CE 3 Chapter 2 PDF

TRANSPORTATION Engr. Rammel F. Mistica, MSCE  DISCUSSION 01 02 03 04 5 Highway development and Conceptual Framework 03 planning: Importance, classification of roads, road patterns, planning surveys; h...

TRANSPORTATION Engr. Rammel F. Mistica, MSCE  DISCUSSION 01 02 03 04 5 Highway development and Conceptual Framework 03 planning: Importance, classification of roads, road patterns, planning surveys; highway alignment and surveys Methodology Data Analysis Conclusion Recommendation 3  PHILIPPINE NATIONAL ROAD NETWORK 01 02 03 04 5 Conceptual Framework 03 Methodology Data Analysis Conclusion Recommendation 3  Freeway A Freeway is a road meant exclusively for through movement of vehicles at a high speed. Access must be limited to grade- separated interchanges.  Controlled Major Highway A Controlled Major Highway is a road meant exclusively for through movement of vehicles at a lower speed than a Freeway. Access must be limited to grade-separated interchanges or at- grade intersections with public roads.  Major Highway A Major Highway is a road meant nearly exclusively for through movement of vehicles at a moderate speed. Access must be primarily from grade-separated interchanges and at- grade intersections with public roads, although driveway access is acceptable in urban and denser suburban settings. Parkway A Parkway is a road meant exclusively for through movement of vehicles at a moderate speed. Access must be limited to grade-separated interchanges and at- grade intersections. Any truck with more than 4 wheels must not use a Parkway, except in an emergency or if the trust is engaged in Parkway maintenance. Arterial An Arterial is a road meant primarily for through movement of vehicles at a moderate speed, although some access to abutting property is expected. Country Arterial A Country Arterial is an arterial, typically in the County’s agricultural reserve. This road is meant primarily for through movement of vehicles at a moderate speed, although some access to abutting property is expected. Minor Arterial A Minor Arterial is a two-lane arterial meant nearly equally for through movement of vehicles and access to abutting property.  Business District Street A Business District Street is a road meant for circulation in commercial and mixed- use zones.  Industrial Street An Industrial Street is a road meant for circulation in industrial zones. Primary Residential Street A Primary Residential Street is a road meant primarily for circulation in residential zones, although some through traffic is expected.  Country Road A Country Road is a road that has the function of a Primary Residential Street, typically in the County’s agricultural reserve. This road is meant primarily for circulation in residential zones, although some through traffic is expected. Rustic and Exceptional Rustic Road The designation seeks to preserve the rustic character of these roads by retaining certain physical features of rustic roads and by certain right- of-way maintenance procedures.  PHILIPPINE NATIONAL ROAD NETWORK The first comprehensive reference to a Road 01 02 03 04 5 Classification System is found in Executive Order (E.O) No. 483, s. 1951, “Establishing Conceptual Framework 03 the Classification of Roads”, for the purpose of classifying and establishing the limits of public Methodology roads and fixing the responsibility for the proper maintenance of the roads built or to be Data Analysis built, and upon the recommendation of the Conclusion National Transportation Board. Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK Following the implementation of E.O. No. 483, s. 1951, an Act to provide for 01effective highway an 02 administration, 03 04 of highway modify apportionment 5 funds, give aid to the provinces, chartered cities, and municipalities in the construction of roads and streets, and03 Conceptual for other purposes, Republic Act Framework (R.A.) No. 917, known as the "Philippine Highway Act of nineteen hundred fifty-three" was enacted. As provided in Section 26, Article VIII Methodology of said R.A., the classification of roads established through E.O. 483, s. 1951, was revised taking into consideration the military highway needs of Data Analysis the Philippines and including “secondary systems of national and of "national aid" provincial and city or municipal roads to assure Conclusion continuity and articulation in the entire integrated system”. Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK Subsequently, in 1955, E.O. No. 113, s. 1955, 01 02 03 "Establishing the Classification of Roads," 04 5 was implemented pursuant to the provisions of FrameworkSection 26, Article VIII of R.A. No. 03 Conceptual 917 in 1953. Said Order established the criteria for the two (2) classifications of national roads: national Methodology primary roads and national secondary roads, as well as for "national aid" roads, defined as Data Analysis those provincial and city roads of sufficient Conclusionimportance that may be incorporated eventually into the national system of highways. Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK 01 02 03 04 5 In 1987, by virtue of E.O. No. 124, s. 1987, the Department of Public Conceptual Works and Highways (DPWH), Framework 03 through the Secretary, was given the Methodology power to classify roads and highways based on “objective criteria it shall Data Analysis adopt” and also to “provide Conclusion Recommendation 3  PHILIPPINE NATIONAL ROAD NETWORK In June 2009, a memorandum was approved 01 02 03 by then Secretary Hermogenes E. Ebdane, Jr. 04 5 relative to the Department’s criteria/guidelines on road functional classification. 03 Conceptual Framework National roads were classified in relation to their functionality to the local road network into Methodology National Primary Arterial Road (which is further Data Analysis categorized into North-South Backbone, East-West Lateral, Other Roads of Strategic Conclusion Importance) and National Secondary Roads. Recommendation 3  PHILIPPINE NATIONAL ROAD NETWORK The North-South Backbone was the main trunk 01 02 line from northernmost Luzon down 03to Southern 04 5 Mindanao interconnecting major islands while the East-West Laterals were the roads Conceptual Framework 03 traversing the backbone and across the islands. Other Roads of Strategic Importance were direct access to Methodology important centers and areas vital for regional development and emergencies. National Secondary Data Analysis roads were other roads which complemented national arterial roads that provided access to other Conclusion major population and production centers. Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK On 14 April 2014, a memorandum was issued by Secretary 01 02 03 Rogelio L. Singson regarding the new Road Classification 04 5 System as well as the Route Numbering System (RNS) to all primary roads that have 03 Conceptual Framework been extended to secondary roads at present. These Road Classification and Route Numbering System were then implemented and Methodology incorporated in the Road and Bridge Information Application (RBIA) in compliance with the said memorandum. The Data Analysis current classification system and the criteria for each road classification are provided in Table A, per Department Conclusion Order (D.O.) No. 133, s. 2018. Recommendation 3  PHILIPPINE NATIONAL ROAD NETWORK 01 02 03 04 5 Conceptual Framework 03 Methodology Data Analysis Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK 01 02 03 04 5 Conceptual Framework 03 Methodology Data Analysis Instead of transferring 10,000 km of national roads to the local government (city and municipality) per the recommendation of the TWG established in April 2002, modifications have been made to the new classification with the inclusion of the "National Tertiary Roads" classification. Further, no Conclusion route numbers were assigned to tertiary roads, as they merely function as local roads. Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK II. Route Numbering System 01 02 03 04 5 Along with a new Functional Classification, a RNS was established in line with the Department's efforts to improve planning and management of03 Conceptual Framework the National Road Network. The RNS is introduced to simplify and rationalize navigation along those National Roads Methodology classified as Primary or Secondary. Road users will also expect that all roads of a certain classification and of Data Analysis a certain numbering scheme will have similar performance standards. A well-numbered, well-signed, and well- publicized route system is also useful for road agencies Conclusion and other government bodies to channel traffic onto preferred routes or corridors. Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK II. Route Numbering System 01 02 03 04 5 Conceptual Framework 03 Methodology Data Analysis National Primary Roads are numbered differently depending on the number of cities they connect. Conclusion Route Numbers N1 to N49 are used for “main” routes or corridors that connect three (3) or more cities. Whereas, Route Numbers N50 to N99 are for other National Primary Roads connecting two (2) cities. This is strictly for convention purposes but also aids in distinguishing the nature and 3 Recommendation function of roads. PHILIPPINE NATIONAL ROAD NETWORK II. Route Numbering System 01 02 03 04 5 National Secondary Roads are numbered from N100 to Conceptual N999, Framework wherein the following general principles or 03 guidelines are applied: II-1. The Methodology first digit of the National Secondary Roads corresponds to the number of the Primary Road to which it connects, if any. Thus, for example, Secondary Road DataNo. N211 connects to Primary Road, N2 (Please refer to Analysis Figure 1). Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK II. Route Numbering System 01 02 03 04 5 II-2. If a Secondary Road connects to two (2) Primary Roads, then the first digit of the Secondary Road Conceptual corresponds to the first digit of the lowest numbered Framework 03 Primary Road. Thus, for example, if a Secondary Road connects Primary Road Nos. 2 and 55, then the first digit of the Secondary Road would be 2 (Please refer to Methodology Figure 2). Likewise, in Figure 3, the lowest numbered Primary Route is 1, thus, the first digit of the DataSecondary Analysis Route would be 1. Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK II. Route Numbering System 01 02 03 04 5 II-3. As shown in Figure 4, “Major” Secondary Roads such as those which can easily be Conceptual Framework identified as more significant thoroughfares 03 have been numbered in multiples of 10 (e.g. 860 for Siquijor, 870 for Camiguin, and so on). Methodology Data Analysis Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK II. Route Numbering System 01 02 03 04 5 II-4. Gaps in the numbering system have been left to allow future expansion of the national road network in the area. 03 Conceptual Framework Thus, for example, Route No. 412 can be followed by Route No. 420, leaving a gap for Route Methodology Nos. 413 - 419 for future use. Data Analysis Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK II. Route Numbering System 01 02 03 04 5 II-5. As depicted in Figure 5, most islands (apart from the larger islands of Luzon and Mindanao) have unique first and second digits. Conceptual Framework Thus, for example, Secondary Roads in Bohol 03 are numbered in the 85 series (i.e. 850, 851, 852, etc.) while Secondary roads in Methodology Catanduanes are numbered in the 65 series (i.e. 650,651, etc.). Note that, at this point, it has not been possible to apply these guidelines Data Analysis strictly in certain cases especially in dense parts of the network such as in the National Capital Region. Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK II. Route Numbering System 01 02 03 The Route Numbering for Expressways are continuous and prefixed 04 5 with the letter "E," which implies a different design and standard of road. Conceptual Framework 03 In the future, it will be necessary to add new routes. Any change in classification of an individual road section should result in a new Route Number. It will also be necessary to assign Route Numbers to Methodology new roads, especially the Primary and Secondary Roads. At present, it is elusive to develop a detailed procedure for Data Analysis numbering routes since each situation must be dealt with on a case-by-case basis. The current route numbers, however, are expected to evolve over time as the network develops. This can be Conclusion achieved through reviews undertaken on a holistic basis for a periodic six-year cycle, wherein the road network is considered in its entirety rather than in a disjointed manner. 3 Recommendation PHILIPPINE NATIONAL ROAD NETWORK III. National Road Length 01 02 03 04 5 Table J summarizes the progression of the Philippine National Road Network, focusing on the annual Conceptual Framework 03 increase in road length per national road classification (i.e. Primary, Secondary, and Tertiary). According to the data presented, the highest annual increase in national road length Methodology occurred from 2020 to 2021, with a 3.42% growth rate. Whereas, for the year 2022, there has been an increase of 101.42 km or 0.30% in the total road Data Analysis length from the previous year attributable to newly- converted road sections. Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK III. National Road Length 01 02 03 04 5 Conceptual Framework 03 Methodology Data Analysis The country’s national road network is predominantly concrete surfacing at 65.04% or 22,343.02 km from the total length of 34,352.40 km. Whereas, asphalt-surfaced roads which comprise 33.93% of the total road network constitutes the 11,654.17 km from the total road Conclusion length in CY 2022. On the other hand, gravel and earth surfaced roads are 0.97% and 0.06% or 334.08 km and 21.12 km, respectively, of the total national roads Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK IV. Road Condition 01 02 03 04 5 Conceptual Framework 03 Methodology Data Analysis Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK IV. Road Condition 01 02 03 04 5 Conceptual Framework 03 Methodology Data Analysis Conclusion Recommendation 3 PHILIPPINE NATIONAL ROAD NETWORK IV. Road Condition 01 02 03 04 5 Conceptual For Framework 03 the year 2022, record shows that out of the 34,352.40 km total length of national road, 36.91% is in good condition, 36.59% in fair condition, 13.04% in poor condition, 7.25% in bad condition Methodology while 6.22% of the total road network are yet to be assessed. Data Analysis Conclusion Recommendation 3  Chapter 2 Road patterns are of great use in urban highway planning. The choice of a road pattern depends upon the extent of land use or the 01 02 03 distribution of residential, industrial and business areas in a city, the nature of the terrain, and the planner’s preferences. 04 5 The main patterns in use in urban areas are: Conceptual Framework 03 1. Grid Iron Pattern: This is also known as rectangular or block pattern and is perhaps the Methodology simplest (Fig. 1.5). The Romans preferred it, as have the Americans who adopted it in many of their cities. This is easy to set out in straight lines and rectangular co-ordinates, and is suitable for flat terrain Data Analysis The disadvantages of this pattern are monotonously long streets and the inconvenience in traffic operation. There are also certain advantages such as bypassing any road with traffic congestion and the convenience Conclusion of imposing one-way traffic, if necessary, making alternate streets with one- way traffic in opposite directions. Recommendation 3  Chapter 2 2. Radial Pattern: 01 02 03 In this pattern, roads emanate from a central focal area, 04 5 which may be a business centre or an important public building. In order to ease the congestion in the focal area, ring roads are provided; there can be several such roads— Conceptual inner, intermediate and outer—depending on the Framework requirements of the traffic. 03 The Methodology shape of a ring road may be round, square, or elongated. Based on this, the pattern may be star and grid, or star and circular. The star and grid pattern, or the radial and block pattern has been the basis of the Nagpur Road Data Analysis Plan, and it has been adopted in a number of Indian cities (Fig. 1.6). Conclusion The star and circular pattern, also known as the radial and circular pattern, has been adopted in certain cases, although in a limited way. A classic example is the Connaught Place area of New Delhi. (Fig. 1.7) Recommendation 3  Chapter 2 3. Hexagonal Pattern: 01 02 03 04 5 The basic figure of the road network in this case is a hexagon; each hexagon has at least one side common with an adjacent pattern, as shown in Fig. 1.8. Conceptual Framework 03 The hexagonal pattern can be modified by dividing the hexagon into six triangle units by link roads; this facilitates travel from one Methodology place to any other place in the area in the minimum possible time, compared to any other pattern. This, in fact, is known as a ‘minimum travel pattern’ and was used in certain cities to great advantage. Data Analysis Conclusion Recommendation 3  Chapter 2 Highway Alignment: The laying out of the center line of a proposed highway on the ground is called 01 02 03 its ‘alignment’. A new road should be aligned carefully since any change in alignment may not be possible or may be expensive at a later stage, owing to 04 5 increased land acquisition costs and roadside structures constructed after the road has taken shape. Conceptual Framework Requirements of an Ideal Alignment: 03 1. Directness: Methodology The aligned route between end points should be as direct as possible and result in the minimum possible length under the circumstances. Data Analysis 2. Ease of Construction, Maintenance and Operation: The alignment should be such that it is easy to construct, maintain and operate the highway. The curves and gradients should be easy. Conclusion 3. Safety: Safety for the road-users should be the primary consideration; the stability of natural slopes and man-made slopes for embankments and cuttings should be 3 Recommendation ensured to prevent possible accidents.  Chapter 2 4. Economy: 01 02 03 The overall cost of construction and maintenance of the road, as also the operation cost of the vehicles should be 04 5 as low as possible. Conceptual Framework 5. Special Considerations: 03 Depending upon the purpose of the highway and the characteristics of the terrain, special considerations may be Methodologyneeded as in the case of hill roads or ghat roads. Data Analysis Conclusion Recommendation 3  Chapter 2 01 Horizontal Alignment: 02 03 This is the alignment of the roadway in the horizontal 04 5 The alignment may be smoothened as shown in Fig. 2.1: plane; although it is ideal to have a straight route between end points, it is practically impossible owing to several Conceptual 03 constraints. A change in direction necessitates the use of Framework horizontal curves for smooth flow of traffic. Vertical Methodology Alignment: Although it is ideal to have a roadway at the same elevation throughout, this is almost impractical and gradients or slopes along the length become mandatory. A Data Analysis change in gradient calls for curves in the vertical plane; vertical curves should be designed and constructed for smooth flow of traffic based on several criteria. Conclusion Recommendation 3  Chapter 2 Factors Controlling Alignment: 01 will be based on 02 a careful consideration03 The selection of alignment of a proposed new highway route of the following 04 5 factors: Conceptual Framework 1. Obligatory Points: 03 These are the points through which the alignment has to Methodology necessarily pass for maximum utilisation of the road (Figure 2.2). While aligning a new highway route between two end points, it would be necessary to make it pass through places of importance. This may be based on the population that Data Analysis can be served, or places of business or industrial importance. Conclusion Recommendation 3  Chapter 2 2. Topographical Features: 01 02 Topographical features like a lake or a hillock03 may require the alignment to be taken around them. In the case of a big hill the 04 5 option of constructing a tunnel through it for maintaining a straight alignment can be considered. The relative costs of these options have to be studied to finalise the alignment. Conceptual Framework 03 Figure 2.3 shows a change in alignment around an obstruction caused by a lake and a hillock. Methodology Data Analysis Conclusion Recommendation 3  Chapter 2 3. Geometric Design Aspects: 01 02 03 Factors such as radius of curve, longitudinal gradients, sight 04 5 distances, road intersections, design speed, lateral friction, and super-elevation govern the alignment to a considerable degree; radii of horizontal curves and longitudinal gradients should Conceptual facilitate easy maneuvering of vehicles. Framework 03 4. Cross-Drainage Needs: Methodology The alignment should be such that bridges are located at right angles to the direction of flow of the stream or river (Fig. 2.4). Data Analysis Conclusion Recommendation 3  Chapter 2 5. Deviations Dictated by Circumstances: 6. Proximity to Materials and Labor: Although a straight horizontal road is the best option, it Proximity to the sources of materials for road- 01 02 is highly monotonous for a driver; so, to divert 03 04 5 making and the availability of cheap labor may be a criterion for fixing the alignment. attention on a straight road and break the monotony, a slight bend or curve may be created at least once in a 7. Economic Considerations: kilometer or two to make the driver alert. Obstructions Conceptual such as places of worship (such as established temples Framework 03 Before an alignment is chosen, two or three and churches), monuments of historical interest, public alternative routes may have to be investigated buildings such as hospitals and educational institutions and their overall cost – initial outlay and maintenance cost over a design period – and utility services like water supply and sewerage Methodology compared. The route with the best economy is lines and overhead transmission lines may necessarily then selected. have to be bypassed. Data Analysis 8. Political Considerations: This may dictate deviation in the alignment of the roadway, leaving sufficient margin for these Sometimes, political considerations may dictate the choice of alignment, setting aside even hindrances. Sometimes, the alignment may have to be Conclusion economic considerations. Of course, the other changed to bypass expensive private property or important criteria have to be necessarily borne in agricultural or industrial area. mind. Recommendation Design Guidelines, Criteria & Standards Volume 2B ENGINEERING SURVEY S 2015 Edition ENGINEERING SURVEY INSTRUMENTS Old Survey Instruments ALTIMETER SEXTANT ALIDADE WITH PLANE TABLE measure the altitude of an object measure angles, primarily for drawing lines of sight on a distant above a fixed level. altitude of celestial bodies. object and for measuring angles ENGINEERING SURVEY INSTRUMENTS Old Survey Instruments TELESCOPE SURVEYORS’ LEVEL SEMICIRCUMFERENTOR observation of remote measure the height of measure and lay off objects by collecting distant points in relation to angles, and establish line electromagnetic radiation a bench mark. of sight ENGINEERING SURVEY INSTRUMENTS Old Survey Instruments THEODOLITE ENGINEERS’TRANSIT measures both measures both the horizontal and the horizontal and vertical angles vertical angles ENGINEERING SURVEY INSTRUMENTS TOTAL STATION Common Survey Instruments Today Measures horizontal and vertical angles and its sloping distance GNSS RECEIVER Calculates a position from a computed ranges of all DIGITAL LEVEL visible GNSS Satellites Measures horizontal distance and vertical elevation ENGINEERING SURVEY INSTRUMENTS Advance Survey Instruments Today TERRESTRIAL 3D SURVEY GRADE MOBILE LASER LASER SCANNER MAPPING DRONE SCANNER Collects a 3 dimensional Collects digital Collects a 3D data of data of a geometric photographs that can geometric samples samples generate point cloud data while in motion ENGINEERING SURVEY INSTRUMENTS Advance Survey Instruments Today LIGHT DETECTION AND RANGING (LiDAR) AIRBORNE CAMERA Collects a 3D data of geometric samples Collects digital photographs that while in motion can generate point cloud data ENGINEERING SURVEY INSTRUMENTS Hybrid Survey Equipment TOTAL STATION AND MULTISTATION (SCANNER GNSS EQUIPMENT AND TOTAL STATION) SURVEY EQUIPMENT COMPARISON Source: Surveying with GPS, total station and terrestrial laser scanning: a comparative study by S.D. Chekole, 2014 SURVEY EQUIPMENT COMPARISON Source: Surveying with GPS, total station and terrestrial laser scanning: a comparative study by S.D. Chekole, 2014 ENGINEERING SURVEY INSTRUMENTS Hydrographic Survey Equipment ECHO-SOUNDER TOTAL STATION/GNSS EQUIPMENT REFERENCE DATUM Mean Sea Level Philippine Reference System of 1992 PRS92 Datum origin is located at Mataas na bundok, Mogpog, Marinduque COORDINATE SYSTEM Philippine Plane Coordinate System (PPCS) – PRS92 Ellipsoid Clarke’s Ellipsoid of 1866 Projection Transverse Mercator, in zones of two degrees net width Point of origin Intersection of the equator and the central meridian of each zone, with a northing of 0m and an easting of 500,000 m. Scale factor at 0.99995 central meridian Extents of zones Zone Central Meridian Limits I 117° E 116° 00’ to 118° 30’ II 119° E 117° 30’ to 120° 30’ III 121° E 119° 30’ to 122° 30’ IV 123° E 121° 30’ to 124° 30’ V 125° E 123° 30’ to 127° 00’ PROJECT CONTROL SURVEYS Requirements 1. Must be in reference with PRS92 and Mean Sea Level 2. Must be conducted by or under the supervision of qualified professional pursuant to RA 8560, otherwise known as the Philippine Geodetic Engineering Act of 1998, as amended. HORIZONTAL POSITIONING Methodology 1. The nearest PRS92 stations can be researched from the NAMRIA Website www.namria.gov.ph 2. Position determination by GNSS a. Static Method b. Real-Time Kinematics (RTK) Method 3. Traverse using Total Stations ELEVATION MEASUREMENT Methodology 1. Differential Leveling using Precise Level and/or Digital Level 2. Trigonometric Leveling using Total Stations 3. Height from GNSS Survey Grade Receivers QUALITY CONTROL IN SURVEYS The project control must be connected to at least three (3) existing PRS92 stations for horizontal accuracy and two (2) NAMRIA Benchmark for vertical accuracy. SURVEY MONUMENTS 1. Accessibility 2. Ground Stability 3. Security to disturbance or destruction ALTERNATIVE STATE-OF-ART SURVEYING AND MAPPING TECHNOLOGIES DIGITAL PHOTOGRAMMETRY A primary technology for providing the necessary base maps for engineering projects. LIGHT DETECTION AND RANGING (LIDAR) A remote sensing method that uses light in the form of pulse laser to measure ranges to the earth.  TERRESTRIAL LASER SCANNER A ground-based technique using a laser beam to scan the surface – storing the position and elevation of the surrounding object to measure the position and dimension of object.  TERRESTRIAL LASER SCANNER A ground-based technique using a laser beam to scan the surface – storing the position and elevation of the surrounding object to measure the position and dimension of object. TERRESTRIAL LASER SCANNER Sample Project: C5 Katipunan – CP Garcia Intersection Project Details The project composed of fifty five (55) scan stations staggered in every directions to get every little details necessary for the project. It was set to medium resolution to take point cloud data at an approximate spacing of 20 mm. Point clouds was referenced from a NAMRIA Control Points inside the University of the Philippines using the GS15 GNSS Receiver. TERRESTRIAL LASER SCANNER Sample Project: C5 Katipunan – CP Garcia Intersection Project Details Scan world point clouds spaced from to 10 to 100 mm depending on resolution and sight angle from the instrument to the surface. Thus, smaller spacing of points indicates better accuracy on volume calculation, horizontal and vertical design of the proposed structure. Attached views are the Triangular Irregular Network (TIN) surface of the project containing typical dense spacing of points in the cloud as uploaded in Civil3D. TERRESTRIAL LASER SCANNER Sample Project: C5 Katipunan – CP Garcia Intersection Project Details Scan world point clouds spaced from to 10 to 100 mm depending on resolution and sight angle from the instrument to the surface. Thus, smaller spacing of points indicates better accuracy on volume calculation, horizontal and vertical design of the proposed structure. Attached views are the Triangular Irregular Network (TIN) surface of the project containing typical dense spacing of points in the cloud as uploaded in Civil3D. TERRESTRIAL LASER SCANNER Sample Project: C5 Katipunan – CP Garcia Intersection Project Details Electrical wiring connections and electrical posts can detailed in the drawing. Together with the Truview, the designer can also verify the type, location and size of materials and its exposed height. Attached view is a Electrical Layout Plan of C5 Katipunan Truview of CP Garcia Ave and C.P. Garcia Intersection and Truview of Station 5. Electrical Plan Electrical Plan TERRESTRIAL LASER SCANNER Sample Project: C5 Katipunan – CP Garcia Intersection Project Details Irregular shapes of structures are drawn in the plan accurately and reviewing this details can easily be done using Truview without visiting the site. Attached is the Horizontal and Vertical Plan (existing) of the project and the Truview of Scan Station 2. BATHYMETRIC LIDAR A method used to determine water depth by measuring the time delay between the transmission of a laser light pulse and its return signal. INTERFEROMETRIC SYNTHETIC APERTURE (IFSAR) Involves coherently combining radar measurements made by two or more antennas displaced by a relatively small distance. UNMANNED AERIAL VEHICLE (UAV) Provides aerial photography for engineering surveys covering small areas (100 to 2000 hectares) and have the advantage of rapid, low cost and accurate mapping. GEOGRAPHIC INFORMATION SYSTEM A computer system designed to capture, store, manipulate, analyze, manage, and present all types of geographic data. SIMULTANEOUS USE OF EQUIPMENT GNSS EQUIPMENT UNMANNED AERIAL SYSTEM 3D LASER SCANNER SURVEY FOR HIGHWAY PROJECTS Steps in Highway Surveying MAP REVIEW, GROUND EXAMINATION, STEREOSCOPIC RECONNAISSANCE EXAMINATION OF AERIAL PHOTOS, OCULAR INSPECTION AND OTHER AVAILABLE DATA. NARROWING DOWN CHOICES TO ONE OR TWO BEST ROUTE CONSIDERING RROW, LAND USE, LENGTH, ALIGNMENT AND ROUTE SELECTION GRADE, WATERWAY CROSSINGS, CONSTRUCTION COST AND USER BENEFIT RATIO. PRELIMINARY AERIAL SURVEY AND MAPPING, GROUND SURVEY SURVEY OFFICE PLANNING BEST LINE IS PLOTTED ON THE TOPOGRAPHIC MAP CENTERLINE STAKEOUT, PROFILE AND CROSS-SECTION, FINAL LOCATION SURVEY DRAINAGE SURVEY, ROW-SURVEY, PARCELLARY SURVEY SURVEY, AS-STAKED SURVEY AND AS-BUILT SURVEY SURVEY FOR HIGHWAY PROJECTS Procedures 1. Reconnaissance A rapid and critical general examination of the terrain through which the road is to pass for the purpose of identifying all possible routes worthy for further examination and eliminating all but the best option. Can be aided by available maps, aerial inspection and photographs and site inspection. Alternative method includes Digital Photogrammetry, LiDAR, IFSAR and UAV SURVEY FOR HIGHWAY PROJECTS Procedures 2. Route Selection Narrow down the choice of route to one or two best locations within the general route A cost-benefit ratio shall be established for each route The selection may be concluded until field verification is made. SURVEY FOR HIGHWAY PROJECTS Procedures 3. Preliminary Survey a. Aerial Surveying and Mapping b. Ground Survey 4. Office Planning 5. Final Location Survey a. Centerline Stakeout b. Profile and Cross-section c. Surface Drainage Survey d. Right-of-Way Survey e. Parcellary Survey f. As-Staked Survey g. As-built Survey SURVEY FOR HIGHWAY PROJECTS Requirements Maximum Cross-section/Profile Interval (meters)* General Terrain Type Master Plan / Detailed Engineering Feasibility Study Pre-Feasibility Study Design Flat 500 200 20 Rolling 250 100 20 Mountainous 100 50 20 *In addition, cross-section and profile should be taken at points where abrupt changes in terrain slope occur. SURVEY FOR HIGHWAY PROJECTS Survey Output 1. Field Notes in a hardcopy signed by Geodetic Engineer. 2. DEM data x, y, z coordinates in file formats such as LAS or ASCII text file format 3. Images, if any, in file formats such as GeoTIFF 4. Hardcopy and digital files of the survey plans, drawings and reports SURVEY FOR HIGHWAY PROJECTS Survey Output - PLANS 1. Preliminary Survey Plans 2. Final Survey Plans 3. Parcellary/Right-of-Way Plans SURVEY FOR HIGHWAY PROJECTS Survey Output - REPORT 1. Identification and History of Survey 2. Traffic 3. Topography, Existing Land Use and Utilities 4. Proposed Alignments and Grades 5. Drainage 6. Construction Materials 7. Right-of-Way 8. Special Considerations 9. Computations and Supporting Documents SURVEY FOR HIGHWAY PROJECTS Topographic and Survey Plan Checklist Thank you!