Chapter 1-9

CONSULTANCY SERVICES FOR THE
CONDUCT OF FEASIBILITY STUDY OF

THE PROPOSED AGUINALDO HIGHWAY
– GOVERNOR’S DRIVE INTERCHANGES
A PROJECT OF DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS -
CAVITE 3RD DISTRICT ENGINEERING OFFICE,
CARMONA, CAVITE, REGION 4A
Prepared by: Rolando C. Siccion Surveying Office

FEASIBILITY STUDY OF THE PROPOSED AGUINALDO HIGHWAY – GOVERNOR’S DRIVE INTERCHANGE
A PROJECT OF DPWH CAVITE 3RD DISTRICT ENGINEERING OFFICE, CARMONA, CAVITE, REGION 4A 1
CHAPTER 1
INTRODUCTION
1.1 Rationale and Significance of the Road Interchange Project
The incursion of different industries that co-exists with the monumental

institutions and substantial subdivisions that accommodates the growing population
is the indication of the ineluctable growth of the City.
The City of Dasmariñas is a first-class city in the Province of Cavite which is
highly industrialized. Existing roads of Emilio Aguinaldo Highway and Governor’s
Drive could hardly accommodate the increased traffic volume and slows down the
accessibility between its neighboring cities and municipalities. Thus, there is a
need to construct a road interchanges to reduce and/or minimize the conflicts by
vehicle crossings.
The impact of road interchanges will increase the quality of route
continuity that provides routes and paths on which lane changes are minimized.
The uniformity in exit patterns will also improve with the use of having one exit
path per destination.
The Department of Public Works and Highways (DPWH) seeks to boost its pipeline
of road networks nationwide. As a part of initial stage in the development of
project cycle, feasibility studies which evaluates the Environmental, Technical,
Economic and Social impacts of the proposed project is essential.
1.2 Project Description

The proposed Emilio Aguinaldo Highway – Governor’s Drive Interchange in
the City of Dasmariñas has an estimated length of 400 meters road projects.
CHAPTER 1 I INTRODUCTION
Figure 1. Satellite Image of the Project Location
The scope of project will involve data gathering, surveys and investigations
with preliminary environment impact assessment and road strip planning per
approved Terms of Reference (TOR).
CHAPTER 1 I INTRODUCTION
CHAPTER 2
PROFILE OF ROAD INFLUENCE AREA
2.1 Provincial Profile

2.1.1 Geographic Location
The Cavite territory is situated in the Southern piece of the Island of Luzon,
the northernmost island of the Philippine’s three principle Islands. Cavite has a
place with the managerial division of the nation of IV-A, likewise known
CALABARZON, alongside the region of Laguna, Batangas, Rizal, and Quezon with
seven towns and 16 municipalities.
City or Population Area Density
District Barangay
Municipality 2015 /km² /km²
Alfonso VIII 32 51,839 66.58 779
Amadeo VII 26 37,649 36.92 1,020
Bacoor City II 73 600,609 46.17 13,009
Carmona V 14 97,557 30.92 3,155
Cavite City I 84 102,806 10.89 9,440
Dasmariñas City IV 75 659,019 90.13 7,312
General Emilio
VIII 14 22,220 9.40 2,364
Aguinaldo
GMA V 27 155,143 11.40 13,609
General Trias VI 33 314,303 81.46 3,858
Imus III 97 403,785 64.7 2,353
Indang VII 36 65,599 74.90 876
Kawit I 23 83,466 22.86 3,651
Magallanes VIII 16 22,727 73.07 311
Maragondon VIII 27 37,720 164.61 229
Mendez VIII 24 31,529 43.27 729
Naic VIII 30 111,454 76.24 1,462
Noveleta I 16 45,846 16.43 2,790
Rosario I 20 110,706 38.16 2,901
Silang V 64 248,085 209.43 1,185
Tagaytay City VIII 34 71,181 65.00 1,095
Tanza VII 41 226,188 95.59 2,366
Ternate VIII 10 23,157 59.93 386
Trece Martirez
VII 13 155,713 39.10 3,982
City
Table 1. Demographic Profile of the Province of Cavite
Source: 2015 CENSUS OF POPULATION Demographic and Socioeconomic Characteristics

(CAVITE)
CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

In 2015, Cavite Province is one of the quickest developing, created areas in

the Philippines with the populace of 3,678,301. It covers 1,427 square kilometer of
land zone which generally 8.72% of the absolute land region of CALABARZON.
Water Resources
The Province comprised of seven significant waterways typically
spilling out of the Tagaytay and Maragondon highlands to Manila Bay. The
upland zones have springs, cascades and waterways, and many artesian wells
are worked in the lowland areas and profound wells provide both residential
and agricultural water supply.
Production Land Use

Majority share of land use creation is for agriculture. In perspective on
the way that half of the all-out land region is occupied with horticulture, it’s
very well may be summed up that given the fast urbanization in the territory,
Cavite still has a rural economy that makes nourishment security reachable. A
portion of the significant yields created in the province incorporate rice,
maize, espresso, coconuts, cut blossoms and vegetables. It’s likewise covers
animals’ ranches running from pig, chicken, horse, and cows’ ranches.
A further significant piece of the agricultural part is fishery. Having
rich marine assets and long coastlines, the region is home to various angling
exercises that furnish numerous Caviteños with a business. Angling, as fish
lakes, is additionally creating a lot of fish item in lowlands and even upland
areas.
Mining is the territory's third constituent of land use advancement.
There are 15 mining and quarrying territories dynamic in Cavite starting at
2009. Extraction requires items for filling, rock, and sand.
Built-up Areas
As per the Philippine Statistic Authority's 2007 Census of Population
and Housing, 611,450 involved lodging units are in Cavite. The developed
territories are made for the most part out of residential and industrial site.
This is additionally incorporating business and industrial settings where
exchange unfolds. Also, there are around 1,224 lodging subdivisions with
permit gave available to be purchased in the territory until 2009 which

involves a region of 9, 471 hectares as per the Housing and Land-Use

Regulatory Board.
Meanwhile the industrial sector in the province is also developing
rapidly. Operating industrial estates occupy some 2.939 hectares for 2009.
Tourism facilities are also called built-up areas such as golf courses,
entertainment fields and resorts.
2.1.2 Demography
In the 2015 Census, Cavite had a complete populace of 3,678.301, making it
the most crowded and the second most thickly populated territory in the nation.
The colossal increment is brought about by the modern boo acquiring movement
and lodging subdivisions mushrooming. The City of Dasmariñas has the biggest
populace with 659, 019 individuals among the urban communities and districts in
Cavite, while the Municipality of General Emilio Aguinaldo has recorded the
smallest populace with 22,220 individuals. Natural increase also contributes to
population growth. Based on the 2015 Census the province’s population density was
2,300 inhabitants per square kilometer or 6,000 inhabitants per square mile.
Table 2 Population of the Province of Cavite According to District, as of year 2015:
City/Municipality Actual Census Density
2015 /km²
District I
Cavite City 102,806 9,440
Kawit 83,466 3,651
Noveleta 45,846 2,790
Rosario 110,706 2,901
District II
Bacoor City 600,609 13,009
District III
Imus 403,785 2,353
District IV
Dasmariñas 659,019 7,312
District V
Carmona 97,557 3,155
General Mariano Alvarez 155,143 13,609
Silang 248,085 1,185
District VI
Trece Martires City 155,713 3,982
Amadeo 37,649 1,020
General Trias 314,303 3,858
Tanza 226,188 2,366
District VII
Tagaytay City 71,181 1,095
Alfonso 51,839 779
General Emilio Aguinaldo 22,220 2,364
Indang 65,599 876
Magallanes
22,727 311

City/Municipality Actual Census Density

2015 /km²
Maragondon 37,720 229
Mendez-Nuñez 31,529 729
Naic 111,454 1,462
Ternate 23,157 386
Total: 3,678,301
Source: 2015 CENSUS OF POPULATION Demographic and Socioeconomic Characteristics
(CAVITE)
2.2 City Profile

2.2.1 Geographic Location
Dasmariñas City has an approximate total land area of 9,013 hectares. It is
located at the northeastern part of Cavite. The City is bounded by Imus and Bacoor
City on the north, San Pedro, Laguna and General Mariano Alvarez on the east,
Silang and General Trias on the south and west respectively. Dasmariñas City is
made up of 75 barangays.
Table 3. Areas and Population Density of Barangays in Dasmariñas City
Barangay Barangay Area Barangay Area Population
(Square Meters) (Hectares) Density
Burol 2,089,851 208.9851 39.52
Burol I 1,086,624 108.6624 144.95
Burol II 104,000 10.4 465.19
Burol III 1,390,003 139.0003 65.3
Datu Esmael (Bago-a-
130,352 13.0352 1,005.89
ingud)
Emmanuel Bergado I 124,244 12.4244 594.48
Emmanuel Bergado II 49,430 4.943 603.28
Fatima I 471,527 47.1527 133.42
Fatima II 95,472 9.5472 421.38
Fatima III 86,373 8.6373 429.76
H-2 222,701 22.2701 425.55
Langkaan I 6,714,289 671.4289 31.91
Langkaan II 6,424,646 642.4646 47
Luzviminda I 126,415 12.6415 259.86
Luzviminda II 118,619 11.8619 395.21
Paliparan I 4,261,678 426.1678 16.78
Paliparan II 3,449,911 344.9911 51.83
Paliparan III 5,233,196 523.3196 130.37
Sabang 1,483,714 148.3714 98.94
Saint Peter I 59,440 5.944 429.51
Saint Peter II 46,980 4.698 524.05
Salawag 20,007,612 2,000.76 40.05
Salitran I 1,375,469 137.5469 40.9
Salitran II
1,408,750 140.875 80.72


Salitran III 883,230 88.323 169.25
Salitran IV 2,459,759 245.9759 35.14
Sampaloc I 2,338,315 233.8315 28.28
Sampaloc II 5,747,720 574.772 24.58
Sampaloc III 4,207,965 420.7965 24.88
Sampaloc IV 3,702,990 370.299 107.89
Sampaloc V 198,489 19.8489 162.43
San Agustin I 3,777,970 377.797 22.42
San Agustin II 1,462,822 146.2822 71.87
San Agustin III 457,169 45.7169 223.2
San Andres I 60,027 6.0027 528.6
San Andres II 52,539 5.2539 657.61
San Antonio de Padua I 75,333 7.5333 412.83
San Antonio de Padua II 58,143 5.8143 531.62
San Dionisio 121,298 12.1298 575.44
San Esteban 76,304 7.6304 552.92
San Francisco I 59,274 5.9274 511.19
San Francisco II 60,545 6.0545 577.26
San Isidro Labrador I 94,854 9.4854 552.11
San Isidro Labrador II 52,099 5.2099 421.12
San Jose 1,737,089 173.7089 51.55
San Juan 76,616 7.6616 471.44
San Lorenzo Ruiz I 66,261 6.6261 481.43
San Lorenzo Ruiz II 66,301 6.6301 619.75
San Luis I 76,387 7.6387 513.31
San Luis II 83,859 8.3859 539.48
San Manuel I 39,772 3.9772 679.62
San Manuel II 56,414 5.6414 538.34
San Mateo 97,414 9.7414 500.65
San Miguel I 72,696 7.2696 583.25
San Miguel II 44,914 4.4914 532.13
San Nicolas I 92,588 9.2588 216.55
San Nicolas II 108,925 10.8925 445.35
San Roque 43,387 4.3387 679.7
San Simon 149,656 14.9656 461.66
Santa Cristina I 70,031 7.0031 459.65
Santa Cristina II 67,176 6.7176 563
Santa Cruz I 140,526 14.0526 346.13
Santa Cruz II 39,274 3.9274 591.49
Santa Fe 110,422 11.0422 611.29
Santa Lucia 169,530 16.953 398.4
Santa Maria 142,555 14.2555 360.21
Santo Cristo 108,580 10.858 426.87
Santo Nino I 54,416 5.4416 523.19
Santo Nino II 49,089 4.9089 557.36

Victoria Reyes 252,453 25.2453 564.38

Zone I (Poblacion) 312,367 31.2367 120.24
Zone I-A 639,656 63.9656 97.91
Zone II (Poblacion) 263,278 26.3278 47.78
Zone III (Poblacion) 1,717,681 171.7681 30.09
Zone IV (Poblacion) 675,122 67.5122 48.45
73.12
TOTAL 90,132,576 9,013.26
PERSON/HA.
Source: City Planning and Development Office
Water Resources
The main source of water for Dasmariñas City is from groundwater.
As of 2015, there are 33 pumping stations with spread locations within the
City. The water resources are used for drinking, domestic, agriculture,
industry and recreation.
Land Use
The total land area of Dasmariñas City is utilized into 5 categories,
which are urban/build-up areas, agricultural areas, easement, open
grassland and water bodies. Under the built-up areas, residential use is the
largest utilization of land area in Dasmariñas City (3,251.99 hectares).
Table 4. Existing Land Use of Dasmariñas City, Cavite

Land Use Area Percentage
(Hectares) (%)
Residential 3,251.99 36.08
Commercial 298.11 3.31
Institutional 306.96 3.41
Parks/Playgrounds/Open Spaces 253.3 2.81
Industrial 436.65 4.84
Agri -Industrial 43.91 0.49
Agricultural 2,045.00 22.7
Open/Vacant/Grassland 684.61 7.6
Special Use 285.01 3.16
Urban Roads 801.48 8.9
Utilities 132.55 1.47
Tourism 13.98 0.16

Land Use Area Percentage

(Hectares) (%)
Waterbodies 300.1 3.33
Cemetery 142.65 1.58
Sanitary Landfill (0.50
4 0.04
kilograms/capital/day)
Easement/Buffer zones 12.7 0.14
TOTAL 9,013.00 100%
Table 5. Existing and Proposed Land Use of Dasmariñas City, Cavite

Urban Land Type 2015 Existing Land 2025 Existing
Use Area Land Use Are
Hectare Hectare
Residential 3,251.99 3,271.99
Commercial 289.11 318.11
Institutional 306.96 318.96
Parks/Playground/Open Spaces 253.30 253.30
Industrial 436.65 446.65
Agri-Industrial 43.91 110.89
Agricultural 2,045.00 1,840.50
Open/Vacant/Grassland 684.61
Special Use 285.01
Urban Roads 801.48 811.48
Utilities 132.55 132.55
Tourism 13.98 18.00
Water bodies 300.10 300.10
Cemetery 142.65 146.87
Sanitary Land fill (0.50
4.00 10.00
kilograms/capital/day)
Easement/Buffer zones 12.70 12.70
(Residential – Commercial –
Institutional – Industrial)
Mixed – Use 1 103.81
Mixed – Use 2 34.36
Central Business District 170.54
Planned Unit Development 1 186.58
TOTAL 9,013.00 9,013.00
2.2.2 Demography
As identified from the 2015 Census, Dasmariñas City has a population
of 659,019 and is composed of 125,068 households. Through the standard 3.68
annual growth rate of population, it has been projected that in the year 2025,
Barangay Salawag remains as the most populated barangay with 115,021 number of
persons and Barangay Zone II as the less populated with 1,806. The projection in
gender population shows that the number of females (295,826) is 2.75% higher than
that of males (279,991).

Table 6. Population per Barangay

Barangay Population (2015)
Burol 8,260
Burol I 15,751
Burol II 4,838
Burol III 9,077
Datu Esmael (Bago-a-ingud) 13,112
Emmanuel Bergado I 7, 386
Emmanuel Bergado II 2,982
Fatima I 6,291
Fatima II 4,023
Fatima III 3,712
H-2 9,477
Langkaan I 21,426
Langkaan II 30,197
Luzviminda I 3,285
Luzviminda II 4,688
Paliparan I 7,153
Paliparan II 17,881
Paliparan III 68,224
Sabang 14,680
Saint Peter I 2,553
Saint Peter II 2,462
Salawag 80,136
Salitran I 5,626
Salitran II 11,371
Salitran III 14,949
Salitran IV 8,643
Sampaloc I 6,612
Sampaloc II 14,127
Sampaloc III 10,469
Sampaloc IV 39,950
Sampaloc V 3,334
San Agustin I 8,471
San Agustin II 10,514
San Agustin III 10,204
San Andres I 3,173

San Andres II 3,445

San Antonio de Padua I 3,110
San Antonio de Padua II 3,091
BARANGAY POPULATION (2015)
San Dionisio 6,980
San Esteban 4,219
San Francisco I 3,030
San Francisco II 3,495
San Isidro Labrador I 5,237
San Isidro Labrador II 2,194
San Jose 8,955
San Juan 3,612
San Lorenzo Ruiz I 3,190
San Lorenzo Ruiz II 4,109
San Luis I 3,921
San Luis II 4,524
San Manuel I 2,703
San Manuel II 3,037
San Matteo 4,887
San Miguel I 4,240
San Miguel II 2,390
San Nicolas 4,851
San Nicolas I 2,005
San Roque 2,949
San Simon 6,909
Santa Cristina I 3,219
Santa Cristina II 3,782
Santa Cruz I 4,864
Santa Cruz II 2,323
Santa Fe 6,750
Santa Lucia 6,754
Santa Maria 5,135
Santo Cristo 4,635
Santo Nino I 2,874
Santo Nino II 2,736
Victoria Reyes 14,248
Zone I (Poblacion) 3,756
Zone I-A 6,263
Zone II (Poblacion) 1,258
Zone III (Poblacion) 5,168
Zone IV (Poblacion) 3,271

TOTAL 659,019
2.2.3 Local Economy

Industry
Based on the Historical Data on Industrial Areas in Dasmariñas City,
in 2015, there are fifteen (15) barangays where industrial establishments
are situated. An approximate total of 439 hectares is occupied by the
sector, having majority of which (164.5 hectares) located in Barangay
Langkaan I.
Table 7. Historical Data on Industrial Areas
Location 2011 2012 2013 2014 2015
Burol I 4,374.00 4,374.00 4,374.00 4,374.00 4,374.00
Langkaan I 1,637,036.00 1,637,036.00 1,637,036.00 1,645,093.00 1,645,093.00
Langkaan II 992,829.30 992,829.30 992,829.30 992,829.30 992,829.30
Paliparan I 818,465.00 818,465.00 818,465.00 818,465.00 818,465.00
Paliparan II 110,902.00 110,902.00 110,902.00 110,902.00 110,902.00
Paliparan III 11,544.00 11,544.00 11,544.00 11,544.00 11,544.00
Salawag 10,200.00 10,200.00 10,200.00 10,200.00 10,200.00
Salitran I 87,086.00 87,086.00 87,086.00 87,086.00 87,086.00
Salitran II 5,232.00 5,232.00 5,232.00 5,232.00 5,232.00
Sampaloc I 69,991.00 69,991.00 69,991.00 69,991.00 69,991.00
Sampaloc II 58,064.00 58,064.00 58,064.00 58,064.00 58,064.00
Sampaloc III 16,007.00 16,007.00 16,007.00 16,007.00 16,007.00
Sampaloc IV 101,996.00 101,996.00 101,996.00 101,996.00 101,996.00
San Agustin I 350,920.00 350,920.00 350,920.00 350,920.00 350,920.00
San Agustin 110,707.00 110,707.00 110,707.00 110,707.00 110,707.00
III
TOTAL 4,385,353.3 4,385,353.3 4,385,353.30 4,393,410.3 4,393,410.3
0 0 0 0
Source: Business Permits and Licensing Office (BPLO)

The industry sector in Dasmariñas City have catered 5,898 jobs in

2015 and contributed P20,022,722.67 to Local Revenue.

Table 8. Local Revenue and Industrial Establishment

Year Revenue Increase/ Employment Increase/
Decrease Decrease
Y1-2013 22,144,820.22 0.00% 5,722 0.00%
Y2-2014 22,522,261.72 1.68% 5,788 1.14%
Y3-2015 20,022,722.67 -12.48% 5,898 1.87%
TOTAL 64,689,804.61 17,408.00
Source: Business Permits and Licensing Office (BPLO)
Commerce and Trade
For the year of 2015, a total of 8,098 business establishments are
registered in Dasmariñas City Government, majority of which (6,593) are
single proprietorships, 1,479 are corporations and 26 are partnerships. The
total gross capitalization of these registered business establishments is
P2,108,777,037.90.
Table 9. List of Business Permits Issued by Category

Business Category 2011 2012 2013 2014 2015
Bank 285 312 329 360 355
Contractor 1,501 1,533 1,468 1,475 1496
Exempted 139 163 179 179 191
Lessor 346 384 423 488 564
Manufacturer 326 323 319 343 381
Manufacturer/producer 24 26 22 25 24
Non-stock/non-profit 168 171 158 166 185
Operator-amusement places 95 99 95 82 93
Operator boarding house 19 13 6 1 1
Operator cockpit 1 1 1 1 1
Operator private cemeteries 3 2 3 3 3
Operator owned market 5 5 5 5 4
Operator restaurant 464 492 505 508 574
Operator subdivision 33 35 34 38 42
Operator theater 3 3 3 3 3
Other contractor 543 578 624 688 715
Proprietor amusement
1 1 4 4 1
devices
Retailer cigarettes 5 6 6 3 6
Retailer-essential 343 474 635 619 675
Retailer-liquors 12 10 9 7 12
Retailer-non essential 2366 2,413 2458 2,441 2480
Business Category 2011 2012 2013 2014 2015
Wholesaler/exporter 235 239 252 253 249
Wholesaler/essential 29 32 30 35 37
Others 0 3 11 1 6
Total 6,946 7,318 7,579 7,728 8,098
Source: Business Permits and Licensing Office (BPLO), Year 2015
According to the Comprehensive Land Use Plan of Dasmariñas City
for 2016-2025, commercial activities are located along Aguinaldo Highway,
Paliparan Molino Road, and The Poblacion Area that includes Barangays

Zone 1-A to IV, Congressional Road, Governor Mangubat Avenue, P. Campos

Avenue, Camerino Avenue, and Congressional Road from Salitran through De
La Salle University, Barangay Salawag and Paliparan III. There are eleven
(11) major commercial areas identified in the city, with SM City Dasmariñas
located in Sampaloc 1 as the largest (101,721 sq.m.) and Puregold along
Aguinaldo Highway as the smallest (2,512 sq.m.).
Table 10. Commercial Areas in City of Dasmariñas

Market Catered
Types of Commercial Location Area (in sq.m.) Local (w/in the Outside
Areas City) the City
SM City Dasmariñas Sampaloc I 101,721 √
Robinson's Place
Sampaloc I 45,581 √
Dasmariñas
Walter Mart Zone 4 24,411 √
FSC Highway Plaza Zone 4 9,081 √
The District Salawag 6,880 √
Central Mall Salitran 2 11,009 √
Save More DDC Land Salawag 3,000 √
Ultra Mega Paliparan III 5,000 √
Wilcon Paliparan I 10,605 √
Kadiwa Market Mall Burol I 10,243 √
Aguinaldo
Puregold 2,512 √
Highway
Sources: Treasurer’s Office, Market Administrator and Primary Survey
Agriculture
Of the total area of Dasmarinñas City which is 9,013 hectares, 2,045
hectares (22.69%) is disposed for agriculture. This includes areas for crop,
fish and livestock production. Agricultural land utilized for crop production
has the largest area with 1,177.85 hectares. There are eight (8) major crops
identified in Dasmariñas City, having Rice as the crop occupying majority for
the area (511.25 hectares). It is however observed from Table 11 that
despite being cultivated in majority of the area; rice does not have the
largest monetary value. This is attributable to the variations on prices of
crops.

Table 11. Existing Major Agricultural Crops by Area, Production and Market,
Year 2015
Area Annual Production
Product
Major Crop Location Hectar % Volume
Value (Php) Market
e Utilization (MT)
1. Rice
- irrigated 389.0 2139.75 27,816,750.00
- nonirrigated 122.25 672.375 8,740,875.00
2. Corn 84.5 422.5 21,125,000.00
3. Fruit Trees 216.5 4305 256,350,000.00
4. Vegetables 232.6 2734.1 151,386,000.00
City of
5. Banana 48.9 914 22,850,000.00
Dasmariñas, Local
6. Pineapple 8.1 100% 202.5 6,075,000.00
7. Root Crops Cavite 21.0 212 2,120,000.00 Market
8. Peanut 15.0 180 7,200,000.00
Source: City Agriculture Office
Tourism
Dasmariñas City is accessible for tourists through two (2) major
highways, Aguinaldo Highway that traverses from Metro Manila (North) to
Batangas (South) and Governor’s Drive traversing from South Luzon Way
(East) to the Western Area of Cavite. Resort, hotels, inns and lodges which
sums up to 23, caters tourists for daytime and overnight stays. Tourist spots
existing in the City are both man-made and natural.
Table 12. Existing Tourist Attractions
Name of Location Land Area Attraction of the Accessibility of
Status
Tourist Spots (Barangay) (sq.m.) Site the Area
A. HISTRORICAL
List of names of
Bantayog ng Local heroes who Accessible to all
Zone IV 72.85 Good
mga Bayani served/defend the kinds of vehicle
city
B. RELIGIOUS
Immaculate Built-in 1867 by To be
Accessible to all
Conception Zone IV 4551 the Priest of repaired/
kinds of vehicle
Church Recolectos renovated
C. GOLF COURSE
Golf course with
clubhouse,
restaurant, event
Orchard Golf
center and sports Accessible to all
and Country Salawag 137.125 Good
facilities like kinds of vehicle
Club
basketball court,
tennis court and
bowling lane
D. PARK
Park with benches,
Governor’s
waterfall and life-
Drive,
Dasmariñas City sized replica of Accessible to all
Mangubat 5,256 Good
Park wild animals during kinds of vehicle
Avenue,
Jurassic era
Fatima 3
Name of Location Land Area Attraction of the Accessibility of Status

Tourist Spots (Barangay) (sq.m.) Site the Area

Landscape and
Nomer Bucal Paliparan Accessible to all
4411 Playground for Good
Park Site kinds of vehicle
children
Source: City Tourism Office
Infrastructure – Roads, Bridges and Land Transportation Terminals

The roads in Dasmariñas City are classified into National, Provincial,
City and Barangay Road. The National Roads that links Metro Manila and
neighboring provinces of Cavite expands to a total of 33.60 kilometers in
length. The Provincial Roads have a total length of 8 km, City Roads are of
44.45 km and 17.90 km total length for Barangay Roads. All the roads within
the City are identified to be concreted or with asphalt overlay and are in
good condition.
A total of 50 bridges are existing in Dasmariñas City, 44 of which are
concrete type and six (6) are box culverts, steel or wooden type. The 47
bridges have a total length of 1,109.39 meters.
Dasmariñas City is accessible 24 hours through both private and
public land transport vehicles. Buses and taxis transports commuters from
Metro Manila to Cavite vice-versa, jeepneys’ routes are Metro Manila to
Dasmariñas City vice versa and tricycles are from Barangay to Barangay.
A total of 50 Land Transportation Terminals is located within
Dasmariñas City. Majority of the terminals are for Public Utility Vans (21),
nine (9) for Buses, 18 for Jeepneys, three (3) for Multicabs and two (2) for
Taxis. As presented in Figure 1 two terminals are located in close proximity
with Aguinaldo Highway and Governor’s Drive Interchanges.

Figure 2. Infrastructure and Utilities Map – Transportation
Power
Out of the 137,010 households in Dasmariñas City (2015) 123,470
households are connected to Meralco, making Dasmariñas City as the top
subscriber in Cavite.
Table 13. Households Served and Un-served by Electricity, 2015
Number of Households Percentage (%)
Served 123,470 94.89%
Unserved 13,540 5.11%
Total 137,010 100.00%
Source: Meralco, 2015
Water

Since 2019, Dasmariñas Water District and PrimeWater Infrastructure

Corporation have both been managing the water works system in
Dasmariñas City. This is with respect to the entities’ legal agreement for
partnership or Joint Venture.
As per record of Dasmariñas Water District in 2015, the 75 barangays
of Dasmariñas is being served by the water works system. Residential
consumers are the highest subscriber with 99,238 number of connection and
an average water consumption of 19 cubic meters.
Table 14. Water Works System by Type and Number of Consumers

and Average Water Consumption, Year 2015
Type of Consumer Number of Average Water Barangay Served
Connection Consumption (Cubic
meter)
Residential 99,238 19 75 Barangays
Commercial 978 143 75 Barangays
Government 263 113 75 Barangays
Block faucet 381 86 75 Barangays
Commercial-A 1,285 37 75 Barangays
Commercial-B 1,862 22 75 Barangays
Commercial-C 13,055 15 75 Barangays
TOTAL 111,062 75 Barangays
Source: Dasmariñas Water District (DWD)
Communication
There are six (6) types of communication service providers operating
in Dasmariñas City. Namely, these are communication facilities, cell sites,
postal services and private couriers, broadcast media, print media and call
centers.
Table 15 Types of Communication in Dasmariñas, Cavite
Ownership
Type Barangay
Public Private
Postal services Central Market Postal
Zone IV
Main Office Office / PhilPost
Sta. Fe ex. Postal
Santa Fe
Office/Philpost
Zone IV City Hall Building
Sampaloc I Robinsons Place
Satellite Office First Cavite Industrial
Langkaan Estate (FCIE)
Compund
Broadcast and
Zone II DASCA Cable
Television
Ownership
Type Barangay
Public Private

Cell sites Globe (1), Smart

Burol II
network (1), Sun (1)
Globe (1), Smart
Burol III
(1), Sun (1)
Globe (1), Smart
Burol Main
(1), Sun (1)
Fatima I Globe (1)
Fatima II Sun (1)
Fatima III Smart (1)
Globe (1), Smart
Langkaan I
(1), Sun (1)
Globe (1), Smart
Paliparan I
(1), Sun (1)
Paliparan II Globe (1)
Globe (1), Smart
Paliparan III
(1), Sun (1)
Globe (1), Smart
Salawag
(1), Sun (1)
Salitran I Smart (1)
Globe (1), Smart
Salitran II
(1), Sun (1)
Salitran III Sun (1)
Salitran IV Globe (2), Sun (1)
Globe (2), Smart
Sampaloc I
(1), Sun (2)
Globe (1), Smart
Sampaloc II
(2), Sun (2)
Sampaloc III Smart (2), Sun (1)
Sampaloc IV Globe (1), Sun (1)
Globe (1), Smart
San Agustin II
(1), Sun (1)
San Agustin III Smart (1)
San Antonio de
Sun (1)
Padua II
Globe (1), Smart
San Jose (1), Sun
(1)
San Juan Smart (1)
Santa Cristina Globe (1)
Santa Lucia Globe (1)
Santo Cristo Smart (1)
Santa Fe Smart (1)
Zone 1 Smart (1)
Zone 1-A (Meralco) Smart (1)
Zone II Smart (1)
Zone III Smart (1), Sun (1)
Zone IV Globe (1), Sun (1)
Philippine Long
Internet
Distance Telephone
Provider
and Globe
Philippine Long
Telephone
Distance Telephone
Service Provider
and Globe
Source: City Planning and Development Office (CPDO)

CHAPTER 3
TRAFFIC STUDY
3.1 Project Rationale

It was noted from Dasmariñas Comprehensive Land Use Plan’s list of
prioritized issues and concerns that there is a need for an interchange in Pala-Pala,
junction of Aguinaldo Hwy.-Governor’s Drive. The proposed Aguinaldo Hwy.-
Governor’s Dr. Interchange is a government project set to be operational by 2022.
This document presents the current scenario at the intersection of Aguinaldo Hwy.-
Governor’s Dr. as well as the future scenario with and without the proposed
underpass. With the help of PTV Vissim (a micro-simulation tool), the level of
service was determined during peak hours on weekdays and weekends. In light of
this, Rolando C. Siccion Surveying commissioned Engr. Czyrone Galang to conduct a
traffic study anticipating the effect of the proposed development to its nearby
environs.
3.2 Objectives
The specific objectives of this study are:
A. To establish the current condition using the collected data from vehicular
volume counts survey, travel time and delay survey, and origin-destination
survey.
B. To develop a traffic simulation model that can be used to measure level of
service from the current scenario, future scenario without the development
and future scenario with the development.
C. To estimate benefits in terms of time savings from the given scenarios.
CHAPTER 3 I TRAFFIC STUDIES

3.3. Conceptual Framework

Described in Figure 3, is the conceptual framework of the study.
Figure 3. Conceptual Framework
3.4 Methodology for Data Gathering

Rolando C. Siccion Surveying conducted the following types of surveys:
1. Volume Count Survey;
2. Origin-Destination Survey; and
3. Travel Time and Delay Survey
Prior to the actual survey, ocular inspections were conducted to estimate

manning requirements based on the volume of vehicles at each movement, and to
provide strategic locations for surveyors to station considering clear visibility of
traffic flow, shelter, lighting, and safety. Orientation and training for surveyors
was held at a barangay hall near the study area. Duties and responsibilities of each
survey personnel were explained as well as the survey methodology. Safety
guidelines were also provided to ensure that accidents would not be present during the
survey proper. Consequently, a uniform was required which includes white t-shirt, long
pants, closed shoes, and reflectorized vests.

3.4.1 Volume Count Survey (VC)
The volume count survey was conducted for 24 hours starting 0000H to
0000H for 3 days June 30, 2020 (Tuesday), July 1, 2020 (Wednesday), and July 4,
2020 (Saturday). Volume count team follows a chain of instructions as shown in
Figure 5. Movement 3 and 12 were counted by 1 surveyor because of the low
volume observed during the ocular inspection. On the other hand, 2 surveyors each
shared counting movements 2, 4, 5, 7, 8, and 11. Vehicle types were assigned to
each surveyor who shares movements. Tricycle, motorcycle, bicycle and passenger
cars for Surveyor 1 and passenger utility, goods utility, buses, and trucks for
surveyor 2. Volume count surveyors were assigned to two 12-hour shifts to
minimize error due to fatigue and exhaustion.
Figure 4. Organizational Structure of Volume Count and OD Survey

Duties and responsibilities of each member of the team is enumerated in
Table 16.
Table 16. Duties and Responsibilities of Volume Count Team

Member Duties and Responsibilities
1. Checking of Attendance.
2. Provision of proper instruction to
supervisors.
Team Leader 3. Inspecting if surveyors are counting the
right movement before they start.
4. Documenting the survey.
5. Present during personnel shifting.
6. Take note of Signal Timing (6:00AM-
8:00AM & 5:00PM-7:00PM)
7. Collection of tally sheets every shift.
1. Preparation and checking of necessary
survey materials.
Supervisor 3. Provision of proper instruction to
surveyors and relievers.
4. Inspecting if surveyors are counting the

right movement.
5. Synchronize time every 15 minutes.
6. Making sure that all movements are
counted all the time.
7. Fill-up Observation Sheet (accidents,
heavy rain, procession, etc.)
8. Collection, Checking and Submission of
Tally Sheets.
1. Go to the meeting place 30 minutes
before the survey.
Surveyor 2. Fill-up necessary information at the top
of each tally sheet.
3. Tally correctly and honestly.
4. Sum the volume counts per vehicle every
15 minutes.
5. Inform the team leader if they have any
concerns.
6. Submit the forms properly.
1. Replace the surveyors during their
Reliever breaks.
2. Help summing up volume counts every 15
minutes.
3. Help the team leader to relay messages
or instructions to the surveyors.
Location of surveyors is presented in Figure 5.
Figure 5 Volume Count Surveyor Location

3.4.2 Origin-Destination Survey
The origin-destination survey was conducted for 12 hours for two
days (July 1, 2020 and July 4, 2020) at shoulders within 100 meters from the
approaches of Aguinaldo Hwy.-Governor’s Dr. intersection. The volume from
June 30, 2020 (6:00AM-6:00PM) became the basis of the target samples for
the interview survey. Assumed value of five percent of the Tuesday volume
was calculated to represent the origin and destination of all types of
vehicles plying through the intersection. Surveyors were also told to ask the
barangay if the origin or destination is coming from or going to Dasmariñas
City. Other information such as time of survey, vehicle type, occupancy, and
trip purpose were gathered during the survey. Surveyors were instructed to
approach motorists during red signal only. Duties and responsibilities of each
member of the OD survey team is enumerated in Table 17.
Table 17. Duties and Responsibilities of OD Team

supervisors.
Team Leader 3. Inspecting if surveyors are at the right
locations.
4. Documenting the survey.
5. Take note of PUV routes in the
intersection.
6. Collection of tally sheets every shift.
1. Preparation and checking of necessary
survey materials.
Supervisor surveyors and relievers.
4. Inspecting if surveyors are at correct
locations.
5. Fill-up Observation Sheet (accidents,
heavy rain, procession, etc.)
6. Track accomplished survey sheets per
hour.
7. Collection, Checking and Submission of
Tally Sheets.
1. Go to the meeting place 30 minutes
before the survey.
Surveyor 2. Fill-up necessary information at the top
of each interview sheet.
3. Fill-up survey information completely.
4. Inform the team leader if they have any
concerns.
5. Submit the forms properly.
1. Replace the surveyors during their
Reliever breaks.
2. Help summing up accomplished forms per
hour.
3. Help the team leader to relay messages
or instructions to the surveyors.
Street view of the origin-destination survey is shown in Figure 6.
Figure 6. Street View of OD Surveyor Locations
3.4.3. Travel Time and Delay Survey (TTDS)

Travel time and delay survey was split into 4 periods – AM (6:00AM-
9:00AM), NN (11:00AM-2:00PM), PM (4:00PM-7:00PM), and MN (11:00PM-
2:00AM). Three round trips per period were assigned to record passing time,
stopping time, and causes of delay. Two vehicles pass NB/SB and EB/WB
direction simultaneously during the survey.
Table 18. Travel Time and Delay Survey Checkpoints

Directions Checkpoint Locations
1. Kidz World Entrance
NB/SB 2. Governor’s Drive

3. Pala-Pala Rd
Directions Checkpoint Locations
NB/SB 4. Main Rd.
5. Barangay Rd
EB/WB 2. Aguinaldo H’way
6. Pala-Pala Rd
7. Majenta Executive Suite
Entrance
Figure 7. Travel Time and Delay Checkpoints and Routes
3.5 Survey Plan

3.5.1 Volume Count Survey
Table 19. Volume Count Manning Requirement per Shift
Movement Surveyor Reliever Supervisor
1 1
2 2
3 & 12 1
4 2
5 2
6 1
7 2
8 2
9 1
10 1
11 2
TOTAL 17 2 1
Figure 8. Volume Count Survey Plan
3.5.2 Origin-Destination Survey
Table 20 Origin-Destination Manning Requirements

NB 2 2 1
SB 2
EB 2
WB 2
TOTAL 8 2 1
Figure 9. Origin-Destination Survey Plan
3.5.3 Travel Time and Delay Survey
Table 21. Travel Time and Delay Manning Requirements

Movement Driver Surveyor
NB/SB 1 1
EB/WB 1 1
TOTAL 2 2
3.6 Survey Forms
Figure10. Attendance Sheet

Figure 11. Observation Sheet
Figure 12. Volume Count Survey Sheet
Figure 13. Origin-Destination Survey Sheet
Figure 14. Travel Time and Delay Survey Sheet

3.7 Data Analysis
3.7.1 Project Site and Location
Aguinaldo Highway and Governor’s Drive give access to a concentrated
commercial establishment along the road as well as major residential and
industrial zones in Dasmariñas City, Cavite. The intersection is located in a
commercial zone which houses known malls such as SM Dasmariñas
(northeast) and Robinson Dasmariñas (southwest). About 150 meters from the
intersection, a transportation terminal is located along the westbound
direction its west leg. The intersection is currently signalized with traffic
enforcers present during peak hours. Encircled in the land use map of
Dasmariñas in Figure 15 is the location of the study area.
Figure 15. Study Area

3.7.2 Existing Traffic Conditions
Traffic surveys were conducted to provide inputs to build the traffic
simulation model last June 30 to July 4. Shown in Table 22 are the types of
surveys and their respective schedules.
Table 22 Survey Type and Schedule
Survey Type Date/s Time Period/s
06/30/2020, 07/01/2020,
Vehicular Volume Count 0000Hr-0000Hr
07/04/2020
Origin-Destination 07/01/2020, 07/04/2020 0600Hr-1800Hr
Travel Time and Delay 07/01/2020, 07/04/2020 0600Hr-1800Hr
The survey area, as shown in Figure 16, covers one traffic volume count,
origin-destination interviews on all approaches and two routes for travel
time survey.
Figure 16. Survey Location

Existing travel demand data gathered during weekdays (June 30, 2020 and
July 1, 2020) and weekend (July 4, 2020) suggest that the average daily
traffic volume for Aguinaldo Hwy.-Governor’s Dr. intersection 2020 is
85,828 vehicles. Peak hours are presented in Table 23
Table 23 Peak Hours

Date AM Peak PM Peak
06/30/2020 (Tuesday) 0600Hr-0700Hr 1700Hr-1800Hr
07/01/2020 (Wednesday) 0700Hr-0800Hr 1800Hr-1900Hr
07/04/2020 (Saturday) 0700Hr-0800Hr 1700Hr-1800Hr
Below is the hourly traffic for the 3-day 24-hour vehicular volume counts
at Aguinaldo Hwy.-Governor’s Dr. intersection. It can be observed that
there is a common pattern in the behavior of the volume counts.
Figure 17. Hourly Vehicle Volume

Fourteen types of vehicles were counted during the survey, which includes
tricycles, motorcycle, passenger car, passenger utility, goods utility, small
bus, large bus, rigid truck (2 axles), rigid truck (3+ axles), semi-trailer (3-4
axles), semi-trailer (5+ axles), trailer (4 axles), trailer (5+ axles), and
bicycle. Shown in Figure 18, are the vehicle compositions of traffic volume
for each survey date.
Figure 18. Vehicle Composition
Dominant vehicle types such as passenger car and motorcycle as

represented by the colors gray and orange are comprised of around 45% and
33% of the whole vehicle volume count, respectively. Passenger utility
vehicles such as jeepney and UV express make up 8%, while, buses and
trucks are at 3% and 11%, respectively. Bicycle, on the other hand,
encompasses less than 1% of the total vehicle volume.
Travel speed derived from the travel time and delay survey was
computed to be the basis of the simulation model for the current condition.
Average travel speeds of all the approaches, namely, northbound,
southbound, eastbound, and westbound were recorded in Figure 19, to
show the difference between the values from AM and PM peak.
Figure 19. Average Travel Speed at Approaches during Peak Hours
Moreover, shown in Figure 20, is the average travel speed for the
whole route of NB-SB and EB-WB direction. The NB-SB direction has a total
distance of 1.19 km and starts and ends at Aguinaldo Hwy.- Kidz World
Entrance and Aguinaldo Hwy.- Main Rd. intersections. On the other hand,
the EB-WB direction has a total span of 1.48 km from Governor’s Dr.-
Barangay Rd. to Governor’s Dr.-Magenta Exclusive Suite Entrance. Time
periods for travel time and delay survey are as follows: AM (0600Hr-
0900Hr), NN (1100Hr-1400Hr), PM (1600Hr-1900Hr), and (2300Hr-0200Hr).
Figure 20. Average Travel Speed at Approaches during Peak Hours

The origin-destination survey was conducted for 12 hours for two
days (July 1, 2020 and July 4, 2020) at shoulders within 100 meters from
the approaches of Aguinaldo Hwy.-Governor’s Dr. intersection. The volume
from June 30, 2020 (0600Hr-1800Hr) became the basis of the target samples
for the interview survey. Assumed value of 5% of the Tuesday volume
(estimated 3,100 samples) was calculated to represent the origin and
destination of all types of vehicles plying through the intersection.
Surveyors were also told to ask the barangay if the origin or destination is
coming from or going to Dasmariñas City. Other information such as time of
vehicle type, occupancy, and trip purpose were gathered during the survey.
Average occupancy per vehicle type is shown in Table 24 and 25. Moreover,
the trip purposes per direction from the origin-destination survey are
presented in Table 26.
Table 24 Occupancy per Vehicle (July 1, 2020)

Average occupancy of passenger utility, small buses, and large buses
were recorded to have less than half of their usual capacity because of the
physical distancing scheme during the Covid-19 pandemic.
Table 25. Occupancy per Vehicle (July 4, 2020)
Due to the postponement of classes, there were insignificant

number of samples going to schools. While, motorists going to work have an
overall share of 66%. To business, private matter, leisure and other trip
purposes make up 2.8%, 19.8%, 8.6%, and 2.7%, respectively.
Table 26. Trip Purpose per Direction
Zones were assigned to different provinces outside Cavite from

Tarlac to Quezon Province. Cities in Cavite were also given a separate zone
as well as the Barangays inside Dasmariñas, Cavite. Shown in Table 27. are
the assigned zones per area.
Table 27. Origin-Destination Zones
A map of the origin-destination zone is illustrated in Figure 21, with

the help of QGIS.
Figure 21. Origin-Destination Zones
Table 28 and Table 29 show the origin-destination matrix for July 1, 2020
and July 4, 2020, respectively. Detailed origin-destination matrix for Dasmariñas to
Dasmariñas trips are presented in Table 30 and Table 31. Local trips comprise a
large percentage of the origin-destination matrix, where 14.8% and 9% of the total
OD samples of each day have an origin-destination combination of Dasmariñas to
Dasmariñas from July 1 and July 4 surveys, respectively.
Table 28. Origin Destination Matrix (July 1, 2020)

Table 29 Origin
Destination Matrix (July 4, 2020)
Table 30
Origin Destination Matrix from Dasmariñas to Dasmariñas (July 1, 2020)
Table
31 Origin Destination Matrix from Dasmariñas to Dasmariñas (July 4, 2020)
3.7.3 Traffic Study

Signal indication survey was also conducted as a supplemental input for the
simulation. Green time, amber and all red were recorded from the digital traffic
lights as shown in Figure 22 and Figure 23. The AM and PM cycle length for all the
survey days were 255s and 260s, respectively.
Figure 22 Signal Control During AM Peak

Figure 23 Signal Control During PM Peak
3.7.4 Annual Average Daily Traffic

Raw hourly vehicular traffic counts 2.69 km north of the intersection along
Aguinaldo Hwy. (with a code SV41114LZ_AC) was provided by the Department of
Public Works and Highways – Bureau of Quality and Safety. This 2019 data is
composed of a classified vehicular volume count from January 1 to December 31.
AADT for 2019 was calculated by adding the entire counts and dividing all over 365
days. Monthly Factors, on the other hand, were calculated by dividing the AADT by
the average daily traffic per month. Daily factors were computed by dividing the
AADT by the average daily traffic per day of the week. And lastly, the AADT for
2020, equal to 87,460 vehicles, was estimated by averaging the products of the 3-
day survey counts and their respective daily and monthly factors.
Shown in Table 32 and 33 are the monthly and daily factors, respectively.
Table 32. Monthly Factors of Traffic

Table 33. Daily Factors of Traffic

3.8 Developing Simulation Model
3.8.1 Simulation Inputs
Data gathered during the traffic surveys were carefully inputted in a
microsimulation tool for modelling multimodal traffic environment. PTV Vissim
requires certain parameters to be able to realistically model the current scenario
as observed on the field while measuring traffic data such as, queues, vehicle
volume, travel speed, delay, and level of service.
The following were inputs utilized in the simulation model:
1. Number of lanes and lane widths were drawn using the links and
connectors to create the road network according to measurements from
Google Earth.
2. Volume counts per movement and per vehicle composition are shown in
Table 34 and Table 35
Table 34.2020 AM Peak (Weekday)
Table 35. 2020 AM Peak (Weekend)

3. Desired speeds per vehicle type and direction were assumed to match
the speed data from travel time and delay survey.
Table 36. Desired Speed
4. Driving behavior was set to mirror the space-oriented behavior of

vehicles. Table 37 tabulates the driving behavior settings utilized in the
simulation.
Table 37. Driving Behavior

5. Existi
ng PUV stops along Aguinaldo Hwy. and Governor’s Dr. (shown in Figure
24) were added in the simulation.
Figure 24 PUV Stops
6. Reduce speed areas for left turning and right turning movements were
assumed as reflected in Table 38.
Table 38. Reduced Speed Area
7. Conflict areas, which serve as traffic enforcers during peak hours, were
modified to give priority to thru movements as well as large volume
movements.
3.8.2 Evaluation Parameters
Highest hourly volumes from the weekday and weekend counts were
simulated to represent the daily peak hour. AM peak hour for both weekday and
weekend was determined to be 0700Hr-0800Hr. Peak volumes for both cases were
inputted in the simulation according to their respective directional counts. Growth
rates were then applied to forecast the vehicular volume of the weekday and
weekend scenarios.
To evaluate the current and future conditions as well as the impact of the
proposed project, these parameters were measured:
1. Travel time from each approach (s),
2. Average travel speed per approach (kph),
3. Intersection delay (s/veh), and
4. Queue per approach (m).
3.8.3 Validation Process
Geoffrey E. Havers’ (GEH) formula is a method to determine acceptable fit
between the model and actual data. GEH < 5.0 is acceptable. As a minimum, 85%
of all the links must meet the GEH criteria.
Shown in Table 39 are the results for the weekday and weekend current
scenarios.
Table 39. GEH Results
Desired speed for each vehicle type were adjusted to bring the simulation
speed close to the speed computed from the travel time and delay survey from the
same time period. Presented in Table 40 are the actual speed data and simulation
speed records from all approaches.
Table 40. GEH Results
Figure 25. Simulation Screenshot
3.8.4 Traffic Volume Forecast

Annual average daily traffic from the DPWH Road Traffic Information online
map was utilized to project the volume for 2022. Moreover, Geometric growth
formula was applied to the current daily counts. Calculated growth rates and
growth factors are shown in Table 41.
Growth Rate = ((Vol2020/Vol2017) ^ (1/(2020-2017)))-1
Growth Factor = (1+Growth Rate) ^ (2022-2020)
Table 41. Growth Rate and Growth Factor

Weekday Weekend
Growth Rate 0.192905 Growth Rate 0.195727213
Current Year 2020 Current Year 2020
Horizon Year 2022 Horizon Year 2022
Growth Factor 1.423021 Growth Factor 1.429763567
3.8.5 2022 Do Nothing Scenario

Weekday and weekend volumes were multiplied by their respective growth
factors and were then encoded in the simulation. Volume counts per movement
and per vehicle composition for 2022 scenarios are shown in Table 42 and Table 43.
Table 42. 2022 AM Peak (Weekday)

Table 43. 2022 AM Peak (Weekend)
3.8.6 2022 With Underpass
The proposed underpass has a span of 435 m from east to west egress point
and has a total project alignment of 728 m. One of the inner lanes from both
eastbound and westbound direction shall be used to give access to the proposed
underpass. The typical cross section of the underpass has two lanes per direction
(3.35 m per lane) with 1.22 m bike lanes on both sides. Similar from the 2022 Do
Nothing scenario, projected volumes were applied. However, the thru movement
of eastbound and westbound direction were split into two routes. The first is going
through the underpass (90%) and the other is going at grade (10%). Shown in Figure
26 is the alignment of the proposed project.
Figure 26 AutoCAD Illustration of the Proposed Alignment

3.9 Simulation Results
3.9.1 Scenario Comparison
Scenario management function in PTV Vissim was used in creating multiple
scenarios such as the base scenario, 2022 do nothing, and 2022 with underpass.
Summarized in Table 44 and Table 45 are scenario comparisons using evaluation
parameters, namely, approach speed, intersection queue, intersection delay and
level of service.
Overall, average speed at approaches improved. Consequently, average
intersection queue decreased approximately 10% for both weekday and weekend
scenarios. Intersection delay decreased 28% for weekday AM peak and 39% for
weekend AM peak. While, level of service improved from LOS F to LOS E for
signalized intersection.
Table 44. AM Peak (Weekday)
Table 45 AM Peak (Weekend)

3.10
Time Savings
3.10.1 Benefits
Estimating the benefits of the proposed project involves conversion of the
decrease in delay to time savings. Time savings is the product of time value,
passenger factor, and delay improvement per vehicle type. Peak hour value was
assumed to be 6 hours to represent the typical 3 hours of peak from both AM and
PM periods. Shown below is the formula for computing the benefit (Php).
Benefit = Σ ((Delay2022wproject - Delay2022donothing) × Time Value × Passenger
factor × peak hours (6) ×days ×evaluation year (1)
Summarized in Table 46 and Table 47 are the delay and volume records from the
simulation.
These information serves as inputs for the equation.
Table 46. AM Peak (Weekday)
Table 47. AM Peak (Weekend)

Other factors necessary for the computation are shown in Table 48 and Table 49.
Table 48. Time Value per Vehicle Type
Table 49. Time Value per Vehicle Type

Using 269 days for weekday and 96
days weekend computation, the Total Benefit for the first year of operation are
presented in Table 50 and Table 51.
Table 50. Total Benefits for Weekdays
Table 51. Total Benefits for Weekends

Combining the weekday and weekend benefits the total time savings for the
first year of operation is Php.61,074,037.52.
CHAPTER 4
PLAN AND PROFILE
4.1 Topographic Survey
4.1.1 Introduction
The Engineering Survey Team aims to conduct alignment, topographic,
geological and geo-technical survey of the Proposed Aguinaldo Highway –Governor’s
Drive Interchanges geographically located at Barangay Sampaloc-I and San Agustin
in the City of Dasmariñas, Province of Cavite.
The execution of survey was carried out to project three (3) possible
alignments considering technical difficulties, investment requirement, impact on
the environment and social aspect of the project in coordination with the Project
Preparation Division. Preliminary Topographic Survey along the best alignment was
strategically integrated to collect data and information of topographic features of
the project with coordination of the barangay and city officials for the proposed
Aguinaldo Highway –Governors’ Drive Interchanges.
Real-Time Kinematic (RTK) Survey equipment was utilized for the execution of the
Topographic Survey which was based on the survey area details in conformity with
the alignment. The team conducted research of technical references such as
existing approved records. Reference points were imperatively identified and
established at vital locations as key control points of the survey.
4.1.2 Scope of Work
1. The study aims the following objectives:
2. To conduct road alignment survey.
3. To conduct preliminary topographic survey along the selected alignment.
4. To conduct geological and geo-technical investigation and survey.
4.1.3 Project Area
The Feasibility Study of the Proposed Aguinaldo Highway and Governor’s
Drive Interchanges is located in the Province of Cavite, in the City of Dasmariñas.
4.1.4 Preparation of Field Plan
The planning for research and field work considers all the necessary technical
and logistical concerns conceptualized in a field plan. This serves as a basis and
guide of the survey team in the implementation of the Fieldwork and included the
following activities:
 Designation of tasks to FST members for the field survey;
 Delineation of alignment and determination of possible approach using
Google Earth® satellite images and available topographic maps and
research of existing records; and
CHAPTER 4 I PLAN AND PROFILE

 Listing and preparation of the survey equipment and other materials
needed. Collection of Reference Points
Technical data and other relevant information are collected from the National
Mapping and Resource Information Authority (NAMRIA) such as locations and
descriptions of established horizontal and vertical control points with a minimum of
2nd order accuracy. These ground control points and benchmarks are selected and
occupied as primary reference points for the establishment of a Global Navigation
Satellite System (GNSS) network for the survey.

4.2 Field Survey Activities
Figure 27. Field Survey Flow Chart

4.2.1 Control Survey
A GNSS network is established through occupation of reference points with
dual frequency GNSS receivers for two sessions (two (2) hours each conducted
consecutively). Reference points from NAMRIA only bear vertical coordinates (z or
elevation value) and horizontal coordinates (x and y values) for benchmarks and
ground control points, respectively.
The conduct of a control survey aims to provide both the horizontal and
vertical positions for every control point established through network adjustment.
Horizontal position is acquired through static survey while establishment of vertical
position can be done either using a total station or digital level or through static
survey.
For the vertical position control survey using a total station or digital level,
a double run is carried out connecting the nearest existing NAMRIA benchmarks
(BMs) to the Ground Control Point (GCP). A double run consists of a forward run
(from BM to GCP) and backward run (from GCP to BM). The accuracy shall be
assessed and accepted if it is within the third order differential leveling standard.
Establishment of a GNSS network through control survey is pre-requisite for
the conduct of other ground survey activities. Reference and control points
occupied for the control survey may serve as base stations throughout the survey
area.

4.2.2 Establishment of Proposed Alignment
Figure 28. Top photo: Geo-tagged photo for the execution of Alignment Survey
Bottom photo: Satellite image with projected alignment

Figure 29. Satellite image projection of the results of Topographic Survey

Figure 30. Alignment – Governor’s Drive Profile

Figure 31. Profile of River’s Downstream and Upstream

Figure 32. Elements of Curve

CHAPTER 5
GEOLOGICAL AND GEOTECHNICAL INVESTIGATION REPORT
5.1 Introduction
This report contains an outline of field and laboratory methods involving
both simple and complex techniques that were accomplished for site
characterization that are necessary to formulate geotechnical study for the
engineering design of the proposed type of project.
This includes an evaluation of the site for the idealized condition and its
implications with physical and engineering realities that are influential in proper
selection and construction of any foundation/structures on the area.
5.2 Field Test
5.2.1 Drilling in Soil
The boring was accomplished using a hydraulically-operated, rotary drilling
rig. The hole was advanced using the rotary wash method. Standard Penetration
Test (SPT) was carried out using a standard split-spoon sampler, mounted on a
drive rod of sufficient strength to prevent whipping from blows delivered by the
140lbs (63.5 kg) hammer free-falling from a height of 30-in (76-cm). The value of N
(penetration resistance) is obtained as the number of blows required to drive the
tube to the last 12-in (300-mm) of penetration distance.
After the sample and tube are brought to the surface and separated, the
sample is removed from the tube and properly preserved and sealed using a
moisture tight plastic bag for further testing in the laboratory.
Correlation of SPT data with other soil parameters have been developed for
estimates of stiffness of a soil and is a very useful supplementary classification as
shown in tables below:
CHAPTER 5 I GEOLOGICAL AND GEOTECHNICAL INVESTIGATION REPORT

Table 52. Consistency Classification for Fined-Grained Soils

(Terzaghi, Peck & Mesri, 1996 and U.S. Navy, 1982)
Classification SPT N-blows Undrained Shear Strength,
Su(kPa)
Very Soft <2 < 12
Soft 2–4 12 – 25
Medium Stiff 4–8 25 – 50
Stiff 8 – 15 50 – 100
Hard 15 – 30 100 – 200
Very Hard > 30 > 200
Table 53. Consistency Classification for Coarse-Grained Soils

(Terzaghi, Peck & Mesri, 1996 and Lambe and Whitman, 1969)
Classification SPT N-Blows Relative Density, Dr (%)
Very Loose <4 0 – 15
Loose 4 – 10 15- 35
Medium Dense 10 – 30 36 – 65
Dense 30 – 50 65 – 85
Very Dense > 50 85 – 100
5.2.1 Drilling Through Rocks and Hard Soils

Coring which simultaneously advances the hole and obtains continuous
samples is performed. The method consists of grinding away an annular zone with a
rotary diamond drill bit, leaving a cylindrical core that were captured by a core
barrel and removed from the ground. The cuttings are removed by a circulating
drilling fluid/water. The core recovery, which is the total sample length recovered
from each core run divided by the run length is the RQD (Rock Quality Designation),
which is the percentage of core in pieces 100 mm or longer of the sample and is
recorded.
5.3 Laboratory Tests
Selected soil samples were subjected to the following specific tests:
5.3.1 Soil Particle Size Analysis (ASTM D422, ASTM D1140)
The size and quantity of individual particles found in particular soil is
indicative of the performance characteristics of the soil. The percentage by weight
of the material passing through each succession sieve is recorded.
5.3.2 The Atterberg Limits (ASTM D4318)
The liquid limit and the plastic limit tests define the upper and lower
moisture content points at which a particular soil ceases to perform as a plastic.
The use of this test is restricted to cohesive soils.
CHAPTER 5 I GEOLOGICAL AND GEOTECHNICAL INVESTIGATION REPORT

5.3.3 Moisture Content of Soils (ASTM D2216, ASTM D4959)
It is based on the weight of the water in the soil. This indicates imperative
behavior of different soil types at various levels of moisture
5.3.4 Standard Classification of Soils for Engineering Purposes (ASTM-
D2487)
Based on the results of visual observations and prescribed laboratory tests,
a soil is catalogued according to the basic soil groups, assigned a group symbol(s)
and name and thereby classified. This standard classifies soils from any geographic
location into categories representing the results of prescribe laboratory tests to
determine the particle-size characteristics, the liquid limit, and the plasticity
index.
The various groupings of the classification system have been devised to correlate in
a general way with the engineering behavior of soils.
5.4 General Geomorphology
Dasmariñas is a 1st class municipality in the province of Cavite located 27
kilometers south of Manila. It has a total land area of 9,013 hectares and is
politically subdivided into 75 barangays. The city is located near the Metropolitan
Manila area, approximately 21 kilometers away from Manila.
Figure 33. Map of Cavite Province showing the Municipality of Dasmariñas.
Figure 34. Climate Map of the Philippines

Dasmariñas is partly lowland and partly hill. The Poblacion itself is
elevated. From an elevation of 80 meters at the Poblacion, the land rises to 250
meters towards Silang. Generally, land near rivers and creeks are rugged.
Dasmariñas is outside the typhoon belt and has no fault line constraints. Further, it
is served by natural drainage system since it is traversed by several rivers and
water tributaries draining to the Manila Bay. The city has yet to experience floods.
Strongly sloping to elevated areas cover approximately 1,532.16 hectares or 18.61%
of the total area. These are dispersed among Burol, Langkaan, Paliparan, Salawag,
Sampaloc and San Agustin. Areas with slopes 10.1 to 18% cover about 575.72
hectares of land in portions of Salawag, Salitran, Burol, and other parts.
On the other hand, gently sloping or undulating areas comprise merely
710.4 hectares or 8.62% of the total land area while undulating areas with a slope
of 2.6 to 5% account for the biggest percentage of 50.59% of the total land area
equivalent to 4, 165.64 hectares of land which are dispersed over the municipality
except Sabang and San Jose.
5.4.1 Subsoil Condition
Based on the Standard Penetration Test (SPT) and laboratory tests for
material classifications, the following subsurface condition were determined.
Borehole BH-1 penetrated the following soil materials with a depth of 30m from
the surface down to the bottom. The natural water level was encountered at 6m
depth in the borehole.
1.05-4.05 Black fat clay with sand (CH); very stiff (N= 17-18 blows)
4.05-4.50 Black clayey sand (SC); hard (N= 43 blows)
4.50-30.00 Coring: Basalt, intensely to moderately fractured, wet
Borehole BH-2 penetrated the following soil materials with a depth of 45m
from the surface down to the bottom. The natural water level was encountered at
5.5m depth in the borehole.
1.05-6.00 Brown sandy fat clay (CH); very stiff to very hard
(N= 21-74 blows)
6.00-45.00 Coring: Claystone, moderately fractured, wet.
Borehole BH-3 penetrated the following soil materials with a depth of 30m
from the surface down to the bottom. The natural water level was encountered at
7.5m depth in the borehole.
1.05-5.55 Brown sandy fat clay (CH); very stiff (N= 20-29 blows)
5.55-7.05 Gray clayey sand (SC); hard (N= 32 blows)
7.05-10.05 Gray sandy fat clay (CH); hard (N= 35-39 blows)
11.55-13.05 Gray sandy fat clay (CH); hard (N= 55 blows)
14.55-15.00 Gray sandy fat clay (CH); very hard (N= 80 blows)
15.00-45.00 Coring: Claystone, moderately fractured, wet.
5.5 Evaluation and Recommendations

5.5.1 Bearing Capacity of Soil on Shallow Locations
The allowable or safe bearing resistance is based on shear failure control
taking into consideration the groundwater level along the area. The general
equation is usually Terzaghi’s bearing capacity theory and modified according to
bearing capacity factors of Meyerhof (1953 and 1963). The shape factors are
adopted from AASHTO (1996).
Correlation of values, normally based on SPT resistance were estimated
based from different authors for determining effect of pore pressure, overburden
pressure and shear strength resistance of the underlying soil materials. The
buoyancy effect due to the presence of groundwater at shallow levels should be
considered in the design of foundation.
The recommended allowable bearing capacity for general condition is
intended to provide sufficient margin of safety with respect to bearing failures and
deformation/settlement.
Figure 35. Allowable Soil Bearing Capacity

5.5.2 Seismic Considerations
The nearest active fault trace on the said location is the West Valley Fault
about 7.3 kilometers away (Mapped by PHIVOLCS in 2013 using 1: 10,000 scale
topographic maps).
The probabilistic seismic hazard assessment made by Then Haus, et al in
1994 assumes the Peak Ground Acceleration (PGA) for the entire Philippines at 0.3g
for medium soils while for soft soils is more than 0.4g. A value of 0.4g is
recommended for the PGA at the site.
The area is categorized under Seismic Zone 4 with Seismic Zone Factor Z =
0.4. A Seismic source type B such as the West Valley Fault about 7.3 kilometers
away would suggests a Near Source Factor N a = 1.10 and N v = 1.41.
Figure 36. Map of Cavite showing the proximity of West Valley Fault system about
7.3 kms away from Brgy. Sampaloc I, Dasmariñas (from Phivolcs fault finder)
Figure 37. Liquefaction Hazard Map
Liquefaction is defining as the transformation of granular soil from solid

state into liquid state. Soils most susceptible to liquefaction are commonly
associated with saturated sandy and silty soils having low plasticity and density.
According to PHIVOLCS Liquefaction Susceptibility Map of Region IV-A Barangay
Sampaloc I, Dasmariñas of Cavite is not susceptible to liquefaction.
5.5.3 Limitations
Limitations must be acknowledged and the results analyzed in conjunction
with the geological information for this specific area of concern. Furthermore,
practical observations of the subsoil should be made during construction of every
structure on the area.
ROLANDO C. SICCION SURVEYING OFFICE

John Jerome O. Terciño
Civil Engineer
PRC No. 0161480
Valid Until May 2021
CHAPTER 6
DETAILED STRUCTURAL DESIGN REPORT
6.1 Structural Design Criteria

6.1.1 Underpass General Geometric Arrangements
Number of Lanes = 4 Lanes
Width of Travelled way = 13.4 m
Shoulder Width = 1.22 m
Curb and Gutter = 0.67 m
Sidewalk = 1.5 m
Total Clear Width of Underpass = 20.18 m
Underpass Crossfall = 2 %
Underpass Geometric Grade = 1.45 % (min)
= 3.66 % (max)
Stub Wall Thickness = 0.48 m
Stub Wall Footing Thickness = 1.0 m
Stub Wall Heights = 0.839 m (min)
= 1.48 m (max)
Type 1 Wall Thickness = 0.5 m
Type 1 Wall Slab Thickness = 0.5 m
Type 1 Wall Heights = 1.76 m (min)
= 3.429 m (max)
Type 2 Thickness = 1.0 m
= 7.717 m (max)
Type 3 Wall Thickness = 1.5 m
= 9.534 m (max)
Closed Type Wall Thickness = 1.5 m
Wall Heights = 7.5 m (min)
= 8.75 m (max)
Top Slab Thickness = 1.0 m
Bottom Slab Thickness = 1.5 m
Note on Underpass Bearing surface:
The assumed bearing surface was 400kPa, the contractor should prepare and
compact the base to achieve this assumed bearing capacity of soil.
6.1.2 Materials
6.1.2.1 Structural Concrete
Compressive Strength
Walls = 28 MPa
Slabs = 28 MPa
Railing = 28 MPa
Approach slab, Corbel = 28 MPa
Lean Concrete = 21 MPa
Concrete cover (minimum)
Walls/Bottom Slab
Outer = 75 mm
Inner = 50 mm
Top Slab
Outer = 50 mm
CHAPTER 6 I DETAILED STRUCTURAL DESIGN REPORT

6.1.2.1 Reinforcing Steel
All Reinforcing Steel shall be deformed bars conforming to ASTM A615

Reinforcing Steel Grade Reinforcing Bar Size (mm) Minimum Yield Strength (MPa)
Grade 60 ≥ Ø16 414
Grade 40 ≤ Ø12 276
Modulus of Elasticity, ES 200000
6.1.3 Loadings
The following loads are applied in the design of structures and the worst-
case loading is used to determine the maximum design forces:
Dead Load of Structural Component and Non-Structural Attachments : DC
Dead Load of Wearing Surface and Utilities : DW
Vehicular Live Load : LL
Vehicular Dynamic Load Allowance : IM
Vehicular Braking Force : BR
Horizontal Earth Pressure Load : EH
Earthquake Load : EQ
Force Effect due to Uniform Temperature : TU
6.1.3.1 Dead Load of Structural and Non-Structural Attachment

(DC)
The dead load consists of the weight of the entire structure, including all its
attachments such as barriers, conduits, posts, cables, and other utility services.
The table below shows the unit weights of materials used in the design.
Material Unit Weight (kN/m³)
Reinforced Concrete 24.00
Plain Concrete 24.00
Wearing Coarse 22.00
Steel 77.00
Compacted Sand, Earth, Gravel 18.00
Saturated Earth or Water 9.81
Others As indicated in the
design Calculations
6.1.3.2 Live Loads (LL)

Vehicular Loading on the Roadways of bridges or incidental structures,
designated HL-93, and shall consist of a combination of the following design truck
or design tandem, and design lane load:
6.1.3.2.1 Design Truck
The weights and spacing of axles and wheels for the design truck shall be as
specified in Figure 38. A dynamic load allowance shall be considered.
Figure 38. Design Truck HL – 93
6.1.3.2.2 Dynamic Load Allowance
The static effects of the design truck or tandem, other than centrifugal and
braking forces, shall be increased by the percentage specified in Table 54 for the
dynamic load allowance. The factor to be applied to the static load shall be taken
as: (1+ IM/100). The dynamic load allowance shall not be applied to pedestrian
loads or to the design lane load.
Table 54. Dynamic Load Allowance
Component Limit States IM
Deck Joints All Limit States 75%
Fatigue and Fracture 15%
All Other Components All Other Limit State 33%
6.1.3.2.3 Design Tandem

The design tandem shall consist of a pair of 108kN axles spaced 1.2m apart.
The transverse spacing of wheels shall be taken as 1.8m. A dynamic load allowance
shall be considered.
6.1.3.2.4 Multiple Presence Factor
The extreme live load force effect shall be determined by considering each
possible combination of number of loaded lanes multiplied by a corresponding
multiple presence factor to account for the probability of simultaneous lane
occupation by full HL-93 design live load.
Table 55. Multiple Presence Factor
Number of Lanes %
One Lane 120
Two Lanes 100
Three Lanes 85
Four Lanes or More 65
6.1.4 Thermal Forces (T)
Provision shall be made for stresses resulting from variations in
temperature. The rise and fall in temperature shall be fixed for the locality in
which the structure is to be constructed and shall be figured from an assumed
temperature at the time of erection. Due consideration shall be given to the lag
between air temperature and the interior temperature of massive concrete
members or on structures.
The bridge temperature shall be calculated for a minimum temperature rise
and fall of 35˚C - 23˚C respectively.
For concrete structures, the moderate climate temperature rises to 40˚C
and temperature falls to 25˚C.
6.1.4.1 Coefficient of Thermal Expansion
Normal Weight Concrete = 10.8 x 10-6/˚C
6.1.4.2 Concrete Temperature Gradient (DTc)
For concrete structures, the gradients shall be corresponding to the DPWH
Design Guidelines. A positive temperature gradient will be considered for global
stresses. Negative temperature gradient need not be considered.
6.3.4 Earth Pressure
Active Earth Pressure Coefficient
Active coefficient of earth pressure in normal condition, KA, is given by Coulomb’s
formula:
During earthquake, KAE, is given by Mononobe-Okabe formula, derived from

Coulomb’s formula, which specified nearly rigid structures.
6.1.5 Load Factors and Combination
Table 56. Load Combination and Load Factors
6.1.6 Underpass General Arrangement and Elevations
Figure 39. General Plan 1
Figure 40. General Elevation
Figure 41. General Plan 2
Figure 42. General Elevation 2

6.1.7 Underpass Typical Cross Section
Figure 43. Typical Stub Wall Section
Figure 44. Typical Type 1 Wall

Figure 45. Type 2 Walls
Figure 46. Typical Type 3 Walls

Figure 47. Typical Closed Type Section Along Aguinaldo Highway
6.2 Structures Design Calculation
6.2.1 Load Calculations
6.2.1.1 Type 3 – 11m High Walls
6.2.2 Structural Models
6.2.2.1 Typical Structural Model and Loading Diagram
Figure 48. Typical Beam and Node Numbering
Figure 49. Typical Rendered Views

***Thickness will vary depending on Wall Types
Figure 50. Typical Earth Pressure Applied On Walls
***Load varies depending on wall heights
Figure 51. Typical Seismic Due to Soil Applied on Walls

Figure 52. Typical Live Load Surcharge Applied on Walls
****Structure weight is taken as Selfweight Command in STAAD
Figure 53. Beam and Node Numbering
Figure 54. Structural Model for Closed Type Structure
Figure 55. Future Wearing Surface as Applied On Top Slab

***Structure weight is taken as Selfweight Command in STAAD
Figure 56. Live Load as Applied on Top Slab
Figure 57. Earth Pressure as Applied on Walls

Figure 58. Seismic Due to Soil as Applied on Left Side of Wall Only
Figure 59. Seismic Due to Soil as Applied on Right Side of Wall Only
6.2.3 Type 3 Structural Calculation and Design Result
6.2.3.1 Type 3 Structural Forces and Deflection Results
Table 57 Type 3 – Top of Wall Deflections – Service Limit
Table 58. Type 3 – Bending and Shear Forces Strength and Extreme Event
2.3.3 Type 3 Slab Design
2.4 Type structural Calculation and Design Result
2.4.1 Type 2 Structure Forces and Deflection Result
Table 59. Type 2 Top of Wall Deflection-Service Limit
Table 60. Type 2- Bending and Shear Forces Strength and Extreme Event
2.4.2 Type 2 Wall Design
2.5 Type 1 Structural Calculation and design Result
2.5.1 Type 1 Structure Forces and Deflection Results
Table 61. Type 1- Top of Wall Deflections – Service Limit
Table 62. Type 2 Bending and Shear Forces Strength an Extreme Event
2.5.2 Type 1 Wall Design
2.6 Closed Type – Structural Calculation and Design Result
2.6.1 Closed Type- Structure Forces and Deflection Results
Table 63. Closed Type Deflection- Service Limit
Table 64. Closed Type – Bending and Shear Forces Strength and Extreme Event
2.6.2 Top Slab Design
2.6.3 Bottom Slab Design
2.6.4 Wall Design
CH
APTER 7
RIGHT-OF-WAY STRIP PLANNING
7.1 Project Rationale

Implementation of the Resettlement action proposal and resettlement
action initiative will vary by population situations and effect and this activity will
also result in people being economically displaced. The plan focuses on socio-legal
environment and administrative structures for land administration which are
culturally sensitive.
CHAPTER 7 I PRELIMINARY RESETTLEMENT ACTION PLAN REPORT

7.2 Objectives
 To provide checklist of project affected persons /families and
establishments with the estimated cost for right – of – way acquisition and
proposed timetable Ce, manner of payment and /or institutional
arrangement for RAP Implementation;
 To determine the best possible alignment of structural configuration and
alignment of right-of-way.
 To describe a legal framework for the land acquisition and compensation.
7.3 Methodology
The conduct of RAP was undertaken through series of activities which include the
following:
7.3.1 Public Consultation

 The feasibility team conducts meetings to inform LGU Officials, particularly
Municipal Mayor and the Barangays affected before conducting survey.
 Invitation letter signed by the consultant was provided.
 During the public consultation, the team informs Dasmariñas City Mayor of
the Resettlement Action Plan survey to be conducted by Rolando C. Siccion
Surveying Office in the affected Barangays for the proposed project.
7.3.2 Data Gathering

 Based on the proposed road alignment, the team provides the checklist of
possible Project Affected Peoples (PAPs) and all assets within then 20
meters width from the centerline.
 Number of Barangay affected

 List of establishments affected
 Type of Land Use (commercial, agricultural, residential, etc.)
 Coordination undertaken at DENR-LMB to obtain the cadastral map for title
numbers.
 The team proceeds to Assessors Office to validate data through the list of
land ownership
7.3.3 Profiling

 Socio economic survey of PAPs was conducted. Perceptions about the
project were gathered.
 Possible affected assets were subject for compensation by the standard of
DPWH.
7.4 Public Consultation and Proceedings

In accordance to public participation and involvement of the stakeholders,
meetings were conducted. This activity aims to inform and generate awareness to
PAPs about the project and to involve them in the decision-making. This would
serve as a pathway of PAPs towards their issues, concerns and recommendation of
the project.
The affected LGUs, Municipality and Barangays were informed through the
letter from the feasibility team. The letter for public consultation was sent to the
Office of the Mayor and forwarded to the affected Barangays.
7.5 Legal Framework

The feasibility study should be undertaken in reference with the Guidelines
in LARRIPP which is also in accordance with RA 10752 (An act facilitating the
acquisition of Right-of-Way, site or location for National Government
Infrastructure).
Existing Policy
 Article III, Section 9: “Private properties shall not be taken for public use
without compensation”.
Methods of Negotiation:
According to RA 8974 specifies the different type of methods for the land:
Donation, Quit Claim, Exchange or Barter, Negotiated Sale or Purchase,
Expropriation and any other modes of acquisition authorized by Law. There
would be a BIR zonal valuation, value of improvements and structure for the
land that would be affected as it serves the basis for the compensation rates.
According to Article III, Section 5: The affected property owner shall be
given 30 days from receipt of the written offer by the Implementing Agency to
decide whether or refuse the offer as payment for his property. Upon refusal
or failure of the property owner to accept such offer or if he/she fails and/or
refuses to submit the documents necessary for payments, the IA shall
immediately initiate the expropriation proceedings as provided in Section 7 of
this IRR.

 Article III, Section 13: Ecological and Environmental Concerns
The documents secure from the DENR an Environmental Compliance
Certificate (ECC), as the case may be, in accordance with PD No. 1586 and its
IRR. In the case of ancestral domain, additional requirements in accordance
with RA No. 8371 and its IRR must be complied with.
Compensation Entitlements
o Trees- Compensation depending on type and age of trees.
o Crops- Compensation at full market value.
o Establishments- Assistance for transfer/resettlement
o Business/Employment- If loss is temporary, cash compensation for the
period of interruption.
o Residential land/Commercial land- cash compensation or land for land
compensation.
o
7.6 Policy on Eligibility for Compensation and Other Entitlements
7.6.1 Fundamental Project Policy
The main principle of the Project Policy secured that Government development
projects must serve the public good and during the design and implementation of
the project all efforts will be exerted to help ensure that people affected of the
project are not worse off. Moreover, the Project should provide an opportunity for
the local population to derive benefits from it. Towards this end, the Project will
follow the following principles. The discussion is all based on the Land Acquisition,
Resettlement, Rehabilitation and Indigenous Peoples Policy (LARRIP) in accordance
to RA 10752.
a. Land acquisition and involuntary resettlement will be avoided and possible

and it can be minimized by identifying possible alternative project designs
that have the least adverse impact on the communities in the project area.
b. No land acquisition or site clearing will be done for the right-of-way (ROW)
of a project until and after the Resettlement Plan has been approved both
by the Department of Public Works and Highways until and after all
entitlements due to the PAPs as provided for under the approved RP have
been given.

c. If adverse impact is unavoidable, then people or families has the right for a
fair compensation to cover the losses and damages of the project.
d. People and families affected should be well informed about the
resettlement and compensation options to discuss the things that needs to
be agreed upon.
e. The owners of the real property or establishments and the people/families
greatly affected by the projects will be promptly paid just compensation
and assisted to at least restore their former livelihood including their social
and economic conditions.
f. Lack of legal rights to the assets lost or adversely affected tenure status
and social or economic status will not bar the PAPs from entitlements to
such compensation, assistance and rehabilitation measures.
g. Compensation and rehabilitation support will be provided to the people that
were greatly affected by the project. Thus, the following:
1. Standard of living greatly affected.

2. The land use (including the premises-commercial
properties, business establishments, tenancy) that acquired
income earning opportunities business, occupation, work or
habitat adversely affected temporarily or permanently.
3. Socio and cultural activities or any other losses that maybe
identified during the process of resettlement planning and
implementation.
h. There shall be effective actions for hearing and resolving grievances during
implementation of the land acquisition and resettlement plans.
i. Adequate resources will be identified and committed during land acquisition
and resettlement planning. This includes adequate budgetary support fully
committed and made available to cover the costs of land acquisition,
compensation, relocation and rehabilitation within the agreed
implementation period for the Project; and, adequate human resources for
supervision, liaison and monitoring of land acquisition, resettlement and
rehabilitation activities.
7.7 Criteria for Entitlements and Compensation Eligibility/ Project Entitlements

A Project Affected Person (PAP) is defined as any person or persons,
household, firm or private of public institution who, encounter involuntary

acquisition of assets would have their rights, title or interest in all part who might
suffer income or business loss as consequence of the project to be implemented.
The classification or
a. Legal landowners (agricultural, residential, commercial and
institutional) who have full title, tax declaration covered by the
customary law or other acceptable proof of ownership
b. Project affected families (PAFs) that owned a structure who have full
title, tax declaration, or who are covered by customary law or other
acceptable proof of ownership.
c. Structure owners (residential, mixed use, commercial and industrial
and institutional) who also own the land where the structure is located
in but have the written permission (lease or rental contract) of the
landowner to use the land.
d. Absentee structure owners- Owners of structures who also own the land
where the structure is located in but do not dwell in the structure and
offer it for rent.
e. Renters of residential structures who have the written permission (lease
or rental contract) of the structure owners to use them.
f. Small shops Those who sell their goods in small spaces which are in their
dwelling place, or ancillary to their dwelling place, such as sari-sari
stores, food stalls, repair shops (car repair, appliance repair, cellphone
repair, etc.), dress shops, tailor shops, beauty parlors, etc.
g. Micro, Small, Medium to Large Business Any business activity or
enterprise engaged in commercial, industry, agribusiness and/or
services, whether single proprietorship, cooperative, partnership or

corporation whose total assets, inclusive of those arising from loans but
exclusive of the land on which the particular business entity’s office,
plant and equipment are situated.
7.8 Compensations and Entitlements Beneficiary

Compensation for the PAPs will be based on the damages and losses to
their asset and property during the project implementation. The basis for land
valuation will be presented in the RAP considering the market value of land in the
area. Furthermore, based on socio demographic survey along Emilio Aguinaldo
Governors drive, two barangays will be affected in the project specifically

Barangay San Agustin 1 and Sampaloc 1. Moreover, 7 buildings and 36 business
establishments are affected of the project and entitled for the said compensation.
Shown in the table below is the said location for the projects including
their land classifications.
Table 65. Project Location and Land Classification

Location Classifications Identified PAPs/PAFs
Barangay San Agustin 1 Commercial and business 36 owners of business
and Sampaloc 1 along infrastructure establishments
Emilio Aguinaldo
Governors drive.
In accordance with the resettlement principles suggested for the project,

36 business establishments will be entitled to a combination of compensation
packages and resettlement assistance depending on the degree of damages and
losses of their land and property. Including also their nature of ownership, scope of
the impact and measures to support livelihood restoration.
The PAPs will be entitled to compensation for the loss of land at their
replacement value and compensation for the business establishments depending on
the severity of impact of the structure since the project affected area are all
commercial use. Assistance for loss business/wage income will also be given.

Table 66. Compensation and Entitlement Matrix

CHAPTER 8
ENVIRONMENTAL IMPACT ANALYSIS
This chapter presents the synthesis of the initial baseline study of the
proposed project. Since the project falls under Category B (Non-
Environmentally Critical Projects) of the Philippine Environmental Impact
Statement System (PEISS), the proponent.
8.1 Introduction
To ensure the efficient flow of vehicular and service in Dasmariñas City,
the Pala-pala Diversion Road, has been identified for road widening. This two-
kilometer stretch of two to three lanes run along General Emilio Aguinaldo
Highway, which is a major intersection. This thoroughfare runs along two
commercial centers.
Figure 60 Pala-pala Diversion Road, for road widening, runs from north to south
Sources: Dasmariñas CLUP
8.2 Environmental Regulatory Framework

The Environmental Regulatory Framework (ERF) shall cover the adversely
affected communities with the purpose of presenting its purpose, implication,
and the rights of the stakeholders and mitigations of the project impacts.
CHAPTER 8 I ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT

The ERF mechanisms shall adopt the best and suitable methodologies and
medium for different stakeholders. In general, meeting and consultations among
beneficiaries and stakeholders will be highly recommended. These will include the
posting of billboards for public information.
8.3 Project Description

Pala-pala Diversion Road, the identified area for road widening is a two-
kilometer stretch of two to three lanes that converge along General Emilio
Aguinaldo Highway, which is a major intersection. On both ends, the road passes
along two mixed-use commercial establishments: Robinsons on the north and
Shoemart (SM) at the south.
The proposed road widening is along Pala-Pala Diversion Road. It runs along
Barangays Sampaloc and San Agustin, which is also near the border of Trece
Martires and Dasmariñas. Urban development is evident within the nearby
barangays while there is no agricultural activity along the road. On the other hand,
the City of Dasmariñas practices an integrated waste management.
Through the proposed project, the identified national road may be able to
accommodate more vehicles and improve traffic management in Dasmariñas City.
8.4 Description of Environmental Setting and Receiving Environment /

Environmental Baseline
8.4.1 Land
Generally, the road has a topography range between 5.1 to 10 percent
slope. Along the intersections of Pala-Pala and Aguinaldo, the slope rises between
10.1 to 18% slope. Near the road are various bodies of water, which include river,
spring, and creek
The sidewalks, range from 1.50 to 3.00 meters, fronting each of the commercial
developments is treated with above average landscaping. It includes pavers and
greeneries. Both shopping centers have nearby elevated walkways and have nearby
transport terminals. However, there are no ramps, nearby pedestrian crossings or
elevator access in the elevated walkways especially for persons with disabilities
(PWD).

Figure 61. Sidewalk from North Robinson Mall (left side) to South facing SM
Dasmariñas (right side)
From north to south, the maintenance and quality of the sidewalks is evident. The
sidewalk opposite Robinsons lack management while the opposite side of SM
Dasmariñas has better treatment.
On the north, the sidewalks opposite Robinson’s Mall needs better

maintenance and quality of streetscape. The southern portion facing SM
Dasmariñas has better streetscape but a vacant lot fronting it is unkempt and
underdeveloped. Each of the areas has an existing elevated walkway. A possible
third connecting the two is ideal to promote walkability and accessibility.
The proposed road widening may mean the loss of existing trees along the
opposite side of SM Dasmariñas. The balling and transfer of affected trees is
recommended, subject to further data. Maintenance of the sidewalks should be
maintained.
8.4.2 Waste management

The City of Dasmariñas practices an integrated waste management. It includes the
strict implementation of Ordinance No. 03-S-2012 otherwise known as the
“Ordinance Regulating the Use of Plastic Bags and Styrofoam’s in the City of
Dasmarińas” to regulate plastic use. Eco-center and material recovery facilities
have also been in-placed. However, it has been noticed that the sidewalks lack
ample trash bins. With the proposed road widening street fixtures may be
integrated in the landscaping.

8.4.3 Water
There is no identified water body along the area for road widening. There is also
no study or information on the state of water pollution in the City of Dasmariñas.
8.4.4 Air / Noise

There is no study or information on the quality of air or air and noise pollution in
the City of Dasmariñas. Incidentally, the proximity of the City to sources of
hazards like volcanic ash and volcano-induced earthquakes from the Taal Volcano
should also be considered.
8.4.5 People
The location of Pala-Pala Diversion Road runs along Barangays Sampaloc and
San Agustin, which is also near the border of Trece Martires and Dasmariñas.
Sampaloc has a total population of 12,115 while San Agustin is 11,190.
Although not an institutional zone, there are nearby elementary schools which are
the Vicente P. Villanueva MS in Sampaloc I, and Ramona S. Tirona MS in San Agustin
I. barangay Sampaloc I has one daycare center, the Dona Mercedes Daycare
Center. Each of the two barangays also has one health barangay health station.
Barangay Sampaloc I has four areas for recreation while San Agustin I has two.
They are located in: (1) EVY Beside A.N.S. Ice Plant Inc., (2) Kingsland Village, (3)
Mercedes Village, and (4) Vicente P. Villanueva Memorial School (Sampaloc I); and
(5) Solar Homes Subdivision Phase 1 and (6) Ramona S. Tirona Memorial Elementary
School. There are also one private sports and recreation areas each in barangays
Sampaloc and San Agustin. Aside from proximity to a police station, barangay
officials of Sampaloc I and San Agustin I provide traffic, peace and order, disaster,
and auxiliary services.
Urban development is evident within the barangays of Sampaloc I and San
Agustin I. As such, the Pala-Pala Diversion Road has become a major thoroughfare
for inter-city commuters and delivery activities running along this main spine.
Aside from residential subdivisions, there are two major shopping centers,
surrounded by cottage industries to medium-scale commercial developments.
Industries in the two barangays include the Sydenham Laboratories Inc. (Sampaloc
I) and Camville Manufacturer's Corp. (San Agustin I). There is no agricultural
activity along the road. While Barangay Sampaloc I has a thresher, there is no
agricultural activity in San Agustin I.

Figure 62. Affected entrepreneurs in the proposed project

Small to medium entrepreneurs may be affected by the road widening. These
include stores of merchandise and electronic devices.
The location of Pala-Pala Diversion Road runs along Barangays Sampaloc and
San Agustin, which is also near the border of Trece Martires and Dasmariñas.
Sampaloc has a total population of 12,115 while San Agustin is 11,190.
In barangay Sampaloc I, out of 3,560, 850 individuals nearly a third are involved in
vending. There is no data on the employment profile for Barangay San Agustin.
Existing facilities lack provisions for PWDs like crossings, ramps and lifts.
8.4.6 Traffic management

The Pala-Pala Diversion Road, which intersects with Aguinaldo Highway, is
considered a traffic generator. Aside from inter-city commuters, the road is made
busy by cargo deliveries and activities of the two shopping centers. Parking areas,
which encourage more cars, are found outside and inside the mall development.
During sale seasons, traffic is expected to worsen.
Along SM Dasmariñas, there is no clear loading and unloading bay for
commuters. The island of the diversion road along SM Dasmariñas has a planting
strip. While this encourages the use of the elevated walkway, it lacks another
walkway for commuters on the other end.
On the other end of the diversion road is the Robinsons Mall. It also has a
nearby transport terminal and elevated walkway. Although the frontage of the
mall has well-designed and managed landscaping, the opposite side is untidy and
dilapidated.
The proposed widening of the road should help improve traffic and not be a
reason to draw more clients for the commercial developments. An elevated
walkway along the intersection can be used to better manage pedestrian activity in

the area. This can be encouraged to be designed and constructed by the two
shopping centers.
Figure 63. Traffic Route along Pala-Pala Diversion

The U-turn slot facing Robinsons Mall is a perennial traffic generator because it
allows vehicles to intersect or change directions here.
The present traffic route and setup along Pala-pala Diversion Road especially near
the intersection needs to be studied. There is a U-turn slot which almost intersects
with inner roads going to Robinsons Mall and the transport terminal opposite it.
This scenario complicates traffic situation when vehicles come from different
points and converge along Pala-pala Diversion Road.
8.4.7 Disaster management

Although the diversion road is free from the hazards of earthquake induced
landslides, the entire Dasmariñas City is susceptible to an intensity 8 earthquake.
The area also has low susceptibility to rain-induced landslide hazard. In terms of
flood management, there have been constructions of revetments along Sampaloc-I.

Figure 64. Volume of Shoppers

The high density of shoppers can be a challenge during evacuation or
emergencies.
The presence of commercial establishments is not only a traffic concern. It

can also impact the disaster management and preparedness of the area. The two
commercial developments should identify a clear evacuation area for its clients,
especially during emergency situations, which should not include the roads.
8.4.8 Future Environmental Conditions without the Project

The identified area for expansion is predominantly commercial or mixed
use. Unless traffic will be managed, specifically in the area through road widening,
traffic and environmental issues may worsen with the possible increase of
pedestrian and vehicular activities along Pala-Pala Diversion Road.
Although there is no data on the quality of air and water or the pollution
index of the air and water, the increase of vehicular activity in the area, without
the expansion of the roads, may result in the worsening of air and noise conditions.
8.4.9 Future Environmental Conditions with the Project

The proposed road widening may mean the loss of some business
establishments. These may both be a concern in both north and southern part of
Pala-pala Diversion Road. Relocation of these affected communities and possible
absorption by existing commercial activities may be considered.
Social development may be achieved, subject to identification of sites for
the affected entrepreneurs and employment opportunities during the construction

of the roads. Through balance of hardscape and softscape, the Pala-Pala Road may
be an opportunity to ensure better accessibility, enhancement of the landscaping,
and identification of evacuation areas during disasters.
8.5 Project Potential Key Impacts Assessment and Mitigation (per Project
Phase)
The proposed road widening of the Pala-Pala Diversion Road is perceived to
primarily help manage the traffic volume of Dasmariñas City and its nearby areas.
The road improvements may significantly be an opportunity for better
infrastructure services to utilities. In the end, this should improve public service
through better accessibility.
8.5.1 Construction Phase
8.5.1.1 Positive Impacts during Construction

Through the road improvements, there are a number of possible benefits
for the community:
a. Employment Opportunities
Through the road widening, casual workers of the City can be given
employment. The work will require both professional and casual workers for
the implementation of the proposed road works.
b. Gains in the Local and National Economy

The road widening will require the management and consumption of
human and material resources. Aside from the employment of locals,
quantities of building materials can be sourced from suppliers of the City
and nearby areas. Even informal industries and entrepreneurs, through
mobile stores and food kiosks, can benefit during the construction.
8.5.1.2 Negative Impacts during Construction

a. Increased Soil Erosion
The area identified for road widening includes vacant or
underdeveloped areas. Clearance of the area for road widening and
excavation works may lead to increased soil erosion and release of
sediments into the drainage systems.
b. Clearing of Vegetation

Certain areas for the road widening have existing trees and
vegetation. The construction may result to loss of flora because of the
clearing process.
c. Extraction and Use of Materials
Building materials for road construction are considered non-
renewable resources. These include gravel, rough stone and sand will be
extracted from quarry sites.
d. Exhaust Emissions
Trucks that will transport various building materials from their
sources to the project site are expected to contribute to increase emissions
of CO2, NO and fine particulates along the way as a result of diesel
combustion.
e. Dust Emissions
Dust pollution is likely to occur during loading and transportation of
the construction material and during the conduct of excavation works.
f. Noise and Vibration
The construction works, delivery of building materials by heavy
trucks and the use of machinery / equipment including bulldozers,
generators, metal grinders and concrete mixers will contribute high level of
noises and vibration within the construction site and surrounding area.
g. Storage of Materials
Poor storage of building materials may result in damaged goods. As
such, they might be discarded if found unfit as construction material. Thus,
materials especially those sensitive to external forces should be properly
stored.
h. Water Use
The road widening construction activities may require large
quantities of water. It will be used for concrete mixing, curing sanitary and
washing purposes. Excessive work may negatively impact the ground water
source or grey water, and its sustainability.
i. Drainage
Changes in surface topography after the flow of water over the
terrain. Construction of the roads may increase the volume and rate of run-
off that may swell the volume of local water courses and bodies, and
through enhanced flow conditions.
j. Liquid Waste Generation

The working personnel of the road widening will require toilet

provisions for their personal hygiene. This will generate waste water, which
will require proper handling to prevent outbreaks of diseases such as
cholera, and diarrhea.
k. Solid Waste Generation

Large quantities of solid waste may be generated because of the
excavation activities. Wastage and refuse from the construction workers
should also be considered.
8.5.2 Operational Phase

8.5.2.1 Positive Impacts during Operational Phase
a. Provision of Business Facilities

The widening of the road may result in better accessibility and
construction of new commercial facilities within the area.
b. Employment Opportunities
The locals may be employed as construction workers during the
construction period.
c. Increased Revenue to Local Governments
Through payment of relevant taxes, rates and fees to the
government and local authority, the project will contribute towards the
local earning revenues of the City government.
d. Drainage
The hydrology and drainage of the proposed project may be
improved with the upgrading of the drainage structures.
8.5.2.2 Negative Impacts during Construction

a. Solid Waste Generation
If left unmanaged, the road widening may result in increase of solid
waste from both vehicles and pedestrians.
b. Increased Storm Water Flow

The additional road surface may increase the volume and velocity of
storm water entering the drainage systems, resulting in overflow and
damage from possible increased erosion.


8.6 Environmental Management Plan / Impact Management Plan
The identification and analysis of the interaction of different environmental
Elements will require mitigating measures. The successful management or even
elimination of the adverse effects of the proposed activity may result in true
sustainability.
An assessment of the road widening project will likely impact the environment.
Proposed mitigations and Implementation Plans will both be presented.
8.6.1 Key Potential Impacts on Land
a. Soil Erosion Control

To manage and control soil erosion during site clearing and
construction of diversion and canal structures, silt fences / traps will be
established; rainwater steered away from exposed soil, earthmoving
properly phased to avoid exposing soil for unnecessarily long periods.
b. Vegetation Management
The Proponent should encourage the development of tree
plantations using indigenous and drought-tolerant species. Tree plantations
are among the most viable land uses. Areas which can be used for
landscaping can help in erosion control and visual enhancement of the area.
c. Solid Waste Management

DPWH will pursue a solid waste management system in compliance
with DAO 2001-34, Implementing Rules and Regulations of the Philippine
Ecological Solid Waste Management Act of 2000. These include:
1. There shall be separate containers for each type of waste from all
sources. For bulky waste, they shall be collected and placed in a
separate container and in designated areas;
2. The solid waste container shall be properly marked or identified for on-
site collection as “compostable,” “recyclable” or “special waste” or any
other classifications as may be determined by the Pollution Control
Officer (PCO).
According to DAO 2001-34, the collection, transport, and hauling of
solid waste should comply with the minimum requirements:
1. All collectors and other personnel directly dealing with the collection of
solid waste shall be equipped with personal protective equipment and
paraphernalia like masks, gloves, and safety boots.
2. DPWH, through its PCO, and with the assistance of the City Health
officer shall provide necessary training to the collectors and personnel
to ensure that the solid wastes are handled properly.
d. Archaeological Findings
In case of archaeological discoveries, the project management
should immediately coordinate with the proper authorities. The National
Museum has been mandated to appraise such sites and guide the project
management.
8.6.2. Key Potential Impacts on Water

a. Waste Water Treatment
The Proponent should ensure that adverse impacts like
contamination of catchment and runoff from upstream are minimized.
Runoffs should be diverted around the catchment and appropriate-sized
sediments traps should be constructed.
b. Water Management Monitoring
Water management will include monitoring of settling ponds,
sediment traps, and oil separators to ensure their continued effectiveness.
Water quality monitoring will be conducted immediately downstream, of all
points of discharge from the construction site.
8.6.3 Key Potential Impacts on Air and Noise

a. Dust Particulates Control
The Proponent should ensure that adverse impacts like
contamination of catchment and runoff from upstream are minimized.
Runoffs should be diverted around the catchment and appropriate-sized
sediments traps should be constructed.
c. Noise Control
To minimize noise disturbance during construction, the contractors
should ensure that excessive noise-producing machines should be equipped
with silencers. If possible, construction activities should be limited during
daytime. Areas that will be left bare should be treated with appropriate
landscape for erosion control and aesthetic enhancement.
8.6.4 Key Potential Impacts on People

a. Occupational and Health Hazards Management
On-site sanitation facilities will be Adequate lighting will be
installed provided to serve the needs of construction workers. Construction
debris and ruble will be collected and disposed of at designated sites away
from waterways. The contractor will take care of the disposal of all debris
and waste materials into a designated area upon the completion of the
Project. The contractor should ensure that the temporary construction site
will be restored to its original condition.
Access to the construction site will be controlled to prevent
accidents. Warning signs and other appropriate notices will be posted to
delineate risky areas. Adequate lighting will be installed. Construction
workers will be issued the appropriate safety equipment.
b. Water Management Monitoring
Water management will include monitoring of settling ponds,
sediment traps, and oil separators to ensure their continued effectiveness.
Water quality monitoring will be conducted immediately downstream, of all
points of discharge from the construction site.
8.7 Recommendations
8.7.1 Environmental Monitoring Plan (EMoP) and Other Monitoring Modes

The Proponent, together with members of a proposed Multipartite
Monitoring Team, should be bound to the Environmental Monitoring Plan, which
will be based on the Environmental management Plan. They should also monitor
conditions set in the approved Environmental Compliance Certificate.
8.7.2 Environmental Compliance Monitoring

Monitoring compliance is essential to detect and correct violations, provide
evidence to support enforcement actions, and evaluate enforcement progress by
establishing compliance status. There are four primary sources of compliance
information: inspections conducted by government inspectors; self-monitoring,
self-recordkeeping, and self-reporting by the regulated community; citizen
complaints, and monitoring environmental conditions near a facility.
8.7.3 Emergency Response Plan (ERP) Policy
The National Disaster Coordinating Council (NDCC) Plan shall be the main
framework to be adopted for the management of both natural hazard risks and
project-related risks. The primary objective of the NDCC Disaster Management
Plan is to ensure effective and efficient implementation of civil protection through
an integrated, multi-sectoral and community-based approach and strategies for the
protection and preservation of life and property and the environment.
8.7.4 Recommended Action Plan
Survey of Project-affected areas
1. Census of PAPs and PAFs
2. IEC and consultations with PAPs and LGUs and other GAs / stakeholders
3. Creation / mobilization of inventory committee and valuation committee
4. Creation of LARP / RAP Monitoring and Evaluation Team
5. Resettlement Negotiations
6. Resettlement Implementation
7. Impact Evaluation
CHAPTER 9
GENDER AND DEVELOPMENT
9.1 Logical Framework Analysis for Gender and Development in Aguinaldo

Highway – Governor’s Drive Interchanges
Incorporating Gender and Development initiatives to projects has become a
condition in attaining a sustainable outcome. Women, who are mostly left-out of
undertakings in their localities due to constraints of social norms and stereotypes,
are now prioritized to participate. It is now widely acknowledged that women’s
contribution to a household is imperative for the survival of everyone living in that
household (Care International, 2019). The Gender and Development initiative of a
particular program or project also addresses issues that are existent in the area or
may arise during construction and post-construction phases. It is therefore
necessary to establish a logical framework that serves as a tool in monitoring and
evaluating the progress of a project pertaining to gender and development.
Table 67. Logical Framework for Gender Mainstreaming

PROJECT DESCRIPTION OBJECTIVELY MEANS OF ASSUMPTIONS
VERIFIABLE INDICATORS VERIFICATION
GOAL/OVERALL OBJECTIVE
-To be responsive on the -Reduced poverty -Philippine Statistics
Gender and Development of incidence and Authority records from
affected societies during pre- vulnerability of women, Family Income and
construction, construction children, men and boys to Expenditure Survey.
and post-construction phases hazard and violence.
of project. -Incidence reports from
Disaster Risk Reduction
and Management Council
and Philippine National
Police - Women and
Children Protection
Desk.
SPECIFIC OBJECTIVES
-Increased economic -Livelihood opportunities -Local Economic -CALABARZON
empowerment of women. prioritize inclusion of Enterprise and employment rate
women. Development Office (January 2018) is
-Protection and fulfillment of -Leadership in 50% of records. 93.3% (PSA, 2018).
women’s human rights. households and
organizations is held by -Incidence reports from -Poverty incidence
-Gender-responsive women. DRRMC and PNP Women among families in
governance. and Children Protection Cavite (PSA, 2015)
-100% Coordination with Desk. is 4.5% or 5 out of
-Physical safety and security local GAD concerned 10 families.
of Project Affected Families committees during the
(PAFs). implementation of -Poverty incidence
project. among population
in Cavite (PSA,
-Reduced violence, 2015) is 6.8% or 7
conflict and accident out of 10 Caviteños
incidence by 50%. are poor.
-Province of Cavite
CHAPTER 9 I GENDER AND DEVELOPMENT REPORT

Violence against
women and
children (VAWC)
cases (Cavite
government
website, 2019):
*As of 2018, out of

603 children cases,
207 are physical
injury and 153 are
rape cases.
*As of August 2019,

300 children cases
were filed. 88
were physical
injury cases and 72
were acts of abuse.
Cases mostly
occured in
Dasmariñas, Bacoor
and Imus.
DELIVERABLES/OUTPUTS
-Provide accessible economic -70% of men and women -Local Economic -Proper
opportunities to women. access employment and Enterprise and coordination
increase their incomes Development Office among concerned
- Conduct public consultation due to improved records. government
to stakeholders (especially to infrastructure and agencies,
women and PAFs), with the services. -Project implementation consultant and
presence of local women progress and monitoring locals of project
groups. -100% women’s reports. area
representation in local (stakeholders).
-Conformity to provisions of governance structures -Incidence reports from
the Magna Carta for Women and decision making DRRMC and PNP Women -Substantial
or R.A. 9710 Section 3. bodies. and Children Protection knowledge of the
Desk. Department and
-Identify hazard prone areas -Accomplish the National consultant about
and existing conflict among Economic and Magna Carta
residents during pre- Development Authority’s Women.
construction, construction GAD Checklist for
and post-construction phases Infrastructure Projects.
of project.
-70% of vulnerable
women, girls, men and
boys, provided with
lifesaving assistance in
humanitarian and disaster
situations (including
conflict and crisis).
ACTIVITIES INPUTS
-Prepare capacity -Capacity development -Project implementation -GAD focal person

development training and training and seminars to progress and monitoring of the Department
seminars for women in road be given by consultant reports. shall monitor the
maintenance and and focal person from the inclusivity of
organization. Department. -Incidence reports from women in
DRRMC and PNP Women employment for
-Cater the adequate needs -Consult DSWD and and Children Protection the project.
and demands of women and Philippine Women’s Desk.
PAFs. Commission to verify -There is an
accomplished checklist. existing reasonable
-Accord with NEDA’s amount of budget
checklist. -Review R.A. 9710 Section for Gender and
3. Development
-Install necessary materials initiatives for the

and amenities to reduce -Coordinate with DRRMC project.
vulnerability of individuals. and PNP Women and
Children Protection Desk
Officers.
To alleviate the societal impacts of the project, an overall objective of the

logical framework which is to be responsive on the Gender and Development of
affected societies during pre-construction, construction and post-construction
phases of project was set. The specific objectives are in lined with increasing
economic empowerment of women, protection and fulfillment of women’s human
rights, gender-responsive governance, and physical safety and security.
Economic empowerment of women is defined by the global humanitarian
organization Care International as the process by which women increase their right
to economic resources and power to make decisions to benefit themselves, their
families and communities. This also requires equal access and to control over
economic resources, assets and opportunities as well as long term changes in social
norms and economic structures that benefit women and men equally. In order to
provide accessible economic opportunities to women throughout the project
phases, the Department and consultant shall prepare capacity development
training and seminars regarding the work involved road maintenance and
organization.
Pursuant to R.A. 9710, Section 2, Paragraph 5, the state “reaffirms the
right of women in all sectors to participate in policy formulation, planning,
organization, implementation, management, monitoring, and evaluation of all
programs, projects, and services”. In order for women to be conscious of their
rights, it is required to coordinate with them all throughout the project’s phases.
The Department and consultant should constantly take counsel on NEDA’s GAD
Checklist for Infrastructure Projects in order to monitor the compliance of the
project with women’s rights.
Physical safety and security is the protection of all stakeholders from
violence, theft, and exposure to weapons and threats (National Center on Safe
Supportive Learning Environments). To ensure safety and security of Project
Affected Families, the Department and consultant shall conduct field observations
to identify hazard prone areas and coordinate with DRRMC for verification.
Coordination to PNP Women and Children Protection Desk and Department of
Social Welfare and Development should also be enacted with strict compliance to
their standards.

9.1 Sex-disaggregated Data on Road-Use
Corresponding to the existing land-use of the study site as a commercial
area, all of the respondents are working individuals of the business establishments.
This fact entails that during regular working days, respondents (both men and
women) are occupied with livelihood tasks.
The evident use of road for the respondents is travelling to workplaces.
There are 28% of respondents that travel by feet, 12% in motorcycles, 37% in
jeepneys and 23% in passenger cars (Figure 65).
28%
37% Jeepney
Motorcycle
Passenger Car
Travel by Feet
23%
12%
Figure 65. Means of Travelling to Workplace
Figure 66 below shows sex-disaggregated data on the means of travelling

to workplace. Utilization of passenger cars has the largest difference between
males and females. It is observed from the figure that by travelling through
jeepneys, motorcycles, passenger cars and by feet, females are at lower
percentage. This is attributable to existent gender stereotypes in Transportation
Sector where it is generally thought that males are more suitable for driving and
travelling since, they are well-built, and females which have vulnerable bodies
should not engage in activities which needs heavy physical exertion.

25%
22%
Percentage from Respondents

20%
20%
17%
15%
15% 13%
10% 8% Male
Female
5% 4%
1%
0%
Jeepney Motorcycle Passenger Car Travel by Feet
Means of Traveling
Figure 66. Means of Travelling to Workplace – Sex Disaggregated
The data gathered in the study is also congruent with the data from
Philippine Statistics Authority’s 2013 Labor Force Survey, where in under the
Services Industry, Transportation and Storage work is dominated by males having
9.5% higher in population of workers from females.

Table 68. Percent Distribution of Male and Female Wage and Salary Workers 15
Years Old and Over by Major Industry Group and by Hours Worked, Philippines:
October 2013 (Details may not add up to totals due to rounding.)
Major Industry Group/Hours Both Sexes Male Female
Worked
Philippines (in thousands) 22,204 13,871 8,333
INDUSTRY
TOTAL 100.0 100.0 100.0

Agriculture 17.1 22.1 8.7
Agriculture, hunting and forestry 15.4 19.6 8.5
Fishing 1.6 2.5 0.2
Industry 22.5 28.2 13.0
Mining and quarrying 0.8 1.2 0.2
Manufacturing 10.9 10.3 12.0
Electricity, gas, steam, and air 0.4 0.6 0.2
conditioning supply
Water supply; sewerage, waste 0.3 0.3 0.1
management and remediation
activities
Construction 10.1 15.8 0.5
Services 60.4 49.7 78.4
Wholesale and retail trade; repair 12.4 11.3 14.3
of motor vehicles, and motorcycles
Transportation and storage 6.7 10.3 0.8
Accommodation and food service 4.3 3.6 5.6
activities
Information and communication 1.2 1.2 1.3
Financial and insurance activities 2.1 1.6 3.1
Real estate activities 0.5 0.4 0.7
Professional, scientific and 0.7 0.5 0.9
technical activities
Administrative and support service 4.6 4.8 4.3
activities
Public administration and defense; 8.7 8.0 9.9
compulsory social security
Education 5.6 2.2 11.1
Human health and social work 1.9 0.9 3.5
activities
Arts, entertainment, and 1.2 1.3 1.1
recreation
Other service activities 8.1 3.1 16.5
Activities of households as 2.2 0.3 5.4
employers; undifferentiated goods
and services-producing activities of
households for own use
Activities of extraterritorial 0.0 0.0 0.0
organizations and bodies
HOURS WORKED
TOTAL 100.0 100.0 100.0

Working: 99.2 99.1 99.3
Worked less than 40 hours 22.4 23.2 21.2
Worked 40 hours and over 76.7 75.9 78.1
With a job, not at work 0.8 0.9 0.7
Mean hours worked 43.6 43.8 43.4
Source: National Statistics Office, October 2013 Labor Force Survey

9.3 Socio-economic Data
This chapter reflects the economic evaluation for the proposed project vis-
à-vis identification, measurement and evaluation, and the comparison of the costs
(inputs) and benefits (outcomes) of the proposed activities. Also vital to this
evaluation are the analysis of baseline data and the different factors of utmost
significance in order to assess the demand for the said project.
A socio-economic survey was conducted in order to identify the socio-
economic status of project-affected people. The survey is an important source of
statistical data on household expenditures, transportation and income as well as
the other data about social, political and economic aspects of the study area. All
data gathered aids in visualizing the current scenario and consequences of every
decision.
9.3.1 Gender and Age

Out of the total respondents for this study, majority (62%) are men whereas
about 38% are women. For the age group, the largest percentage that is 35% or 21
respondents are persons belonging to age group of 25 – 34. The respondents within
age group of 35 – 44 comprised 25%. This is followed by age group of 45 – 54 with
percentage of 20%. Males are represented in all levels of age group, while the
females are only represented from 15 – 64 age groups.
Respondents - Gender and Age Disaggregation
65+2% 0%
55-64
7% 2%
Age Group (years)
18% 45-54 2%
15% 35-44 10%
12%
25-34 23%
15-24
8% 2%
30% 20% 10% 0% 10% 20% 30%

% of Respondents
Male Female
Figure 67 Gender and Age Disaggregation Data

The data collected for gender and age are consistent with the July 2019
Labor Force Survey of the Philippine Statistics Authority. It was identified in the
said survey that there is a total of 43 million persons employed in the country and
majority of working individuals (60.9%) in the Philippines are male. Same with the
result in the survey for the study, the largest number of employed persons based
on the 2019 Labor Force Survey consists of age group 25 – 34 with 27.1 percent of
the total employed. The age group of 35 – 44 comprised the second largest
(23.3%) and 45 – 54 age group made up the third largest group (18.6%).
Figure 68. Percent Distribution of Employed Persons by Sex and Age Group
9.3.2 Educational Attainment and Gender

The data below Table 69 reveals the frequency and percentage of
respondents by their education level. Results show that majority of the
respondents (48%) were high school graduates, and relatively lesser percentage
from it, 22% were educated up to high school level. The numbers of respondents
attaining higher education are few. Only 15 percent or 9 respondents were college
graduates. There were 12% or 7 respondents that attained college level education
and the remaining 3% were elementary graduates.
Table 69. Level of Education of Respondents
Level of Education Distribution of Respondents
Frequency Percentage
Elementary Graduate 2 3
High School Level 13 22
High School Graduate 29 48
College Level 7 12
College Graduate 9 15
Total 60 100.00
As observed on Figure 69, males have relatively higher percentage in

access to education than females, with the difference ranging from 2-9%
from high school level to college graduate.
Gender and Educational Attainment Disaggregation

College Graduate
12% 3%
Educational Attainment
College
10%Level 2%
High
25%Schol Graduate 23%
High School
13% Level 8%
Elementary Graduate2%2%
30% 20% 10% 0% 10% 20% 30%

% of Respondents
Male Female
Figure 69. Gender and Educational Attainment Disaggregation Data
9.3.4 Occupation
The number of occupation of all respondents in this study shows that 38%
are working as sales person/service crew, 27% as driver, 16% are business person
and 11% are security guard. The remaining figures are composed of cashier, chef,
electronic technician and teachers. For the reason that the affected area is a
commercial site, it is evident that most of the respondents are sales person or
service crew.
Table 70. Occupation of Respondents
Occupation Distribution of Respondents
Business Person 10 16
Cashier 1 2
Chef 1 2
Driver 16 27
Electronic Technician 1 2
Sales Person/ Service Crew 23 38
Security Guard 6 11
Teacher 2 3
Total 60 100.00
9.3.5 Income Class

The household income of respondents was categorized according to the
household monthly income class which is based on the Philippine Statistics
Authority and the Philippine Institute for Development Studies (Table 71).
Table 71. Indicative range of monthly incomes in 2017
Income Cluster Definition Indicative Range of

Family Incomes (For a
Family Size of 5
Members) at 2017
1. Poor Less than official poverty Less than PHP 9,520

threshold
2. Low income (but Between the poverty line Between PHP 9,520 to
not poor) and twice the poverty line PHP 19,040
3. Lower middle Between two- and four- Between PHP 19,040 to
income times the poverty line PHP 38,080
4. Middle- middle Between four- and seven- Between PHP 38,080 to
income class times the poverty line PHP 66,640
5. Upper -middle Between seven- and Between PHP 66,640 to
income class twelve- times the poverty PHP 114,240
line
6. Upper income (but Between twelve- and Between PHP 114,240
not rich) twenty times the poverty to PHP 190,400
line
7. Rich At least equal to twenty At least PHP 190,400
times the poverty line
As per Philippine Statistics Authority’s issued report on Poverty and

Subsistence Incidence among population for 2018, the food threshold for a family
of five is estimated to be PhP 7,528 per month, while the poverty threshold is
estimated at PhP 10,727 monthly.
The respondents belonging to Poor income class (22%), there are 14% that
is comprised of five or more family members. In reference to this, there are 14%
among the respondents that does not meet the necessities of a household per
month.
Table 72. Income Class of Respondents
Income Class Distribution of Respondents
Poor 13 22
Low Income 29 48
Lower Middle Income 16 27
Rich 2 3
Total 60 100.00
9.3.6 Types of Family Structure

The type of family structure in which majority of the respondents (70%) are
under the single-family structure (Table 73). This is followed by respondents
belonging under extended family structure, and lastly by 2 or more non-related
family structure (2%).
Table 73. Family Structure of Respondents
Family Structure Distribution of Respondents
Single Family 42 70
Extended Family 17 28
2 or more non-related 1 2
families
Total 60 100.00
9.3.7 Transport Related Expenditure

Result from the survey reveals that respondents travel in jeepneys,
motorcycles, passenger car and by feet. Commuters among the respondents that
travel to and from the study area only opt for jeepneys as passenger utility due to
accessibility and affordability. Among the 37% of respondents that utilize jeepneys,
7% are jeepney drivers. Motorcycles and passenger cars are utilized by respondents
for business use and personal use. Business use covers the activities respondents
undertake for livelihood purposes (e.g. transporting goods sold as products), while
personal use entails utilization for affairs outside of business purposes. As observed
from the figures for Operation of Personal Transport Equipment that passenger
utilities (motorcycles and passenger cars) of business use have higher amount of
expense as compared to utilities for personal use. It is also noted from Table 58
that commuters spend approximately Php 13,302.00 in average annually.
Table 74. Annual Transport Related Expenditure
Means of Traveling % of Respondents Annual Transport Related Expenditure (Php)
Operation of Personal Transport Services
Transport Equipment
Jeepney (Driver) 7% 306,969.25
Jeepney (Commuter) 30% - 13,302

Motorcycle (Business 260,100
Use) 4%
Motorcycle (Personal 25,605
Use) 8%
Passenger Car (Business 202,830.25
Use) 10%
Passenger Car (Personal 61,511.47
Use) 13%
-
Travel By Feet 28%
Total 100%

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CONSULTANCY SERVICES FOR THE

CONDUCT OF FEASIBILITY STUDY OF

Prepared by: Rolando C. Siccion Surveying Office

1.1 Rationale and Significance of the Road Interchange Project

The incursion of different industries that co-exists with the monumental

1.2 Project Description

Figure 1. Satellite Image of the Project Location

2.1 Provincial Profile

Source: 2015 CENSUS OF POPULATION Demographic and Socioeconomic Characteristics

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

In 2015, Cavite Province is one of the quickest developing, created areas in

Production Land Use

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

involves a region of 9, 471 hectares as per the Housing and Land-Use

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

City/Municipality Actual Census Density

2.2 City Profile

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

(Square Meters) (Hectares) Density

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Victoria Reyes 252,453 25.2453 564.38

Table 4. Existing Land Use of Dasmariñas City, Cavite

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Land Use Area Percentage

Table 5. Existing and Proposed Land Use of Dasmariñas City, Cavite

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Table 6. Population per Barangay

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

San Andres II 3,445

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

2.2.3 Local Economy

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

The industry sector in Dasmariñas City have catered 5,898 jobs in

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Table 8. Local Revenue and Industrial Establishment

Table 9. List of Business Permits Issued by Category

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Zone 1-A to IV, Congressional Road, Governor Mangubat Avenue, P. Campos

Table 10. Commercial Areas in City of Dasmariñas

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Tourist Spots (Barangay) (sq.m.) Site the Area

Infrastructure – Roads, Bridges and Land Transportation Terminals

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Figure 2. Infrastructure and Utilities Map – Transportation

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Since 2019, Dasmariñas Water District and PrimeWater Infrastructure

Table 14. Water Works System by Type and Number of Consumers

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

Cell sites Globe (1), Smart

CHAPTER 2 I PROFILE OF ROAD INFUENCE AREA

3.1 Project Rationale

CHAPTER 3 I TRAFFIC STUDIES

3.3. Conceptual Framework

Figure 3. Conceptual Framework

3.4 Methodology for Data Gathering

Prior to the actual survey, ocular inspections were conducted to estimate

CHAPTER 3 I TRAFFIC STUDIES

Figure 4. Organizational Structure of Volume Count and OD Survey

Table 16. Duties and Responsibilities of Volume Count Team