DRS
62 1,992,896.8986 337,804.5178 43.1340 DRS
63 1,992,821.0000 337,491.0000 53.0000 GPS-2
64 1,992,783.0000 337,519.0000 50.0000 GPS-1
STA-
65 1,992,789.4460 337,505.7830 51.9850 741+608ABUT
-A
66 1,992,795.5790 337,510.5948 52.4010 STA-741+600
67 1,992,810.0844 337,523.2251 53.1350 STA-741+580
68 1,992,824.7262 337,537.9673 53.7760 STA-741+560
STA-
69 1,992,826.3373 337,539.4363 53.8990
741+558.80
70 1,992,840.1252 337,550.8133 54.0830 STA-741+540
71 1,992,856.6559 337,561.8872 53.9090 STA-741+520
72 1,992,874.2615 337,571.3236 53.5160 STA-741+500
73 1,992,892.3102 337,580.0087 53.3180 STA-741+480
74 1,992,910.5723 337,588.1834 53.2350 STA-741+460
75 1,992,928.8682 337,596.2798 53.2120 STA-741+440
76 1,992,947.2479 337,604.1657 53.1400 STA-741+420
77 1,992,966.2121 337,610.2116 53.0980 STA-741+400
78 1,992,986.0089 337,612.7075 53.0610 STA-741+380
79 1,993,006.0304 337,613.7825 53.0840 STA-741+360
80 1,992,026.0519 337,614.8576 53.1070 STA-741+340
81 1,993,046.0365 337,615.5972 53.1640 STA-741+320
82 1,993,066.0599 337,615.8353 53.2070 STA-741+300
83 1,992,758.6600 337,467.3900 54.5080 BM-2
84 1,992,783.0000 337,519.0000 50.0000 GPS-1
STA-
85 1,992,777.3644 337,493.8233 51.9850 741+625ABUT
-B
86 1,992,765.5685 337,477.7741 53.1030 STA-741+640
87 1,992,755.4613 337,460.5677 54.0160 STA-741+660
88 1,992,743.2849 337,444.6789 54.6000 STA-741+680
89 1,992,729.9886 337,429.7617 54.9970 STA-741+700
90 992,716.0785 337,415.4822 55.3690 STA-741+720
ELECPOST-
91 1,992,705.5642 337,420.1964 56.2660
ALUM
92 1,992,700.2419 337,403.0934 55.5990 STA-741+740
93 1,992,682.0421 337,394.9424 55.5160 STA-741+760
94 1,992,662.9623 337,388.9685 55.0030 STA-741+780
95 1,992,644.0132 337,382.7940 54.4530 STA-741+800
96 1,992,625.1478 337,376.1158 53.9720 STA-741+820
97 1,992,606.4334 337,369.1345 53.3260 STA-741+840
98 1,992,587.9627 337,361.3390 52.9300 STA-741+860
ELECPOST-
99 1,992,575.9368 337,361.2677 52.5320
ALUM
75

100 1,992,569.7933 337,353.1144 52.8990 STA-741+880
101 1,992,551.8366 337,344.3941 53.1530 STA-741+900
76
6.3. REGION III

6.3.1. PAMPANGA DELTA BRIDGE
Location Map:
Source: Google earth

Figure 6.3.1 Pampanga Delta Bridge Site in Masantol, Pampanga

Pampanga River, is the second largest river on the island of Luzon in the Philippines, next to
Cagayan River, and the country's fourth longest river. It is located in the Central Luzon
region and traverses the provinces of Pampanga, Bulacan, and Nueva Ecija. Its headwaters
are located at the Sierra Madre and runs a south and southwesterly course for about 260
kilometers until it drains into Manila Bay. The river's basin covers an area of 10,540 km²,
including the allied basin of Guagua River. The basin is drained through the Pampanga River
and via the Labangan Channel into the Manila Bay. Its main tributaries are Peñaranda and
the Coronel-Santor Rivers on the eastern side of the basin and the Rio Chico River from the
northwest side. The Angat River joins the Pampanga River at Calumpit, Bulacan via the
Bagbag River. Mount Arayat (elevation: 1,026) stands in the middle of the basin. Southeast
of Mount Arayat and the Pampanga River is the Candaba Swamp, covering an area of some
250 km². absorbing most of the flood flows from the western slopes of a portion of the
Sierra Madre and the overflowing of the Pampanga River via the Cabiao Floodway. This area
is submerged during the rainy season but is relatively dry during summer.
.
From the Test data acquired, the sublayer shows profile of Silty Sand, clayey sand, well-
graded sand with silt, lean and fat clay, silt(low and high plastic) from original ground level
down to 60 meters depth. Sand samples are classified as non plastic which are common for
this area. SPT n- value range from 2 blows per foot at an average depth of 30 meters to
77
more than 50 blows per foot at deeper layer of the hole. Below is the plot of Blows to depth
at each boreholes.
Water table was encountered at 0.8 meter depth for abutment sections and 1 meter above
the river bed for pier sections. This was based from the existing ground during the phase of
drilling.
Footing shall rest at 1.5 meters depth based from the existing ground level during the time
of investigation. An allowable soil bearing capacity of 40 kPa may be allowed for the 3 –
storey building structures. It is required to use tie beams at the pedestal of the foundation.
Below are computed allowable soil bearing capacity with respect to depth:
Table 6.3.1– Allowable Soil Bearing Capacity (Pampanga Delta Bridge)
d. Settlement
Based from the attached fault line Map, the site is located approximately 40 kilometers from
the Valley Fault system.
78
Layers of soils from existing ground down to 15 meters depth of the hole are found to be
prone to liquefaction for any earthquake magnitude greater than 7.0. From the attached
liquefaction map in the Philippines, the site is included to liquefaction prone areas.
relatively stable foundation profile in this area. In this case, shallow foundation system
is feasible for this bridge site, provided that foundations are founded well below the
scour depth. The following item also provides the pile capacity data, which can be used
for comparative analysis and design. These values are presented for comparative
analysis
Table 6.3.2 Allowable Pile Capacity (Pampanga Delta Bridge)

…..
…..
Table 6.3.3 Traffic Study Results (Pampanga Delta Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
591 53 1600 0.03 A

Table 6.3.4a Hydrology Design Result (Pampanga Delta Bridge)
Recommendation
(m) (m)
9550.568 10.61 10.61 9.851 7.851 - -
79
Table 6.3.4b Scour Depth Design (Pampanga Delta Bridge)

Scour Depth
Bridge
Pampanga Delta - -
NAMRIA benchmark PMG-3006 was identified within the project site and used as
253127.51E in Universal Transverse Mercator (UTM) / WGS84. This benchmark have
PMG-3006 from San Fernando City, travel along McArthur Highway leading to Apalit
Public Market intersection. Turn right to the said intersection and travel towards
Macabebe Municipal Hall. Before reaching the said municipal hall, turn left and follow
the concrete road leading to Brgy. Bebe Anac Bridge. Station is located at the S side of
the bridge and measures about 10 m. from the SE end of the said bridge. Mark is the
ehad of a 4 in. copper nail centered in a 25 cm x 25 cm. cement putty flushed on the
ground, with inscriptions, "PMG-3006 2007 NAMRIA".
- Vertical Control
BM PA-79 Station is along the E side of the National Road (McArthur Highway),
about 140 m. N of Sulipan Bridge, on top of a 1.20 m. square footing of a steel
electrical post (about 0.80 dia.) near its N corner.
Station mark is the head of a 4” copper nail set on a drilled hole and cemented
flushed with the pavement.
Direction and ordinary level (6.236) were based on gathered data while
maximum flood level (7.616) was based on existing flood marks along the
banks and further verified from citizens living in the vicinity near the bridge.
Table 6.3.5 – Project Control Points (Pampanga Delta Bridge)

1 1,646,325.5700 253,127.5100 7.5990 PMG-3006
2 1,646,052.8480 253,378.2460 9.0300 GPS-1
3 1,646,075.8070 253,524.9140 9.1900 GPS-2
4 1,646,117.1700 253,362.6106 8.9150 TP-1
5 1,646,138.5728 253,361.3943 9.8220 A-1
80

6 1,646,158.5114 253,359.8264 9.8390 A-2
7 1,646,176.6443 253,358.4005 9.7920 A-3
8 1,646,192.3119 253,357.1684 9.3620 A-4
9 1,646,117.1700 253,362.6106 8.9150 TP-1
10 1,646,075.8070 253,524.9140 9.1900 GPS-2
11 1,646,117.7133 253,314.8018 8.6900 B-2
12 1,646,118.1979 253,332.7616 8.6730 B-3
13 1,646,118.9334 253,353.0977 8.6110 B-4
14 1,646,120.0740 253,373.1948 8.5110 B-5
15 1,646,119.9721 253,399.3872 11.1410 TP-2
16 1,646,117.1700 253,362.6106 8.9150 TP-1
17 1,646,058.2540 253,394.2079 12.6300 TP3
18 1,646,048.9523 253,399.4329 12.6120 TP-4
19 1,646,075.0749 253,395.2778 12.6120 ABUT.-A
20 1,646,083.5252 253,394.8843 11.1810 C-1
21 1,646,103.5350 253,395.6662 11.1810 C-2
22 1,646,120.7637 253,405.7802 11.0140 C-3
23 1,646,135.3693 253,419.4431 11.0580 C-4
24 1,646,148.0386 253,434.9186 10.9990 C-5
25 1,646,142.6347 253,444.6350 10.9580 TP-5
26 1,646,119.9721 253,399.3872 11.1410 TP-2
27 1,646,157.1940 253,452.5821 10.8060 TP-5/CL
28 1,646,167.6755 253,469.7522 10.6130 C-6
29 1,646,178.9843 253,486.2480 10.5250 C-7
30 1,646,190.5138 253,502.5902 10.7900 C-8
31 1,646,203.5684 253,517.7421 10.8100 C-9
32 1,646,210.5601 253,526.4383 10.8800 TP-6
33 1,646,157.1940 253,452.5821 10.8060 TP-5/CL
34 1,646,217.2181 253,532.3601 10.6920 C-10
35 1,646,231.3687 253,546.4938 10.5360 C-11
36 1,646,246.4889 253,559.5849 12.3800 C-12
37 1,646,048.9523 253,399.4329 12.6120 TP-4
81

38 1,646,058.2540 253,394.2079 12.6300 TP-3
39 1,646,059.5214 253,396.0020 12.6120 ABUT.-B
40 1,646,039.5843 253,396.9304 12.1690 C-14
41 1,646,019.3903 253,396.1959 12.1690 C-15
42 1,645,999.3569 253,394.8842 12.5150 C-16
43 1,646,033.8410 253,398.7026 12.5360 TP-7
44 1,646,034.1279 253,396.5120 12.1690 C-17
45 1,645,979.3417 253,393.7332 12.3840 C-18
46 1,645,959.2888 253,392.7944 12.4520 C-19
47 1,645,939.1257 253,391.8921 12.3650 C-20
48 1,645,919.5089 253,387.8206 12.3650 C-21
49 1,645,900.1703 253,382.3508 12.1690 C-22
50 1,645,880.8166 253,376.9608 12.2230 C-23
51 1,645,861.3667 253,371.7189 12.7420 C-24
52 1,645,842.0632 253,366.4865 12.4720 C-25
53 1,645,826.1272 253,363.9842 12.8090 TP-8
54 1,646,033.8410 253,398.7026 12.5360 TP-7
55 1,646,058.2540 253,394.2079 12.6300 TP-3
56 1,646,030.9284 253,376.0490 9.0590 D-1
57 1,646,028.9886 253,356.3651 9.1010 D-2
58 1,646,026.6125 253,336.4044 9.2780 D-3
59 1,646,024.8160 253,316.3417 9.3900 D-4
60 1,646,022.9271 253,296.2512 9.4260 D-5
61 1,646,021.5699 253,276.1678 9.6990 D-6
62 1,646,020.9341 253,256.4701 9.9720 D-7
63 1,646,019.2292 253,245.9361 9.9720 TP-10
64 1,646,018.9380 253,236.7686 10.0130 D-8
65 1,646,015.3341 253,217.6810 10.0540 D-9
66 1,646,012.3051 253,197.7435 10.0290 D-10
67 1,646,009.2609 253,177.7956 10.0270 D-11
68 1,646,006.1004 253,157.9159 9.9920 D-12
69 1,646,004.1613 253,137.8953 9.9070 D-13
82

70 1,646,004.7213 253,125.4788 9.8150 TP-11
71 1,646,001.8355 253,118.2473 9.7980 D-14
72 1,645,998.5033 253,098.2053 9.7550 D-15
73 1,645,995.3127 253,078.4107 9.7120 D-16
74 1,645,998.2204 253,058.4784 9.5830 D-17
75 1,646,001.2614 253,038.6039 9.5520 D-18
76 1,646,003.5309 253,018.6097 9.6060 D-19
77 1,646,006.0435 252,998.6961 9.5150 D-20
78 1,646,124.6595 252,903.5220 8.0190 60+580
79 1,646,141.9502 252,913.6578 7.5090 60+600
80 1,646,158.9696 252,922.9775 7.6540 60+620
81 1,646,170.1589 252,941.8936 8.3880 60+640
82 1,646,180.2622 252,959.2137 7.5550 60+660
83 1,646,192.1770 252,985.3646 8.4130 60+680
84 1,646,202.3593 252,992.6026 8.5140 60+700
85 1,646,206.4627 252,997.3960 8.4770 TP-18
86 1,646,209.2234 253,012.0078 8.3590 60+720
87 1,646,216.0665 253,030.7347 8.1780 60+740
88 1,646,218.7121 253,050.5986 8.0330 60+760
89 1,646,218.7654 253,055.0354 8.0280 TP-17
90 1,646,219.4772 253,071.4221 7.9490 60+780
91 1,646,220.1824 253,091.4323 8.1250 60+800
92 1,646,219.8942 253,111.4410 8.3920 60+820
93 1,646,219.8732 253,131.3779 8.6580 60+840
94 1,646,218.8038 253,151.9770 8.3270 60+860
95 1,646,216.3556 253,171.7986 8.3270 60+880
96 1,646,215.4911 253,178.7979 9.1210 ABUT.-A
97 1,646,218.5146 253,175.0353 10.4840 WPL
98 1,646,212.9256 253,220.0531 9.3380 WPL
99 1,646,210.5016 253,219.1941 10.3300 ABUT.-B
100 1,646,207.3862 283,238.9500 9.7330 E-1
101 164,204.3790 253,258.7226 9.5690 E-2
83

102 1,646,201.6654 253,278.5376 9.5270 E-3
103 1,646,199.6394 253,298.2230 9.3300 E-4
104 1,646,197.1513 253,318.2799 9.2270 E-5
105 1,646,193.8899 253,338.0122 9.3270 E-6
106 1,646,192.3081 253,357.9495 9.4680 E-7
107 1,646,193.5854 253,377.9087 9.5550 E-8
108 1,646,196.6643 253,397.6703 9.7110 E-9
109 1,646,190.7599 253,400.7738 11.5960 TP-13
110 1,646,201.6445 253,417.0403 9.9880 E-11
111 1,646,207.9643 253,436.0156 10.0940 E-12
112 1,646,215.0707 253,454.7104 10.2610 E-13
113 1,646,223.3995 253,472.8937 10.4000 E-14
114 1,646,234.3663 253,489.6188 10.6040 E-15
115 1,646,248.1559 253,504.1049 10.7510 E-16
116 1,646,263.1504 253,517.3399 10.9080 C-28
117 1,646,279.4292 253,528.9589 11.0340 C-29
118 1,646,297.0600 253,538.4011 11.2510 C-40
119 1,646,315.0177 253,547.0798 11.4890 61+360
120 1,646,319.0667 253,549.7783 11.6120 INT-4
121 1,646,294.3850 253,583.8618 10.4890 TP-10
122 1,646,319.0667 253,549.7783 11.6120 INT-4
123 1,646,263.5521 253,570.0180 10.2240 C-26
124 1,646,282.3526 253,576.8400 10.0680 C-27
125 1,646,302.2995 253,575.3830 10.0680 C-32
126 1,646,319.0667 253,549.7783 11.6120 INT-4
127 1,646,294.3850 253,583.8618 10.4890 TP-10
128 1,646,331.6620 253,558.1689 11.8110 61+340
129 1,646,331.0951 253,562.8372 11.4530 CEP
130 1,646,350.5459 253,565.9304 12.1770 61+320
131 1,646,366.0919 253,578.2189 12.1430 61+300
132 1,646,383.6597 253,588.0993 12.1940 61+280
133 1,646,391.8734 253,595.6802 12.2020 CEP
84

134 1,646,401.0912 253,597.9045 12.2040 61+260
135 1,646,412.9063 253,607.9294 12.2110 CEP
136 1,646,418.2743 253,608.1389 12.3010 61+240
137 1,646,435.1512 253,618.8706 12.6900 61+220
138 1,646,452.0281 253,629.6024 12.8780 61+200
139 1,646,468.5201 253,640.9166 13.0850 61+180
140 1,646,485.3530 253,651.7173 13.3770 61+160
141 1,646,502.2460 253,662.4237 13.5650 61+140
142 1,646,519.0639 253,674.2477 13.7920 61+120
143 1,646,535.2109 253,685.0491 14.0640 61+100
144 1,646,550.5477 253,697.8859 147.4620 61+080
145 1,646,564.6539 253,712.0639 14.6850 61+060
146 1,646,579.2752 253,725.7100 14.9070 61+040
147 1,646,593.8941 253,739.3588 15.0820 61+020
148 1,646,607.8773 253,753.6581 15.2190 61+000
149 1,646,220.8584 253,768.8729 15.2830 60+980
150 1,646,632.8445 253,784.8833 15.2600 60+960
151 1,646,643.6299 253,801.6335 15.4200 60+940
152 1,646,654.3562 253,818.2922 15.7540 60+920
153 1,646,643.9556 253,826.6048 14.5620 CEP
154 1,646,666.5010 253,834.3194 15.9680 60+900
155 1,646,678.6281 253,850.2233 16.3380 60+880
156 1,646,690.5266 253,866.2989 16.6930 60+860
157 1,646,702.0955 253,882.6133 16.9650 60+840
158 1,646,713.6444 253,898.9419 17.2320 60+820
159 1,646,725.0729 253,915.3550 17.4890 60+800
160 1,646,005.9463 253,427.9449 10.7780 TP
161 1,646,033.8410 253,398.7026 12.5360 TP-7
162 1,646,063.3788 253,405.2695 10.3690 BANK
163 1,646,011.1011 253,428.9426 10.3020 BANK
164 1,645,959.9001 253,427.5893 9.0840 BANK
165 1,645,919.0668 253,432.3175 9.3620 BANK
85

166 1,645,889.3548 253,458.2183 9.3620 BANK
167 1,645,851.9855 253,476.9529 9.1340 BANK
168 1,645,775.0089 253,494.5123 8.2400 BANK
169 1,645,727.4141 253,530.3816 5.5670 BANK
170 1,645,706.8958 253,577.3592 6.2150 BANK
171 1,645,666.9415 253,614.9708 -3.7900 BANK
172 1,645,622.4377 253,635.7490 7.2530 BANK
173 1,645,637.9266 253,687.1561 7.2170 BANK
174 1,645,688.4382 253,687.3533 4.7090 BANK
175 1,645,778.6121 253,696.4426 7.6010 BANK
176 1,645,820.0401 253,691.9582 6.1270 BANK
177 1,645,916.9938 253,694.7414 6.7210 BANK
178 1,645,998.2630 253,729.2959 6.7880 BANK
179 1,646,034.8878 253,773.8244 4.7180 BANK
180 1,646,066.7400 253,810.4526 4.2130 BANK
181 1,646,105.7618 253,839.7557 7.7420 BANK
182 1,646,005.9463 253,427.9449 10.7780 TP
183 1,646,033.8410 253,398.7026 12.5360 TP-7
184 1,646,093.5535 253,504.1905 6.9250 BANK
185 1,646,098.7007 253,547.3055 5.7670 RB
186 1,646,163.8436 253,619.1511 8.2390 RB
187 1,646,231.1480 253,652.2482 9.1260 RB
188 1,646,301.5511 253,697.8369 1.4600 RB
189 1,646,346.8376 253,712.5200 4.4430 RB
190 1,646,393.4968 253,730.6875 7.3880 RB
191 1,646,444.5756 253,750.4082 4.4430 RB
192 1,646,491.4412 253,781.7220 1.9800 RB
193 1,646,524.6631 253,814.6849 1.3660 RB
194 1,646,543.1987 253,841.4185 10.7210 RB
195 1,646,567.5892 253,877.2112 10.5510 RB
196 1,646,588.4194 253,906.6704 10.5260 RB
197 1,646,254.6369 253,773.9499 9.3350
86

198 1,646,264.7275 253,811.7008 7.9980
199 1,646,280.5669 253,865.9915 8.4660
200 1,646,284.3645 253,916.5342 8.6710
201 1,646,286.4725 253,941.9996 8.3260
202 1,646,325.3490 254,079.9828 8.0150
203 1,646,335.1589 254,149.7348 8.1520
204 1,646,367.0442 254,207.3285 7.4530
205 1,646,130.8611 253,886.4959 9.1520 TP-X
206 1,646,086.1611 253,859.2062 9.7150 TP-XA
207 1,646,083.7105 253,866.5147 8.7130 STA. 0+000
208 1,646,093.5832 253,868.1051 8.9960 STA. 0+010
209 1,646,111.8126 253,876.3324 9.2210 STA. 0+020
210 1,646,129.0595 253,886.4587 9.1880 STA. 0+040
211 1,646,130.8877 253,883.7391 7.3200 RW
212 16,460,142.9246 253,900.8727 9.0760 STA. 0+0460
213 1,646,146.0743 253,898.3870 7.2600 RW
214 1,646,154.6310 253,917.0887 9.1680 STA. 0+080
215 1,646,157.3970 253,914.9170 9.4490 RW
216 1,646,166.3660 253,933.2841 9.2020 STA. 0+100
217 1,646,169.0162 253,931.1335 9.0040 STA. 0+100R
218 1,646,178.0406 253,949.5230 9.2430 STA. 0+120
219 1,646,180.6711 253,947.4408 9.3850 STA. 0+120R
220 1,646,190.0095 253,965.5463 9.3150 STA. 0+140
221 1,646,192.6672 253,963.3769 9.4260 STA. 0+140R
222 1,646,202.0961 253,981.4810 9.3930 STA. 0+160
223 1,646,204.5512 253,979.3635 9.5600 STA. 0+160R
224 1,646,214.0752 253,997.4967 9.5120 STA. 0+180
225 1,646,218.1659 253,994.3678 9.5470 STA. 0+180R
226 1,646,223.9747 254,015.2068 9.4260 TP-25
227 1,646,130.8611 253,886.4959 9.1520 TP-X
228 1,646,221.7250 254,015.9758 9.4490 STA. 0+200
229 1,646,227.6818 254,015.5103 8.8900 STA. 0+200R
87

230 1,646,223.8884 254,035.8585 9.4600 STA. 0+220
231 1,646,225.9004 254,036.2769 9.1490 STA. 0+220R
232 1,646,225.5367 254,055.7904 9.4180 STA. 0+240
233 1,646,230.5890 254,054.4233 9.4130 STA. 0+240R
234 1,646,230.3507 254,065.7576 9.5050 TP-26
235 1,646,223.9747 254,015.2068 9.4260 TP-25
236 1,646,228.4037 254,075.5839 9.4940 STA. 0+260
237 1,646,232.0098 254,075.0437 8.9310 STA. 0+260R
238 1,646,230.5983 254,095.4631 9.5070 STA. 0+280
239 1,646,232.7144 254,095.3364 9.5000 STA. 0+280R
240 1,646,232.7928 254,115.3423 10.9890 STA. 0+300
241 1,646,236.6898 254,115.1023 10.0300 STA. 0+300R
242 1,646,232.2622 254,135.3353 11.0210 STA. 0+320
243 1,646,236.4525 254,135.9460 10.9960 STA. 0+320R
244 1,646,237.5631 254,154.6200 11.0050 STA. 0+340
245 1,646,240.3211 254,153.5990 10.9970 STA. 0+340R
246 1,646,248.6223 254,171.2842 11.0230 STA. 0+360
247 1,646,251.9998 254,169.7980 11.0440 STA. 0+360R
248 1,646,249.5845 254,169.3784 11.0410 TP-28
249 1,646,256.2813 254,189.7596 10.9950 STA. 0+380
250 1,646,258.0681 254,188.9145 11.0010 STA. 0+380R
251 1,646,264.4059 254,208.0350 10.9890 STA. 0+400
252 1,646,266.1367 254,207.3215 10.9900 STRA. 0+400R
253 1,646,272.7995 254,226.1884 10.9960 STA. 0+420
254 1,646,275.7015 254,224.2452 10.9890 STA. 0+420R
255 1,646,273.7371 254,233.7949 10.9830 TP-29
256 1,646,279.6260 254,244.9873 10.9150 STA. 0+440
257 1,646,282.5354 254,242.9769 10.8870 STA. 0+440R
258 1,646,290.1875 254,261.9713 10.9070 STA. 0+460
259 1,646,293.4811 254,260.0163 10.8820 STA. 0+460R
260 1,646,303.7208 254,276.6971 10.9060 STA. 0+480
261 1,646,310.5209 254,271.2710 10.8850 STA. 0+480R
88

262 1,646,317.6088 254,291.1797 10.8460 STA.0+500
263 1,646,322.6942 254,285.2328 10.8440 STA. 0+500R
264 1,646,086.1611 253,859.2062 9.7150 TP-XA
265 1,646,130.8611 253,886.4959 9.1520 TP-X
266 1,646,083.7105 253,866.5147 8.7130 STA. 0+000
267 1,646,074.3459 253,870.0226 8.4380 STA. 0+010
268 1,646,059.3886 253,883.2968 8.5180 STA. 0+020
269 1,646,042.7775 253,894.4392 8.7830 STA. 0+040
270 1,646,030.3586 253,905.4650 8.7130 TP-X1
271 1,646,086.1611 253,859.2062 9.7150 TP-XA
272 1,646,025.8011 253,905.0129 8.7190 STA. 0+060
273 1,646,008.3622 253,914.8050 8.7350 STA. 0+080
274 1,645,989.5348 253,921.5526 8.9090 STA. 0+100
275 1,645,970.4487 253,927.5282 9.0090 STA. 0+120
276 1,645,951.9733 253,935.1879 8.7430 STA. 0+140
277 1,645,933.7720 253,943.4772 8.7430 STA. 0+160
278 1,645,919.8315 253,949.7360 8.6700 TP-X2
279 1,646,030.3586 253,905.4650 8.7130 TP-X1
280 1,645,915.5707 253,951.7666 8.6750 STA. 0+180
281 1,645,897.3694 253,960.0559 8.7750 STA. 0+200
282 1,645,879.1681 253,968.3452 8.7880 STA. 0+220
283 1,645,860.9669 253,976.6346 8.8290 STA. 0+240
284 1,645,864.4112 253,996.3357 8.7110 STA. 0+260
285 1,645,867.8556 254,016.0369 8.7420 STA. 0+280
286 1,645,869.6745 254,030.8423 8.6440 TP-X3
287 1,645,919.8315 253,949.7360 8.6700 TP-X2
288 1,645,871.1935 254,035.7564 8.7740 STA. 0+300
289 1,645,872.8960 254,055.6838 8.8020 STA. 0+320
290 1,645,874.1476 254,075.6446 8.8020 STA. 0+340
291 1,645,875.3992 254,095.6054 8.7740 STA. 0+360
292 1,645,876.6508 254,115.5662 8.8920 STA. 0+380
293 1,645,875.8237 254,135.5500 8.9740 STA. 0+400
89

294 1,645,871.3555 254,155.0445 9.0600 STA. 0+420
295 1,645,864.0457 254,173.6608 9.0870 STA. 0+440
296 1,645,852.4374 254,189.9471 9.0090 STA. 0+460
297 1,645,851.8621 254,195.4052 8.9770 TP-X4
298 1,645,839.4877 254,205.1887 9.0570 STA. 0+480
299 1,645,826.5380 254,220.4303 9.0570 STA. 0+500
90
6.3.2. KAY TIALO BRIDGE

Location Map:
Source: Google Map

Figure 6.3.2 Kay Tialo Bridge in San Jose Del Monte, Bulacan

The watershed area comprise the provinces of Bulacan which composes of

river, hills, valley, wide plains and some small freshwater ponds. The higher
mountains ranges can be found in along the drainage divide lines as indicated
in the catchment area (drainage area map included in this report). Those
mountain ranges converge on some other peak elevations, namely Mt.
Katitingo and Mt. Balaghag in the upstream part of the river. Santo Cristo River
is connected at the confluence of the Santa Maria River which distributes to
the whole catchment area. The northern part of the watershed has a wider flat
land, while the southern part of the watershed has mountainous and forested
area. Most of the plains are cultivated fields, with some remaining forest areas.
There are several waterways on river flowing towards Santo Cristo River where
the bridge project is located. In some instances, due to flat terrain, traversed
by waterway or rivers, it causes the meandering nature of the flow to assume
a different geographic orientation. There are grassed cover rather than
forested areas observed along the route. It has many types of soil ranging from
clay loam to sand. There is also abundance of boulders, gravels and sand along
the river routes, that laced mostly flat landscape with their meandering
patterns.
91
Table 6.3.6 – Summary of Subsurface Materials (Kay Tialo Bridge)

Gravel, Sand, Silt, Clay SM, CH, GW‐GM 0.00 ‐ 7.50 3‐29
Sand, Silt, Clay SM, CL 7.50 ‐ 11.80 26‐50>
BH‐1 4.50
Sandstone ‐ 11.80 – 13.40 ‐
Silt, Sand SM 13.40 – 20.86 50>
Silt, Clay, Sand, Gravel SM, CL, GW‐GM 0.00 ‐ 4.00 5‐28
Clay, Silt CL‐CH 4.00 ‐ 9.00 43‐50>
BH‐2 Silt, Sand SM‐SC 9.00 – 13.50 39‐50> 4.40
Clay, Sand, Silt CL‐SC 13.50 ‐16.50 50>
Silt, Sand SM‐SC 16.50 – 22.35 50>
Silt, Sand SM‐SW 0.00 ‐ 5.00 3‐42
BH‐3 4.20
Silt, Clay, Sand SM, CH, CL 5.00 ‐ 18.45 44‐50>
Sand, Silt, Clay, Gravel SM, CL, GW‐GM 0.00 ‐ 5.00 5‐30
BH‐4 Clay CH 5.00 ‐ 9.00 24‐32 4.00
Clay, Sand, Silt 9.00 – 15.45 50>
Table 6.3.7 Summary of Groundwater Table (Kay Tialo Bridge)

BH‐1 4.50
BH‐2 4.40
BH‐3 4.20
BH‐4 4.00
Table 6.3.8 Allowable Soil Bearing Capacity Value (Kay Tialo Bridge)
60 1.50
95 1.5‐3.0
BH‐1 Abutment
180 3.0‐4.0
200 4.0‐6.0
50 1.50
90 1.5‐3.0
BH‐2 Abutment
190 3.0‐4.0
325 4.0‐6.0
d. Settlement
92
site is the West Valley Fault. This fault is situated at an approximate distance
of 3.50 km east from the project site. Hence, considerations should be made
in designing the structure to resist against earthquake.
Figure 6.3.3 Nearest Fault to the Kay Tialo Bridge (Phivolcs, 2017)
West Valley Fault
Project Site
As a conservative approach, the design ground acceleration can be based from

this fault. The highest ground acceleration value shall be adopted for this site.
The National Structural Code of the Philippines (NSCP, 1997) Code prescribes
a minimum value of 0.40 g for bridges located in the seismic zone 4. For
design purposes, the Designer can decide on which value to adopt for this
project. This site falls in the Seismic Zone 4, having Z = 0.4.
Very loose to loose granular materials were encountered at this site within the upper zone.
In theory, these types of soils are susceptible to liquefaction, hence this should be
addressed. It is predicted that the risk of liquefaction for this particular site is very low. If
thorough information is required, liquefaction analysis is recommended. However it should
be borne in mind that historically speaking, no liquefaction has occurred in this site.
weak foundation profile in the upper zone. In this case, deep foundation design scheme
is feasible in order to transmit the load to more competent bearing layer located
well below the ground surface. Results from the analysis of four (4) borehole data
93
obtained from this site, the following item provides the pile capacity data, which can be
used for foundation analysis and design.
Table 6.3.9 Summary of Ultimate Pile Capacity Data for BH‐1 (Kay Tialo Bridge)
BH‐01 Pile Capacity Data Kay Tialo Br.
1.5 3.0 43 806 28 1496
3.0 4.5 50 1496 52 1496
4.5 6.0 56 1496 58 1496
6.0 7.5 91 1497 150 1497
7.5 9.0 65 2590 100 2590
9.0 10.5 158 2590 250 2590
10.5 21.0 70 2878 100 5500
1.5 3.0 32 518 52 1496
3.0 4.5 50 1496 54 1496
4.5 6.0 176 1496 288 1496
6.0 7.5 172 2820 282 2821
7.5 9.0 176 2590 288 2590
9.0 10.5 68 2245 250 7800
10.5 12.0 70 2878 100 5500
12.0 13.5 71 2878 100 5500
13.5 15.0 176 2878 288 5500
15.0 22.5 70 2878 100 5500
1.5 3.0 43 748 26 2417
3.0 4.5 50 806 28 2417
4.5 6.0 148 2418 242 2418
6.0 7.5 61 2532 100 2532
7.5 9.0 65 2532 100 2532
9.0 10.5 155 2533 250 2533
10.5 18.0 176 2878 250 2878
18.0 19.5 69 2878 100 2878
1.5 3.0 32 518 52 518
94
3.0 4.5 50 1266 44 4400

4.5 6.0 56 1381 48 4800
6.0 7.5 109 1784 178 1784
7.5 9.0 113 1842 184 1842
9.0 10.5 68 2878 100 5500
10.5 12.0 70 2878 100 5500
12.0 13.5 71 2878 100 5500
13.5 15.0 72 2878 100 5500
Table 6.3.13 Recommended Pile Tip (Kay Tialo Bridge)


…..
…..
Table 6.3.14 Traffic Study Results (Kay Tialo Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
26547 2389 2000 1.19 F For widening

Table 6.3.15a Hydrology Design Result (Kay Tialo Bridge)
Recommendation
(m) (m)
292.398 61.96 61.876 57.876 7.851 - -
Table 6.3.15b Scour Depth Design (Kay Tialo Bridge)

Scour Depth
Bridge
Kay Tialo - -
95

NAMRIA benchmarks BLN-3129 wasidentified within the project site and used as
BLN-3129 Station is located in the Province of Bulacan, Municipality of San Jose del
Monte, Brgy. Sto. Cristo. From Academia de San Lorenzo travel N. Station is situated
about 50 m. SW of Kay Tialo Bridge. Mark is the head of a 4 in. copper nail centered
on a 0.20 m. x 0.20 m. x 1.00 m. concette monument embedded in the ground with
inscriptions, "BLN-3129 2008 NAMRIA".
- Vertical Control
BL-198 The station is located in the province of Bulacan, municipality of San Jose Del
Monte, Brgy. Tungkong Mangga. From Sta. Maria Exit travel East towards Tungkong
Mangga, San Jose del Monte until reaching Iglesia ni Cristo Chapel of Brgy. Tungkong
Manga, San Jose del Monte.
Station is located 5 m. north of the bus terminal and approximately 2 m. south of KM

post 30. Mark is the head of a 4” copper nail set in a drilled hole and centered in a
cement putty with inscriptions, “BLN-198 2008 NBAMRIA”.
Table 6.3.16 – Project Control Points (Kay Tialo Bridge)

1 1,640,894.7600 292,836.9600 55.2333 BLN-3129
2 1,640,856.9991 293,025.0011 64.0000 GPS-2
3 1,640,919.9991 292,920.0011 60.0000 GPS-1
4 1,640,842.8960 292,987.0204 64.5510 RB
5 1,640,854.9720 293,018.3769 64.5400 HW
6 1,640,861.4924 293,033.8566 64.1810 HW
7 1,640,865.1788 293,052.9817 63.6700 HW
96

8 1,640,870.4649 293,071.4615 63.6230 HW
9 1,640,880.1260 293,087.6590 63.6980 HW
10 1,640,890.0239 293,104.2406 65.6800 HW
11 1,640,891.0293 293,106.9879 65.7540 HW
12 1,640,901.7222 293,118.4767 65.8480 HW
13 1,640,914.0323 293,132.8284 65.9490 HW
14 1,640,923.0873 293,143.6162 65.6660 HW
15 1,640,953.2451 293,166.5729 66.3460 HW
16 1,640,967.5543 293,179.2832 66.2320 HW
17 1,640,984.9386 293,189.7538 66.2260 HW
18 1,641,001.5839 293,199.8082 65.9310 HW
19 1,641,018.2915 293,210.5506 65.5340 HW
20 1,641,034.7798 293,221.8792 65.3470 HW
21 1,641,047.8739 293,235.7425 65.5010 HW
22 1,641,059.6854 293,251.4270 65.2560 HW
23 1,641,071.4863 293,268.8787 65.2030 HW
24 1,640,919.9991 292,920.0011 60.0000 GPS-1
25 1,640,856.9991 293,025.0011 64.0000 GPS-2
26 1,640,844.6534 292,944.7134 65.5800 XS
27 1,640,848.4763 292,936.7982 65.9470 XS
28 1,640,857.4416 292,925.8534 60.6660 RB
29 1,640,868.1932 292,914.6042 60.2450 HW
30 1,640,868.1932 292,914.6042 60.2450 HW
31 1,640,873.6790 292,902.9054 60.3520 HW
32 1,940,881.8391 292,884.3284 60.4840 HW
33 1,640,889.0438 292,868.1892 60.6850 HW
34 1,640,895.8090 292,854.6829 61.1040 HW
35 1,640,903.9647 292,839.9860 61.4540 HW
36 1,640,912.3020 292,825.2839 61.2520 HW
37 1,640,914.1511 292,821.4198 61.3760 HW
38 1,640,922.2037 292,811.6438 61.4200 HW
39 1,640,924.8261 292,808.4984 61.3460 HW
97

40 1,640,937.0139 292,791.5348 60.5270 TP
41 1,940,938.6715 292,788.7878 60.3420 HW
42 1,640,938.9916 292,787.2103 60.3320 TP
43 1,640,902.8342 292,940.3958 59.1530 DS
44 1,640,913.8969 292,927.0710 59.5200 DS
45 1,640,917.9602 292,920.9708 59.4820 DS
46 1,640,919.3973 292,914.4754 59.4790 DS
47 1,640,934.9677 292,894.8134 59.3690 HW
48 1,640,946.2778 292,880.0899 58.0190 DS
49 1,640,956.7513 292,864.3700 57.4520 DS
50 1,640,971.5165 292,845.3950 57.1310 DS
51 1,640,980.0234 292,827.8499 59.9980 RB
52 1,640,982.4576 292,816.0374 57.1980 TP
53 1,640,992.3006 2,592,802.8015 58.4420 DS
54 1,641,005.0882 292,696.2013 61.2580 HW
55 1,640,937.0139 292,791.5348 60.5270 TP
56 1,640,938.9916 292,787.2103 60.3320 TP
57 1,640,935.8543 292,774.7074 60.6190 HW
58 1,640,936.2528 292,743.9453 60.7770 HW
59 1,640,938.7588 292,710.7164 60.4520 HW
60 1,640,931.4624 292,672.3829 61.2190 HW
61 1,640,937.5805 292,623.5655 57.9070 HW
62 1,640,905.2000 292,978.7700 62.6600 BM-1
63 1,640,857.0000 293,025.0000 64.0000 GPS-2
64 1,640,876.2220 292,851.0573 65.8440 STA.-35+950
65 1,640,869.0670 292,844.2063 65.9340 STA.-35+940
66 1,640,854.9390 292,834.2293 65.6700 STA.-35+920
67 1,640,835.2710 292,828.7873 65.5730 STA.-35+900
68 1,640,818.5769 292,826.5663 64.5840 STA.-35+880
69 1,640,795.9990 292,830.5099 65.8320 STA.-35+860
70 1,641,402.6038 293,105.3702 66.2050 STA.-35+840
71 1,640,756.7870 292,839.4003 66.9910 STA.-35+820
98

72 1,640,737.6980 292,844.8403 67.9660 STA.-35+800
73 1,640,719.7430 292,851.3093 66.0200 STA.-35+780
74 1,640,699.0940 292,858.7923 70.4000 STA-.35+760
75 1,640,681.0300 292,865.0683 71.5070 STA.-35+740
76 1,640,665.9600 292,868.9943 72.0670 STA.-35+720
77 1,640,643.5830 292,870.2703 72.5390 STA-.-35+700
78 1,640,650.0850 292,875.1083 72.4630 TP02
79 1,640,620.9450 292,879.5338 72.5390 STA.-35+680
80 1,640,607.5790 292,892.5798 73.0900 STA.-35+660
81 1,640,594.8390 292,905.2458 73.8530 STA.-35+640
82 1,640,579.0020 292,921.2348 74.8340 STA.-35+620
83 1,640,566.8390 292,933.5838 75.5520 STA.-35+600
84 1,640,552.5130 292,947.9298 76.3430 STA.-35+580
85 1,640,538.8820 292,961.0888 76.9790 STA.-35+560
86 1,640,522.4363 292,979.6369 77.6354 STA.-35+540
87 1,640,950.6413 292,986.3562 78.0380 TP03
88 1,640,511.4310 292,990.7918 77.5580 STA.-35+520
89 1,640,504.6140 293,007.9518 77.6650 STA.-35+500
90 1,640,494.8750 293,026.2128 77.9660 STA.-35+480
91 1,640,490.2030 293,035.0488 77.5080 STA.-35+460
92 1,640,485.6260 293,043.8668 76.5270 STA.-35+450
93 1,640,905.2000 292,978.7700 62.6600 BM-1
94 1,640,857.0000 293,025.0000 64.0000 GPS-2
95 1,640,985.1149 292,897.5282 65.5580 TP03
96 1,640,905.2000 292,978.7700 62.6600 BM-1
97 1,640,965.0865 292,892.3745 65.8440 STA.-36+048
98 1,640,973.9313 292,896.4868 65.0530 STA.-36+060
99 1,640,992.4857 292,905.1115 65.5650 STA.-36+080
100 1,641,010.4666 292,913.5818 65.2860 STA.-36+100
101 1,641,028.7704 292,922.1426 65.1380 STA.-36+120
102 1,641,047.0396 292,930.7215 65.1020 STA.-36+140
103 1,641,065.0694 292,939.2270 65.0140 STA.-36+160
99

104 1,641,082.9826 292,947.9364 64.9150 STA.-36+180
105 1,641,099.9795 292,957.6680 64.8500 STA.-36+200
106 1,641,116.2534 292,969.2757 64.7160 STA.-36+220
107 1,641,118.9535 292,966.1050 64.6880 TP04
108 1,641,134.2935 292,985.7592 64.5580 STA.-36+240
109 1,641,150.7821 292,996.7742 64.3810 STA.-36+260
110 1,641,167.7460 293,007.5798 64.3210 STA.-36+280
111 1,641,186.0703 293,017.1952 64.3250 STA.-35+300
112 1,641,202.6565 293,028.9610 64.4540 TP04
113 1,641,198.7157 293,025.5248 64.3750 STA.-36+320
114 1,641,217.4537 293,033.7255 64.5110 STA.-36+340
115 1,641,236.3385 293,040.5861 64.6970 STA.-36+360
116 1,641,255.2900 293,047.2472 64.8600 STA.-36+380
117 1,641,274.1215 293,053.9661 65.0370 STA.-36+400
118 1,641,292.9707 293,060.5902 65.2060 STA.-36+420
119 1,641,311.9946 293,067.2840 65.3090 STA.-36+440
120 1,641,330.9439 293,074.0408 65.5110 STA.-36+460
121 1,641,349.6362 293,080.7787 65.7210 STA.-36+480
122 1,641,368.8657 293,087.4584 65.8640 STA.-36+500
123 1,641,387.6303 293,094.1571 66.0890 STA.-36+520
100
6.4. REGION IV-A

6.4.1. CACAUAN BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.4.1 Cacauan Bridge, Municipality of Tuy, Batangas

The bridge site crosses a waterway which is connected to irrigation aside the Palico River.
The watershed is just a small part a flat terrain and most of the plains are agricultural fields
with some remaining forest reserves. Although the catchment area is relatively small, there
is a continuous flow of water that contributes to the irrigation of the rice fields. There is also
mostly flat landscape with their meandering patterns. Bridge site has vegetated river and
forested along the river. It has many types of soil ranging from clay loam to sandy loam.

Table 6.4.1 – Summary of Subsurface Materials (Cacauan Bridge)

Sand, Silt, Clay SM, CL 0.00 ‐ 4.00 8‐50>
BH‐1 7.40
Sandstone to Claystone ‐ 4.00 ‐ 31.50 ‐
Sand, Silt SM, ML 0.00 ‐ 4.00 16‐50>
BH‐2 6.50
Sandstone to Claystone ‐ 2.00 ‐ 31.50 ‐
101
Table 6.4.2– Summary of Groundwater Table (Cacauan Bridge)

BH‐1 7.40
BH‐2 6.50
Table 6.4.3 – Allowable Soil Bearing Capacity Value (Cacauan Bridge)

250 1.50
320 3.0‐6.0
265 1.50
320 3.0‐6.0
d. Settlement
The nearest fault that can generate large‐scale magnitude earthquake for this site is situated
at an approximate distance of 32.70 km southwest from the project site. Hence,
considerations should be made in designing the structure to resist against earthquake.
As a conservative approach, the design ground acceleration can be based from this fault.
The highest ground acceleration value shall be adopted for this site. The National Structural
Code of the Philippines (NSCP, 1997) Code prescribes a minimum value of 0.40 g for bridges
located in the seismic zone 4. For design purposes, the Designer can decide on which value
to adopt for this project. This site falls in the Seismic Zone 4, having Z = 0.4.
102
Figure 6.4.2 Nearest Fault to the Project Site (Phivolcs, 2017)
Dense granular materials were encountered at this site within the upper zone. In theory,
these types of soils are not susceptible to liquefaction. It is predicted that the risk of
liquefaction for this particular site is remote. If thorough information is required,
relatively stable foundation profile in this area. In this case, shallow foundation system is
feasible for this bridge site, provided that foundations are founded well below the scour
depth. The following item also provides the pile capacity data, which can be used for
comparative analysis and design. These values are presented for comparative analysis.
Table 6.4.4 – Summary of Ultimate Pile Capacity Data for BH‐1 (Cacauan Bridge)
BH‐01 Pile Capacity Data Cacauan Br.
1.5 3.0 176 2878 100 2878
3.0 4.5 50 2878 100 5500
4.5 31.5 65 2878 100 6000
Table 6.4.5 – Summary of Ultimate Pile Capacity Data for BH‐2 (Cacauan Bridge)
BH‐02 Pile Capacity Data Cacauan Br.
1.5 3.0 176 2878 100 2878
3.0 4.5 50 2878 100 5500
4.5 31.5 65 2878 100 6000
103
Table 6.4.6 – Recommended Pile Tip (Cacauan Bridge)


Traffic flow over Cacauan Bridge has a high percentage of motorized vehicles such as Cars
at 33.09%, motorcycles at 24.63%, motorized tricycles at 12.10%, passenger jeepneys at
9.79%, , small delivery trucks at 7.95%, Big buses at 5.16% and the rest including non-
motorized vehicles at less than 3%.
DPWH has published traffic growth rates for the Province of Nueva Viscaya in 2011 which
ranges from 1.851 percent to 2.334 percent. However, the traffic growth rates in 2011 are
no longer relevant to be used in this study as the values are somewhat lesser compared to
goods vehicles. These are fairly assumed traffic growth rates considering the present
economic activity within the direct influence area of the bridge.
c. Study Result
Table 6.4.7 Traffic Study Results (Cacauan Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
11360 1022 7200 0.14 A four lanes

Table 6.4.8a Hydro Design Result (Cacauan Bridge)
Recommendation
(m) (m)
136.865 20.93 20.93 20.90 16.20 31.70
104
Table 6.4.8b Scour Depth Design (Cacauan Bridge)

Scour Depth
Bridge
1. Cacauan 31.70 0.00

NAMRIA benchmarks BTG-46 and BTG-45 were identified within the project site and used
as reference for horizontal control establishment with coordinates 1554785.53N and
468208.916E 1547952.282N, 468159.676E respectively in Philippine Transverse Mercator
(PTM)/ PRS92. Both benchmarks have corresponding certifications from the agency.
BTG-46 is located from Tuy Town Proper, travel for about 6 km. going to Brgy. Sabang.
Turn right to the brgy. road leading to Eulogio G. Cerrado Elem. School. Station is located
on the SE corner of the flagpole base of the said school. Mark is the head of a 4 in. copper
nail centered and embedded on a 30 cm. x 30 cm. concrete block, with inscriptions "BTG-
46 2007 NAMRIA".
BTG-45 from Tuy Town Proper, travel S on the road going to Balayan, then turn right to
the road going to Brgy. Malibu. Station is located on the NW side of a fenced garden and
about 10 m. W of the school bldg. of Santiago De Guzman Elem. School. Mark is the head
of a 4 in. copper nail centered and embedded on a 30 cm. x 30 cm. concrete block, with
inscriptions "BTG-45 2007 NAMRIA".
- Vertical Control
the mapping of all tidal observation in this area, hence, Global Positioning System (GPS)
reading was taken at BM-1 to be 23.60 ms.
Table 6.4.9 Project Control Point (Cacauan Bridge)

Point Number Easting Northing Point Elevation Description
1 468208.9190m 1554785.5256m 49.120m NAMRIA PT
2 468208.1807m 1554790.7098m 49.010m TPS-1
3 468181.5787m 1554787.7156m 48.630m TPS-2
4 468161.4179m 1554722.5598m 49.000m TPS-3
5 468092.6108m 1554730.4181m 46.430m TPS-4
105

6 468016.1098m 1554720.0242m 44.330m TPS-5
7 467950.6099m 1554638.8822m 43.190m TPS-6
8 467885.6080m 1554585.2930m 44.640m TPS-7
9 467806.3730m 1554524.9170m 44.270m TPS-8
10 467734.6560m 1554470.3890m 42.880m TPS-9
11 467640.6710m 1554399.1670m 42.220m TPS-10
12 467546.9780m 1554327.3120m 42.160m TPS-11
13 467492.0390m 1554284.7440m 42.780m TPS-12
14 467436.5250m 1554241.3136m 44.130m TPS-13
15 467248.5577m 1553730.5350m 23.716m BM2
16 467242.9227m 1553729.5400m 23.639m TS1B
17 467232.8059m 1553687.2640m 24.750m TS1A
18 467227.1487m 1553647.7430m 28.067m TS2A
19 467199.2632m 1553646.9770m 28.013m TS3A
20 467092.1825m 1553685.1140m 28.305m TS4A
21 467042.6025m 1553647.4380m 27.641m TS5A
22 467229.2450m 1553779.8140m 23.368m TS6A
23 467244.2853m 1553971.6870m 28.464m TS7A
24 467274.7204m 1554069.4060m 32.277m TS8A
25 467245.9379m 1553656.0870m 27.207m TS3
26 467190.3406m 1553704.2960m 23.189m TS4
27 467232.8153m 1553687.2500m 24.742m TS5
28 467247.0364m 1553578.9450m 31.408m TS6
29 467257.6365m 1553561.8170m 32.401m TS7
30 467199.3124m 1553646.9580m 27.968m TS9
31 467316.3643m 1553472.7330m 38.262m TS10
32 467368.4982m 1553397.4720m 41.642m TS10
33 467281.1850m 1553591.0510m 37.048m TS11
34 467267.4476m 1553713.6660m 24.740m TS12
35 467244.2853m 1553971.6870m 28.464m TS7A
36 467317.9980m 1554136.9410m 33.967m TS9A
37 467226.1806m 1553774.8820m 23.597m BM1
38 467277.1812m 1553698.8530m 24.666m TS4
39 467333.8683m 1553693.5550m 24.921m TS5
40 467327.5110m 1553724.1000m 24.626m TS6
41 467307.2221m 1553750.5440m 12.238m TS7
106

42 467274.7204m 1554069.4060m 32.277m TS8A
43 467391.4474m 1554209.1220m 34.849m TS10A
44 467042.6025m 1553647.4380m 27.641m TS5A
45 467092.1825m 1553685.1140m 28.305m TS4A
46 466960.0904m 1553584.7410m 27.599m TS6A
47 466846.9984m 1553511.2070m 23.134m TS7A
48 467368.4982m 1553397.4720m 41.642m TS11A
49 467316.3643m 1553472.7330m 38.262m TS10A
50 467456.4770m 1553271.3460m 46.547m TS12A
51 467277.1802m 1553698.8520m 24.666m TS4
52 467333.8664m 1553693.5530m 24.921m TS5
53 467307.2211m 1553750.5430m 12.238m TS7
54 467280.2030m 1553750.8440m 11.992m TS8
55 467238.3960m 1553756.3260m 11.834m TS9
56 467177.8206m 1553738.5430m 11.116m TS10
57 467132.9213m 1553771.4910m 10.858m TS11
58 467095.0356m 1553779.8920m 10.814m TS12
59 467069.0720m 1553768.2420m 10.600m TS13
60 467046.9569m 1553765.5630m 10.610m TS14
61 467006.0686m 1553791.0360m 11.497m TS15
62 466995.3612m 1553769.6730m 10.476m TS16
63 467037.3243m 1553753.3680m 10.168m TS17
64 467229.2450m 1553779.8140m 23.368m TS1A
65 467207.6914m 1553788.0850m 24.357m TS2A
66 467204.1341m 1553769.9710m 24.887m TS3A
67 467194.9856m 1553761.0750m 21.410m TS4A
68 467381.7961m 1553726.6670m 12.487m TS18
69 467401.9789m 1553733.6020m 12.485m TS19
70 467387.6350m 1553757.3290m 20.205m TS20
71 467418.2448m 1553787.3550m 29.127m TS21
72 467368.2174m 1553775.8710m 23.269m TS22
73 467229.2450m 1553779.8140m 23.368m TS1C
74 467238.3942m 1553881.7120m 24.934m TS2C
75 467249.5212m 1553879.7890m 26.146m TS3C
76 467248.0585m 1553862.0460m 26.280m TS4C
77 467251.4046m 1553844.0190m 26.383m TS5C
107

78 467250.0787m 1553815.3870m 27.381m TS6C
79 467254.9139m 1553794.2530m 29.888m TS7C
80 467261.4030m 1553786.4410m 29.372m TS8C
81 467257.9919m 1553773.0900m 21.414m TS9C
82 467043.2592m 1553721.2900m 10.033m TS23
83 467011.8770m 1553703.6270m 9.779m TS24
84 466960.0904m 1553584.7410m 27.599m TS1B
85 466846.9984m 1553511.2070m 23.134m TS2B
86 466993.3721m 1553625.5830m 27.903m TS3B
87 466976.9753m 1553637.3100m 25.035m TS4B
88 466945.7717m 1553594.4760m 27.355m TS5B
89 467388.5687m 1553672.7340m 24.874m TS25
90 467194.9856m 1553761.0750m 21.410m TS1D
91 467204.1341m 1553769.9710m 24.887m TS2D
92 467178.0123m 1553755.5070m 19.052m TS3D
93 467232.8049m 1553687.2630m 24.750m TS1E
94 467252.0800m 1553711.5170m 24.282m TS2E
95 467232.0313m 1553738.6150m 23.493m TS3E
96 467207.1792m 1553723.3120m 26.588m TS4E
97 467201.3385m 1553732.3540m 23.446m TS5E
108
6.5. REGION IV-B

6.5.1.MANUKDOK BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.5.1 Manukdok Bridge, Puerto Princesa, Palawan

The watershed area comprises the provinces of Puerto Princesa which composes of river,
hills, valley, wide plains and some small freshwater ponds. The higher mountains ranges can
elevations, namely Anepahan Peak in the eastern part of the catchment area. The northern
part of the watershed has a wider flat land, while the southern part of the watershed has
mountainous and forested area. Most of the plains are cultivated fields, with some
remaining forest areas. In some instances, due to flat terrain, traversed by waterway or
rivers, it causes the meandering nature of the flow to assume a different geographic
orientation. There are grassed cover rather than forested areas observed along the route. It
has many types of soil ranging from clay loam to sand. There is also abundance of boulders,
gravels and sand along the river routes, that laced mostly flat landscape with their
meandering patterns.
109

Traffic flow over Manukdok Bridge has a low daily traffic flows with motor-cycles among
the highest at 60.31%, followed by passenger jeepneys at 14.70%, then by 3-axle trucks at
7.74%, motorized tricycles at 4.71%, semi-trailer at 4.22%, small trucks at 3.87% and the
rest are less than 2%.
DPWH has published traffic growth rates for the Province of Palawan in 2011 which ranges
from 2.793 percent to 3.149 percent (source: 2011 DPWH Atlas). However, the traffic
growth rates in 2011 are no longer relevant to be used in this study as the values are
somewhat lesser compared to what is now happening all over the country. Car sales shoot
up to about 23 percent in 2015 according to the Chamber of Automotive Manufacturers in
the Philip-pines, Inc. (CAMPI), while goods vehicles also registered a high percentage of
19.2 percent sales.
c. Study Result
Table 6.5.1 Traffic Study Results (Manukdok Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
1375 124 1900 0.07 A

Table 6.5.2a Hydrology Design Result (Manukdok Bridge)
Recommendation
(m) (m)
179.257 16.64 16.64 16.108 13.708 0 13.862
Table 6.5.2b Scour Depth Design (Manukdok Bridge)

Scour Depth
Bridge
1. Manukdok 13.862 0.000
110

NAMRIA benchmark PLW-60 (PAL-04) was identified within the project site and used as
490124.807E respectively in Philippine Transverse Mercator (PTM)/ PRS92. Both
benchmarks have corresponding certifications from the agency.
"PLW-60 (PAL-04) is located from Puerto Princesa City travel south bound of the road
going west coast for 45 minutes, turn right at a junction at Brgy. Montible following the
rough rugged road upon reaching Brgy. Napsan, turn left going Sitio Manudc. The station
is located along the national road going to Brgy. Apurawan (near Brgy. Napsan and Brgy.
Apurawan boundary). The station is marked with 30 x 30 x 100 cm concrete monument
inscripted with PAL-04 2005 NCIP."
- Vertical Control
reading was taken at GPS-1 to be 29.12 ms.
Table 6.5.3 Project Control Points (Manukdok Bridge)

Point
Point Number Easting Northing Description
Elevation
1 654749.4930m 1070947.6510m 33.100m NAMRIA
2 654736.2661m 1070964.3345m 29.120m GPS-1
3 655090.9221m 1071099.7310m 19.178m TS1
4 655086.4203m 1071106.5430m 19.146m TS2
5 655095.9908m 1071116.0800m 18.897m TS3
6 655119.2767m 1071120.8380m 14.617m TS4
7 655012.2732m 1071034.7610m 24.884m TS5
8 655007.7002m 1071033.6330m 25.076m TS6
9 654917.7658m 1071032.2590m 26.490m TS7
10 654912.4937m 1071038.3320m 26.336m TS8
11 655162.8624m 1071194.6990m 17.239m TS15
12 655163.1697m 1071189.4140m 17.431m TS16
13 655124.2819m 1071309.5520m 15.190m TS17
14 655125.1751m 1071300.4070m 15.312m TS18
15 655141.5940m 1071474.9500m 12.266m TS19
111
Point
Elevation
16 655143.6007m 1071483.7820m 12.089m TS20
17 655193.5703m 1071588.9910m 13.534m TS21
18 655193.5731m 1071589.0000m 13.522m TS22
19 655200.8963m 1071591.3920m 13.828m TS23
20 655261.4290m 1071724.1830m 20.764m TS24
21 655267.2226m 1071730.7920m 21.254m TS25
22 655141.4191m 1071171.8800m 16.088m BM 2
23 655083.8574m 1071113.5030m 17.409m BM 1
24 655119.2767m 1071120.8380m 14.617m TS1
25 655090.9221m 1071099.7310m 19.178m TS2
26 655186.4057m 1071090.3090m 14.917m TS4
27 655197.2937m 1071084.4190m 15.364m TS4A
28 655270.9570m 1071027.3290m 15.965m TS5
29 655285.7553m 1071020.0500m 15.959m TS6
30 655307.9932m 1070914.7410m 18.812m TS7
31 655310.5261m 1070897.4120m 19.044m TS8
32 655028.1670m 1071204.4070m 12.410m TS15
33 655019.1900m 1071211.0990m 12.095m TS16
34 654978.0241m 1071267.2890m 10.999m TS17
35 654965.5393m 1071286.7290m 10.839m TS18
36 654962.3769m 1071397.1450m 4.642m TS19
37 654963.4533m 1071389.0370m 4.509m TS20
38 654949.4124m 1071327.2930m 4.264m TS21
39 654947.2380m 1071317.7300m 3.897m TS22
40 654950.8571m 1071426.3620m 3.592m TS23
41 654912.4937m 1071038.3320m 26.336m TS8
42 654917.7658m 1071032.2590m 26.490m TS7
43 654759.4284m 1070985.6730m 26.171m TS9
44 654743.7210m 1070976.8310m 27.236m TS10
45 654688.5283m 1070897.3920m 39.268m TS11
46 654686.9256m 1070893.0490m 39.832m TS12
112
6.5.2.ILIWAN BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.5.2 Iliwan Bridge Municipality of Aborian, Palawan

General land surface features that characterize in the province of Puerto Princesa compose
of river, hills, valley, wide plains and some small freshwater ponds. The higher mountains
(drainage area map included in this report). Those mountain ranges converge on some other
peak elevations, namely Anepahan Peak in the eastern part of the catchment area. The main
river (Iliwan River) has its own tributaries. The eastern part of the watershed has
mountainous and forested area while the downstream area has relatively flat terrain. Most
of the plains are cultivated fields, with some remaining forest reserves. There are several
waterways on river flowing towards Iliwan River where the bridge project is located which is
nearby the coastline of Iliwan town. The riverbank is abundantly vegetated by trees. In some
instances, due to flat terrain, traversed by waterway or rivers, it causes the meandering
nature of the flow to assume a different geographic orientation. There are clear water cover
rather than grass areas observed along the route. Extensive deposits of silty sand material
are noticeable along the river near the bridge site. There is also abundance of gravels and
sand along the river routes that laced mostly flat landscape with their meandering patterns.
113

Traffic flow over Iliwan Bridge has a low daily traffic flows with motorcycles among the
highest at 70.37%, followed by passenger jeepneys at 12.96%, then by 3-axle trucks at
7.96%, cars at 6.56% and the rest are less than 1%
19.2 percent sales.
c. Study Result
Table 6.5.4 Traffic Study Results (Iliwan Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
390 35 1200 0.03 A

Table 6.5.5a Hydrology Design Result (Iliwan Bridge)
Recommendation
(m) (m)
203.589 20.84 20.84 20.814 17.414 0.513 15.12
Table 6.5.5b Scour Depth Design (Iliwan Bridge)

Scour Depth
Bridge
1. Iliwan 15.12 0.513
114

NAMRIA benchmark PWC-42 and PLW-4080 were identified within the project site and
used as reference for horizontal control establishment with coordinates 1066510.643N,
486506.353E and 1062303.683N, 483044.765E respectively in Philippine Transverse
Mercator (PTM)/ PRS92. Both benchmarks have corresponding certifications from the
agency.
PWC-42 is located at Barangay Aporawan, Aborlan, Palawan located at road intersection

at Sitio Longpoint.Station mark is the head of a 2" copper nail centered on a 20X20X60cm.
concrete monument with inscriptions "pwc-92; 2012; NAMRIA."
PLW-4080 is from Puerto Princesa City proper, travel W towards Brgy. Apurawan. Station
is located near the JTR waiting shed. Mark is the head of 4” copper nail flushed in cement
putty embedded on the ground with inscriptions “PLW-4080 2008 NAMRIA”.
- Vertical Control
reading was taken at GPS-1 to be 9.0 m.
Table 6.5.6 Porject Coontrol Points (Iliwan Bridge)

Point
Elevation
1 651148.1669m 1066812.5829m 9.630m NAMRIA
2 651216.3842m 1066791.6078m 8.160m TPS-1
3 651264.7725m 1066705.0815m 9.670m TPS-2
4 651323.9146m 1066618.8681m 13.010m TPS-3
5 651382.7019m 1066546.7087m 17.160m TPS-4
6 651382.7020m 1066546.7090m 17.440m TPS-4
7 651405.4454m 1066513.6567m 18.190m TPS-5
8 651414.3320m 1066452.0720m 22.110m TPS-6
9 651433.5540m 1066384.1560m 27.310m TPS-7
10 651468.9773m 1066318.7666m 32.660m TPS-8
11 651511.1640m 1066289.0744m 32.670m TPS-9
12 651554.9660m 1066248.3220m 32.960m TPS-10
115
Point
Elevation
13 651593.7879m 1066197.2560m 35.140m TPS-11
14 651621.0340m 1066175.9340m 36.190m TPS-12
15 652162.5646m 1066202.8270m 19.294m TS1
16 652147.2180m 1066214.9480m 17.818m TS2
17 652042.3136m 1066218.2370m 20.911m TS3
18 652046.9538m 1066218.9220m 20.662m TS4
19 651944.7474m 1066180.6500m 23.068m TS5
20 651886.1149m 1066158.0600m 24.255m TS5
21 651877.9713m 1066157.2200m 24.418m TS6
22 651682.2481m 1066165.6400m 26.434m TS7
23 651674.5918m 1066168.0340m 26.633m TS8
24 652148.6841m 1066249.0410m 17.332m TS11
25 652150.3925m 1066298.4670m 16.435m TS12
26 652167.1216m 1066379.5500m 16.166m TS13
27 652164.1282m 1066393.9160m 15.874m TS14
28 652164.1282m 1066393.9160m 15.874m TS15
29 652163.8137m 1066478.9010m 15.439m TS16
30 652171.2478m 1066499.8440m 15.512m TS17
31 652171.2492m 1066499.8570m 15.512m TS17
32 652185.6329m 1066590.1360m 14.763m TS18
33 652188.1553m 1066606.0170m 14.170m TS19
34 652178.1070m 1066213.8030m 18.815m BM1
35 652100.5916m 1066204.6100m 19.365m BM2
36 652127.8274m 1066120.4130m 18.929m TS20
37 652129.2173m 1066110.4110m 19.071m TS21
38 652188.1969m 1065938.6710m 20.136m TS22
39 652189.0676m 1065927.0470m 20.012m TS23
40 652037.1458m 1065848.8680m 22.491m TS24
41 652052.5547m 1065858.0250m 21.918m TS25
42 652162.5646m 1066202.8270m 19.294m TS1
43 652262.7886m 1066204.3370m 23.409m TS2
44 652279.9385m 1066212.6970m 23.630m TS3
116
Point
Elevation
45 652147.2180m 1066214.9480m 17.818m TS4
46 652105.8844m 1066218.2490m 18.665m TS5
47 652375.1310m 1066227.4810m 25.500m TS6
48 652387.5934m 1066234.3920m 25.635m TS7
49 652445.9619m 1066303.8350m 23.647m TS8
50 652450.9241m 1066311.4490m 23.172m TS9
51 652522.1929m 1066396.4270m 18.102m TS10
52 652524.4254m 1066407.2080m 17.947m TS11
117
6.5.3.TAGALIPIT BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.5.3 Tagalipit Bridge, Municipality of Aborian, Palawan

In the upper reaches of the Tagalipit River, some channelization and terracing is starting to
occur, where the river at elevation 450m with a slope of 0.0615. The higher mountains
(drainage area map included in this report). Those mountain ranges converge on some other
peak elevations, namely Anepahan Peak. Most of the plains are agricultural fields with some
remaining forest reserves. Constricted river were observe upstream and it widens as it flows
down on flat surface downstream. Vegetated and forested mountain upstream contributes
to the irrigation of corn fields downstream. Bridge site has vegetated river and forested
along the river. Extensive deposits of sandy soil are noticeable along the river at flat terrain
and abundance of boulders and gravels upstream. Meandering pattern of river were
observed.

Traffic flow over Tagalipit Bridge has a low daily traffic flows with motorcy-cles among the
highest at 68.91%, followed by passenger jeepneys at 14.13%, then by small
trucks/delivery vans at 7.67%, cars at 5.11%, rigid 2-axle trucks at 3.77%, and the mini bus
at less than 1%.
118
19.2 percent sales.
growth rates were assumed at 4.5 percent for pas-senger vehicles and 4.0 percent for
economic activity within the di-rect influence area of the bridge.
c. Study Result
Table 6.5.7 Traffic Study Results (Tagalipit Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
481 43 1200 0.04 A

Table 6.5.8a Hydrology Design Result (Tagalipit Bridge)
Recommendation
(m) (m)
98.191 9.02 9.02 8.99 6.69 0 13.38
Table 6.5.8b Scour Depth Design (Tagalipit Bridge)

Scour Depth
Bridge
1. Tagalipit 13.38 0.000

NAMRIA benchmark PLW-4080 were identified within the project site and used as
483044.765E respectively in Philippine Transverse Mercator (PTM)/ PRS92. Both
119
PLW-4080 is from Puerto Princesa City proper, travel W towards Brgy. Apurawan. Station
is located near the JTR waiting shed.Mark is the head of 4" copper nail flushed in cement
putty embedded on the ground with inscriptions "plw-40802008 NAMRIA.
- Vertical Control
reading was taken atGPS-1 to be 4.0ms.
Table 6.5.9 Project Control Points (Tagalipit Bridge)

1 647704.0930m 1062589.3520m 4.360m namria
2 647699.1520m 1062570.5849m 4.120m TPS-1
3 647864.7808m 1062687.9810m 7.850m TS1
4 647824.6499m 1062634.5000m 7.276m TS3
5 647817.8740m 1062623.6960m 6.915m TS4
6 647938.2492m 1062657.2500m 7.097m TS5
7 647915.8530m 1062819.8030m 16.132m TS6
8 648037.4385m 1062977.1790m 16.289m TS7
9 648102.5091m 1063090.3050m 10.371m TS8
10 647973.1095m 1062641.5760m 7.026m TS9
11 647980.4993m 1062620.2520m 7.261m TS10
12 647999.5453m 1062609.6140m 7.428m TS11
13 648032.8185m 1062584.2970m 8.971m TS12
14 648068.3284m 1062609.8160m 8.186m TS13
15 648077.1059m 1062611.9250m 8.182m TS14
16 648110.3757m 1062611.4710m 9.208m TS15
17 647849.5027m 1062655.3380m 7.540m BM1
18 647862.5631m 1062704.5890m 7.651m BM2
19 647823.9521m 1062700.4570m 7.240m TS1
20 647830.0266m 1062704.2900m 7.398m TS2
21 647794.4035m 1062698.1900m 6.838m TS3
22 647786.6136m 1062696.7680m 6.624m TS4
120

23 647784.5046m 1062680.3270m 6.960m TS5
24 647754.4099m 1062661.1790m 6.300m TS6
25 647754.0150m 1062665.8200m 6.368m TS7
26 647733.6147m 1062705.1750m 5.919m TS8
27 647733.8149m 1062709.6180m 5.821m TS9
28 647817.8740m 1062623.6960m 6.915m TS1
29 647824.6499m 1062634.5000m 7.276m TS2
30 647759.0868m 1062597.5000m 7.409m TS3
31 647712.3647m 1062575.4080m 7.654m TS4
32 647672.1281m 1062508.4130m 8.290m TS5
33 647653.7948m 1062431.7180m 8.407m TS6
34 647706.9881m 1062856.4110m 4.900m TS7
35 647557.0827m 1062279.4260m 7.969m TS8
36 647584.7024m 1062315.0440m 8.029m TS9
37 647824.6499m 1062634.5000m 7.276m TS1
38 647692.3548m 1062893.6390m 4.800m TS2
39 647823.9521m 1062700.4570m 7.240m TS3
40 647836.5662m 1062693.3620m 6.841m TS4
121
6.6. REGION V
6.6.1.SAN VICENTE BRIDGE 1
Location Map:
Source: NAMRIA Map

Figure 6.6.1 San Vicente Bridge I, Municipality of Libon, Albay

The bridge site crosses a waterway which is connected to irrigation aside the Talisay River.
The watershed is just a small part a flat terrain and most of the plains are agricultural fields
with some remaining forest reserves. Although the catchment area is relatively small, there
is a continuous flow of water that contributes to the irrigation of the rice fields. There is also
mostly flat landscape with their meandering patterns. It has many types of soil ranging from
clay loam to sand.

Table 6.6.1 – Summary of Subsurface Materials (San Vicente Bridge I)

Sand, Silt, Clay SM, CL‐ML 0.00 ‐28.50 2‐35
BH‐1 Sand, Silt, Clay CL‐ML 28.50 ‐ 43.50 18‐41 5.20
Sand, Silt, Clay CL‐ML 43.50 – 48.0 50>
Silt, Clay, Sand, Gravel CL‐ML, GW‐GM 0.00 ‐ 28.50 8‐30
BH‐2 Sand, Silt CL‐ML, CH 28.50 ‐ 42.00 14‐32 3.40
Sand, Silt, Clay CL‐ML 42.00 – 48.60 50>
122
Table 6.6.2 – Summary of Groundwater Table(San Vicente Bridge I)

BH‐1 5.20
BH‐2 3.40
Table 6.6.3 – Allowable Soil Bearing Capacity Value (San Vicente Bridge I)
75 1.50
90 1.5‐3.0
BH‐1 Abutment
130 3.0‐4.0
145 4.0‐6.0
60 1.50
75 1.5‐3.0
BH‐2 Abutment
90 3.0‐4.0
100 4.0‐6.0
d. Settlement
capacity is not exceeded
Legaspi Lineament. This fault is situated at an approximate distance of less than 1.0 km
southwest from the project site. Hence, considerations should be made in designing the
structure to resist against earthquake. As a conservative approach, the design ground
acceleration can be based from this fault. The highest ground acceleration value shall be
adopted for this site. The National Structural Code of the Philippines (NSCP, 1997) Code
prescribes a minimum value of 0.40 g for bridges located in the seismic zone 4. For design
purposes, the Designer can decide on which value to adopt for this project. This site falls in
the Seismic Zone 4, having Z = 0.4.
123
Figure 6.6.2 Nearest Fault to the Project Site (Phivolcs, 2017)
ground surface. Results from the analysis of two (2) borehole data obtained from this site,
and design.
Table 6.6.4 – Summary of Ultimate Pile Capacity Data for BH‐1 (San Vicente Bridge I)
BH‐01 Pile Capacity Data San Vicente
Br. 1 m
Depth Bored Driven
1.5 3.0 14 230 23 230
3.0 4.5 74 518 121 518
4.5 6.0 67 518 109 518
6.0 7.5 39 518 63 518
7.5 9.0 32 518 52 518
9.0 10.5 35 576 58 576
10.5 12.0 35 576 58 576
12.0 13.5 53 748 86 748
13.5 15.0 60 748 98 748
15.0 16.5 74 748 121 748
16.5 18.0 49 748 81 748
18.0 19.5 46 748 75 748
19.5 21.0 70 1036 115 1036
21.0 22.5 67 1036 109 1036
124
22.5 24.0 74 1036 121 1036

24.0 25.5 67 1036 109 1036
25.5 27.0 81 1036 132 1036
27.0 28.5 84 1036 138 1036
28.5 30.0 144 1036 236 1036
30.0 31.5 81 1036 132 1036
31.5 33.0 113 1036 184 1036
33.0 34.5 109 1036 178 1036
34.5 36.0 102 1036 167 1036
36.0 37.5 77 1036 127 1036
37.5 39.0 98 1036 161 1036
39.0 40.5 63 1036 104 1036
40.5 42.0 123 2015 201 2015
42.0 43.5 127 2072 207 2072
43.5 48.0 176 2878 250 2878
Table 6.6.5 – Summary of Ultimate Pile Capacity Data for BH‐2 (San Vicente Bridge I)
BH‐02 Pile Capacity Data San Vicente
Br. 1 m
Depth Bored Driven
1.5 3.0 32 460 52 460
3.0 4.5 46 460 75 460
4.5 6.0 39 460 63 460
6.0 7.5 46 460 75 460
7.5 9.0 35 460 58 460
9.0 10.5 28 460 46 461
10.5 12.0 46 518 75 518
12.0 13.5 32 518 52 518
13.5 15.0 42 575 69 575
15.0 16.5 49 575 81 575
16.5 18.0 35 576 58 576
18.0 19.5 39 633 63 633
19.5 21.0 77 690 127 690
21.0 22.5 67 690 109 690
22.5 24.0 56 690 92 690
24.0 25.5 42 691 69 691
25.5 27.0 63 805 104 805
27.0 28.5 49 806 81 806
28.5 30.0 113 1093 184 1093
30.0 31.5 67 1094 109 1093
31.5 33.0 91 1093 150 1093
33.0 34.5 84 1093 138 1093
34.5 36.0 91 1093 150 1093
36.0 37.5 84 1093 138 1093
37.5 39.0 91 1093 150 1093
39.0 40.5 67 1094 109 1094
40.5 42.0 102 1669 167 1669
42.0 43.5 141 2302 230 2303
43.5 48.0 176 2878 250 2878
125
Table 6.6.6 – Recommended Pile Tip (San Vicente Bridge I)


Traffic flow over San Vicente Bridge is considered high with the following percentage of
motorized vehicles; motorized tricycles at 40.03%, motorcycles at 36.48%, Cars at 11.90%,
small delivery trucks/vans at 5.11%, passenger jeepneys at 2.20% with the rest less than
one percent, while pedicab or non-motorized mode of transport account for 2.74%.
DPWH has published traffic growth rates for the Province of Albay in 2011 which ranges
from 2.167 percent to 2.767 percent (source: 2011 DPWH At-las). However, the traffic
19.2 percent sales.
c. Study Result
Table 6.6.7 Traffic Study Results (San Vicente Bridge I)

Peak Hour
AADT
(pcu/d)
(9%)
18662 1680 2000 0.84 D For widening

Table 6.6.8a Hydrology Design Result (San Vicente Bridge I)
Recommendation
(m) (m)
7.091 20.98 20.98 20.977 16.977 0.086 21.16
126
Table 6.6.8b Scour Depth Design (San Vicente Bridge I)

Scour Depth
Bridge
1. San Vicente Bridge I 21.16 0.086

NAMRIA benchmark ABY-4250 was identified within the project site and used as reference
for horizontal control establishment with coordinates 1477249.536N, 575307.768E
respectively in Philippine Transverse Mercator (PTM)/ PRS92. Both benchmarks have
The station is located at Barangay Bacolod, Libon, Albay along the road about 3 meters
away from the bridge and 100 meters away from the Welcome arc of Barangay Bacolod.
Station mark is the head of a 4" non-corrosive metal in cement block with inscription "alb
no. 3715."
- Vertical Control
reading was taken at BM 1 to be 19.12.
Table 6.6.9 Project Control Points (San Vicente Bridge I)

Point
Point Number Easting Northing Raw Description
Elevation
1 547633.5805m 1467085.0410m 21.844m TS4
2 548102.2823m 1467368.5700m 20.499m TS4
3 548109.0851m 1467371.4670m 20.430m TS5
4 547851.0313m 1467146.1940m 19.969m TS6
5 547851.1663m 1467145.8820m 19.958m TS7
6 547876.2161m 1467226.1100m 21.898m TS8
7 547872.3490m 1467232.1330m 21.897m TS9
8 547601.5053m 1467065.9970m 21.969m TS1
9 547563.0445m 1467036.1410m 21.588m TS3
127
Point
Point Number Easting Northing Raw Description
Elevation
10 547568.4309m 1467039.7150m 21.710m TS5
11 547509.1391m 1467003.0130m 20.410m TS6
12 547436.9404m 1466965.5400m 19.817m TS7
13 547633.5805m 1467085.0410m 21.844m TS1
14 547655.7142m 1467050.0480m 19.228m TS3
15 547641.1976m 1467077.3370m 19.744m BM2
16 547676.5807m 1467027.0710m 19.080m TS3
17 547684.8571m 1466998.2470m 19.174m TS5
18 547633.5805m 1467085.0410m 21.844m TS1
19 547690.1717m 1467114.9130m 20.369m TS4
20 547759.2226m 1467156.0700m 20.055m TS5
21 547828.9899m 1467197.0430m 21.606m TS6
22 547824.6851m 1467204.0940m 21.492m TS7
23 547824.6862m 1467204.0940m 21.492m TS8
24 547581.6717m 1467106.4160m 19.415m TS9
25 547588.3926m 1467081.0280m 19.572m TREE
26 547387.3634m 1466933.4550m 20.117m TS8
27 547327.2023m 1466866.1880m 20.519m TS9
28 547281.9107m 1466804.1230m 20.867m TS10
29 547230.0451m 1466753.2790m 21.527m TS11
30 547824.6862m 1467204.0940m 21.492m TS2
31 547962.4397m 1467279.0670m 20.993m TS3
32 547549.5238m 1467112.1220m 18.590m TS10
33 547531.3993m 1467148.1970m 19.308m TS11
34 547488.8749m 1467198.0940m 17.995m TS12
35 547437.0849m 1467256.9610m 17.612m TS13
36 547593.1505m 1467067.8740m 19.120m BM1
37 547599.9135m 1467058.0170m 21.894m TS12
38 547597.1796m 1467063.9370m 21.892m NAMRIA ABY 3715
39 547666.7402m 1466966.0180m 19.026m TS6
40 547712.3692m 1466895.9620m 19.677m TS7
128
6.6.2.PAGATPATAN-COGUIT BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.6.3 Pagatpatan-Coguit Bridge, Municipality of Balatan, Camarines Sur

General land surface features that characterize in the province of Camarines Sur compose of
river, hills, valley, wide plains and some small freshwater ponds. The higher mountains
(drainage area map included in this report).. The main river (Pagatpatan River) has its own
tributaries. The upstream part of the watershed has mountainous and forested area while
the downstream area has relatively flat terrain. Most of the plains are cultivated fields, with
some remaining forest reserves. There are several waterways on river flowing towards
Pagatpatan River where the bridge project is located which is nearby the coastline of Coguit
Point. The riverbank is abundantly vegetated by trees. In some instances, due to flat terrain,
traversed by waterway or rivers, it causes the meandering nature of the flow to assume a
different geographic orientation. There are clear water cover rather than grass areas
observed along the route. Extensive deposits of silty sand material are noticeable along the
river near the bridge site. There is also abundance of gravels and sand along the river routes
that laced mostly flat landscape with their meandering patterns.
129
Table 6.6.10 – Summary of Subsurface Materials (Pagatpatan-Coguit Bridge)

Gravel, Sand, Silt, Clay SC‐SM 0.00 ‐ 3.00 32‐37
BH‐1 Sand, Silt, Clay CL‐ML 3.00 ‐ 25.50 14‐50> 6.90
Sand, Silt, Clay CL‐ML, CH‐CL 25.50 – 36.60 37‐50>
Silt, Clay, Sand, Gravel SC, SM 0.00 ‐ 6.00 2‐8
BH‐2 Sand, Silt, Clay CH, CL, ML 6.00 ‐ 24.00 6‐49 4.70
Sand, Silt, Clay CL, ML 24.00 – 36.00 50>
Silt, Sand, Gravel SM 0.00 ‐ 4.00 3‐8
BH‐3 Silt, Clay, Sand CL. ML, CH 4.00 ‐ 25.50 2‐47 1.05
Clay, Sand CH‐CL 25.50 – 33.00 50>
Sand, Silt, Gravel SW‐SM, SC 0.00 ‐ 9.00 6‐31
BH‐4 Silt, Clay, Sand, Gravel CL, ML, CH 9.00 ‐ 30.00 6‐47 2.15
Clay, Sand CL‐CH 30.00‐36.00 50>
Table 6.6.11 – Summary of Groundwater Table (Pagatpatan-Coguit Bridge)

BH‐1 6.90
BH‐2 4.70
BH‐3 1.05
BH‐4 2.15
Table 6.6.12 – Allowable Soil Bearing Capacity Value (Pagatpatan-Coguit Bridge)

60 1.50
70 1.5‐3.0
BH‐1 Abutment
85 3.0‐4.0
90 4.0‐6.0
60 1.50
65 1.5‐3.0
BH‐4 Abutment
80 3.0‐4.0
90 4.0‐6.0
d. Settlement
The settlement is not likely to exceed 25 mm provided the given soil bearing capacity is not
exceeded
Legaspi Lineament. This fault is situated at an approximate distance of 7.90 km northeast
from the project site. Hence, considerations should be made in designing the structure to
resist against earthquake. As a conservative approach, the design ground acceleration can
130
be based from this fault. The highest ground acceleration value shall be adopted for
this site. The National Structural Code of the Philippines (NSCP, 1997) Code prescribes a
Figure 6.6.4 Nearest Fault to the Pagatpatan-Coguit Bridge (Phivolcs, 2017)
and design.
Table 6.6.13 – Summary of Ultimate Pile Capacity Data for BH‐1 (Pagatpatan-Coguit Bridge)
BH‐01 Pile Capacity Data Pagatpatan‐Coguit Br.
1.0 2.0 127 805 207 805
2.0 3.0 130 805 213 805
3.0 4.0 176 805 288 805
4.0 5.0 49 806 81 806
5.0 6.0 53 863 86 863
6.0 7.5 60 979 98 979
131
7.5 9.0 102 1669 167 1669

9.0 10.5 116 1899 190 1900
10.5 12.0 141 2129 230 2303
12.0 13.5 176 2129 288 2705
13.5 15.0 148 2129 242 2705
15.0 16.5 169 2129 276 2705
16.5 18.0 176 2129 288 2705
18.0 19.5 176 2129 288 2705
19.5 21.0 148 2129 242 2705
21.0 22.5 162 2129 265 2705
22.5 24.0 176 2129 288 2705
24.0 25.5 130 2130 213 2705
25.5 27.0 158 2590 259 2705
27.0 28.5 176 2705 288 2705
28.5 30.0 169 2705 276 2705
30.0 31.5 165 2705 271 2705
31.5 33.0 169 2705 276 2705
33.0 34.5 165 2705 271 2705
34.5 36.0 176 2878 288 2878
BH‐02 Pile Capacity Data Pagatpatan‐Coguit
Br.
1.0 2.0 7 115 12 115
2.0 3.0 18 288 29 288
3.0 4.0 28 345 46 345
4.0 5.0 28 345 46 345
5.0 6.0 25 345 40 345
6.0 7.5 21 345 35 345
7.5 9.0 49 806 81 806
9.0 10.5 70 978 115 978
10.5 12.0 77 978 127 978
12.0 13.5 81 978 132 978
13.5 15.0 60 979 98 979
15.0 16.5 120 1957 196 1957
16.5 18.0 127 2072 207 2072
18.0 19.5 130 2130 213 2130
19.5 21.0 148 2418 242 2418
21.0 22.5 172 2762 250 2763
22.5 24.0 169 2763 250 2763
24.0 36.0 176 2878 250 2878
1.0 2.0 11 115 17 115
2.0 3.0 11 115 17 115
3.0 4.0 7 115 12 115
132
4.0 5.0 7 115 12 115

5.0 6.0 14 230 23 230
6.0 7.5 18 288 29 288
7.5 9.0 21 345 35 345
9.0 10.5 49 806 81 806
10.5 12.0 60 979 98 979
12.0 13.5 70 1093 115 1151
13.5 15.0 67 1094 109 1094
15.0 16.5 106 1727 173 1727
16.5 18.0 109 1784 178 1784
18.0 19.5 113 1842 184 1842
19.5 21.0 134 2187 219 2187
21.0 22.5 155 2533 253 2533
22.5 24.0 158 2590 259 2590
24.0 25.5 165 2705 271 2706
25.5 33.0 176 2878 250 2878
Table 6.616 – Summary of Ultimate Pile Capacity Data for BH‐4 (Pagatpatan-Coguit Bridge)
1.0 2.0 14 230 23 230
2.0 3.0 25 230 40 230
3.0 4.0 28 230 46 230
4.0 5.0 32 230 52 230
5.0 6.0 14 230 23 230
6.0 7.5 28 345 46 345
7.5 9.0 21 345 35 345
9.0 10.5 21 345 35 345
10.5 12.0 28 460 46 461
12.0 13.5 49 806 81 806
13.5 15.0 56 863 92 863
15.0 16.5 53 863 86 863
16.5 18.0 77 1266 127 1266
18.0 19.5 84 1381 138 1382
19.5 21.0 88 1439 144 1439
21.0 22.5 91 1497 150 1497
22.5 24.0 106 1727 173 1727
24.0 25.5 120 1957 196 1957
25.5 27.0 151 2475 248 2475
27.0 28.5 151 2475 248 2475
28.5 30.0 165 2705 271 2706
30.0 36.0 176 2878 250 2878
Table 6.6.17 – Recommended Pile Tip (Pagatpatan-Coguit Bridge)

BH‐4 30.0 Ground surfae
133

Traffic flow over Pagatpatan-Coguit Bridge is light mostly composed of light vehicles. The
highest traffic is motorcycles at 63.31% followed by motorized tricycles at 18.22, cars at
5.68%, passenger jeepneys at 2.27%, then by small delivery trucks/vans at 2.05%. Pedicab
or non-motorized mode of transport account for 8.47%.
the Philippines, Inc. (CAMPI), while goods vehicles also registered a high percentage of
19.2 percent sales.
c. Study Result
Table 6.6.18 – Traffic Study Results (Pagatpatan-Coguit Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
2579 232 600 0.39 B

Table 6.6.19 – Hydrology Design Result (Pagatpatan-Coguit Bridge)
Recommendation
(m) (m)
165.288 7.32 5.56 7.32 4.12 0.614 19.14
Table 6.6.19b Scour Depth Design (Pagatpatan-Coguit Bridge)

Scour Depth
Bridge
1. Pagatpatan-Coguit Bridge I 19.14 0.614
134

- Principal Horizontal Benchmark
NAMRIA benchmark CMS 3191 was identified within the project site and used as
reference for horizontal control establishment with coordinates 1,469,870.707N,
525,908.846E respectively in Philippine Transverse Mercator (PTM)/ PRS92. Both
CMS3191 is located at Barangay Coguit, Municipality of Balatan, Province of Camarines

Sur infront of the Zone-5 marker at the right side of the road going to plaza. Station mark
is the head of a 4" copper nail flushed in a 20 x 20 x 100 block embedded on the ground
with inscription "CMS-3919; 2010; DENR/LMS-V."
- Vertical Control
reading was taken at BM 1 to be 6.84.
Table 6.6.20 – Project Control Points (Pagatpatan-Coguit Bridge)

1 525908.8493m 1469870.7012m 10.160m NAMRIA
2 525940.5140m 1469830.8970m 9.560m TPS-1
3 525997.6440m 1469796.8710m 8.330m TPS-2
4 526060.2487m 1469760.0066m 8.010m TPS-3
5 526129.2343m 1469711.3547m 7.150m TPS-4
6 526567.9079m 1469493.3970m 8.070m TS1
7 526550.8008m 1469499.1960m 7.430m TS2
8 526675.9554m 1469463.5470m 7.306m TS3
9 526714.9972m 1469442.2100m 7.491m TS4
10 526784.8850m 1469402.2440m 7.766m TS5
11 526859.2594m 1469374.5880m 8.083m TS6
12 526595.9626m 1469440.7980m 5.189m TS8
13 526575.2664m 1469523.0000m 3.472m TS9
14 526589.3705m 1469600.3650m 3.525m TS10
15 526634.7592m 1469482.5450m 5.562m BM2
135

16 526556.6511m 1469508.1630m 6.844m BM1
17 526650.9624m 1469650.3440m 3.795m TS1
18 526766.7075m 1469631.8170m 5.680m TS2
19 526264.8490m 1469631.7920m 7.254m TS1
20 526300.8916m 1469609.6340m 7.346m TS2
21 526170.2476m 1469686.6910m 6.343m TS3
22 526550.8008m 1469499.1960m 7.430m TS1
23 526567.9079m 1469493.3970m 8.070m TS2
24 526497.6715m 1469518.0540m 7.826m TS3
25 526424.9239m 1469551.3290m 7.584m TS4
26 526362.5959m 1469572.9820m 7.254m TS5
27 526300.9338m 1469609.6040m 7.375m TS6
28 526260.2924m 1469598.1070m 5.907m TS7
136
6.6.3.TABOC BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.6.5 Taboc Bridge, Municipality of Juban, Sorsogon

The watershed area comprises the province of Sorsogon which composes of river, hills,
elevations, namely Mt. Bulusan in the upstream part of the catchment area. There is also a
mountain known as Mt.Jormajan. Both the main river (Cadacan River) which is connected to
Malacatan River each has their tributaries. The northern part of the watershed has a wider
flat land, while the southern part of the watershed has mountainous and forested area.
Most of the plains are cultivated fields, with some remaining forest areas. In some instances,
due to flat terrain, traversed by waterway or rivers, it causes the meandering nature of the
flow to assume a different geographic orientation. There is clear water with partially mud
cover rather than forested areas observed along the route. It has many types of soil ranging
from clay loam to sand. There is also abundance of boulders, gravels and sand along the
river routes, that laced mostly flat landscape with their meandering patterns.
137
Table 6.6.21 – Summary of Subsurface Materials (Taboc Bridge)

Gravel, Sand, Silt, Clay SM, ML‐CL 0.00 ‐ 22.50 2‐30
BH‐1 Sand, Silt, Clay ML‐CL 22.50 ‐ 33.00 22‐50> 5.10
Sand, Silt, Clay ML‐CL 33.00 – 39.00 50>
Gravel, Sand, Silt, Clay SM‐SC, ML‐CL 0.00 ‐ 22.50 2‐32
Sand, Silt, Clay ML‐CL, SC‐SM 34.50 – 37.50 50>
Gravel, Sand, Silt, Clay SM, ML‐CL 0.00 ‐ 9.00 2‐30
Sand, Silt, Clay SC‐SM 30.00 – 37.50 50>
Sand, Silt, Clay CL‐ML 0.00 ‐ 7.50 4‐8
BH‐4 Sand, Silt, Clay SM, ML‐CL 7.50 ‐ 30.00 9‐50> 5.40
Sand, Silt SM 30.00 – 34.20 50>
b. Ground Water Elevation 2
Table 6.6.22 – Summary of Groundwater Table (Taboc Bridge)

BH‐1 5.10
BH‐4 5.40
Table 6.6.23 – Allowable Soil Bearing Capacity Value (Taboc Bridge)

50 1.50
65 1.5‐3.0
BH‐1 & 2 Abutment
70 3.0‐4.0
75 4.0‐6.0
d. Settlement
The nearest fault that can generate large‐scale magnitude earthquake for this site is situated
at an approximate distance of 37.80 km west from the project site. Hence, considerations
should be made in designing the structure to resist against earthquake. As a conservative
approach, the design ground acceleration can be based from this fault. The highest ground
acceleration value shall be adopted for this site. The National Structural Code of the
Philippines (NSCP, 1997) Code prescribes a minimum value of 0.40 g for bridges located in
138
the seismic zone 4. For design purposes, the Designer can decide on which value to adopt
for this project. This site falls in the Seismic Zone 4, having Z = 0.4.
Figure 6.6.7. Nearest Fault to the Taboc Bridge (Phivolcs, 2017)
and design.
Table 6.6.24 – Summary of Ultimate Pile Capacity Data for BH‐1 (Taboc Bridge)
BH‐01 Pile Capacity Data Taboc Br.
1.0 2.0 31 115 6 115
2.0 3.0 7 115 12 115
3.0 4.0 18 115 29 115
4.0 5.0 21 115 35 115
5.0 6.0 25 115 40 115
6.0 7.5 7 115 12 115
7.5 9.0 32 518 52 518
9.0 10.5 64 748 48 748
10.5 12.0 66 748 60 748
12.0 13.5 68 748 40 748
13.5 15.0 53 748 86 748
139
15.0 16.5 67 748 109 748

16.5 18.0 46 748 75 748
18.0 19.5 53 748 86 748
19.5 21.0 46 748 75 748
21.0 22.5 84 1266 138 1266
22.5 24.0 176 1266 288 1266
24.0 25.5 77 1266 127 1266
25.5 27.0 165 1439 271 1439
27.0 28.5 88 1439 144 1439
28.5 30.0 123 2015 201 2015
30.0 31.5 176 2878 288 2185
31.5 33.0 134 2187 219 2187
33.0 34.5 176 2878 288 2878
34.5 36.0 67 2878 100 5500
36.0 37.5 70 2878 100 5500
37.5 39.0 73 2878 100 5500
1.0 2.0 31 115 6 115
2.0 3.0 7 115 12 115
3.0 4.0 14 172 23 172
4.0 5.0 18 172 29 172
5.0 6.0 21 172 35 172
6.0 7.5 11 173 17 173
7.5 9.0 35 576 58 576
9.0 10.5 46 575 75 575
10.5 12.0 113 575 184 575
12.0 13.5 74 575 121 575
13.5 15.0 35 576 58 576
15.0 16.5 53 633 86 633
16.5 18.0 39 633 63 633
18.0 19.5 88 1381 144 1381
19.5 21.0 113 1381 184 1381
21.0 22.5 84 1381 138 1382
22.5 24.0 176 2072 250 2475
24.0 25.5 169 2072 250 2475
25.5 27.0 151 2072 248 2475
27.0 28.5 176 2072 250 2878
28.5 30.0 176 2072 250 2878
30.0 31.5 59 2072 72 3500
31.5 33.0 62 2648 92 4500
33.0 34.5 65 2878 100 5500
34.5 36.0 67 2878 100 5500
36.0 37.5 70 2878 100 5500
37.5 39.0 73 2878 100 5500
140
1.0 2.0 31 172 6 172
2.0 3.0 36 172 6 172
3.0 4.0 11 172 17 173
4.0 5.0 18 172 29 288
5.0 6.0 28 172 46 461
6.0 7.5 56 173 6 600
7.5 9.0 60 403 14 978
9.0 10.5 64 978 54 978
10.5 12.0 66 978 56 978
12.0 13.5 120 978 196 978
13.5 15.0 113 978 184 978
15.0 16.5 77 978 127 978
16.5 18.0 67 978 109 978
18.0 19.5 60 979 98 979
19.5 21.0 95 1439 155 1439
21.0 22.5 91 1439 150 1439
22.5 24.0 106 1439 173 1439
24.0 25.5 120 1439 196 1439
25.5 27.0 88 1439 144 1439
27.0 28.5 106 1727 173 1727
28.5 30.0 134 2187 219 2187
30.0 31.5 176 2590 288 2878
31.5 33.0 62 2590 94 4500
33.0 34.5 65 2590 90 5000
34.5 36.0 67 2878 100 5500
36.0 37.5 70 2878 100 5500
37.5 39.0 73 2878 100 5500
1.0 2.0 14 230 23 230
2.0 3.0 25 230 40 230
3.0 4.0 28 230 46 230
4.0 5.0 32 230 52 230
5.0 6.0 14 230 23 230
6.0 7.5 28 345 46 345
7.5 9.0 21 345 35 345
9.0 10.5 21 345 35 345
10.5 12.0 28 460 46 461
12.0 13.5 49 806 81 806
13.5 15.0 56 863 92 863
15.0 16.5 53 863 86 863
16.5 18.0 77 1266 127 1266
18.0 19.5 84 1381 138 1382
19.5 21.0 88 1439 144 1439
21.0 22.5 91 1497 150 1497
141
22.5 24.0 106 1727 173 1727

24.0 25.5 120 1957 196 1957
25.5 27.0 151 2475 248 2475
27.0 28.5 151 2475 248 2475
28.5 30.0 165 2705 271 2706
30.0 31.5 176 2878 250 2878
31.5 33.0 176 2878 250 2878
33.0 34.5 176 2878 250 2878
34.5 36.0 176 2878 250 2878
36.0 37.5 179 2936 250 2936

Traffic flow over Taboc Bridge is considered medium mostly composed of light vehicles.
The highest traffic flow is motorcycles at 46.56% followed by motorized tricycles at
37.36%, small delivery trucks at 6.80%, cars at 5.53%, passenger jeepneys at 2.47%, and
the rest at less than one percent.
DPWH has published traffic growth rates for the Province of Sorsogon in 2011 which
ranges from 2.105 percent to 2.561 percent (source: 2011 DPWH Atlas). However, the
traffic growth rates in 2011 are no longer relevant to be used in this study as the values
are somewhat lesser compared to what is now happening all over the country. Car sales
shoot up to about 23 percent in 2015 according to the Chamber of Automotive
Manufacturers in the Philippines, Inc. (CAMPI), while goods vehicles also registered a high
percentage of 19.2 percent sales.
c. Study Result
Table 6.6.28 Traffic Study Results (Taboc Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
5501 495 1900 0.26 B
142

Table 6.6.29 Hydrology Design Result (Taboc Bridge)
Recommendation
(m) (m)
1572.748 10.81 10.81 7.521 5.523 0.451 41.72
Table 6.6.29b Scour Depth Design (Taboc Bridge)

Scour Depth
Bridge
1. Taboc Bridge 41.72 0.451

NAMRIA benchmark SRG-3503 was identified within the project site and used as reference
for horizontal control establishment with coordinates 1419503.362N, 606112.368E
The station is located at Barangay Taboc, Juban, Sorsogon, infron of SORECO post about
10m away from kilometer post. Station markis the head of 4" copper nail set and centered
on a 0.30m x 0.30m x 1.00m concrete monument set 20cm above natural ground
withinscription "SRG-3503; 2012; DENR/LMS-V."
- Vertical Control
Namria Benchmark was recover at this area encrypted SR-219. This benchmark has
certificate description to be in the province of Sorsogon, Municipality of Juban, Brgy.
Taboc along the Magallanes-Jubanprovincial road. The station is located at the beginning
of Taboc Bridge, about 300m northeast of kilometerpost 605 and about 4m northwest
towards the centerline of the road.
SRG-219 has elevation value of 11.4506 and is used as basis of elevation in this site.
143
Table 6.6.30 Project Control Points (Taboc Bridge)

Point
Elevation
1 606864.1023m 1420476.4620m 11.451m NAMRIA SR 219
2 606789.5558m 1420438.2310m 8.680m TS1
3 606793.7555m 1420432.2260m 8.904m TS2
4 606675.0799m 1420358.3720m 9.694m TS4
5 606593.1545m 1420307.1050m 11.503m TS5
6 606520.5425m 1420262.2440m 13.019m TS6
7 606450.0494m 1420219.4220m 14.152m TS7
8 606920.9314m 1420512.4220m 10.964m TS1
9 606844.5139m 1420472.2410m 10.591m TS2
10 607008.9156m 1420566.7290m 8.983m TS3
11 606991.5203m 1420524.7130m 9.052m TS4
12 607008.9084m 1420566.7290m 8.979m TS5
13 607005.3549m 1420573.0540m 8.951m TS6
14 607105.6646m 1420452.4250m 9.252m TS7
15 607131.0828m 1420413.6080m 8.982m TS8
16 607140.0862m 1420363.3000m 8.835m TS9
17 607094.9321m 1420256.5610m 5.345m TS10
18 606907.4733m 1420516.6390m 10.355m TS11
19 606865.3683m 1420490.9780m 6.214m TS12
20 606864.1023m 1420476.4620m 11.451m NAMRIA
21 606920.9314m 1420512.4220m 10.964m TS1
22 607008.8974m 1420566.7200m 9.015m TS2
23 607070.3836m 1420604.3970m 8.250m TS3
24 606954.7675m 1420526.0260m 8.822m BM 1
25 607140.0312m 1420647.7420m 7.919m TS13
26 607282.0332m 1420736.4090m 11.419m TS14
27 607321.5485m 1420752.2690m 12.318m TS15
28 607393.6749m 1420787.2050m 12.681m TS16
29 606866.0422m 1420470.8710m 8.610m BM 2
144
6.6.4. SAN ANTONIO BRIDGE 2

Location Map:
Source: NAMRIA Map

Figure 6.6.8 San Antonio Bridge 2, Municipality of Tabaco, Albay

In the upper reaches of the river, some channelization and terracing is starting to occur,
where the river at elevation 2462m with a slope of 0.205. The higher mountains ranges can
elevations, namely Mt. Mayon. Most of the plains are grass with some remaining forest
reserves. Constricted river were observed upstream and it widens as it flows down on flat
surface downstream. Vegetated and forested mountain upstream contributes to the
irrigation of corn fields downstream. Bridge site has vegetated and sandy river with slope
protection by revetment along its riverbanks both sides. Extensive deposits of sandy soil are
noticeable along the river at flat terrain and abundance of boulders and gravels upstream.
Meandering pattern of river were observed.
145
Table 6.6.31 – Summary of Subsurface Materials (San Antonio Bridge 2)

BH‐1 Sand, Silt, Gravel, Cobbles SM, GM 0.00 ‐ 31.50 7‐50> 5.85
BH‐2 Sand, Silt, Gravel, Cobbles SM, GM 0.00 ‐ 31.50 13‐50> 6.35
Table 6.6.32 – Summary of Groundwater Table (San Antonio Bridge 2)

BH‐1 5.85
BH‐2 6.35
Table 6.6.33 – Allowable Soil Bearing Capacity Value (San Antonio Bridge 2)
290 1.50
320 3.0‐6.0
290 1.50
320 3.0‐6.0
d. Settlement
Legaspi Lineament. This fault is situated at an approximate distance of 17.30 km west from
the project site. Hence, considerations should be made in designing the structure to resist
against earthquake. As a conservative approach, the design ground acceleration can be
based from this fault. The highest ground acceleration value shall be adopted for this
site. The National Structural Code of the Philippines (NSCP, 1997) Code prescribes a
146
Figure 6.6.9 Nearest Fault to the San Antonio Bridge 2 (Phivolcs, 2017)
Dense granular materials were encountered at this site within the upper zone. In theory,
these types of soils are not susceptible to liquefaction. It is predicted that the risk of
liquefaction for this particular site is remote. If thorough information is required,
relatively stable foundation profile in this area. In this case, shallow foundation system is
feasible for this bridge site, provided that foundations are founded well below the scour
depth. Alternatively, piled foundation can also be selected considering steel piles or H‐piles.
This pile type is well‐ suited for this site considering the presence of gravels, cobbles, and
boulders. A shallow foundation system can still be adopted at both abutments with
adequate rip‐rap protection.
The following item also provides the pile capacity data, which can be used for comparative
analysis and design. These values are presented for comparative analysis.
Table 6.6.34 – Summary of Ultimate Pile Capacity Data for BH‐1 (San Antonio Bridge 2)
BH‐1 Pile Capacity Data San Antonio Bridge 2
1.0 2.0 11 402 11 805
2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
147
6.0 7.5 40 1417 40 2833

7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 31.5 87 3076 87 6153
Table 6.6.35 – Summary of Ultimate Pile Capacity Data for BH‐2 (San Antonio Bridge 2)
BH‐2 Pile Capacity Data San Antonio Bridge 2
1.0 2.0 11 402 11 805
2.0 3.0 17 587 17 1174
3.0 4.0 22 771 22 1543
4.0 5.0 27 956 27 1911
5.0 6.0 32 1140 32 2280
6.0 7.5 40 1417 40 2833
7.5 9.0 48 1693 48 3387
9.0 10.5 56 1970 56 3940
10.5 12.0 64 2247 64 4493
12.0 13.5 72 2523 72 5046
13.5 15.0 79 2800 79 5600
15.0 31.5 87 3076 87 6153
Table 6.6.36 – Recommended Pile Tip (San Antonio Bridge 2)

h. Riprap Protection
The footings and the abutments should be properly protected against the effect of scouring
by providing riprap around the perimeter of each abutment. A back drain system or weep
holes should also be provided in order to avoid the build‐up of water pressure. Footings
should be constructed by maintaining a minimum of 2 m setback from the face of the slope
to avoid lateral squeezing and attack of scouring. Both abutments must be placed to some
distance from the flood plain zone to avoid attack of water current. Scour analysis shall be
performed following data obtained from D50.

Traffic flow over San Antonio Bridge II is considered high with the following percentage of
motorized vehicles; motorcycles at 39.60%, motorized tricycles at 33.71%, cars at 13.60%,
small delivery trucks/vans at 5.89%, passenger jeepneys at 2.61%, 2-axle rigid truck at 1.02%
with the rest less than one percent, while pedicab or non-motorized mode of transport
account for 2.61%.
148
19.2 percent sales.
c. Study Result
Table 6.6.37 Traffic Study Results (San Antonio Bridge 2)

Peak Hour
AADT
(pcu/d)
(9%)
16988 1529 2000 0.76 D For widening

Table 6.6.38 Hydrology Design Result (San Antonio Bridge 2)
Recommendation
(m) (m)
189.13 37.19 37.19 35.983 34.183 0.973 22.04
Table 6.6.29b Scour Depth Design (San Antonio Bridge 2)

Scour Depth
Bridge
1. San Antonio Bridge 2 22.04 0.973

149
NAMRIA benchmarks ABY-4250 was identified within the project site and used as
reference for horizontal control establishment with coordinates1476732.47N, 575281.41E
ABY-4250 is located 50cm. from the Purok 5 marker, approximately 15 meters from
Barangay San Vicente Day Care Center and 2.5 meters from a street light. Mark is the head
of 4" copper nail put at the center top of a 0.20m x 0.20m cement putty with inscription of
"ABY-4250; 2013; 4TH ORDER; DENR LMS V".
- Vertical Control
Vertical Control was taken at BM TB-3 with elevation value of 39.2434. BM TB-3 is located
in the island of Luzon, Province of Albay, Municipality of Tobaco. Located at the West end
of the North wing of San Antonio Bridge II. Mark is the head of a copper nail cemented in
a drilled hole with inscriptions, “NAMRIA, 1991, TB-3”.
level (34.1834) was based on existing flood marks along the banks and further verified
from elders living in the vicinity of the bridge.
Table 6.6.39 Project Control Points(San Antonio Bridge 2)

Point Number Easting Northing Point Elevation Raw Description
1 574805.2940m 1477180.9200m 39.243m NAMRIATB3
2 574813.1387m 1477245.5600m 39.475m TS1
3 574759.4392m 1477319.1110m 37.922m TS2
4 574655.8451m 1477393.8580m 35.236m TS3
5 574632.4429m 1477401.9160m 34.945m TS4
6 574517.6713m 1477357.7310m 33.122m TS5
7 574507.3047m 1477357.7570m 33.010m TS5
8 574805.2940m 1477180.9200m 39.243m NAMRIA
9 574782.0480m 1477175.4300m 38.967m TS1
10 574847.4381m 1477180.4280m 38.935m TS2
11 574844.2579m 1477138.9310m 41.224m TS3
12 574856.5983m 1477069.6340m 42.305m TS4
13 574873.6434m 1476988.5970m 42.657m TS5
14 574881.5630m 1476937.9440m 43.729m TS6
15 574894.8380m 1476865.4610m 45.206m TS7
16 574907.3726m 1476767.1840m 46.130m TS8
17 574913.2442m 1476697.3800m 49.916m TS9
150
Point Number Easting Northing Point Elevation Raw Description

18 574790.4393m 1477183.0790m 39.219m BM 2
19 574934.1427m 1477207.3930m 37.429m TS2
20 574846.2370m 1477176.0890m 39.108m BM1
21 575025.0562m 1477226.4580m 36.768m TS3
22 575110.1741m 1477239.3550m 36.206m TS4
23 575194.7227m 1477239.8190m 35.574m TS5
24 575261.8185m 1477247.8500m 35.372m TS6
25 575361.9169m 1477272.3710m 34.178m TS7
26 574858.4841m 1477192.9330m 38.785m TS8
27 574782.0480m 1477175.4300m 38.967m TS1
28 574802.7044m 1477179.5000m 39.013m BM
29 574802.4537m 1477180.6650m 39.048m BM
30 574803.3661m 1477180.8720m 39.063m BM
31 574803.5967m 1477179.8120m 38.992m BM
32 574793.1894m 1477177.6960m 39.118m BM2
33 574750.2441m 1477231.0690m 36.538m TS2
34 574642.1273m 1477139.2330m 38.771m TS3
35 574709.8309m 1477151.7040m 38.652m TS4
36 574622.1160m 1477128.1190m 38.808m TS5
37 574589.2284m 1477097.7160m 38.645m TS6
38 574512.0343m 1477057.1510m 39.548m TS7
39 574441.3496m 1476980.2550m 41.292m TS8
40 574404.0997m 1476943.3000m 42.274m TS9
151
6.7. REGION VI
6.7.1.SONGSONGON BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.7.1 Songsongon Bridge, Municipality of Igbaras, Iloilo

The watershed area comprises the province of Iloilo which composes of river, hills, valley,
wide plains and some small freshwater ponds. The higher mountains ranges can be found in
along the drainage divide lines as indicated in the catchment area (drainage area map
included in this report). Those mountain ranges converge on some other peak elevations,
namely Mt. Upao in the northern part and Mt. Napulac at midway left of Bais River. There is
also a mountain known as Mt. Sansanan and Mt. Tigbayot at the wertern part and, Mt.
Tambora at the north east of the catchment area. Both the main river (Tanion River) which
is connected to Bais River each has their tributaries. The entire part of the watershed has
mountainous and forested area with some wide and flat plains. Most of the plains are
cultivated fields, with some remaining forest areas. There are several waterways on river
flowing towards Magat River where the bridge project is located. In some instances, due to
flat terrain, traversed by waterway or rivers, it causes the meandering nature of the flow to
assume a different geographic orientation. There are grassed cover rather than forested
areas observed along the route. It has many types of soil ranging from clay loam to sand.
There is also abundance of gravels and sand along the river routes, that laced mostly flat
landscape with their meandering patterns.
152
Table 6.7.1 Subsurface Materials BH-1 (Songsongon Bridge)

USCS Remarks
Depth,m
Classification (Relative Condition / Consistency)
0.0-27.0 SP-SM Dense to Very Dense
27.0-28.0 (Boulders) Weathered
28.0-30.0 SM Very Dense

USCS Remarks
Depth,m
0.0-4.5 SP-SM Dense to Very Dense
4.5-30.0 (Boulders) Weathered

Remarks
Depth,m USCS Classification
(Relative Condition / Consistency)
0.0-30.0 (Boulders/Sandstone) Weathered
b. Liquefaction Potential
The following are the ground condition criteria in considering the liquefaction potential:
• SPT N-value is less than 10

• Soil particle diameter at 50% passing is between 0.02mm and 2.0mm
• Saturated soil material
• Non-plastic (cohesionless)
• PI is less than 20 percent
As such, the site has liquefaction potential during a major earthquake.
c. Recommended Foundation
Expecting large dead & live loads on to be passed on to the bridge piers and abutment and
considering overturning and lateral loads to be imposed on the foundation, a Bored pile/
Pile cap structure is recommended for the bridge structure.
Table 6.7.4 Bored Pile Parameter (FS=2) Songsongon Bridge)

Depth, m Skin Friction kPa
0-1.0 -
1.0-4.5 80
4.5-10.5 80
10.5-30.0 100
End-Bearing@30.0m and beyond = 1750kPa
153
Figure 6.7.2 Allowable Pile Capacity (Songsongon Bridge)
18500
18000
17500
17000
16500
16000
15500
0.8
15000
1
14500
1.2
14000
1.5
13500
13000
12500
12000
11500
11000
10500
12 17 22 27 32 37
Pile Length (m)

Traffic flow over Songsongon Bridge has a low daily traffic flows with motorcycles among
the highest at 77.36%, followed by car/taxi/muli cab/suv at 11.92%, then by motorized
tricycles at 4.49%, small delivery trucks at 2.48%, rigid 2-axle trucks at 1.03%, and
passenger jeepneys at 1.01%. The non-motorized mode of transport is at 1.71%,
DPWH has published traffic growth rates for the Province of Iloilo in 2011 which ranges
19.2 percent sales.
154
economic activity within the di-rect influence area of the bridge.
c. Study Result
Table 6.7.5 Traffic Study Results (Songsongon Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
1421 128 600 0.21 B

Table 6.7.6a Hydrology Design Result (Songsongon Bridge)
Recommendation
(m) (m)
329.615 72.33 72.07 72.33 69.33 1.219 20.42
Table 6.7.6b Scour Depth Design (Songsongon Bridge)

Scour Depth
Bridge
1. Songsongon Bridge 20.42 1.219

NAMRIA benchmark ILO-5874 was identified within the project site and used as
ILO-5874 The station is located at Brgy. Jovellar, Igbaras, Iloilo. Placed at hill top, and
20 m SE of Rodolfo Gelasan residence, approximately 1 ½ km distance to Poblacion.
Mark is the head of a 3” copper nail set and centered on a 20 cm x 20 cm x 100 cm
cement putty with inscriptions, "ILO-5874 ;2012; LMS-6".
- Vertical Control
155
BM IL-24(ACRE 2000) Station is located at the headwall of a box culvert 3.50 m

from the lamp post fronting the KM Post 30+050. Mark is the head of a 4”
copper nail set flushed on a cement putty with inscriptions, “IL-24, ACRE,
2000”.
Direction and ordinary level (69.333) were based on gathered data while
maximum flood level (72.337) was based on existing flood marks along the
banks and further verified from elders living in the vicinity of the bridge.
Table 6.7.7 – Project Control Points (Songsongon Bridge)

1 1,182,931.6600 421,582.5500 42.5760 ILO-5874
2 1,187,342.7850 417,227.9730 71.5760 GPS-1
3 1,187,417.7750 417,210.7750 71.3180 GPS-2
4 1,187,347.5100 417,233.0820 72.0340 BM-1
5 1,187,418.0590 417,207.9510 71.4590 BM-2
6 1,187,331.7760 417,218.7710 71.6300 DSXS
7 1,187,316.4730 417,202.9070 70.9100 DSXS
8 1,187,293.6870 417,187.6930 70.4100 DSXS
9 1,187,278.2090 417,169.8790 69.6500 DSXS
10 1,187,250.1030 417,158.1300 68.9100 DSRB
11 1,187,231.6590 417,149.5490 68.0600 DSRI
12 1,187,216.8450 417,150.1040 68.0500 DSRI
13 1,187,198.4690 417,163.3940 68.9400 DSRB
14 1,187,176.7070 417,194.0820 67.7500 TP5
15 1,187,165.8920 417,212.7370 67.0600 DSRI
16 1,187,161.7550 417,238.5340 66.6600 DSRI
17 1,187,175.0800 417,255.2640 67.1200 TP6
18 1,187,186.5450 417,270.9760 67.6440 DSRB
19 1,187,196.0400 417,283.2160 67.3490 DSRBDAM
20 1,187,212.5690 417,296.5620 67.1210 DSRBDAM
21 1,187,218.7240 417,307.6740 66.4810 DSRBDAM
22 1,187,193.8210 417,304.2080 66.6750 TP7
23 1,187,206.8930 417,308.4440 66.6250 TP8
24 1,187,224.6110 417,344.7860 67.0580 DSTP
25 1,187,222.5920 417,348.4500 64.7920 DSTP
26 1,187,221.9110 417,353.8130 64.1940 DSTP
27 1,187,220.6980 417,361.3850 63.6800 DSTP
28 1,187,217.6490 417,377.1970 65.0690 DSTP
29 1,187,217.4390 417,387.1470 65.2770 DSTP
30 1,187,216.4950 417,396.0550 65.6840 DSTP
31 1,187,415.0140 417,240.8020 70.1740 UPSHUB
32 1,187,440.0450 417,259.9820 69.7820 UPSHUB
33 1,187,464.0410 4,177,271.8630 69.8260 UPSHUB
34 1,187,495.0140 417,280.9480 71.0340 TP9
35 1,187,519.4610 417,291.5120 70.7880 UPSHUB
36 1,187,558.5770 417,306.8260 71.0520 UPSHUB
37 1,187,593.3580 417,313.5030 71.8180 TP10
156

38 1,187,610.7430 417,311.2220 72.0270 UPSHUB
39 1,187,659.1610 417,302.5890 72.0490 UPSHUB
40 1,187,671.6630 417,294.6210 72.2510 TP12
41 1,187,679.3020 417,293.7120 72.1040 TP11
42 1,187,707.3080 417,289.4290 71.9370 UPSHUB
43 1,187,770.9790 417,273.9740 71.8690 UPSHUB
44 1,187,815.7600 417,248.3610 72.3690 UPSHUB
45 1,187,858.9450 417,235.8360 73.1340 UPSHUB
46 1,187,909.0070 417,215.1960 74.0460 UPSHUB
47 1,187,953.3920 417,189.9300 74.6540 UPSHUB
48 1,188,007.7410 417,173.6930 75.6400 UPSHUB
49 1,187,436.7270 417,237.6270 70.9400 TP
STA.
50 1,187,441.4630 417,239.9390 71.1840
43+687.75
STA.
51 1,187,453.6830 417,241.2240 71.8850
43+700.00
STA.
52 1,187,473.3030 417,244.9220 73.3810
43+720.00
STA.
53 1,187,493.2070 417,246.7350 74.6700
43+740.00
STA.
54 1,187,513.2600 417,247.4650 75.7610
43+760.00
55 1,187,532.5000 417,248.6690 76.6770 CLTP02
STA.
56 1,187,533.2100 417,247.0330 76.7880
43+780.00
57 1,187,537.0910 417,248.8430 76.9150 CLTP01
STA.
58 1,187,553.2660 417,247.3850 77.4530
43+800.00
STA.
59 1,187,573.2440 417,249.8870 78.1010
43+820.00
STA.
60 1,187,593.2020 417,252.4250 78.6370
43+840.00
STA.
61 1,187,613.1910 417,253.1820 79.1410
43+860.00
STA.
62 1,187,633.2800 417,252.5130 79.5490
43+880.00
STA.
63 1,187,653.2030 417,251.9120 79.7820
43+900.00
STA.
64 1,187,673.2770 417,252.0720 79.9860
43+920.00
STA.
65 1,187,693.3160 417,252.5200 79.9190
43+940.00
66 1,187,694.5940 417,255.1330 80.0470 CLTP04
67 1,187,704.5100 417,254.6590 79.8540 CLTP03
STA.
68 1,187,733.4470 417,252.3200 79.3740
43+960.00
STA.
69 1,187,752.8770 417,247.4370 79.3540
43+980.00
70 1,187,760.0060 417,244.2890 79.4070 CLTP05
157

STA.
71 1,187,767.1980 417,233.6320 79.1710
44+000.00
STA.
72 1,187,779.4080 417,217.6500 78.9940
44+020.00
STA.
73 1,187,789.2410 417,200.2260 79.0530
44+040.00
STA.
74 1,187,800.0000 417,183.5390 79.9130
44+060.00
STA.
75 1,187,813.4300 417,168.3820 81.4150
44+080.00
STA.
76 1,187,827.5240 417,154.4590 84.0900
44+100.00
77 1,187,828.1950 417,150.5370 84.5920 CLTP06
STA.
78 1,187,844.3470 417,143.5980 85.8340
44+120.00
STA.
79 1,187,863.1180 417,137.1620 86.8990
44+140.00
STA.
80 1,187,882.7110 417,130.9770 87.5940
44+160.00
STA.
81 1,187,900.0000 417,123.2370 87.2120
44+180.00
82 1,187,905.0060 417,123.0390 87.2720 CLTP07
STA.
83 1,187,916.6320 417,110.7820 86.9840
44+200.00
STA.
84 1,187,927.5890 417094.079` 86.8620
44+220.00
STA.
85 1,187,289.9970 417,252.7220 71.4340
43+612.25
STA.
86 1,187,277.9070 417,254.5260 72.1880
43+600.00
STA.
87 1,187,258.9000 417,260.7250 74.1640
43+580.00
STA.
88 1,187,240.3020 417,267.7590 75.9070
43+560.00
89 1,187,229.5380 417,273.4760 76.9410 CLTP02
90 1,187,224.4630 417,275.0860 77.0930 CLTP01
STA.
91 1,187,221.0850 417,273.6720 76.9890
43+540.00
STA.
92 1,187,203.9100 417,283.5660 75.5790
43+520.00
STA.
93 1,187,190.4730 417,298.3600 73.2860
43+500.00
STA.
94 1,187,178.1630 417,313.9730 71.0210
43+480.00
95 1,187,169.4680 417,327.1920 70.3400 STBR-B
96 1,187,172.1540 417,335.2890 65.5670 DSTP4RIVER
97 1,187,171.5080 417,341.8420 64.7570 DSTP4RIVER
98 1,187,168.3800 417,350.6970 64.3870 DSTP4RIVER
99 1,187,164.1670 417,358.0130 64.8750 DSTP4RIVER
158

100 1,187,163.1060 417,371.4810 65.2330 DSTP4RIVER
101 1,187,156.5720 417,373.3200 64.9220 DSTP4RIVER
102 1,187,154.1990 417,378.1310 67.2260 DSTP4RIVER
103 1,187,152.5050 417,385.3820 67.9330 DSTP4RIVER
104 1,187,145.9780 417,383.7290 70.1240 STBR-A
105 1,187,139.4060 417,395.4800 70.5460 CLTP04
STA.
106 1,187,141.7220 417,397.4380 70.4150
43+464.13
107 1,187,135.9620 417,417.7220 72.5990 CLTP05
STA.
108 1,187,140.5830 417,436.0480 73.8320
43+403.48
STA.
109 1,187,145.1840 417,453.8240 74.6110
43+380.00
STA.
110 1,187,147.7240 417,472.5770 75.1710
43+360.00
STA.
111 1,187,147.1090 417,495.1440 75.9140
43+340.00
STA.
112 1,187,144.8470 417,515.3820 77.1520
43+320.00
STA.
113 1,187,147.5000 417,518.6840 77.4200
43+300.00
STA.
114 1,187,140.4390 417,538.0250 80.0700
43+280.00
STA.
115 1,187,129.0700 417,549.5080 81.9700
43+240.00
STA.
116 1,187,121.9360 417,546.1710 83.7130
43+260.00
STA.
117 1,187,109.7160 417,547.6720 83.6780
43+220.00
STA.
118 1,187,093.6390 417,535.8950 84.5080
43+200.00
STA.
119 1,187,078.2630 417,521.6500 85.1600
43+180.00
STA.
120 1,187,061.3250 417,509.4720 85.9060
43+160.00
159
6.7.2.HINIGARAN BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.7.3 Hinagaran Bridge, Municipality of Hinigaran, Negros Occidental

a. The bridge site crosses a main river which is a merging river Sibucao River and
Natubungan Creek. The watershed is a wide part of flat terrain and most of the plains are
fishery and agricultural fields. The wide catchment area contains stream with continuous
flow of water that contributes to the irrigation of the rice fields and fishponds. Floodplains
were once the spillover zone for the river. As people settled in floodplains, the land was
converted into farms, homes, and businesses. There is also vegetation along the river
routes that laced mostly flat landscape with their meandering patterns. Bridge site has
aquatic resources along the river. Silty sand materials/ soil was observed in the river.Existing
site condition

Table 6.7.8 Subsurface Materials BH-1 (Hinagaran Bridge)

USCS Remarks
Depth,m
0.0-1.5 ML Firm
1.5-4.5 SM Loose
4.5-18.0 MH Firm
19.5-30.0 (Sandstone) Weathered
160

USCS Remarks
Depth,m
0.0-3.0 SM Medium Dense
3.0-4.5 ML Hard
4.5-6.0 SM Dense
6.0-7.5 ML Soft
9.0-12.0 SM Loose
12.0-22.0 MH Soft to Firm
22.0-33.0 MH Very Stiff to Hard

USCS Remarks
Depth,m
0.0-10.5 MH/CH Soft
12.0-15.0 ML Hard
15.0-16.5 SM Dense to Very Dense
16.5-19.5 ML Hard

USCS Remarks
Depth,m
0.0-15.0 ML Soft to Firm
15.0-19.5 ML Hard

USCS Remarks
Depth,m
0.0-15.0 ML/CL Soft to Firm
15.0-18.0 ML Hard
161

USCS Remarks
Depth,m
0.0-4.5 SM Loose
4.5-19.5 ML Firm to Hard

As such, the site has liquefaction potential during a major earthquake.
Table 6.7.14 Bored Pile Parameter (FS=2) (Hinagaran Bridge)

0-1.0 -
1.0-10.5 5
10.5-12.0 60
12.0-16.5 70
16.5-19.5 80
19.5-30.0 150
162
Figure 6.7.4 Allowable Pile Capacity (Hinagaran Bridge)
11500
11000
10500
10000
9500
9000
0.8
8500
1
8000
1.2
7500
1.5
7000
6500
6000
5500
20.5 25.5 30.5 35.5
Pile Length (m)

Traffic flow over Hinigaran Bridge is considered high with the following percentage of
motorized vehicles; motorized tricycles at 51.35%, motorcycles at 22.02%, cars at 16.43%,
small delivery trucks/vans at 2.49%, passenger jeepneys at 2.03% and the rest at less than
two percent including the non-motorized vehicles.
DPWH has published traffic growth rates for the Province of Negros Occi-dental in 2011
which ranges from 2.167 percent to 2.767 percent (source: 2011 DPWH Atlas). However,
the traffic growth rates in 2011 are no longer relevant to be used in this study as the
values are somewhat lesser compared to what is now happening all over the country. Car
sales shoot up to about 23percent in 2015 according to the Chamber of Automotive
163
c. Study Result
Table 6.7.15 Traffic Study Results (Hinagaran Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
51999 4680 2000 2.34 F For widening

Table 6.7.16a Hydrology Design Result (Hinagaran Bridge)
Recommendation
(m) (m)
206.139 7.04 7.04 7 4 0.313 19.35
Table 6.7.16b Scour Depth Design (Hinagaran Bridge)

Scour Depth
Bridge
1. Hinagaran Bridge 19.35 0.313

NAMRIA benchmark NGW-95 was identified within the project site and used as
NGW-95 The station is located along the Bacolod-Kabankalan national highway. He
station is on the SE corner of Hinigaran bridge which is at KM. 53+535.
Mark is the head of a 4” copper nail drilled and grouted at the center of a 30 cm. x 30
cm. cement putty embedded on the concrete pavement with inscriptions, “NGW-95;
2007; NAMRIA”.
- Vertical Control
-
BM NW-217 is in the province of Negros Occidental, municipality of Hinigaran,
Barangay Poblacion, along Rizal street lamp post, 9 m. W of the road centerline, 250 m
NW of a municipal building and 150 m north of a catholic church. Mark is the head of
164
a 4” copper nail set on a drilled hole and flushed to a 6” x 6” cement putty with
inscriptions, “NW-217; 2007; NAMRIA”.
level (7.02) was based on existing flood marks along the banks and further verified
from elders living in the vicinity of the bridge.
Table 6.7.17 – Project Control Points (Hinagaran Bridge)

1 1,136,049.2100 486,652.1300 9.4100 NGW-95
2 1,136,144.7210 483,793.6830 9.2460 GPS-1
3 1,135,994.2820 483,800.6840 8.7090 GPS-2
4 1,136,143.9810 483,807.1460 9.2110 BM-1
5 1,135,993.6500 483,812.4460 9.0600 BM-2
6 1,136,122.8670 483,823.6190 5.7190 HINI
7 1,136,125.6380 483,854.5050 5.7390 HINI
8 1,136,130.7850 483,886.8050 5.7570 HINI
9 1,136,122.5500 483,968.2380 5.7020 HINI
10 1,136,126.0030 484,007.6600 5.7010 HINI
11 1,136,144.7980 484,131.1870 5.5440 HINI
12 1,136,156.4630 484,201.6920 5.4600 HINI
13 1,136,165.3010 484,364.4810 5.2450 HINI
14 1,136,120.3810 483,760.9660 5.4780 HINI
15 1,136,124.5960 483,671.8700 5.4850 HINI
16 1,136,131.8660 483,598.1870 7.3220 HINI
17 1,136,109.0770 483,506.3600 7.0600 HINI
18 1,136,104.4090 483,429.5750 6.3280 HINI
19 1,136,107.2440 483,354.8910 7.0960 HINI
20 1,136,142.5080 483,799.8580 9.3530 HINI
21 1,136,157.5220 483,799.2670 9.1410 HINI
22 1,136,179.6640 483,798.7890 9.0350 HINI
23 1,136,199.6710 483,799.1550 8.9710 HINI
24 1,136,219.6050 483,800.4430 8.9640 HINI
165

25 1,136,239.5050 483,802.4250 8.9310 HINI
26 1,136,259.2880 483,805.3220 8.9270 HINI
27 1,136,279.0520 483,808.6660 8.8740 HINI
28 1,136,298.6680 483,812.5670 8.9240 HINI
29 1,136,318.1840 483,817.1290 9.0470 HINI
30 1,136,337.7700 483,821.6390 9.1950 HINI
31 1,136,357.2160 483,825.8760 9.3610 HINI
32 1,136,376.8490 483,829.3890 9.4340 HINI
33 1,136,397.2550 483,832.8170 9.4460 HINI
34 1,136,416.3680 483,835.4770 9.4080 HINI
35 1,136,436.1090 483,838.0720 9.3980 HINI
36 1,136,456.0830 483,840.5470 9.2730 HINI
37 1,136,475.8990 483,843.0410 9.2670 HINI
38 1,136,495.7730 483,845.5900 9.2470 HINI
39 1,136,535.4380 483,850.7130 9.0970 HINI
40 1,136,575.0850 483,856.1300 9.0680 HINI
41 1,136,614.8250 483,860.8560 8.9330 HINI
42 1,135,996.3550 483,806.6140 9.3190 HINI
43 1,135,977.7830 483,807.4450 8.4860 HINI
44 1,135,957.8070 483,808.3380 8.2940 HINI
45 1,135,937.8320 483,809.3520 8.1960 HINI
46 1,135,917.7740 483,810.1830 8.0560 HINI
47 1,135,897.7630 483,811.0100 7.8830 HINI
48 1,135,877.8110 483,812.0690 7.7270 HINI
49 1,135,857.8970 483,812.9460 7.6750 HINI
50 1,135,837.8500 483,813.8050 7.6610 HINI
51 1,135,817.8870 483,814.4000 7.5810 HINI
52 1,135,797.8440 483,814.9200 7.6400 HINI
53 1,135,777.8370 483,815.1200 7.6760 HINI
166

54 1,135,757.8380 483,814.8490 7.7470 HINI
55 1,135,737.8480 483,813.9880 7.7310 HINI
56 1,135,717.8440 483,813.3250 7.7140 HINI
57 1,135,697.8310 483,812.4180 7.6450 HINI
58 1,135,677.8940 483,811.8860 7.6350 HINI
59 1,135,657.8320 483,811.3510 7.6130 HINI
60 1,135,637.9160 483,810.7830 7.6220 HINI
61 1,135,617.8990 483,810.2040 7.6660 HINI
62 1,135,597.8740 483,809.6230 7.7430 HINI
63 1,135,577.8780 483,809.0750 7.7880 HINI
64 1,135,537.8670 483,808.0980 7.8910 HINI
65 1,135,497.8760 483,807.0250 8.1120 HINI
1 1,136,049.2100 486,652.1300 9.4100 NGW-95
2 1,136,144.7210 483,793.6830 9.2460 GPS-1
167
6.7.3.TALAVE BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.7.5 Talave Bridge, San Carlos City, Negros Occidental

General land surface features that characterize in the province of Negros Occidental
compose of river, hills, valley, wide plains and some small freshwater ponds. The higher
catchment area (drainage area map included in this report).. The main river (Talave River)
has its own tributaries. The upstream part of the watershed has mountainous and forested
area while the downstream area has relatively flat terrain. Most of the plains are cultivated
fields, aquatic resources with some remaining forest reserves. There are several waterways
on river flowing towards Talave River where the bridge project is located which is nearby the
coastline of Talave Point. The riverbank is abundantly vegetated by trees. In some instances,
due to flat terrain, traversed by waterway or rivers, it causes the meandering nature of the
flow to assume a different geographic orientation. There are clear water cover rather than
grass areas observed along the route. Extensive deposits of silty sand material are
noticeable along the river near the bridge site. There is also abundance of gravels and sand
along the river routes that laced mostly flat landscape with their meandering patterns.
168
Table 6.7.18 Subsurface Materials BH1(Talave Bridge)

USCS Remarks
Depth,m
0.0-7.5 SM Medium Dense to Very Dense
7.5-12.0 ML-MH/CH Soft to Firm
Table 6.7.19 Subsurface Materials BH2(Talave Bridge)

USCS Remarks
Depth,m
0.0-6.0 SP-SM Medium Dense to Very Dense
6.0-7.5 (Limestone) Weathered
7.5-15.0 SM Medium Dense to Very Dense
15.0-19.5 SM Loose to Medium Dense
25.5-27.0 ML Hard
27.0-30.0 (Gravel) Weathered
Table 6.7.20 Subsurface Materials BH3 (Talave Bridge)

USCS Remarks
Depth,m
0.0-1.5 ML Stiff
1.5-7.5 SP-SM Loose to Medium Dense
7.5-9.0 ML Very Stiff
9.0-13.5 SM Loose
13.5-16.5 ML Very Stiff to Stiff
16.5-24.0 SM Medium Dense to Dense
24.0-28.5 ML Hard

As such, the site has liquefaction potential during very strong earthquake.
169
Table 6.7.21 Bored Pile Parameter (FS=2) (Talave Bridge)

0-1.0 -
1.0-7.5 60
7.5-13.5 45
13.5-16.5 35
16.5-24.0 90
24.0-30.0 80
Figure 6.7.6 Allowable Pile Capacity

Traffic flow over Talave Bridge is considered medium traffic volume with the following
percentage of motorized vehicles; motorcycles at 48.12%, Cars at 13.37%, motorized
tricycles at 11.93%, passenger jeepneys at 9.47%, small delivery trucks/vans at 5.71%,
Mini bus at 4.35%, rigid 2-axle trucks at 3.44%, big bus at 2.14% and the rest at less than
one percent. Pedicab or nonmotorized vehicles at 1.28%.
170
DPWH has published traffic growth rates for the Province of Negros Occidental in 2011
sales shoot up to about 23 percent in 2015 according to the Chamber of Automotive
c. Study Result
Table 6.7.22 Traffic Study Results (Talave Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
5905 531 2000 0.27 B

Table 6.7.23a Hydrology Design Result (Talave Bridge)
Recommendation
(m) (m)
181.166 11.1 11.1 11.06 4.51 0.347 22.69
Table 6.7.23b Scour Depth Design (Talave Bridge)

Scour Depth
Bridge
1. Talave Bridge 22.69 0.347

171
NAMRIA benchmark NW-65 was identified within the project site and used as
NGW-3095 Station is located along the E side of the C.L. Ledesma Sr. Ave., (National
Highway) and is about 30 meters NE of a waiting shed at the road junction to
Menchaca Integrated Agricultural Corporation (MINA).
cm. cement putty embedded at the top of concrete canal with inscriptions, "NGW-
3095; 2007; NAMRIA".
- Vertical Control
BM NW-65 is in the province of Negros Occidental, Municipality of Calatrava,

barangay Refugio, Hacienda Cubay, along San Carlos-Calatrava highway.
Station is located at the Northend of railing of reinforced concrete pipe culvert 10 cm.
above the ground, 58 meters NE of KM Post 138.
Mark is the head of a 4” copper nail set on a drilled hole and cemented on top of a 6”
x 6” cement putty with inscriptions, NW-65; 2007’ NAMRIA”.
verified from residents living near the vicinity of the bridge.
Table 6.7.24 Project Control Points (Talave Bridge)

1 1,163,395.3000 548,062.3800 10.8600 NGW-3095
2 1,163,210.4610 547,824.5390 10.8340 GPS-1
3 1,163,096.3020 547,693.3810 10.8340 GPS-2
4 1,163,201.9850 547,816.5560 10.8270 BM-1
5 1,163,120.1780 515,094.5560 10.5090 BM-2
6 1,163,117.1110 547,694.7620 3.3860 TAL. TP-01
7 1,163,124.6720 547,712.7740 3.3910 TAL. TP-02
8 1,163,123.8900 547,721.6070 0.2590 TAL. TP-03
9 1,163,116.6530 547,728.0650 0.5860 TAL. TP-04
10 1,163,073.2740 547,756.1640 3.3800 TAL. DS-21
11 1,163,039.5340 547,761.5060 3.7910 TAL. DS-26
12 1,163,038.5010 547,751.7990 3.9620 TAL. TP-05
13 1,163,025.3360 547,761.2400 3.7190 TAL. DS-31
14 1,163,009.3320 547,748.7160 4.5740 TAL. TP-06
15 1,162,990.2610 547,722.7020 4.9950 TAL. DS-37
172

16 1,162,946.7880 547,675.7940 5.9800 TAL. DS-52
17 1,162,903.3450 547,667.9560 4.3390 TAL. TP-07
18 1,162,910.8010 547,649.4260 6.9840 TAL. DS-54
19 1,162,893.9990 547,644.2990 7.6820 TAL. DS-66
20 1,162,876.0440 547,660.6580 4.0050 TAL. TP-08
21 1,162,866.8620 547,647.6410 7.1090 TAL. DS-70
22 1,162,859.7790 547,653.9750 7.1600 TAL. DS-73
23 1,162,858.5260 547,693.2340 4.1620 TAL. TP-09
24 1,162,840.4810 547,719.4010 4.0950 TAL. DS-95
25 1,162,833.9960 547,746.6110 6.4700 TAL. DS-96
26 1,162,834.4330 547,771.8440 6.5110 TAL. DS-107
27 1,162,837.7010 547,685.8320 9.1880 TAL. DS-108
28 1,162,837.8210 547,675.1810 9.2430 TAL. DS-110
29 1,163,130.0160 547,728.6350 4.1750 BS-COR-0+000
30 1,163,168.8440 547,725.5190 4.2550 BS-COR-0+040
31 1,163,208.8020 547,724.9600 4.1590 BS-COR-0+080
32 1,163,248.5210 547,729.4840 4.2700 BS-COR-0+120
33 1,163,288.6480 547,732.5850 4.7290 BS-COR-0+160
34 1,163,328.3230 547,738.8640 4.8010 BS-COR-0+200
35 1,163,368.8250 547,742.8840 4.7170 BS-COR-0+240
36 1,163,408.2470 547,748.7390 4.7700 BS-COR-0+280
37 1,163,449.1130 547,752.5120 4.8810 BS-COR-0+320
38 1,163,487.7130 547,753.4350 5.0670 BS-COR-0+360
39 1,163,495.6220 547,752.7570 5.7980 TP-10
40 1,163,516.5760 547,730.6310 4.9770 BS-0+400
41 1,163,518.5170 547,689.8190 5.0050 BS-0+440
42 1,163,522.4390 547,650.4390 5.0350 BS-0+480
43 1,163,518.8810 547,610.3000 5.2630 BS-0+520
RW-
44 1,163,189.0670 547,795.7050 11.1560
139+749.37
45 1,163,195.3160 547,801.9330 11.0330 RW-139+740
46 1,163,222.9310 547,830.7590 10.7700 RW-139+700
47 1,163,250.7430 547,859.4960 10.2200 RW-139+660
48 1,163,278.5590 547,888.2320 9.9010 RW-139+620
49 1,163,306.2900 547,917.0200 9.9000 RW-139+580
50 1,163,334.4820 547,945.4280 10.0280 RW-139+540
51 1,163,364.1280 547,972.1210 10.1620 RW-139+500
52 1,163,395.6040 547,996.8860 10.5080 RW-139+460
53 1,163,427.0000 548,020.9190 10.9760 RW-139+420
54 1,163,459.5750 548,044.8180 11.3750 RW-139+380
55 1,163,491.8220 548,068.7710 11.2890 RW-139+340
RW-
56 1,163,119.6060 547,723.4620 11.2370
139+849.74
57 1,163,112.6310 547,716.6880 11.1330 RW-139+840
58 1,163,084.6550 547,688.2290 10.6550 RW-139+900
59 1,163,056.6430 547,659.6950 10.0150 RW-139+940
60 1,163,028.5620 547,631.2290 9.6340 RW-139+980
61 1,163,000.4980 547,602.7260 9.3690 RW-140+020
62 1,162,972.5370 547,574.2480 9.1260 RW-140+060
173

63 1,162,944.4770 547,545.5890 8.8140 RW-140+100
64 1,162,916.6870 547,516.9190 8.3580 RW-140+140
65 1,162,888.7680 547,488.4140 7.9410 RW-140+180
66 1,162,860.6740 547,459.6550 7.5850 RW-140+220
67 1,162,832.8660 547,431.1780 7.2860 RW-140+260
68 1,162,804.8980 547,402.5260 7.0280 RW-140+300
69 1,162,777.1290 547,373.8130 6.8000 RW-140+340
70 1,162,749.3290 547,345.0120 6.4780 RW-140+380
71 1,162,735.3780 547,330.6730 6.3560 RW-140+420
174
6.7.4.HIMAMAYLAN BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.7.7 Himamaylan Bridge, Municipality of Himamaylan, Negros Occidental

In the upper reaches of the Himamaylan River, some channelization and terracing is starting
to occur, where the river at elevation 600 m with a slope of 0.02706. A rolling terrain can be
map included in this report). Most of the plains are agricultural fields and aquatic resources
with some remaining forest reserves. Constricted river were observe upstream and it
widens as it flows down on flat surface downstream. Vegetated and forested mountain
upstream contributes to the irrigation of rice fields downstream. Bridge site has vegetated
river and forested along the river. Extensive deposits of sandy soil are noticeable along the
river at flat terrain and meandering pattern of river were observed.

Table 6.7.25 Subsurface Materials BH1 (Himamaylan Bridge)

USCS Remarks
Depth,m
1.5-4.5 ML Firm
4.5-7.5 SM Loose
7.5-9.0 ML Stiff
175
USCS Remarks
Depth,m
9.0-10.5 SM Loose
10.5-12.0 ML Stiff
12.0-13.5 GM Dense
13.5-16.5 ML Firm
16.5-18.0 SM Loose
18.0-21.0 ML/CH Firm

USCS Remarks
Depth,m
0.0-3.0 SM Loose
3.0-4.5 ML Soft
4.5-6.0 SM Loose
6.0-9.0 ML Soft to Firm
9.0-10.5 SM Loose
10.5-18.0 ML Stiff to Very Stiff
18.0-22.5 ML Hard
22.5-24.0 (Corals) Weathered
24.0-31.5 CH Hard
33.0-34.5 ML Hard

USCS Remarks
Depth,m
1.5-4.5 SM Loose
4.5-7.5 ML Soft
7.5-9.0 GM Medium Dense
9.0-10.5 ML Firm
10.5-12.0 SM Loose
12.0-15.0 ML Firm
15.0-18.0 ML Dense
22.5-27.0 MH Hard
176
USCS Remarks
Depth,m

USCS Remarks
Depth,m
0.0-1.5 CL Soft
1.5-3.0 SC Loose
3.0-4.5 ML Soft
4.5-7.5 ML Stiff
10.5-22.5 CH/ML Stiff to Hard
25.5-30.0 CH Hard

As such, the site has liquefaction potential during very strong earthquake.
Table 6.7.29 Bored Pile Parameter (FS=2) (Himamaylan Bridge)

0-1.0 -
1.0-10.5 20
10.5-15.0 30
15.0-18.0 40
18.0-30.0 95
End-Bearing@30.0m and beyond = 2000 kPa
177
Figure 6.7.8 Allowable Pile Capacity (Himamaylan Bridge)

Traffic flow over Himamaylan City Bridge is considered high with the following percentage
of motorized vehicles; motorized tricycles at 48%, motorcycles at 22%, cars at 19%, small
delivery trucks/vans at 3%, passenger jeepneys and mini bus at 2% and the rest at the rest
are 2%.
178
c. Study Result
Table 6.7.30 Traffic Study Results (Himamaylan Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
48104 4329 2000 2.16 F For widening

Table 6.7.31a Hydrology Design Result (Himamaylan Bridge)
Recommendation
(m) (m)
188.241 2.77 2.77 2.66 1.06 2.358 22.38
Table 6.7.31b Scour Depth Design (Himamaylan Bridge)

Scour Depth
Bridge
1. Himamaylan Bridge 22.38 2.358

NAMRIA benchmark AGN-197 and AGN-198 was identified within the project site and
used as reference for horizontal control establishment with coordinates
1113346.406N, 484408.636E in Philippine Transverse Mercator (PTM)/ PRS92. and
1112956.720N, 484414.090E in Universal Transverse Mercator (UTM)/ WGS84. This
benchmark has corresponding certifications from the agency.
NGW-102 The station is located on the SW corner of the Toyuman bridge which is at
the KM. 80+830. Mark is the head of a 4” copper nail drilled and grouted at the center
of a 30 cm. x 30 cm. cement putty embedded on the concrete pavement of the
bridge’s sidewalk with inscriptions, "NGW-102; 2007; NAMRIA".
- Vertical Control
NW-239 (NGW-102), is in the province of Negros Occidental, City of Himamaylan,

Barangay Caradio-an, Sitio Tuyoman, along tHimamaylan-Kabankalan highway.
Station is located on concrete sidewalk, SW end of Tuyoman bridge 0.25 m. above the
ground, 3.50 meters NW of the road centerline, 330 meters N of KM Post 81.
179
Mark is the head of a 4” copper nail set on a drilled and flushed to a 12” cement putty
with inscriptions, NGW-102; 2007; NAMRIA”.
verified from elders living in the vicinity of the bridge
Table 6.7.32 Project Control Points (Himamaylan Bridge)

1 1,115,714.9220 485,756.6620 2.8200 GPS-10
2 1,115,645.9120 485,735.8430 3.4720 GPS-2
3 1,115,685.4280 485,746.2920 2.9720 BM-1
4 1,115,560.9740 485,700.2800 3.4410 BM-2
5 1,115,612.9500 485,716.8550 3.8210 HM TP-01
6 1,115,590.6340 485,711.7680 3.8430 HM TP-02
7 1,115,647.2110 485,708.5160 0.6570 HIM DS RB
8 1,115,678.2030 485,692.9580 -0.0470 HIM DS RB
9 1,115,707.0760 485,675.8790 -0.2500 HIM DS RI
10 1,115,732.9090 485,659.4530 0.2260 HIM DS RB
11 1,115,760.4840 485,636.6880 0.2710 HIM DS RB
12 1,115,782.4410 485,615.0860 0.3560 HIM DS RB
13 1,115,801.7650 485,593.2840 0.3620 HIM DS RB
14 1,115,821.6490 485,569.7820 0.1290 HIM DS RB
15 1,115,840.6210 485,547.0140 0.2760 HIM DS RB
16 1,115,864.0300 485,521.7970 0.0560 HIM DS RB
17 1,115,900.4750 485,488.1190 0.1380 HIM DS RB
18 1,115,936.3210 485,450.8860 -0.2720 HIM DS RI
19 1,115,967.5270 485,420.5580 -0.0550 HIM DS RI
20 1,115,996.1400 485,397.3830 0.1170 HIM DS RB
21 1,116,012.5220 485,380.6440 0.1180 HIM DS RB
22 1,116,051.8190 485,363.3070 0.1140 HIM DS RB
23 1,115,784.8630 485,572.0240 4.3610 HIM TP-04BS
HIMA
24 1,115,725.9460 485,561.2990 4.0230
35+111.50
25 1,115,677.3860 485,548.9880 3.9550 HIMA CL
26 1,115,630.2580 485,536.9730 3.8260 HIMA CL
180

27 1,115,583.3560 485,525.0400 3.6410 HIMA CL
28 1,115,534.7870 485,512.7100 3.4960 HIMA CL
29 1,115,522.8500 485,509.8400 3.3210 HIMA CL
30 1,115,512.6900 485,507.6470 3.3390 HIMA CL
31 1,115,502.2900 485,505.7070 3.3340 HIMA CL
32 1,115,491.8350 485,503.9820 3.3700 HIMA CL
33 1,115,481.4850 485,502.6070 3.3930 HIMA CL
34 1,115,445.1020 485,493.7580 3.6450 HIMA CL
35 1,115,431.0560 485,499.3230 3.3980 HIMA CL
36 1,115,410.6800 485,499.6000 3.4310 HIMA CL
37 1,115,390.2990 485,500.9410 3.4100 HIMA CL
38 11,153,789.880 485,502.0360 3.4070 HIMA CL
0
39 1,115,368.9270 485,503.3970 3.3470 HIMA CL
40 1,115,358.3810 485,505.0880 3.3850 HIMA CL
41 1,115,308.9800 485,513.9320 3.3720 HIMA CL
42 1,115,261.1960 485,522.5880 3.2850 HIMA CL
43 1,115,241.4600 485,526.1010 3.2830 HIMA CL
44 1,115,222.0340 485,528.9130 3.2810 HIMA CL
45 1,115,201.8300 485,530.7630 3.2380 HIMA CL
46 1,115,181.7940 485,531.5630 3.2540 HIMA CL
47 1,115,161.6460 485,531.2510 3.2180 HIMA CL
48 1,115,120.4390 485,533.3980 3.5300 HIM BYP
INTER
49 1,115,103.4170 485,524.5290 3.3650 HIMA CL
50 1,115,084.2450 485,520.3360 3.4210 HIMA CL
51 1,115,065.0540 485,515.0140 3.4770 HIMA CL
52 1,115,045.8740 485,508.7090 3.3750 HIMA CL
53 1,115,009.0780 485,495.2850 3.2990 HIMA CL
54 1,115,132.1120 485,538.7430 3.3690 HIM 76+880
55 1,115,150.3020 485,546.9300 3.0820 HIM 76+860
56 1,115,168.9750 485,554.0350 2.7990 HIM 76+840
57 1,115,187.7540 485,560.8490 2.7190 HIM 76+820
58 1,115,206.5250 485,567.6950 2.6430 HIM 76+800
59 1,115,225.2810 485,574.5510 2.5510 HIM 76+780
181

60 1,115,244.0910 485,581.3640 2.4900 HIM 76+760
61 1,115,262.8870 485,588.1940 2.3750 HIM 76+740
62 1,115,281.6460 485,595.0580 2.2940 HIM 76+720
63 1,115,300.4330 485,601.9160 2.2100 HIM 76+700
64 1,115,319.2290 485,608.7590 2.1160 HIM 76+680
65 1,115,336.8140 485,615.1810 1.9910 HIM 76+660
66 1,115,356.7670 485,622.3960 1.8930 HIM 76+640
67 1,115,374.7690 485,629.0180 1.7270 HIM 76+620
68 1,115,394.3550 485,636.0980 1.6160 HIM 76+600
69 1,115,411.6900 485,642.2670 1.4950 HIM 76+580
70 1,115,432.1290 485,649.1440 1.3990 HIM 76+560
71 1,115,451.0980 485,655.4840 1.1680 HIM 76+540
72 1,115,488.6060 485,669.2300 0.9580 HIM 76+520
73 1,115,507.1650 485,676.6350 1.0990 HIM 76+500
74 1,115,525.7380 485,683.9480 1.2290 HIM 76+480
75 1,115,544.3470 485,691.3780 1.5440 HIM 76+460
76 1,115,562.9390 485,698.6810 3.3500 HIM 76+440
77 1,115,573.0660 485,702.2130 3.7780 HIM 76+420
78 1,115,641.4130 485,730.8370 3.7750 HIM 76+409
79 1,115,657.1290 485,737.5160 3.3670 HIM 76+337
80 1,115,657.1290 485,737.5160 3.3670 HIM 76+320
81 1,115,675.4880 485,745.1910 3.1060 HIM 76+300
82 1,115,693.9660 485,752.8340 2.9280 HIM 76+280
83 1,115,712.4620 485,760.4930 2.8600 HIM 76+260
84 1,115,731.0620 485,767.8510 2.7940 HIM 76+240
85 1,115,749.8860 485,774.6040 2.7800 HIM 76+220
86 1,115,768.7920 485,781.1780 2.7820 HIM 76+200
87 1,115,787.6820 485,787.7430 2.7730 HIM 76+180
88 1,115,806.5750 485,794.3350 2.8010 HIM 76+160
89 1,115,825.4660 485,800.8360 3.0170 HIM 76+140
90 1,115,861.5110 485,813.3220 3.6760 HIM BYP
INTERS
91 1,115,871.5820 485,783.5750 3.4080 HIM 76+100
92 1,115,875.4140 485,763.9500 3.2450 HIM 76+080
182

93 1,115,879.2230 485,744.3380 3.0290 HIM 76+060
94 1,115,883.0520 485,724.7090 2.8700 HIM 76+040
95 1,115,886.8700 485,705.0580 2.7390 HIM 76+000
96 1,115,890.7150 485,685.4210 2.6950 HIM 75+980
97 1,115,894.5860 485,665.7830 2.6850 HIM 75+960
98 1,115,898.4340 485,646.1940 2.7170 HIM 75+940
99 1,115,902.4190 485,626.5530 2.7880 HIM 75+920
100 1,115,910.1550 485,610.0920 3.2150 HIM BY
INTERS
HIM
101 1,115,835.6410 485,586.1240 3.5340
35+001.50
102 1,115,856.4470 485,594.4410 3.4010 HIMAM
103 1,115,877.4410 485,598.7540 3.3020 HIMA CL
104 1,115,896.8840 485,301.9900 3.2020 HIMA CL
105 1,115,916.2270 485,604.1170 3.0830 HIMA CL
106 1,115,935.6650 485,605.4330 2.8890 HIMA CL
107 1,115,955.4970 485,606.6580 2.8350 HIMA CL
108 1,116,003.3690 485,609.4800 2.9820 HIMA CL
109 1,116,051.7810 485,612.2900 3.3190 HIMA CL
110 1,116,099.4670 485,615.1150 3.4590 HIMA CL
111 1,116,146.7840 485,617.9820 3.4770 HIMA CL
183
6.8. REGION VII

6.8.1.TALAPTAP BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.8.1 Talaptap Bridge, Municipality of Bindoy, Negros Oriental

General land surface features that characterize in the province of Negros Occidental
compose of river, hills, valley, wide plains and some small freshwater ponds. The higher
catchment area (drainage area map included in this report).. The main river (Payabon River)
which is connected to Talaptap River has its own tributaries. The upstream part of the
watershed has mountainous and forested area while the downstream area has relatively flat
terrain. Most of the plains are cultivated fields with some remaining forest reserves. There
are several waterways on river flowing towards Payabon River where the bridge project is
located which is nearby the coastline of Tinaogan Reef. The riverbank is abundantly
vegetated by trees. In some instances, due to flat terrain, traversed by waterway or rivers, it
causes the meandering nature of the flow to assume a different geographic orientation.
There are clear water cover rather than grass areas observed along the route. Extensive
deposits of silty sand material are noticeable along the river near the bridge site. There is
also abundance of gravels and sand along the river routes that laced mostly flat landscape
with their meandering patterns.
184
Table 6.8.1 Subsurface Materials Abut-A GWT N/S (Talaptap Bridge)

USCS Remarks
Depth, m
0-13.5 SM Medium dense
13.5-30.0 Gravel Very poor, weathered
Table 6.8.2 Subsurface Materials Abut-B GWT N/S (Talaptap Bridge)

USCS Remarks
Depth, m
0-4.5 SM Medium dense
4.5-13.5 SM Dense
Table 6.8.3 Subsurface Materials Pier-1 GWT N/S (Talaptap Bridge)

USCS Remarks
Depth, m
0-1.5 SM Very dense

• IL (Liquidity Index) > 0
As such, the site has no issue on liquefaction.
Table 6.8.4 Bored Pile Parameter Abut-A GWT N/S ( (FS=2) (Talaptap Bridge)
0-13.5 20
13.5-30.0 40
End-Bearing@20m and beyond = 560 kPa
185
Table 6.8.5 Bored Pile Parameter Abut-B GWT N/S ( (FS=2) (Talaptap Bridge)
0-4.5 20
4.5-13.5 60
13.5-30.0 40
Table 6.8.6 Bored Pile Parameter Pier-1 GWT N/S ( (FS=2) (Talaptap Bridge)
0-30.0 40
Figure 6.8.2 Allowable Pile Capacity at Abut A (Talaptap Bridge)
186
Figure 6.8.3 Allowable Pile Capacity at Abut B (Talaptap Bridge)
Figure 6.8.4 Allowable Pile Capacity at Pier-1 (Talaptap Bridge)

Traffic flow over Talaptap Bridge is considered medium flow with the following
percentage of motorized vehicles; motorcycles at 38.17%, motorized tricycles at 18.85%,
cars at 11.48%, small delivery trucks/vans at 4.46%, pas-senger jeepneys at 3.91% and
the rest at less than two percent. The non-motorized vehicles or pedicab registered a
high percentage of 19.62%
187
Manufacturers in the Philippines, Inc. (CAMPI), while goods vehicles also registered a
high percentage of 19.2 percent sales.
Table 6.8.7 Traffic Study Results (Talaptap Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
6691 602 2000 0.3 B

Table 6.8.8a Hydrology Design Result (Talaptap Bridge)
Recommendation
(m) (m)
369.678 6.75 6.75 6.115 3.22 0.722 25.71
Table 6.8.8b Scour Depth Design (Talaptap Bridge)

Scour Depth
Bridge
1. Talaptap Bridge 25.71 0.722

188
NAMRIA benchmark NGE-76 were identified within the project site and used as
NGE-76 The Station is located at the back of Domolog Elementary School. Mark is the
head of a 4” copper nail drilled and grouted at the center of a 30 cm. x 30 cm. cement
putty embedded on top of the sea wall with inscriptions, "NGE-76; 007; NAMRIA".
- Vertical Control
NE-174, is in the Province of Negros Oriental, Municipality of Bindoy, Barangay

Dumolog, along National road.
Station is located on top of concrete sidewalk, NW end of Dumolog bridge, 0.25 meter
above the ground. 4.50 meters W of the road centerline, 450 m. S of KM Post 70.
Mark is the head of a 4” copper nail, set on a drilled hole and flushed to a 6” x 6”
cement putty with inscription, “NE-174; 2008; NAMRIA”.
verified from citizens living near the vicinity of the bridge.
Table 6.8.9 Porject Control Points (Talaptap Bridge)

1
2 1,085,690.6590 515,099.5930 7.5710 GPS-01
3 1,085,701.9017 515,081.5104 8.4180 CPS-02
4 1,085,700.3100 515,083.6760 8.3910 BM-02
5 1,085,695.5090 515,094.5600 7.6780 BM-01
76+453.6
6 1,085,686.6588 515,089.1581 8.3270
ABUT-A
7 1,085,679.3691 515,100.2709 8.2090 76+440
8 1,085,656.5695 515,133.1646 7.9480 76+400
9 1,085,632.6082 515,165.2126 7.4660 76+360
10 1,085,620.3972 515,181.0294 7.2530 76+340
11 1,085,608.0965 515,196.8032 7.0000 76+320
12 1,085,595.3987 515,212.2459 6.8750 76+300
13 1,085,582.2868 515,227.4092 6.6270 76+280
14 1,085,557.4782 515,255.1492 6.2690 76+240
15 1,085,538.9768 515,268.7520 6.2520 76+220
16 1,085,523.0161 515,280.7533 6.0830 76+200
17 1,085,505.8412 515,290.8556 6.2080 76+180
18 1,085,487.5295 515,298.8825 6.2970 76+160
189

76+463.31
19 1,085,691.5788 515,081.3057 8.3110
ABUT-B
20 1,085,700.7795 515,066.6214 8.1420 76+480
21 1,085,721.7388 515,032.6311 7.8990 76+520
22 1,085,742.7177 514,998.5590 8.1260 76+560
23 1,085,763.6901 514,964.5176 8.2350 76+600
24 1,085,784.7021 514,930.5222 8.2790 76+640
25 1,085,805.7142 514,896.5268 8.3230 76+680
26 1,085,823.4490 514,867.5309 8.5480 76+720
27 1,085,841.1838 514,838.5349 8.6230 76+760
28 1,085,664.2177 515,080.6904 9.2320 UPRB RW
29 1,085,652.9605 515,073.8578 9.6470 UPRB
30 1,085,639.9328 515,068.4206 10.3250 UPRB
31 1,085,633.1919 515,061.7655 10.4430 UPRB
32 1,085,618.8631 515,051.1321 13.4180 UPRB
33 1,085,609.7645 515,034.0289 14.8270 UPRB
34 1,085,602.5450 515,028.3244 13.5270 UPRB
35 1,085,587.2483 515,007.3438 15.8070 UPRB
36 1,085,584.9457 514,991.2955 15.7030 UPRB
37 1,085,582.0626 514,971.3095 15.6240 UPRB
38 1,085,575.6982 514,955.1186 15.3330 UPRB
39 1,085,572.3402 514,944.5758 15.6310 UPRB
40 1,085,565.5326 514,920.5802 15.7810 UPRB
41 1,085,551.3849 514,911.2565 16.7560 UPRB
42 1,085,536.1244 514,902.0409 16.9940 UPRB
43 1,085,518.2196 514,889.1349 17.0380 UPRB
44 1,085,507.6293 514,886.3449 17.3090 UPRB
45 1,085,493.7528 514,880.5775 14.0080 UPRB
46 1,085,478.3596 514,872.9008 14.2580 UPRB
47 1,085,713.7017 515,103.5779 8.9460 DSRB 0+021
48 1,085,750.4269 515,127.3922 7.0220 DSRB 0+060
49 1,085,780.1988 515,152.7736 6.4070 DSRB 0+100
50 1,085,798.5094 515,180.0850 5.8080 DSRB 0+140
51 1,085,811.4476 515,218.4090 5.1260 DSRB 0+180
52 1,085,825.1762 515,260.4143 4.2070 DSRB 0+220
53 1,085,835.9016 515,303.4134 3.5480 DSRB 0+260
54 1,085,847.0533 515,345.4017 2.6440 DSRB 0+300
190
6.8.2.CALAG-CALAG BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.8.5 Calag-Calag Bridge, Municipality of Ayungon, Negros Oriental

The watershed area comprises the province of Iloilo which composes of river, hills, valley,
wide plains and some small freshwater ponds. The higher mountains ranges can be found in
along the drainage divide lines as indicated in the catchment area (drainage area map
included in this report). Those mountain ranges converge on some other peak elevations.
The main river (Calag-calag River) has its own tributaries. The downstream part of the
watershed has a wider flat land, while the upstream part of the watershed has mountainous
and forested area. Most of the plains are cultivated fields, with some remaining forest areas.
Most of the plains are cultivated fields, with some remaining forest areas. There are several
waterways on river flowing towards Calag-calag River where the bridge project is located. In
some instances, due to flat terrain, traversed by waterway or rivers, it causes the
meandering nature of the flow to assume a different geographic orientation. There are
grassed cover rather than forested areas observed along the route. There is also abundance
of gravels and sand along the river routes that laced mostly flat landscape.

Table 6.8.10 Subsurface Materials GWL – None (Calag-Calag Bridge)

USCS Remarks
Depth,m
0.0-1.5 SM-SP Very Dense
1.5-30.0 Gravel / Boulders Weathered
191
b. Allowable Bearing Capacity
Table 6.8.11 Allowable Bearing Capacity (Calag-Calag Bridge)

Embedment Depth Net Allowable Bearing Capacity
1.5m 300 kPa
The above value already incorporates a geotechnical factor of safety of 3.0.
c. Settlement
Limit the settlement to 25mm
d. Seismic Design Considerations
With reference to NSCP 2010 for earthquake design, a seismic zone factor, Z = 0.4 and a Soil
Profile Type = SC shall be used. The site is more than 15kms from nearest known seismic
generator which is the Central Negros Fault. Seismic parameters given above shall be
verified by design engineer prior to design.
e. Liquefaction Potential

As such, the site has no liquefaction potential during a major earthquake.
f. Recommended Foundation
Table 6.8.12 Bored Pile Parameter (FS=2) (Calag-Calag Bridge)

0-1.0 -
1.0-10.0 80
10.0 and beyond 80
End-Bearing@10m and beyond = 3000kPa
192
Figure 6.8.6 Allowable Pile Capacity (Calag-Calag Bridge)

Traffic flow over Calagcalag Bridge II is considered medium flow with the following
percentage of motorized vehicles; motorcycles at 55.32%, motor-ized tricycles at 16.68%,
cars at 15.12%, passenger Jeepneys at 1.31, small delivery trucks/vans at 4.39%, mini bus
at .04%, big bus at 2.87%, rigid 2-axle truck at 1.87%, rigid 3-axle truck at 0.21%, semi-
trailer at 0.10% and the non-motorized vehicles or pedicab at 2.08%
DPWH has published traffic growth rates for the Province of Negros Oriental in 2011
the traffic growth rates in 2011 are no longer rele-vant to be used in this study as the
193
Table 6.8.13 Traffic Study Results (Calag-Calag Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
5881 529 2000 0.26 B

Table 6.8.14 Hydrology Design Result (Calag-Calag Bridge)
Recommendation
(m) (m)
72.245 8.56 8.56 8.217 5.57 0 19.21
Table 6.8.8b Scour Depth Design (Calag-Calag Bridge)

Scour Depth
Bridge
1. Calag-Calag Bridge 19.21 0.000

NAMRIA benchmark NGE-74 was identified within the project site and used as
NGE-74 The station is about 5 km. S of Ayungon town proper. The Station is on the SW
corner of the RCBC, on the west side of the road, made level with the pavement of the
Dumaguete-San Carlos national highway. Mark is the head of a 4” copper nail drilled
and grouted at the center of a 30 cm. x 30 cm. cement putty embedded on the
concrete pavement with inscriptions, "NGE-74; 2007; NAMRIA".
- Vertical Control
NE-181 (NR-106), is in the Province of Negros Oriental, Municipality of Ayungon,

Barangay Calag-Calag, Sitio Lamacan, along Bindoy-Ayungon Highway.
194
Station is located on concrete sidewalk, NW end of Calag-Calag bridge II, 0.20 meter
above the ground, 5 meters SW of the road centerline, 250 meters SE of KM Post 77.
Mark is the head of a 10 mm. brass road, set on a drilled hole and embedded on
concrete sidewalk.
verified from elders living in the vicinity of the bridge.
Table 6.8.15 Project Control Points (Calag-Calag Bridge)

1 1,086,251.8000 514,435.8800 6.8600 NGE-74
2 1,085,690.6590 515,099.5930 7.5710 GPS-01
3 1,085,701.9017 515,081.5104 8.4180 CPS-02
4 1,085,700.3100 515,083.6760 8.3910 BM-02
5 1,085,695.5090 515,094.5600 7.6780 BM-01
76+453.6
6 1,085,686.6588 515,089.1581 8.3270
ABUT-A
7 1,085,679.3691 515,100.2709 8.2090 76+440
8 1,085,656.5695 515,133.1646 7.9480 76+400
9 1,085,632.6082 515,165.2126 7.4660 76+360
10 1,085,620.3972 515,181.0294 7.2530 76+340
11 1,085,608.0965 515,196.8032 7.0000 76+320
12 1,085,595.3987 515,212.2459 6.8750 76+300
13 1,085,582.2868 515,227.4092 6.6270 76+280
14 1,085,557.4782 515,255.1492 6.2690 76+240
15 1,085,538.9768 515,268.7520 6.2520 76+220
16 1,085,523.0161 515,280.7533 6.0830 76+200
17 1,085,505.8412 515,290.8556 6.2080 76+180
18 1,085,487.5295 515,298.8825 6.2970 76+160
76+463.31
19 1,085,691.5788 515,081.3057 8.3110
ABUT-B
20 1,085,700.7795 515,066.6214 8.1420 76+480
21 1,085,721.7388 515,032.6311 7.8990 76+520
22 1,085,742.7177 514,998.5590 8.1260 76+560
23 1,085,763.6901 514,964.5176 8.2350 76+600
24 1,085,784.7021 514,930.5222 8.2790 76+640
25 1,085,805.7142 514,896.5268 8.3230 76+680
26 1,085,823.4490 514,867.5309 8.5480 76+720
27 1,085,841.1838 514,838.5349 8.6230 76+760
28 1,085,664.2177 515,080.6904 9.2320 UPRB RW
29 1,085,652.9605 515,073.8578 9.6470 UPRB
30 1,085,639.9328 515,068.4206 10.3250 UPRB
31 1,085,633.1919 515,061.7655 10.4430 UPRB
32 1,085,618.8631 515,051.1321 13.4180 UPRB
33 1,085,609.7645 515,034.0289 14.8270 UPRB
34 1,085,602.5450 515,028.3244 13.5270 UPRB
195

35 1,085,587.2483 515,007.3438 15.8070 UPRB
36 1,085,584.9457 514,991.2955 15.7030 UPRB
37 1,085,582.0626 514,971.3095 15.6240 UPRB
38 1,085,575.6982 514,955.1186 15.3330 UPRB
39 1,085,572.3402 514,944.5758 15.6310 UPRB
40 1,085,565.5326 514,920.5802 15.7810 UPRB
41 1,085,551.3849 514,911.2565 16.7560 UPRB
42 1,085,536.1244 514,902.0409 16.9940 UPRB
43 1,085,518.2196 514,889.1349 17.0380 UPRB
44 1,085,507.6293 514,886.3449 17.3090 UPRB
45 1,085,493.7528 514,880.5775 14.0080 UPRB
46 1,085,478.3596 514,872.9008 14.2580 UPRB
47 1,085,713.7017 515,103.5779 8.9460 DSRB 0+021
48 1,085,750.4269 515,127.3922 7.0220 DSRB 0+060
49 1,085,780.1988 515,152.7736 6.4070 DSRB 0+100
50 1,085,798.5094 515,180.0850 5.8080 DSRB 0+140
51 1,085,811.4476 515,218.4090 5.1260 DSRB 0+180
52 1,085,825.1762 515,260.4143 4.2070 DSRB 0+220
53 1,085,835.9016 515,303.4134 3.5480 DSRB 0+260
54 1,085,847.0533 515,345.4017 2.6440 DSRB 0+300
196
6.8.3.PANLAYA-AN BRIDGE
Location Map:
Source: NAMRIA Map

Figure 6.8.7 Panlaya-an Bridge, Municipality of Jimalalud, Negros Oriental

In the upper reaches of the river, some channelization and terracing is starting to occur,
where the river at elevation 628 m with a slope of 0.08032. The higher mountains ranges
can be found in along the drainage divide lines as indicated in the catchment area (drainage
area map included in this report). Those hills converge on some other peak elevations. Most
of the plains are grass and agricultural fields with some remaining forest reserves.
Constricted river were observe upstream and the cross section were observed to be wide
inverted triangle as it flows down on flat surface downstream. Vegetated and forested
mountain upstream contributes to the irrigation of corn fields downstream. Bridge site has
vegetated and sandy river with slope protection (retaining wall) along its riverbanks both
side .Extensive deposits of sandy soil are noticeable along the river at flat terrain and
abundance of boulders and gravels upstream. Meandering pattern of river were observed.
197
Table 6.8.16 Subsurface Materials (Panlaya-an Bridge)

USCS Remarks
Depth,m
1.5-30.0 Gravel Weathered
b. Allowable Bearing Capacity
Table 6.8.17 Allowable Bearing Capacity (Panlaya-an Bridge)

Embedment Depth Net Allowable Bearing Capacity
1.5m 300 kPa
The above value already incorporates a geotechnical factor of safety of 3.0
c. Settlement
Limit the settlement to 25mm.
d. Seismic Design Considerations
With reference to NSCP 2010 for earthquake design, a seismic zone factor, Z = 0.4 and a
Soil Profile Type = SC shall be used. The site is more than 15kms from nearest known seismic
generator which is the Central Negros Fault. Seismic parameters given above shall be
verified by design engineer prior to design.
e Liquefaction Potential

As such, the site has no liquefaction potential during a major earthquake.
f. Recommended Foundation
Table 6.8.18 Bored Pile Parameter (FS=2) (Panlaya-an Bridge)

0-1.0 -
1.0-10.0 80
10.0 and beyond 80
End-Bearing@10m and beyond = 3000kPa
198
Figure 6.8.8 Allowable Pile Capacity (Panlaya-an Bridge)

Traffic flow over Panlayaan Bridge is considered medium flow with the fol-lowing
percentage of motorized vehicles; motorcycles at 63.43%, motorized tricycles at 14.34%,
cars at 10.66%, small delivery trucks/vans at 4.26%, passenger jeepneys at 1.66%, and the
rest at less than two percent. The non-motorized vehicles or pedicab at 1.08%
199
Table 6.8.19 Traffic Study Results (Panlaya-an Bridge)

Peak Hour
AADT
(pcu/d)
(9%)
5459 491 2000 0.25 B

Table 6.8.20a Hydrology Design Result (Panlaya-an Bridge)
Recommendation
(m) (m)
52.256 9.58 9.58 9.561 4.83 2.436 21.97
Table 6.8.20b Scour Depth Design (Panlaya-an Bridge)

Scour Depth
Bridge
1. Panlaya-an Bridge 21.97 2.436

NAMRIA benchmark NGE-69 was identified within the project site and used as
521940.573E in Philippine Transverse Mercator (PTM)/ PRS92and 1103283.500N,
NGE-69 From Dumaguete-San Carlos National Road, turn right at the corner of the
Petron Gasoline Station going to the shoreline. Upon reaching the sea wall, turn right
to reach the station. The station is on top of the concrete seawall, which is SE of the
basketball court. The monument is made level with the seawall.
cm. cement putty embedded on the seawall with inscriptions, "NGE-69; 2007;
NAMRIA".
- Vertical Control
200
NE-200, is in the Province of Negros Oriental, Municipality of Jimalalud, Barangay

Poblacion, along National road. Station is located on top center of reinforced concrete
pipe culvert railing, 7 meters S of the road centerline, 250 meters N of KM Post 97,
150 meters SW of Municipal Hall.
Mark is the ehad of a 4” copper nail, set on a drilled hole and flushed to a 6” x 6”
cement putty with inscriptions, “NE-200; 2008; NAMRIA”.
verified from residents living near the vicinity of the bridge.
Table 6.8.21 Project Control Points (Panlaya-an Bridge)

1 1,103,283.5000 521,932.8900 4.5170 NGE-69
2 1,101,203.3530 520,228.8210 9.8370 GPS-1
3 1,101,322.5010 520,318.8920 10.1570 GPS-2
4 1,101,263.1220 520,279.8160 10.4180 BM-1
5 1,101,294.7130 520,307.1340 10.5290 BM-2
6 1,101,295.2200 520,297.9810 11.0650 PANL. TP-01
7 1,101,305.0870 520,286.0040 8.9910 PANL. TP-02
8 1,101,313.5340 520,262.5410 9.1670 PANL. RB-013
9 1,101,290.3470 520,242.6420 10.7410 PANL. RB-025
10 1,101,296.7190 520,228.8580 12.3320 PANL. RB-029
11 1,101,300.2140 520,216.0180 12.4550 PANL. TP-03
12 1,101,298.0590 520,209.5350 8.8900 PANL. RB-057
13 1,101,301.2520 520,200.1800 9.0750 PANL. RB-050
14 1,101,309.3890 520,188.1720 13.0810 TP-04
15 1,101,315.8990 520,180.5860 9.7310 PANL. RB-046
16 1,101,319.9640 520,162.1780 9.7300 PANL. RB-060
17 1,101,322.9500 520,145.7520 8.6130 PANL. RB-80
18 1,101,334.6320 520,100.9110 9.9090 PANL. RB-88
19 1,101,357.4260 520,062.1590 12.8690 PANL. RB-98
20 1,101,370.9750 520,033.2660 13.3180 TP-05
21 1,101,392.1190 520,060.3420 10.4530 TP-06
PANL. RB-108
22 1,101,364.4580 520,031.5280 13.4650 XS-
SUGARCANE
23 1,101,361.0410 520,009.9030 13.8380 PANL. RB-109
24 1,101,358.1400 519,984.4760 14.6290 PANL. RB-149
25 1,101,354.0110 519,973.0750 15.0310 PANL. RB-112
26 1,101,363.6650 519,961.4330 12.0790 TP-07
27 1,101,359.2820 519,952.8210 15.2170 PANL. RB-113
28 1,101,286.9650 520,298.7040 11.1420 TP-08
29 1,101,270.0060 520,326.8560 4.6020 TP-09
30 1,101,283.9770 520,298.7180 4.6440 DSRB-001
31 1,101,275.2310 520,316.6030 4.7900 DS 0+020
32 1,101,257.2570 520,351.9680 4.1220 DS 0+060
201

33 1,101,242.2630 520,386.2240 3.7330 DS 0+100
34 1,101,223.4540 520,421.9110 3.1430 DS 0+140
35 1,101,206.2640 520,466.5160 2.6680 DS 0+180
36 1,101,189.4980 520,503.1070 2.3640 DS 0+220
37 1,101,171.7150 520,544.1260 1.5860 DS 0+260
38 1,101,153.8570 520,576.7460 1.4560 DS 0+300
39 1,101,141.7440 520,606.8370 1.0880 DS 0+330
RW
40 1,101,292.5140 520,299.6480 11.1620
95+091.89
41 1,101,298.4800 520,305.1760 11.0260 RW 95+100
42 1,101,324.1440 520,321.4460 10.3400 BRTP-01
43 1,101,328.5110 520,331.4870 10.3910 RW 95+140
44 1,101,358.8140 520,357.5290 9.1510 95+180
45 1,101,389.4560 520,383.3550 8.1710 RW 95+220
46 1,101,419.9020 520,409.1830 7.3570 RW 95+260
47 1,101,450.5490 520,434.9800 6.7810 RW 95+300
48 1,101,458.8900 520,447.2100 6.6220 PANL. TP-10
49 1,101,481.4860 520,460.3430 6.3110 RW 95+340
50 1,101,513.0800 520,484.9530 5.9590 RW 95+380
51 1,101,545.9830 520,507.9530 5.7670 RW 95+420
52 1,101,578.6210 520,531.0210 5.7880 RW 95+460
53 1,101,611.2620 520,554.0440 5.8460 RW 95+500
RW
54 1,101,282.1230 520,290.4100 10.8280
95+078.11
55 1,101,268.7220 520,278.2670 10.5820 RW 95+060
56 1,101,238.9850 520,251.5700 10.2760 RW 95+020
57 1,101,209.3850 520,224.7160 10.0280 RW 94+980
58 1,101,179.6500 520,197.9490 9.9940 RW 94+940
59 1,101,149.9520 520,171.2170 10.0660 RW 94+900
60 1,101,120.3520 520,144.2310 10.0930 RW 94+860
61 1,101,091.1340 520,117.0010 9.8440 RW 94+820
62 1,101,062.2070 520,089.4370 9.6370 RW 94+780
63 1,101,033.0030 520,061.9890 9.4380 RW 94+740
64 1,101,003.9130 520,034.6020 9.2170 RW 94+700
65 1,100,974.5130 520,007.0660 8.9640 RW 94+660
66 1,100,945.4790 519,979.7780 8.5360 RW 94+620
202
6.8.4.MALAIBA BRIDGE 1
Location Map:
Source: NAMRIA Map

Figure 6.8.9 Malaiba Bridge 1, Canlaon City, Negros Oriental

The watershed area comprises the provinces of Negros Occidental which composes of river,
elevations, namely Mt. Canlaon in the upstream part of the catchment area. The
watershed has mountainous and forested area. Most of the plains are cultivated fields, with
some remaining forest areas. In some instances, due to flat terrain, traversed by waterway
or rivers, it causes the meandering nature of the flow to assume a different geographic
has many types of soil ranging from clay loam to sandy. There is also abundance of boulders,
203
Table 6.8.22 Subsurface Materials Abut A and B GWT N/S (Malaiba Bridge 1)
USCS Remarks
Depth, m
0-1.5 SM Very dense
b. Seismic Design Considerations
With reference to NSCP 2010 for earthquake design, a seismic zone factor, Z=0.4 and a Soil
Profile Type = SC shall be used. The nearest seismic generator is the Central Negros Fault.
Seismic parameters and location from the generator shall be verified by design engineer
prior to design.
c. Liquefaction Potential

d. Recommended Foundation
Table 6.8.23 Bored Pile Parameter (FS=2) (Malaiba Bridge 1)

0-30.0 40
`
204
Figure 6.8.10 Allowable Pile Capacity (Malaiba Bridge 1)

Traffic flow over Malaiba 1 Bridge is considered medium flow with the fol-lowing
percentage of motorized vehicles; motorcycles at 87.12%, cars at 7.26%, motorized
tricycles at 1.77%, small delivery trucks/vans at 1.64%, passenger jeepneys at 1.46%, and
the rest at less than one percent. The non-motorized vehicles or pedicab is less than one
percent.
which ranges from 2.144 percent to 2.613 percent (source: 2011
DPWH Atlas). However, the traffic growth rates in 2011 are no longer relevant to be used
in this study as the values are somewhat lesser compared to what is now happening all
over the country. Car sales shoot up to about 23 percent in 2015 according to the
Chamber of Automotive Manufacturers in the Philippines, Inc. (CAMPI), while goods
vehicles also registered a high percentage of 19.2 percent sales.
205
Table 6.8.24 Traffic Study Results (Malaiba Bridge 1)

Peak Hour
AADT
(pcu/d)
(9%)
12858 1157 1900 0.61 C For widening

Table 6.8.25a Hydrology Design Result ((Malaiba Bridge 1)
Recommendation
(m) (m)
44.024 471.09 471.09 471.089 468.16 2.912 17.2
Table 6.8.25b Scour Depth Design (Malaiba Bridge 1)

Scour Depth
Bridge
1. Malaiba Bridge 1 17.20 2.912

NAMRIA benchmarks NGE-55 and NGE-56 were identified within the project site and
1147705.156N, 521919.526E and 1147507.725N, 526967.065E respectively in
Philippine Transverse Mercator (PTM)/ PRS92 and 1147303.440N, 521911.85E and
1147106.080N, 526957.630E respectively in Universal Transverse Mercator (UTM)/
WGS84. Both benchmarks have corresponding certifications from the agency.
NGE-55 The station is on top of a rock outcrop predominant at the site. The station is
about 70 meters SE of KM Post 168 and about 2.07 km. from the city proper. The
station is in between two wooden electric post on the east side of the highway curve.
cm. cement putty with inscriptions, "NGE-55; 2007; NAMRIA".
NGE-56 The station is located on the SW wingwall pavement of Binalbagan bridge. The
bridge is on KM. 162 and about 4 km. away from Canlaon City proper. Mark is the
head of a 4” copper nail drilled and grouted at the center of a cement putty with
inscriptions, "NGE-56; 2007; NAMRIA".
206
- Vertical Control
NAMRIA was not able to provide Certificate of BM Vertical Control near Canlaon City,
hence, Global Positioning System (GPS) reading was taken at BM 1 and BM 2 to be
472.01 m. and 472.62 m. respectively.
Table 6.8.26 Project Control Points (Malaiba Bridge 1)

1 1,147,303.4400 521,911.8500 434.2580 NGE-55
2 1,147,106.0800 526,957.6300 446.5550 NGE-56
3 1,148,105.0830 524,476.6310 471.5730 GPS-1
4 1,148,126.3620 524,424.8700 473.0280 GPS-2
5 1,148,110.6420 524,464.7190 472.0120 BM-1
6 1,148,110.6690 524,450.7590 472.6150 BM-2
7 1,148,139.9090 524,445.8010 470.8380 RI
8 1,148,152.0770 524,442.2850 470.4220 RI
9 1,148,167.3710 524,431.7610 471.2380 RI
10 1,148,176.8750 524,427.4380 471.4370 RI
11 1,148,186.8720 524,420.1310 472.3590 RI
12 1,148,196.5830 524,413.0990 472.6060 RI
13 1,148,199.4840 524,407.7670 473.9760 RI
14 1,148,199.4840 524,407.7670 473.9760 TP-01
15 1,148,214.4620 524,402.2910 473.5280 RI
16 1,148,224.6280 524,395.1450 474.1790 RI
17 1,148,242.9830 524,391.4070 475.5850 RI
18 1,148,258.9000 54,385.2210 476.8340 TP-02
19 1,148,276.4900 524,386.7950 476.7290 RI
20 1,148,295.9340 524,380.5910 478.0720 RI
21 1,148,304.6670 524,381.2380 479.3280 TP-03
22 1,148,324.3900 524,360.4270 479.7770 TP-04
23 1,148,325.9840 524,370.3900 481.8680 DAMXS
24 1,148,333.5410 524,360.9180 480.7690 TP-05
207

25 1,148,338.6330 524,363.6790 481.4360 DAMXS
26 1,148,357.4260 524,358.8120 480.9240 RI
27 1,148,376.3280 524,351.0150 481.2960 RI
28 1,148,389.8540 524,346.5200 484.0770 TP-06
29 1,148,412.0360 524,352.3940 482.5640 RI
30 1,148,064.1440 524,465.6050 467.0100 BS4DS
31 1,148,052.4960 524,471.9280 467.5480 TP-A-02
32 1,148,035.6750 524,497.0200 465.8790 BS4DS
33 1,148,023.2490 524,502.1620 465.5570 TP-A-003
34 1,148,011.4310 524,521.3790 465.7080 BS4DS
35 1,147,968.8640 524,541.1610 463.8080 BS4DS
36 1,147,948.1870 524,549.0610 461.8830 TP-A-04
37 1,147,948.9200 524,554.2720 462.0040 BS4DS
38 1,147,919.5190 524,600.8100 460.2670 BS4DS
39 1,147,887.2970 524,614.5250 459.2050 TP-A-05
40 1,147,877.4950 524,644.0610 458.2970 TP-A-06
41 1,147,875.5230 524,633.3270 457.8400 BS4DS
42 1,147,844.9270 524,649.3180 456.6270 BS4DS
43 1,147,825.2140 524,651.3680 455.5230 BS4DS
44 1,148,112.1310 524,455.9480 472.0040 164+698.80
45 1,148,108.0880 524,462.7680 471.9970 164+690.80
46 1,148,102.3660 524,472.0830 471.6220 164+680
47 1,148,081.7000 524,506.0220 469.6620 164+640
48 1,148,061.1130 524,540.3230 468.0370 164+600
49 1,148,040.6070 524,574.6260 466.5950 164+560
50 1,148,020.2730 524,609.0620 465.0150 164+520
51 1,148,000.0330 524,643.5060 463.4150 164+480
52 1,147,979.8770 524,678.0220 461.8770 164+440
53 1,147,957.6190 524,708.5700 459.9070 RWTP-3A-01
54 1,147,959.3570 524,712.3030 460.1440 164+400
55 1,147,938.9920 524,746.7170 458.4410 164+360
56 1,147,918.3180 524,780.9323 456.6640 164+320
208

57 1,147,933.0940 524,718.9700 460.0940 INTERSTERMI
58 1,147,902.7120 524,727.4550 459.3840 INTERSTERMI
59 1,147,866.5570 524,737.5960 458.3850 INTERSTERMI
60 1,147,907.9420 524,798.0170 455.7190 164+300
61 1,147,912.1340 524,795.5090 455.4780 164+300
62 1,147,925.6880 5,247,996.2520 456.6200 164+300
63 1,147,941.1610 524,796.4590 457.0000 164+300
64 1,147,961.5910 524,795.3050 457.0010 164+300
65 1,147,976.5360 524,790.9800 457.1960 164+300
66 1,148,133.1690 524,420.5790 473.2710 164+740
67 1,148,153.6780 524,386.2980 474.4540 164+780
68 1,148,174.1690 524,351.9660 475.6840 164+820
69 1,148,194.5370 524,317.5660 477.0050 164+860
70 1,148,212.1460 524,280,246.0000 478.2600 CL-TP1
71 1,148,208.8100 524,280.2270 478.0980 164+900
72 1,148,210.9960 524,260.3500 478.4880 164+920
73 1,148,212.3240 524,225.7670 479.1680 164+954.90
74 1,148,213.2460 524,200.4170 479.6860 164+960
75 1,148,219.2990 524,201.1650 479.5470 01TP164+980
76 1,148,243.3570 524,197.7410 480.3510 02TP164+980
77 1,148,247.1130 524,191.4580 480.7280 164+958.60
78 1,148,267.8660 524,188.2030 481.8210 164+958.60
79 1,148,282.5320 524,184.3220 482.5290 164+958.60
80 1,148,294.5120 524,178.2200 483.2570 164+958.60
81 1,148,302.4540 524,171.5650 483.7870 164+958.60
82 1,148,213.9940 524,180.4400 480.0860 165+000
83 1,148,215.4510 524,140.4390 480.7760 165+040
84 1,148,216.9360 524,100.4560 481.2470 165+080
85 1,148,218.3330 524,060.5190 481.6490 165+120
86 1,148,219.7680 524,020.5100 482.0360 165+160
87 1,148,221.1320 523,980.6070 482.4430 165+200
209
6.8.5.MALAIBA BRIDGE 2 / MABIGO BRIDGE

Location Map:
Source: NAMRIA Map

Figure 6.8.11 Malaiba Bridge 2, Canlaon City, Negros Oriental

The watershed area comprises the provinces of Negros Occidental which composes of river,
elevations, namely Mt. Canlaon in the upstream part of the catchment area. The
watershed has mountainous and forested area. Most of the plains are cultivated fields, with
some remaining forest areas. In some instances, due to flat terrain, traversed by waterway
or rivers, it causes the meandering nature of the flow to assume a different geographic
has many types of soil ranging from clay loam to sandy. There is also abundance of boulders,
210
Table 6.8.27 Subsurface Materials Abut A and B GWT N/S (Malaiba Bridge 2)
USCS Remarks
Depth, m
0-1.5 SM Very dense
b. Seismic Design Considerations
With reference to NSCP 2010 for earthquake design, a seismic zone factor, Z = 0.4 and a
Soil Profile Type = SC shall be used. The nearest seismic generator is the Central Negros
Fault. Seismic parameters and location from the generator shall be verified by design
engineer prior to design.
c. Liquefaction Potential

d. Recommended Foundation
Table 6.8.28 Bored Pile Parameter(FS=2) (Malaiba Bridge 2)

0-30.0 40
211
Figure 6.8.12 Allowable Pile Capacity (Malaiba Bridge 2)
6.8.5.3. Traffic Study Results.

Traffic flow over Malaiba (Malaiba II) Bridge is considered medium flow with the following
percentage of motorized vehicles; motorcycles at 87.12%, cars at 7.26%, motorized
tricycles at 1.77%, small delivery trucks/vans at 1.64%, passenger jeepneys at 1.46%, and
the rest at less than one percent. The non-motorized vehicles or pedicab is less than one
percent.
which ranges from 2.144 percent to 2.613 percent (source: 2011
DPWH Atlas). However, the traffic growth rates in 2011 are no longer relevant to be used
in this study as the values are somewhat lesser compared to what is now happening all
over the country. Car sales shoot up to about 23 percent in 2015 according to the
Chamber of Automotive Manufacturers in the Philippines, Inc. (CAMPI), while goods
vehicles also registered a high percentage of 19.2 percent sales.
212

Peak Hour
AADT
(pcu/d)
(9%)
10287 926 1900 0.49 B

Table 6.8.30a Hydrology Design Result (Malaiba Bridge 2)
Recommendation
(m) (m)
11.226 484.46 484.46 484.453 480.64 0 16.4
Table 6.8.30b Scour Depth Design (Malaiba Bridge 2)

Scour Depth
Bridge
1. Malaiba Bridge 2 16.40 0.000

NAMRIA benchmarks NGE-55 and NGE-56 were identified within the project site and
1147705.156N, 521919.526E and 1147507.725N, 526967.065E respectively in
Philippine Transverse Mercator (PTM)/ PRS92 and 1147303.440N, 521911.85E and
1147106.080N, 526957.630E respectively in Universal Transverse Mercator (UTM)/
WGS84. Both benchmarks have corresponding certifications from the agency.
NGE-55 The station is on top of a rock outcrop predominant at the site. The station is
about 70 meters SE of KM Post 168 and about 2.07 km. from the city proper. The
station is in between two wooden electric post on the east side of the highway curve.
cm. cement putty with inscriptions, "NGE-55; 2007; NAMRIA".
NGE-56 The station is located on the SW wingwall pavement of Binalbagan bridge. The
bridge is on KM. 162 and about 4 km. away from Canlaon City proper. Mark is the
head of a 4” copper nail drilled and grouted at the center of a cement putty with
inscriptions, "NGE-56; 2007; NAMRIA".
213
- Vertical Control
NAMRIA was not able to provide Certificate of BM Vertical Control near Canlaon City,
hence, Global Positioning System (GPS) reading was taken at BM 1 and BM 2 to be
483.82 m. and 484.62 m. respectively.

1 1,147,303.4400 521,911.8500 434.2580 NGE-55
2 1,147,106.0800 526,957.6300 446.5550 NGE-56
3 1,148,234.1020 523,738.4560 484.3250 GPS-1
4 1,148,221.3990 523,712.1400 484.6440 GPS-2
5 1,148,240.2260 523,738.2780 483.8160 BM-1
6 1,148,223.7350 523,712.1400 484.6160 BM-2
7 1,148,224.5250 523,720.9800 484.5120 RCBCTP3A-01
8 1,148,210.0290 523,721.5080 483.2070 RCBCHW3A-03
9 1,148,196.4720 523,724.7270 483.1040 RCBCHW3A-04
10 1,148,194.6950 523,726.5100 481.9580 RCBCBS-3A-05
11 1,148,182.4180 523,755.3630 483.4150 DS-MABIGO
12 1,148,195.8920 523,766.5220 481.9850 DS-MABIGO
13 1,148,173.7840 523,819.6690 480.8890 DS-MABIGO
14 1,148,158.8210 523,838.0970 479.1460 DS-MABIGO
15 1,148,233.6070 523,708.0210 484.7850 INTERSMARK
16 1,148,237.0570 523,704.4260 484.8210 INTERSMARK
17 1,148,249.8790 523,692.7260 485.8620 INTERSMARK
18 1,148,262.5410 523,677.4950 487.4830 INTERSMARK
19 1,148,263.8610 523,675.1340 487.7650 INTERSMARK
20 1,148,266.8200 523,668.1950 488.5390 INTERSMARK
21 1,148,268.2060 523,662.6490 489.1550 INTERSMARK
22 1,148,229.0510 523,721.9640 484.5200 165+458.45
23 1,148,229.2340 523,724.7470 484.5630 165+480
214

24 1,148,229.6340 523,740.3600 484.4870 165+440
25 1,148,228.4810 523,780.4300 484.2180 165+400
26 1,148,227.0880 523,820.4600 483.8810 165+360
27 1,148,225.5970 523,860.5440 483.5180 165+320
28 1,148,224.1700 523,900.5630 483.1670 165+280
29 1,148,225.9910 523,942.3890 482.6880 CLTP-02
30 1,148,222.7460 523,940.5760 482.8090 165+240
31 1,148,228.7750 523,720.4250 484.5200 165+460
32 1,148,221.9880 523,701.7600 484.6710 165+480
33 1,148,211.7650 523,684.5800 484.8280 165+500
34 1,148,203.8170 523,666.3200 485.0370 165+520
35 1,148,199.6640 523,646.7630 485.3350 165+540
36 1,148,194.8570 523,633.4150 485.7870 CLTP-04
37 1,148,199.6390 523,626.9040 485.6770 165+560
38 1,148,203.9370 523,607.4160 486.0910 165+580
39 1,148,211.8010 523,589.0780 486.5830 165+600
40 1,148,223.2540 523,572.7280 487.1530 165+620
41 1,148,228.4640 523,562.3010 487.7080 CLTP-05
42 1,148,237.7770 523,559.0730 487.7390 165+640
43 1,148,246.1230 523,560.3130 487.6020 CLTP-06
44 1,148,253.5820 523,546.8330 488.3440 165+660
45 1,148,268.1340 523,533.2890 488.9410 165+680
46 1,148,278.7140 523,516.3740 489.5260 165+700
215
7. FINDINGS AND RECOMMENDATION
Of the twenty-five (25) bridges under Batch 1 (Luzon and Visayas), Cacauan Bridge (Region IV-A) and
Manukdok Bridge (Region IV-B) are a newly constructed bridges and therefore should be remove for further
investigation and design.
Of the twenty-five (25) bridges under Batch 1 (Luzon and Visayas), nine (9) bridges required widening due to
the reason that these bridges are already congested and has the volume exceeded the capacity limits set by
the DPWH. This bridges are as follows;
1) San Antonio Bridge 1
2) Villamil Brdige
3) Maddiangat Bridge
4) Kay Tiago Bridge
5) San Vicente Bridge
6) San Antonio Bridge 2
7) Himamaylan Bridge
8) Hinigiran Bridge
9) Malaiba 1 Brdige
Since bridges in the batch 1 are near fault line, a detailed seismic analysis of the proposed bridge site should
be conducted in order to come up with a site-specific earthquake design coefficient using the deterministic
approach by Fukushima and Tanaka and comparing its value with the estimated probabilistic values of
ground acceleration for medium and soft soils (Thenhauset.al.) .
It is recommended that further investigation shall be needed such as hydrologic and drainage design, social
and environmental assessment, geo-hazard risk assessment, economic and financial analysis before we
proceed on preliminary detailed design and/or construction for each bridges.
A detailed survey report for each investigation mentioned in this report shall be submitted separately for
further understanding.
216

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01 Preliminary Engineering Survey Report Batch 1 Rev. 0

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Table of Contents

1) BOREHOLE LOCATION PLAN

3) TOPOGRAPHIC SURVEY DRAWINGS

5) BRIDGE INVENTORY SHEET

Region I (Contract Package 1)

Region II (Contract Package 2)

Region III (Contract Package 12)

Region IV-A (Contract Package 3)

Region IV-B (Contract Package 4)

Region V (Contract Package 5)

Region VI (Contract Package 6)

Region VII (Contract Package 7)

2.1. METHODS OF FIELD INVESTIGATION WORK

c.1 Mechanical Analysis

Classification of soils shall be made in accordance with AASHTO M145.

2.1.2.Geotechnical Investigation for Bridge Foundation

- In case bearing layer is not yet encountered, boring shall be continued

 Detailed notes on boring/drilling procedure, casing sizes, and resistance to driving,

 Water level measurements

2.1.3.Soil investigation for Approach Road

2.1.4.Materials Sources Survey

a) Definition of the project influence area (PIA);

3.3. VOLUME/CAPACITY RATIO

a) Estimating the peak hour volume

Peak hour volume = AADT x PHF

Peak traffic volume

4.1. HYDROLOGIC ANALYSIS

4.1.1. CATCHMENT PARAMETERS

4.1.3. Time of concentration

Where: TC = time of concentration, min

4.1.4. Frequency analysis

4.1.5. Rainfall intensity – duration frequency

4.1.6. Peak flow determination

 type and extent of the data available

The following assumptions are considered in the application of the formula.

 rainfall occurs at uniform intensity over the entire watershed

Concrete or Asphalt Pavement 0.90 1.00

L = length of mainstream up to farthest point of the divide in meter.

Tc = [Tc x (1+ (80-CN) x 0.04)]

1. The parameter Lag could be related to CN number given by the following:

T lag = [(L/3.28)0.8 x (S + 1)0.7] / (1900 x (%So) 0.5 )

CN = (CN1A1 +CN2A2 + ---) / (A1 + A2 + ---)

Table 4.2. Description and Curve Number (CN)

Meadow 5 30 58 71 78 Hay Fields, Tall Grass, Ungrazed Pasture

Woods Forest Litter and Brush adequately cover

4.1.7. Design flood frequency

 Worth of facility to be protected against floods;

4.2. HYDRAULIC DESIGN

V = average velocity, m/sec.

Earth bottom, rubble sides / riprap 0.030 0.035

5. TOPOGRAPHIC AND HYDROGRAPHIC SURVEYS METHODOLOGY

5.2. TOPOGRAPHIC/HYDROGRAPHIC SURVEY

5.2.1.1. Horizontal Ground Control

• Global Positioning Systems (GPS)

5.2.1.2. Vertical Ground Control

5.2.2. Topographic/ Hydrographic Survey

• Longitudinal Profile of the River

5.3. HYDROLOGICAL SURVEY

• Collection and analysis of relevant meteorological data.

• Preliminary Engineering Geo-hazards Analyses

5.4. ACTUAL GROUND SURVEY METHODOLOGY AND RIVER SURVEYS

5.4.1.1. Horizontal Ground Control

5.4.1.2. Accuracy of the Survey Work

5.4.1.3. Monumenting / Marking