May-23-2018-Thesis About Phorous Asphalt

Document Code: DCAVRKMI-F-PS
MANUEL S. ENVERGA UNIVERSITY FOUNDATION

Lucena City Document Title: Project Study
An Autonomous University Page No.: Page 1 of 136
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DR. CESAR A. VILLARIBA RESEARCH AND Effectivity Date: August 2017
KNOWLEDGE MANAGEMENT INSTITUTE Prepared by: DCAVRKMI
Reviewed by: QMR
QUALITY FORM Approved by: President
Modified Gradation of a Porous Asphalt
A Project Study
Presented to the Faculty of the
College of Engineering
Manuel S. Enverga University Foundation
University Site, Lucena City
In Partial Fulfillment of the Requirements
for the Degree
Bachelor of Science in Civil Engineering
By
Mohammed Ibrahim Marzooq Waled Al - Abdulla
Kenn Jexson G. Catausan
Marlou V. De Torres
John Lawrence S. Ibasco
Hannah Jannie May L. Tabernilla
Neil Jerome R. Villa
April 2018
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APPROVAL SHEET
This project study hereto entitled:
“MODIFIED GRADATION OF A POROUS ASPHALT”
prepared and submitted by MOHAMMED IBRAHIM MARZOOQ WALED AL ABDULLA,
KENN JEXSON G. CATAUSAN, MARLOU V. DE TORRES , JOHN LAWRENCE S.
IBASCO, HANNAH JANNIE MAY L. TABERNILLA, NEIL JEROME R. VILLA, in partial
fulfillment of the requirements for the Degree Bachelor of Science in Civil Engineering has been
examined and is hereby recommended for acceptance and approval for Final Examination.
Engr. Evangeline L. Constantino

Adviser
Approved by the Committee on Oral Examination with a grade of _____________%.
ENGR. CIELITO V. MALIGALIG ENGR. MA. LUISA B. CANELA

Member Member
DR. GUILLERMO M. RAGO JR.

Chairman
Accepted in partial fulfillment of the requirements for the Degree of Bachelor of Science in Civil
Engineering.
Guillermo M. Rago Jr. Ed. D., CE

Dean, College of Engineering
Date: _______________
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Acknowledgment
This project study consumed amount of effort, inquiry and perseverance. Still, execution
would not have been possible if the researchers did not have the needed support. The researchers
expressed their sincerest appreciation to everyone who empowers us throughout the course of
this research;
To Dr. Guillermo M. Rago, Jr., College Dean, thank you for all the encouragement,
insightful clarifications and tough questions;
To Engr. Evangeline L. Constantino, project study adviser for giving us relevant
knowledge and insights necessary to finish this study and for sharing her expertise;
To Engr. Cielito V. Maligalig, our professor, thank you for giving several imperative
suggestions which enhanced this project study;
To the librarians from Manuel S. Enverga University Foundation, thank you for the
assistance and tolerance they gave as the researchers conducted their research;
To the DPWH – Bureau of Research and Standards, thank you for accompanying our
presence in your laboratory and assisting with the essential tests to be piloted.;
To the writers of the research related to the study and creators of Internet Websites the
researchers used for this paper, for without their conception, this paper would not even occur;
To the researchers’ parents and siblings, for their constant financial and moral support
given;
To friends particularly our classmates, thank you for the unceasing motivation in defying
all odds and problems encountered through this study;

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To all the concerned persons, who inspired the researchers in achieving this project study,
thank you for trusting us;
To our almighty God for guiding us throughout this whole research. His guidance helped
us in all the time of our research and writing of this manuscript.
THE RESEARCHERS
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Dedication
First and foremost, I would like to thank God for giving me impossible strength and motivation
for all of the hardships that I’ve had been through to this Project Study. Also, I would like to
thank Him for giving all the knowledge that I need to finish this Project Study accordingly.
Second, I would like to thank my parents for allowing me to go endless nights at different
houses just to finish this study. Also, for giving me allowance that I need to continue this study.
Tita Babes! Thank you for your support to our family. It was really a life-saving support.
Deepest gratitude from our family.
To my co-researchers, I am very thankful to have you. All of the days and endless nights that
we have been through clearly pays it all with a successful study.
To my adviser, I would like to thank her for the effort that she exerted from day 1 to the last day
of our study.
To the BRS Family, Mam Cielito, Kuya Nonoy, Kuya Jayson, and all of the staffs of the BRS
family.
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To Team Kanser! Solid for life! Thank you for the walwal days, nights, afternoons. You will be
my kaladkarin friends forever.
To my future co-engineers! Jm Singh and Alodia Ian. You made me feel like a family beside
you.
Last of all, my Batchoy. You are the reason to give all that I got to accomplish this study. Thank
you for understanding my situation everytime im doing this project study. All of this is part of
yours. Thank you for motivating me, caring me, and loving me. Thank you. I love you.
-Law
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To my family, for not giving up on me and for the trust they give to me. For my friends, stg and
team kanser, for the support and happiness they give me while I am struggling. Last but not the
least to the Lord God Almighty for guidance and blessing I receive.
-KJ
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I dedicate this project to God Almighty my creator, my strong pillar, my source of
inspiration, wisdom, knowledge and understanding. He has been the source of my strength
throughout this project and on his wings have I soared. I also dedicate this work to my family
who has encouraged me all the way and whose encouragement had made sure that I give it all it
takes to finish that which I have started. To my professors and to our beloved Dean of our
department, for giving us knowledge in every aspects of learning, on how to solve different
problems inside and outside of the four corner classrooms and for teaching us how to stand alone
in every circumstances we’ve been through. I also would like to dedicate this to my group mates
Lawrence, Neil Jerome, Kenn, Marlou, and Hannah, whom I shared my time and efforts in doing
this project. And lastly, I dedicate this to my friends and others who helped me to make this
project possible. Thank you. My love for you all can never be quantified. God bless you.
-Ahmed
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“Difficult roads often lead to beautiful destinations” – Unknown

First of all I am dedicating this project study to our Almighty God, my creator, my
source of wisdom and knowledge of understanding to look at the positive side of every trials that
I encounter. He is also my source of strength and guidance whenever I’m feeling down
throughout this career path that I have chosen in my life.
To my loving family, especially my parents, Hubert and Loida, who gave me a chance
to see the beautiful things in this world and for my sisters and brother, Hazel, Heidi, Jon Ian,
Holie, for always cheering and inspiring me. I thank you all for the never ending love and
support for me even though I am annoying all the time.
To my grandparents, Lolo Daddy, Lolo Papa, Mommy and Lola Lut, thank you for all
the inspiring words, support and guidance that you give to me.
To the DPWH Family, especially the Quality Assurance Section (QAS), for helping us
from the very start of our project and giving us guidance in what we should do in the study.
Thank you.
To my high school and college friends, Bianca, Christine Sheena, Cristelle Shery,
Jaira, Sweet, Agatha, Janten, Charizze, Aicel and Czarina, thank you for all the wonderful
memories, experience and adventure we have shared in the last 5 years.
To all my Professors, thank you for giving advice morally and guidance.
To my group mates, Amed, Law, Jexson, Neil and Marlou, thank you for all the
hardships and not giving up for this project.
And lastly, to my past and future-self, don’t give up on your dreams, focus on the path
that God gave to you, be who you are and always stay humble to every success you have in your
life.
Thank You and God bless.
-H. J. M. L. TABERNILLA
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First and foremost I would like to take this opportunity to express my heartfelt gratitude
to all the people who has helped me in achieving every success in my entire life. My life would
be boring without all of you. This study would not be possible without the guidance of many
people and to whom I am thankful and indebted the most.
To my family, who provides me the strength and determination to finish this challenging
research work, I would like to express my greatest appreciation towards my mother - Maria
Cristina, for the unconditional love and patience and for being so supportive - morally and
financially, to my father - Lucio who is now in the hands of our Lord God and to my brother -
Christian.
To my one and only girlfriend, Jelie Ann E. Reyes for giving me support and inspiration
during my college years.
To my circle of friends, STG, Mcfamily / Jollibully, Kanser!, for sharing good and bad
times and countless memories that will be forever treasured.
To my co-church officers, especially Kadiwa Organization whom I shared moments in
performing the church duties which give me hope and a stronger faith in our God.
To our beloved Ministers and Workers of faith, especially Bro. Rogen Faigmani, Bro.
Emer Mayoralgo and Bro. Erwin Reyes who gave us spiritual guidance and support in
performing our church duties and school works.
To my co-members in different organization, Christian Brotherhood International
(CBI), MSEUF Academic Club (MAC), and Philippine Institute of Civil Engineers (PICE),
which helps me to become a better person, to socialize and communicate competitively.

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To my elementary, high school and college friends who are always there whatever
circumstances may come.
To my teachers from elementary and high school, to my professor and to the beloved
Dean of our department, for teaching us how to read and write, on how to solve different
problems inside and outside of the four corner classrooms and for teaching us how to stand on
our own feet.
To my group mates Lawrence, Neil Jerome, Kenn, Ahmed and Hannah, whom I
shared to work hard in finishing this study.
To myself, whom I shared my whole life with, in every cycle, in every ups and downs
who never leave me in different situations and circumstances in life.
To all the people who helped us to make this research study possible. I honor the
greatness in you.
Lastly, to the one who provides us all the strength and courage to finish every work that
we have done, Lord God, thank you for all the guidance, we give all the glory and honor to you.
My deepest gratitude and greatest appreciation to all of you. Good luck and God bless!
And with this, I totally dedicate this research study to all the people who are always with me
along this journey and towards this success.
“Our greatest glory is not in never failing, but in rising every time we fall.”
- MARLOU VIGILIA DE TORRES

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To my family who are always there for me, who gives me strength and determination to
continue striving for my future, for the patience and unconditional love I received.
To Lyra Mae Z. De Castro for the love, support, understanding and for inspiring me
during my studies.
To my elementary, high school and college friends, who never regret to give their time to
me, with the good and bad times that we had our memories will never be forgotten.
To my elementary and high school teachers, to my college professors and to our beloved
Dean of our department Dr. Guillermo Rago M. Jr, Thank you for all of the lessons that you
taught us.
To my co-members in different organization, Christian Brotherhood International (CBI),
and Philippine Institute of Civil Engineers (PICE), which helps me to become a better person and
to communicate competitively.
To my group mates Mohammed Ibrahim Marzooq Waled Al - Abdulla, Kenn Jexson G.
Catausan, Marlou V. De Torres, John Lawrence S. Ibasco and Hannah Jannie May L. Tabernilla.
To the one who provides us all the strength and courage to finish every work that we have
done. Lord God, thank you for all the guidance, we give all the glory and honor to you.
“I will extol the Lord at all times; his praise will always be on my lips. I will glory in the Lord;
let the afflicted hear and rejoice. Glorify the Lord with me; let us exalt his name together.”
Psalm 34:1-3
- NEIL JEROME R. VILLA

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Table of Contents
Page No.
Title Page 1
Approval Letter 2
Acknowledgement 4
Dedication 6
Table of Contents 14
List of Figures 15
List of Tables 16
Abstract 19
Unit I INTRODUCTION
Background of the study 21
Objectives of the study 23
Significance of the study 24
Scope and Delimitation 25
Conceptual Paradigm 26
Definition of terms 28
Acronyms 28
Unit II REVIEW OF RELATED LITERATURE and STUDIES 29

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Unit III METHODS and PROCEDURES
Research Design 40
Research Environment 41
Procedures 42
Design Concepts 53
Unit IV RESULTS and DISCUSSION 53
Unit V CONCLUSIONS and RECOMMENDATIONS 86
Conclusions 87
Recommendations 88
References 88
Appendices 90
Curriculum Vitae 117
List of Figures
Figure Title Page
1 Conceptual Framework 27
2 Program of Works on Implementing the Research
Study (provided by DPWH) 79

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List of Tables
Table Title Page
1 Computed Mean Range for a Survey 52
2 Demographic Profile of the Students, Drivers,
and Commuters 55
3 Results of the Problem Encountered by the Students,
Drivers, and Commuters 56
4 Modified Gradation for specimens A1, A2 and A3 56
5 Modified Gradation for specimens B1, B2 and B3 58
6 Modified Gradation for Specimens C1, C2 and C3 59
7 Average thickness with corresponding correlation ratio 60
8 Bulk Specific Gravity Test 62
9 Stability and Flow Test 64
10 Control Provided by the BRS 65
11 Martial Stability Test for Gradation A1, A2 and A3 67
12 Martial Stability Test for Gradation B1, B2 and B3 69
13 Martial Stability Test for Gradation C1, C2 and C3 71
14 Comparative Analysis of the Modified Gradation of

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Porous Asphalt 73
15 Comparative Analysis of the Modified Gradation of
Porous Asphalt and the Latest Gradation of the
Porous Asphalt provided by BRS 74
16 Demographic Profile of the Engineers and Other
Professional Respondents 75
17 Results of the Problem Encountered by the Engineers
and Professional Respondents 75
18 CPM/PERT Activity Table on Conducting
the Research Study 76
19 Bill of Materials on Conducting the Research Study 80
20 Cost Estimate on Conducting the Research Study 81
21 Cost Estimate on Implementing the Research Study 85

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PROJECT STUDY
______________________________________________________________________________
I. Research Title: Modified Gradation of a Porous Asphalt
II. Name of Researcher: John Lawrence S. Ibasco
Degree: Bachelor of Science in Civil Engineering
Researcher’s Contact Details: 0936-250-0344
Name of Researcher: Mohammed Ibrahim Marzooq
Waled Al - Abdulla
Name of Researcher: Kenn Jexson G. Catausan
Name of Researcher: Marlou V. De Torres
Name of Researcher: Hannah Jannie May I. Tabernilla
Name of Researcher: Neil Jerome R. Villa

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Name of Research Adviser: Engr. Evangeline L. Constantino
III. Research Proposal
Abstract
Studies have shown that asphalt is a necessity for constructing roads. Asphalt is an
economical, eco-friendly and fast-to-construct material that can be used in the construction
world. It is recycled material, that can be used over and over, and its life cycle never ends.
The modified gradation of porous asphalt promotes percolation; reduce storm sewer
loads, replenish aquifers, and reduce floods. It has the potential / capability to replace the
existing asphalts in the national roads.
This study concentrated on modifying gradation of porous asphalt by increasing the
percentage of coarse aggregates and decreasing the percentage of fine aggregates. There were
corresponding sizes for aggregates based on what stability, flow, and air voids required. The
researchers proposed a modification of existing consistency where in the percentage of coarse
aggregation are increased for better mix of porous asphalt in terms of stability and percentage of
air voids.
Series of tests were performed to know the capabilities of the proposed mix. These tests
are based on Department of Public Works and Highways (DPWH) Blue Book and the Bureau of
Research and Standards. The samples were tested at the Bureau of Research and Standards
Region IV – A.
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From the current assessment, it showed that gradation A is more preferable compared to
conventional asphalt mixed. The achieved value for stability has an average value of 1149.7
while percentage of air voids is 17.81% which comply to the minimum standards set by the
Department of Public Works and Highways.
This research was claimed to be the first study that focused in modifying porous asphalt
here in the Philippines according to the Department of Public Works and Highways – Bureau of
Research and Standards. The researchers highly recommended the design of modified gradation
of porous asphalt as a replacement for conventional asphalt for future use of the community and
future development of studies to sustainable cost effective material.
Keywords: modified, gradation, porous asphalt.

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Introduction
Background of the Study
Roads are the arteries through which the economy pulses. By linking producers to
markets, sick to hospitals, workers to jobs, and the students to school, roads are very essential to
any development agenda. The development of the transport road network plays a vital role in the
country’s economic development and, therefore, the kilometer-age of paved roads existing in a
country is often used as an index to assess the extent of its development.
The proper development of the transport road network not only reduces the cost of
transportation, both in terms of time and money, but also helps in the integration of various
regions within the country and the better understanding of neighboring countries at the
international level. The Philippines national asphalt road comprises of 29.33% of the total road
network having a length of 9612.32km as of 2016 by the latest DPWH road data.
Floods are among Earth's most common–and most destructive–natural hazards, that’s
why in the Philippines - flood is a noteworthy issue.
Many people die every year because of this natural disaster. Based on the report of the
National Disaster Risk Reduction and Management Council (NDRRMC), the combined effects
of the rains that have lashed starting mid-January resulted in at least nine deaths, injured 10
people, damaged homes and swept away livelihoods, mainly in CARAGA, Davao and
Northern Mindanao regions. More than 320,000 households (1.5 million people) have been
affected, with at least 1,300 houses damaged. Initial estimates indicated that the cost of damage
caused to agriculture alone is more than PHP 126 million (CHF 2.5 million). Most of the
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displaced -- 328,111 persons -- were able to return to their homes as of mid-February.
According to the report of the Philippine Daily Inquirer that has been a social issue in the
year 2012, the DPWH’s explanation is an oil-and-water story, but Public Works Secretary
Rogelio Singson drew it from scientific observation of roads that were inundated for three to four
days during the flooding in Metro Manila. The official line of the agency tasked to repair and
maintain the national road artery is that asphalt and water simply don’t mix.
The above problem came up with new technologies that utilize renewable resources that
expand the range of alternative materials that can be used for pavement design and construction.
It is because; we all know that water is an important natural factor of causing highway damage.
It is the reason why we came up into this study, about modifying the gradation of the
porous asphalt. It aims to provide an alternative solution to such areas where heavy rains and
flood is more frequent. It will help to reduce such water volume into drainage system existed
in our community and will enhance the capacity of horizontal pavements to hold large volume
of rainwater.
The modification of this new material for construction of horizontal pavement, such as
roads, highways, and parking areas is badly needed. It is because the hydrological conditions of
the man-made areas are entirely different from the conditions of the natural environment. The
built-up areas and the paved surfaces modify the character of the runoff, the infiltration and the
evaporation. Therefore the increasing areas of settlements are frequent sources of sudden
flooding (flood waves), and pollution flows.

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In order to strengthen the reason on why the researcher need to study it further, the
researchers conducted a pre-survey on the maintenance team at the DPWH Quezon Second
District at Lucena City in relation to the asphalt pavement and the results were quite the same.
According to Engr. Ilonah Manalo, Engineer II, Engr. Mark Jay Ilao, Engineer I, and Engr.
Felicito Babasa, Engineer I of the Maintenance Service Team states that the weakness of the
asphalt is water, and if the rains are more frequent, then the result is that there will be potholes. A
pothole is a structural failure in a road surface, caused by failure primarily in asphalt pavement
due to the presence of water in the underlying soil structure and the presence of traffic passing
over the affected area. The maintenance of each potholes will add additional cost on the grand
total cost. Each maintenance of potholes is priced from Php 800.00 to Php 900.00 per square
meter. The costs of the maintenance will be higher if the rains will be more frequent. Every year
they are repairing potholes especially in Brgy. Lacawan, Tayabas City, Tayabas-Pagbilao Road.
Due to the construction of underpass road located at Lucena City Diversion Road (AH26 Road),
it takes hours to be stuck in the traffic. Thus, some vehicles are taking the Tayabas-Pagbilao road
as a shortcut road going to some places in Lucena. The main problem of the Tayabas-Pagbilao
Road is that due to the increasing number of vehicles going to that road, there are also increasing
number of potholes everytime. According to the DPWH maintenance team, they are having some
hard time because from time to time they are having maintenance of the Tayabas-Pagbilao Road
which is also causing traffic on that lane. Hence, the researchers would like to evaluate this
project to know if there is positive impact on social community when such heavy rains occur.
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Objectives of the Title
The main objective of the study is to design and develop modified porous asphalt which
could be a good solution to flooding.
Specifically, it aims to answer the following objectives:
1. To design a modified gradation of a porous asphalt as a replacement to conventional asphalt.
2. To prepare the technical specifications, bill of materials and cost estimate.
3. To fabricate a prototype of the modified gradation of a porous asphalt.
4. To test and evaluate the prototype in terms of functionality and conformity to codes and
environmental standards.
Significance of the Study
The study will be beneficial to the local roadway users and to the Department of Public
Works and Highways Bureau of Research and Standards. The outcome of the proposal will give
technological advancement in the future as it improves porous asphalt. It would not be only
significant in the field of civil engineering alone, but also in the community, individuals and
future researcher.
To the Community. Results of the study will be beneficial in reducing the demands on
the storm sewers. It will help the community to lessen flood effects and provide additional help
to the environment on absorption of groundwater. It will also help the drivers going to the
Tayabas-Pagbilao Route having a safer and faster travel.
To the Individuals. Results of the study will be a valuable tool for business developers,
municipalities, and even homeowners who are interested in storm water management.
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The study can serve as an information guide to government offices such as Department
of Public Works and Highways (DPWH) Bureau of Research and Standards in developing and
modifying the standard and traditional asphalt used in wide areas around the Philippines.
To the Future Researchers. Finally, the results can be an encouragement to the other
researchers to conduct similar studies on a wider scope or on other aspects of developing and
reformulating standard asphalts to an innovative porous and permeable asphalt system.
Scope and Delimitation of the Study
This study was focused on the design and modifying of the porous asphalts to an
innovative and more effective porous and permeable asphalt system. Moreover, the application
and utilization of the modified gradation of porous pavement will be located of Lucena City
National Roads and our specified location will be the Tayabas-Pabilao located at Bgry.
Lacawan, Tayabas City. The project can be used accordingly to the volume of traffic. Some
calculations, assumptions and selections were made as a consideration of a proper and realistic
design.
The study was limited to areas that are not affected by heavy rain. Nevertheless, fully
functioning storm drainage will have a less demand for this study. The study highly
recommended on parking areas that has low terrain and has a location where high frequencies of
rain.
The item shall comprise of designing and modifying the gradation of a porous asphalt
mix, a gap graded hot mix asphalt surface course laid on existing concrete pavement or black-top
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asphalt as wearing course in accordance with the specification and in congruity with lines,
grades, thickness and typical cross-section shown on the plans.
Test specimens were made using methods described in the Marshall Stability Method.
Using the selected design for the modification of gradation, prepare three (3) samples each
gradation and one (2) for the control sample. One control sample will be the latest gradation of
the porous asphalt as provided by the DPWH which will be modified by the researchers and will
be compared to the modified gradation in terms of air voids. The other control will be the
conventional asphalt that will be compared to the most effective sample of the modified
gradation in terms of strength. Test stability, flow, specific gravity and durability. Test air voids
of the porous asphalt mix. Results should fall between 15% to 25%.
It required the use of modern equipment under the Marshall Stability Method. The testing
of samples will be held at the laboratory of Bureau of Research and Standards (BRS), as well as
the materials for proportioning, mixing, compacting, curing and drying used will be provided for
the prototype to be achieved. The samples were tested at the laboratory of Bureau of Research
and Standards (BRS) located at Kamuning Road, Quezon City, Philippines. All the test of the
research are based on the American Standard for Testing and Materials (ASTM) and the
Department of Public Works and Highways Blue Book (DPWH) 2013 edition.
Conceptual Paradigm
The study aims to design the gradation of porous asphalt that can help on reducing flood
caused by heavy rains, yet maintaining the strength which lead to discomfort and casualties for
the citizens.
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As may be seen from Figure 1, the study starts by choosing one from the different
specifications that will support the project before undergoing the process. After gathering the
accurate data’s from the different specifications from DPWH, UNHSC, AASHTO, and ASTM
the project will support the project process on modifying the gradation of the porous asphalt with
accordance to the availability of the standard tests here in the Philippines. After choosing what
specifications will be considered, the researchers will now modify the gradation of the asphalt,
and prototype will be produced and several testing will be made to produce a successful
modified gradation of porous asphalt.
The study is intended to produce porous asphalt which will be a big help to reduced flood
related cases caused by heavy rains especially for developing countries like Philippines which
experience flood related problems.
Data Gathering and

Analysis
DPWH Item 735 –
Modification of
Porous Asphalt
gradation of porous
asphalt design
Data Provided by BRS
(Latest Design P MODIFIED
Preparation of
I Gradation of PA) R O GRADATION OF A
N Technical
O U POROUS
P Specifications, Bill ASPHALT
UNHSC Specifications C T
U of Materials and P
E
T S Prototype U
AASHTO
Specifications S T
Fabrication of
prototype of the
ASTM Specifications
modified gradation
Figure 1. Conceptual Framework of porous asphalt
Testing and
evaluation of the
prototype
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Definition of Terms
Drain Down is when a mix is saturated, the liquid can tend to drain off of the aggregate
and pool in the plant silo, truck, or job site.
Permeable Pavement is defined as a type of pavement that has ability to store stormwater
until it infiltrates through the sub-grade soil and can function as a conventional pavement to
carry specific traffic load and speed.
Porous Asphalt is an asphalt permeable to water, air, or other fluids.
Gradation is a term used to describe the particle sizes distribution of a granular material
Acronyms
AASHTO American Association of State and Highway Association
ACI American Concrete Institute
ASTM American Standards and Testing Methods
BRS Bureau of Research and Standards
CPM Critical Path Method
HMA hot mix asphalt
NSCP National Structural Code of the Philippines
OGFC open gap friction course
PA porous asphalt
PERT Program Evaluation and Review Technique
PICP permeable interlocking concrete pavers

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Review of Related Literature and Studies
The review of related studies and literature is presented in this chapter. It is important to
the researcher for having preliminary reading of some research work, journals, and magazines to
the proposed project study that will be investigate. It is provided the necessary information about
the design of structure and type of work to be done.
Asphalt
Asphalt is a sticky, black, and highly viscous liquid or semi-solid form of petroleum. It
may be found in natural deposits or may be a refined product, and is classed as a pitch (Herbert
2008). The primary use of asphalt is applied in road construction, where it is used as the glue or
binder mixed with aggregate particles to create asphalt concrete to protect the concrete pavement
below.
According to Metcalf 2000, the developer of asphalt, demanded greater road that forms
an establishment of huge stones secured with uncovered street material to raise the roadbed,
trailed by a layer of rock. He culminated the technique for building streets with broken stones,
laid to a profundity as indicated by the weight and volume of traffic it would need to convey.
Furthermore, according to Telford 2003, John Loudon McAdam, watched that it was the
"natives" or the soil bed that supports the heaviness of the traffic, and that "while it is
safeguarded in a dry state, it will convey any weight without sinking." To develop this streets,
McAdam utilized broken stone "which should join by its own particular points in order to shape
a hard surface." Later, to diminish clean and upkeep, manufacturers utilized hot tar to bond the
broken stones together, creating asphalts.

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As an addition to the above on the above literature, the researchers brisk to see the
benefits of asphalt, attempted to stake out cases to the material. Looking back from the present
market place, where Hot Mix Asphalt (HMA) is looked at and ordered just by its specialized
capabilities. The furious rivalry among asphalt makers, be that as it may, enabled urban
communities to require more necessity for the black-top roadways.
Porous Pavements
According to NAPA 2003, there are three types of OGFC; Porous Asphalt, Pervious
Concrete and Interlocking Concrete Pavers.
Porous asphalt is an open gap or graded asphalt which promote percolation of
stormwater, reduce storm sewer loads, reduce floods, raise water tables, and replenish aquifers.
Pervious concrete (likewise called permeable concrete, penetrable cement, no fines
concrete and permeable asphalt) is an exceptional sort of cement with a high porosity utilized for
solid flatwork applications that permits water from precipitation and different sources to go
specifically through, in this manner lessening the spillover from a site and permitting
groundwater energize (ACI 2010).
Pervious cement is made utilizing extensive totals with almost no fine totals. The solid
glue at that point coats the totals and enables water to go through the solid piece. Pervious
cement is generally utilized as a part of stopping territories, ranges with light movement, private
avenues, person on foot walkways, and nurseries.
It provides the researchers an imperative application for supportable development and is
one of many low effect improvement systems utilized by manufacturers to secure water quality.
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Porous Asphalt
In the late 1960’s, research of a new type of pavement structure was commencing at the
Franklin Institute Research Laboratories in the United States. With the support of the United
States Environmental Protection Agency (EPA), a porous pavement program was developed
(Thelen 2001).
Since the late 1960s, when the concept of porous pavement was proposed to “promote
percolation, reduce storm sewer loads, replenish aquifers, and reduce floods” the concept had
been reviewed and furnished. The concept and application was so appealing and at the same
time, it is interesting resulting that in 1977 the Walden Pond State Reservation in Massachusetts
used the material for the parking lot of their visitor center. They continue to use porous asphalt
up to now to protect a site that serves as one of their most treasured literary parks of the Walden
Pond (NAPA 2003)
Porous asphalt pavements are being used successfully beyond the Philippines, especially
the United States, in every type of climate and geography. They are highly recognized by the
Environmental Protection Agency as one of the best practice for stormwater management, also
we like them because few pavements are giving back more to the planet, making porous asphalt
road royalty. Porous asphalt are of marvelous eagerness to site coordinators and open works
workplaces and with the right layout and foundation, porous asphalt can best can give
satisfaction to the objectives of both of storm management and the asphalt material itself
(Moraux 2000).
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Porous asphalt pavements are bituminous road mixture composed so that in laying and
compaction they will have a surface with a voids proportion approximating around 15-25 percent
or more. They are utilized for wearing courses and are constantly laid on a penetrable base. With
such a level of voids a system of diverts is made in the layer, which is fit for passing on the water
on the asphalt will let the storm rain infiltrate the surface. Obviously, the plan of the street
structure itself must empower this water to be drained off through the permeable layer right after
the lateral gathering of stormwater. (Van Heystraeten and Moraux 2000).
Depending on surface pavement, permeable pavements are generally grouped as porous
asphalt (PA), pervious concrete (PC) and permeable interlocking concrete pavers (PICP). For
porous pavement to function well, regardless of the type of surface pavement, it is required to
satisfy both the structural and hydrologic requirements.
The literature helped the reseachers that if it is designed and constructed well, then
permeable pavement also can act as a best management practice and often viewed as an
alternative low impact development option for urban areas.
Environmental Benefits of Porous Asphalt. In the natural environment of a rain, a rainfall
sinks into soil, filters through it, and eventually finds its way to streams, ponds, lakes, and
underground aquifers. This is different from the way the built environment seals the surface
pavement. Rainwater become runoff which may contribute to flooding. Contaminants are
washed from surfaces straightforwardly into conduits without experiencing the filtration that
nature proposed (NAPA 2003)

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Stormwater administration devices can reduce the effect of the manufactured condition
on normal hydrology. Permeable black-top asphalts take into account arrive improvement
designs that are more keen, cooperative with common procedures, practical, and unquestionably
monetary (UNHSC 2009)
In addition to the above literature that helped the researchers, along with the
environmental advantages that permeable black-top brings, there are likewise money saving
advantages related with this paving procedure. Some local governments charge designers storm-
water affect expenses when water run-off from parking areas overpowers the storm sewer
system. Since permeable black-top diminishes demands on the storm sewers, these effect
expenses can be diminished.
Uses of Porous Asphalt. A typical porous pavement has an open-graded frictional course
surface over an underlying stone recharge bed underneath. The water goes through the surface
which is the porous asphalt and into the stone recharge bed, then it will slowly, infiltrates into the
soil. If the contaminants were on the surface at the time of the storm, they are swept along with
the rainfall through the stone bed. From there, they will be infiltrated into the sub-base so that
they are subjected to the natural processes that cleanse water (Putman 2004)
Porous asphalt pavements are being used successfully throughout the United States, in
every type of climate and location. They are also recognized by the Environmental Protection
Agency as a best management practice for stormwater management both locally and
internationally (Cheviot 2015)

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Customarily, asphalts are intended to enable precipitation and spillover to stream along
the asphalt surface, depleting into contiguous catch bowls on the sides of the streets. Permeable
black-top asphalt, then again, is a sort of sort permeable asphalt structure particularly intended to
penetrate precipitation overflow to stream into the asphalt itself and through the surface structure
(Kayhanian 2015)
Porous pavement offers the potential to collect and/or slow the rate of run-off from other
impervious pavements. According to the research of Environmental Protection Agency (EPA) the
potential benefits to stormwater management of porous pavements include water
treatment/pollutant removal, reduction or elimination of the need for curbing and storm sewers,
and recharging local aquifers (pavementorg.com 2017).
Today, porous pavements are just a small part of all pavement installations. Their
popularity is slowly increasing on a percentage basis, however, and they have been installed in
all regions of the United States of America. Pringle Creek in Salem at Oregon was also
conceived as a low-environmental-impact community, from its building designs, landscaping and
energy systems, to its stormwater control scheme that is relying on roads and parking lots made
of porous asphalt pavement to infiltrate and store the stormwater and allow the water to percolate
back into the ground rather than add to the loads on drainage systems that flow into creeks and
rivers (Kayhanian 2015)
In furtherance the abovementioned studies which helped the researchers, permeable
asphalt surface mix are additionally utilized by parkway engineers, however as opposed to
putting it over a stone recharge bed, they utilize it as a surface layer on traditional highway
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asphalts which are called porous asphalts. Water sinks straightforwardly into the surface, and
after that hits the impermeable black-top layer underneath constraining the water to deplete off to
the sides. Even in a driving rainstorm, splash and spray from trucks disappear resulting that the
visibility for drivers is so much better that crashes and fatalities can be greatly reduced.
This type of surface is used not only on roads, but also on airfields and in tunnels. The
Belgian Road Research Centre has been conducting extensive research into various aspects of its
use, such as mix design, the influence of binder type, manufacture and laying, the gradual loss of
permeability, seasonal behavior, acoustic properties, specific features of application in built-up
areas and tunnels, and maintenance.
It is also has an economical and safety benefits of porous asphalt pavements. They are;
improved stormwater management, improved skid resistance, reduction of spray to drivers and
pedestrians, as well as a potential for noise reduction for communities that are sensitive to noise.
Cost Efficiency Trade-Off of Porous Asphalt. Special features can be added on the
porous asphalt itself. For example, the fundamental stone bed are more costly than ordinary
development of permeable black-top, yet these expenses are more than counterbalance by the
end of numerous components of standard tempest water administration with respect to its
employments (UNHSC 2009)
The cost advantage of a porous asphalt construction can be more efficient when the value
of land that might have been used for a detention basin or other storm-water management
features will be considered (NAPA 2003)

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Additionally, based on what the researchers, it is more cost effective on the long keep
running as long as it is appropriately developed and kept up. On the jobs where unit costs of a
porous asphalt and a conventional asphalt have been compared, a porous asphalt pavement is
generally the less-expensive option.
Life Span of Porous Asphalt. Indeed, even following twenty years, permeable black-top
show pretty much nothing if any breaking or pothole issues. Permeable black-top holds its
capacity to deal with rain water for a long traverse of time. (UNHSC 2009)
Extraordinary compared to other known permeable parking areas is situated at the
Walden Lake State Reservation in Massachusetts, which was developed in 1977. While it has
never been repaved, it is in great condition and still depletes adequately. At Center
Region/Pennsylvania State Guest focus, analysts found that the framework had kept up a reliable
penetration rate. Amid a 25-year precipitation occasion, there was no surface release from the
stone beds (NAPA 2003).
The above literature helped the researchers in aiming the life span of the porous asphalt
in terms of its durability on the long run.
Advantages of Porous Asphalt. The following literatures and reviews helped the
researchers in terms of proving facts about the study gathered from different references.
Reduce noise. Commotion created from vehicles working on the asphalt emerges from
various sources and one of them is identified with tire disregards the asphalt (tire/asphalt
clamor). Tire/asphalt commotion depends intensely on asphalt surface qualities and asphalt
macrotexture (McDaniel and Thorton 2005; Sandberg 2001). Black-top asphalt with open-
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evaluated erosion causes that have great raveling protection, (for example, the rubber treated
open-reviewed black-top cement) have been resolved to be a decent contender for clamor
lessening. The open-evaluated black-top surfaces will support clamor diminishing properties as
long as their surfaces air penetrability is kept up (Reyes and Harvey 2011; Ongel et al. 2008).
The above literature helped the researchers in aiming the life span of the porous asphalt
in terms of its durability on the long run.
Drawbacks of Porous Asphalt
According to DPWH, there are drawbacks of using a Porous Asphalt. Its effectiveness do
not meet the expected results. Due to the fact that the Porous Asphalt cannot accommodate
enough water to penetrate through it because of the small percentage of air voids. Also, the
maintenance requirements of permeable pavement are quite different. It is prone to clogging if
the water inside isn’t drained out properly. The sand and fine particles that can block the space
between the pavers must be removed using an industrial vacuum. Recent recommendations states
that, increasing the percentage of coarse aggregates can help the voids to increase as well.
The above literature helped the researchers to modify one part of a porous asphalt, that is
adjusting the standard gradations of a Porous Asphalt, increasing the percentage of coarse
aggregates can make the Porous Asphalts’ effectiveness.
Porous Asphalt Components
Porous asphalt pavement presented in this topic will be the existing porous pavement
adapted from the UNHSC Design Specifications under the National Asphalt Pavement
Association that has an ability to drain water on the pavement surface through an infiltration
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media beds to store stormwater until it infiltrates through the subgrade soil yet it can
simultaneously function as a conventional pavement to carry specific traffic load and speed
(Cascione 2014)
According to the specifications of the Department of Public Works and Highways and the
UNHSC Design Specifications for Porous Asphalt, the components of the material will be able to
further understand the structural and hydrologic components of the system. Also, this includes
the requirements of the material to obtain a maximum quality of the design with respect to the
physical and chemical property of the materials used. As cited earlier, other applications of
porous asphalt can be an overlay to a concrete pavement only.
Reverse “S” Method
According to BRS, The reverse S method is a method in construction materials and
engineering wherein the percentage value of the coarse aggregates are set higher than the
standard and the percentage values of fine aggregates are set lower than the conventional. It is a
good method on modifying the gradation and thus, increasing the percentage on aiming the
accurate mix.
The above literature helped the researchers in modifying the gradation of the porous
asphalt.
Gradation
Gradation of a material is of critical importance to the way a material performs. It is
where the root how will the material’s durability and strength will depend. Modifying the
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gradation will help the researchers know what will be the most efficient yet economical mix
design should be used.
Types of gradation
Dense Gradation. Is where a sample has equal amount of aggregate sizes. Having
a dense gradation will let the air voids be filled with particles.
Narrow Gradation. It is also called as uniform gradation wherein the sample has
an aggregate that has the same sizes and shapes.
Gap Gradation. A gap gradation is a sample with small amount of fine aggregate
of medium size range.
Open Gradation. An open gradation refers to a sample with very little amount of
fine aggregates. Thus having an air voids, because there are not enough fine aggregates to fill
them.
The above literature clearly helped the researchers on what type of gradation will be
used. It is the open gradation. Due to the concept of porous asphalt; that is promoting
percolation, and having a large value of air voids.
Methods and Procedures
In this unit the researchers will discuss the methods and procedures that will be utilized to
come up with this research. It incorporates the research design that will be the framework and
flow guide of the study, more so in this chapter the researchers will discuss the instrument,
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design concept that would be an incredible help in the pursuit of the study regarding the
modification of gradation of porous asphalt.
Research Design. Research and development method was considered in this study,
predominantly in the process of designing the porous asphalt prototype. By this method, the
researchers should be able to meet the expected output of the research. Since the researchers are
utilizing R and D method, the greater part of the congregated data, information and actualities
was utilized to build up the model, this incorporates the best possible strategy and necessities
expected to meet the required need of the porous asphalt which is more prudent than standard
asphalt.
For this design the researchers are capable to achieve the outputs of the modified
gradation of a porous asphalt as replacement for conventional roads, but the success of
fabrication of the prototype will not only depend on output study, but also in following the
standards and method of testing.
Research Environment
The research will be studied in the Manuel S. Enverga University Foundation.
The researchers primarily get their references from various books, manuals, web look
into, and published journals. This references will help in providing required information
for the completion of the proposed study. The data that will be gathered will support the
theoretical aspects of the study and will help the researchers in having a successful
prototype design.
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During the fabrication of the prototype, the researchers will design the required
void ratio for the asphalt to become a porous which can be a big help to less the flood
cause by excessive rain falls.
The application and implementation of the modified gradation of porous asphalt
will be on Tayabas-Pagbilao Road located at Brgy. Lacawan, Tayabas City.
Procedures
Data Gathering and Analysis. The theoretical data needed for the study is
gathered from various sources. The researchers collect the data from internet research, books,
manuals, handbooks, and journals. Most of the research was made in the Manuel S. Enverga
University Foundation library as well as the other libraries from the locality. The materials for
the fabrication of the prototype is picked base on the specification of the material as well as what
will be its role in the prototype. The specifications of porous asphalt are gathered from DPWH
Blue Book stated in Appendix B. The researchers also conducted a preliminary survey in the
location area in order to find out its social acceptability.
Population Frame and Sampling Scheme. A purposive sampling was used in this study.
By using purposive sampling technique for the selection of respondents, specifically the
homogeneous sampling which collects a very specific set of participants, sample members are
selected on the basis of their knowledge, relationships and expertise regarding a research subject.
Modified Gradation Design. The researchers used the reverse S method as
recommended by BRS. Reverse S method is where you set the percentage of coarse aggregates
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higher, slowly adjusting from a low percentage of fine aggregates. The researchers must firstly
need to prepare the modified gradation. In this process the researchers will gather the needed
materials to produce a modified porous asphalt in accordance to the DPWH specifications. The
standard specifications of the Porous Asphalt is in Appendix B
Selection of aggregates. According to DPWH specification 19mm was the
maximum size of the aggregate that must be used. The researchers use the DPWH Blue Book
specification as guide on determining the size of the aggregate. Coarse aggregate shall be that
part of the aggregate retained on the No. 8 sieve; it shall consist of clean, tough, durable
fragments of crushed stone, or crushed gravel of uniform quality throughout. Coarse aggregate
shall be crushed stone or crushed gravel. The fine aggregate shall be that part of the aggregate
mixture passing the No. 8 sieve and shall consist of sand, screenings, or combination thereof
with uniform quality throughout. Fine aggregate shall consist of durable particles, free from
injurious foreign matter. Screenings shall be of the same or similar materials as specified for
coarse aggregate. Fine aggregate from the total mixture shall meet plasticity requirements.
The researchers used the sieve analysis to get the required size of the aggregates to be
used for reformulation of the porous asphalt. The standard aggregate that the DPWH
specification indicate that the aggregate size is 19mm. the researchers modified the size and used
a 2.36mm size aggregate for the reformulation of porous asphalt.
Selection of binder. In this process the researchers conduct various researches to
come up a good binder for the porous asphalt. According to Engr. Cielito de Guzman an assistant
chief director in asphalt section in the DPWH Bureau of Research and Standards, PG67 will be
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used as the binder for the porous asphalt that passed to the DPWH specifications of porous
asphalt under AASHTO M 320.
Preparation of Technical Specifications. After the researchers collect the needed
technical information about the prototype gathered from different references, preparing
the technical specifications are taken into place.
Preparation of Bill of Materials and Cost Estimates. In order to know the
prototype is economical, the researchers prepared the cost estimate of the prototype per sample.
Fabrication of the design of the modified porous asphalt. The researchers then
fabricate the reformulated PA with the properly selected specimens, thus following the step-by-
step procedures:
Washing and Drying the aggregates. Drying the aggregates will make it free from
clay balls, organic matter, and deleterious substances. Also it will have clean, tough, durable
fragments. After it is washed, it is then dried and strain it using a mechanical sieve shaker.
Sieving of Aggregates. Sieving of aggregates required a sieve and a mechanical
sieve shaker. After putting the exact amount needed it will then put on a mechanical sieve shaker
that will be used as a tool to accumulate the portion that will be used as the aggregate of the
researchers.
Proportioning the raw materials. The researchers will then measure each material
for its proportion. The researchers will use 3 types of proportion according to the gradation. The
method that will be used for the modifying the gradation will be the reverse “S” method. Since
the gradation of the aggregates will be the main modification of the design.
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Heating of aggregates. Heat the aggregates and asphalt cement in temperature not
exceeding 200 degrees centigrade and not below 150 degree centigrade for 30 minutes.
Heating of binder. The asphalt cement PG67 is now then heated at 200 degrees
centigrade for 30 minutes
Mixing the raw materials. After measuring the right proportions, the following
procedures will be done:
Combining the binder and aggregates. Combine the reheated asphalt cement and
reheated aggregates to mixing temperature not exceeding 150 degree centigrade
Mixing. Continue mixing until all aggregates are coated with asphalt cement
Pouring and Molding. The specimens are now then poured in a test specimen
mold and shall be ready for curing.
Compaction. The prototype must be compacted with 75 blows in order to
withstand heavy traffic according to Marshall Stability Criteria.
Extraction. After curing overnight. The samples are being extruded from the
mold.
Testing. The prototype will be tested and evaluated upon the completion of its
fabrication. To test the prototype the researcher must use the method described in Marshall
Stability Method and must pass the Marshall Stability Criteria.
Bulk Specific Gravity Test. This type of test will determine the samples weight in
air, water, and saturated surface dry condition as required to calculate the bulk specific gravity.
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Compressibility. By using the compressibility test, the Marshall Stability Test will
be used. The samples were first be placed into the water bath at 60 degrees centigrade at 20
minutes.
Flow Test. The sample will be then tested by flow test using the Marshall Stability
Equipment.
Stability Test. The test for stability is simultaneous with the flow test.
Maximum Theoretical Density Test. The preceding step will be the maximum
theoretical density test. Firstly the samples are placed again inside the oven for an hour to
remove any water from the samples. Two samples will be then crushed manually by hand and
placed in the Edwards Vacuum Pump for 20 minutes to remove any excess air existing on the
samples.
Air Void. The researcher will then calculate the air voids of the modified gradation
asphalt using the values of maximum theoretical density and bulk specific gravity.
Comparative Analysis. The results of the tests of the will now be tabulated.
Getting the highest value of Stability, Flow, and Percentage Air Voids from gradations A, B, and
C. The highest value of all three aspects (stability, flow and percentage air voids) from the
Modified Gradation will now be compared to the control latest gradation design of Porous
Asphalt as provided by the Bureau of Research and Standards.
One Way ANOVA. The one-way analysis of variance (ANOVA) will be used to
determine whether there are any statistically significant differences between the means of
the samples. The one way ANOVA is used with the following formulas
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∑ (∑ 𝑎𝑖) ² 𝑇²
Ss between = −
𝑛 𝑁
∑ (∑ 𝑎𝑖) ²
Ss within = ∑ 𝑦 ² − 𝑛
𝑇²
Ss total = ∑ 𝑦 ² − 𝑁
Evaluation. In testing the prototype, the researcher’s objective is to evaluate the
effectiveness and the appearance of the prototype, collecting of feedbacks within the students,
drivers, and engineers inside the school campus and outside the campus and especially, from the
residents along the Tayabas-Pagbilao Road. Specifically, the respondents from inside the campus
are from Civil Engineering and Industrial Engineering students from other year level and outside
are the professional engineers of the different government agency like DPWH. Furthermore, the
outside respondents will be coming from the road users also since this study is focused also on
the ones who will benefit.
Each of the questions will be answered through the rating from one to five, five being the
highest and one will represents the lowest: (1) strongly disagree, (2) disagree, (3) fairly disagree,
(4) agree, and (5) strongly agree. From the feedbacks collected weighted mean will be computed
using the formula
5(𝑓5)+4(𝑓4)+3(𝑓3)+2(𝑓2)+(𝑓1)
𝑊𝑀 = 𝑇𝑅
Where:
WM = Weighted Mean
TR = Total Respondents
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f1, f2, f3, f4, f5 = number of respondents
Table 1. Computed Mean Range for a Survey
RATING COMPUTED MEAN RANGE DESCRIPTION
1 4.21 – 5.00 Strongly Disagree

2 3.41 – 4.20 Disagree
3 2.61 – 3.40 Fairly Disagree
4 1.81 – 2.60 Agree
5 1.00 – 1.80 Strongly Agree
Design Concept
Different civil engineering concepts were used in the proposed study. The study will
follow the standards and specification from the DPWH. The concept of standard asphalt will also
contribute for the success of the study. There were also other studies from foreign countries that
contribute to form the concept of the study in order to enhance the idea of the concept to form
more pervious asphalt. The principle of engineering material and engineering economy is also
used in the study in order to pick the best material possible with cost consideration.
Results and Discussions
This unit presents the results and discussion of the study based on conceptual framework.
The data’s are being gathered from BRS. Including the latest gradation of porous asphalt that the
BRS is using. This study aims to evaluate the modified gradation in terms of its mechanical
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properties by using the Marshall Design Criteria and shall be then compared to the latest
gradation. All test were performed in the Department of Public Works and Highways Bureau of
Research and Standards under the supervision of two laboratory technician and the assistant
chief director of the asphalt section.
The following parameter is for the design of the study:
Target Air void: 15% to 25%
Population Frame and Sampling Scheme
The researchers created a total sample by selecting the appropriate proportion of the
participants from the census given by the Land Transportation Office. It is important that the
total number of sample is determined first by using Slovin’s Formula.
According to the Land Transportation Office there are:
Male Driver 3, 715
Female Driver 687
Total Population: 4,402
𝑵
SLOVIN’S FORMULA: 𝒏=
(𝟏+𝑵𝒆𝟐 )
Where: n = sample size
N = total number of registered driver in Quezon
e = tolerate margin of error (0.05)

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𝟒𝟒𝟎𝟐
𝒏=
(𝟏+𝟒𝟒𝟎𝟐(.𝟎𝟓𝟐 ))
𝒏 = 𝟑𝟔𝟕 RESPONDENTS
The 367 evaluation sheets were distributed randomly to the drivers of Tayabas City
registered to the Land Transportation Office with a total number of 4,402. By dividing the
population into a subpopulation is the most reliable thing to do, so that the result of the study is
equally distributed and everybody has the opportunity to be chosen.
Data Gathering and Analysis. The tables and values gathered by the researchers are as follows.
Results of the Pre Survey
Table 2. Demographic Profile of the Students, Drivers, and Commuters
For STUDENTS, DRIVERS and COMMUTERS Verbal

SA FA A D SD WM Interpretation
RESPONDENTS
a. Nahihirapang magmaneho sa kasalukuyang kalsada 10 6 3 1 4 Strongly Agree

b. Ligtas ang iyong sasakyan o motosiklo sa
pagmamaneho 9 4 5 1 1 4 Strongly Agree
c. Sa iyong palagay mas magiging maayos ba at ligtas
kaya ang mga kasalukuyang kalsada sa pagkakaroon o 13 4 2 1 4 Strongly Agree
pagpapatupad ng “Porous Asphalt”?
d. Sa tingin mo ba ang pagkakaroon ng “Porous
Asphalt” na kalsada ay makakatulong upang 13 4 2 1 4 Strongly Agree
maisaayos ang kaligtasan ng mga naggmamaneho?
e. Sa iyong palagay magiging benepisyal ba ang
4
pagkakaroon ng “Porous Asphalt” na kalsada sa mga 14 6 1 Strongly Agree
mamamayan dito sa Lungsod na ito?
General Weighted Average 20 Strongly Agree
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Legend:
4.21-5.00 = Strongly Agree 1.81-2.60 = Disagree
3.41-4.20 = Agree 1.00-1.80 = Strongly Disagree
2.61-3.40 = Neutral
Porous Asphalt Fabrication. The following pictures are the step-by-step procedures on
fabricating the porous asphalt.
Washing and Drying the aggregates. Drying the aggregates will make it free from
clay balls, organic matter, and deleterious substances. Also it will have clean, tough, durable
fragments. After it is washed, it is then dried and strain it using a mechanical sieve shaker.
Sieving of Aggregates. Sieving of aggregates required a sieve and a mechanical
sieve shaker. After putting the exact amount needed it will then put on a mechanical sieve shaker
that will be used as a tool to accumulate the portion that will be used as the aggregate of the
researchers.
Proportioning the raw materials. The researchers will then measure each material
for its proportion. The researchers will use 3 types of proportion according to the gradation. The
method that will be used for the modifying the gradation will be the reverse “S” method. Since
the gradation of the aggregates will be the main modification of the design.
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Heating of aggregates. Heat the aggregates and asphalt cement in temperature not
exceeding 200 degrees centigrade and not below 150 degree centigrade for 30 minutes.
Heating of binder. The asphalt cement PG67 is now then heated at 200 degrees
centigrade for 30 minutes
Mixing the raw materials. After measuring the right proportions, the following
procedures will be done:

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Combining the binder and aggregates. Combine the reheated asphalt cement and
reheated aggregates to mixing temperature not exceeding 150 degree centigrade
Mixing. Continue mixing until all aggregates are coated with asphalt cement
Pouring and Molding. The specimens are now then poured in a test specimen
mold and shall be ready for curing.

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Compaction. The prototype must be compacted with 75 blows in order to
withstand heavy traffic according to Marshall Stability Criteria.
Extraction. After curing overnight. The samples are being extruded from the
mold.
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Testing. The prototype will be tested and evaluated upon the completion of its
fabrication. To test the prototype the researcher must use the method described in Marshall
Stability Method and must pass the Marshall Stability Criteria.
Bulk Specific Gravity Test. This type of test will determine the samples weight in
air, water, and saturated surface dry condition as required to calculate the bulk specific gravity.
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Compressibility. By using the compressibility test, the Marshall Stability Test will
be used. The samples were first be placed into the water bath at 60 degrees centigrade at 20
minutes.
Flow Test. The sample will be then tested by flow test using the Marshall Stability
Equipment.
Stability Test. The test for stability is simultaneous with the flow test.
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Maximum Theoretical Density Test. The preceding step will be the maximum
theoretical density test. Firstly the samples are placed again inside the oven for an hour to
remove any water from the samples. Two samples will be then crushed manually by hand and
placed in the Edwards Vacuum Pump for 20 minutes to remove any excess air existing on the
samples.
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Designing the Modified Gradation. The researchers used the reverse S method on Type II
Gradation of Item 735 of DPWH Blue Book. The researchers prepared three gradations A, B, and
C. Each gradation has three samples.
Table 4. Modified Gradation for specimens A1, A2 and A3
Cumulative
Sieve Size Required % % Difference Weight (g) Weight (g)
¾” 100% -- -- --
IA 97% 3% 36g 36g
3/8” 47% 50% 600g 636g
No. 4 22% 25% 300g 936g
No. 8 16% 6% 72g 1013g
No. 16 6% 10% 120g 1128g
No. 30 3% 1.5% 18g 1146g
No. 50 -- 1.5% 18g 1164g
No. 200 2% 1% 12g 1176g
Portland -- 2% 24g 1200g
Cement
Computation of Table 4
% Difference Weight Cumulative Weight
IA = 100% - 97% = 3% 0.03 (1200g) = 36g 36g
3/8” = 97% - 47% = 50% 0.50 (1200g) = 600g 36g + 600g = 636g
No. 4 = 47% - 22% = 25% 0.25 (1200g) = 300g 636g + 300g = 936g
No. 8 = 22% - 16% = 6% 0.06 (1200g) = 72g 936g + 72g = 1008g

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No. 16 = 16% - 6% = 10% 0.10 (1200g) = 120g 1008g + 120g = 1128g
No. 30 and No. 50 = 6% - 3% = 3%
No. 30 = 1.5% 0.015 (1200g) = 18g 1128g + 18g = 1146g
No. 50 = 1.5% 0.015 (1200g) = 18g 1146g + 18g = 1164g
No. 200 = 3% - 2% = 1% 0.01 (1200g) = 12g 1164g + 12g = 1176g
Portland Cement = 2% 0.05 (1200g) = 24g 1176g + 24g = 1200g
Table 5.Modified Gradation for specimens B1, B2 and B3
Cumulative
¾” 100% -- -- --
IA 96% 4% 48g 48g
3/8” 44% 52% 624g 672g
No. 4 23.5% 20.5% 246g 918g
No. 8 16% 7.5% 90g 1008g
No. 16 7% 9% 108g 1116g
No. 30 4% 1.5% 18g 1134g
No. 50 -- 1.5% 18g 1152g
No. 200 3% 1% 12g 1164g
Cement
IA = 100% - 96% = 4% 0.04 (1200g) = 48g 48g

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3/8” = 96% - 44% = 52% 0.52 (1200g) = 624g 48g + 624g = 672g
No. 4 = 44% - 23.5% = 20.5% 0.205 (1200g) = 246g 672g + 246g = 918g
No. 8 = 23.5% - 16% = 7.5% 0.075 (1200g) = 90g 918g + 90g = 1008g
No. 16 = 16% - 7% = 7% 0.07 (1200g) = 108g 1008g + 108g = 1116g
No. 30 and No. 50 = 7% - 4% = 3%
No. 30 = 1.5% 0.015 (1200g) = 18g 1116g + 18g = 1134g
No. 50 = 1.5% 0.015 (1200g) = 18g 1134g + 18g = 1152g
No. 200 = 4% - 3% = 1% 0.01 (1200g) = 12g 1152g + 12g = 1164g
Table 6. Modified Gradation for Specimens C1, C2 and C3
Cumulative
¾” 100% -- -- --
IA 93% 7% 84g 84g
3/8” 41% 52% 624g 708g
No. 4 20.5% 20.5% 246g 954g
No. 8 16% 4.5% 54g 1008g
No. 16 9% 7% 84g 1092g
No. 30 6% 1.5% 18g 1110g
No. 50 --- 1.5% 18g 1128g
No. 200 5% 1% 12g 1140g
Cement
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IA = 100% - 93% = 7% 0.07 (1200g) = 84g 84g
3/8” = 93% - 41% = 52% 0.52 (1200g) = 624g 84g + 624g = 708g
No. 4 = 41% - 20.5% = 20.5% 0.205 (1200g) = 246g 708g + 246g = 954g
No. 8 = 20.5% - 16% = 4.5% 0.045 (1200g) = 54g 954g + 54g = 1008g
No. 16 = 16% - 9% = 7% 0.07 (1200g) = 84g 1008g + 84g = 1092g
No. 30 and No. 50 = 9% - 6% = 3%
No. 30 = 1.5% 0.015 (1200g) = 18g 1092g + 18g = 1110g
No. 50 = 1.5% 0.015 (1200g) = 18g 1110g + 18g = 1128g
No. 200 = 6% - 5% = 1% 0.01 (1200g) = 12g 1128g + 12g = 1140g
Table 7: Average thickness with corresponding correlation ratio
Gradation Thickness Average Correlation

Type Thickness Ratio
Control 1 72.6 72.6 71.8 71.8 72.2 0.8200

Control 2 72.6 72.6 72.4 72.4 72.5 0.8163
Control 3 70.6 70.6 70.8 70.8 70.7 0.8368
A1 74.0 74.0 72.6 72.6 73.3 0.8044
A2 72.0 72.0 73.0 73.0 72.5 0.8163
A3 73.0 73.0 72.2 72.2 72.6 0.8150
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B1 72.6 72.6 73.8 73.8 73.2 0.8063

B2 71.6 71.6 72.2 72.2 71.9 0.8238
B3 72.6 72.6 72.4 72.4 72.5 0.8163
C1 72.6 72.6 71.8 71.8 72.2 0.8200
C2 73.2 73.2 73.2 73.2 73.2 0.8063
C3 70.6 70.6 70.8 70.8 70.7 0.8368
Note: Computation for correlation ratio were tabulated using interpolation method under
Appendix E.
Gradation Type Average Thickness
72.6 + 72.6 + 71.8 + 71.8

Control 1 = 72.2
4
72.6 + 72.6 + 72.4 + 72.4

Control 2 = 72.5
4
70.6 + 70.6 + 70.8 + 70.8

Control 3 = 70.7
4
74.0 + 74.0 + 72.6 + 72.6

A1 = 73.3
4
72.0 + 72.0 + 73.0 + 73.0

A2 = 72.5
4
73.0 + 73.0 + 72.2 + 72.2

A3 = 72.6
4
72.6 + 72.6 + 73.8 + 73.8

B1 = 73.2
4
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71.6 + 71.6 + 72.2 + 72.2

B2 = 71.9
4
72.6 + 72.6 + 72.4 + 72.4

B3 = 72.5
4
72.6 + 72.6 + 71.8 + 71.8

C1 = 72.2
4
73.2 + 73.2+ 73.2 + 73.2

C2 = 73.2
4
70.6 + 70.6 + 70.8 + 70.8

C3 = 70.7
4
Table 8: Bulk Specific Gravity Test
Gradation Air (g) 𝐇𝟐 𝐎 (g) SSD (g) Gmb

Type
Control 1 1273.5 672.9 1251.4 2.20

Control 2 1234.1 708.5 1264.5 2.21
Control 3 1272.9 678.4 1251.5 2.22
Average Gmb: 2.21
A1 1241.4 709.2 1272.5 2.20
A2 1233.0 697.9 1264.2 2.18
A3 1257.4 690.8 1294.9 2.08
Average Gmb: 2.15
B1 1257.8 701.5 1271.2 2.21
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B2 1245.1 712.3 1285.1 2.17

B3 1234.1 708.5 1264.5 2.21
Average Gmb: 2.20
C1 1218.2 717.8 1248.9 2.29
C2 1257.7 737.0 1287.7 2.28
C3 1261.9 719.2 1257.8 2.27
Average Gmb: 2.28
Air (g)
Computation of Table 8 Gmb =
SSD (g) −H2 O (g)
1273.5 1234.1
Control 1 = = 2.20 Control 2 = = 2.21
1251.4 –672.9 1264.5−708.5
1272.9 2.20+2.21+2.22
Control 3 = = 2.22 Ave. = = 2.21
1251.5 − 678.4 3
1241.4 1233.0
A1 = = 2.20 A2 = = 2.18
1272.5 –709.2 1264.2− 697.9
1257.4 2.20+2.18+2.08
A3 = = 2.08 Aave. = = 2.1
1294.9 − 690.8 3
1257.8 1245.1
B1 = = 2.21 B2 = = 2.17
1271.2 –701.5 1285.1 –712.3
1234.1 2.21+2.17+2.21
B3 = = 2.21 Bave. = = 2.20
1264.5−708.5 3
1218.2 1257.7
C1 = = 2.29 C2 = = 2.28
1248.9 − 717.8 1287.7− 737.0
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1224.7 2.29+2.28+2.27
C3 = = 2.27 Cave. = = 2.28
1257.8 − 719.2 3
Table 9: Stability and Flow Test
Gradation Stability Flow

Type 40 – 45 30 – 35
< 40 – fail > 38 - fail
Control 1 43 33
Control 2 41 36
Control 3 41 37
A1 45 37
A2 43 33
A3 52 28
B1 43 32
B2 44 34
B3 41 36
C1 47 32
C2 43 38
C3 41 37
Table 10: Gmm (Max. Specific Gravity) Edwards Vacuum Pump Apparatus
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GRADATION A GRADATION B GRADATION C

(A1 – A2) (B1 – B2) (C1 – C2)
Weight of sample 2451.8 1500 1500
Weight of container 2497.6 2497.6 2497.6
only
Weight of container 7681.5 7681.5 7681.5
with water
Weight of sample 9197.5 8610.0 8607.2
after vacuum
Gmm 2.62 2.60 2.61
Note: 1500g = minimum required weight of sample after vacuum
Wt. of sample
Gmm =
(Wt. of sample+Wt. of container w/ water)−Wt. of sample after vacuum
For A1 – A2
2451.8
Gmm = = 2.62
(2458.1+7681.5)−9197.5
For B1 – B2
1500
Gmm = = 2.60
(1500+7681.5)−8610.0
For C1 – C2
1500
Gmm = = 2.61
(1500+7681.5)−8607.2
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Table 11: Martial Stability Test for Control provided by the BRS
Specimen No. Control 1 Control 2 Control 3 Average
I. Bulk Sp. Gravity, Gmb

a. Wt. of Sample in Air, g 1273.5 1234.1 1272.9 1256.3
b. Wt. of Sample in Water, g 672.9 708.5 678.4 700.2
c. Wt. of Sample in Air at 1251.4 1264.5 1251.5 1257.9
SSD, g
Specific Gravity 2.20 2.21 2.22 2.23
II. Height of Specimen, mm 72.2 72.5 70.7 71.8
III. Stability Value, lbs
Reading 43 41 41 41.7
Equivalent Load 1304.6 1243.9 1243.9 1264.1
(R x Calibration Factor)
Correlation Ratio 0.8200 0.8163 0.8368 0.8244
Stability Adjusted 1069.7 1015.4 1040.9 1042
(Equivalent Load x C.R.)
IV. Flow Value (0.25 mm)
Reading in mm 33 x 0.1 36 x 0.1 37 x 0.1 35.3 x 0.1
( x Calibration on = 3.3 = 3.6 = 3.7 = 3.53
Equipment = 0.10 )
Flow (R / 0.25) 13.2 14.4 14.8 14.1
V. Maximum Theoretical 2.62 2.62 2.62 2.62
Density (Gmm)
VI. Air Voids % 16.03 15.65 15.27 15.65
Equivalent Load = Reading x Calibration Factor with a value of 30.34
Control 1 = 43 x 30.34 = 1304.6 Control 2 = 41 x 30.34 = 1243.9

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1304.6 +1243.9+1243.9
Control 3 = 41 x 30.34 = 1243.9 Ave. = = 1254.1
3
Stability Adjustment = Equivalent Load x Correlation Ratio
Control 1 = 1304.6 x 0.8200 = 1069.7 Control 2 = 1243.9 x 0.8163 = 1015.4
1069.7 +1254.1+1040.9
Control 3 = 1243.9 x 0.8368 = 1040.9 Ave. = = 1042
3
Reading in mm x Calibration on Equipment with a value of 0.10
Control 1 = 33 x 0.10 = 3.3 Control 2 = 36 x 0.10 = 3.6
3.3+3.6+3.7
Control 3 = 37 x 0.10 = 3.7 Ave. = = 3.53
3
Flow = (Reading in mm x Calibration on Equipment) / 0.25
Control 1 = 3.3 / 0.25 = 13.2 Control 2 = 3.6 / 0.25 = 14.4
13.2+14.4+14.8
Control 3 = 3.7 / 0.25 = 14.8 Ave. = = 14.1
3
Gmm−Gmb
Percentage of Air Voids = x 100
Gmm
2.62−2.20 2.62−2.11
Control 1 = x 100 = 16.03% Control 2 = x 100 = 15.65%
2.62 2.62
2.62−2.22 16.03+15.65+15.27
Control 3 = x 100 = 15.27% Ave. = = 15.65%
2.62 3
Table 12. Martial Stability Test for Gradation A1, A2 and A3
Specimen No. A1 A2 A3 Average

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SSD, g
Reading 45 43 52 46.7
Equivalent Load 1365.3 1304.6 1577.7 1415.9
Stability Adjusted 1098.2 1065 1285.8 1149.7
( x Calibration on = 3.7 = 3.3 = 2.8 = 3.27
Equipment = 0.1 )
Flow (R / 0.25) 14.8 13.2 11.2 13.1
Density (Gmm)
VI. Air Voids % 16.03 16.79 20.61 17.81
Table 12 shows the tabulated values of Stability, Flow and Percentage air voids according to
Appendix D. Marshall Design Criteria for Porous Asphalt. The results of Stability of Gradations
A1, A2, and A3 are successfully passed upon the minimum value of stability which is 1000lb.
The results of flow gradations A1, A2, A3 failed upon the minimum and maximum values of
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flow which is 30 for minimum and 35 for maximum. The results of percentage air voids of
gradations A1, A2, A3 successfully passed upon the range of values of flow which is 15-25%
A1 = 45 x 30.34 = 1365.3 A2 = 43 x 30.34 = 1304.6
1365.3 +1304.6+1577.7
A3 = 52 x 30.34 = 1577.7 Ave. = = 1415.9
3
A1 = 1365.3 x 0.8044 = 1098.2 A2 = 1304.6 x 0.8163 = 1065
1098.2 +1065+1285.8
A3 = 1577.7 x 0.8150 = 1285.8 Ave. = = 1149.7
3
A1 = 37 x 0.10 = 3.7 A2 = 33 x 0.10 = 3.3
3.7+3.3+2.8
A3 = 28 x 0.10 = 2.8 Ave. = = 3.27
3
A1 = 3.7 / 0.25 = 14.8 A2 = 3.3 / 0.25 = 13.2
14.8+13.2+11.2
A3 = 2.8 / 0.25 = 11.2 Ave. = = 13.1
3
Gmm−Gmb
Gmm
2.62−2.20 2.62−2.18
A1 = x 100 = 16.03% A2 = x 100 = 16.79%
2.62 2.62
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2.62−2.08 16.03+16.79+20.61
A3 = x 100 = 20.61% Ave. = = 17.81%
2.62 3
Table 13. Martial Stability Test for Gradation B1, B2 and B3
Specimen No. B1 B2 B3 Average

SSD, g
Reading 43 44 41 42.7
Equivalent Load 1304.62 1335 1243.9 1294.5
Stability Adjusted 1052 1099.7 1015.4 1055.7
Reading in mm 32 x 0.1 34 x 0.1 36 x 0.1 34 x 0.1
( x Calibration on = 3.2 = 3.4 = 3.6 = 3.4
Equipment = 0.1 )
Flow (R / 0.25) 12.8 13.6 14.4 13.6
Density (Gmm)
VI. Air Voids % 15 16.54 15 15.51
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B1, B2, and B3 are successfully passed upon the minimum value of stability which is 1000lb.
The results of flow gradations B1, B2, B3 failed upon the minimum and maximum values of
gradations B1, B2, B3 successfully passed upon the range of values of flow which is 15-25%
B1 = 43 x 30.34 = 1304.62 B2 = 44 x 30.34 = 1335
1304.62+1335+1243.9
B3 = 41 x 30.34 = 1243.9 Ave. = = 1294.5
3
B1 = 1304.62 x 0.8063 = 1052 B2 = 1335 x 0.8238 = 1099.7
1052 +1099.7+1015.4
B3 = 1243.9 x 0.8163 = 1015.4 Ave. = = 1055.7
3
B1 = 32 x 0.10 = 3.2 B2 = 34 x 0.10 = 3.4
3.2+3.4+3.6
B3 = 36 x 0.10 = 3.6 Ave. = = 3.4
3
B1 = 3.2 / 0.25 = 12.8 B2 = 3.4 / 0.25 = 13.6
12.8+13.6+14.4
B3 = 3.6 / 0.25 = 14.4 Ave. = = 13.6
3
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Gmm−Gmb
Gmm
2.60−2.21 2.60−2.17
B1 = x 100 = 15% B2 = x 100 = 16.54%
2.62 2.62
2.62−2.21 15+16.54+15
B3 = x 100 = 15% Ave. = = 15.51%
2.62 3
Table 14. Martial Stability Test for Gradation C1, C2 and C3
Specimen No. C1 C2 C3 Average

SSD, g
Reading 47 43 41 43.7
Equivalent Load 1426 1304.6 1243.9 1324.8
Stability Adjusted 1169.3 1052 1040.9 1087.4
( x Calibration on = 3.2 = 3.8 = 3.7 = 3.6
Equipment = 0.1 )
Flow (R / 0.25) 12.8 15.2 14.8 14.3
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Density (Gmm)
VI. Air Voids % 12.26 12.64 13.02 12.64
C1, C2, and C3 are successfully passed upon the minimum value of stability which is 1000lb.
The results of flow gradations C1, C2, C3 failed upon the minimum and maximum values of
gradations C1, C2, C3 failed upon the range of values of flow which is 15-25%
C1 = 47 x 30.34 = 1426 C2 = 43 x 30.34 = 1304.6
1426 +1304.6+1243.9
C3 = 41 x 30.34 = 1243.9 Ave. = = 1324.8
3
C1 = 1426 x 0.8200 = 1169.3 C2 = 1304 x 0.8063 = 1052
1169.3 +1052+1040.9
C3 = 1243.9 x 0.8368 = 1040.9 Ave. = = 1087.4
3
C1 = 32 x 0.10 = 3.2 C2 = 38 x 0.10 = 3.8
3.2+3.8+3.7
C3 = 37 x 0.10 = 3.7 Ave. = = 3.6
3
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C1 = 3.2 / 0.25 = 12.8 C2 = 3.8 / 0.25 = 15.2
12.8+15.2+14.8
C3 = 3.7 / 0.25 = 14.8 Ave. = = 14.27
3
Gmm−Gmb
Gmm
2.61−2.29 2.61−2.28
C1 = x 100 = 12.26% C2 = x 100 = 12.64%
2.62 2.62
2.61−2.27 12.60+12.98+13.36
C3 = x 100 = 13.02% Ave. = = 12.64%
2.62 3
Comparative Analysis
The Tabulated Results of the Modified Gradation will be compared to the latest gradation
provided by the BRS by getting the highest value of Stability, Flow, and Percentage Air Voids
Table 15. Comparative Analysis of the Modified Gradation of Porous Asphalt
Gradation Type A B C
Stability 1149.7 1055.7 1087.4
Flow 13.1 13.6 14.3
Percentage Air Voids 17.81 15.51 12.64
Average 393.54 361.60 371.45
The table shows that the three aspects are averaged and the highest value of the 3 samples is
gradation A and it will be used for the comparative analysis with the latest gradation provided by
the BRS.
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1149.7 +13.1+17.81
Average of Gradation A = = 393.53
3
1055.7 +13.6+15.51
Average of Gradation B = = 361.60
3
1087.4 +14.3+12.64
Average of Gradation C = = 371.45
3
Table 16. Comparative Analysis of the Modified Gradation of Porous Asphalt and the Latest
Gradation of the Porous Asphalt provided by BRS
Latest Gradation of
Gradation Type A Porous Asphalt
(Control )
Stability 1149.7 1042
Flow 13.1 14.1
Percentage Air Voids 17.81 15.65
Average 393.54 357.25
The table shows that Gradation A is has a higher average value than the latest gradation of
porous asphalt given by BRS. Therefore, Gradation A is now more effective than the latest
Gradation by 9.22%.
Table 17. One Way ANOVA Analysis
STABILITY FLOW AIR VOIDS

SPECIMEN A 1149.7 13.1 17.81
SPECIMEN B 1055.7 13.6 15.51
SPECIMEN C 1087.4 14.3 12.64
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CONTROL 1042 14.1 15.65
Ss Df MS F
Between (B) 3048002.271 2 1524001.136 1985.824
Within (Vy) 6906.948 9 767.44
Total (T) 3054909.218 11
N = 12 n=4 a=3
Null Hypothesis: A = B = C = Control
Alternative Hypothesis: A ≠ B ≠ C ≠ Control
Df between = a – 1 = 2
Df within = N – a = 9
Df total = N – 1 = 11
f = 4.2565
f<F
4.2565 < 1986.451 accept (Alternative Hypothesis)
Therefore there were statically significant difference between samples as determined by one –
way ANOVA.
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Program of Works on Conducting the Research Study
The method used to determine the number of days that the project will be completed is
through the PERT/CPM, in which it indicates the number of hour each laborer could perform in a
day.
Table 18. CPM/PERT Activity Table on Conducting the Research Study
ACTIVITY DESCRIPTION IMMEDIATE a m b

PREDECESSOR
A Develop initial mix 1 2 3

gradation
B Finalize mix gradation A 1 2 3
C Canvassing of materials B 1 2 3
D Buying of materials C 2 3 4
E Proportioning of Materials D 2 3 4
F Quality testing of E 20 21 22
Materials
G Sieving of Aggregates F 1 2 3
H Batching of Aggregates G 2 3 4
I Mixing Asphalt H 1 2 3
J Curing of Specimens I 1 2 3
K Testing of specimen J 1 2 3
a+4m+b
Computation of the Expected time: 𝑡=
6
1+4(2)+3 1+4(2)+3
𝑡𝐴 = =2 𝑡𝐺 = =2
6 6
1+4(2)+3 2+4(3)+4
𝑡𝐵 = =2 𝑡𝐻 = =3
6 6
1+4(2)+3 1+4(2)+3
𝑡𝐶 = =2 𝑡𝐼 = =2
6 6
2+4(3)+4 1+4(2)+3
𝑡𝐷 = =3 𝑡𝐽 = =2
6 6
2+4(3)+4
𝑡𝐸 = =3
6
20+4(21)+22
𝑡𝐹 = = 21
6
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ACTIVITY T 𝝈𝟐
A 2 days 0.82
B 2 days 0.82
C 2 days 0.82
D 3 days 0.82
E 3 days 0.82
F 21 days 0.82
G 2 days 0.82
H 3 days 0.82
I 2 days 0.82
J 2 days 0.82
K 2 days 0.82
Computation of the Variances:

(3−1)2 2 (3−1)2 2
𝜎𝐴2 = = = 0.82 𝜎𝐺2 = = = 0.82
6 3 6 3
(3−1)2 2 (3−1)2 2
𝜎𝐵2 = = = 0.82 𝜎𝐻2 = = = 0.82
6 3 6 3
(3−1)2 2 (3−1)2 2
𝜎𝐶2 = = = 0.82 𝜎𝐼2 = = = 0.82
6 3 6 3
(4−2)2 2 (29−27)2 2
𝜎𝐷2 = = = 0.82 𝜎𝐽2 = = = 0.82
6 3 6 3
(4−2)2 2 (3−1)2 2
𝜎𝐸2 = = = 0.82 𝜎𝐾2 = = = 0.82
6 3 6 3
(22−20)2 2
𝜎𝐹2 = = = 0.82
6 3
ACTIVITY ES LS EF LF SLACK CRITICAL

PATH
A 0 0 2 2 0 Yes
B 2 2 4 4 0 Yes
C 4 4 8 8 0 Yes
D 8 8 11 11 0 Yes
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E 11 11 14 14 0 Yes
F 14 14 35 35 0 Yes
G 35 35 37 37 0 Yes
H 37 37 40 40 0 Yes
I 40 40 42 42 0 Yes
J 42 42 70 70 0 Yes
K 40 54 42 56 14 No
Computation of the Critical Path = 2 + 2 + 2 + 3 + 3 + 21 + 2 + 3 + 2 + 2 + 2 = 44.
START A B C D E F G H I J K FINISH
The total number of working days for the completion of the proposed project study is 44 days.
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Figure 2. Program of Works on Implementing the Research Study (provided by DPWH)

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Table 19. Bill of Materials on Conducting the Research Study
BILL OF MATERIALS
AGGREGATE SIZE PRICE PER CUBIC METER
In mm
¾ 19 Php. 820
IA 12.5 Php. 702
3/8 9.5 Php. 504
No. 4 4.75 Php. 366
No. 8 2.36 Php. 230
No. 16 1.19 Php. 860
No. 30 0.63 Php. 2,050
No. 50 0.30 Php. 4,200
No. 200 0.075 Php. 6,350
PORTLAND CEMENT TYPE PRICE PER BAG
Fortune Php. 225/bag
Republic Php. 220/bag
BINDER PRICE PER TON
PG67 Php. 20447.36839/ ton
After the prototypes have been made, the researchers completed the necessary costing. The table
on the following page requires the materials used for the prototype and their corresponding unit
prices needed to produce the prototypes. This unit also shows the detailed estimates for the
project study.
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Table 20. Cost Estimate on Conducting the Research Study
FOR 1 DAY PRODUCTION OF SPECIMEN - A
MATERIALS
MATERIAL QUANTITY UNIT PRICE PER UNIT AMOUNT
IA 0.0000642cu.m cu.m Php. 702/cu.m Php. 0.045

(36g)
3/8 0.0010701cu.m cu.m Php. 504/cu.m Php. 0.51

(600g)
No.4 0.0005352cu.m cu.m Php. 366/cu.m Php. 0.195

(300g)
(72g)
(120g)
No.30 0.0000321cu.m cu.m Php. 2,050/cu.m Php. 0.066
(18g)
(18g)
(12g)
Portland Cement 0.001689 bags g/bags Php. 225/bag Php. 0.39
(24g)
BINDER
PG67 0.000117975cu.m cu.m Php. Php. 2.412

(66g) 20447.36839/cu.m
WORKER
Worker 1 per day 500/day @ Php. 500.00 Php. 500.00

1worker
GRAND TOTAL: Php. 504.10
Price Per Sample: 504.10/3 = Php. 168.03

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FOR 1 DAY PRODUCTION OF SPECIMEN - B
MATERIALS

(48g)

(624g)

(246g)
(90g)
(108g )
(18g)
(18g)
(12g)
Portland Cement 0.00253 bags g/bags Php. 225/bag Php. 0.57
(36g)
BINDER
PG67 0.000117975cu.m cu.m Php. Php. 2.412

(66g) 20447.36839/cu.m
WORKER

1worker

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FOR 1 DAY PRODUCTION OF SPECIMEN - C

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MATERIALS
FOR 1 DAY PRODUCTION OF CONTROL

(84g)
3/8 0.00113cu.m (624g) cu.m Php. 504/cu.m Php. 0.57

(246g)
(54g)
(84g )
(18g)
(18g)
(60g)
Portland Cement 0.0001194u.m g/bags Php. 225/bag Php. 0.94
(60g)
BINDER
PG67 0.000117975cu.m cu.m Php. Php. 2.412

(66g) 20447.36839/cu.m
WORKER

1worker

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MATERIALS

(80g)

(608g)

(224g)
(92g)
(56g)
(44g)
(36g)
Portland Cement 0.0001071cu.m cu.m Php. 6,350/cu.m Php. 0.42
(60g)
BINDER
PG67 0.000117975cu.m cu.m Php. Php. 2.412

(66g) 20447.36839/cu.m
WORKER

1worker
Table 21. Cost Estimate on Implementing Research Study

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Item Desciption : Modified Porous Asphalt
Unit of Measurement : sq.m.
Output per Hour : 171.30
Designation No. of No. of Hourly Amount

Person Hours Rate
A. Labor
a. Construction Foreman 1 1 97.65 97.65
b. Skilled Laborer 4 1 70.55 282.20
c. Laborers 8 1 54.42 435.36
Sub – Total for A 815.21
Name and Capacity No. of No. of Hourly Amount

Units Hours Rate
B. Equipment
a. Asphalt Paver (80 Hp) 1 1 1,833.00 1,833.00
b. Pneumatic Tire Roller (10 m.t.) 1 1 561.00 561.00
c. Tandem Steel Roller (10.1 m.t.), 1 1 1,652.00 1652.00

CC421
1 1 2,450.00 2,450.00
d. Water Truck
81.52
Minor Tools (10% of Labor)
6,577.52
Sub – Total for B
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C. Total ( A + B ) 7,392.73
D. Output per Hour
E. Direct Unit Cost ( C + D ) 43.16
Name and Specification Unit Quantity Unit Cost Amount
F. Materials
a. Porous Asphalt Surface Course m.t. 0.1230 5,700.00 701.10

(Laid and Delivered)
Sub – Total for F 701.10
G. Direct Unit Cost ( E + F ) / Qty. 744.26
H. Overhead, Contingencies & Miscellaneous (OCM) 15% of G 111.64
I. Contractor’s Profit (CP) 10% of G 74.43
J. Value Added Tax (VAT) 5% of ( G + H + I ) 46.52
K. Total Unit Cost (G+H+I+J) 976.84

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AIR VOIDS PERCENTAGE

25
20
15
10
0
Trial 1 Trial 2 Trial 3
Control Gradation A Gradation B Gradation C
STABILITY
1400
1200
1000
800
600
400
200
0

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FLOW
16
14
12
10
8
6
4
2
0
Evaluation
Results of the Final Survey
Table 16. Demographic Profile of the Engineers and Other Professional Respondents
Verbal
For ENGINEERS and OTHER PROFESSIONAL SA FA A D FD WM Interpretation
RESPONDENTS
a. Does increasing the percentage of coarse aggregates
of a porous asphalt improve its stability ? 13 7 4 Strongly Agree
b. Does increasing the percentage of coarse aggregates

of a porous asphalt improve its flow? 12 8 4 Strongly Agree
c. Does increasing the percentage of coarse aggregates
15 5 4 Strongly Agree
of a porous asphalt, also increased its void ratio?
d. Do you recommend to use the Modified Gradation
rather than the standard gradation of a porous 9 11 4 Agree
asphalt ?
e. Will it be more beneficial to the community inside 12 8 4 Strongly Agree
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of outside of Lucena City once the Porous Asphalt

Roads are Implemented?
f. Will the porous asphalt be more efficient in
replacing the conventional asphalt of inside and 12 8 4 Strongly Agree
outside Lucena City?
General Weighted Average 24 Strongly Agree
Conclusions and Recommendations
This unit summarizes and discusses the results of the study based on the objectives defined.
Furthermore, this part will also make conclusions based on previous analysis that were made and
make necessary recommendations for further improvement.
Conclusions
Based on the research and design and after thorough analysis and evaluation, the researchers
have concluded the following:
 Through the positive results of the study, the researchers made a new gradation
range that will help to support further researchers conducting this study. The new
gradation provides more accurate parameters rather than the latest gradation
provided by BRS. The new gradation is at Appendix C
 The sizes of aggregates used vary in terms of its stability, flow and air voids. The
higher percentage of coarse aggregates, the better mix design for porous asphalt in
terms of stability and percentage of air voids.

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 The modified gradation of porous asphalt that the researchers presented has a
better mix design than the latest porous asphalt gradation which is more effective
than the usual porous asphalt used nowadays.
 The results of flow gradations A failed upon the minimum and maximum values
of flow which is 30 for minimum and 35 for maximum. The results of Stability of
Gradations A were successfully passed upon the minimum value of stability
which is 1000lb, with the highest given value of stability which can be seen as the
most effective design mix. The results of percentage air voids of gradations A
successfully passed which has the value of 17.81%.
Recommendations
Based on the results of the findings and test, the researchers yielded such
recommendations in order to refer further develop the study:
 The researchers highly recommend to use higher percentage of coarse aggregates
during the mixing procedure as much as possible to promote further development
of compressive strength, stability, flow and most especially air voids.
 It is recommended to make use of rubber as an additive as per recommended by
the DPWH
 It is recommended to modify the percentage of binder in able to achieve the
required percentage of optimum binder content.

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 Mixing design should always be checked to the minimum requirements postulated
by the codes to avoid unnecessary circumstances and expenses. Yet improving the
quality of performance of each structure.
 For future researchers, it is recommended to find a testing laboratory which has a
emersion and compression equipment if the main concern would be the strength
of the material.
References
Cascione, A. A. (2014), "Development and evaluation of asphalt technologies utilizing
renewable resources and innovative pavement systems", Graduate Theses and

Dissertations.
Cheviot, CDS Associates (2015), “Porous Asphalt Pavement (Minimum Measure: Post
Construction Stormwater Management in New Development and Redevelopment)”, New
Hampshire.
Department of Public Works and Highways Blue Book (2014 ed.).
Freeman, Rb, Burati, JL, Amirkhanian, SN, and Bridges, WC, Polyester fibers in asphalt paving
mixtures. Journal of the association of Asphalt Paving Technologists, Vol. 58, 1989,
p.387-409.
Kayhanian, M., Weiss, P. T., Khazanovich, L., Gulliver, J. S., (2015), “The Application of
Permeable Pavement with Emphasis on Successful Design, Water Quality Benefits, and
Identification of Knowledge and Data Gaps: A summary report from the National Center
for Sustainable Transportation”, University of California, California.
National Asphalt Pavement Association, “Porous Asphalt Pavement”, National Asphalt
Pavement Association, Lanham Maryland, 2003
National Economic and Development Authority (NEDA), “Philippine Development Plan 2011-
2016”, Conservation, Protection and rehabilitation of the environment Natural
resources, research, development, extension and knowledge Management, p.334
National Structural Code of the Philippines, Volume II, Second Ed. (1997).
Putman, BJ, and Amirkhan, SN, Utilization of waste fibers in stone matrix asphalt mixtures,
Resources, Conservation and Recycling, Vol. 42, 2004, p. 265-275
UNHSC (2009), “UNHSC Design specifications for Porous Asphalt Pavement and Infiltration
Beds”, Gregg Hall, University of New Hampshire Stormwater Center, 35 Colovos Road, New
Hampshire.
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APPENDICES
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Appendix A. Gantt Chart of the Research Study
Aug Sept Oct Nov Dec Jan Feb Mar Apr

List of Activities
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Brainstorming of Ideas
Final Selection of Topic
Approval of Final Title
Submission of Unit 1
Research of Related Literature
Revision of Unit 1 - 3
Proposal Defense
Final Revision of Unit 1 - 3
Data Gathering
Submission of Unit 4 and 5
Submission of Revised Paper
Final Defence
Final Revision of Unit 4 and 5
Submission of Final Paper
Appendix B. Porous Asphalt Specifications (Item 735) (DPWH Blue Book)
ITEM 735 - POROUS ASPHALT MIXTURE
735.1 Description
This item shall consist of constructing a porous asphalt mix, an open or gap graded hot mix
asphalt surface course laid on existing concrete or asphalt pavement as wearing course in
accordance with this Specification and in conformity with lines, grades, thickness and typical
cross-section shown on the Plans.
735.2 Classification
The porous asphalt mixture shall be classified according to the following types based on the
grading used.
Type I — Open Graded

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Type II — Gap Graded
735.3 Materials Requirements
735.3.1 Composition and Quality of Porous Asphalt Mixture
The porous asphalt mixture is either an open or gap graded bituminous asphalt mix
composed of large proportion of coarse aggregate, fine aggregate, mineral filler and polymer
modified bitumen as binder. The porous asphalt mixture shall allow the passage of water
through it. It shall have the an air voids that is within the range when tested using ASTM D
3203:
Type I - 18% - 25%

Type II -15% - 25%
At least three weeks prior to the construction, the Contractor shall submit in writing a job mix
formula for each mixture supported by laboratory test data along with samples and sources of
the components and viscosity-temperature relationships information to the Engineer for testing
and approval.
735.3.8 Recommended Mix Design of Porous Asphalt
The percent void content of porous asphalt mixture shall be designed by adjusting the ratio of
fine and coarse aggregates. The following gradation is recommended to yield a higher percentage
of voids, high stability and requirements necessary in the design of the mix.
Sieve Sizes Passing %

Inch Millimetre Type 1 Type II
¾ 19 100 100
IA 12.5 90 – 100 88 – 98
3/8 9.5 85 – 95 34 – 48
No. 4 4.75 37 – 45 17 – 24
No. 8 2.36 9 – 17 12 – 20
No. 16 1.19 3 – 11 6 – 12
No. 30 0.63 - 3–9
No. 50 0.30 - -
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No. 200 0.075 1–4 2 -7

Asphalt Content, % 4.0 – 5.5 5.0 – 6.0
by weight of
aggregate
Air Voids, mass % 18 – 25 15 – 25
Stability, lbs 1000 minimum 1000 minimum
735.3.9 Mix Design
Test specimens shall be made using methods described in ASTM D 1559 or equivalent. The
specimens shall be compacted with 50 blows for Type I and 75 blows for Type II on each side of
the specimen sample.
Perform the drain down test on the specimen samples at 15°C higher than ideal mixing
temperature. Draindown results should not exceed 0.30 % by total mass of mix.
Using the selected design gradation, prepare three (3) samples with binder contents at 0.50%
increments.
Test air voids of the porous asphalt mix. Results for Type I and II should fall betweenl8% to
25% and 15% to 25%, respectively. Test stability, flow, specific gravity and durability.
Appendix C. Modified Gradation Range versus Latest Gradation
Type II Modified Gradation

100 100
88 – 98 92 – 97
34 – 48 40 – 47
17 – 24 20 – 24
12 – 20 16 – 19
6 – 12 6 – 10
3–9 3–6
- -
2 -7 2-5
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Appendix D. Marshall Design Criteria for Porous Asphalt
Light Traffic Medium Traffic Heavy Traffic
Marshall Method Surface & Base Surface & Base Surface & Base
Mix Criteria Min. Max. Min. Max Min. Max
Compaction, number
of blows each end of 35 50 75
specimen
Stability, (lb.) 1000 --- 1000 --- 1000 ---
Flow, 0.25mm 30 35 30 35 30 35
Percent Air Voids 15 25 15 25 15 25
NOTES
1. All criteria, not just stability alone, must be considered in designing an asphalt
paving mix. Hot mix asphalt bases that do not meet these criteria when tested at
60degrees (140 deg. F) are satisfactory if they meet the criteria when tested at
38degrees (100 deg. F) and are placed 100mm (4inches) or more below the surface.
This recommendation applies only to regions having a range of climatic conditions
similar to those prevailing throughout most of the United States. A different lower
test temperature may be considered in regions having more extreme climatic
conditions.
2. Traffic classifications
Light Traffic conditions resulting in a Design EAL < 104
Medium Traffic conditions resulting in a Design EAL between 104 and 106
Heavy Traffic conditions resulting in a Design EAL > 106
3. Laboratory compaction efforts should closely approach the maximum density
obtained in the pavement under traffic.
4. The flow value refers to the point where the load begins to decrease.
5. The portion of asphalt cement lost by absorption into the aggregate particles must
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be allowed for when calculating percent air voids

6. Percent voids in the minimal aggregate are to be calculated on the basis of the
ASTM bulk specific gravity for the aggregate.
Appendix E: Stability Correlation Ratios
Volume of Specimen Approximate Thickness of Specimen Correlation Ratio

𝑐𝑚3 mm in.
200 to 213 25.4 1 5.56
214 to 225 27.0 1 1/16 5.00
226 to 237 28.6 1 1/8 4.55
238 to 250 30.2 1 3/16 4.17
251 to 264 31.8 1¼ 3.85
265 to 276 33.3 1 5/16 3.57
277 to 289 34.9 1 3/8 3.33
290 to 301 36.5 1 7/16 3.03
302 to 316 38.1 1½ 2.78
317 to 328 39.7 1 9/16 2.50
329 to 340 41.3 1 5/8 2.27
341 to 353 42.9 1 11/16 2.08
354 to 367 44.4 1¾ 1.92
368 to 379 46.0 1 13/16 1.79
380 to 392 47.6 1 7/8 1.67
393 to 405 49.2 1 15/16 1.56

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406 to 420 50.8 2 1.47
421 to 431 52.4 2 1/16 1.39
432 to 443 54.0 2 1/8 1.32
444 to 456 55.6 2 3/16 1.25
457 to 470 57.2 2¼ 1.19
471 to 482 58.7 2 5/16 1.14
483 to 495 60.3 2 3/8 1.09
496 to 508 61.9 2 7/16 1.04
509 to 522 63.5 2½ 1.00
523 to 535 64.0 2 9/16 0.96
536 to 546 65.1 2 5/8 0.93
547 to 559 66.7 2 11/16 0.89
560 to 573 68.3 2¾ 0.86
574 to 585 71.4 2 13/16 0.83
586 to 598 73.0 2 7/8 0.81
599 to 610 74.6 2 15/16 0.78
611 to 625 76.2 3 0.76
Appendix F. Technical Specifications for Modified Porous Asphalt
Technical Specifications This specifications establishes the principles to be followed in the
design mix and the kinds of materials to be used for the design of a reformulated porous asphalt.
This also entails the results for the testing of materials.

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Item 100 - Materials Details
100.1. Aggregates
100.1.1 Coarse Aggregate
Aggregate particles retained through the 3/8 or 9.5 mm standard sieve are known
as coarse aggregate. Coarse aggregate are crushed stone chips. The maximum size of the
coarse aggregate that may be used in the modified gradation of a porous asphalt is 19
mm. Coarse aggregates should be washed and cleaned with water in order to avoid
deleterious materials and/or impurities.
100.1.2. Fine Aggregate
Aggregate particles passing through the No.4 or 4.7 mm standard sieve are
known as fine aggregate. The fine aggregate shall be free from injurious amount of
organic impurities.
100.2 – Mineral Filler
100.2.1 Portland Cement
Ordinary Portland cement is the cementing material used in the modified
gradation of porous asphalt. Only type Portland I cement shall be used unless otherwise
provided for in the special provisions.
100.3 – Asphalt Cement
100.3.1 Asphalt Binder
Asphalt binder used shall be PG67 unless otherwise, selecting binder for porous
asphalt mixes should be passed when tested in accordance with AASHTO M320.
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Item 200 - Testing
200.1 Testing of Materials
Test of materials and mineral filler shall be made in accordance with standards of ASTM
Standards for the physical and mechanical testing of fine and coarse aggregates.
200.2 Test for Bulk Specific Gravity
Uniformity or consistency on weighing the samples of porous asphalt for bulk specific
gravity test is important to a successful concrete project.
200.3 Test for Flow
Test for flow shall be done with the Marshall Stability Apparatus and shall pass in
accordance to the Marshall Design Criteria for Porous Asphalt mixes.
200.4 Test for Stability
Test for stability shall be done with the Marshall Stability Apparatus and shall pass in
accordance to the Marshall Design Criteria for Porous Asphalt mixes.
200.5 Test for Maximum Theoretical Density
Test for Maximum Theoretical Density is done by the use of Edwards Vacuum Pump or
equivalent. It must be followed in accordance to the Marshall Design Criteria for Porous Asphalt
mixes.
Item 300 – Design Mix
300.1 Proportioning
Proporting the aggregates, mineral filler, and asphalt cement must be done with the
reverse S method.
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300.2 Mixing
All aggregates, mineral filler, and asphalt cement shall be mixed until there is a uniform
distribution of materials. Manual mixing shall be done.
300. 2 Molding
For the molding of specimens in the cylinders, manual compaction methods shall be done
to compact the mixture. The number of blows will be categorized according to what specific
traffic load it will be placed.
300. 3 Curing
The concrete cylinder shall be removed from the mold after 24 hours or overnight.
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Appendix G. F-Table
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Appendix H. Pre-survey Questionnaire for Students and Residents from the Research Locale
“Modified Gradation of a Porous Asphalt: A Replacement for Conventional Asphalt”

Magandang araw, kami po ay mga estudyante ng Manuel S. Enverga University
Foundation at sa kasalukuyan po ay gumagawa ng aming thesis.
Ang survey-questionairre na ito ay ginawa ng mga tagapagpananaliksik upang malaman

ang opinyon, saloobin at ang pulso ng mga inhinyero, at mga taong nagmamaneho sa aspaltong
kalsada sa loob ng Lungsod ng Lucena sa pamamagitan ng pagkakaroon ng “Porous Asphalt”.
Ang “Porous Asphalt” ay aspalto na kung saan mas marami ang porsyento na mga bato
ang ginamit upang lumusot o mag pumapasok ang tubig pailalim. Lumalabas din sa mga
pagsusuri na mas makapit sa gulong ng sasakyan ang “Porous Asphalt”.
Naglalayon ito na magkaroon ng makakalikasan, mas ligtas, at mas maayos na kalsada.

para sa mga mamamayan ng Lungsod ng Lucena. Inaasahan naming ang inyong kooperasyon at
masugid na pagsuporta. Maraming Salamat po!
PANUTO: Lagyan ng tsek (/) ang kahon na umaayon sa inyong sagot.
Pangalan: ____________________________________________
Pirma:_______________________________________________
Kasarian: Babae Lalake
Taong Gulang:
16 -20 taong gulang 36-40 taong gulang 56-60 taong gulang
21-25 taong gulang 41-45 taong gulang 61 pataas
26-30 taong gulang 46-50 taong gulang
31-35 taong gulang 51-55 taong gulang
Kalahok:
Estudyante
Drayber Iba pa ____________________

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1. Ikaw ba ay mayroon o nagmamayari ng sasakyan?
Oo Hindi
2.Ilang beses mo ginagamit ang iyong sasakyan? (kung nagmamayari)
Isang beses sa isang Linggo Araw-Araw
Dalawang beses sa isang Linggo Iba pa _________________
Tatlong beses sa isang Linggo
3. Gaano ka kadalas sa kalsada ? (kung walang sasakyan)
Isang beses sa isang Linggo Araw-Araw
Dalawang beses sa isang Linggo Iba pa _________________
Tatlong beses sa isang Linggo
4. Ano ang iyong masasabi sa lagay ng kalsada sa inyong lugar ?
________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
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5 4 3 2 1
For STUDENTS, DRIVERS and COMMUTERS SA FA A FD SD
RESPONDENTS
a. Nahihirapang magmaneho sa kasalukuyang kalsada
b. Ligtas ang iyong sasakyan o motosiklo sa pagmamaneho
c. Sa iyong palagay mas magiging maayos ba at ligtas kaya

ang mga kasalukuyang kalsada sa pagkakaroon o
pagpapatupad ng “Porous Asphalt”?
d. Sa tingin mo ba ang pagkakaroon ng “Porous Asphalt” na

kalsada ay makakatulong upang maisaayos ang kaligtasan ng
mga naggmamaneho?
e. Sa iyong palagay magiging benepisyal ba ang pagkakaroon

ng “Porous Asphalt” na kalsada sa mga mamamayan dito sa
Lungsod na ito?
Mungkahi at mga komento:

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Appendix I. Post- Survey Questionnaire for Engineers and Professional Respondents
“Modified Gradation of a Porous Asphalt: A Replacement for Conventional Asphalt”

Good day! We are students from Manuel S. Enverga University Foundation currently
undertaking our project study.
This survey questionnaire which has been made by the researchers to know the opinions,
and insight of the engineers, and drivers who are currently driving inside and outside of the city
of Lucena once the implementation of Porous Asphalt Roads are taken into place.
A “Porous Asphalt” is a kind of asphalt wherein there are high percentage of coarse
aggregates inside an asphalt to allow water to pass through it. Study shows that the skidding
resistance of porous asphalt has a greater value than a conventional.
The study provides more safer and economic roads for the community of Lucena City, or
beyond. We are hoping for your kind cooperation and support. Thank you very much!
INSTRUCTIONS: Put a check (/) inside the box that corresponds to your answer.
Name: ____________________________________________
Signature:_______________________________________________
Gender: Female Male
Age:
16 -20 years old 36-40 years old 56-60 years old
21-25 years old 41-45 years old 61 above
26-30 years old 46-50 years old
31-35 years old 51-55 years old
Type of Profession:
Engineer
Laboratory Technician
Other Professional Respondent _______________

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2. Do you own a car?
Yes No
3. How many times do you use your car? (if you own a car)
Once a week Everyday
Two times a week other _________________
Three times a week
4. What can you say about the current situation of our roads today ?
________________________________________________________________________
________________________________________________________________________
5 4 3 2 1
For ENGINEERS and OTHER PROFESSIONAL SA FA A FD SD
RESPONDENTS
a. Does increasing the percentage of coarse aggregates of a
porous asphalt improve its stability ?
b. Does increasing the percentage of coarse aggregates of a

porous asphalt improve its flow?
c. Does increasing the percentage of coarse aggregates of a

porous asphalt, also increased its void ratio?
d. Do you recommend to use the Modified Gradation rather

than the standard gradation of a porous asphalt ?
e. Will it be more beneficial to the community inside of

outside of Lucena City once the Porous Asphalt Roads are
Implemented?
f. Will the porous asphalt be more efficient in replacing the

conventional asphalt of inside and outside Lucena City?
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Appendix J. Aggregates Used
No. 200 Aggregates No. 50 Aggregates No. 30 Aggregates
No. 16 Aggregates No. 8 Aggregates No. 4 Aggregates
3/8 Aggregates 3/4 Aggregates

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Appendix K. Group Picture at BRS

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Appendix L. Formal Letters

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Appendix M. Test Results

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Curriculum Vitae
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JOHN LAWRENCE S. IBASCO

0359 NICODEMUS STREET, SUBDIVISION,
BRGY. COTTA LUCENA CITY, QUEZON PROVINCE
0936-250-0344
ibasco_lawrence@icloud.com
OBJECTIVES
To work in demanding environment where all my skills and efforts to explore and
familiar myself in varied fields, and comprehend my potential and add to the growth of
organization with inspiring performance
PERSONAL INFORMATION
Age : 20 years old

Gender : Male
Birthdate : July 11, 1997
Birthplace : Lucena City, Quezon
Father’s Name : Jose Ibasco Jr.
Occupation : Business Man
Mother’s Name : Lyn Lyn Ibasco
Occupation : Business Woman
Civil Status : Single
Religion : Iglesia Ni Cristo
Citizenship : Filipino
Language : English, Tagalog
EDUCATIONAL BACKGROUND
Tertiary: Manuel S. Enverga University Foundation

University Site, Ibabang Dupay, Lucena City
2013 – Present
Revision No.: 0
Reviewed by: QMR
Secondary: Quezon National High School

Iyam, Lucena City
2009 - 2013
Primary: Lucena South 1 Elementary School

Cotta, Lucena City
2003– 2009
SKILLS
 Above Average in Manual Drafting

 Using Surveying Instruments
 Average in use of Windows Application: Microsoft Office- Ms Word, MS PowerPoint
and MS Excel
 Average knowledge in Photography and Movie Editing and Picture Editing
 Average knowledge in Autocad 2D/3D
 Ability to work independentlyor as part of a team
 Organizational Skill
WORKING BACKGROUND
Megawide Construction Corporation

Double Dragon Plaza Meridian Park
20 N. Domingo St., Brgy. Valencia
On-Job-Training (OJT)
June 2016 - July 2016 (240 hours)
EDUCATIONAL AFFILIATION
Philippine Institute of Civil Engineers MSEUF Student Chapter

Member A.Y. 2016 to present
CBI – Christian Brotherhood Inc.

College of Engineering and Technical Department

Student Council
Representative A.Y.2014-2015
Revision No.: 0
Reviewed by: QMR
Representative A.Y. 2015-2016

Secretary A.Y. 2016 to present
3rd Year Organization (College of Engineering and Technical Department)
Public Relations Officer A.Y. 2015-2016
2rd Year Organization (College of Engineering and Technical Department)

Vice-President A.Y. 2014-2015
SEMINARS AND WORKSHOPS

Colloquia 2017 Enforcing Recycling Materials: Sustainable Engineering and Cost Effective
Practices in Construction
D. L. Auditorium
University of the Philippines, Los Baños
October 14, 2017
Colloquia 2016: Structural Innovation as Countermeasures for the Dynamics of Earthquake

Hazards
CEAT, University of the Philippines Los Banos, Laguna
October 8, 2016
2nd Preparation of Financial Statements for Student Organization

Seminar/Workshop
Library Seminar Hall, MSEUF Lucena City
September 6, 2014
Writeshop on Resolution and Minutes of the Meeting

Library Seminar Hall, MSEUF Lucena City
August 9, 2014
Leadership through Academic Excellence

EMRC VI, AEC Bldg., MSEUF Lucena City
November 27, 2015
Leaders Advancement Programs (LEAPS) 3

RBA Hall, CET Bldg., MSEUF Lucena City
January 30, 2016
Student Congress 2016

AEC Little Theatre, AEC Bldg., MSEUF Lucena City
February 5, 2016
Revision No.: 0
Reviewed by: QMR
Reflection on Student Leaders’ Role in Transforming Society

January 21, 2017
Working Together Towards Excellence and Process Improvement

January 21, 2017
E – Program: Student Training and Development

University Gymnasium
December 3, 2015
CadTech (AutoCad Techniques)

St. Bonaventure Study Area
June 26, 2015
CHARACTER REFERENCES

Adviser, PICE MSEUF
0933-927-7508
Dr. Guillermo M. Rago Jr.

Dean
Contact Number:(420)720-3151
I hereby attest, to the best of my knowledge and belief, the correctness and accuracy of
all information presented above.
_______________________________________
JOHN LAWRENCE S. IBASCO
Revision No.: 0
Reviewed by: QMR
MOHAMMED IBRAHIM MARZOOQ

WALED AL-ABDULLA
PUROK ATIS, BRGY. MAYAO CROSSING, LUCENA
CITY
09997405711
alabdullamohammed04@gmail.com
OBJECTIVES
organization with inspiring performance.
Age : 21 years old
Gender : Male
Birthdate : August 4, 1996

Father’s Name : Ibrahim Al-abdulla
Occupation : Deceased
Mother’s Name : Gliceria Al-abdulla
Occupation : House Wife
Religion : Islam

2013 - Present
Revision No.: 0
Reviewed by: QMR
Secondary: Manuel S. Enverga University Foundation

2009 - 2013
Primary: Manuel S. Enverga University Foundation

2003 - 2009
SKILLS
 Excellent in written and oral communication

 Capable to work under pressure
 Computer Literature
 Eager to learn and able to cope up with different working conditions
 Can adopt easily to work environment
 Basic Knowledge in Autocad
 Analysis and Solved Problem Skills

MSEUF Banyuhay Dance Troupe

Treasurer A.Y. 2015 – 2016
Vice President A.Y. 2017 to present
Active Member
D. L. Auditorium
October 14, 2017

Hazards
Revision No.: 0
Reviewed by: QMR

October 8, 2016
E-program: Student Trainig and Development

December 3, 2015
CalTech: Different Techniques Using Scientific Calculators

St. Bonaventure Student Chapter
August 15, 2015
Cadtech: Different Techniques Using Autocad

St. Bonaventure Student Chapter
June 26, 2015
Blood Letting Program (Nation Service Training Program)

August 2013

Adviser, PICE MSEUF
0933-927-7508
Dean
_________________________________________________________________
MOHAMMED IBRAHIM MARZOOQ WALED AL-ABDULLA
Revision No.: 0
Reviewed by: QMR
KENNJEXSON G. CATAUSAN
B-11 L-6 BENCOVILL. BRGY.MAPAGONGPAGBILAO
QUEZON
09985714662
catausankj@gmail.com
OBJECTIVES
To nurture my skills through experience, hard work, and perseverance. And to succeed in a
stimulating and challenging environment.
Age : 21 years old

Gender : Male
Birthdate : June 12, 1996
Father’s Name : Jerry O. Catausan
Occupation : Employee
Mother’s Name : Raquel G. Catausan
Occupation : House Wife
Religion : Roman Catholic

University Site, IbabangDupay, Lucena City
2013 – Present
Revision No.: 0
Reviewed by: QMR
Secondary: Maryhill College

ML Tagarao St. Lucena City
2009 – 2013
Primary Maryhill College

ML Tagarao St. Lucena City
2003 – 2009
SKILLS
 Electrical Installation and Maintenance

 Knowledgeable in Basic Mathematics, Algebra, Trigonometry, Calculus
 Literate in Basic Mechanics, and Strength of Materials
 Literate in Basic Electrical Engineering
 Fluent written and communication skills
 Highly organized, efficient
 Ability to cope with others effectively.
 Ability to work independently or as part of a team
 Able to work under pressure
Philippine Institute Of Civil Engineers MSEUF Student Chapter

RELATED LEARNING EXPERIENCES
Electrical Installation and Maintenance NCII

Merchan St., Lucena City 2016
Electrical Installation and Maintenance NCIII

Merchan St., Lucena City 2017
WORKING BACKGROUND
MGS Construction Inc.

StarMall Anex Las Pinas City
Revision No.: 0
Reviewed by: QMR
June 2016 - July 2016 (240 hours)
D. L. Auditorium
October 14, 2017
Colloquia: Structural Innovation as Countermeasures for the Dynamics of Earthquake

Hazards
E. E. Auditorium
October 8, 2016
Leadership Training Summit 2015: Paving the way Through Conveying in Action Nation
Building
AEC Little Theater, AEC Building
Manuel S. Enverga University Foundation, Lucena City
November 28, 2015
Leadership Training Summit 2015: Leadership through Academic Excellence

EMRC VI, AEC Building
Manuel S. Enverga University Foundation, Lucena City
November 27, 2015
E – Program: Student Training and Development

December 3, 2015
Revision No.: 0
Reviewed by: QMR

Adviser, PICE MSEUF
0933-927-7508

Dean
__________________________________________________
KENN JEXSON G. CATAUSAN
Revision No.: 0
Reviewed by: QMR
MARLOU V. DE TORRES
BLK. 6 LOT 11-A WESMAR AVE. MARVILLE HOMES
SUBD, BRGY. KANLURANG MAYAO, LUCENA CITY
marlou_detorres18@yahoo.com
09338680309
OBJECTIVES
organization with inspiring performance
Age : 21 years old

Gender : Male
Birthdate : October 5, 1996
Father’s Name : Lucio V. De Torres
Occupation : Deceased
Mother’s Name : Maria Cristina V. De Torres
Occupation : Head Teacher
Religion : Iglesia ni Cristo

Revision No.: 0
Reviewed by: QMR

2013 - Present
Secondary: Calayan Educational Foundation Incorporated
Maharlika Highway, Red-V, Lucena City
2009 - 2013
Primary: Kanlurang Mayao Elementary School

Executive Village Brgy. Kanlurang Mayao, Lucena City
2003 - 2009
SKILLS
 Above Average in Manual Drafting

 Using Surveying Instruments
 Average in use of Windows Application: Microsoft Office- Ms Word, MS PowerPoint
and MS Excel
 Average knowledge in Photography and Movie Editing and Picture Editing
 Average knowledge in Autocad 2D/3D

 Ability to work independentlyor as part of a team
Philippine Institute of Civil Engineers

Liaison Officer A.Y.2016 – present
Christian Brotherhood International

President A.Y.2015 – present
College Leader A.Y. 2014 – 2015
Committee Member A.Y.2014 – 2015
Active Member A.Y.2013 – present
MSEUF Academic Club

Executive Board Member A.Y.2015 – present
Ambassador A.Y.2014 – 2015
Active Member A.Y.2014 – present
WORKING BACKGROUND
Kwan Sing Construction Corporation

Revision No.: 0
Reviewed by: QMR
Unit 201 Coko II Building, Patio Madrigal

Roxas Boulevard, Barangay 76, Pasay City, Metro Manila
June 2016 - July 2016 (240 hours)
D. L. Auditorium
October 14, 2017

Hazards
October 8, 2016
Building Confidence and Potential – PICE Seminar 2016

St. Bonaventure Student Center, MSEUF, Lucena City
January 30, 2016
Paving the way Through Converging in Nation Building – Leadership Training Summit 2015
AEC Little Theater, MSEUF, Lucena City
November 28, 2015
Responsible Leadership in the Society with regards to Gender Sensitivity and Development
EMRC VI, AEC Buidling, MSEUF, Lucena City
November 27, 2015
Seminar on Disaster Risk Reduction Management with Gender Awareness and Sensitivity
September 19, 2015
CADTECH: Different Techniques in AutoCAD – Seminar on AutoCAD
September 10, 2015
Empowering Leaders of the 21st Century, Brewing Sustainability to the Future Society –
Leadership Empowerment Seminar 2015
Revision No.: 0
Reviewed by: QMR
August 24, 2015
Save Early, Be Ready – Financial Literacy Seminar

March 6, 2015
21st Century Readers: The Problems Met and the Cure to Get – Seminar for Developmental
Reading I
October 7, 2014
Status ko, Status Quo – 4th Annual Mass Media Ethics Seminar
September 5 2014
March 1, 2014
Adviser, PICE MSEUF
0933-927-7508

Dean
________________________________________
MARLOU V. DE TORRES
Revision No.: 0
Reviewed by: QMR
HANNAH JANNIE MAY L. TABERNILLA

HINCKLEY COR. NORTHBROOK STREETS
PLEASANTVILLE SUBDIVISION PHASE 3 BRGY.
ILAYANGIYAM, LUCENA CITY
09291215905
tabernillahannie18@gmail.com
OBJECTIVES
To have an experience in handling different kinds of people in an institution that will offer me
the opportunity to utilize my educational and experiential background relative to the field of
Civil Engineering.
Age : 21 years old

Gender : Female
Birthdate : May 1, 1996
Birthplace : Cotta, Quezon
Father’s Name : Hubert F. Tabernilla
Occupation : Technician
Mother’s Name : Loida L. Tabernilla
Occupation : Principal
Religion : Roman Catholic

University Site, IbabangDupay, Lucena City, 4301 Quezon
Revision No.: 0
Reviewed by: QMR
2013 – Present
Secondary: Quezon National High School

Brgy. IbabangIyam, Lucena City
2009 - 2013
Primary: Lucena West 1 Elementary School

Brgy. IlayangIyam, Lucena City
2003 - 2009
SKILLS
 Literate in Microsoft Office Applications

 Microsoft Excel
 Microsoft Word
 Microsoft PowerPoint
 Good Communication Skill
 Leadership Skills
 Ability to cope with others effectively.
 Ability to work independently or as part of a team.

WORKING BACKGROUND
DPWH Quezon 2nd District Engineering Office

Dalahican Road Lucena City Quezon,4301
June 2016 - July 2016 (240 hours)
Revision No.: 0
Reviewed by: QMR
D. L. Auditorium
2017
CadTech (AutoCad Technique)

St. Bonaventure Study Area
2015
Structural Innovation as Countermeasures for the Dynamic of Earthquake Hazards

E.E. Auditorium
University of the Philippines Los Banos, Laguna
2016
A Symposium on Social Awareness and Human Rights

AEC Little Theater, MSEUF Lucena City
2015

Adviser, PICE MSEUF
09339277508

Dean
__________________________________________________
HANNAH JANNIE MAY L. TABERNILLA
Revision No.: 0
Reviewed by: QMR
NEIL JEROME R. VILLA

PUROK MALIGAYA
BRGY. TALIPAN PAGBILAO, QUEZON
0905-490-6936
jrmvilla10@yahoo.com
OBJECTIVES
To broaden my knowledge, skills, and values in my future profession.
Age : 20 years old

Gender : Male
Birthdate : August 10, 1997
Father’s Name : Ramil D. Villa
Occupation : Service Man
Mother’s Name : Violeta O. Villa
Occupation : Cashier
Religion : Iglesia Ni Cristo

University Site, Brgy. IbabangDupay, Lucena City
A. Y. 2013 - Present
Revision No.: 0
Reviewed by: QMR
Secondary: Talipan National High School

Brgy. TalipanPagbilao, Quezon
A. Y. 2009 – 2013
Primary: Talipan Elementary School
Brgy. TalipanPagbilao, Quezon
A. Y. 2003- 2009
SKILLS
 Fair AutoCAD Skills

 Ability to handle pressure
 Ability to learn quickly
 Ability to cope with others
 Ability to work independently or as a part of a team
 Fluent written and communication skills
 Highly organized and efficient
ORGANIZATIONAL AFFILIATION

Member A.Y. 2015 to Present
WORKING BACKGROUND
National Irrigation Administration

Genes Aguilar St., Brgy. 10, Lucena City, Philippines
June 2016 - July 2016 (240 hours)
D. L. Auditorium
October 14, 2017
Colloquia2016: Structural Innovation as Countermeasures for the Dynamics of Earthquake

Hazards
Revision No.: 0
Reviewed by: QMR
E. E. Auditorium
October 8, 2016
PICE Seminar: Building Confidence and Potential

St. Bonaventure Student Center, Enverga University, Lucena City, Philippines.
January 30, 2016
E- Program:Student Training and Development

December 3, 2015
CADTech Seminar: Different Techniques in AutoCAD

September 10, 2015

Adviser, PICE MSEUF
0933-927-7508

Dean
__________________________________
NEIL JEROME R. VILLA

May-23-2018-Thesis About Phorous Asphalt

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Document Code: DCAVRKMI-F-PS

MANUEL S. ENVERGA UNIVERSITY FOUNDATION

Modified Gradation of a Porous Asphalt

Presented to the Faculty of the

Manuel S. Enverga University Foundation

University Site, Lucena City

In Partial Fulfillment of the Requirements

for the Degree

Bachelor of Science in Civil Engineering

Mohammed Ibrahim Marzooq Waled Al - Abdulla

Kenn Jexson G. Catausan

John Lawrence S. Ibasco

Hannah Jannie May L. Tabernilla

Neil Jerome R. Villa

This project study hereto entitled:

“MODIFIED GRADATION OF A POROUS ASPHALT”

prepared and submitted by MOHAMMED IBRAHIM MARZOOQ WALED AL ABDULLA,

KENN JEXSON G. CATAUSAN, MARLOU V. DE TORRES , JOHN LAWRENCE S.

IBASCO, HANNAH JANNIE MAY L. TABERNILLA, NEIL JEROME R. VILLA, in partial

Engr. Evangeline L. Constantino

Approved by the Committee on Oral Examination with a grade of _____________%.

ENGR. CIELITO V. MALIGALIG ENGR. MA. LUISA B. CANELA

DR. GUILLERMO M. RAGO JR.

Guillermo M. Rago Jr. Ed. D., CE

insightful clarifications and tough questions;

To Engr. Evangeline L. Constantino, project study adviser for giving us relevant

suggestions which enhanced this project study;

all odds and problems encountered through this study;

thank you for trusting us;

us in all the time of our research and writing of this manuscript.

Deepest gratitude from our family.

we have been through clearly pays it all with a successful study.

my kaladkarin friends forever.

I dedicate this project to God Almighty my creator, my strong pillar, my source of

“Difficult roads often lead to beautiful destinations” – Unknown

people and to whom I am thankful and indebted the most.

during my college years.

times and countless memories that will be forever treasured.

To my co-church officers, especially Kadiwa Organization whom I shared moments in

performing our church duties and school works.

To my co-members in different organization, Christian Brotherhood International

which helps me to become a better person, to socialize and communicate competitively.

circumstances may come.

our own feet.

shared to work hard in finishing this study.

who never leave me in different situations and circumstances in life.

along this journey and towards this success.

- MARLOU VIGILIA DE TORRES

To my co-members in different organization, Christian Brotherhood International (CBI),

To my group mates Mohammed Ibrahim Marzooq Waled Al - Abdulla, Kenn Jexson G.

- NEIL JEROME R. VILLA

Background of the study 21

Objectives of the study 23

Significance of the study 24

Scope and Delimitation 25

Unit II REVIEW OF RELATED LITERATURE and STUDIES 29

Unit III METHODS and PROCEDURES

Unit IV RESULTS and DISCUSSION 53