Republic of the Philippines

CAMARINES SUR POLYTECHNIC COLLEGES

Nabua, Camarines Sur

College of Engineering and

Architecture

DESIGN OF FOOTBRIDGE CONNECTING SAN RAMON AND STA. JUSTINA,

BUHI, CAMARINES SUR

A Capstone Project Proposal

Presented to
the Faculty of the College of Engineering
Camarines Sur Polytechnic Colleges

In Partial Fulfilment
of the Requirements for the Degree of
Bachelor of Science in Civil Engineering

by

Jean Mae A. Briones

Joanne G. Escolano
Jay-an L. Lanuzo
Jomel L. Ludovice
Dexter B. Nuñez

Engr. Henry P. Turalde

Technical Adviser

January 2023
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Chapter 1

INTRODUCTION

Background of the Study

Global economies rely heavily on infrastructures to satisfy its needs to through

different means of transport. The development of an economy creates a demand for such

improved infrastructures. (Gnap et al, 2022). This implies that in able to achieve a

globally competitive economy, governments must invest in upgrading its infrastructure

for transportation.

The Philippines is currently experiencing rapid urbanization. The Asian

Development Bank estimated that by 2030, about 77% of the population will live in

urban areas (Groff, 2016). There are 120 cities in the country, almost entirely road based

except of Metro Manila. (Collins et al., 2012). On the other hand, rural areas such as the

province of Camarines Sur are separated by rivers and other bodies of water. It is one of

three provinces that are traversed by the Bicol River Basin among Albay and Camarines

Norte. The river basin has a total area of 3,171 square kilometers that crosses 50 towns

and 963 kilometers (DENR, 2015). To minimize the impact of urban congestion, it is

imperative to develop reliable transport means and systems for the remote areas of the

province. However, roads and highways cannot fully serve their purpose without a

structure linking them in between.

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Bridges are extensively used in crossing rivers, valleys, and roads, providing a

passage and connecting other parts of the land. With the recent developments in the

economic aspects of the country, the demand in infrastructure is also growing. A bridge is

a significant transportation structures that lets people explore and connect isolated

portions in the country. It offers vital access between regions and cities, connecting

products and services to their providers and users and vice versa. (Freeby, 2012).

Bridge's sustainability focuses around three pillars, each of which contributes to

the creation of a workable process that combines social, environmental, and economic

measures. Green materials and habitat protection are critical in bridge construction;

nonetheless, greener movements alone will not result in actual sustainability. The

structure must consider the environment, but it must also balance or enhance the

economy within which it is built, as well as balance or improve the social situation of the

area in which it is built. (Thomas, 2020).

Infrastructure should continually improve and maintain its optimal condition.

Defective structures must be fixed or repaired so that people can benefit more. Bridge

maintenance failure can result in the abrupt shutdown of key traffic, resulting in fatalities

and a major decrease in local economic production. The public's safety is one of the

factors addressed when building constructions. Therefore, defective bridges should

undergo extensive upkeep, restoration, or reconstruction.

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According to the Department of Public Works and Highways' bridge inventory

(2020), the total number of bridges nationwide is 8,496, with an aggregate length of

384,221 linear meters; of which, 8,464 (99.62%) are classified as permanent bridges with

an aggregate length of 382,616 linear meters and only 32 (0.38%), with an aggregate

length of 1,604 linear meters, are considered temporary bridges.

Footbridges are frequently placed for the pedestrians to travel across bodies of

water in regions where there are no surrounding roadways for a road bridge. It is also

placed above busy roads to allow pedestrians to pass safely without slowing down cars.

The latter is a form of pedestrian separation construction that is commonly encountered

near schools. This prevents children and elderlies from getting hit moving cars. The

design of footbridges normally follows the same principles as for other bridges. However,

the dead load and live loads are significantly lower compared to road bridges. Dynamic

effects are often given more attention in design.

A footbridge was constructed between Barangay San Ramon and Barangay Sta.

Justina in Buhi, Camarines Sur crossing the Barit River to provide service to residents of

the town, mainly to cater the tourists going to the Sinagpan Spring Resort. It was built out

of light materials such as steel wires and wooden planks. The completion of the

footbridge in January 2019 alleviated the hardships of people that needed to use boats just

to cross the said river. However, due to the flooding of the river, the bridge is impassable

during severe rains or typhoon impacts. Furthermore, after three years of construction,
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typhoons that swept through the Bicol region caused gradual damage to the bridge.

Technically, the bridge is degrading, posing a risk to pedestrians.

The study aims to inspect, examine, and investigate the current state of the

footbridge. to develop a design of a footbridge connecting the two barangays and how it

affects the commuters, residents near the bridge, and the tourists of the Sinagpan Spring

Resort. The researchers utilized Engineering Survey, Structural Analysis, and descriptive

method to identify the problems prevailing at the site and to conduct a certain study. This

research proposes a new bridge design that will replace the old bridge to give more

benefit to the people of the said barangay. The research addressed the deficiencies present

in the existing structure and propose a new one that provides more safety to the public.

This concept builds upon the various insights that have been undertaken by the

researchers and the concerned community concerning the development of the structure to

provide convenience to the local people.

This study provides information that shall aid the involved local agencies and

stakeholders in making decisions regarding the development and construction of the

proposed footbridge design.

General Objective

The researchers aimed to propose a design of a footbridge connecting San Ramon

and Sta. Justina, Buhi, Camarines Sur. They sought to design a footbridge connecting San

Ramon and Sta. Justina, Buhi, Camarines Sur to improve the existing bridge using
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Engineering Survey and Structural Analysis. They focused on the architectural and

structural aspect of the proposed design.

Specific Objectives

Specifically, the researchers were guided by the following objectives:

1. To determine the status of the existing Sinagpan footbridge in terms of:

a. Materials and dimensions

b. Maximum flood levels on the riverside

c. Maintenance activity

2. To design a footbridge in terms of:

a. Architectural aspect

b. Structural aspect

3. To determine the cost of the proposed footbridge design.

Significance of the Project

The result of this study will be beneficial to the following:

Residents. This study will be of great benefit to the residents of Barangay Sta. Justina

and San Ramon, Buhi, Camarines Sur since the bridge is located in between the two

barangays. This bridge design proposal if implemented, will help the community to have

a quality-controlled, engineered bridge that will provide safer transport for people when

crossing.
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Tourists. The proposed footbridge design would improve the tourists’ experience

especially those who are first-time visitors to enjoy their vacations without having to

worry about an unsafe footbridge to reach the nearby Sinagpan Spring Resort.

Local Government Unit. This study may be able to provide a cost-effective bridge

construction design that will help the LGU to better utilize its budget for possible

reconstruction of the bridge.

Construction Industry. Once executed, the proposed footbridge could give jobs to local

construction workers and their contractors. The design could also be replicated and

adjusted to be used on other locations.

Business Industry. The footbridge design could encourage the investors to venture on

the locality and improve their economy. Apart from that, the tourists’ increase could also

improve the local stores’ income.

Researchers. This study is of great importance and will benefit not just the community

but also the researchers themselves. This will help the researchers improve their

knowledge and capability in bridge design and construction and gain experience in the

actual processes of designing a bridge.

Scope and Limitations of the Project

This study aimed to develop a sustainable proposed design to replace the existing

footbridge at Zone 4, San Ramon, Buhi, Camarines Sur. The proposed design retained to
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be a footbridge but it was designed with the use of more durable, safe, and accessible

materials. Furthermore, the design will solely be for pedestrian use. However, the

researchers decided to add motorcycle and bicycles in the load capacity of the design for

the users’ safety.

The study focused on the physical condition of the existing bridge in terms of its

materials, dimensions, as well as its maintenance and safety to develop an improved new

design. Engineering surveys, site inspection, and structural analysis were used by the

researchers in determining the stated aspects of the bridge. The study was further

delimited on the design of the footbridge and its intended cost. The electrical layout and

soil analysis is not within the scope of this thesis. The duration of the study was set to be

from February 2022 until January 2023.

Definition of Terms

To make this study more comprehensive for the readers and to avoid any

misconceptions about the terms used, the following terms were defined conceptually and

operationally:

AASHTO. The American Association of State Highway and Transportation Officials

(AASHTO) is a standards-setting organization that issues specifications, test procedures,

and guidelines that are applied to the planning and building of highways across the

United States. AASHTO guidelines are adapted on the determination of dead load, live
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load, and wind load standards to be used in STAAD software for the proposed bridge

design.

AISC. The American Institute of Steel Construction (AISC) is a standard setting

organization publishing several standards including “ANSI/AISC 360-16 Specification

for Structural Steel Buildings” which is incorporated as part of the International Building

Code. This serves as reference for the steel materials to be used on the footbridge design.

Bridge. A structure designed to cross a physical barrier (such as a body of water, valley,

road, or rail) without obstructing the path below. It is designed to allow passage over a

terrain. In this study, bridge refers to a transportation structure that is used to cross a path.

Flood Level. The height that a body of water (in this study, refers to river) reaches as a

result of overflowing its normal boundaries. The maximum flood level is the highest

point that rainwater and runoff from a flooding event could raise a body of water to.

Footbridge. It is a bridge designed solely for pedestrians. Footbridges are often situated

to allow pedestrians to cross water or railways in areas where there are no nearby roads.

In this study, footbridge refer to either the existing Sinagpan footbridge and the proposed

design.

Dead Load. Dead load is defined the self-weight of a structure, including all of its

components and building materials. In this study, the dead load refers only to the

structural members that were analyzed on STAAD Pro.

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Dimension. A numerical value with a corresponding unit which pertains to the

measurement of a physical quantity, providing a clear and complete description of an

object. Dimensions are measured in this study through the using steel tape and leveling

equipment comprising of theodolite and stadia rod.

Live Load. A term used to categorize a load that is not stationary and varies depending

on the time and situation. Live loads can be caused by anything adding, removing, or

relocating weight on a structure. In bridge design, this includes passing pedestrians on top

of the deck along with their belongings or light vehicles.

Materials. This refers to physical objects which can be used to produce something

when put up together. Materials are chosen depending on its range of quality, properties,

and characteristics. Materials were used in this study to describe the existing footbridge

materials as well as the proposed materials used by the researchers for the proposed

bridge design.

Maintenance. This refers to the activities performed to preserve the continuous and

efficient operation, functionality, and safety of facilities. Maintenance activities are

determined in this study to understand how the current bridge is being upkeep by the

residents and by the two barangays.

Wind Load. It is used to refer to any pressures or forces that the wind exerts on a

building or structure. Wind load is one of the types of loads acting on a bridge. The
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method of calculating the dead load in this bridge design is based on the DPHW vol. 5

Design Guidelines.

Endnotes

Groff, S. P. (2016) “Asia 2030: How it will change in 15 years” Asian Development
Bank <https://www.adb.org/news/speeches/asia-2030-how-it-will-change-15-
years-stephen-groff> (accessed Dec. 14, 2022).

Gnap et al., (2022) “Global Assessment of Bridge Passage in Relation to Oversized and
Excessive Transport: Case Study Intended for Slovakia” <
https://www.researchgate.net/publication/358593070_Global_Assessment_of_Brid
ge_Passage_in_Relation_to_Oversized_and_Excessive_Transport_Case_Study_Int
ended_for_Slovakia> (accessed Dec. 14, 2022).

Collins, A.et al. (2012) “Annual Report 2012: Advancing Regional Cooperation And
Integration In Asia And The Pacific.” Asian Development Bank. <
https://www.adb.org/sites/default/files/institutional-document/33806/adb-annual-
report-2012.pdf> (accessed Dec. 14, 2022).

DENR (2015) “Bicol River Basin.” River Basin Control Office

<https://riverbasin.denr.gov.ph/river/bicol> (accessed Dec. 14, 2022).

Freeby, G. A. (2012). “Bridge Project Development Manual.” &lt;

<http://onlinemanuals.txdot.gov/txdotmanuals/bpd/bpd.pdf&gt;> (accessed Apr.
21, 2022).

Binag, N. D. (2016). “Redesign of plans for the rehabilitation of over-flow bridge at

Barangay Cansan, Cabagan, Isabela.” International Journal of Engineering
Research &amp; Technology, IJERT-International Journal of Engineering Research
&amp; Technology, &lt; <https://www.ijert.org/redesign-of-plans-for-the-
rehabilitation-of-over-flow-bridge-at-barangay-cansan-cabagan-isabela&gt;>
(accessed Apr. 21, 2022).

DWPH (2020). “Department of Public Works and highways.” &lt;

<https://www.dpwh.gov.ph/dpwh/2020%20DPWH%20ATLAS/90%20Bridge
%20WriteUp%202020.pdf&gt;> (accessed Apr. 21, 2022).
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Thomas, E. (2020). “How does sustainability shape bridge construction?” World Cement,
&lt; <https://www.worldcement.com/special-reports/25092020/how-does-
sustainability-shape-bridge-construction/&gt;> (accessed Apr. 21, 2022).

Chapter 2

REVIEW OF RELATED LITERATURE AND STUDIES

This section presents thoroughly analyzed literature and studies that are relevant

to the current study. The review of related literature and studies provides the researchers

with a clear insight of the research topic as it clarifies some vague points about the

problem. The insights gathered from different books, online articles, and both

undergraduate and post-graduate civil engineering theses served as the reference for the

researchers to fully grasp the concepts connected to their topic.

The gathered material was thoroughly examined, compared, and summarized to

serve as the guide in the development of this study.

Bridges

According to Gonzales et al. (2017), bridges have been widely used since the

early times up to the present to cross terrains and allowing people to travel between lands.

Structural steel, reinforced concrete, pre-stressed concrete, and post-tensioned concrete

are the common bridge construction materials, depending on the structural behavior of
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the bridge. Varying environmental conditions and applied loads and such as dead load,

live loads, and environmental loads are needed to be supported by the structure which can

be utilized by using effective structural design processes and techniques. Protective

coatings such as paints are some of the ways for effective bridge maintenance methods to

be considered to avoid deterioration, additional costs, and catastrophic failures.

Footbridge

The demand for pedestrian bridges in terms of bridge structures has grown in

recent years as the use of various materials such as wood, concrete, and iron emerged

(Demirarslan 2017). Pedestrian bridges provide pedestrian safety in a variety of

conditions, including car traffic, livestock, and environmental catastrophes. The

development of pedestrian bridges over railways, highways, sea, or lake transportation

arose during the 19th century with the help industrial revolution and the invention of the

steam train, as well as in the 20th century when automobiles were invented. While being

monumental, these bridges are sometimes turned into spaces that became cities

accessories which adds to the formation of the cultural and historical identity of

settlements.

The safety of vulnerable road users is a problem problem in undeveloped and

developing countries. (Hasan et al. (2020). In these countries, footbridges are the most

inclusive and long-term solution for ensuring that vulnerable road users may cross safely.

Optimization of the footbridges positively affect road safety. Therefore, there is a need to
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analyze the effectiveness of proposed solutions in increasing the utilization of footbridge

for old and new users. Furthermore, footbridge height and its frequency of use have also

been observed as factors in the likelihood of utilizing footbridges.

According to the study of Gutierrez et.al. (2017), there are problems encountered

by children and elderly in using footbridges. The majority of these issues include

tiredness from stair ascending and descending, heat from unprotected bridges, and

lighting. According to their findings, the recommended dimensions of the stair rise built

for children and the senior citizens must be within 5 1/2 inches and 6 1/4 inches, and the

stair tread must be within the range of 11 and 12 inches. The elevation of the handrails

must be 2 ft. for children, while the diameter of handrails should be 1 3/4 inch and 2

inches for the elderly, respectively. The height of the guard rail must be at least 100 cm,

and the widths of the path and stairway should be no less than 5” 3’ ft. Respondents also

favor roofs, leveled floors, ramps, lighting, and security on footbridges.

A barangay in Tuburan, Cebu experiences a perennial problem. Barangay

Fortaliza is situated in the lowlands surrounded by mountainous villages in the same

town. During rainy seasons, the entire 25 hectares of the barangay suffers flooding for the

upland waters. As a result, whenever heavy rains occur, the entire 25 hectares of land in

the area floocausing damage to the agricultural lands, making it inarable for several

months. The Kalahi-CIDSS donated P4,349,934 to build the community's long-desired

22-meter footbridge. Aside from safe passageway, Fortaliza bridg also boosted the
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potential to enhance the delivery of goods and services and the trading industry in the

barangay and its surrounding villages. (DSWD, 2019).

The 70-meter hanging footbridge built by the DPWH Region 11 in Tarragona,

Davao Oriental eases the travel of the tourists and residents. The new footbridge is longer

and higher in elevation than the previous one, allowing residents to cross the river even

during the rainy season. The Limot Footbridge was completed in three (3) months by the

DPWH Davao Oriental First District Engineering Office with a contract amount of P2.96

million (GOVPH, 2018).

Design of Footbridge (Structural and Architectural)

Adriaan Kok (2017) compiled the pictures and the specifications of footbridges

all over The Netherlands. The design procedure followed by the majority of the bridges is

composed of two main stages namely: analysis of requirements and design development.

Analysis of requirements is comprised of (1) Traffic. This is the quantity and frequency

of users and their mode of transportation. Footbridges are mainly designed for pedestrian

use and bikers as well. (2) Context. This is the location and topography of the terrain in

which the footbridge is planned to be constructed of the footbridge and (3) Users.

Meanwhile, the design development includes (1) alignment; (2) bridge design; and (3)

budget. The said criteria are the basis to come up with a design checklist. Kook

concluded that in able to develop a bridge that satisfies the requirements, the following

procedure must be done: (1) Analyze requirements thoroughly. (2) Involve all
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considerations from the start of conceptualization. (3) Create a comprehensive network of

consultancy. (4) Prioritize simplicity and contextual benefit. (5) Outsource only those that

require specialized skills and experience. Moreno et al. (2020) proposed a method for the

calculation of deflection of structures considering its applied pedestrian loads. Their

method is useful during preliminary phase of design because it doesn’t involve any use of

software or complicated techniques. The steps of the technique, as well as the underlying

assumptions, are explained in their work including both vertical and lateral responses

generated by loads. The methodology offered established a tool for assessing the

acceptability of the various design solutions commonly explored in practice. The

proposed methodology assumed that a pedestrian weighing 700 N walking on the bridge

at a step frequency of 1.80 Hz generates peak accelerations of 0.39 m/s2 if the damping

ratio is 0.006 (a common value for steel box girders) or 0.25 m/s2 if the damping ratio is

0.012 (introducing the effects of the large protection panels placed on this bridge that

crosses over a highway). The damping ratio of the first vertical modes was found to be

slightly greater than 0.012 in standard results, and the movements induced by each

pedestrian were less than 0.30 m/s2.

Regarding the sideways accelerations, it is necessary to include the influence of

how the slight movement of the structure can affect the reactions of the pedestrians. Once

the pedestrians become wary of the sidesway movements of the deck, they react by

widening their lateral steps. The spreading of strides causes the upsurge in the transverse

loads. (Ramos et al., 2020). The transportation market is expanding rapidly, particularly
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in developing countries, as the global economy continues to expand. Highway and

railway specifications remain critical, particularly in mountainous and cross-sea areas. As

a result, numerous bridges are currently being built or have been built in the last decade.

The most common types of bridges are cable-supported bridges, which include both

cable-stayed and suspension bridges. Cable-supported bridges are commonly utilized in

highways crossing valleys, rivers, and gulfs due to their outstanding structural

mechanical capabilities and appealing design. (Noori et al. 2021).

According to Mathew et al. (2020), STAAD Pro is the professional's option for

low and high-rise structures, culverts, petrochemical facilities, tunnels, bridges, and piles

at every stage of design and analysis. To produce a correct analysis, a structural engineer

needs determine structural loads, geometry, support conditions, and material properties.

Support reactions, stresses, and displacements are common outcomes of this type of

analysis. This data is then compared to failure criteria. Dynamic response, stability, and

non-linear behavior can all be studied using advanced structural analysis.

The study of Sharma et al. (2021) focused on a footbridge connecting two

buildings in an institution in Jammu, India. The project entailed the thorough design of a

footbridge using both a manual and computerized method. Footbridges, particularly

suspension bridges and beam bridges, can be built in the similarly as other types of bridge

such as road and railways. Guard rails are installed on the majority of footbridges to limit

the risk of pedestrians falling. One of the study's conclusions is that STAAD pro provides
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an exceptionally versatile modeling environment, a wide range of design codes that

involve sophisticated topics of structural engineering.

Bridge engineering structural development and efficiency have received a lot of

attention in the last few decades. As a result of the progress, optimization of the structure

based on mathematical analysis evolved as one of the most commonly used

methodologies for productive and sustainable design in bridge engineering. The literature

review of Zaheer et al. (2022) suggests four categories of optimization such as cost

minimization, structural performance development, minimization of environmental

impact, and multi-objective optimization. With an emphasis toward sustainability and

environmental friendliness, modern footbridges are increasingly becoming aspects of

urban beautification. The NSCP Vol.2 covers bridges and is intended to assist academics

and designers in developing a better plan for designing a bridge. Through this code, the

researchers were given a guide in designing the bridge, which they used to assist in the

planning of the design and construction of the bridge.The railings for a bridge is

determined by various aspects, including geography, composition, and function. The

railing enhances pedestrian safety, appearance, and provides a personal touch to bridge

building. Railings must be classed as concrete, steel, aluminum, or wood based on the

predominant material contained or used. The criteria of Item 403, ASTM A240, Metal

Structures, apply to structural steel railings made of stainless steel and iron plates, forms,

pipes, fittings, and casting. (DPWH, 2013).

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Existing footbridge projects in the area

The GMA Kapuso Foundation donated a footbridge in Barangay San Ramon,

Buhi. The 100-meter steel bridge with concrete abutments seek to boost the economic

potential of the community by linking the village to its surrounding markets and school

districts. An improved floor deck was done using thick steel mesh. The deck's

composition allows water to pass through it as the lake's water level rises. It is typhoon-

resistant and constructed to reduce wind-induced side sway movement. The bridge also

features solar-powered lighting. These lamps do not require manual switch because it has

sensors that automatically turns on when the daylight recedes. It allows residents to cross

the bridge safely, especially during typhoons or other calamities. The Kapuso bridge

connects the 1,532-person town of Barangay San Ramon in Buhi with Camarines Sur

(2010 Census of Population and Housing). The previous wooden hanging bridge easily

deteriorates so it was replaced by an improved design. Resident farmers are now capable

of transporting their locally produced agricultural items to Iriga city's major markets over

the Kapuso bridge. The previous fare for roundtrip on small boats cost around 600 pesos.

They can now sell more goods in less time and save money on transportation. (GMA

New Media Inc., 2018).

Environmental aspect

On-site bridge building, according to Wang et al. (2020), can have a substantial

influence on the environment, mobility, and safety. Bridge building may entail direct and
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indirect environmental and traffic interruptions that outweigh the cost of the structure

itself. Sustainable construction focuses on the keen use of natural resources in order to

lessen the built environment's impact on the environment. Because of their visual value,

these suspension bridges function as landmarks. To encourage the sustainability of self-

anchored suspension bridges, additional research must focus on the utilization of the

latest technologies to lessen its environmental impact.

Maintenance of bridges and footbridges

The study of Chandran (2017) sought to establish a framework for the

maintenance management the existing bridge. As bridge-building technology progressed,

so did the amount of interaction between civilizations. The rise of man and the

development of civilization are inextricably linked to advancements in bridge

construction. The work of maintaining and conserving bridge stock assets is displaying

premature failure due to the collective effect of poor maintenance and structural

insufficiencies to serve the needs of the increased users and decreasing availability of

finances. A bridge is a structure that allows passage over rivers, coastlines, rice fields, or

other obstructions while keeping the path beneath it open. Bridge management systems

are decision-making tools that assist government and private organizations in determining

the feasibility of investing in bridges to improve safety and preserve current facilities.

The study of Ke et al. (2017) focuses on large span footbridges which are known to
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exhibit significant vibration due to dynamic excitation. Via performing buffeting

response analysis, the wind-induced vibration of the deck has been obtained. Then, the

wind-induced vibration comfort evaluation was done and shows that wind affects the

serviceability of large-span bridges.

Synthesis of the State-of-the-Art

The researchers reviewed several studies and literature related to the current

research. To further understand the relationships between the presented studies and

literature, a synthesis of the study was made.

According to Demirarslan (2017), the demand for pedestrian bridges in terms of

bridge structures has grown in recent years as the use of various materials such as wood,

concrete, and iron emerged. A bridge was defined as a structure that allows traversing a

naturally challenging terrain without closing the path u (Chandran, 2017). The most

common types of bridges are cable-supported bridges, which include both cable-stayed

and suspension bridges. Because of their superior structural mechanical properties and

beautiful appearance, cable-supported bridges are widely used in highways crossing

gorges, rivers, and gulfs (Noori et al. 2021). The present study aimed to design a

footbridge similar to the 100-meter concrete and steel bridge by GMA Kapuso

Foundation, replacing the current footbridge constructed between Barangay San Ramon

and Barangay Sta. Justina in Buhi, Camarines Sur crossing the Barit River. This type of

bridge was chosen because of its suitability considering the location which hinders
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transport of materials. Truss type suspension bridge require minimal number of

truckloads of material.

Hasan et al. (2020) revealed that footbridge height and their frequency of use have

also been observed as factors in the likelihood of utilizing footbridges. In addition, the

study of Ke et al. (2017) shows that wind affects the serviceability of large-span

footbridges. Furthermore, varying loads and environmental conditions such as dead load,

traffic, rain, wind, flood, and seismic events are needed to be supported by the structure

which can be utilized by using effective structural design processes and techniques. Some

of the considerable ways for effective bridge maintenance to avoid deterioration,

additional costs, and catastrophic failures are paints, coating, and cathodic protection

(Gonzales et al., 2017). Similarly, the present study focused on determining the design

criteria which involve the type of bridge, the users, and loads. As well as the proposed

design that involves materials, dimensions, load capacity, and new features.

Adriaan Kok (2017) compiled the pictures and the specifications of footbridges

all over The Netherlands. The design procedure followed by the majority of the bridges is

composed of two main stages namely: analysis of requirements and design development.

Analysis of requirements is comprised of traffic, context, and user. Meanwhile, the

design development includes alignment, bridge design, and budget. The current study

focused on the two aspects of analysis of requirement and design development to attain a

functional and desirable design for its end users.

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The study of Moreno et al. considered the lateral acceleration of the bridge with

an assumed 700 newton per pedestrian. In this study, lateral acceleration is irrelevant

since STAAD Pro reports will verify if the deflection is within the allowable range.

Unlike the 700-newton assumed load, the pedestrian live load was based on American

Association of State Highway and Transportation Officials, Load and Resistance Factor

Design (AASHTO LRFD) Guide Specifications for the Design of Pedestrian Bridges

(AASHTO, 2009). In terms of analyzing and designing structures like footbridges,

Mathew et al. (2020) suggested the utilization of STAAD Pro, from model generation,

analysis, and design to visualization and result verification. This suggestion was

supported by one of the conclusions in the study made by Sharma et al. (2021) on the

Analysis and Design of Foot Bridge Connecting two buildings. It demonstrates that

STAAD Pro offers an exceptionally versatile software tool, a wide range of design codes,

and comprehensive coverage any problem in structural engineering. Therefore, the

present study utilized STAAD Pro into designing the footbridge.

The study of Gutierrez et.al. (2017), recommends a railing height of 2 ft, and

handrail diameter for the elderly should be 1 3/4 inch and 2 inches, respectively. The

guard height should be at least 100 cm, and the pathway and stairway widths should be at

least 5” 3’ ft.. The study implemented Gutierrez’ suggestions except for the width of

pathway. The proposed pathway width is 1.40 meters due to structural constraints.

Additionally, the cyclone wires would provide an accessible handle for children serving

the purpose similar to the low railing height that Gutierrez recommended.
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The literature review of Zaheer et al. (2022) suggested four categories of

optimization such as cost minimization, structural performance development,

minimization of environmental impact, and multi-objective optimization. The researchers

considered these aspects in crafting the research procedures. They compared different

types of trusses and selected the most suitable one based on the said criteria. They

considered the conventional methods used in the area as well as the constructability of the

proposed truss design.

In conclusion, the related studies and literature are composed of wide varieties of

methodologies and recommendations that may or may not be applicable to the study.

Each of these insights were considered by the researchers in formulating their own

research procedures and in evaluating the results

Endnotes

Ramos-Moreno, C., Ruiz-Teran, A. M., and Stafford, P. J. (2020). “Guidance for

footbridge design: A new simplified method for the accurate evaluation of the
structural response in serviceability conditions.” Advances in Bridge Engineering,
1(1).

GMA New Media Inc. (2018). “GMA Kapuso Foundation turns over the second
footbridge to the community: GMANetwork.com - Foundation - Articles.” GMA
Network, <https://www.gmanetwork.com/kapusofoundation/articles/2018-05-
21/258/gma-kapuso-foundation-turns-over-second-hanging-bridge-to-the-
community/> (accessed Mar. 20, 2022).

Hasan, R. and Napiah, M. (2017). Utilization of Footbridges: Influential Factors and

Improvement Proposals. <https://eprints.qut.edu.au/133645/9/133645.pdf>
(accessed Mar. 9, 2022).
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Gutierrez, J. L. J., Perez, E. J. N., Lainly D., and Custodio, B. P. (2017). “Ergonomic
design and assessment of footbridges for Filipino ... - JST.”
<https://www.jstage.jst.go.jp/article/jje/53/Supplement2/53_S636/_pdf/-char/ja>
(accessed May 29, 2022).

DSWD (2019). “New Footbridge paves a safer path for community folks in flood-prone
town.” Department of Social Welfare and Development,
<https://www.dswd.gov.ph/new-footbridge-paves-a-safer-path-for-community-
folks-in-flood-prone-town/> (accessed May 29, 2022).

GOVPH. (2018). “DPWH builds hanging footbridge for a secluded barangay in Davao
oriental.” DPWH builds hanging footbridge for a secluded barangay in Davao
Oriental | Department of Public Works and Highways,
<https://www.dpwh.gov.ph/dpwh/news/12907> (accessed May 29, 2022).

Demirarslan, D. (2017). “Pedestrian Bridges and Passages in Terms of Space Design.”

IJASOS-International e-Journal of Advances in Social Sciences. Pp. 43-51, Vol. 3,
7.

Gonzalez, A., Schorr, M., Valdez, B. & Mungaray, A. (2020). Bridges: Structures and
Materials, Ancient and Modern. <https://www.intechopen.com/chapters/70758>
(accessed Mar. 12, 2022).

Ramos-Moreno, C., Ruiz-Teran, A. M., and Stafford, P. J. (2021). “Impact of stochastic

representations of pedestrian actions on serviceability response.” Proceedings of
the Institution of Civil Engineers - Bridge Engineering, 174(2), 113–128.

Kok, A., and Degenkamp, N. (2017). “Dutch Design Guide for Bicycle and pedestrian
bridge design.” Footbridge 2017 Berlin - Tell A Story: Conference Proceedings 6-
8.9.2017 TU-Berlin.

Noori., N. L. Y. L. M. (2021). Reliability and safety of cable-supported bridges. Taylor

and Francis.

Wang, X., Wang, X., Dong, Y., and Wang, C. (2020). “A novel construction technology
for self-anchored suspension bridge considering safety and Sustainability
Performance.” MDPI, Multidisciplinary Digital Publishing Institute,
<https://www.mdpi.com/2071-1050/12/7/2973> (accessed Feb. 16, 2022)

Chandran R.V. (2017) “Automation and Management System for Bridges” International
Journal of Engineering Research & Technology (IJERT) ETCEA – 2017 (Volume 5
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– Issue 08), <https://www.ijert.org/automation-and-management-system-for-
bridges> (accessed Apr. 17, 2022).

Mathew, M., and Kurian, S. T. (2021). “Comparison of analysis of normal bridge and
horizontally curved bridge.” International Journal of Engineering Research &
Technology, IJERT-International Journal of Engineering Research & Technology,
<https://www.ijert.org/comparison-of-analysis-of-normal-bridge-and-horizontally-
curved-bridge#google_vignette> (accessed Mar. 19, 2022).

Sharma, A., Kumar, A., Sharma, S., Chib, A. S., and Abrol, R. (2020). “Analysis and
design of Foot Bridge connecting (2nd floors) of Block A and block B of Miet,
Jammu.” International Journal of Engineering Research & Technology, IJERT-
International Journal of Engineering Research & Technology,
<https://www.ijert.org/analysis-and-design-of-foot-bridge-connecting-2nd-floors-
of-block-a-and-block-b-of-miet-jammu> (accessed Apr. 17, 2022).

Zaheer, Q., Qamar, F., and Yonggang, T. (2022.). “Literature review of bridge structure's
optimization and it's development over time.” researchgate.net, &lt
;https://www.researchgate.net/publication/357628365_Literature_review_of_bridge
_structure's_optimization_and_it's_development_over_time&gt; (accessed May 31,
2022).
“National structural code of the Philippinews NSCP volume II bridges 2nd edition.”
(2015.). Scribd, Scribd,&lt;
https://www.scribd.com/document/411393517/30549882-National-Structural-
Code-of-the-NSCP-Volume-II-Bridges-2nd-Edition-pdf&gt; (accessed May 31,
2022).
AASHTO (2009) “Guide Specipfications for the Design of Pedestrian Bridges”
https://issuu.com/pedroantoniojimenezsanchez/docs/aashto-lrfd-
guidespecfordesignof-pe (accessed May 31, 2022).
GOVPH. (2021). “DPWH STANDARD SPECIFICATIONS FOR HIGHWAYS,
BRIDGES AND AIRPORTS, VOLUME II, 2013 EDITION.”
&lt;https://pfda.gov.ph/images/Invitation_to_Bid/BID_DOC_LFPC_CONST_PRO
J__Part_2.pdf&gt; (accessed May 31, 2022).
Wang, D., Ke, L., and Ma, R. (2017). “Assessment of vibration serviceability of a large-
span cable-supported footbridge in the scenic area.” Structurae, &lt;
https://structurae.net/en/literature/conference-paper/assessment-of-vibration-
serviceability-of-a-large-span-cable-supported-footbridges-in-the-scenic-area&gt;
(accessed Apr. 21, 2022).
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Chapter 3

METHODOLOGY

This chapter presents the procedures as well as the methods that the researchers

used throughout the study. It comprises the research method, research setting, and

research procedures.

Research Method
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Research methods are specific procedures for collecting and analyzing data.

Developing the research methods is an integral part of the research design (Scribbr,

2022).

Descriptive and developmental research method, engineering survey, and

documentary analysis were used in the study. Descriptive research entails gathering data

to test hypotheses or answer questions about the current state of the subject of study,

whereas developmental research is the systematic study of designing, developing, and

assessing instructional programs, processes, and products that must fulfill internal

consistency and the criteria for effectiveness. The researchers adopted the descriptive

method to describe the gathered data, the methods, as well as the series of procedures

necessary in fulfilling the study. Purposive sampling was used in which the respondents

are the residents of Barangay San Ramon, Buhi, Camarines Sur that usually take the said

bridge and are willing to entertain an interview about their user experience and the

maximum flood level in the area. Engineering survey and inspection of the footbridge

were conducted to further investigate and assess its condition. The researchers not only

measured the elevation of the existing footbridge but also the surrounding structures in

which some residents referred to as a reference point to measure the maximum flood

level on the area.

Research Setting
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The project is located in Buhi River at Barangay San Ramon, Buhi. As shown on

the map, San Ramon and Sta. Justina are situated at approximately N 13o 24’ 594” and E

123o 28’ 39.36” and N 13o 24’ and E 123o 29’ 13.92” respectively on the island of Luzon.

The elevation was estimated at 120.4 meters or 395.0 feet above mean sea level. The

vicinity is situated on the western part of the Municipality of Buhi, Camarines Sur, about

5.5 kilometers away from the Buhi Proper.

Figure 1. Map of Barangay Sta. Justina and San Ramon

Figure 1 shows the map of Barangay Sta. Justina and San Ramon of Buhi sourced

form OpenStreetMap (2022). The map clearly shows the water flow area and barangay

roads. According to the summary of the barangay registry, the number of households at
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Zone 4, San Ramon, Buhi is 24, with a family of 25 and population of 104 as of October

2022; on the other hand, the number of populations at Zone 2 is 1086 as of April 2020.

Figure 2. Topographic Map of the Footbridge

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Figure 2 shows the topographical hazard map (Mines and Geosciences Bureau,

2022). It shows the close up and an actual photo of the footbridge itself. It is situated

along the boundary of the two barangays namely Sta. Justina and San Ramon. The map is

a part of the municipal hazard map of Buhi, Camarines Sur. The site is within the Very

High Susceptibility (dark blue). The researchers used hazard map as reference to

highlight the experienced flood levels in the area.

Figure 3. Existing Footbridge

Figure 3 shows the existing footbridge. It shows the current conditions of the

footbridge and its surrounding premises. Theses premises also served as reference points

that the residents used to describe the maximum flood levels. The distance of the
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footbridge from the main road is 1.3 km. The distance was measure using Strava Mobile

App

Research Procedure

The methods and procedures followed by the researchers in collecting data and

necessary information in fulfilling the scope of the study were categorized into the

following phases:

1. Site Inspection

To develop a better design for the bridge, the researchers conducted an ocular site

inspection at Barangay San Ramon, Buhi to inspect the current status of the bridge. A

general inspection was done to gather necessary data on the existing bridge as well as

to check the condition of the site itself. The researchers inspected the condition of the

research setting and also identified the problems prevailing at the site and the

structure. Through the inspection process, the researchers also recognized the

resident’s needs about crossing the footbridge.

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Figure 4: Site Inspection

As shown in Figure 4, the researchers were conducting a site inspection,

measuring the length and width of the structure. A site inspection was also

conducted to check the site and structure as well to gather the necessary data

needed for the study.

2. Data Gathering

This involves collecting essential information as well as analyzing other necessary

data relevant to the study.

2.1 Documentary Analysis

The researchers gathered data and information to examine the necessary

records, documents, and physical aspect of the existing footbridge in “Sinagpan”

Bridge San Ramon, Buhi. Before the inspection of the site, the researchers also

asked permission from the respective officials of the Barangay.

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Figure 5. The Sinagpan Footbridge

Shown in Figure 5 is the existing footbridge built above the Barit river,

since it is the passage to cross the said river, the footbridge is also called the

“Sinagpan” bridge. The footbridge connects the barangays of San Ramon, Buhi

and Sta. Justina, Buhi.

2.2. Interview

The researchers conducted an informal interview with the barangay

officials of San Ramon, Buhi. It was done to personally know more about the

current status of the footbridge.

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Figure 6. Interview with the Residents

Figure 6 shows the researchers conducting interview with the residents

about the maximum flooding level on the area. The results of these interviews

served as the basis for the new elevation of the proposed design.

A local resident stated maximum water level observed by the resident

reaches the water pipe, which is 0.4 m down from the natural ground line of the

ramps’ column.

Another male householder claimed that prior to pandemic, the highest

water level he saw reached a section of the garage that is 5 meters from the

bridge. He was referring to typhoon Usman from 2018, which occurred before

the pandemic.

On the other hand, one resident stated that on that day of Typhoon Rolly,

there were a lot of water lilies and that the highest water level she had observed

did not go above the bridge deck. Under storm signal no. 4, Rolly’s wrath

reaches on Buhi. On November 1, 2020, super typhoon Rolly is seen barreling

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towards the Bicol region in the eastern Philippines with sustained winds of 215

kph (133 miles) and gusts of up to 265 kph (164 mph).

A respondent from Zone 1 Sta. Justina (around 50 meters away from the

footbridge) said that when the time she visited in Zone 4 San Ramon where her

parents living, the bridge is not accessible because of high level of water and lots

of water lilies interception on the way. They access the place through walking on

a large steep hill of San Ramon. That typhoon was Typhoon Usman of 2018

which is also causes a flood in some sector of Zone 1, Sta. Justina. She also

shared about their relatives’ house which is destroyed by the aforementioned

typhoon.

Lastly, another resident mentioned about the maximum flood level that

occurred in typhoon the year 2022 had reached approximately 0.3 from the

natural ground line of the ramp’s column. Furthermore, Typhoon Usman which

lasts for 3 days of heavy rains in Buhi causes high water level in Sinagpan

Bridge nearby area. Their house was unfortunately damaged by the phenomenon.

3. Engineering Survey
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Figure 8. Measurement of the Elevation and Bridge Span

Show in Figure 8 are researchers conducting Engineering survey to

measure the dimension and elevation of the existing footbridge as well as the

ground level in which the abutments will be constructed in the proposed design.

Theodolite, stadia rod, and steel tape are among the tools that they used.

4. Design and Analysis

The researchers took various considerations and used several factors in

developing a new design of the bridge to replace the Sinagpan footbridge in San

Ramon, Buhi. Through the use of design theory, the researchers were able to evaluate

the plans to be developed. The researchers used the gathered data to create the

structural plans and architectural plans of the proposed footbridge design.

The researchers utilized the DGCS and AASHTO to develop a standard plan

and effective design. The design proposal includes the footbridge’s dimensions, floor

plan, elevations, RSB details, and column section.

4.1 Criteria for Design

In developing the proposed footbridge design, a certain set of

requirements was administered by the researchers: the site location must be based

on the NSCP 2015 (National Structural Code of the Philippines); and AASHTO

(American Association of State Highway and Transportation Officials).

4.1.1 Location
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The site location was taken into consideration in developing the proper

design of the footbridge. The location of the footbridge is accessible to people

and is in a good condition to provide ease and safety even during heavy rains

and floods.

4.1.2 DGCS (DPWH Design Guidelines, Criteria and Standards); NSCP

2015 (National Structural Code of the Philippines) and AASHTO

(American Association of State Highway and Transportation Officials)

The specifications and considerations within these are fundamental in

developing the main design of the footbridge. To develop a strong structure

and ensure the safety of passers, the footbridge was designed and constructed

conforming to the local standards and specifications. Some of the standards

were employed on the slab, column, and footings of the footbridge.

4.2 Details of Design

Based on the specified criteria and requirements, the researchers provided

layouts, bridge plans, and elevation of the proposed design of the footbridge based

on the DPWH Design Guidelines, Criteria and Standards Volume 5: Bridge

Design.

4.3 Design Analysis

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The researchers made several designs that include methods, computations,

and designs based on the NSCP and AASHTO standards and criteria. The details

of the design were presented, interpreted, and discussed in the next chapter.

5. Cost Analysis

The researchers employed a design and thorough estimates using a

standard format based on the strategy and design. The researchers calculated the

overall cost of construction, the total cost of labor and materials together with the

cost estimates. The researchers also identified the actual unit cost in each of the

items of work such as earthworks, concrete, masonry work, and painting work

required. The researchers created a design and comprehensive estimates using a

standard format based on the strategy and design.

Analytical Tool

This research made use of Structural Analysis and Design (STAAD) software as a

tool to provide accurate data analysis and design specifications of the bridge. STAAD Pro

is a structural design software application that is popularly used for the analysis and

design of structures like buildings, bridges, towers, and other industrial or utility

structures. It allows civil engineering individuals in analyzing structural designs in terms

of the loads and load combinations, design standards, steel and foundation design

features, model generation and editing, seismic analysis, etc. which are the advanced

features of the software.

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Conceptual Framework of the Project

The conceptual framework provides an overview of the concepts to outline the

step-by-step procedure of the entire study. Figure 9 shows the steps that guided the

researchers in the development of this study. It covers the processes involved in the

formulation of the study. It shows the input, throughput, and output of the study.

Input. The input block involves the detailed specifications of the existing

footbridge, the site location as well as the codes and specifications of AASHTO LRFD

and NSCP Vol.2. The necessary basis for the development of the study includes the target

area and occupants. This information guided the researchers in the gathering and

preparation of the needed data.

Throughput. The process and methods used in the study were noted in the

throughput block. This block includes the (1.) Site inspection; (2.) Data gathering; (2.1.)

Documentary analysis; (2.2) Interview; (3.) Engineering Survey; (4.) Design and

Analysis; and (5.) Cost Analysis.

Output. The result or output of the study was shown in this block. The

application of the DPWH Design Guidelines, Criteria and Standards, AASHTO LRFD

Bridge Design Specification, and the National Building Code of the Philippines Vol.2

served as the basis of the standards used in the proposed design to ensure that it is safe

yet economical. At the end of the study, the output will serve as the basis if the proposal

is feasible or not.
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The feedback loop has a significant part in the conceptual paradigm. It identifies

the direction of the study and as soon as any changes happen in the output, the

researchers can go back to the input and throughput process. Revisions on the input and

data gathering procedures may be done to attain an improved outcome. The process was

intended to work chronologically as per designed by the researchers.

INPUT THROUGHPUT OUTPUT

CONDITION OF 1. Site inspection

DESIGN OF
THE EXISTING 2. Data gathering
FOOTBRIDGE
` FOOTBRIDGE 2.1. Documentary CONNECTING
Analysis
SAN RAMON AND
a. Materials and 2.2. Interview STA. JUSTINA,
Dimensions
3. Engineering BUHI,
b. Maximum flood survey CAMARINES SUR
levels on the
riverside 4. Design and
Analysis
c. Maintenance
5. Cost Analysis
activity

d. Design
Standards and
Codes
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FEEDBACK

Figure 9. Conceptual Paradigm

Chapter 4

RESULTS AND DISCUSSION

This chapter presents the results, analysis, and interpretation of the data acquired

from the various conducted assessment and survey. Within this chapter, both details

encompassing the existing bridge condition and the proposed bridge design is discussed.

Furthermore, a detailed cost estimate of the materials for construction of the new bridge

design is also provided to provide an economic analysis and feasibility of the proposed

project.

1. Existing Bridge Condition

The existing condition of the footbridge connecting San Ramon and Sta. Justina,

Buhi, Camarines Sur was determined through conducting site inspection and surveying

the bridge location, as well as conducting interviews to gather additional data needed in

the study. Based on the data gathered, the current footbridge is made up of materials that
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can support and hold the people crossing, but are of low quality and can easily get

damage shortly after repair. From the interviews conducted to the nearby residents in the

area, it has been known that the current footbridge was made from mutual cooperation of

the community, for people to be able to cross over the river. It was not a project

supported by the local government nor funded, so the materials used in creating the

bridge were local materials that can be found in the community. No engineer nor other

professionals were consulted to make the bridge, and local carpenters from the area were

the people behind the creation of the said bridge. The materials used in the bridge make it

unstable, which keeps the bridge shaking whenever someone is crossing. Bridge deck

materials need to be stronger enough to withstand constant pressure to ensure safety and

stability. Although the community repairs the deck whenever some of the planks get

damage, it becomes more costly and having a material that doesn’t easily get damaged

can be a good option. Moreover, some of the wire rope cables holding the deck are

already deformed and corroded. The cables serving as guard rails of the bridge have large

gaps which are unsafe for people may fall off the bridge accidentally when crossing. The

four columns used in the bridge for support, two on both ends, are good, however, as

each has 4 – 12 mm. Table 1 presents the materials of the existing footbridge

a. Materials and Dimensions

Table 1. Materials of the Existing Footbridge

MATERIALS DIMENSIONS PURPOSE
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1. wooden 12ft by 2ft by 1- Wooden planks placed on the bridge serve as

planks inch THK the bridge deck and ramp, a basic component

of the bridge that forms its surface flooring.

(22 pcs)
The bridge deck acts as a roadway for

pedestrians and/or vehicles to cross.

2. wire rope 10 mm diameter In a bridge with a suspended deck, cable

cables wires act as a support as it holds the bridge

32.6 m. long
deck in place and serves as a guard rail to

avoid pedestrians from falling off the bridge.

It transfers the loads it carries to the columns

and down to the ground.

3. coco lumber 2” x 3” spaced at It is also a part of the bridge deck. The lumber

was used as a base support layer for the

25-40 cm (10 pcs)
wooden planks.

4. reinforced 3.5 m x 3.5 m x Columns in bridges serve as a structural

concrete column 2.703 m from component that transmits loads from the

NGL, structure to its foundation and the ground

reinforced with underneath.

4 – 12 mm
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diameter bar

5. bamboo Approx. 3” dia Temporary support underneath the ramp

1.4m length

The researchers measured the existing footbridge using a steel tape and that was

laid on the wooden flooring. The bridge is long as it spans up to 32.6 m and since the

bridge is shaky and unstable, it is somehow difficult to cross in its current state,

especially for children and elderly, and those who have something being carried when

crossing. Additionally, the bridge deck’s current width, 0.65 meters, is enough for only

one person to cross at a time and no two person is allowed to cross at the same time.

Meaning, if someone is crossing the bridge from the other side, you need to wait for the

person to completely cross over before you can, which is somehow inconvenient and

time-consuming. Also, the railing height is on appropriate height to hold when crossing,

not too low and not too high. The existing floor elevation from the natural ground level

was measured as 0.96 meters. The summarized findings on the dimensions of the existing

footbridge are presented on Table 2.

Table 2
Existing Bridge Dimensions

CRITERIA DIMENSION
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Bridge Span 32.60 m

Deck Width 0.65 m

Railing Height 1.10 m

Columns 320 mm x 320 mm

Column Height from NGL 2.61 m

Elevation 0.96 m

b. Maximum Flood Levels on the Riverside

The maximum flood level of the river under the bridge is 1.62 meters with

reference to the natural ground level. The elevation from NGL to the ramp is 0.38

meters while the elevation of the floor from NGL is 0.80 meters. Table 3 shows

the maximum flood levels on the past typhoons based on the interview from the locals.

The data was verified through the use of the current flood hazard map from Municipal

Disaster Risk Reduction Management Office (MDRRMO) of Buhi.

Table 3. Flood level Data

Date occurred in Bicol Signal

Typhoon Name
Region- Buhi No. Flood Level

Usman December 28-29, 2018 1

1.62m

Tisoy December 2-4, 2019 1 0.2m

Quinta October 26, 2020 3 0.2m

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Rolly November 1, 2020 4 0.4m

Ulysses November 11, 2020 3 0.3m

Bising April 16, 2021 1 0.15m

Paeng October 29, 2022 2 0.3m

c. Maintenance Activity

An interview with the Barangay Officials revealed that the responsibility

of maintaining the footbridge is solely upon the Brgy. San Ramon officials. However,

during calamities, residents from both sides of the riverbanks collaborate to repair the

damages. Table 4 present the interventions that the barangay and concerned private

individual do to maintain the usability of the footbridge itself.

Table 4. Maintenance Activities on the Footbridge

MATERIALS MAINTENANCE ACTIVITY

1. wooden planks No wood treatment was observed. The planks were replaced

about once a year or upon irreparable damage.

2. wire rope cables Wire rope cables were reused even when the planks are

replaced. These cables are only replaced once the it obtains

noticeable strand damages.

3. coco lumber Coco lumber were replaced about once every year along
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with the wood planks.

4. reinforced concrete No initial painting or coating was done so no repainting was

column done as well. Replacement is at the end of the service

lifespan of the footbridge itself.

5. Bamboo Bamboo members are replaced about every six months or

upon acquiring irreparable damage.

2. Footbridge Design

a. Architectural Aspect
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Figure 10. Architectural Perspective

Figure 10 shows the Architectural Perspective of the proposed design. It

was rendered using SketchUp and D5 Render tool. The environment was modeled

to simulate the mountainous terrain of the actual location of the proposed bridge

design. The researchers also considered the aesthetic aspect of the design. It shows

on the color combinations used which are earth tones. Additionally, they added

comfort and safety features such as guard railings and cyclone wires on each side to

protect the children and elderly users.

Figure 11. Ground Elevation and River Profile

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Figure 11 shows the Ground Elevation and River profile in which the existing

bridge is situated. The profile was measured using steel tape and plumb bob submerged

down to the bottom of the riverbed. The elevations of the proposed were based on the

height of the Kapuso Bridge.

ELEVATION SECTION

Figure 12. Front and Rear Elevation and Section

Figure 12 shows the Front and rear Elevation of the proposed design. Its

elevations are adjusted from the existing footbridge design to evade the effects of

flooding on the steel and for it to be accessible during such calamities.

ELEVATION
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SECTION

SECTION

Figure 13. Left and Right-Side Elevation and Section

Figure 13 show the Left and Right-side Elevation of the proposed design. The researchers

chose steel cables as tension support because it is practical in terms of strength and

transportability compared to other materials. It also shows the. longitudinal section of the

proposed design. The section plane is cut at the midspan parallel to the left side elevation.

It highlights the concealed parts of the design such as the reinforced concrete beam under

the top of the ramp.

TOP
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Figure 14. Top View and Section

Figure 14 shows the top view of the proposed design. It shows the entire span of

the bridge as well as the ramps. The use of steel checkered plates as bridge deck flooring

has many advantages over other materials, being lightweight, having high anti-corrosion

resistance, welding ability, anti-skid property, and self-draining features. Having the

round bars, angle bars, and turnbuckles placed at the base of the deck helps the structure

to hold moving loads efficiently

BOTTOM
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Figure 15. Bottom View and Section

Figure 15 shows the Bottom View and Section of the proposed design. It

highlights the steel deck reinforcements comprised of angle bars and round bars that are

connected by turnbuckles. Turnbuckles are used to connect tension members underneath

because it can be adjusted to reduce the sag.

Figure 16. Ramp Details

Figure 16 shows the ramp details. The slope is on a 1:4 ratio. The

National Building Code of the Philippines Chapter 12, Section 1207-5.2

recommends that ramp slope should not exceed 1:8. However, the researchers

chose 1;4 as the best value for slope considering that the vicinity allows minimal

space for a ramp. To compensate for the steep slope, a landing of 2 meters length

is provided at the midspan.

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b. Structural Aspect

Figure 17. Truss Details

Figure 17 shows the truss detail. It also shows the sizes and connections with the steel

cable. The researcher chose G.I. Pipes as truss members because it has greater area of

contact when welded compared to angle sections. Further, it is more convenient to serve

as guard railings as well. The truss members were checked and verified in terms of

strength and serviceability. All members passed accordingly and all are safe for

implementation. To see the STAAD pro reports, refer to Appendix F.

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Figure 18. Cable Connection Details (Top and Bottom)

Figure 18 shows the close-up sections of the cable connections. It shows the

layout and arrangement of clamps that connect the horizontal and vertical cables. These

types of connections were designed to prevent the vertical cables from sliding.
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Figure 19. Column and Footing Details

Figure 19 shows the Column and Footings details on the abutment of the

proposed footbridge design. It shows the plan and section as well as the shear stirrups

spacing. The researchers checked if these members are safe using STAAD Pro and

RCDC Pro. Structural Analysis reports are available on Appendix F and G respectively.

Figure 20. Beam Details

Figure 20 shows the beam details of the proposed bridge design. It highlights the

layout of the main steel bars as well as the stirrup arrangement and spacing. The

researchers checked if these members are safe using STAAD Pro and Advanced

Foundation Design component of STAAD. Structural Analysis reports are available on

Appendix F and G respectively.

Bridge Design Materials

Table 5 presents the materials incorporated into the proposed footbridge design.

These materials are usually the common materials used at present for building
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footbridges in the locality. Compared to the current materials used in making the

footbridge between San Ramon and Sta. Justina Buhi which are of low quality and can

easily get damaged, the materials used in this design are highly durable, of standard

quality, and economical. The use of steel checkered plates as bridge deck flooring has

many advantages over other materials, being lightweight, having high anti-corrosion

resistance, welding ability, anti-skid property, and self-draining features. Having the

round bars, angle bars, and turnbuckles placed at the base of the deck helps the structure

to hold moving loads efficiently. Additionally, the new design incorporates the use of

trusses composed of G.I pipes, which further strengthens the structure, making it capable

to withstand considerable external load. The cyclone wires on both side of the bridge is

placed to provide safety for the people, preventing them from falling off the bridge

caused by the gaps on trusses. Reinforced concrete was utilized for columns, beams, and

footings in order to make a good foundation for the bridge as it has high compressive

strength and can withstand a good number of tensile stresses. Overall, the materials used

here are good enough to provide durable, safe, and efficient bridge quality and even

passed the structural analysis on STAAD software. For a much more detailed list of

materials of the proposed bridge design, see Appendix I.

Table 5. Proposed Bridge Design Materials

MATERIALS DIMENSIONS PURPOSE

1.Steel 4 ft x 8 ft x 6 mm This serves as the flooring material for

checkered plate the bridge deck. Using this quality of

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material as a bridge deck makes it more

highly versatile, durable and tough as it is

having anti-slippery, anti-rust, and anti-

corrosion features.

2. Angle bars 1 ½ inches These materials are placed under the

bridge deck to provide support at the

bottom.

3. Round bars 12 mm diameter Same as the angle bars, these are also

placed at the bottom of the deck to form

bracing support at the bottom.

4. Turnbuckle 12 mm It is a mechanical device placed under

the deck that will help reduce the tension

and slack among round bar bracing.

5. Steel cable 38 mm diameter The proposed bridge design utilizes the

wires use of steel cable wires as the suspension

12 mm diameter
bridge support. The 38 mm diameter

cable acts as the main suspension cable

while the 12 mm diameter cable serves as

the vertical suspenders.

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6. Wire rope 38 mm A material used to make eye-loop

cable clamp 12 mm connection in joining two wire rope cable

ends together. The 38 mm is for joining

the 38 mm main steel cable while the 12

mm is for the vertical suspenders.

7. Galvanized 4” diameter x 1/4” THK These G.I. pipes make up the truss of the

iron pipe bridge, the part of the bridge that

2” diameter x 1/8” THK
distributes stresses throughout its

structure, to sustain the self-weight, dead

loads, and environmental loads. The 4”

diameter pipe is for the top chord, while

the 2” diameter pipe is for railings and

truss members.

8. Cyclone wire 4’ x 22’ This serves as a guardrail fence to

provide safety in closing gaps in trusses

to prevent pedestrians from falling off the

bridge.

9. Concrete 2.2 m x 2m x 9 m A concrete ramp is provided to provide a

ramp smooth and safe transition from the

natural ground level to the bridge deck

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for vehicles and pedestrians when

crossing.

10. Reinforced 0.40 m x 0.40 m x 11 m These columns provide support for the

concrete with 8 – 16 mm diameter whole structure as it transmits loads of

columns reinforcing bars the structure itself, from the deck to its

foundation.

11. Reinforced 0.30 m x 0.40 m x 1.4 m These beams are responsible for carrying

concrete beams with 6 – 16 mm diameter the vertical loads of the bridge. It is also

reinforcing bars a structural element designed to primarily

resist axial loads on the columns.

12. Reinforced 5.0 m x 2.0 m x 0.50 m Footings are the part of the structure that

concrete carries the entire load and then distributes

footing the load evenly to the ground. It serves as

the base foundation that helps prevent the

settling of the structure.

3. Cost of the New Footbridge

The researchers estimated the total cost of the footbridge and canvassed for all the

material and labor required to build the proposed project. Shown in the summary is the
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total cost of the proposed bridge design. The summary is comprised of the general

requirements, site works, forms and scaffoldings, concrete and masonry work, plastering,

plumbing, painting, and steel works. The summary of cost estimates is also presented the

computed total of both the direct and indirect cost of the project. For the detailed

computed number of materials, see Appendix I. The detailed breakdown of the bill of

materials and cost estimate of the project was shown in Appendix H totaling to Php

2,612,087.80.

Table 6.
Summary of Cost Estimates

Scope of Work Total Cost

GENERAL REQUIREMENTS ₱ 55,453.13

SITE WORKS ₱ 89,311.03

FORMWORKS AND SCAFFOLDINGS ₱ 159,315.16

CONCRETE AND MASONRY WORKS ₱ 374,410.63

PLASTERING WORKS ₱ 11,557.17

PAINTING WORKS ₱ 133,278.08

STEEL WORKS ₱ 1,788,762.61

TOTAL PROJECT COST ₱ 2,612,087.80

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Endnotes

Philconprices (January 24, 2021). “Construction Productivity Ratio”

<https://philconprices.com/category/construction-productivity-ratio/> (accessed
November 10, 2022).
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Chapter 5

SUMMARY, FINDINGS, CONCLUSIONS AND RECOMMENDATIONS

This chapter contains a summary of the study as well as the conclusions and

recommendations drawn from the findings and recommendations of the research. These

were mostly focused on the proposed design of the footbridge connecting Barangay San

Ramon and Sta. Justina, Buhi, Camarines Sur.

Summary

Based on the gathered data from the interview and site inspection, the following

findings were obtained:

A. The Present Condition of Footbridge

1. The current hanging bridge is composed of materials that make the bridge

passable yet unstable. It is only made up of wire ropes and cables, wooden

planks, and coco lumbers, aided by reinforced column supports and

wooden ramps on both sides. These materials are weak for a hanging

bridge which makes it difficult to support the intended loads acting on it,

making the bridge shake when somebody is crossing. Furthermore, the

materials can easily get destroyed by natural calamities, making the repair

and reconstruction costly.

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2. The hanging bridge has a span of 32.60 m, a deck width of 0.65 m, a

railing height of 1.10 m, 4-column supports having dimensions of 320 mm

by 320 mm with a height of 2.61 from NGL, and an elevation of 0.96 m

starting from the ground line to the bridge deck. The current bridge span is

long enough which means it takes time to cross over the river, and the

bridge deck only allows one-way passage. The bridge handrail is on

appropriate height to hold when crossing, and the current bridge elevation

is good enough as water doesn’t reach the level on normal occasions but

only during calamities.

3. The maximum flood level of the river under the bridge is 1.62 meters

based on the data from MDRRMO Buhi.

4. The maintenance of the bridge is managed by the Barangay San Ramon

Officials, but residents from both barangays cooperate whenever needed.

B. The Proposed Bridge Design

1. The proposed bridge design is a steel bridge incorporated by a Warren-type

truss and supported by cables. The deficiencies of the current footbridge

were considered on the creation of the proposed design. The perspective

views are rendered using D5 Render Software. The dimensions of the

bridge are adjusted from the existing bridge to enhance the safety and

comfort of its users.

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2. The researchers have adapted a Warren Truss type of truss while its

abutment supports are composed of reinforced concrete. The pedestrian

live load set on the structural analysis is equivalent to 85 pounds per square

foot or 415 kilogram per square meter, which considers each person

occupying an average of 2 square feet of bridge deck area, this is according

to the Guide Specifications for design of pedestrian bridges were published

in the AASHTO official guidelines. If automotive access is not physically

blocked, pedestrian bridges should be designed to sustain emergency loads

for occasional vehicle passage. This design vehicle may use a specific

vehicular layout selected by the operational agency. If not specified the

following loads conforming to the AASHTO STANDARD H-Truck shall

be used:

Clear deck width from 6 ft to 10 ft: 10,000 lb. (H-5 Truck)

Clear deck width over 10 ft: 20,000 lb. (H-10 Truck)

However, deck widths of less than 6 ft. need not be designed for a

maintenance vehicle load. So, the researchers adopted a 400 kg weight of

motorcycle vehicle to satisfy the occasional vehicle load. The 400 kg

weight is based from the heaviest type of motorcycle, the touring bike

motorcycle, this is according to motogearexpert.com. The structural

analysis on STAAD Pro revealed that the structure is safe since there all

members passed on the LFRD check code analysis report.

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3. The materials utilized in the proposed design incorporate mainly the use of

steel materials which has a great advantage when it comes to its quality.

Compared to the current bridge materials which are of low quality and can

easily be destroyed, the materials used in the design are highly durable, of

standard quality, and economical. Additionally, these materials can provide

safe and efficient bridge quality and won’t easily get destroyed by natural

calamities.

C. Cost of the New Footbridge

The researchers estimated the total cost of the footbridge to be Php 2,612,087.80

including the material and labor needed to build the project.

Conclusions

As a result of the findings, the researchers hereby concluded the following:

1. Existing Bridge Condition

a. Materials and Dimensions

Upon site inspection and observation, the researchers concluded

that the current footbridge was determined to be accessible, but only

limited to pedestrians on a one-way passage route. Some materials of the

footbridge already show signs of poor condition and deterioration, making

it unsafe for pedestrians. Materials are also prone to be destroyed by

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typhoons, and the absence of lighting makes it difficult for pedestrians to

cross at night. Considering the location of the bridge where there are even

tourists visiting, a change in material and dimension of the current bridge

can be an option so as to allow not only pedestrians but even lightweight

vehicles such as bicycles and motorcycles to pass through.

b. Maximum Flood Level on the Riverside

Based on the information gathered by the researchers regarding

flood level, it is concluded that the footbridge is susceptible to flooding

and water level reaching the bridge deck is highly possible, thereby

making the bridge inaccessible for pedestrians to cross at times of

calamities.

c. Maintenance Activity

There is no properly allocated budget, no specific date and time for

maintenance, and repair is only done when visible damages are seen on

the bridge. Considering that the location is susceptible to various

calamities like floods and typhoons, the lack of regular maintenance

activity will cause the footbridge to decline in its integrity in the long run.

2. Footbridge Design

a. Architectural Aspect

The researchers considered the intended users, which are local

residents and tourists of the nearby famous Sinagpan Spring Resort, in

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establishing the footbridge design and dimensions. The design was a

modified Warren truss-type footbridge, designed dimensions allow two-

way passage of pedestrians from both sides. The dimensions used also

considered allowing bicycles, motorcycles, and even animals of the local

community to cross the bridge. The elevation of the bridge was designed

to allow people to pass thru even at times the river is reaching the

maximum flood water level. In conclusion, the proposed architectural

design of the bridge addressed all the issues and deficiencies found in the

quality of the existing footbridge.

b. Structural Aspect

The researchers take into consideration various engineering

methods to properly design the structure. Bridge design codes and

standard specifications were utilized to address the inefficiency of the

current footbridge. Furthermore, the researchers made use of the STAAD

software to determine if the members of the structure is safe and passed

the structural analysis check code. To conclude, this design ensures a safe

and efficient engineered bridge design that can be a good option in case of

possible reconstruction of the bridge. However, soil investigation was not

conducted by the researchers so they assumed that the footing depth is

variable and will depend on the future soil investigations on the area.
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c. Proposed Materials

The use of steel materials for bridges is one best option for creating

a bridge that is of high quality yet economical. The researchers chose the

following materials: (1) Reinforced Concrete; (2) GI Pipe truss members;

(3) Bolt Connectors; (4) Turn Buckles; (5) Round and angle bars; (6) Wire

Rope Cables; and (7) Cyclone Wires.

3. Cost of the New Footbridge

Since the estimated cost of the proposed design of the bridge is

Php 2,615,256.70. means that it is somehow expensive. However, despite

being pricey, it is guaranteed to produce a bridge that will last longer than

if made from other materials. Still, the researchers are open to other

modifications and suggestions which can help lower the project cost.

Recommendations

Based on the foregoing findings and conclusions, the researchers hereby

recommend the following:

1. The barangay officials of both San Ramon and Sta. Justina, Buhi,

Camarines Sur are highly encouraged to have formal requests and

coordination with the Local Government Unit of Buhi to make the bridge
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reconstruction and rehabilitation achievable. Other private sectors can also

be an option to seek funds for the bridge. Attracting more tourists to the

area may also be possible if the bridge will be more durable than it is at

present.

2. Proper management and maintenance of the bridge by the LGUs, barangay

officials, and even residents shall be implemented, to make it possible for

the bridge to last longer and ensure the safety of pedestrians.

3. To address the difficulty of crossing the bridge at night, it is best if solar-

powered lighting and safety signages are provided.

4. The researchers encourage other future researchers to undergo further

examinations of the footbridge to be able to come up with the best design.

Since soil investigation was not performed in this research, the proponents

of this study suggest that future researchers may conduct a soil

investigation to determine the bearing capacity of the soil.

5. The researchers also want to emphasize that an in-depth evaluation and

design done by professionals is always the best option for the bridge

design that will be applied in case of possible reconstruction.

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6. Choosing materials to be used for the proposed design should be

considered carefully. Materials that are durable, long-lasting, and

economical will surely increase safety and integrity of the bridge

Endnotes

OpenSourceMaps Foundation (2022) “Topographische Karten aus OpenStreetMap”

<https://opentopomap.org/#map=16/13.41270/123.48811> scale 1:200 (Jan 7,
2023)

Mines and Geosciences Bureau (2023) “Detailed Flood Hazard map of Buhi, Camarines
Sur, Philippines” Scale 1:55000, Rawis, Legazpi City (Jan 7, 2023)

AASHTO Officials. (n.d.). “(PDF) AASHTO guide specifications for pedestrian bridges
1997.” dokumen.tips, <https://dokumen.tips/documents/aashto-guide-
specifications-for-pedestrian-bridges-1997.html?page=1> (Jan. 7, 2023).

“AASHTO LRFD Guidespecfordesignof pedestrian bridges DECEMBER2009.” (2017).

Issuu, Pedro Antonio Jiménez Sánchez,
<https://issuu.com/pedroantoniojimenezsanchez/docs/aashto-lrfd-
guidespecfordesignof-pe> (Jan. 7, 2023).

Tim. (2019). “How much does a motorcycle weigh (21 examples).” Motor Gear Expert,
Tim, <https://motorgearexpert.com/how-much-does-a-motorcycle-weigh/> (Jan. 7,
2023).
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APPENDICES
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APPENDIX A
INTERVIEW WITH THE RESIDENTS

Corazon Polvorosa

“Ang tubig ay hanggang sa tubo, noong may bagyo”

The maximum water level observed by the resident reaches the water pipe, which is 0.4

m down from the natural ground line of the ramps’ column.

“Umabot ang tubig dito sa may garahe. Ang pinakamataas ang tubig nung bumagyo

dito ay nung bago pa mag pandemic”

The male householder claimed that, prior to pandemic, the highest water level he

saw reached a section of the garage that is 5 meters from the bridge. He was

re`ferring to typhoon Usman from 2018, which occurred before the pandemic.

“Ang pinakamataas na tubig na nakita ko ay malapit na sa daanan ng tulay (deck) pero

di naman lumampas may mga water lily madami.”

The resident stated that on that day of Typhoon rolly, there were a lot of water lilies

and that the highest water level she had observed did not go above the bridge deck.

Under storm signal no. 4, Rolly’s wrath reaches on Buhi. On November 1, 2020,
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supertyphonn Rolly is seen barreling towards the Bicol region in the eastern

Philippines with sustained winds of 215 kph (133 miles) and gusts of up to 265 kph

(164 mph).

Rachelle Polvorosa

“Mataas ang tubig dito nung bumaha rin sa tinitirhan namin sa zone 1, sta. Justina.

Napabisita ako nun dito 2018 kasi taga dito yung mama ko. Hindi na dito madadaanan

sa tulay na to, sa bundok kami dumadaaan nun para mabisita namin yung magulang ko.

Yung bahay din na tinitirhan nung kamag-anak naming taga-dito sa malapit (yung

banda sa tinuturo ko) bubong nlng ang nakikita dahil sa taas ng tubig nun.”

The house that she was referring to is 50 meters away from the bridge.

The resident is from Zone 1 Sta. Justina and when the time she visited in Zone 4 San

Ramon where her parents living, the bridge is not accessible because of high level of

water and lots of water lilies interception on the way. They access the place through

walking on a large steep hill of San Ramon. That typhoon was Typhoon Usman of

2018 which is also causes a flood in some sector of Zone 1, Sta. Justina. She also

shared about their relatives’ house which is destroyed by the aforementioned typhoon.

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“Nung bumagyo nung 2022 yung tubig di naman lumalampas sa may putol na puno.

Pero dati nung bumagyong Usman tatlong araw na walang tigil ang ulan, mataas na

mataas ang tubig. Yung bahay naming ay pinasok ng tubig at bubong nlng nakikita.”

The resident mentioned about the maximum flood level that occurred in typhoonthe

year 2022 had reached approximately 0.3 from the natural ground line of the ramp’s

column. Furthermore, Typhoon Usman which lasts for 3 days of heavy rains in Buhi

causes high water level in Sinagpan Bridge nearby area. Their house was unfortunately

damaged by the phenomenon.

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APPENDIX B
FLOOD HAZARD MAP
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APPENDIX C
FOOTBRIDGE DESIGN PERSPECTIVE

Figure 21. Walkthrough Perspective

Figure 22. Worm-eye View Perspective

 Figure 23. Bird’s-eye View Perspective

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APPENDIX D
DEAD LOAD CALCULATIONS

Material Unit Weight Dimensions

77 kN/m3 246 m (4” dia. ¼” THK)

GI Pipe
77 kN/m3 210 m (2” dia. 1/8” THK.)

Reinforced Concrete 23.6 kN/m3 19.75 cu. m

W =σ ×V

a. Self-weight of steel

[ ]
2 2
(0.1−0.088) (0.050−0.044)
W steel=77 × ( π )× 41+( π )×35
4 4

W steel =¿2.599 kN

b. Self-weight of concrete

W concrete =23.6 ×8.75

W concrete =206.5 kN

c. Total Dead Load

W TOTAL =0.599+ 466.1

W TOTAL =466.70
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APPENDIX E
STAAD PRO. MODELING PROCEDURE

1. Fixture assignment

The footbridge is fixed from two ends. During installation, these four points are fixed

to a concrete, but as our analysis is limited to deck members, we fixed these points. This

is a standard practice in bridge designing in STAAD Pro.

2. Steel sections assignment

In the next step, the structural steel members are assigned to the respective

locations. These members are selected based on availability from the local market.

3. Wind load application

The wind loading is applied as per ASCE-7 (2010) chapter 26. The building

classification category is selected as II, the basic wind speed is selected as 100 mph, the

exposure category is selected as B and the structure type is selected as lattice framework

because the railing of the bridge constitutes a major area in front of wind, which closely

resembles lattice framework.

4. Live load application

The pedestrian live load is applied in downward direction to the deck and its

magnitude is set at 85 psf or 415 kg/m2 as per AAHTO specifications. This is called floor

load in the software. Pedestrian bridges should be designed for an occasional single
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maintenance vehicle load provided vehicular access in not physically prevented. A

specified vehicular configuration determined by operating Agency may be used for this

design vehicle. If not specified the following loads conforming to the AASHTO

STANDARD H-Truck shall be used:

Clear deck width from 6 ft to 10 ft: 10,000 lb. (H-5 Truck)

Clear deck width over 10 ft: 20,000 lb. (H-10 Truck)

However, deck widths of less than 6 ft. need not be designed for a maintenance

vehicle load. So, the researchers adopted a 400 kg weight of motorcycle vehicle to satisfy

the occasional vehicle load. The 400 kg weight is based from the heaviest type of

motorcycle, the touring bike motorcycle, this is according to motogearexpert.com.

5. Earthquake load application

Earthquake loading is applied as per UBC 1997, which is also available in STAAD

Pro. The parameters selected as per location of bridge: Sta. Justina, Buhi, Camarines Sur.

6. Application of load combinations

In the STAAD Pro software, the load combinations given in Table 6 are generated

and applied for the LRFD approach, accordingly.

Table 6.
Load Combinations
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APPENDIX F

STAAD ANALYSIS
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APPENDIX G

DESIGN CALCULATIONS
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APPENDIX H
BILL OF QUANTITIES
UNIT AMOUN
NO. DESCRIPTION UNIT QTY
PRICE T
1. GENERAL REQUIREMENTS

a. Mobilization/Demobilization lot 1.00 21984.38 21984.38

b. Construction Safety and Health lot 1.00 30843.75 30843.75

c. Project Photographs lot 1.00 2625.00 2625.00

2. SITE WORKS

a. Site Clearing sq.m. 90.00 300.43 27038.76

b. Structural Excavation cu. m. 51.00 539.50 27514.54

c. Backfilling cu.m. 43.00 698.39 30030.74

d. Gravel Fill cu.m. 2.00 2363.50 4727.00

3. FORMWORKS AND SCAFFOLDINGS sq.m. 40.00 3982.88 159315.16

4. CONCRETE AND MASONRY
WORKS
a. Ramp cu.m. 6.25 12430.77 98536.43

b. Column cu.m. 6.00 18393.39 110360.34

c. Abutment cu.m. 1.75 19160.15 33530.26

d. Abutment Footing cu.m. 5.50 15183.04 112457.69

e. Beam cu.m. 1.00 19525.93 19525.93

5. PLASTERING WORKS sq.m. 63.50 182.00 11557.17

6. PAINTING WORKS

a. Columns and Beams sq.m. 63.50 567.86 36058.97

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b. Steel sq.m. 210.00 462.95 97219.11

7. STEEL WORKS

GI Pipe 4" ∅ x 1/4" m 246.00 825.00 202950.00

GI Pipe 2" ∅ x 1/8" m 210.00 383.33 80500.00

Steel Cable 38mm ∅ m 108.00 1214.00 131112.00

Steel Cable 12mm ∅ m 122.00 21984.38 104432.00

Angle Bar m 24.00 190.00 4560.00

Round Bar m 186.00 53.33 9920.00

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APPENDIX I
BILL OF MATERIALS AND COST ESTIMATE

PROJECT: Construction of Footbridge

LOCATION: San Ramon, Buhi
SUBJECT: Bill of Materials and Cost Estimate
UNIT
NO. DESCRIPTION UNIT QUANTITY AMOUNT
PRICE
1. GENERAL REQUIREMENTS
a. Mobilization/Demobilization lot 1.00
DIRECT COST
a. Labor Cost
1 Project Engineer days 3.00 700.00 2100.00
1 Project Engineer days 3.00 500.00 1500.00
1 Driver days 3.00 350.00 1050.00
2 Common Laborer days 3.00 350.00 2100.00
Labor Cost 6750.00
b. Equipment Rental
1 Dump Truck day 1.00 10000.00 10000.00
Equipment Rental Cost 10000.00
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 16750.00
INDIRECT COST
a. OCM 2512.50
b. Contractor's Profit 1675.00
c. Tax 1046.88
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 5234.38
SUBTOTAL 21984.38
Construction Safety and
b. lot 1.00
Health
DIRECT COST
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a. Materials Cost
1 Hard Hat lot 1.00 5000.00 5000.00
1 Safety Shoes lot 1.00 5000.00 5000.00
1 Safety Belts (harness) lot 1.00 5000.00 5000.00
1 Safety Gloves lot 1.00 5000.00 5000.00
Material Cost 20000.00
b. Labor Cost
1 Part Time Safety Officer days 5.00 700.00 3500.00
Labor Cost 3500.00
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 23500.00
INDIRECT COST
a. OCM 3525.00
b. Contractor's Profit 2350.00
c. Tax 1468.75
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 7343.75
SUBTOTAL 30843.75
c. Project Photographs lot 1.00
DIRECT COST
a. Materials Cost
1 Photos lot 1.00 2000.00 2000.00
Material Cost 2000.00
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 2000.00
INDIRECT COST
a. OCM 300.00
b. Contractor's Profit 200.00
c. Tax 125.00
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 625.00
SUBTOTAL 2625.00
TOTAL COST (GENERAL REQUIREMENTS) 55453.13
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2. SITE WORKS
a. Site Clearing sq.m. 90
DIRECT COST
a. Labor Cost
1 Project Engineer hours 24.00 117.75 2826.00
1 Construction Foreman hours 24.00 85.37 2048.88
3 Common Laborer hours 24.00 47.64 3430.08
Labor Cost 8304.96
b. Equipment Rental
1 Backhoe with Breaker hours 8.00 1537.00 12296.00
Equipment Rental Cost 12296.00
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 20600.96
INDIRECT COST
a. OCM 3090.14
b. Contractor's Profit 2060.10
c. Tax 1287.56
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 6437.80
SUBTOTAL 27038.76
b. Structural Excavation cu. m. 51
DIRECT COST
a. Labor Cost
1 Project Engineer hours 24.00 117.75 2826.00
1 Construction Foreman hours 24.00 85.37 2048.88
3 Common Laborer hours 24.00 47.64 3430.08
Labor Cost 8304.96
b. Equipment Rental
1 Backhoe hours 4.00 1537.00 6148.00
1 Dumptrack hours 4.00 1420.00 5680.00
Minor Tools (10% of Labor 830.50
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Cost}
Equipment Rental Cost 12658.50
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 20963.46
INDIRECT COST
a. OCM 3144.52
b. Contractor's Profit 2096.35
c. Tax 1310.22
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 6551.08
SUBTOTAL 27514.54
c. Backfilling cu.m. 43
DIRECT COST
a. Materials Cost
Suitable Backfilling Material cu.m. 43 450.00 19350.00
Material Cost 19350.00
b. Labor Cost
1 Project Engineer hours 8.00 117.75 942.00
1 Construction Foreman hours 8.00 85.37 682.96
5 Common Laborer hours 8.00 47.64 1905.60
Labor Cost 3530.56
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 22880.56
INDIRECT COST
a. OCM 3432.08
b. Contractor's Profit 2288.06
c. Tax 1430.04
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 7150.18
SUBTOTAL 30030.74
d. Gravel Fill cu.m. 2
DIRECT COST
a. Materials Cost
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Gravel (3/4") cu.m. 2 1300.00 2600.00
Material Cost 2600.00
b. Labor Cost
1 Project Engineer hours 2.00 117.75 235.50
1 Construction Foreman hours 2.00 85.37 170.74
1 Common Laborer hours 2.00 47.64 95.28
Labor Cost 501.52
c. Equipment Rental
1 Plate Compactor day 0.50 1000.00 500.00
Equipment Rental Cost 500.00
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 3601.52
INDIRECT COST
a. OCM 540.23
b. Contractor's Profit 360.15
c. Tax 225.10
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 1125.48
SUBTOTAL 4727.00
TOTAL COST (SITEWORKS) 89311.03
3. FORMWORKS AND SCAFFOLDINGS
DIRECT COST sq.m. 40
a. Materials Cost
2x3x12 Coco lumber pcs 225.00 130.00 29250.00
12mmx1.2x2.4 Phenolic
pcs 44.00 1300.00 57200.00
Plywood
Asso.CWN kg 50.00 60.00 3000.00
Scaffolding Rental lot 1.00 10000.00 10000.00
Consumables (5% of Materials
4472.50
Cost)
Material Cost 103922.50
b. Labor Cost
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1 Project Engineer hours 32.00 117.75 3768.00
1 Construction Foreman hours 32.00 85.37 2731.84
4 Skilled Worker hours 32.00 61.81 7911.68
2 Common Laborer hours 32.00 47.64 3048.96
Labor Cost 17460.48
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 121382.98
INDIRECT COST
a. OCM 18207.45
b. Contractor's Profit 12138.30
c. Tax 7586.44
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 37932.18
SUBTOTAL 159315.16
TOTAL COST (FORMWORKS AND SCAFFOLDINGS) 159315.16
4. CONCRETE AND MASONRY WORKS
a. Ramp cu.m. 9
DIRECT COST
a. Materials Cost
Cement bags 81.00 230.00 18630.00
Sand cu.m. 6.75 700.00 4725.00
Gravel cu.m. 9.00 1300.00 11700.00
Gravel Fill cu.m. 25.00 1100.00 27500.00
Consumables (5% of Materials
3127.75
Cost)
Material Cost 65682.75
b. Labor Cost
1 Project Engineer hours 16.00 117.75 1884.00
1 Construction Foreman hours 16.00 85.37 1365.92
1 Skilled Laborer hours 16.00 61.81 988.96
4 Common Laborer hours 16.00 47.64 3048.96
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Labor Cost 7287.84
c. Equipment Rental Cost
1 Bagger Mixer hours 8.00 172.00 1376.00
Minor Tools (10% of Labor
728.78
Cost}
Equipment Rental Cost 2104.78
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 59194.12
INDIRECT COST
a. OCM 11261.31
b. Contractor's Profit 7507.54
c. Tax 4692.21
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 23461.05
SUBTOTAL 98536.43
b. Column cu.m. 6
DIRECT COST
a. Materials Cost
Cement bags 54.00 230.00 12420.00
Sand cu.m. 4.50 700.00 3150.00
Gravel cu.m. 6.00 1300.00 7800.00
16mm Ø RSB x 6m pcs 55.00 423.75 23306.25
10 mm Ø RSB x 6m pcs 157.00 165.75 26022.75
#16 Tie Wire kgs 16.00 65.00 1040.00
Consumables (5% of Materials
3686.95
Cost)
Material
77425.95
Cost
b. Labor Cost
1 Project Engineer hours 8.00 117.75 942.00
1 1 Construction Foreman hours 8.00 85.37 682.96
1 Skilled Laborer hours 8.00 61.81 494.48
8 Common Laborer hours 8.00 47.64 3048.96
 Republic of the Philippines
CAMARINES SUR POLYTECHNIC COLLEGES
Nabua, Camarines Sur

College of Engineering and

Architecture
154
Labor Cost 5168.40

c. Equipment Rental Cost

1 Bagger Mixer hours 4.00 172.00 688.00
1 Bar Bender hours 0.50 350.00 175.00
1 Bar Cutter hours 0.50 219.75 109.88
Minor Tools (10% of Labor
516.84
Cost}
Equipment Rental Cost 1489.72
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 84084.07
INDIRECT COST
a. OCM 12612.61
b. Contractor's Profit 8408.41
c. Tax 5255.25
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 26276.27
SUBTOTAL 110360.34
c. Abutment cu.m. 1.75
DIRECT COST
a. Materials Cost
Cement bags 16.00 230.00 3680.00
Sand cu.m. 1.50 700.00 1050.00
Gravel cu.m. 1.75 1300.00 2275.00
16mm Ø RSB x 6m pcs 16.00 423.75 6780.00
10 mm Ø RSB x 6m pcs 48.00 165.75 7956.00
#16 Tie Wire kgs 5.00 65.00 325.00
Consumables (5% of Materials
1103.30
Cost)
Material
23169.30
Cost
b. Labor Cost
1 Project Engineer hours 2.50 117.75 294.38
 Republic of the Philippines
CAMARINES SUR POLYTECHNIC COLLEGES
Nabua, Camarines Sur

College of Engineering and

Architecture
155
1 1 Construction Foreman hours 2.50 85.37 213.43
1 Skilled Laborer hours 2.50 61.81 154.53
8 Common Laborer hours 2.50 47.64 952.80
Labor Cost 1615.13

c. Equipment Rental Cost

1 Bagger Mixer hours 2.50 172.00 430.00
1 Bar Bender hours 0.30 350.00 105.00
1 Bar Cutter hours 0.30 219.75 65.93
Minor Tools (10% of Labor
161.51
Cost}
Equipment Rental Cost 762.44
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 25546.86
INDIRECT COST
a. OCM 3832.03
b. Contractor's Profit 2554.69
c. Tax 1596.68
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 7983.39
SUBTOTAL 33530.26
d. Abutment Footing cu.m. 11
DIRECT COST
a. Materials Cost
Cement bags 99.00 230.00 22770.00
Sand cu.m. 8.25 700.00 5775.00
Gravel cu.m. 11.00 1300.00 14300.00
16mm Ø RSB x 6m pcs 30.00 423.75 12712.50
#16 Tie Wire kgs 3.00 65.00 195.00
Consumables (5% of Materials
2787.63
Cost)
Material Cost 58540.13
 Republic of the Philippines
CAMARINES SUR POLYTECHNIC COLLEGES
Nabua, Camarines Sur

College of Engineering and

Architecture
156
b. Labor Cost
1 Project Engineer hours 32.00 117.75 3768.00
1 Construction Foreman hours 32.00 85.37 2731.84
2 Skilled Laborer hours 32.00 61.81 3955.84
8 Common Laborer hours 32.00 47.64 12195.84
Labor Cost 22651.52
c. Equipment Rental Cost
1 Bagger Mixer hours 3.00 172.00 516.00
1 Bar Bender hours 3.00 350.00 1050.00
1 Bar Cutter hours 3.00 219.75 659.25
Minor Tools (10% of Labor
2265.15
Cost}
Equipment Rental Cost 4490.40
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 63624.17
INDIRECT COST
a. OCM 12852.31
b. Contractor's Profit 8568.20
c. Tax 5355.13
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 26775.64
SUBTOTAL 112457.69
e. Beam cu.m. 1
DIRECT COST
a. Materials Cost
Cement bags 9.00 230.00 2070.00
Sand cu.m. 0.75 700.00 525.00
Gravel cu.m. 1.00 1300.00 1300.00
16mm Ø RSB x 6m pcs 7.00 423.75 2966.25
10 mm Ø RSB x 6m pcs 16.00 165.75 2652.00
#16 Tie Wire kgs 2.00 65.00 130.00
Consumables (5% of Materials 482.16
 Republic of the Philippines
CAMARINES SUR POLYTECHNIC COLLEGES
Nabua, Camarines Sur

College of Engineering and

Architecture
157
Cost)
Material Cost 10125.41
b. Labor Cost
1 Project Engineer hours 6.00 117.75 706.50
1 Construction Foreman hours 6.00 85.37 512.22
1 Skilled Laborer hours 6.00 61.81 370.86
5 Common Laborer hours 6.00 47.64 1429.20
Labor Cost 3018.78
c. Equipment Rental Cost
1 Bagger Mixer hours 6.00 172.00 1032.00
1 Bar Bender hours 0.70 350.00 245.00
1 Bar Cutter hours 0.70 219.75 153.83
Minor Tools (10% of Labor
301.88
Cost}
Equipment Rental Cost 1732.70
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 14876.90
INDIRECT COST
a. OCM 2231.53
b. Contractor's Profit 1487.69
c. Tax 929.81
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 4649.03
SUBTOTAL 19525.93
TOTAL COSTS (CONCRETE AND MASONRY WORKS) 374410.63
5. PLASTERING WORKS
DIRECT COST sq.m. 63.5
a. Materials Cost
Cement bags 24.75 230.00 5692.50
Sand cu.m. 1.50 700.00 1050.00
Material Cost 6742.50
b. Labor Cost
 Republic of the Philippines
CAMARINES SUR POLYTECHNIC COLLEGES
Nabua, Camarines Sur

College of Engineering and

Architecture
158
1 Project Engineer hours 6.00 117.75 706.50
1 Construction Foreman hours 6.00 85.37 512.22
1 Skilled Laborer hours 6.00 61.81 370.86
1 Common Laborer hours 6.00 47.64 285.84
Labor Cost 1875.42
c. Equipment Rental Cost
Minor Tools (10% of Labor
187.54
Cost}
Equipment Rental Cost 187.54
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 8805.46
INDIRECT COST
a. OCM 1320.82
b. Contractor's Profit 880.55
c. Tax 550.34
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 2751.71
SUBTOTAL 11557.17
TOTAL COSTS (PLASTERING WORKS) 11557.17
6. PAINTING WORKS
a. Columns and Beams sq.m. 63.5
DIRECT COST
a. Materials Cost
Concrete Primer & Sealer gal 4.00 530.00 2120.00
Putty gal 5.00 650.00 3250.00
Paint gal 11.00 950.00 10450.00
Paint Brush pcs 10.00 65.00 650.00
Consumables (5% of Materials
823.50
Cost)
Material Cost 17293.50
b. Labor Cost
1 Construction Foreman hours 20.00 85.37 1707.40
 Republic of the Philippines
CAMARINES SUR POLYTECHNIC COLLEGES
Nabua, Camarines Sur

College of Engineering and

Architecture
159
3 Skilled Laborer hours 20.00 61.81 3708.60
5 Common Laborer hours 20.00 47.64 4764.00
Labor Cost 10180.00
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 27473.50
INDIRECT COST
a. OCM 4121.03
b. Contractor's Profit 2747.35
c. Tax 1717.09
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 8585.47
SUBTOTAL 36058.97
b. Steel sq.m. 210
DIRECT COST
a. Materials Cost
Epoxy Primer gal 19.00 921.00 17499.00
Lacquer Thinner gal 19.00 650.00 12350.00
Paint (Quick Drying Enamel) gal 23.00 785.00 18055.00
Paint Brush pcs 50.00 65.00 3250.00
Consumables (5% of Materials
2557.70
Cost)
Material Cost 53711.70
b. Labor Cost
1 Construction Foreman hours 40.00 85.37 3414.80
3 Skilled Laborer hours 40.00 61.81 7417.20
5 Common Laborer hours 40.00 47.64 9528.00
Labor Cost 20360.00
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 74071.70
INDIRECT COST
a. OCM 11110.76
b. Contractor's Profit 7407.17
 Republic of the Philippines
CAMARINES SUR POLYTECHNIC COLLEGES
Nabua, Camarines Sur

College of Engineering and

Architecture
160
c. Tax 4629.48
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 23147.41
SUBTOTAL 97219.11
TOTAL COSTS (PAINTING WORKS) 133278.08
7. STEEL WORKS
DIRECT COST
a. Materials Cost
GI Pipe 4" ∅ x 1/4" pcs 41.00 4950.00 202950.00
GI Pipe 2" ∅ x 1/8" pcs 35.00 2300.00 80500.00
Steel Cable 38mm ∅ m 108.00 1214.00 131112.00
Steel Cable 12mm ∅ m 122.00 856.00 104432.00
Cyclone Wire 4' x 22' pcs 6.00 600.00 3600.00
Steel Checkered Plate 4 x 8 x
ply 15.00 36893.00 553395.00
6mm
Wire Rope Cable Clamp 38mm pcs 58.00 315.00 18270.00
Wire Rope Cable Clamp 12mm pcs 360.00 87.00 31320.00
Turn buckle pcs 32.00 100.00 3200.00
Hex nut 12mm pcs 90.00 14.80 1332.00
Hex nut 10mm pcs 30.00 10.80 324.00
Bolt 12mm x 200mm pcs 30.00 87.00 2610.00
Bolt 10mm x 200mm pcs 30.00 72.00 2160.00
U-bolt 12mm x 127mm x
pcs 30.00 350.00 10500.00
160mm
Angle Bar 1 1/2" pcs 4.00 1140.00 4560.00
Round Bar 12mm ∅ pcs 31.00 320.00 9920.00
Welding Rod box 100.00 240.00 24000.00
Consumables (5% of Materials
56521.75
Cost)
Material Cost 1240706.75
b. Labor Cost
1 Construction Foreman hours 240.00 85.37 20488.80
 Republic of the Philippines
CAMARINES SUR POLYTECHNIC COLLEGES
Nabua, Camarines Sur

College of Engineering and

Architecture
161
3 Skilled Laborer hours 240.00 61.81 44503.20
5 Common Laborer hours 240.00 47.64 57168.00
Labor Cost 122160.00
Sub-Total of Direct Cost (Materials+Labor+Equipment Rental) 1362866.75
INDIRECT COST
a. OCM 204430.01
b. Contractor's Profit 136286.68
c. Tax 85179.17
Sub-Total of Indirect Cost (Contractor's Profit+Tax+OCM) 425895.86
SUBTOTAL 1788762.61
TOTAL COSTS (STEEL WORKS) 1788762.61
TOTAL PROJECT COST ₱ 2,612,087.80