Dgcs Volume 1

Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

Contents  ABBREVIATIONS ............................................................................................................................................... V 1

INTRODUCTION ..................................................................................................................................... 1-1 1.1 BACKGROUND ................................................................................................................................................ 1-1 1.2 SCOPE ........................................................................................................................................................... 1-1 1.3 PURPOSE ....................................................................................................................................................... 1-2 1.4 OVERVIEW ..................................................................................................................................................... 1-2 1.4.1 Volume 1 – Introduction and Overview ............................................................................................... 1-2 1.4.2 Volume 2 – Surveys and Site Investigation .......................................................................................... 1-2 1.4.3 Volume 3 – Water Projects Design ...................................................................................................... 1-3 1.4.4 Volume 4 – Highway Design ................................................................................................................ 1-3 1.4.5 Volume 5 – Bridge Design .................................................................................................................... 1-3 1.4.6 Volume 6 – Public Buildings and Other Related Structures Design .................................................... 1-3

2

DESIGN PREPARATION PROCESS ........................................................................................................ 2-1

3

2.1 LEGAL RESPONSIBILITIES ................................................................................................................................ 2-1 2.2 DESIGN PREPARATION PROCESS ...................................................................................................................... 2-1 2.2.1 New Infrastructure ............................................................................................................................... 2-2 2.2.2 Upgrading, Repairs and Retrofitting of Existing Infrastructure ........................................................ 2-2 2.3 DESIGN REVIEW ............................................................................................................................................. 2-3 2.3.1 Detailed Design Stage Review .............................................................................................................. 2-3 2.4 APPLICATION OF THE GUIDE ............................................................................................................................ 2-3 2.4.1 Context Sensitive Solutions .................................................................................................................. 2-4 2.5 RISK.............................................................................................................................................................. 2-5

4

3.1 3.2 3.3

DESIGN FOR EMERGENCY RESPONSE .................................................................................................. 3-1 EVALUATION.................................................................................................................................................. 3-1 TEMPORARY REPAIRS ..................................................................................................................................... 3-3 PERMANENT REPAIRS..................................................................................................................................... 3-3

SAFETY ................................................................................................................................................... 4-1

4.1 SAFE DESIGN ................................................................................................................................................. 4-1 4.1.1 Safety of Personnel and the Public....................................................................................................... 4-1 4.1.2 Working Environment.......................................................................................................................... 4-2 4.1.3 Particular Requirements for Site Investigation .................................................................................. 4-2 5

6

ENVIRONMENT ...................................................................................................................................... 5-1 5.1 5.2 5.3

LAWS, POLICIES AND PROCEDURAL REQUIREMENTS ON ENVIRONMENTAL PRESERVATION ................................... 5-1 ENVIRONMENTAL CONSIDERATIONS IN INFRASTRUCTURE DESIGN ...................................................................... 5-2 SOCIAL ENVIRONMENT CONSIDERATION IN INFRASTRUCTURE DESIGN ................................................................ 5-3

GENDER .................................................................................................................................................. 6-1

7

PROVISIONS FOR ACCESSIBILITY ........................................................................................................ 7-1

8

ENGINEERING PLANS/ DRAWINGS ...................................................................................................... 8-1

9

SCOPE AND LIMITATIONS OF THE DPWH DESIGN GUIDE ................................................................ 9-1

10

ALTERNATIVE DELIVERY METHODS ................................................................................................ 10-1

10.1 TRADITIONAL APPROACH .......................................................................................................................... 10-1 10.2 PERMITTED ALTERNATIVE METHODS ......................................................................................................... 10-1 10.3 NEW ALTERNATIVE METHODS ................................................................................................................... 10-2 10.4 DESIGN AND CONSTRUCT PROCUREMENT .................................................................................................... 10-3 10.5 PUBLIC PRIVATE PARTNERSHIP .................................................................................................................. 10-4 10.5.1 PPP in the Philippines ..................................................................................................................... 10-5

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview   

10.6

11

 

ii 

SELECTION OF PROCUREMENT METHOD .........................................................................................................…..10-6

REVISION...............................................................................................................................................…….11-1

Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

Volumes   Volume 1

Volume 2A Volume 2B

Introduction and Overview

GeoHazard Investigation

Engineering Surveys

Volume 2C

Geological and Geotechnical Investigations

Volume 4

Highway Design

Volume 6

Public Buildings and Other Related Structures

Volume 3

Volume 5

   

Water Projects Design

Bridge Design

 

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview   

 

Tables and Figures  Table 2-1 Table 2-2    

iv 

Qualitative Risk Analysis Matrix Level of Risk ...................................................................................................2-6 Risk Assessment for Design ........................................................................................................................................2-6  

Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

Abbreviations  Acronym 

Definition 

AASHTO 

American Association of State Highway and Transportation Officials 

CNC 

Certificate of Non­Coverage 

CSS 

Context Sensitive Solutions 

DENR 

Department of Environment and Natural Resources 

DGCS 

Design Guidelines, Criteria and Standards 

DOLE 

Department of Labor and Employment  

DPWH 

Department of Public Works and Highways 

ECA 

Environmental Critical Area 

ECC 

Environmental Compliance Commitment 

ECC 

Environmental Compliance Certificate 

EIA 

Environmental Impact Assessment 

EIARC 

EIA Review Committee 

EISS 

Environmental Impact Statement System 

EMB 

Environmental Management Bureau 

IEE 

Initial Environmental Examination 

KPI 

Key Performance Indicators 

LRFD 

Load and Resistance Factor Design 

MTPIP 

Medium Term Philippine Investment Plan 

NECA 

Non­Environmentally Critical Area 

OSHC 

Occupational Safety and Health Center  

PDR 

Project Description Report 

PEIS 

Programmatic Environmental Impact Statement 

PHP 

Philippine Pesos 

PICE 

Philippine Institute of Civil Engineers 

PPE 

Personal Protective Equipment 

PPP 

Public Private Partnership 

RDIP 

Regional Development Investment Program 

                       

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

1 

Introduction

1.1 

Background The six Volumes of the Design Guidelines, Criteria and Standards (DGCS) published in the year 2015 replace the two Volumes of the DGCS published in 1984. This guide will be the official guide for designs carried out within the Department of Public Works and Highways (DPWH) or for DPWH.

1.2 

The DPWH functions as the engineering arm of the Government of the Republic of Philippines and as such is responsible for the establishment of appropriate design standards for the purposes of ensuring the safety of public infrastructure and the production of detailed designs for public engineering projects. The DGCS was prepared to specify the design policies, standards and procedures that are used by the DPWH and by consultants engaged by the DPWH.

Scope

The DGCS shall apply to the preparation of concept, preliminary and detailed engineering for categories of infrastructure projects undertaken by DPWH including stream and flood control, roads and bridges and buildings. It has not been developed as a text book or a substitute for engineering knowledge, experience or judgment. No attempt is made to detailed techniques for which reference to appropriate technical studies and literature is required.

The DPWH DGCS also includes requirements for surveys, site investigations to be undertaken for DPWH projects and shall be used as the basis for the preparation of design and estimates of costs of projects.

The DPWH DGCS shall be used by all Regional Offices, District Engineering Offices, Bureaus and Services of the DPWH and by consultants engaged by DPWH. The design guidelines contained in the DPWH DGCS shall be governed by applicable provisions of existing laws, codes (latest editions) and Departmental issuances as identified in each of the Volumes.

Adherence to the provisions of the DGCS shall ensure that reasonably feasible and economical designs should be developed for the preparation of detailed design of projects. In general, all structures shall be designed for all loads and loading conditions to which they shall be subjected. Loads include dead loads, live loads, earth pressure, wind loads, hydraulic loads, traffic loads, impact loads and seismic loads which act on parts or the entire structures. The effects of temperature variations, shrinkage and swelling, long-term loadings, repetitive loadings and impact shall be considered. The stability analysis of structures shall allow for construction sequences. The design method for structures shall be based on load and resistance factor design (LRFD) principles, also called limit state design. All design shall adopt the Metric System of units.

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview   

All computations shall contain the scope of work, the design criteria, a description of the calculations, and an explanation of any computer program output, supported with sketches and shall be independently checked and approved. Special specifications, to be used in conjunction with the DPWH Standard Specification, shall be prepared for each project, to provide details of any nonstandard materials, processes or control.

1.3 

Quantity estimates for each project, based on the detailed design drawings, shall be prepared based on the DPWH standard quantities, to show quantities of different items of work and shall form the basis of a Bill of Quantities to be incorporated in the Contract Drawings.

Purpose

The purpose of the DGCS is to provide unity and uniformity of design in the preparation of design for all classes of infrastructure projects undertaken by the DPWH in accordance with following overriding requirements:

  Ensure the safety of all infrastructure users and third parties.   Protect property and the public welfare.

  Provide an adequate level of service for all infrastructure to meet the design

requirements.

  Provide design structures for appropriate loads and load combinations.

  Provide infrastructure that is functional and aesthetic, and require an optimum

level of maintenance appropriate to an optimum whole life costs and maximizing asset value.

  Provide guidelines for using new technology that improves the performance of

DPWH infrastructure.

1.4 

1.4.1 

1.4.2 

  Optimize the use of indigenous materials, labor and other resources.

Overview

The DPWH DGCS consists of six volumes: Volume 1 – Introduction and Overview

Volume 1 provides an introduction and overview to the complete document, and includes material common to the full range on infrastructure design. Volume 2 – Surveys and Site Investigation

Volume 2 comprises of three sub-volumes: Volume 2A – GeoHazard Investigation

Volume 2B – Engineering Surveys

Volume 2C – Geological and Geotechnical Investigation

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

Volume 2 covers GeoHazard Investigations, Engineering Surveys and Geological and Geotechnical Investigations during the planning or concept development, design development and detailed engineering phases of projects.

1.4.3 

1.4.4 

1.4.5 

1.4.6 

The requirements for surveys and site investigations apply across the full range of infrastructure design.

Volume 3 – Water Projects Design

Volume 3 covers structures related to flood control, drainage and coastal structures. The volume includes material on hydrology, hydraulics, flood studies, climate change and scour that is also applicable to the design of highways and bridges. Volume 4 – Highway Design

Volume 4 covers geometric design, pavement, safety facilities, drainage, intersection, earthworks, ground treatment, landslide control/slope protection, street lighting, GeoHazard management, environmental safeguard, etc. for highways. The volume includes the Standards and Guidelines for safety planners, safety design and road safety risk assessment in consonance with 2012 DPWH Road Safety Design Manual and International Road Assessment Program Star Rating Roads for Safety. Volume 5 – Bridge Design

Volume 5 covers bridge aesthetics, and the design of all types of bridges under Philippine conditions based on the AASHTO LRFD bridge design specification. The volume covers all types of structures required for highways and bridges including long-span structures, tunnels, cut-and-cover structures and retaining walls. Retrofitting of existing bridges is also included. Volume 6 – Public Buildings and Other Related Structures Design

Volume 6 covers the design of buildings and other related structures based on current international design standards. The volume covers architectural, structural, electrical, electronics, mechanical and sanitary/plumbing design, retrofitting of existing buildings and performance-base design. The structures include steel and concrete buildings, towers, earth retaining-structures, elevated and underground water reservoirs and water/sewage treatment plants.

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

2 

Design Preparation Process

2.1 

Legal Responsibilities Engineers are professional persons who operate under and within the limits set under their registration which is managed through the Professional Registration Commission.

For example, the Board of Civil Engineers registers civil engineers upon passing of a board examination. The practice of civil engineering is defined as covering services in the form of consultation, design, preparation of plans, specifications, estimates, erection, installation and supervision of the construction of streets, bridges, highways, railroads, airports and hangars, port works, canals, river and shore improvements, lighthouses, and dry docks; buildings, fixed structures for irrigation, flood protection, drainage, water supply and sewerage works; demolition of permanent structures; and tunnels. The enumeration of any work in this section shall not be construed as excluding any other work requiring civil engineering knowledge and application. The Philippine Institute of Civil Engineers (PICE) is the accredited professional organization for civil engineers recognized by the Board.

Civil engineer members of PICE are required to operate under the PICE Code of Ethics that impose the following requirements on members, Although the following principles are applicable only for Civil Engineers, they can be applicable to all other professions as well. All professionals undertaking planning, investigations and design of public infrastructure shall comply with their registration and the Code of Ethics of their accredited professional organization. Engineers and other professionals are responsible for their actions and can face sanctions if they act outside the scope of their registration or code of ethics.

2.2 

Engineers and other professionals shall not unilaterally act outside their experience and expertise. Where engineers and other professionals determine that they are required to undertake design outside their experience and expertise, they should advise their superiors, should seek advice and/or mentoring from engineers or professionals with the necessary experience and expertise, and should ensure that their work is reviewed by an engineer or professional with the necessary experience and expertise.

Design Preparation Process

Design is prepared at the Bureau of Design (BOD) of Central Office, Planning and Design Divisions of Regional Offices, Planning and Design Sections of District Engineering Offices and by external consultants engaged by DPWH. The District Engineering Offices and the Regional Offices prepare designs up to the delegated level of authority for them based on the estimated cost of the project. The design of projects above their delegation level are generally sent for the approval of the higher level office (eg: from District Engineering Offices to Regional Offices and from Regional Offices to BOD).

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview   

When the work load is excessive and there are no resources available internally, then some design work is outsourced to external consultants after going through a procurement process to engage them. Designs completed by external consultants are usually sent to BOD for review and recommending approval.

UPMO manages large projects including all foreign funded projects and some locally funded projects. The design work for UPMO managed projects is usually outsourced to external consultants. Those designs are reviewed and recommended for approval by the BOD to higher authority before procurement commences.

2.2.1 

The design preparation process is defined in the DPWH Design Procedures Manual. .

New Infrastructure

This section applies to the design of new infrastructure or the complete replacement of existing infrastructure. The design infrastructure will generally involve:   Assessing the design requirements by conducting a site reconnaissance,

preparing a preliminary geohazard assessment and preparing the design criteria.

  Conducting surveys to collect all data required for design.

  Conducting preliminary design to confirm the layout of the project.

  Conducting detailed design to prepare the final drawings, technical 2.2.2 

requirements and cost estimates for the project.

Upgrading, Repairs and Retrofitting of Existing Infrastructure

This section applies to the design of upgrading, repairs or retrofitting of existing infrastructure. The general design requirements depend on the estimated cost of the project. However, the process will be the same as for new infrastructure but include the following additional requirements in the preliminary design stage:   Assessment of the available documentation, design and condition of the

existing infrastructure to confirm that the existing infrastructure is suitable for upgrading, and

  Consideration of complete replacement of the existing infrastructure as one of

the options considered.

Repairs and retrofitting of existing infrastructure include all periodic maintenance to infrastructure to repair damage resulting from traffic, scour, earthquake and other causes. It does not cover routine maintenance or emergency repairs to enable infrastructure to be maintained or restored to service. The design process shall be the same as for new infrastructure except that the design of the repairs or retrofitting shall normally be undertaken based on the original design drawings, if available, but specific repair drawings should be

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

prepared to show the preparation of the areas to be repaired or retrofitted and the scope of the work.

In all cases, a detailed inspection of the damaged infrastructure and the original design drawings shall be undertaken to establish the cause(s) of any damage, to ascertain if the original design was inadequate, and to recommend design changes in the new work to reduce the risk of similar future damage. This inspection and outcomes shall be documented in an inspection report.

2.3 

Any systematic design deficiencies in the DGCS that lead to the wide occurrence of the same or similar defects shall be identified and an analysis of the deficiencies shall be undertaken to put forward changes to the DGCS to reduce the occurrence of such issues.

Design Review

The design review is conducted by different offices depending on their level of authority.

  If the estimated cost of the project is within the delegated limit, then the design

review is completed within the office where the design was prepared.

  If the estimated cost of the project is over the delegated limit of the office where 2.3.1 

the design was prepared, then the design is sent to the next higher level office that has the delegation to review.

Detailed Design Stage Review

Design review of all detailed design for all infrastructure projects shall be completed by engineers independent of the design engineers. These design reviews are distinct from design reviews undertaken within the design team. For work undertaken in-house by the DPWH, the design review should be undertaken by another DPWH office or by an external consultant. The purpose of the design review is to confirm that the design:   Complies with the requirements of the DPWH DGCS.

  Has considered all requirements and site constraints.

  Has been optimized for the site conditions and constraints.   Is acceptable and ready to be issued for construction.

2.4 

The scope of the design review should vary depending on the magnitude of the project. Where a project has significant technical issues, the appropriate design experts (for example, geotechnical engineer) may be included in the review to confirm that the technical issues are adequately addressed in the design.

Application of the Guide

The DPWH DGCS sets out the minimum standard for the design of infrastructure. The optimum design of infrastructure requires the designer to consider the range of engineering solutions possible to determine the design that best provides the required level of service without adverse impact on the local community and at a minimum cost.

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview   

2.4.1 

Context Sensitive Solutions

Context sensitive solutions (CSS) should be considered and adopted for all infrastructure projects that have large potential impacts on communities and environments to ensure that the infrastructure is appropriate to minimize any adverse impacts while meeting the objectives of the project. CSS is a collaborative, interdisciplinary approach that involves all stakeholders to develop infrastructure that fits its physical setting and preserves scenic, aesthetic, historic and environmental resources, while maintaining safety and mobility. CSS is an approach that considers the total context within which an infrastructure project will exist. CSS principles include the employment of early, continuous and meaningful involvement of the public and all stakeholders throughout the project development process.

CSS requires opportunities to be provided for involvement of the public and participating agencies in the development of project objectives and the range of alternatives shall be selected to support the intent of the CSS principles. The implementation of a CSS approach to navigating the project development process will ensure the best possible outcome to the environmental review process. Qualities of a project that demonstrate excellence in infrastructure design include:   The project satisfies the purpose and needs as agreed to by a full range of

stakeholders. This agreement is forged in the earliest phase of the project and amended as warranted as the project develops.

  The project is a safe facility for both the user and the community.

  The project is in harmony with the community, and it preserves environmental,

scenic, aesthetic, historic, and natural resource values of the area, i.e., exhibits context sensitive design.

  The project exceeds the expectations of both designers and stakeholders and

achieves a level of excellence in people's minds.

  The project involves efficient and effective use of the resources (time, budget,

community) of all involved parties.

  The project is designed and built with minimal disruption to the community.   The project is seen as having added lasting value to the community.

The characteristics of the CSS process that will contribute to excellence include:

  Communication with all stakeholders is open, honest, prompt, and continuous.   A multidisciplinary team is established early, with disciplines based on the

needs of the specific project, and with the inclusion of the public, including women.

  A full range of stakeholders is involved with transportation officials in the

scoping phase. The purposes of the project are clearly defined, and consensus on the scope is forged before proceeding.

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

  The project development process is tailored to meet the circumstances. This

process should examine multiple alternatives that will result in a consensus of approach methods.

  A commitment to the process from top agency officials and local leaders is

secured.

  The public involvement process, which includes informal meetings, is tailored

to the project.

  The landscape, the community, and valued resources are understood before

engineering design is started.

  A full range of tools for communication about project alternatives is used (e.g.

2.5 

visualization).

Risk

All engineering design activity involves risk and there is a balance between the costs of construction of infrastructure and the safety of the infrastructure users. In general, guidelines, design codes and standards are the principal tools in the management of risk as these documents provide surety that infrastructure designed in accordance with these documents have a high probability of satisfactory service and minimization of the risk to infrastructure users.

Nevertheless designers of infrastructure are required to manage the risk in design, to ensure the correct application of the guidelines, codes and standards. Risk management is the implementation of a deliberate strategy to identify hazards, assess the risks they pose and the elimination or control of those risks to acceptable levels.

A hazard is something that has the potential to cause harm.

Risk is an expression of the extent of adverse impact that might arise from the occurrence of a particular hazard.

Risk assessment is an evaluation of the level of risk, based on the level of adverse impact, following the occurrence of a hazard and the likelihood of that interaction occurring. To assess a hazard, three decisions need to be made:

1.  What is the hazard?

2.  What is its likelihood of occurring? 3.  What is its potential severity?

Assessing the risk of a hazard can be achieved using the risk matrix included in Table 2-1. The risk increase as the likelihood and consequences of a hazard increase.

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview   

Table 2­1  Qualitative Risk Analysis Matrix Level of Risk  Likelihood 

Consequences  Insignificant 

Minor 

Moderate 

Major 

Catastrophic 

Almost certain 

M 

H 

H 

E 

E 

Likely 

M 

M 

H 

H 

E 

Possible 

L 

M 

M 

H 

E 

Unlikely 

L 

M 

M 

M 

H 

Rare 

L 

L 

M 

M 

M 

Projects assessed as being at extreme-risk (E) shall require a detailed action plan to demonstrate how the hazards will be addressed in the design. Projects assessed as being at high-risk (H) shall include the attention of senior management to ensure that the risks have been considered in the design.

Projects assessed as being at moderate-risk (M) require increased management responsibility to ensure that appropriate designs are prepared. Projects assessed as being at low-risk (L) may be managed using routine procedures.

The project risk needs to be determined for each project as the extent of work required to be undertaken for each project design will depend on the project risk. More demanding projects or projects where the potential costs and impact of failure are high require more oversight and assessment during the design process. The assessment of project risk should consider the complexity, importance, safety and cost of the project. Typical criteria that may be used in the assessment are listed in Table 2-2. Table 2­2  Risk Assessment for Design  Project Risk 

2­6 

Low 

Medium 

High 

Extreme 

Total team size 

<5 

5 to 9 

10 to 14 

>15 

Work groups  involved 

1 to 2 

3 to 4 

5 to 6 

> 7 

Required  competencies 

New 

Learning  

Familiar  

Expert 

Complexity 

The design is  well defined and  no problems are  expected 

The design has  identified problems  and issues 

The design is  demanding but not  outside the  capability of the  design team 

Very complex  multi­discipline  project with  significant  interfaces 

Safety risk due to  project failure 

No issues 

Minor injuries 

Major injuries 

Loss of life 

Public Profile 

Unit 

Director 

Secretary 

President 

Cost 


PHP 20 – 50  million 

PHP 50 – 100  million 

>PHP 100  million 

Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

For example, standard single-span bridges may be considered as medium-risk design projects but multi-span bridges may be considered as high-risk design projects. The design requirements for extreme-risk projects require appropriate high-level approaches or design procedures are beyond the scope of the DGCS, but the requirements of the DGCS still apply. Design for Emergency Response.

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

3 

Design for Emergency Response The Philippines is frequently subject to disasters resulting from the GeoHazards inherent in the Philippine location and climate. These disasters normally result from flooding, tsunamis, earthquakes and landslides. These events can result in major damage to public infrastructure including roads and bridges, flood control structures and buildings. The emergency response depends on the nature of the disaster. The response to disasters resulting from earthquakes and tsunami are directed to restoration of damage after the events. Some disasters, for example those caused by flooding or volcanic eruptions, may require evaluation and implementation of emergency work during the disaster, to repair or raise dykes, to limit damage that may follow if preventive action is not done, or to provide evacuation routes.

Damage to roads and bridges results in traffic congestion, severs access routes and delays the arrival of emergency response teams and supplies. It can also sever services to communities including telephone services, water supplies, etc. Damage to roads and bridges can result in the complete isolation of communities. Damage to buildings also delays the emergency response as the buildings are not available for use for their support roles or temporary accommodation.

The DPWH has an essential function of rapidly restoring DPWH infrastructure following disasters to enable assistance to be provided to the victims of the disasters, to enable the damage to communities to be assessed, to permit implementation of remedial works and enable the regular activities to be assumed. Often a disaster leads to a reactive response, particularly when limited or no warning of an emergency is provided. The DPWH can also consider the likely impact of a disaster and plan a proactive response when sufficient warning of the disaster is provided. Much emergency response work may have to be undertaken during the course of disasters in the case of flooding or while aftershocks are occurring in the case of an earthquake. DPWH should always undertake emergency response work while ensuring the safety of DHWH staff, workers and third parties. The DPWH response to disaster management has three phases:

  Evaluation

  Temporary repairs   Permanent repairs

3.1 

These phases are described in the following sections.

Evaluation

Evaluation of the requirements of any emergency response is critical to:   Recognize the scale of the disaster.

  Determine the type of temporary repairs. 3­1 

Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview   

  Determine the type of permanent repairs.

  Ensure that appropriate and adequate resources are mobilized to commence

the work, especially if equipment or materials have to be brought from outside the area.

  Ensure that time and money is not wasted by misguided work.   Set the priorities for temporary repairs.

Evaluation of the damage from a disaster would commence:

  Immediately after the disaster for earthquake and similar disasters,   As soon as the potential threat is recognized, or

  As soon as engineering staff can be mobilized from the DPWH offices.

DPWH should maintain emergency response plans with contact details for engineering staff in each Regional and District Engineering Office to enable staff to be mobilized quickly and aware of their functions and responsibilities.

The evaluation is critical to determine the extent of damage to public infrastructure, and to identify those parts of the public infrastructure that are unusable and are hindering access into the disaster areas. The general procedure would be:

  Conduct rapid inspections by road, helicopter or boat to determine the general

extent of damage to infrastructure, record lists of observed damage.

  Conduct quick inspection of standing structures such as bridges to confirm if

they are in a fit condition to carry traffic.

  Conduct quick inspection of buildings to determine if they have suffered

damage, if they can be utilized albeit with damage, or if temporary repairs would enable their use. This may require the use of tarpaulins, for example, where rooks have been blown off by typhoons.

  Conduct quick inspection of failed structures to determine option for

temporary replacement, for example use of Bailey bridges.

  Conduct quick inspection of other listed infrastructure to type and scale of

necessary temporary works; for example, estimate the volume to restore a slumped section of road.

  Assess which infrastructure can be quickly returned to service or which have

to be returned to service. Prioritize the temporary repairs considering availability of usable alternative routes, most important routes, and needs of emergency response routes.

  Design emergency repair works (matchbox design). Temporary designs would

normally be rule-of-thumb by the DPWH engineers on-the-ground to enable work to commence. This could be followed-up later with design DPWH staff to confirm the work underway and to incorporate appropriate modifications if necessary.

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

3.2 

The Engineers in the Regional and District Engineering offices where a disaster occurs should be familiar with the local infrastructure to enable the evaluation to be quickly undertaken.

Temporary Repairs

Temporary repairs would normally be commenced at critical sites by the affected District Engineering and Regional Offices as soon as possible after the required work at those sites had been assessed, and equipment and materials obtained. Temporary work would commence before the evaluation has been completed across the affected area. The DPWH would work with other Government disaster response teams and would coordinate their actions to ensure that the most urgent requirements are given priority. Temporary works would normally utilize the resources immediately available to the DPWH in the Regional and District Engineering Offices. Emergency repair works include:

  Deployment of Bailey bridges to replace collapsed spans of bridges.   Propping of damaged columns and components of bridges.   Earthworks to bridge approaches to enable vehicle access.   Earthworks to restore damaged or closed roads.

 

  Repairs to other infrastructure as required.

The emergency works may be phased, for example the initial repair to a critical bridge may be a simple earthwork to enable emergency response vehicles to cross the bridge at low speed with follow-up earthworks later to enable the use of all traffic lanes and/or higher speeds.

The only issue that may delay the temporary repairs would be the allocation of funds which would be obtained through the emergency services.

The temporary measures are only intended to remain until permanent repairs to or replacement of damaged infrastructure can be implemented. Where necessary, temporary repairs would be closely monitored to detect any further deterioration of damaged infrastructure. Damaged structures may have hidden damage that is accelerated by normal working conditions and ongoing deterioration may increase the risk to the infrastructure users and third parties. Some damaged infrastructure may require ongoing work to maintain public safety.

3.3 

Temporary repairs would be undertaken on an ad hoc basis using emergency response funding.

Permanent Repairs

Permanent repairs would be implemented after the disaster to restore or replace damaged infrastructure. All temporary repairs would be reconstructed to return the infrastructure to the design condition. All permanent repairs would be undertaken in full compliance with the DGCS. 3­3 

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Minor and major damage to infrastructure and the need to replace damaged infrastructure should be identified. All permanent repairs shall be undertaken in full compliance with the DGCS.

Priority in undertaking permanent repairs should be given to damaged infrastructure that is essential to the local communities and to infrastructure that has experienced significant damage.

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4.1 

Safety Safety is a key parameter for the design of infrastructure to minimize the risk to health and safety of all persons involved throughout the life of infrastructure, including design, construction, operation, maintenance and eventual removal.

Safe Design

Safe design means the integration of control measures early in the design process to eliminate or, if this is not reasonably practicable, minimize risks to health and safety throughout the life of the infrastructure being designed. The safe design of infrastructure will always be part of a wider set of design objectives, including practicability, aesthetics, cost and functionality. These sometimes competing objectives need to be balanced in a manner that does not compromise the health and safety of those who work on or use the infrastructure over its life.

Safe design begins at the concept development phase of a structure when making decisions about:

  The design and its intended purpose.   Materials to be used.

  Possible methods of construction, maintenance, operation, demolition or

dismantling and disposal.

  Comprehensive engineering surveys and site investigations.   Subsurface investigation.   Geohazard assessment.

  Relevant Republic Acts, Laws and Department Issues.

4.1.1 

Safe design also applies during design development and detailed design to ensure that all necessary safety features are included in the design, in accordance with the requirement of the DPWH DGCS. Safety of Personnel and the Public

The safety of personnel involved in the design, construction and maintenance should be considered. This specifically applies to the safety of design personnel visiting project sites for inspections.

It is mandated by the constitution under Executive Order No. 307 establishing the Occupational Safety and Health Center (OSHC) – Department of Labor and Employment (DOLE) and Presidential Decree (P.D.) 626 to ‘protect every workingman against the dangers of injury, sickness or death through safe and healthful working conditions, thereby assuring the conservation of valuable manpower resources and the prevention of loss or damage to lives and properties, consistent with national development goals and with the State’s commitment for the total development of every worker as a complete human being.’

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Rule 1080 of the provision contains the Personal Protective Equipment (PPE) and Devices in which the following PPE’s may be necessary:

  Rule 1082 Eye and Face Protection   Rule 1083 Respiratory Protection   Rule 1084 Head Protection

  Rule 1085 Hand and Arm Protection

  Rule 1086 Safety Belts. Life Lines and Safety Net 4.1.2 

  Rule 1087 Use of Safety Shoes Working Environment

Hazardous workplaces are where:

  The nature of work exposes the workers to dangerous environmental

elements, contaminants or work conditions including ionizing radiation, chemicals, fire, flammable substances, noxious components and the like.

  The workers are engaged in construction work, logging, firefighting, mining,

quarrying, blasting, stevedoring, dock work, deep-sea fishing and mechanized farming.

  The workers are engaged in the manufacture or handling of explosives and

other pyrotechnic products. Only licensed workers should handle explosives in coordination with approving agency.

  The workers use or are exposed to power driven or explosive powder actuated

tools.

  The workers are exposed to biologic agents such as bacteria, fungi, viruses,

protozoans, nematodes, and other parasites.

Relevant references are:

  Rule 1410: Construction Safety for detailed safety requirements for

construction.

  Relevant documents of OSHC–DOLE and other relevant seminars for a 4.1.3 

comprehensive discussion of safety requirements.

Particular Requirements for Site Investigation

The requirements for site investigations are discussed in DGCS Volume 2.

All work on live highways shall be undertaken in accordance with the DPWH Road Safety Design Manuals to ensure the safety of road users, third parties and of the personnel undertaking any site investigations. Prior to undertaking any invasive investigation on a site the likelihood of the presence of services shall be assessed and where services are suspected the utility companies shall be contacted to identify the locations of services.

In the event that excavations or exploratory holes encounter contamination or human remains, work shall be stopped and expert input obtained to decide on procedures for continuing the investigation.

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Environment Designers must consider environmental factors in the design of infrastructure to ensure that the adverse impacts on environment are minimized by adopting suitable and appropriate design standards. Environmental considerations must be identified, assessed and mitigation measures provided at early stages of design to avoid major changes and costly variations in the future.

5.1 

This Chapter only provides a brief description of environmental considerations in relation to infrastructure design as a general guide only. For more information on systematic Environment Impact Assessments and other environmental studies and assessments, the readers should refer to other documents specialized in this field. Some of the documents that the readers may refer to are provided in the sections below.

Laws, Policies and Procedural Requirements on Environmental Preservation

In Philippines, the laws in relation to environmental preservation start at the highest level of government. Under the Presidential Decree No. 1151 (‘Philippine Environmental Policy’) Section 3, ‘the Government recognizes the right of the people to a healthy environment. It shall be the duty and responsibility of each individual to contribute to the preservation and enhancement of the Philippine environment.’

In addition, the designers must take the following laws directives in to account in infrastructure design:

  Presidential Decree PD 1156 (1977), requires Environmental Impact

Assessment (EIA) preparation for projects affecting environmental quality.

  PD 1586 (1978) defines the Environmental Impact Statement (EIS) and its

scope for Environmental Critical Projects and Environmental Critical Areas. Projects are scrutinized through Environmental Impact Assessment, which is an important tool in all aspects of project cycle.

  The Department of Environment and Natural Resources (DENR) Department

Administrative Order No. 30 Series of 2003 (revised August 2007) describes various documentary requirements for environmental certificates. The certificates are Environmental Compliance Certificate ECC and / or Certificate of Non-Coverage (CNC), where issuance depends on the significance of the social and environmental impacts due to project activities.

EIA helps to determine the impacts of the proposed project and to formulate countermeasures to prevent, minimize, mitigate, or compensate the adverse impacts caused by the project. Environmental consequences should be recognized early in the project cycle to account for the project selection, siting, planning, and design integration of environmental assessment in the early stage of planning is essential to:

  Address environmental issues in a timely and cost-effective fashion.   Incorporate alternatives to the proposed project. 5­1 

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  Assess and provide counter measures at an early stage in design to avoid

changes and environmental problems. Deforestation associated with infrastructure projects should consider the risk of flooding due to changes in landscaping and water resources in the area.

  Avoid costs and delays in the implementation due to unanticipated

environmental problems.

Further details on the preparation of Environment Impact Assessment may be obtained from the Revised Procedure Manual for DENR Administrative Order No. 30-03 (DAO 03-30) titled ‘Implementing Rules and Regulations of Presidential Decree No. 1586, Establishing the Philippine Environmental Impact Statement System’, Environmental Impact Assessment and Management Division (EIAMD), August 2007 (2nd Printing: January 2008).

5.2 

A list of current Department Orders, Special Orders, Department Memorandum Circulars and Unnumbered Memos is available on the DPWH intranet.

Environmental Considerations in Infrastructure Design

Infrastructure projects may impact on the physical and social environment in various different ways. The designer must be aware of the impact on the environment and incorporate measures to minimize adverse impacts. Some of the factors on the physical and social environment that the designers should consider are:

  Impacts on natural habitats of flora and fauna.

  Impacts on movement habits and population dynamics of different species.

  Impacts on water resources around the area including both surface water and

ground water resources.

  Impact of risk of flood and consequences of flood affecting the environment.

  Impacts on water consumption by human populations as well as animal

populations.

  Impacts due to changes in landscape.

  Impacts due to deforestation associated with infrastructure work.   Impacts due to air pollution and noise pollution.

  Impacts on areas of historic or cultural significance.

  Impacts from energy use during construction and operation of machinery and

equipment, transportation, lighting and other electricity use.

  Impacts due to possible contamination with construction materials and/or

construction waste.

  Impacts on the local community, local and non-local economy and the built and

natural environment.

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5.3 

Social Environment Consideration in infrastructure Design Infrastructure projects have the potential to impact the social environment both directly and indirectly. These impacts may be localized or affect the entire economy of the country, depending on the project. These impacts may be either positive or negative. It is important during project planning to ensure the positive impacts are maximized and the negative ones are minimized or eliminated where possible. The designers should consider the following social factors, as a minimum:   Improvements in travel time

  Improvements in safety issues

  Introduction of safety issues (e.g. new presence of car strike potential due to a new highway)   Reduction in vehicle operating costs   Improved accessibility   Employment

  Social inclusion/exclusion (e.g. highways bypassing communities, roads connecting previously excluded communities)   Changes to the economy

  Impact on Indigenous People Communities and their culture

  Impacts on human health (e.g. as a result of changes to air quality, noise, waste)   Impacts on land value   Cumulative effects

The Local Government Unit concerned with a project should decide on the social acceptability of a project. Technical acceptability of the social impact assessment, however, and the corresponding commitments to address any impacts is within the jurisdiction of DENR – Environmental Management Bureau.

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6 

Gender Gender shall be considered in the design all infrastructure projects to ensure that adequate provisions are included in projects to improve the function of new infrastructure for the users and third parties, especially women, and to address gender issues included in policies and strategies for infrastructure development.

The incorporation of gender into the design process requires an understanding of the different living conditions and needs of women and men at project planning stage, and taking these requirements into account in the design and implementation of projects. Gender policies include:

  Women and men must equally participate in climate change, disaster risk

reduction, decision-making processes and other government programs at community, regional and nationwide levels.

  Integration of gender-sensitive criteria into planning, design implementation,

monitoring and evaluation of programs, projects and initiative.

  Allocation of adequate resources to address the needs of women, for example

by funding appropriate, environmentally sound technologies and supporting women’s grassroots initiatives in sustainable use of natural resources.

The implementation of these-policies requires the inclusion of appropriate activities in the design process, including but not limited to the following;

  Undertake environmental planning through public consultation and/or

stakeholders forums, and identify gender issues and concerns in the involvement of women, youth, senior citizens and persons with disability in infrastructure development. Women should constitute at least 30% of the total participants.

  Develop gender-based information within the influence area of the proposed

project.

  Conduct social gender analysis such as trend of employment of women at all

levels (actual construction, technical and management) in infrastructure projects or services, capacity of women to influence decisions about the planning design, operation and maintenance of infrastructure facilities; resettlement of women and their families as a result of the construction of infrastructure; access of women to water, and health and transport services.

  Maintain existing cross communication routes such as foot paths where

crossed by new infrastructure and maintain the amenity and usability of existing infrastructure adjacent to new work.

  Identify appropriate public infrastructure, for example access steps and

pathways to the water at dykes and bridges that may be included in infrastructure projects to maintain and improve access for third parties.

  Include appropriate works to enhance the safety of users and third parties

including pathways, guardrails, pedestrian bridges, and other safety facilities and structures. 6­1 

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  Prepare standard gender-sensitive design of infrastructure and facilities that

caters the needs of women, aged people and children, such as wider space on restrooms for women, provision of access stairs in the abutments of bridges and dikes.

  Incorporate the provision of gender-sensitive structures/facilities in feasibility

studies, including separate provision and costs in project budgets.

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Provisions for Accessibility The rights of persons with disabilities (PWDs) have been protected by law in the Philippines. Law have been enacted to ensure the rights of PWDs and it is the duty of every citizen to uphold them. The main legislation specifying the rights of disabled persons is the Republic Act 7277 (1992), which is also known as Magna Carta for Disabled Persons and its subsequent amendments. This Act specifies provisions for the rehabilitation, self-development and self-reliance of PWDs and their integration in to the mainstream of society and for the other purposes. Chapter VI of the act specified the Accessibility requirements for PWDs including provision of a barrier-free environment, mobility, access to public transport facilities and implementing rules and regulations. The other important legislation relevant to infrastructure design is the Accessibility Law, also known as Batas Pambansa Bilang 344 and its Amended Implementing Rules and Regulations. This Act specifies the requirements to enhance the mobility of persons with disabilities by requiring certain buildings, institutions, establishments and public utilities to install facilities and other devices. A summary of requirements in the Act relevant to DPWH infrastructure design is:

  Section 1 stipulates that no license or permit for the construction, repair or

renovation of public and private buildings for public use unless provisions for accessibility have been installed or incorporated in such facilities. This also requires that the DPWH shall ensure all government buildings, streets and highways are provided with architectural facilities or structural features for persons with disabilities. In the case of parking places, suitable spaces should be reserved for PWDs.

  Section 2 requires that special bus stops shall be designed for PWDs and

discrimination against PWDs in the carriage or transportation of passengers has been declared unlawful.

Implementing rules and regulations as amended of Batas Pambansa Bilang 344 (Accessibility Law) provides more specific requirements in relation to public infrastructure design. Some of the important provisions are:

  Rule II provides the minimum requirements for accessibility including

categories of PWDs, anthropometrics and dimensional data as a guide for design, and basic physical planning requirements. Appendix A provides minimum requirements for accessibility for buildings, parking, inside buildings and structures, and safety provisions.

  Rule II provides specific requirements for buildings and related structures for

public use including classification of buildings by use of occupancy, architectural features and facilities, standards of accessibility for special type of facilities, provisions for computation of accessible units and application of barrier free facilities and features.

  Rule

IV provides requirements for public transportation including classification of public conveyances by mode of transport the minimum requirements for them to ensure accessibility.

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  Rule V provides the administrative mechanism for the provisions and

enforcement procedures.

It is mandatory that the designers incorporate the above provisions in the design of public infrastructure.

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8 

Engineering Plans/ Drawings The use of drawings based on previous designs rather than original design that is optimized for the new site should be discouraged.

With the change to AutoCAD for production of drawings, each project should have a complete set of project specific drawings, which may include some standard drawings.

To support the AutoCAD production of drawings, the DPWH should establish a library of standard details for the control of AutoCAD drawings. The library would hold:

  Standard AutoCAD settings for drawings including layer details, pen details,

drawing title blocks, etc.

  Standard details for use in the production of drawings; these details would

have a maximum life of four years.

The AutoCAD library should be maintained and controlled by the Bureau of Design.

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9 

Scope and Limitations of the DPWH Design Guide The DPWH DGCS is intended to be the principal design reference for infrastructure designed within the DPWH. It will also be of value to consultants working on behalf of the DPWH and to third party organizations involved with the development of infrastructure within The Philippines.

The economic potential of the Philippines has been limited largely by a lack of infrastructure. The use of the DPWH DGCS will contribute to the development of infrastructure by encouraging the development of cost-effective and appropriate designs for infrastructure.

The DPWH DGCS provides only a limited coverage of many design issues that will be appropriate in most cases. However, the DPWH DGCS provides details of other relevant published guidelines, some of which are readily available on the Internet, and others which have been recommended for purchase under the design tools review. Designers may consult these published guidelines to increase their understanding of particular design issues and to improve the design where necessary.

The use of the DPWH DGCS will be appropriate for the majority of the standard infrastructure projects undertaken by the DPWH. Some major projects will fall outside the scope of the DPWH DGCS and will require the adoption of the appropriate international design standards. In all cases, the requirements of the DPWH DGCS remain the underlying basis for the design. Designers shall avoid the following traps that will limit the value of the DPWH DGCS in the production of cost-effective and appropriate designs for infrastructure:

  Lack of information: Failure to obtain all relevant information can contribute

to a lack of understanding of the full requirements for a project.

  Wrong beliefs: Design based on erroneous beliefs rather than facts, including

prejudice against changes, can result in inappropriate design.

  Habitual thinking: Designers should update their knowledge to cover changes

in technology and practices. Design based on previous designs without consideration of alternatives may result in outdated designs. Standard designs, procedures and customs entrench this problem.

  Risk of personal loss: Risk adverse designers tend to stick to previously

successful designs rather than adopt new solutions. This makes it difficult for better solutions and innovation to improve designs.

  Reluctance to seek advice: Designers are reluctant to seek advice as this may

reflect on their competence and standing. Designers must always seek advice from appropriate experts to address design issues and maximize design efficiency.

  Time constraints: The demand for projects to stay on schedule frequently

limits the efficiency of design and results in inappropriate design, over-design and increased construction costs.

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  Negative attitudes: Design innovation will not occur if decision-makers are

reluctant to adopt new designs in projects.

  New technology: Where a designer fails to recognize and consider new

materials and processes, infrastructure costs may be higher than they should be.

  Strict adherence to requirements: Designers traditionally develop designs

that exceed the requirements and result in over-design and inflated construction costs.

  Performance at any cost: Designers must be aware of not over-engineering

infrastructure projects to avoid cost-blowouts. Design features must be optimized commensurate with the requirements of the project.

  Poor communication: Design teams need to work together to produce cost

effective designs. Involvement of the full range of expertise in design and design review is always worthwhile.

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10.1 

Alternative Delivery Methods The current method for procurement of infrastructure construction, including the engaging of consultants, is based on lump sum tenders with any variations limited to a maximum 10% of the original contract sum. The maximum amount of each contract is set by the DPWH prior to tendering based on the cost estimates prepared by the DPWH, and any tenders above this amount are rejected. This practice is restricting the quality of work and limiting the options for improved design and innovation. Alternative forms of infrastructure delivery may enable provision of improved infrastructure and reduce procurement costs.

Traditional Approach

The normal approach to the construction of infrastructure in The Philippines is the traditional design, bid, build method which comprises:

  Design either by DPWH in-house or by a consultant appointed by the DPWH,

leading to the preparation of a full set of full drawings and construction specification.

  Construction by a contractor selected by tender, normally based on the lowest

price.

This approach is recognized as not providing the best outcome for many reasons including:

  The design is not innovative and tends to be the same as previous similar

projects as this is the best way to ensure design approval and avoids any issues in trying to get new designs accepted though they offer the chance of improved performance and / or lower construction costs.

  The contractor has to construct the documented design and there is no

flexibility for the contractor to modify the design to reduce construction costs.

  The contractor has to employ equipment suitable to execute the documented

design and there is no opportunity for the use of other equipment or technology that would reduce construction costs.

10.2 

The traditional approach also requires the government to fund the development project up-front, utilizing either revenue funds or loan funds. For major projects, this can be a major impediment to the timely development of critical infrastructure.

Permitted Alternative Methods

Other forms of project implementation have been developed to achieve improved technical and financial outcomes for infrastructure owners. The Handbook of Philippine Government Procurement, 6th edition 2012, allows two alternative methods of procurement:

  Design and construct.

  Public Private Partnership (PPP). 10­1 

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10.3 

These forms of procurement are discussed in Section 10.4 and Section 10.5.

New Alternative Methods

There are other forms of procurement that have been used in other countries to construct infrastructure but they have not been used in The Philippines at the present time and enabling legislation may be required to permit their use. Other forms of procurement include:

Schedule of Rates: This type of arrangement is widely adopted for the construction of infrastructure. The contractors are paid for all work undertaken on a unit rate basis at tendered rates. The final construction cost is based on the amount of work undertaken and the scope of work may be easily amended during the construction. This type of procurement requires additional supervision staff to survey and measure the amount of work undertaken by the contractors. This form of contract should be considered for site investigations and other projects where the scope of work will vary depending on as per actual field conditions, to enable the contractor to be compensated for the actual work undertaken. Build, Operate, Maintain and Transfer: This type of arrangement enables the Government to defer the payment for infrastructure development by requiring the contractor to fund the development. The contractor designs, constructs and operates the infrastructure, normally under a fixed period contract and is reimbursed by annual or other payments from the Government. This form encourages the contractor to optimize the design for minimum cost and also for lowest maintenance costs. The development occurs in a similar manner as for a PPP project. This arrangement is attractive to Government in cases when the Government does not have the available funding or access to suitable loan funds.

Construction Management: This type of arrangement includes the engagement of a construction manager to manage and coordinate the construction to a design provided by the government. This form is used in cases where design cannot be completed prior to commencement of construction and in cases where the original contractor has collapsed part way through a contract.

Alliancing Contracting: In this form of delivery, the Government collaborates with one or more designers and contractors to share the risks and responsibilities in delivering the construction phase of a project. The alliance model is based on a no-fault, no-blame culture and unanimous decision-making requiring all participants to find best for project solutions. The non-Government participants are guaranteed reimbursement of direct costs on an open-book basis, payment of a fee to cover corporate project overheads and share in a gain share if the project meets agreed KPIs for cost, schedule and other key parameters. This approach is used for projects where there are large construction risks and design has to be integrated into the construction. Early Contractor Involvement: In this approach the contractor is selected to assist the designer in development of the design for constructability issues. The Government retains the right to tender the design if final price agreement cannot be agreed with the contractor.

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10.4 

Long Term Performance Based Maintenance: This type of arrangement is used for contract maintenance of public infrastructure. The contractor is appointed for a set period to plan, program and execute the necessary maintenance works to meet specified service standards. The length of contract allows the Contractor to be innovative in terms of materials, methods, scheduling and work practices.

Design and Construct Procurement

Design and construct procurement is allowed in the following circumstances:

  Flagship, priority and fast-track projects included in the Medium Term

Philippine Investment Plan (MTPIP) and Regional Development Investment Program (RDIP).

  Infrastructure projects requiring advanced technology or construction

technology.

  Infrastructure projects where manufacturer’s input is required in the design.   Small projects of standard design.

In this form of procurement, the contractor is responsible for the design and the construction of the project. The advantages of design and construct procurement are:

  The design and construction are in the hands of the contractor, who is

responsible for design, quality, cost and schedule;

  The contractor is able to submit a lower cost for the project as he has the ability

to tailor the design to suit his equipment, expertise, capability and resources;

  The work can normally be completed earlier compared to the traditional

approach as the design and construction can overlap;

  For complex infrastructure such as large bridges, this type of procurement is

essential as the design will depend on the method of construction of the infrastructure; and

  Innovative

design solutions are developed that provide improved infrastructure.

A successful design and construct contract does not happen by itself and will require the DPWH to provide:

  A detailed scope of work for the project that set out explicitly the performance

and requirements for the infrastructure; and

  Adequate supervision of the contract to ensure that the completed works

comply with the requirements of the plans and DPWH DGCS.

Design and construct should be considered for the following types of infrastructure projects:

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  Class C and Class D projects where the contractor may be able to offer lower

construction costs by tailoring the design to suit his equipment, expertise and capability.

  Large infrastructure projects that will be designed and constructed as a single

package where the component designs can be standardized to suit the project requirements (this will already occur for road projects developed under a PPP).

For a design and construct project, the DPWH shall undertake the design development (preliminary design) but with the following modifications to the requirements:

  The design development drawings for the project shall be developed to show

the physical requirements of the project (for example, for bridges the waterway area, design flood levels, deck level, number of lanes, walkways, scour protection, river training) but will not define the form of the infrastructure to be developed.

  The project alignment shall be finalized.

  Inclusion of a detailed scope of work of the project giving complete

10.5 

requirements for the project and setting out the contract limits.

Public Private Partnership

Public Private Partnerships (PPP) are a partnership between the public and private sectors to deliver infrastructure and related non-core services. There are two types of PPP:

  Where the Government pays the developer over the contract’s term based on services delivered based on the achievement of key performance indicators (KPIs). There are no payments before the infrastructure has been completed and commenced operation.

  Where the Government makes no payments to the developer and the developer recovers his costs through service charges (tolls) on the infrastructure users.

The only form of PPP adopted in The Philippines to date is the second type where there are no direct payments by the Government. The Government may contribute to construct some related infrastructure.

Research has shown that PPPs are the most efficient method for the provision of large infrastructure projects with a construction cost over two billion pesos. The implementation of Government funded PPPs should consider cost and schedule due to the benefits that can be obtained in the provision of infrastructure. This may require legislation to be amended.

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10.5.1 

PPP in the Philippines

The Government of the Philippines has established the Public-Private Partnership Center of the Philippines, attached to the National Economic and Development Authority, to facilitate the implementation of the country’s PPP Program and Projects. PPP projects are undertaken under the following legislation:

  Revised Implementing Rules and Regulations of R.A. No. 6957, ‘An Act

Authorizing the Financing, Construction, Operation and Maintenance of Infrastructure Projects by the Private Sector and for Other Purposes’, as Amended by Republic Act No. 7718.

  An Act Amending Certain Sections of Republic Act No. 6957 entitled ‘An Act

Authorizing the Financing, Construction, Operation and Maintenance of Infrastructure Projects by the Private Sector, and for Other Purposes.

The PPP Program is a cornerstone strategy for national development aimed at accelerating infrastructure and other development services, in order to sustain national economic growth. It enables projects to be developed without government funding, provided the project is able to generate sufficient revenue through tolls and other charges to pay for the operation and maintenance of the infrastructure, and to repay the cost of construction and funding. PPP projects normally operate for a defined period at the end of which the infrastructure is handed over to the government. PPP projects are selected based on the following criteria:

  Project readiness / preparation.

-  Completed initial business case.

-  Included in the priority projects of the Implementing Agency.

-  Initial preparation is on-going, for example the feasibility study has been

commenced.

  Responsiveness to the sector’s needs (for example, part of the transport

network system, water supply / sewerage, electric power capacity).

  High implementability (bankable, no major issues).

The PPP process is a funding conduit for the development of infrastructure and the form of implementation of the infrastructure included in a PPP project is a matter for the developer. The most likely form would normally be a design, construct, operate and transfer sub-project aligned to the PPP agreement under the aegis of the developer based on the feasibility study report.

PPP project conditions should include compliance with all provisions of the DPWH DGCS, including the submission of the design documentation to the DPWH, and complying with all DPWH requirements. Design information that should be supplied to DPWH includes:

  Feasibility study reports.

  Design development (preliminary design) reports. 10­5 

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  Survey drawings and reports.

  Hydrologic and hydraulic reports.

  Complete set of preliminary design drawings.

  Geotechnical and geological investigation reports.   Detailed design reports.

  Complete sets of design calculations.

  Complete sets of drawings for construction.

  All other reports and drawings prepared for the design and construction of the

10.6 

projects.

Selection of Procurement Method Many Government infrastructure agencies require that the procurement method be selected for each project to ensure that the optimum approach is adopted considering all relevant factors. The preferred procurement methods for infrastructure projects are:

  Class A Project: Design, bid, build.

  Class B Project: Design, bid, build unless site suits design and construct.   Class C Project: Design and construct

  Class D Project: Design and construct or Public private partnership

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Design Guidelines, Criteria and Standards: Volume 1 ­ Introduction and Overview 

11 

Revision The DPWH DGCS is intended to be updated on a regular basis to reflect changes in procedure, requirements, standards, materials and technology.

The Division Chiefs shall receive any comments on their discipline volumes of the DGCS from BOD Divisions, Regional Offices, District Engineering Offices and Consultants and shall maintain a register of comments and proposed modifications.

A review should be undertaken by the Division Chiefs in the BOD of their discipline volumes of the DGCS, on an annual basis and recommend revisions for consideration by DPWH. The register of comments and proposed modifications shall be the basis for the annual reviews. Individual volumes or sections may be updated as required to incorporate significant recommended revisions as developed from the annual reviews. It is expected that individual volume may require revision at 5-year intervals.

11­1