1

15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE

ROAD PROJECT

INTRODUCTION

The 15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN
JOSE ROAD project intended to construct highway connecting NLEX- Marilao to Norzagaray
Bulacan for the development of the national road network, particularly in less developed areas with
poor levels of accessibility, and strengthen the Department of Public Works and Highways (DPWH).
The project consisted of several components including the improvement of national roads,
rehabilitation and structural overlay, work on bridges on national roads, capacity building in various
areas, project coordination and benefit monitoring and evaluation.

I. SCENARIO OF THE DESIGN

Four One Builders is a civil and construction company that has built a strong reputation for
delivering a quality service, on time, and at a competitive price. We pride ourselves on being
skilled and experienced in all aspects of civil construction and this, combined with our extensive
knowledge and have established us as major players in this industry.

Our commitment to innovation and excellence invariably results in a successfully completed
project for both contractor and client. We understand and promote the idea of working as a
partnership with our clients to ensure their goals are met.

At Four One Builders , we never rest upon our laurels and are passionate and driven to
continue the high levels of customer satisfaction we have achieved over the past 21 years.

We undertake a variety of projects for a wide range of cliental from small private
developments to large Government projects. Our unique and flexible project management
systems ensure that a positive outcome is achieved regardless of size or nature of the project.

Environmental Sustainability

At Four One Builders, we understand that environmental sustainability is everyones
responsibility and as a prominent local company we are prepared to lead the way in this regard. We
also realise that a commitment to the environment is not just socially responsible, but also good
business practice as we seek to increase our constantly growing reputation. For this reason we ensure
that our environmental policy is implemented throughout every facet of our business.

Simply put, our overall objective is to carry out our operations in a way which manages and
minimises any adverse environmental impact and to prevent any pollution.
We have an extensive fleet of machinery and equipment including the following:
These equipments will help the construction of 15.8 KM HIGHWAY NLEX MARILAO TOLL
GATE TO NORZAGARAY SAN JOSE ROAD
Heavy Transporter (75 Tonne capacity)
Watercarts
Six-wheeler Tippers with Trailers
Tractor Units
Tractors
Crew Trucks / Small Tippers
2

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

It is the combination of these capital resources and our valuable human resources that enables us to
deliver a successfully completed project on budget and on time.


II. PROJECT DESCRIPTION

The purpose of this project description is to describe the proposed construction of the
15.8 km of concrete diversion road that shall commence in NLEX Marilao Toll Gate and
shall terminate in Norzagaray San Jose Road. The road section aims to promote inter-
municipal linkage between Marilao and Norzagaray.

The aggregate length is 15.3 km. The project shall be a 2-lane road with a 3 meter width per
lane which is larger than the usual diversion roads. The proposed road shall accommodate larger
volume of traffic and shall relieve traffic conditions. It will also function as a support facility to the
people in Bulacan and nearby municipalities.

The road will be equipped with the modern traffic facilities and advanced safety
barriers for the safe travel on the diversion road and a pleasant travel as well.

When the diversion road is finished, it will be turned over to the Department of Public
Works and Highways and Department of Transportation for their maintenance of the road
and for this diversion road is a public road.

III. STATEMENT OF THE PROBLEM

Transport is an activity that is needed to attain some other work. Because of this
reason we affirm transport is a derived demand. With the rising population the demand for
transport increases proportionally in this region. The two municipalities Marilao and
Norzagaray would be connected by a road which doesnt have enough capacity to
accommodate the vehicle flow. Because of this there occurs lot of issues about
transportation. The issues can be stated as follows.
3


Heavier traffic congestion.
Larger travel, waiting and transfer time.
Higher cost and opportunity cost.
Lower utility level of passengers.
Less interaction among the cities.
To overcome these issues a new highway can be constructed, 15.8 KM HIGHWAY NLEX
MARILAO TOLL GATE TO NORZAGARAY SAN JOSE ROAD.


IV. SOURCES OF FUND

Objective of Construction and Funding

The estimated project cost was P525,195,492.26 million.
The Philippines Department of Public Works and Highways is the executive department of
the Philippine government responsible for all safety of projects in the field of public works. It
is also responsible for the maintenance of the Philippine road network and irrigation system.

The 15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE
ROAD project would be funded by DPWH and local government of Bulacan. The approach for
determining the allocation of funding is now a critical concern of provincial and local road agencies.
To raise additional revenues for roads, the PRC should either increase existing taxes or establish new
revenue-raising mechanisms. And historically, the use of bank loans to finance ordinary road
programs has largely occurred at the discretion of provincial and local governments.

The executing agency (EA) for the SRP was the DPWH. The SRP aimed to rehabilitate the
roads on the existing right-of-way (ROW), thus it was in principle not difficult to minimize
displacement. However, the ROW had become a magnet for illegal settlers who had converged
along the length of the road because of the advantage such a location presented in terms of
facility of marketing produce; access to transportation, services and population centers; and
opportunity for engaging in some form of small-scale enterprises.

The ROW for roads is defined by law (EO 113 and EO 621) and it was virtually
impossible to change the width of the road to minimize displacement. In some sections
however, the EA realigned the road to avoid settlements but these cases were few while in
other cases land had been taken even though initial design had indicated that no additional
was needed. In some urban areas the DPWH did not construct wider roads because of the
compensation they would have to extend since there were privately owned commercial
establishments and residential areas along the proposed road sections.








4


V. LEGAL PROBLEMS
Some Critical Issues Pertaining to Highway Construction

During the course of inspections carried out by our group pertaining to construction of 15.8
KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE ROAD
project, we have found out the various constraints affecting the progress of the construction of
the roads. Some of the critical issues pertaining to the highway construction are:
Pre-construction issues
Land surveying, investigations and design issues
Construction and contract management issues

Pre-construction issues:
Delay in land acquisition
Resettlement of project affected persons
Tree cutting
Shifting of utilities

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

One more reason is that the extent of land to be acquired is not possible to be identified because
of the outdated land records and poor quality of designs. Sometimes additional land requirements
become necessary to take care of the designed right of way.

Another reason is that the trees to be cut are not properly demarcated on the design drawings.
Moreover, the clearances and permissions from the Department of Environment and Natural
Resources (DENR) is a pre-requisite and takes quite some time before the trees are cut and design
right of way made available to the contractors.

Since no proper records exist of the under ground utilities like water supply, sewerage lines,
electrical and telephone cables etc., these utilities get identified as encumbrance only during the
implementation stage of the project. Similarly shifting of overhead electrical and telephone lines
(which are visible including poles) takes a long time. This leads to delay as the shifting of these
utilities brings in hardships to the general population and suitable alternate arrangements are
required to be made.


There are numerous government agencies involved from which clearances/approvals/permissions
are required to be obtained before the utilities can be shifted or relocated. This takes a great deal of
time. There are cumbersome procedures involved and sometimes the relevant laws and regulations
are also not very clear.

The delay in the handing over of the encumbrance-free land to the contractor generally takes as
much as about 30 months compared to about 20 months which should have been the ideal case. Even
5

when the land was finally made available, there exist still some encumbrances which put a constraint
on the contractors capacity to undertake construction work in an un-interrupted and continuous
manner. Because of the above reasons, substantial extensions of time are required to be given to the
contractors.

TREE CUTTING

The need to remove all the trees, which have been the subject of recent protests by environment
and nature advocates, so its road construction project could proceed. In all, DPWH is set to either cut
or 143 trees, 36 of which are old acacia trees with diameter of 90 to 230 centimeters. Of the 36, 11
were considered as defective and hazardous.
Department of Public Works and Highways (DPWH) must conduct public consultations to
discuss the importance of the project, removal of trees affected, replacement of trees to be removed,
and other related concerns.
Prior to cutting and earth-balling of affected trees, Department of Environment and Natural
Resources (DENR) must likewise secure an environmental compliance certificate (ECC); conduct an
assessment of the trees in terms of biodiversity, carbon sequestration potential and water storage
capacity; and identify mitigation measures to address the negative impacts of the trees removal.
There are conditions to be seriously complied before a special tree cutting permit (STCP) can be
issued to the Department of Public Works and Highways (DPWH) for its road construction project.
A total of 15,000 indigenous or native seedlings have to be planted and grown to be maintained
for a period of three years with 80 percent survival rate, with instructions that replacement planting
shall be initiated prior to the tree cutting. Every transplanted tree that does not survive after six
months, DPWH shall conduct replacement planting at a ratio of 1:100, as prescribed under DENR
Memorandum Order No. 2012-02.

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

Process in securing Tree-cutting Permit

request addressed to the City Mayor for tree-cutting (4 copies)
Whole picture of the affected tree/s and related structures.
Document as to the status of land holdings on the location of the affected tree/s.
( ) Survey plan of the lot (2 copies)
( ) Original/Transfer Certificate of Title (3 copies) or
( ) Tax Declaration (3 copies) or
( ) Townsite Application
( ) Authorization of owner of property
( ) Certificate from Barangay Captain as to the status of the land and the affected tree/s.
Documents in case of BUILDING CONSTRUCTION/EXCAVATION and/or other
EXPANSION/IMPROVEMENTS.
( ) Approved Building Permit
( ) Approved excavation/expansion/fencing permit (3 copies)
( ) Approved Site development Plan indicating the relative location of the affected
tree/s (Blue/White Print)
( ) Environmental Compliance Certificate
Document in case of SUBDIVISION/CONDOMINIUM and/or other large related
development.
( ) Approved Subdivision Development Plan (3 copies)
( ) Approved Subdivision Road Development Permit (3 copies)
( ) Approved Site Development Plan indicating the relative location of the affected
tree/s (Blue/White Print)
( ) Environmental Compliance Certificate


6

Scope of Land Acquisition and Resettlement

No initial social assessment was done for the project due to the belief of both the
DPWH and the ADB that no involuntary resettlement would occur in as much as the project
intended to simply rehabilitate roads with existing ROW. During Land Acquisition and
Resettlement Plan (LARP) preparation, much later, no social assessment was undertaken for
all affected persons (APs) except for those in Santa Maria who were resettled due to an
unforeseen events, during project implementation. The social assessment of affected families
for the rest of the Project was conducted as part of the External Monitoring Study undertaken
after the Resettlement Plan (RP) for Structures was implemented and affected families were
compensated just months before project closing. Structures along the Santa Maria were
demolished to give way for the road improvement works of the Project.

Meanwhile, it became paramount to compensate affected families who had already
been displaced due to the loss of their building structures, to restore their economic
conditions to at least their pre-project levels, as is also the law in the Philippines. The matter
was complicated with the existence of Republic Act 8974, a national law which governed
road ROW acquisition in the country and recommended zonal land value as its initial
compensation offer. The law in the Philippines states that a zonal land value as derived from
land sale records needs to be offered to the person affected, and only when no agreement can
be reached, a market rate based value can be claimed. ADB's policy requires replacement
value, which is equivalent to market value.
Zonal value is contentious because this is based on a land value defined by the
Bureau of Internal Revenue, which is much lower than the market value. Law in the
Philippines requires that zonal value be offered first. However, if the landowners refuse they
can take it to court, in order to obtain the market value. But this process usually takes a long
time.
There were two RPs for each of the 15 CPs, one for structures & improvements and
another for land acquisition. The RPs contained information on road improvement works of
contract packages. As an introduction, the RP presented the legal framework of the
resettlement programs and its adverse impacts in terms of affected families, structures, and
the corresponding entitlements. This formed the basis for the budget requirements and
payment status for the affected families.

The RPs also provided the framework for grievance redressal to accommodate
complaints from affected families and ways to amicably settle differences. To facilitate
implementation of the RP, institutional arrangements were proposed to define roles of ADB,
Environmental Impact Assessment Project Office, District Engineering Office, Regional
Offices, and the Resettlement Implementation Committee. The RPs presented external and
internal monitoring mechanisms.

Legal bases used.

Local laws formed the bases for the formulation of the RPs for both structure and land but within the
framework of the ADB IR Policy. The legal bases used were the following:
(i) Philippine Constitution Basic National Policy (Bill of Rights);
(ii) Executive Order No. 113 Classification of Roads in the Philippines in 1995 and EO
No. 621 (1980); Amending Executive Order No. 113, series of 1955, Establishing the
Classification of Roads;
(iii) Executive Order No. 103 (1986): Providing the Procedures and Guidelines for the
Expeditious Acquisition by the Government of Private Real Properties or Rights
Thereon for Infrastructure and Other Government;
(iv) Memorandum Order (MO) 65, series of 1983;
(v) Republic Act No. 6389: An Act Amending Republic Act No. 3844 (1971), as
amended, otherwise known as the Agricultural Land Reform Code, and for Other
Purposes; and
7

(vi) Republic Act No. 8974 (2000): An Act to Facilitate the Acquisition of
Right-of Way, Site or Location for National Government Infrastructure Projects
Projects and for Other Purposes.

Project Affected Families/Persons for Structures and Crops. The RPs for Structures and
Improvements recorded a total of 7,309 families being affected.
Almost half (46.3%) or 3,387 families were severely affected.
The sheer number of severely affected families underscored the importance of proper
compensation of the affected properties of the affected families. The RP required
compensation of structures at replacement costs defined as market value of structures at the
time of removal or eviction (i.e. taking into account depreciation).
There were 608 marginally affected families or 8.3% of all project affected families (PAFs).
Affected families with improvements numbered 900 or 12.3% and 2,414 were those with
trees and perennial crops affected by the project.
Compensation and Entitlements

The compensation paid to affected families in the SRP, although late, was based on the
principle of replacement cost as determined by an independent private appraiser. In the
Philippines, compensation can be based on zonal value or, if this is not agreed to, on fair market
value. The latter is assessed by the Provincial or Municipal Assessor. The law on ROW
acquisition allows the use of independent appraisers. In addition, the families that were severely
affected by the project (i.e. losing more than 10% of their livelihood) received disturbance
allowance of PhP10,000 per family; rental subsidy equal to average monthly rental rate for a
similar structure for the period between the submission of completed documents until the release
of payment on land; compensation for income loss based on latest copy of tax record and
transportation allowance during relocation. The enforcement of the need for payment of
compensation seems to be in large part due to ADB's persistence.



Land Surveying, Investigations, and Design Issues

The land acquisition for the highway projects is carried out in accordance with the principles laid
out in The Republic Act No. 917, or the Philippine Highway Act of 1953, provided for an efficient
highway administration and modified apportionment of highway funds. It also gave aid to provinces
and cities for the improvement and maintenance of roads and bridges.
By virtue of the Republic Act No. 1192, the Bureau of Public Highways was created in 1954 and
was placed under the Department of Public Works, Transportation and Communications to manage
the construction and maintenance of roads and bridges. These two Acts govern the acquisition of
land for defined public purposes and compensation in lieu thereof. If all due processes are followed,
the land acquisition should normally take about 15 months and under the Land Acquisition around
24 to 30 months.

Since such a long time is taken to acquire the land, the process should get started much earlier or
may be at the same time as the project is at the design stage. But actually the land acquisition plans
are prepared very late.

There are quite a few reasons for the delay and some of these are:
Outdated revenue maps form the basis for preparation of land acquisition plans. The records
are often not been updated for a long period of time.
8

The land acquisition plans are often not realistic as the design consultants lack expertise to
prepare such plans. They also do not carry out the alignment and ground verification.
There are frequent changes in the designs and alignments during implementation stage. In
some cases, there are discrepancies in the project coordinates and the reference frames
resulting in mismatch thereby resulting in redesign of the alignment.
The project authorities have to depend on the human resources from the revenue authorities,
who are already over stretched and cannot, provide the required assistance on time.
In the absence of clear guidelines on providing compensation in special cases (including land
owners with unclear titles or more than one owner), the settlement process takes a much
longer time.
In addition to the above, the reasons for delay in resettlement are as follows:
Delay in finalization of the alignment and corridor of impact during project preparation stage
Delay in identification and finalization of the list of displaced persons. The list of title
holders gets finalized after the declaration of award by the competent authority.
The alternative land for relocation during preparation stage is not firmed up
Construction and contract management issues:
Very weak contract management & enforcement environment.
The role of the Independent Engineer is not clear. Many of the Employers staff and domestic
supervision consultants do not have adequate knowledge/ to understand the conditions of
contract.
Lack of the understanding between the Employers and the contractors that speedy completion
of the projects is to both parties interest.
Lack of understanding of the contract conditions both by the Employers and the contractors.
Since the Employer is usually lacking in fulfilling his obligations under the contract, such as
timely delivery of encumbrance free land, timely decision making on the variations, making
payments on time, early activation of dispute resolution mechanism, his leverage on the
contract enforcement gets eroded.
There is a resistance to acceptance of the responsibility in taking decisions, even when the
Employers staff is convinced. This is because of a fear psychosis and the staff tries to pass
on the buck.
There is lack of training imparted to the Employers, & contractors staff on the general
terms and conditions of the contract and the division of the parties rights, duties and
obligations as per the contract. This results in lack of motivation for treating the project as a
9

common goal and working as a teamand all the parties try to shift the blame to others and
no one tries to take the responsibility.
Due to dearth of construction management skills in the country, the contractors performance
gets affected. This includes the contractors work planning, resource and workflow
management, cash flow management and his overall project management.
The contractors generally quote low to win the contract. They normally have their eyes on
making money through raising claims at a subsequent date knowing fully well that the
Employer will certainly provide them many avenues to do so, particularly because of delay in
making land available and delay in decisions, payments etc.
Since the role of the Independent Engineer is not very clear so the Engineer takes no
responsibility.
The Engineer is not accountable as after the project is completed, he is simply not there.

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


OTHER RISK THAT CAN AFFECT CONSTRUCTION OF 15.8 KM HIGHWAY NLEX
MARILAO TOLL GATE TO NORZAGARAY SAN JOSE ROAD

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

Act of nature: An event resulting from natural causes, which could not have been prevented by
reasonable care or foresight.

Client-related risk: The risk that actions (or inactions) taken by clients or user groups may
negatively affect the achievement of objectives. For example, a client department may change its
requirements for the amount and type of space and its fit-up specifications. The change may result in
delays and increased costs.

Employee risk: The risk that arises from the actions (or inactions) of employees, whether intentional
or unintentional. This category encompasses the risks associated with insufficient human resource
capacity and/or competence.

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

Financial risk: The risk arising from insufficient funding for operational and/or strategic priorities.
10


Fraud/corruption: The risk of loss or damage to assets due to an intentional misrepresentation (by
an employee or the public) with an intention to deceive for personal gain.
Hostile actions from others: Malicious or premeditated actions against the organization, including
action from the public.

Landlord-related risk: The risk that actions (or inactions) taken by the landlord or lessor of a
building may negatively affect the achievement of objectives. At the end of a lease, a landlord of an
occupied building may not be willing to renegotiate at favourable terms or may not want to modify
buildings to meet the government's project schedule. This may result in increased costs and delays
and less-than-satisfactory accommodation.

Legal risk: The violation of laws, regulations, and treaties/agreements and any legal liability that
may result from these violations. For example, potential legal risks may arise in the tendering
process, including changing the bid process midstream or accepting an unsolicited proposal from a
bidder.

Partner or supplier/contractor risk: The risk that actions (or inactions) taken by partners or
suppliers/contractors may negatively affect the achievement of objectives. For example, a heated
construction market may have an adverse impact on cost estimates. A contractor may not be able to
finish the construction of a capital project because of unforeseen construction or financial problems.
This may result in cost overruns, delays, and potential liability for the government.

Political risk: The risk that a change of government, political priorities, or policy direction may
negatively affect the achievement of established objectives. Unwarranted political involvement may
work against the judgment and decision making of department officials.

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

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

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


VI. DESIGN CRITERIA
For each project, the values established for the applicable design elements represent the
design criteria for that project. The chapter defines the following critical design elements and
provides values for different classifications of highway designs.

The design criteria for urban arterials are:
A. Design Speed
The design speed is either: maximum functional class speed or a speed based on the
anticipated (post-construction) off-peak 85th percentile speed within the range of functional
class speeds as shown below. The following are the range of design speeds.
Area Character Minimum Design Speed Maximum Design Speed
Suburban and Developing Areas 60 km/h 100 km/h
Central Business District 50 km/h 100 km/h
11


B. Lane Width : Determine from Exhibit M2-4.
C. Shoulder Width : Determine from Exhibit M2-4.
D. Bridge Roadway Width : Determine Bridge Manual. Note that the bridge roadway width
includes the lane and shoulders and is often based on the approach lane and shoulder width
determined from Sections B and C, above.
E. Grade : Determine maximum from Exhibit M2-4
F. Horizontal Curvature : Determine minimum radius from Exhibit M2-4. For curves with
radii larger than the minimum radius, the radius of curve and superelevation on each
horizontal curve shall be correlated with the design speed in accordance with Exhibit M2-12
for e max = 4%.
The superelevation distribution in this table provides a gradual increase in the
unresolved lateral forces on a vehicle as the curve radii decreases. This distribution of
superelevation is based on Method 5 in Chapter III of AASHTO=s A Policy on Geometric
Design of Highways and Streets, 2004. For low-speed (70 km/h and below) urban streets in
heavily built-up residential, commercial, and industrial areas (where building fronts,
drainage, sidewalks, or driveways would be substantially impacted by added superelevation),
the use of superelevation can be minimized by placing greater reliance on side friction to
counter lateral acceleration. This distribution of superelevation is based on Method 2 in
Chapter 3 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004.
Below are the minimum radii at 4% superelevation using this method.

Design Speed (km/h) Minimum Curve Radius (emax = 4%) (m)
30 22
40 47
50 86
60 135
70 203

For radii larger than the above minimum radius for emax = 4%, determine the superelevation
rate using Exhibit M2-11.
G. Superelevation : 4% maximum.
H. Stopping Sight Distance (Horizontal and Vertical)
Determine minimum and desirable from Exhibit M2-4.
I. Horizontal Clearance
The minimum horizontal clearance to obstructions (measured from the face of curb) is 0 m if barrier
is provided, 0.5 m in areas without barrier, and 1 m at intersections.
J. Vertical Clearance
12

Determine minimum from NYSDOT Bridge Manual, Section 2.
K. Travel Lane Cross Slope
Travel lanes = 1.5% minimum to 2% maximum.
Parking lanes = 1.5% minimum to 5% maximum.
L. Rollover
Between travel lanes = 4% maximum.
At edge of traveled way = 8% maximum.
M. Pedestrian Accommodations
To assure access for persons with disabilities, pedestrian facilities shall be located and constructed in
an accommodating way.
VII. DESIGN COMPUTATION
VIII. ESTIMATES



13

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

BILL OF QUANTITIES

ITEM
NO.
DESCRIPTION QUANTITY UNIT UNIT COST TOTAL AMOUNT

A. Earthworks:
80 Clearing and Grubbing 148,410 sq.m. 9.93 1,473,711.30
80b Unsuitable Excavation 44,523 cu.m. 23.88 1,542,369.24
91a Embankment from Roadway Excavation 14,841.00 cu.m. 120.04 1,769,513.64
91b Embankment from Borrow 14,841.00 cu.m. 388.81 5,960,329.21
Total for (A) 10,745,923.39

B. Sub-base and Base Course:
101 Aggregate Base Course 15,068.00 cu.m. 741.53 12,673,374.04
SPL-103 Lean Mix Concrete (150mm thk.) 22,261.50 cu.m. 476.43 1,098,746.45
Total for (B) 13,772,120.49

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

D. Drainage:
300(1)a
Reinforce Concrete Pipe Culvert, 900mm
(Class II)
185 l.m. 4140 771,900.00
500(1)c
Reinforce Concrete Pipe Culvert, 1050mm
(Class II)
170 l.m. 5673 984,610.00
500(1)d
Reinforce Concrete Pipe Culvert, 1500mm
(Class II)
500 l.m. 8500 4,250,000.00
502(2)b1
Reinforce Concrete Headwall, wingwall and
bottom slab, (1-900mm RCPC)
20 each 11562.36 231,247.20
502(2)c1
Reinforce Concrete Headwall, wingwall and
bottom slab, (1-1050mm RCPC)
10 each 17327.62 179,876.20
502(2)d1
Reinforce Concrete Headwall, wingwall and
bottom slab, (1-1500mm RCPC)
10 cu.m. 29245.36 291,287.60
Total for (D) 6,708,921.00

E. Miscellaneaous Structures
600(1)a Conrete Curb 1,932.50 l.m. 371.79 7,187,964.18
603 Metal Beam Guardrail, includes post 15,300 l.m. 2,572.01 39,213,693.00
603(1)b Metal beam, End piece 55 each 1,731.28 921,036.00
604 Perimeter Fence (solid wall) 16,250 l.m. 2,977.87 48,789,627.50
605(1) Warning Sign 42 each 15,524.96 6,125,788.32
605(2) Regulatory Sign 30 each 22,883.97 615,849.10
605(3) Informatory Sign - 1458x3314 42 each 162,531.60 6,987,527.20
14





605(4) Informatory Sign - 1546x1273 18 each 69,323.81 1,247,828.58
605(5) Informatory Sign - 946x1743 18 each 58,393.30 1,056,379.40
605(6) Informatory Sign - 2681x2636 42 each 236,660.73 9,939,751.33
605(7) Directional Sign (British Std.) 70 each 13,676.21 955,925.25
606(2)
Pavement Markings (Reflectorized
Thermoplastic)
4,590.00 sq.m. 620.05 2,879,029.53
SPL-610 Hydro Seeding 128,363.90 sq.m. 142.49 17,658,955.35
505 Grouted Rip-Rap 60,000.00 cu.m. 2,800.29 168,017,400.00
503(2) Conrete Barrier (relocatable) 503.69 l.m. 3,528.03 1,845,033.43
TOTAL FOR (E) 313,441,788.17

F. Incidentals:
A.1.1 Facilities for the Engineers 1.00 sq.m. 347,256.00 398,542.00
A.1.2 Service Vehicle 30 mos. 60,147.36 1,865,230.84
A.1.4 Project Photograph 1,500.00 pcs. 44.55 66,874.00
SPL-2 Construction Safety and Health Program 1 l.s. 213,726.24 217,587.32
SPL-3 Traffic Management 1 l.s. 1,700,794.37 1,700,794.37
SPL-4 Mobilization/Demobilization 1 l.s. 298,771.20 287,684.36
SPL-5
Provide and Maintain Survey Personnel,
Equipment & Apparatus on Rental Basis for
the Assistance to the Engineer
30 mos. 58,152.62 176,554.24
SPL-6 Project Billboard 1 pc. 8,268.90 8,268.90
TOTAL FOR (F) 4,721,536.03

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

Total 375,139,637.33
Labor Cost 30 percent 112,541,891.20
Profit 10 percent 37,513,963.73
GRAND TOTAL


525,195,492.26
15

FOUR ONE BUILDERS

15.8 KM HIGHWAY NLEX MARILAO TOLL GATE TO NORZAGARAY SAN JOSE
ROAD PROJECT


OUTLINE

INTRODUCTION

I. SCENARIO OF THE DESIGN
II. PROJECT DESCRIPTION
III. STATEMENT OF THE PROBLEM
IV. SOURCES OF FUNDS
V. LEGAL PROBLEMS
VI. DESIGN CRITERIA
VII. DESIGN COMPUTATION
VIII. ESTIMATES