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DAVAO CITY EXPRESSWAY PROJECT

PROJECT DESCRIPTION

Davao City Expressway Project

1.1 PROJECT LOCATION AND AREA

Background

The Build! Build! Build! Program is the administration’s comprehensive infrastructure

development program launched in April 2017 under the ten-point Socio-Economic Agenda

that outlines the reforms of the government with the goal of economic growth, job creation,

and improvement in the lives of the Filipinos. Among the reforms is to accelerate annual

infrastructure spending with public-private partnership playing a key role. The program

identified 70 infrastructure flagship projects and one of those is Davao Expressway Project.

Location

According to the proposed plan of the Philippine Side, the proposed Davao City Expressway

Project is divided into three phases. Phase 1 is located within Davao City and extends along

the Davao River, which is an elevated viaduct and generally in the north-south direction. Phase

2 is located in the north of Davao City and close to the edge of the city and extends along the

existing Carlos P. Garcia National Highway Phase 2 also is an elevated viaduct and in the

east-west direction. Phase 3 is located in the western mountainous area of Davao City. Due

to the low alignment indicator and long detour of the mountain section of the existing AH26

(Carlos P. Garcia National Highway), the plan of elevating the alignment along the existing

road cannot be adopted. Phase 3 is entirely newly built and mainly in the form of subgrade

and tunnel.

According to the structure of road network of Davao City and the regional location of the

Project, Phase 1 is located within Davao City. The traffic flow is mainly intermediate-range and

long-range traffic flow in Davao City. The main function of Phase 1 is to connect with several

existing major traffic arteries in Davao City, quickly relieve the traffic flow of existing traffic

arteries, improve the traffic capacity of road network of Davao City, and relieve the traffic

pressure in Davao City

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Figure 1: Map Davao City Expressway Project

Phase 2 and Phase 3 mainly extend along the existing AH26 (Carlos P. Garcia National

Highway), which is the national main road connecting Tagum – Panabo-Davao-Lungsod Bg

Digos – Lungsod Ng General Santos. AH26 is currently mainly responsible for transit traffic.

Davao City Bypass Road is located in the north of AH26 and is a planned transit passage in

the north of Davao City. At present, the design of construction drawing of Davao City Bypass

Road has been completed. The Project is about to be implemented. Upon completion of the

Project, it will attract most of the transit vehicles, while the existing AH26 is mainly responsible

for traffic flow around Davao City. The Project is equivalent to the expressway of AH26 Davao

section. After the completion of the Project, the traffic flow will mainly be the traffic flow around

Davao City

Impact Area

The direct impact areas (DIA) which will cover the ROW of the project will have an approximate

total length of 6.7 kilometers. In terms of the socio-economic impacts, the DIA are the host

barangays as project beneficiaries for employment, livelihood, relocation, taxes, and other

benefits from the decongestion of the roads. Presented above are the Barangays directly

affected by the Project alignment - Phase 1 consists of Barangays Ma-a, 8-A, 5-A, 2-A, 40-

D and 76-A (Bucana); Phase 2 are Dumoy, Bago Galera, Matina Pangi, Catalunan

Grande, Catalunan Pequeno and Talomo Proper; Phase 3 Buhangin Proper, Cabantian,

Comunal, Sasa and Panacan .

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1.1 PROJECT RATIONALE

Davao City is the Premier Socio-economic, Investment, Tourism Center in Mindanao, East

ASEAN Growth Area (EAGA) and the Asia-Pacific Region propelled by enlightened leaders

and empowered citizenry and committed to sustainable social growth and development, and

economic growth without compromising the environment under the guidance of Divine

Providence.

Today, the City of Davao looks forward to accelerating further its economic development. The

lure of business opportunities with the fast-rising population, along with its agricultural and

industrial potentialities, has continuously brought ever increasing number of adventurous and

equally ambitious investors as well as men and women of every profession, art and trade.

Together with the Lumads of Davao City – the Ubo Manobo, Ata Manobo, Bagobo-Tagabawa,

Bagobo-K'lata, Matigsalog and Kalagan and the other tribes from other part of Mindanao -

Maguindanao, Tausug, Maranao and Sama, the Tagalogs, Pampangos, Ilocanos and

Visayans have found grounds in the city wherein to start or renew their base in life. They have

all molded to become Davaoweños and Davao City has earned the honor and is justifiably

proud to be called “the Melting Pot of the Philippines”.

Davao City operates on a flexible market-oriented economy where the private investments are

encouraged by the government to address the current needs of the population. The resilience

of the government continually opens doors of opportunities to investors from micro to large-

scale enterprises.

Records show that Davao City has a steadily growing economy due to various factors that

contribute to the influx of investments such as the provision of infrastructure support and

utilities, investment incentives, land area commensurate to the needs of investors, and human

resource to serve the employment requirements of establishments and sound peace and order

situation.

Revenue sources of Davao City are from establishments and activities ranging from micro to

large-scale enterprises covering agriculture, commerce and trade, industry and tourism.

These major sectors of the economy operate by pouring investments that continue to grow

annually in number and capitalization.

Having an annual growth rate of 15.98 percent from 2006 to 2010 in terms of capitalization of

micro, small, medium and large-scale establishments or a total of P 182 billion in 2010 from P

109.0 billion in 2006, revenues also proved to increase annually. Commerce and trade posted

an annual growth rate of 3.81 percent in revenues for the same period while industries

registered 6.12 percent.

Business Bureau recorded the number of establishments in 2006 at 24,638 which rose to

29,542 in 2010. The annual growth rate was computed at 4.70 percent which covers all

categories in terms of capitalization.

The implication of the continual pouring in of investments to the economy of the City highlights

the healthy business environment where revenues are sure to come in.

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1.3 PROJECT ALTERNATIVES

Selection of Specifications for Proposed Project

Phase 1 and Phase 2 of the Project are located within Davao City, and Phase 3 is located in

the suburbs of Davao City. The main service object of the Project is vehicles in Davao City

and surrounding towns, so the Project should be defined as an urban road.

The main specification adopted for highway bridge projects in Philippines is Design

Guidelines, Criteria and Specifications for Public Works and Highways (DGCS). There is no

clear distinction between highways and urban roads in the specification. Moreover, the

technical indicators of horizontal alignment and vertical alignment stipulated in Philippine

specifications are generally lower than those stipulated in Chinese specifications. Therefore,

it is suggested that the technical indicators of horizontal alignment and vertical alignment of

the Project should be subject to Chinese specifications, and Philippine specifications should

be adopted in case of conflict with Philippine specifications.

Most of the Project is located within Davao City. Phase 1 passes through the urban area, with

dense buildings. For Phase 2, an elevated viaduct is built along the existing road with limited

width and adjacent to buildings on both sides. By comparing the Philippine specifications with

the Chinese specifications, the cross-section indicators adopted in the Philippine

specifications are generally lower than that stipulated in the Chinese specifications. If the

Chinese specifications are adopted, it will result in larger quantities of demolition. Considering

actual situations in Philippines, the demolition is more difficult. Therefore, it is suggested that

the cross-section indicators should be subject to the Philippine specifications on the premise

of ensuring traffic safety, and the indicators unspecified in the Philippine specifications should

be subject to the Chinese specifications.

Determination of Grade of Proposed Highway

According to the proposed plan of the Philippine Side, the proposed Davao City Expressway

Project is divided into three phases. Phase 1 is located within Davao City and extends along

the Davao River, which is an elevated viaduct and generally in the north-south direction. Phase

2 is located in the north of Davao City and close to the edge of the city and extends along the

existing Carlos P. Garcia National Highway). Phase 2 also is an elevated viaduct and in the

east-west direction. Phase 3 is located in the western mountainous area of Davao City. Due

to the low alignment indicator and long detour of the mountain section of the existing AH26

(Carlos P. Garcia National Highway)), the plan of elevating the alignment along the existing

road cannot be adopted. Phase 3 is entirely newly built and mainly in the form of subgrade

and tunnel.

In recent years, with the development of economy of Davao City, the traffic flow has gradually

increased, the existing traffic network is under greater pressure, the traffic capacity of the

roads has decreased, and the traffic congestion is more serious, which have seriously

restricted the further development of economy and society of Davao City. The construction

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of the Project is of great significance to the development of economy and society of

Davao City, Philippines. The implementation of the Project can effectively alleviate the

increasingly serious traffic congestion in Davao City and has important strategic

significance for promoting the further development of economy and society of Davao

City.

According to the structure of road network of Davao City and the regional location of the

Project, Phase 1 is located within Davao City. The traffic flow is mainly intermediate-range and

long-range traffic flow in Davao City. The main function of Phase 1 is to connect with several

existing major traffic arteries in Davao City, quickly relieve the traffic flow of existing traffic

arteries, improve the traffic capacity of road network of Davao City, and relieve the traffic

pressure in Davao City. Therefore, it is suggested that Phase 1 should be constructed

according to the standards of urban expressway.

Phase 2 and Phase 3 mainly extend along the existing AH26 (Carlos P. Garcia National

Highway), which is the national main road connecting Tagum – Panabo – Davao – Lungsod

Ng Digos - Lungsod Ng General Santos. AH26 is currently mainly responsible for transit traffic.

Davao City Bypass Road is located in the north of AH26 and is a planned transit passage in

the north of Davao City. At present, the design of construction drawing of Davao City Bypass

Road has been completed. The Project is about to be implemented. Upon completion of the

Project, it will attract most of the transit vehicles, while the existing AH26 is mainly responsible

for traffic flow around Davao City. The Project is equivalent to the expressway of AH26 Davao

section. After the completion of the Project, the traffic flow will mainly be the traffic flow around

Davao City. Therefore, it is suggested that Phase 2 and Phase 3 should be constructed

according to the standards of urban expressway.

Determination of Number of Lanes of Proposed Highway

The service level of basic road sections in 2046 calculated according to the two-way four-lane

plan is shown in Table 1.

Table 1: Calculation Results of Service Level for Road Section of the Project

Road Section I

Traffic

volume in

2046

Number of

lanes

V/C

value

Classification

of service

level

Starting point: Davao-Cotabato

Road 34104

Two-way

four-lane 0.41 Level B

Davao-Cotabato Road - Ma-a

Bridge 44507

Two-way

four-lane 0.53 Level C

Ending point: Ma-a Bridge 51964 Two-way


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Mean of the road section 45057 Two-way


Road Section II

Traffic

volume in

2046

Number of

lanes

V/C

value

Classification

of service

level

Starting point: Cargo Terminal

Access Road 70973

Two-way

four-lane 0.85 Level D

Cargo Terminal Access Road-

Buhangin-Lapanday Road 76750

Two-way

four-lane 0.92 Level E

Ending point: Buhangin-

Lapanday Road 55051

Two-way



four-lane 0.82 Level D

Road Section III

Traffic

volume in

2046

Number of

lanes

V/C

value

Classification

of service

level

Starting point: Catalunan

Grande Road 41020

Two-way


Catalunan Grande Road-

Davao-Bukidnon Road 36308

Two-way


Ending point: Davao-Bukidnon

Road 37585

Two-way




According to calculation results of the service level (2046) of basic road section, We draw the

following conclusions: the predicated service level of road section in 2046 by adopting two-

way four-lane plan is Level C/D as a whole, indicating that the technical standards of two-way

four-lane in the Project is more reasonable

Determination of Carriageway Width

To sum up, according to Philippine specification, considering the passage of large vehicles,

the ideal lane width should be 3.65 m. According to provisions of Chinese specifications, the

carriageway width of large vehicle, truck or mixed lane and car lane are 3.75 m and 3.5 m

respectively for urban expressways with design speeds of 80 km/h and 60 km/h. Considering

that the Project is located within Davao City, in order to reduce the quantities of demolition, it

is suggested that the carriageway width of the Project should be 3.65 m stipulated in

Philippine specification.

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Determination of Width of Hard Shoulder

1.) Table 2 of the Philippine specification - Design Guidelines, Criteria and Standards

Volume 4, Highway Design (2015) stipulates that when the average daily traffic volume

is greater than 2,000, the ideal hard shoulder width should be 3.0 m.

Table 2: Design Standards for Highways at All Levels in Philippine Specification

2.) For the width of hard shoulder, Section 3.7.3 of the Philippine specification - Design

Guidelines, Criteria and Standards Volume 4, Highway Design (2015) stipulates that

the minimum width of hard shoulder for highways at all levels is 1.0 m, but it is

better to be wider. If the shoulder is occupied by vehicles pulling animals, vehicles

carrying animals or pedestrians, a larger width should be considered. When the

average daily traffic volume is more than 1,250 vehicles, the minimum width of hard

shoulder should be 1.5 m.

Determination of Width Earth Shoulder

The Philippine specification stipulates that the newly paved pavement must have at least 3-

foot-wide earth shoulder or aggregate shoulder. However, considering that most sections of

the Project are located within Davao City and elevated viaducts are constructed along the

existing roads, it is suggested that 0.50 m wide concrete guardrail should be provided on the

outer side of the elevated road section of the Project and 1.00 m wide earth shoulder should

be provided on the subgrade section with less restrictions on ROW acquisition and demolition

in the outer suburbs to reduce the scale of ROW acquisition and demolition.

Road Design

The Project is located in Davao City and its suburbs in Philippines. The buildings on both sides

of the road in the urban section are dense, and the quantities of demolition are large. The

elevated viaduct is the main part of the urban section, which reduces the quantities of

demolition. The towns in the suburb section have just developed and there are a large number

of residential areas and factory buildings under construction. The vegetation coverage

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in the suburb section is high and the ecological environment is good. The overall

design idea of the Project is to strive to build the Project into an environmental and

ecological road, a human-oriented landscape road integrating nature and humanity,

and an economic and reasonable, safe operation and resource-saving benefit road.

Selection of plans for Davao Tunnel - ending point section (Alignment B and Alignment B1)

According to different ending point connection positions, Alignment B Plan and Alignment B1

Plan are proposed for the ending point section to compare and select the ending point plans.

1. Discussions on Alignment Plans

Alignment B Plan: After passing through the mountain in the form of 260 m long tunnel, the

alignment will extend to the west and cross Matina River. The alignment will cross Catalunan

Grande Road near Catalunan Grande and then extend to the southwest. The alignment will

cross Davao – Bukidnon National Highway on the south side of Catalunan Pequeno and then

continue to extend to the southwest. The ending point of the alignment will be near Dumoy. A

T-shaped junction interchange will be constructed to connect with Davao – Cotabato National

Highway. The alignment will be 10.436 km long.

Alignment B1 Plan: After passing through the mountain in the form of 260 m long tunnel, the

alignment will extend to the southwest. The alignment will cross Matina River and Matina

Pangi Road near Matina Pangi and then continue to extend to the southwest. The ending point

of the alignment will be near Bangkal and connected to Davao – Cotabato National Highway.

At the same time, a single trumpet interchange will be constructed to connect to MacArthur

Highway. The alignment will be 5.066 km long.

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Figure 2: Comparison and Selection of Alignment B Plan and Alignment B1 Plan

2. Comparison and selection of Alignment Plans

The main control factors affecting alignment layout in the section include Carlos P. Garcia

National Highway, Davao – Cotabato National Highway, MacArthur Highway, Davao –

Bukidnon National Highway, Matina River, Extension of Diversion Road, The Resort, etc.

Table 4: Comparison and Selection of Plans for Davao Tunnel - Ending Point Section

(Alignment B and Alignment B1)

Items Alignment B Alignment B1

Characteristics

Pass Catalunan Pequeno

Village

Connect to the diversion

road of Davao City near

Dumoy

Pass Matina Pangi Village

Connect to the diversion

road of Davao City in

Bangkal

Project

scale

Alignment

length

(km)

10.436 5.066

Subgrade

length

(km)

5.856 1.531

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Elevated

viaduct

length

(km)

4.580 3.535

Technical

comparison

Connection

with the City

Pass the outer suburbs of

Davao City

The ending point is far from

Downtown Davao

Pass the suburbs of

Davao City

The ending point is close

to Downtown Davao

Connection

with road

network

Consistent with the planned

alignment of Extension of

Diversion Road

Comply with the

requirements of the overall

road network planning of

Davao City

Inconsistent with the

planned alignment of

Extension of Diversion

Road

An interchange with 5 road

crossings will be

constructed in Bangkal,

and the connection of the

Project will aggravate

traffic congestion there

Construction

difficulty

Construction conditions for

interchange in Dumoy are

relatively simple

Overall project construction

is less difficult

Construction conditions for

interchange in Bangkal are

complicated

It is difficult to keep the

traffic during the

construction of

interchange and has great

social impact

Traffic

volume

attraction

Radiate the surrounding

towns in the outer suburbs

of Davao City and effectively

attract traffic from the

surrounding towns

Save time for towns along

Davao-Bukidnon National

Highway to Davao City

Help the development of the

surrounding areas of Davao

City and effectively expand

the future development

space of Davao City

The same spaces

(corridor) as the diversion

road of Davao City, with a

small radiation range

Poor attraction to

surrounding traffic

Economic comparison

Direct

engineering

cost

New elevated viaducts and

subgrades are large in

scale, with slightly higher

construction cost

New elevated viaducts

and subgrades are small

in scale, with low

construction cost

RMB 1136.63 million RMB 707.22 million

Compensation

for demolition

The alignment covers a

large area

The demolition of houses is

relatively scattered

The alignment covers a

small area

The demolition of houses

for interchange in Bangkal

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is concentrated and the

coordination of demolition

is difficult

Comparison conclusion Recommended Alternative plan

PROJECT COMPONENT

The following will be the components of the proposed project:

Interchanges

No. Interchange

name

Crossing

chainage

Spacing

(km)

Interchange

Type

Intersection

Mode

Name and grade

of crossed road Remarks

1

Davao –

Cotabato Road

Interchange

AK1+560 Diamond interchange

Overpass

on main

alignment

Davao – Cotabato

Road.

Urban main road

2 Gold Steet

Interchange AK4+100 2.54

Diamond interchange

Overpass

on main

alignment

Gold Street

Urban Secondary

Main Road

3

Panacan

Crossing

Interchange

BK0+000 - Type T

interchange

Overpass

below main

alignment

Davao-Agusan

National Highway

National Main

Road

4 Davao Airport

Interchange BK2+500 2.5

Diamond interchange

Overpass

on main

alignment

Airport Linking

Road

5 Mandug Road


Diamond interchange

Overpass

on main

alignment

Mandug Road

Local Road

6 Ma-a


Type T interchange

Overpass

below main

alignment

Davao

Expressway

Urban Main Road

7

Catalunan

Grande

Interchange

BK15+879 6.324 Diamond interchange

Overpass

below main

alignment

Catalunan Grande

Road

Local roads

8

Davao-Bukidnon

Road

Interchange

BK18+150 2.271

Partial

cloverleaf interchange

Overpass

on main

alignment

Davao-Bukidnon

National Highway

National Main

Road

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9 Dumoy

Interchange

BK22+436.

395 4.286

Type T

interchange

Overpass

on main

alignment

Davao-Cotabato

National Highway

National Main

Road

Figure 3: Davao – Cotabato Road Interchange Scheme

Figure 4: Panacan Crossing Interchange Scheme

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Figure 5: Davao Airport Interchange Scheme

Figure 6: Mandug Road Interchange Scheme

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Figure 7: Ma-a Interchange Scheme

Figure 8: Catalunan Grande Interchange Scheme

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Figure 9: Davao – Bukidnon Road Interchange Scheme

Figure 10: Dumoy Interchange Scheme

Structures

a) Viaducts

Construction scheme of PSCG-I beam elevated viaduct

In the Project, other than the bridge crossing Davao River which involves offshore

construction, other elevated viaducts are all land-based bridges. The superstructure shall be

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constructed as PSCG-I beam, and the substructure shall be constructed as the single-column

large cantilever capping beam pier, the large-spacing double-column or multicolumn large

capping beam pier, and the conventional whole-frame double-column pier.

b) Bridge

Bridge design scheme

For pre-stressed concrete continuous box girder bridge crossing Davao River with the

(45+80+45) m span, the design scheme is as follows.

1. Superstructure

The straight web and inclined web can be used for cast-in-place box girder section, both of

which are convenient for construction and mature and reliable in technology. The width of the

main girder in the Project is 19.1 m. Compared with the box girder with straight web, the

inclined web structure can reduce the width of the bottom plate of the box girder so as to

reduce the self-weight of the structure and make the stress on the structure more reasonable.

At the same time, due to the low height of the elevated viaduct and the reduction of the width

of the bottom plate, the width of the pier is effectively reduced, making the upper and lower

parts of the bridge look more harmonious and beautiful. In addition, the box girder with

inclined web matches with the curved pier shaft, thus increasing the overall landscape

effect of the bridge. Therefore, it is recommended to use inclined web for box girder section.

To sum up, the variable-section pre-stressed concrete box girder with inclined web is used for

superstructure, with single-box double-chamber structure, 2.0% symmetrical herringbone

transverse slope on the top surface and horizontal bottom plate. The main beam is 4.5 m high

at the center of the pier, and 2.5 m high at the middle of the midspan. The beam height varies

according to parabola of 1.8 times. The top width of the box girder is 19.1 m. The construction

method of hanging basket cantilever casting segmental box girder is adopted.

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Figure 11: Standard Section of Upper Box Girder (Root)

Figure 12: Standard Section of Upper Box Girder (Midspan)

2. Substructure

The size of the bottom of the lower pier shaft is initially proposed to be 4 m×3 m

(transverse×vertical), with a solid rectangular fillet section and the top expanded to 8 m

transversely. The bearing platform is rectangular with a plane size of 12.0×7.5 m and a

thickness of 3.0 m. 6 bored cast-in-place piles with diameter of 1.8 m are set under each

bearing platform, which are designed according to the friction pile.

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Figure 13: Typical Cross Section of Bridge Crossing Davao River

Bridge design scheme for standard section

The PSCG-I beam+cast-in-place bridge deck structure is adopted for the superstructure of the

main alignment standard section bridge, with standard span of 30 m and 5 spans in one

continuous unit. The single-column large cantilever capping beam pier is used at the

substructure, and the foundation is bored cast-in-place pile group foundation.

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Figure 14: Bridge Type Scheme for Main Alignment Standard Section (Single Column Large

Cantilever Capping Beam)

Figure 15: Bridge Type Scheme for Main Alignment Standard Section (Large-spacing

Double-column Large Capping Beam)

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Figure 16: Bridge Type Scheme for Main Alignment Standard Section (Conventional

Whole-frame Double-column Pier)

c) Drainage

Drainage design principles

1. The drainage design shall be comprehensively considered according to the highway grade

of the Project, the terrain, geology, hydrology, meteorology and other conditions along the

route as well as the setting of bridges and culverts, and the connection between various

drainage facilities and drainage structures shall be noted so as to form a complete drainage

system for the whole alignment.

2. Comprehensive planning, reasonable layout, less farmland occupation, coordination with

local irrigation and drainage systems, emphasis on environmental protection, and prevention

of soil erosion and water pollution shall be made.

Subgrade drainage design

The subgrade drainage system is proposed to use the design of side ditch, intercepting ditch,

drainage ditch, drop chute and chute, side ditch culvert, municipal drainage, etc. The

probability flow of drainage facilities is calculated by using the maximum rainstorm intensity of

confluence duration within the return period of 15 years.

1. Side ditch

For general filling sections, soil grass planting ditches are adopted without scouring. For

sections with large surface runoff and poor soil permeability, precast concrete block side

ditches are adopted; for sections with slow slopes, sheetflood+shallow dish-shaped side

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ditches+blind ditches with crushed stones are adopted.

Side ditches are set in excavated sections, filling sections with embankment height less than

the depth of side ditches, filling sections in farmland areas, and at the foot of slope on the back

side of the embankment in the mountain section, and longitudinal platform interception ditches

are also set on the slope platform of excavated sections.

The side ditch on the back side of the embankment on the hillside shall not only collect water

from the subgrade slope, but also intercept water from the hillside slope. At this time, the side

ditch shall be at least 2.0 meters away from the embankment slope toe, and a slope protection

road with a inclined slope of 3% to the ditch shall be built between the embankment slope toe

and the side ditch to allow water from the subgrade slope to flow into the side ditch for

discharge.

The excavation side ditch is a rectangular side ditch with a cover plate, with a depth of 0.70 m

of the ditch and a width of 0.6 m at the bottom of the ditch in general sections, with the inner

and outer side slopes standing upright. For sections with gentle slopes, shallow dish-shaped

side ditches+blind ditches with crushed stones are adopted.

2. Drainage ditch

Drainage ditches shall be set near side ditches, intercepting ditches, side slopes and subgrade

to drain accumulated water outside bridges and culverts or subgrade.

The alignment of drainage ditch must be smooth, and straight line shall be used as much as

possible; however arc line may be adopted in turning position, and its diameter shall not be

less than 10 m; if designed drainage ditch is not enough long, it can be lengthened according

to actual demand, but shall not be more than 500 m.

3. Drop chute and chute

If the slope surface is steep or the longitudinal slope of the side ditch is more than 60%, the

design shall be provided with drop chute and chute when the water flow in the intercepting

ditch is introduced into the drainage ditch and the water flow in the drainage ditch is introduced

into the natural ditch or bridge and culvert structure.

4. Culvert

Culvert design in the Project is based on the principle of setting culvert at every ditch. When

there are formed local roads, farming roads and pedestrian roads, culverts are set to also

serve as passages. The culvert shall be of reinforced concrete box culvert type according to

its service nature, design flood discharge, subgrade fill height, geological conditions and

earthquake, etc. Considering the convenience of dredging, the net diameter of culvert is

generally not less than 2.0 m.

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5. Municipal drainage

Corresponding rainwater collection systems shall be set along the alignment and connected

with the surrounding municipal pipe network.

Pavement drainage design

The pavement drainage system mainly consists of shoulder drainage facilities and drainage

facilities in the medial strip.

Since the super-high side marginal strip forming the full-section one-way road arch is provided

with a longitudinal slit type water collecting tank, the water on the super-high side road surface

is collected by the longitudinal water collecting tank, and is discharged from the subgrade

range by the water collecting wells and the horizontal buried drainage pipes which are

arranged at intervals. As the water quantity is generally large, a slope drainage tank is

arranged at the outlet of the horizontal drainage pipe of the embankment to prevent the slope

from being scoured.

Bridge drainage design

Longitudinal drainage pipes are arranged under sidewalks on both sides of the existing roads

in Davao City. Most of the drainage pipes are reinforced concrete round pipes with a diameter

of 1 m. Water inlets and inspection wells are arranged at a longitudinal interval of 15-20 m. At

present, DPWH in Davao City is carrying out the investigation and planning of the drainage

pipe network in Davao City to connect the drainage pipe network of the existing roads in the

city. The overall drainage direction of the city is from the mountainous area in the northwest

to Davao Gulf in the southeast.

Rainwater collection systems are set for elevated viaducts along the whole alignment of the

Project, and the collected rainwater is discharged into the municipal drainage pipe network

along the pier.

Figure 17: Centralized Rainwater Collection System for Bridge

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d) Underpass/Tunnel

Tunnel construction scheme

In the Project, it is planned to construct 1 tunnel with length of 260m, which is a multi-arch

tunnel. The tunnel construction other than civil works includes tunnel decoration, operating

equipment installation and commissioning, as well as construction of management office. The

construction sequence is described as follows: tunneling — lining — tunnel portal —

decoration — tunnel pavement — installation of mechanical and electrical facilities.

The temporary tunnel construction site can be arranged nearby the subgrade area outside the

tunnel, and within the gentle slope zone. The material room should be arranged as far as

possible in the vicinity of the access. The air compressor room should be located nearby the

tunnel portal to reduce windage loss. The living quarters and office area shall be arranged in

overall consideration of convenience for both production and living. The firework material and

oil room should be located in the sheltered and safe mountain area. The detonators and

explosives shall be stored respectively, with distance from the alignment of more than 300 m.

The tunnel construction shall be organized and implemented according to the New Austrian

Tunneling Method. The main process is mechanized operation; trackless transportation mode

is adopted for slag discharging in the tunnel; a formwork trolley is used for secondary lining

pouring. During the construction, the principle of "weak blasting, short excavation, strong

support and early closure" shall be adhered to.

Utility Requirements

Utility requirements during construction include fuel, power supply, water supply, and

construction access. The details of the requirements during construction and operation are

described below.

Power requirement

During Construction

Power supply during construction will either be tapped from the nearest electricity source or

the use of generator sets.

During Operation

Power supply during operation will be sourced from Davao Light and Power Company. The

estimated power requirement during this phase is 169,520 KWh per year.

Water Supply

During Construction

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Water for the construction of the project will be taken care of by the contractor. In the absence

of a water provider, water will be sourced from ground water after obtaining necessary permit

from NWRB.

During Operation

Water supply during operation will be sourced from Davao City Water District. Water usage

is limited to domestic use only. It is estimated that the water requirement during this phase is

220 m3 per month.

Construction Access

The project site is located in high-density urban areas; thus, the access to the site will through

public roads.

Fuel requirement

During Construction

Fuel requirement during construction will be based on the use of heavy equipment, transport

and other service vehicles.

During Operation

It is estimated that the fuel requirement during this phase is 500 liters of diesel for the use of

back-up generators during power interruptions and service vehicles.

Pollution Control Devices

Noise suppressors and buffers will be installed to minimize noise brought about by earthwork

activities and heavy equipment, especially in areas close to noise-sensitive areas such as

schools and churches. Drainage structures such as ditches, culverts, and pipe drains will be

installed to divert surface water run-off to protect the slopes from erosion.

Air Pollution Control Devices

A regular sprinkling of water on highly populated areas or exposed road surfaces will be

implemented to mitigate increase in suspended particulates. A canvass cover / tarpaulin for

trucks will also be placed to mitigate the increase in air emissions during construction. Speed

limits for delivery trucks will also be implemented.

Wastewater

Turbidity of the waterways may increase during heavy rains due to the construction debris.

This may be avoided by installing proper spoils management at the construction site. The toxic

materials (e.g. used oils, paints) will not be disposed in the drainage system at the site.

25


Proper disposal of these materials will be ensured.

Solid Waste Management System

The goal is to minimize the amount of waste in the project by optimizing the use of raw

materials. Techniques or processes in reusing scrap materials will be introduced. For the solid

waste, sufficient number and size of dumpsters will be provided to contain these solid wastes

that will be generated by the project. The storage areas for the solid wastes shall also be

located at least 15m from drainages and shall not be placed in flood-prone areas. Also, littering

on the ground will also be prohibited.

Temporary Facilities

Toilet facilities will be constructed and regularly maintained by the project proponent.

Existing Utilities within ROW

The utilities found within the ROW of all phases include road signs, roadway lighting,

traffic lights, electrical posts, pavement, islands, concrete line ditches, fiber optic

cables, and CCTVs. These will be relocated and replaced as needed.

DESCRIPTION OF PROJECT PHASES

Pre-Construction Phase

Activities involved during the pre-construction phase of the project include:

1. Pre-Feasibility and Feasibility Studies;

2. Preparation of Environmental Impact Statement and Acquisition of Environmental

Compliance Certificate (ECC) for the Project;

3. Securing Various Permits and Clearances (i.e. Special Tree Cutting Permit, Project

Endorsements, LGU Clearances, etc.);

4. Conduct of Detailed Engineering Design (DED);

5. Implementation of Right-of-Way (ROW) / Land Acquisition and Implementation of the

Resettlement Action Plan (RAP) by DPWH;

6. Pre-qualification, Tendering, and Awarding of Contract for the Construction of the

Project;

7. Sourcing of construction materials; and

8. Construction of Temporary Facilities

The project is expected to last from 2019 to 2026 which covers pre-construction to construction

phase.

26


Construction Phase

Civil work contract package

According to the construction experience of China, similar elevated viaduct projects in cities

shall be generally divided into phases at an internal of 6 km to 8 km. The Project is totally

29.21 km long. The whole alignment is divided into three phases, with a "T"-shaped

distribution. Considering the project cost, project scale, cost balance and continuity of

construction area, it is recommended that the civil work contract package of the Project shall

be divided into three phases, namely, the Phase 1 from Coastal Road to Ma-a, Phase 2 from

Panacan to Ma-a, and Phase 3 from Ma-a to Dumoy.

Construction execution plan

Temporary works

Construction access works

The Project is located in the urban area and the suburbs of Davao city. It is characterized by

dense road network along the alignment, good road condition and convenient transportation.

The main roads along the Project include Davao - Agusan National Highway, Carlos P. Garcia

National Highway, Davao - Cotabato National Highway, Quezon Boulevard, MacArthur

Highway, Quimpo Boulevard, Davao - Bukidnon National Highway, J. P. Laurel Avenue,

Damaso Quimones Road, R.Castillo Street, Ma-a Road, Davao City Bypass Road and Davao

City Coastal Road.

The Project features large bridge/tunnel ratio and good construction access condition.

However, some local road features abrupt turn and steep slope, which is only suitable for

material transportation. Special consideration has been given to the construction access

works during the feasibility study stage of the Project. The general principle is to ensure the

smooth connection between the construction access layout and the proposed expressway

construction as well as the construction precast yard, mixing yard, material yard, borrow area

and spoil yard, and ensure the requirements of construction machinery mobilization and

material transportation in construction stage. As far as possible, temporary construction

access shall be integrated with local rural roads to make them permanent works for the benefit

of local people.

The construction access is constructed in combination with the local road network construction

in the surrounding towns of Davao city and rural road construction. Attention shall be paid to

the connection and coordination of construction access in the phases. The main access is

constructed as a 9m-wide subgrade. The branch access road is 4.5 m wide. The pavement is

filled with gravels. For the use of existing urban and rural roads, after completion of

construction, the roads shall be restored according to the existing urban and rural road

standards. The vertical construction access shall be arranged in principle within the red line

area of the subgrade area. The vertical construction access at culvert and structure shall be

27


constructed by sections to avoid land use beyond the red line.

To ensure construction machinery mobilization and material transportation in construction

stage, it is planned to construct a new construction access with total length of 43.11 km. by

relying on the existing roads, totally 47.4km construction access, 21 piece/1,810 m temporary

bridge for construction, and 69 piece/1,588 m construction culvert are renovated.

Other temporary works

Special consideration has been given to the arrangement of temporary works during the

feasibility study stage of the Project. A total of 5 temporary construction sites are set up along

the whole alignment. The specific arrangement conditions are shown in the table below. Land

use and temporary facilities such as electricity and telecommunications shall be arranged as

soon as possible. If necessary, coordination shall be provided for the local government to

ensure the overall coordination with the Project and the smooth implementation of the whole

Project.

Construction Scheme of Bridge across Davao River

1. Construction trestle

2. Pile foundation construction

3. Construction of bearing platform

4. Pier shaft construction

5. Superstructure construction

6. Construction scheme of PSCG-I beam elevated viaduct

7. Pile foundation construction

8. Construction of bearing platform

9. Construction of pier shaft and capping beam

10. Construction of PSCG-I beam

11. Tunnel construction

Operational Phase

Construction of Superstructure and Road Pavement

Once the embankment and viaduct foundations are built, the superstructure will then be

constructed. Road will be paved, and facilities guardrails will be made. This activity also

includes placement of traffic signage, painting of road, and installation of light posts and other

ancillary facilities.

Operation and Maintenance Phase

Once construction phase is finished, the project will be opened for public use. Activities during

the O&M phase of the project include:

28


1. Regular monitoring, maintenance, and repair of the project;

2. Regular conduct of tree and mangrove planting activities;

3. Observance and implementation of road safety practices; and

4. Continuously improve road facilities, if necessary.

Abandonment Phase

Abandonment or decommissioning in this project can be only referred to the pulling out of

temporary facilities used during the construction of the project once construction of the project

is done. During the decommission of the contractor, it will be assured that all the construction

areas will be cleared. All construction spoil materials will be hauled out from the site.

Recyclable construction spoils will be sold to interested buyers, residuals will be dumped to

sanitary landfill, and spoils containing hazardous materials, including contaminated soils, will

be hauled by a DENR-registered Treat-Store-Dispose (TSD) Facility.

Most of the proposed location for the siting of temporary facilities are planned to be developed

as residential or commercial areas. Therefore, once the temporary facilities are dismantled

and taken out from the site, it is already ready for development for its intended use.

Manpower Requirements

More than 2,000 skilled and unskilled workers will be required during the construction of the

project, while 4-5 personnel will be employed during its operation phase.

Table 5: Manpower Requirement of the Project

Project Phase

Manpower Requirement

Skilled Non-Skilled

Construction Phase 500 1,500

Operation Phase 10 40

During construction phase of the project, most of the jobs available are construction workers

such as mason, laborers, steel men, electricians, plumbers, welders, heavy equipment

operators, among others. Therefore, most of workers during the construction phase of the

project will require men. Office staffs and site engineers, however, can be represented by

women.

The operation of the project, on the other hand, will be manned by supervisor and road

maintenance staffs. These jobs can be represented by both men and women. As much as

possible, all non-skilled workers will be sourced locally. Skilled workers which are available

locally will be prioritized. The Contractor, with the help of LGU, will be required to post job

vacancies that are needed for the project at public bulletin boards. Job fairs will be also

conducted to enhance local manpower sourcing.

.

29


Project Cost

The project has an approximate cost of Php69B billion.

Summary of base cost

The total cost estimate of the recommended scheme of the Project (Alignment A + Alignment

B) is taken as RMB 8,919,246,700 or PHP 69034.97 million, excluding the cost of ROW

acquisition and demolition. The detailed cost is summarized in the table below.

Table 6: Total Cost Estimate of the Project

Basis / source of cost composition Preliminary estimate

(RMB 10,000)

Preliminary estimate

(PHP 1 million) Project cost

composition Basic sources

A. Direct cost ¥595107.18 ₱46061.30

Materials ¥386839.27 ₱29941.36

Labor ¥106290.68 ₱8226.90

Equipment ¥101977.24 ₱7893.04

B. Indirect cost ¥83315.01 ₱6448.58

Mobilization/dem

obilization

expenses

1% of A ¥5951.07 ₱460.61

Indirect

expenses,

unexpected

expenses and

miscellaneous

expenses

8% of A ¥47608.57 ₱3684.90

Profit 5% OF A ¥29755.36 ₱2303.06

C. Added-value

tax 12% of (A+B) ¥81410.66 ₱6301.19

D. Total civil

works costs A+B+C ¥759832.85 ₱58811.06

E. Budget

reserve 5% OF D ¥37991.64 ₱2940.55

F. Engineering

service cost NEDA ¥34688.38 ₱2685.82

Construction

drawing design 2% (D+E) ¥15956.48988 ₱1235.03

Construction

supervision 2% (D+E) ¥15956.48988 ₱1235.03

30


Basis / source of cost composition Preliminary estimate

(RMB 10,000)

Preliminary estimate

(PHP 1 million) Project cost

composition Basic sources

Relevant

thematic costs

Preliminary

estimate ¥2775.40 ₱214.82

G. Management

cost 2%(D+E) ¥15956.49 ₱1235.03

H. ROW

acquisition cost

Based on the

required industry

and market value

/ R.A.10752

¥0.00 ₱0.00

I. Loan interest

in construction

period

Preliminary

estimate ¥43455.30 ₱3363.44

J. Total project

cost D+E+F+G+H+I ¥891,924.67 ₱69034.97

Note: 1. The exchange rate of USD 1 = RMB 6.88 = PHP 53.27 shall prevail;

2. The ROW acquisition cost will be supplemented and completed later.

PROJECT SCHEDULE

Study of the implementation priority of Davao expressway section

The Project is divided into three phases, with a "T"-shaped distribution. Phase 2 from Coastal

Highway to Ma-a is an elevated viaduct along the whole alignment, including 2 recommended

diamond interchanges and 5 bridges crossing Davao River, with large bridge span and

complex construction process. Phase 2 from Panacan to Ma-a is also an elevated viaduct

along the whole alignment, including hub interchanges and 2 recommended diamond

interchanges. In Phase 3 from Ma-a to Dumoy, it is planned to set up a 260m-long tunnel,

including 1 hub interchange, 1 deformable cloverleaf interchange and 1 simple diamond

interchange.

According to comprehensive analysis, the bridges crossing Davao River and interchanges in

the three phases of the Project are characterized by complex construction conditions, high

technical difficulty and construction difficulty, long control period and high construction

difficulty. Therefore, the simultaneous construction is recommended. In the process of

implementation, the dominant resources shall be concentrated for the construction of the

following structures, such as the pier pile foundation, the bearing platform and the pier shaft

crossing the Davao River and the existing road, and then the superstructure and the bridge

deck system should be carried out. During the construction of the above bridges, the

construction of the connecting bridge on both sides shall be conducted simultaneously, and

the construction along the whole alignment shall be finally completed.

Commented [a1]:

31


Implementation schedule

The implementation schedule is temporarily arranged as follows:

1. The prospective financial lending institutions is expected to carry out a

project evaluation in November 2019;

2. The loan agreement is expected to be signed in June 2020;

3. The selection of detailed engineering design consultancy units will be made

from June 2020 to August 2020;

4. The detailed engineering design will be performed from August 2020 to July

2021;

5. The right of way acquisition will be performed from August 2020 to July 2021;

6. The selection of contractors will be made from July 2021 to December 2021;

7. The Project will start in January 2022 and opened to traffic in December

2026, with a duration of 60 months.

Project Size

The proposed project has 29.2 km in length, 4-lane urban main road, 23.1 meters

width (roadbed),34 viaducts, tunnel of 260m and 9 interchanges (3 T-Hub, 1 partial

cloverleaf and 5 diamond interchanges.

davao city expressway projecteia.emb.gov.ph/wp-content/uploads/2019/09/final-project...highway),...

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