02 ce 122 highway & the development process

CE 122 – HIGHWAY & THE DEVELOPMENT PROCESS

School of CE-ENSE Mapua Institute of Technology

2 CE 122- Traffic & Highway Engineering: Highway & the Development Process

Highway & the Development Process

Justifications for road works that improved transport facilities are promoting development. Development may be classified as “ Sustainable improvement in the quality of life, especially for the poor and suppressed people”.

Infrastructure Development is primarily a government function.


Stages of Infrastructure Development

1. Planning – national identification of transport infrastructure facilities as to size, location, technology, resources needed, benefits, costs and social & environmental impacts 2. Financing – search for available funding for the identified infrastructure projects. Sources of funds: National Government Budget (from revenues), Foreign Loans (IBRD, ADB, JICA, etc.) and Technical Assistance (JICA, US-AID, other ODA), and Private Investments 3. Implementation or Construction – engineering design, preparatory activities to construction, actual construction, construction supervision 4. Operations and Maintenance – management of facility users and maintenance of transport infrastructure facilities


Project Development Process

A.Project Identification B. Project Preparation C. Project

Implementation D.Project Operation

and Evaluation

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Project Development Process ACTIVITY RESPONSIBILITY

Project Identification

- Preliminary Identification DPWH/DOTC/DILG/Entity/Others

Project Preparation

- Feasibility Study DPWH/DOTC/DILG

- Inclusion in Medium Term Program DPWH/DOTC/DILG with endorsement by MDC, PDC, RDC and NEDA

- Fund Appropriation Congress

- Detailed Engineering DPWH/DOTC/DILG

- Inclusion in Annual Program DPWH/DOTC/DILG with endorsement by MDC, PDC, RDC and NEDA

Project Implementation

- Fund Release DBM

- Right-of-Way Acquisition DPWH/DOTC/DILG

- Bidding and Contracting DPWH/DOTC/DILG

- Construction DPWH/DOTC/DILG with monitoring by LGUs, NGOs, etc.

- Completion and Acceptance DPWH/DOTC/DILG/End User

Project Operation & Maintenance

- Operation and Maintenance DPWH/DOTC/DILG/End User

- Impact Evaluation DPWH/DOTC/DILG/End User


Highway Planning Highway planning serves to perform financial studies, conduct traffic studies and take physical inventory of the road system

Economic studies – to estimate the economics involved in the highway development program. (population, its distribution and classification; trend of population growth; listing of agricultural and industrial development, their future trends – classification and listing of these details; existing facilities on communication, recreation & education, etc.; per capita income; banking, post office, etc.

Financial studies – to study the various aspects like sources of income and the manner in which funds for the project may be mobilized. Details to be collected include: sources of income & revenue from taxation on road transport; living standards, future trends – details like vehicle registration, Court fees and local taxes, etc.; future trends in financial aspects.


Highway Planning

Traffic or road use studies – to collect the following particulars: traffic volume in vpd, AADT, peak and design hourly traffic volume; traffic flow patterns – origin and destination studies, mass transportation facilities, accidents – their costs, trends; Growth of vehicular traffic, passenger trips and goods movement.

Engineering studies – to study the topography, soil and other problems such as drainage, construction and maintenance: topographic surveys; soil surveys; location and classification of existing roads; road life studies; traffic studies – O&D studies; special problems in drainage, construction and maintenance of roads

Data collected must confirm to: Adequacy, Accuracy, Availability, &

Accessibility. Details collected are tabulated and plotted on the maps

of the area under planning.


Preparation of Plan and Master Plan

Plan I – General area plan showing almost all existing details, i.e., topography, existing road network and drainage structures, rivers, canals, etc., towns and villages with the population; commercial, industrial or agricultural activities are also shown in this map. Plan II – Includes the distribution of population groups in accordance with the categories made in the appropriate plan. Plan III – Show the locations of places with their respective quantities of productivity. Plan IV – Show the existing network with traffic flows and desire-lines obtained from origin and destination studies of traffic, including proposals received from different sources.


Preparation of Plan and Master Plan

Master Plan is the final road development plan for the area under study.

Based on the above plan, different possible networks of new roads and improvement of some of the existing roads are proposed. In each proposal, the population and productivity (industrial and agricultural) of each locality, the traffic flow, topography and all other details, both existing and possible changes in future should be considered.

Next step is to compare the various alternate proposals of road systems in hand, and to select one which may be considered as the best under the plan period by applying the concept of saturation system.

Final step is the phasing of the road development plan by fixing up the priorities for the construction of different links.


Concept of Saturation System

Also known as Maximum Utility System. Based on U.S. System of highway planning. Used in selecting the best road system out of the alternate proposals. The optimum road length is calculated for the area based on the concept of obtaining maximum utility per unit length of road. Factors to be considered:

Population served by the road network. Productivity served by the road network, e.g., agricultural products, industrial products.


Steps of Saturation System 1. Population units. From the prepared Plan II , group the areas with different populations into some convenient population ranges and assign some reasonable values of utility units to each range of population served. The total population units can be then obtained for each road system proposed.

2. Productivity units. From Plan III, the productivity served may be assigned appropriate values of utility units per unit weight, from where the total productivity units served by each road system may be estimated.

3. Utility. The total utility units of each road system is the sum of the population and the productivity units. These total units are divided by the total road length of each system to obtain the utility rate per unit length. The proposal which gives maximum utility per unit length may be chosen as the final layout with optimum road length.


Maximum Utility System(Application)

Problem # 1: A hypothetical study area with existing roads is shown below. There are four (4) alternate plan proposals A, B, C and D with different road length by adding extra road links to the existing roads in the area. Details of the population and the products served are given below:

Existing roads in the area Proposed roads in the plan

Plan A Plan B Plan C Plan D



Problem # 1: Work out the utility per unit length for each of the systems and indicate

with which of the plans yield the maximum utility based on saturation system.

Proposal Road Number of Towns and Communities Total Agricultural &

Length Served with Population Range Industrial Products

(km) 1001-2000 2001-5000 5000-10000 >10000 (1000 tonnes)

A 300 160 80 30 6 200

B 400 200 90 60 8 270

C 500 240 110 70 10 315

D 550 248 112 73 12 335



Seatwork # 1: Work out the utility per unit length for each of the systems and indicate

with which of the plans yield the maximum utility based on saturation system.

Plans Total Road

Length

(km)

Number of Towns and Communities served with

Population Range

Total Agricultural &

Industrial Products

(1000 tonnes)

5000-10000 10000-15000 >15000

X 400 200 120 80 250

Y 200 250 150 90 240

Z 300 280 160 70 190


Maximum Utility System(Application) Problem # 2: Per transportation survey (inventory/data collection) in the study area, the

following are obtained: • Total Land Area (TLA) = 200 km2. • Agricultural Land Area (ALA) = 60 km2. • Urban Population (UPOP) =50,000 • Urban Roads (UR) = 60 km • Rural Roads (RR) = 50 km • Population Growth = 2%/annum • Potential Arable (Agricultural) Area to be developed = 2% more under medium term and 6% under long term

Analyze the road needs of the study area based on the road planning standards under the medium-term and the long-range planning periods, and on the DPWH Standard Road – Land Ratio.


Highway Programming

Highway Programming is the systematic selection of projects based on the planning survey data and other fact finding study which selection will represent the best investment of available funds. Three Separable Sets of Inputs Involved: Economic – which deals with the questions of resources Financial – the question of who pays and who spends, how much and where Political and Administration – which involves decision making Projects are prioritized, i.e., projects that are most economically viable are selected if they fit into the financial capability and political criteria.


Highway Programming Approaches

a.) Financial resources – either short or long range by the agencies function such as construction, operation and maintenance.

b.) Recognition of the legislative and administrative desire and constraint c.) Tentative priorities based on economic analysis, critical situations, present

and future expected level of traffic and claims based on political subdivisions.

d.) Providing a continuity of route system and coordination with other transportation mode.

e.) Selection of projects, availability of labor and materials and the climatic conditions.

f.) Scheduling the project implementation in coordination with other agencies, acquiring right of way and making final plan and specifications.

g.) Budgetary reserve to cover emergencies such as floods and other natural disasters.

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02 ce 122 highway & the development process

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