Highway Engineering 2018

Technological Institute of the Philippines

1338 Arlegui St., Quiapo, Manila

College of Engineering
Department of Civil Engineering

Highway Engineering

AN INVESTIGATION OF CAUSES OF DELAY OF MANILA FLOOD

INTERCEPTOR PROJECT

Submitted by:
Arizapa, Kevin Ezsykiel
Casalan, Jev Rose
Ramirez, Ma. Janella
Malacaste, Joy Camille
Oplado, Rica Joy
Bruno, Christopher Carlo
Pareja, Jhozel

Submitted to:
Engr. Porfirio Entice

Date submitted:
March 3, 2018

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AN INVESTIGATION OF CAUSES OF DELAY OF MANILA FLOOD

INTERCEPTOR PROJECT

Chapter One:

The Problem and its Background

Introduction:

It was 2013 when the Department of Public Works and Highways (DPWH)
started The government’s P560-million flood interceptor project in Blumentritt,
Manila, designed to direct floodwaters from the northern part of Metro Manila to the
Tondo area and then out to Manila Bay, is already 70.66 percent complete. The five-
phase project, which started in July last year has been delayed by right-of-way
issues, changes in the design due to the presence of underground facilities
belonging to utility firms like Maynilad Water Services and inclement weather
conditions, among others. The DPWH’s water catchment facility is 3.3 kilometers
long, 6 meters wide and 3 meters deep. DPWH said that this project will be finished
in the first quarter of 2015 but this deadline has not met. The said project is then
expected to be finished by the end of June 2016 but as of now, there are no reports
regarding this project is being released. We decided to do a research for this study
for the reason that the manila flood interceptor project affects the convenience,
traffic and also it affects the health and business of individual residing near the
project. We intend to analyze and solve the problems it may cause due to its
incomplete phase.

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Statement of the Purpose Objective of the Study:

 To identify the causes of the delay of the project.

 To conduct proper and thorough planning of the said project.
 To have proper assessment and coordination with other concerning
agencies

Significance of the Study:

 To serve as reference for other government related projects to avoid delays.

 To address the concerns of the agencies and contractors that handles the
project.
 To enlighten the citizens around the area about such delays.

Scope and Limitation:

 This study is only limited to the factors that causes the delays of the Manila
flood interceptor project including its status and effects to the people.

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Chapter Two:

Theoretical Frame Works

Literature and Studies:

1. BUILDING THE FORESHORE FREEWAYS: THE POLITICS OF

A FREEWAY “ARTEFACT”

In the centre of Cape Town, overlooking the busiest intersection in the central
City, en route to the major Waterfront tourist attraction, and snugly to one side of
the International Convention Centre is a freeway, suspended and incomplete.
Follow the arc which this road describes and you will see, at the opposite side of
the intersection another stub of freeway, also suspended, also incomplete.
Elsewhere, more hidden from public scrutiny are four more suspended, incomplete
pieces of two lane freeway. These pieces of road form part of the so-called
Foreshore Freeway of Cape Town. They are the focus of ridicule, the location for
advertising creativity, the source of urban mythology and iconic Cape Town
structures. They are also an anachronism of the transport planning process - a
process which tends to finish what it starts. How did Cape Town come to have
freeway stubs suspended above its centre? What can this “artefact” tell us about
road engineering of that time? And what does it mean for us – engineers, planners,
South Africans - today?

The story which emerges from these questions is rich and complex, and deeply
rooted in Cape Town’s contemporary history. This Foreshore Freeway story
touches east into District 6 and north to Government Avenue. It also connects

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across to the US and to the birth of transport planning in the 1950s, and with the
associated development of traffic survey techniques, computers and modelling.
The story was influenced by tensions between levels of government, between
modes of transport and across professional boundaries and, inevitably, by the
South African politics of race. Locating and forming the Foreshore Freeway was,
in sum, a complex, protracted set of compromises between multiple actors with
many agendas, and is the focus of a piece of research work in progress. This brief
paper focuses on one part of that story, on some of the debates which ran from
the 1940s to the early 1960s. The focus is particularly on the Eastern Boulevard,
the road which runs into central Cape Town from the southern suburbs, and which
cuts through the Woodstock/District 6 area.

The genesis of the Foreshore Freeway scheme can be placed as early as the
Paris spring of 1940, when Monsieur Beaudouin (Chief Architect to the
Government of France and “first placed town planner in the Grand Prix de Rome”),
received a cable from WS Lunn (City Engineer, Cape Town) and JC Collings
(Town Planning Branch in City Engineers Dept) requesting his planning advice for
how best to use the land being created from the dredging for a new Cape Town
harbor (Beaudouin, 1940). Expected to cover 480 acres and situated at the
shoreline of Table Bay, between the existing city and the sea, Cape Town’s
Council had long recognized the untapped potential of the land but were now in
need of some strong planning advice. The Railway Administration, who were
cobeneficiaries of the Foreshore land, were unhappy with Council’s plan for the
area and had appointed Professor LW Thornton White (“former scholar of the
British School in Rome”) and Longstreth Thompson (“town planning consultant of
London”) to help them to develop an alternative. The cable to Beaudouin,

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requesting his input, was the Council’s response to the Railway Administration’s
appointment of experts (Cape Town Foreshore Joint Technical Committee
(CFJTC) 1948).

As war rumbled in Europe, Beaudouin started his three month sojourn in Cape
Town. According to him, there was an easing of tensions between the Cape Town
parties as they worked on their separate reports but with “a considerable degree
of cross-reference and collaboration”. The resulting plans had a similar approach
and “the same essential elements”, which were a largely at-grade Parisian inspired
scheme with straight, wide Boulevards stretching to the East and West and a newly
developed civic centre. The plan for a Monumental Approach from the harbor and
vistas stretching in all directions, ensured that approach to Cape Town by sea (the
focus, as this was in a time before commercial aviation) would be most impressive
(CFJTC, 1948).

A year later, in March 1941, the City Engineer presented three alternative
schemes to Council: the Council’s scheme by Beaudouin of Paris; the Longstreth-
Thompson’s scheme produced for the Railway Administration and the original Joint
Town planning Scheme created before the various expert advisors joined the
process. The tensions were many, but focused on the location of the railway station
and the civic centre site. A Committee was set up to broker a compromise plan,
but these negotiations broke down, with the City believing that no satisfactory
solution could be found while the position of the Railway Administration on the
siting of the railway station remained as it was. The Foreshore plan was
deadlocked (CFJTC, 1948).

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Two and a half years later, in October 1944, local parties lobbied national
government to intervene in the stand-off and a Committee was appointed under
the chair of MajorGeneral Szlumper. The Foreshore Investigation Committee
(Szlumper Committee) sat in February of the following year with the plans
developed so far and the Committee made recommendations, mainly relating to
the siting of the new railway terminal and following this the Minister of Transport
approached the City Council with a suggestion for a new Foreshore Joint Technical
Committee (JTC), which was formed and subsequently sat 34 times (CFJTC,
1948).

Monsieur Beaudouin was appointed by the JTC committee and returned to

Cape Town in June 1945, where he developed another new plan. After he left, his
scheme was handed over to the new Town Planning Office of the City, who
developed yet another variant, which was submitted to the Minister for approval.
The Minister expressed “keen interest” but wanted to get Beaudouin’s stamp of
approval on this revised scheme and also wanted the concerns of the City
Engineer who had expressed doubts about the adequacy of the scheme for “motor
traffic and parking” to be considered. So, on Beaudouin’s return, the new Town
Planning Officer, and Beaudouin developed another plan, which was unanimously
accepted by Committee (CFJTC, 1948).

In June 1946, six and a half years after that first cable to Monsieur Beaudouin,
and many versions of the plan later, a report, plan, and photos of a model of the
proposed Foreshore Scheme were submitted to the Minister of Transport1. It

1 Report published by Government printer as UG 48, of 1946 and tabled 12 February 1947.

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seemed that the scheme would now finally be built. But it was not to be so
straightforward.

Reference:

 Centre for Transport Studies, University of Cape Town, Private Bag,

Rondebosch, 7701

2. Rehab Oakland Macomb Interceptor Drain

Following a major collapse of a section of the Oakland Macomb Interceptor

System in 2004, the Detroit Water and Sewerage Department performed an
extensive inspection of the 42-mile system, and began a major program of
rehabilitation of various distressed areas. The inspection revealed significant and
widespread deterioration, hydrogen sulfide attack and loss of ground through
cracks in the monolithic concrete sewer liner. Much of the sewer had deteriorated
to a PACP rating of four and 5, necessitating immediate attention.

By 2009, most of the eastern half of the system (consisting of the Romeo and
Macomb arm) had been completed. At that time, some remedial repairs had been
performed in the western half of the system (designated as the Oakland and Avon
Arms), although there were significant repairs yet to be made when it was
transferred to the newly formed “Oakland Macomb Interceptor Drain Drainage
District” (OMIDDD) in fall 2009.

The OMIDDD is currently in the process of making these major repairs. The repairs
to this are being conducted to minimize risk of future collapses and prepare the

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interceptor for many more years of service to the community. Flow control structure
construction is nearly finished and the first of several sewer repair contracts were
bid in July 2011. Total repair costs were estimated to be in the range of $160 million
and will require approximately five years to complete.

System history

Built in the 1970s, the Oakland Macomb Interceptor Drain (OMID) is

composed of approximately 20 miles of interceptor sewer ranging up to 12.75 feet
in diameter, serving over 880,000 people residing in southern Macomb and
Oakland Counties, MI. The OMID begins from near 23 Mile Road and Dequindre
Road in eastern Oakland County and extends south to the Detroit Water and
Sewerage Department’s Northeast Sewage Pumping Station located near 8 Mile
Road and Hoover in Detroit. The interceptor carries mostly sanitary flow from local
sewers, as well as from the 11-foot diameter Romeo Arm Interceptor that feeds
flow from the Macomb County Interceptor System into the OMID. Dry weather
flows are typically about 120 cfs, with wet weather flows over 400 cfs at the
downstream terminus. The interceptor is non-redundant; therefore flow cannot be
diverted and service to the communities must be maintained at all times.

The interceptor ranges in depth from approximately 30 feet to over 100 feet
and is constructed through various soil conditions including clay, silt and sand. The
northern portion of the alignment is within a nature area which is difficult to access
due to flooding, wetlands and areas of environmental concerns. The middle portion
of the sewer is within road rights-of-way, and the southern portion is within the
International Transmission Company (ITC) high voltage electrical corridor and
series of private easements.

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Inspections conducted by NTH in 2006 through 2009 included extensive

CCTV surveys, man-entry inspections and Multiple Analysis of Surface Waves
(MASW) studies to identify loosened soil areas and potential voids. The
inspections revealed significant and widespread deterioration, microbially induced
corrosion and loss of ground through cracks in the monolithic concrete sewer
liner. The conditions resulted in a range of recommended repair options including
chemical grout injection to stop active leaks, epoxy repair of fractures, void
grouting with cementitious grout, shotcrete lining repair and Xypex treatment of
minor deteriorated areas.

Flow control

Due to high flows in the interceptor, an extensive flow control plan was
developed to allow entry to the sewer to conduct the repairs. The developed flow
control program involves installation of four new flow control gates and a new
dewatering pump station, as well as utilization of three existing gates and an
existing pumping station. The flow control plan was designed to accomplish in-
system storage of flow to allow access of all of the deteriorated sections of the
sewer, for repair periods ranging from six to 15 hours. Depending on the area of
the sewer to be accessed and the repair period, the system will store up to about
45 million gallons which will be released between subsequent storage/repair
periods.

To solve the difficulty of operating and monitoring gates located miles apart,
the owner and design team have designed an innovative system of remotely
operated sluice gates that can be monitored and controlled through a SCADA
system. Design for installation of the flow control gates was complicated by a

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number of factors, including limited right-of-way for some of the structures, poor
soil conditions, high groundwater and the fact that three of the structures were to
be installed directly below high-voltage power lines supplying most of the
population in the area and to the north. In addition, live-tapping and fluming of the
existing flow during the shaft installation was a major challenge. These flow control
structures were constructed under Segment 1 of the OMID reconstruction.

Segment 2

Once the Segment 1 flow control was completed and tested, work was
started on the design to prepare the Edison Corridor Interceptor (ECI) and a portion
of the Oakland Arm Interceptor (0AI) for future repairs. Based on the Segment 1
hydraulic testing and additional modeling, the need to modify the pump station at
the downstream end of the ECI was identified. The existing pumps at the pump
station were not suitable to fully dewater the lower portion of the ECI. Accordingly,
part of the Segment 2 work included the installation of an additional large pump
capable of dewatering the downstream portion of the ECI and upgrading a small
pump to maintain the lowered sewage level within the pump station wet well.

There have been three major collapses on the former Oakland Macomb
Interceptor System, two on the Romeo Arm Interceptor, now part of the Macomb
Interceptor System and one at the upper end of the ECI. These failures all resulted
from soil fines being washed into the interceptor through cracks as small as 0.01
inch. The purpose of Segment 2 of the restoration program is to seal running and
gushing leaks and tostabilize loose soils adjacent to the interceptor that were
identified through the use of surface geophysical testing and confirmed by a
geotechnical investigation.

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As a part of the contract documents for Segment 2, the specifications

included detailed information on how to use the new flow control devices to control
or store sewage flows to accomplish the grouting work from within the interceptor.
The work under Segment 2 was issued as OMID Contract 3.

Engineering work is presently in process for Segment 3 of the OMID repairs.

Work under this segment will involve the relining of selected portions of the ECI
and part of the downstream portion of the OAI.

REFERENCE:

 Rehabilitation of the Oakland Macomb Interceptor Drain:

staged reconstruction of a major interceptor without service interruption.
 Title Annotation:
 Part 2
Author: Price, Harry; Klingler, Fritz; McMahon, Mike
Geographic Code: 1U9CA
Date: Nov 1, 2012
Words: 1208
Publication: Underground Construction
ISSN: 1092-8634

3. Causes of Floods

Floods are caused by many factors (or a combination of any of these): heavy
rainfall, highly accelerated snowmelt, severe winds over water, unusual high
tides, tsunamis, or failure of dams, levees, retention ponds, or other structures that

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retained the water. Flooding can be exacerbated by increased amounts of

impervious surface or by other natural hazards such as wildfires, which reduce the
supply of vegetation that can absorb rainfall. Periodic floods occur on many rivers,
forming a surrounding region known as the flood plain.

During times of rain, some of the water is retained in ponds or soil, some is
absorbed by grass and vegetation, some evaporates, and the rest travels over the
land as surface runoff. Floods occur when ponds, lakes, riverbeds, soil, and
vegetation cannot absorb all the water. Water then runs off the land in quantities
that cannot be carried within stream channels or retained in natural ponds, lakes,
and man-made reservoirs. About 30 percent of all precipitation becomes
runoff and that amount might be increased by water from melting snow. River
flooding is often caused by heavy rain, sometimes increased by melting snow. A
flood that rises rapidly, with little or no warning, is called a flash flood. Flash
floods usually result from intense rainfall over a relatively small area, or if the area
was already saturated from previous precipitation.

Flooding occurs when a river's discharge exceeds the capacity of its channel
to carry that discharge. The river overflows its banks. Flooding may be caused by
a number of natural causes or physical factors: Excessive levels of precipitation
occurring over a prolonged period of time. This eventually leads to saturation of
the soil. When the water table reaches the ground surface, there is increased
overland flow or runoff Intensive precipitation over a short period of time
particularly when the ground surface is baked hard after a long period without
rainfall. In such circumstances the infiltration capacity is such that the ground
cannot soak up the rainfall quickly enough, so more water reaches the river than
would normally be the case The melting of snow particularly when the subsoil is

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still frozen, so that infiltration capacity is reduced Climatic hazards such as

cyclones in Bangladesh, hurricanes in the Gulf of Mexico or deep low-
pressure weather systems in mid-latitudes bring abnormally large amounts
of precipitation The nature of the drainage basin has an influence on the likelihood
of flooding. Some drainage basins are more likely to flood than others. Relief,
vegetation, soil type and geology all have a part to play. In areas of the world
vegetated by dense forest, interception and uptake by plants reduce the risk of
flooding during time of heavy rainfall.

It’s raining season once again and we face the yearly problem of flooding in
Metro Manila. I keep getting calls from broadcast media asking for interviews about
the problem, its historical origins and urban redevelopment solutions. Giving these
interviews I feel like a broken record enumerating the reasons for floods in the
metropolis, so I figure it would be good just to list them once and for all.

This list may not contain all the reasons but these, in my opinion, are the major
ones:

It floods because it rains; the rains and the typhoons that bring them
have increased in magnitude. Yes, it’s climate change. To deny this is futile. It’s
here now and it makes all historical flood levels, well, history. The paths of
typhoons have also become unpredictable (not that we have enough weather men
to predict them — many of our good ones have left for better-paying jobs
overseas). Typhoons now cross parts of the archipelago that did not use to have
them regularly and so people are caught unprepared. Despite these changes in
patterns, Metro Manila still gets dumped with rain, especially since its total area,

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and population in this area, is equivalent to or larger than most provinces and many
regions in the country.

It floods because of population and urbanization. Metro Manila has a

population of 12 million and counting. Urbanization, specifically urban sprawl is a
manifestation of all these millions living together and needing houses, buildings,
roads, parking lots and infrastructure. All these cover ground that used to be open
and able to absorb much of the storm water that fell on the metropolis. In our
lifetimes we’ve seen fringes of the metropolis gobbled up and transformed from
cogon and rice fields to thousands of subdivisions, hundreds of shops and malls,
hectares of paved-over parking lots, dozens of business districts. All this hard
covering serves to channel all the storm water much faster into an already
inadequate drainage system designed when the reality was much more open land
and much less rain. The open ground before served to mitigate the volume of rain
that flowed into these drains, esteros and our rivers. We also had more plant cover
and trees in the metropolis to help sop up all this water.

It floods because the rain comes down from denuded uplands. Metro
Manila floods come from elevated surrounding regions, all the way up to the Sierra
Madres. There, we have lost almost all of our original forest cover from illegal
logging. All this forest cover lost makes millions of hectares of upland a bald
watershed that flows freely into the metropolis. This situation is repeated around
almost all major urban areas in the country. The source is upstream and this is
where solutions should start, although it is among the longest-term solutions. We
need to recover our forest cover to reduce the amount of rain that floods our low-
level metropolis.

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Metro Manila is not only low but it is sinking. Ground water extraction
due to deep wells is causing major areas of the metropolis to sink. The north
section of CAMANAVA and the southern cities from Pasay onwards have sunk
from a foot to over a meter and this has made those areas more vulnerable to
floods and storm surges. Scientists have pointed to the fact that this flattening has
increased the reach of storm surges from the seaside to as much as 20 kilometers
inland. So we get it from both ends in a perfect storm — from the mountains and
from the sea. The ground is also sinking due to the weight of all that concrete,
buildings and infrastructure mentioned in reason no. 2 above.

It floods because we have less drainage than before. Reports have it that
we have lost almost half of our metropolitan esteros and canals. We used to have
over 40 kilometers of them and now we only have about 20. Many have been lost
to development, disappearing without a trace (now it regularly floods where they
used to be of course).

It floods because many of those esteros, canals and waterways of our

metropolis we have left are chock-full of informal settlers. Because there are
no alternatives for low-income mass housing, desperate people settle in desperate
areas. These settlements have little by way of solid waste management and
sewers. All these go to the waterways, filling many of them so solid that dogs can
cross over them. And we wonder why it floods. Many of these drainage ways and
easements were identified in the several master plans made for Manila and
Quezon City. Planners had allocated as much as 50 meters of space on either side
of these but greed set in and these easements disappeared and what little was left
are now our favelas teeming with millions.

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It floods because the main flood control system started in the ’70s was
never completed. The Manggahan floodway was only one half of the picture. It
was meant to channel floodwater into Laguna Bay. The lake was meant only as a
holding area and the excess water was to have been flushed from there to Manila
Bay via the Parañaque spillway. That spillway was never built. To build it now
would cause trillions and urban sprawl has seen its path covered with more millions
of people and thousands of structures.

It floods because what little left of our drains and flood control
infrastructure is ill-maintained.Reaching many of them is a problem because of
informal settlements. Overlapping jurisdictions of local and national agencies
conspire to dissipate responsibility and funding for this vital task of ensuring our
drains are unclogged and free. It’s just like homeowners not cleaning their gutters
of debris before a rainy season. When the typhoons come, the gutters overflow.

It floods because urban development is unplanned and unfettered.

Mega-developments that see clusters of 30 to 40-storey towers on retail podiums
surrounded by hectares of parking cause havoc in districts planned with drainage
infrastructure meant for low-density development. Because there is a lack of
planning context (actually a lack of any planning at all), all drainage, road and traffic
infrastructure is useless to carry the additional load — that’s why most flooded
areas are also traffic-clogged.

The final reason it floods in this short list (and there are many other
reasons) is politics. Metro Manila is made up of 16 cities and one town (Pateros).
Floods do not respect political boundaries and will flow from one city to the next
yet we continue to address flooding (as well as all other urban problems) within the

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confines of individual LGUs. It does not make sense. Politics also conspires to
keep informal settlers where they are because they represent votes.

The overlapping jurisdictions is also exacerbated by another layer — that of

national government and yet a third layer, that of the MMDA. The ultimate fourth
layer of discord is the fact that the source of floods is beyond the political
jurisdiction of Metro Manila and in the hands of the provinces around it. Any
sustainable solution to flooding must be at this regional context and the assumption
that, within the metropolis, governance is rationalized to address this one big
problem as one effort, not the effort of 17 government units, the MMDA and
national agencies. Politics has divided and conquered us… and it is also drowning
us in yearly and constant floods.

Reference:

 "Flood Control", MSN Encarta, 2008.

 UK Environment-Agency Flood Control
 (The Philippine Star) June 15, 2013

4. Effects of Floods

Flooding has many impacts. It damages property and endangers the lives of
humans and other species. Rapid water runoff causes soil erosion and
concomitant sediment deposition elsewhere (such as further downstream or down
a coast). The spawning grounds for fish and other wildlife habitats can become
polluted or completely destroyed. Some prolonged high floods can delay traffic in
areas which lack elevated roadways. Floods can interfere with drainage and

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economical use of lands, such as interfering with farming. Structural damage can
occur in bridge abutments, bank lines, sewer lines, and other structures within
floodways. Waterway navigation and hydroelectric power are often impaired.
Financial losses due to floods are typically millions of dollars each year, with the
worst floods in recent U.S. history having cost billions of dollars.

Flooding can be very dangerous – only 15cms of fast-flowing water are

needed to knock you off your feet! Floodwater can seriously disrupt public and
personal transport by cutting off roads and railway lines, as well as communication
links when telephone lines are damaged. Floods disrupt normal drainage systems
in cities, and sewage spills are common, which represents a serious health hazard,
along with standing water and wet materials in the home. Bacteria mould and
viruses, cause disease, trigger allergic reactions, and continue to damage
materials long after a flood. Floods can distribute large amounts of water and
suspended sediment over vast areas, restocking valuable soil nutrients to
agricultural lands. In contrast, soil can be eroded by large amounts of fast flowing
water, ruining crops, destroying agricultural land / buildings and drowning farm
animals. Severe floods not only ruin homes / businesses and destroy personal
property, but the water left behind cause’s further damage to property and
contents. The environment and wildlife is also at risk when damage when damage
to businesses causes the accidental release of toxic materials like paints,
pesticides, gasoline etc. Floodwater can severely disrupt public and personal
transport by cutting off roads and railway lines, as well as communication links
when telephone lines are damaged. Unfortunately, flooding not only disrupts many
people’s lives each year, but it frequently creates personal tragedies when people
are swept away and drowned

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Floods impact on both individuals and communities, and have social,

economic, and environmental consequences. The consequences of floods, both
negative and positive, vary greatly depending on the location and extent of
flooding, and the vulnerability and value of the natural and constructed
environments they affect.

The consequences of floods, both negative and positive, vary greatly

depending on their location, duration, depth and speed, as well as the vulnerability
and value of the affected natural and constructed environments. Floods impact
both individuals and communities, and have social, economic, and environmental
consequences

As most people are well aware, the immediate impacts of flooding include
loss of human life, damage to property, destruction of crops, loss of livestock, and
deterioration of health conditions owing to waterborne diseases. As
communication links and infrastructure such as power plants, roads and bridges
are damaged and disrupted, some economic activities may come to a standstill,
people are forced to leave their homes and normal life is disrupted.

Similarly, disruption to industry can lead to loss of livelihoods. Damage to

infrastructure also causes long-term impacts, such as disruptions to supplies of
clean water, wastewater treatment, electricity, transport, communication,
education and health care. Loss of livelihoods, reduction in purchasing power and
loss of land value in the floodplains can leave communities economically
vulnerable.

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Floods can also traumatize victims and their families for long periods of time.
The loss of loved ones has deep impacts, especially on children. Displacement
from one's home, loss of property and disruption to business and social affairs can
cause continuing stress. For some people the psychological impacts can be long
lasting.

In Australia, floods are the most expensive type of natural disaster with direct
costs estimated over the period 1967-2005 averaging at $377 million per year
(calculated in 2008 Australian dollars).

Until recently, the most costly year for floods in Australia was 1974, when
floods affecting New South Wales, Victoria and Queensland resulted in a total cost
of $2.9 billion. The Queensland Government estimates costs for the 2011 floods
will exceed this figure for Queensland alone; with the damage to local government
infrastructure estimated at $2 billion, and the total damage to public infrastructure
across the state at between $5 and $6 billion.

Flooding in key agricultural production areas can lead to widespread damage

to crops and fencing and loss of livestock. Crop losses through rain damage,
waterlogged soils, and delays in harvesting are further intensified by transport
problems due to flooded roads and damaged infrastructure. The flow-on effects of
reduced agricultural production can often impact well outside the production area
as food prices increase due to shortages in supply. On the other hand, flood events
can result in long-term benefits to agricultural production by recharging water
resource storages, especially in drier, inland areas, and by rejuvenating soil fertility
by silt deposition.

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Damage to public infrastructure affects a far greater proportion of the

population than those whose homes or businesses are directly inundated by the
flood. In particular, flood damage to roads, rail networks and key transport hubs,
such as shipping ports, can have significant impacts on regional and national
economies.

Short-term downturns in regional tourism are often experienced after a

flooding event. While the impact on tourism infrastructure and the time needed to
return to full operating capacity may be minimal, images of flood affected areas
often lead to cancellations in bookings and a significant reduction in tourist
numbers.

Flooding of urban areas can result in significant damage to private property,

including homes and businesses. Losses occur due to damage to both the
structure and contents of buildings. Insurance of the structure and its contents
against flooding can reduce the impacts of floods on individuals or companies.

In many natural systems, floods play an important role in maintaining key

ecosystem functions and biodiversity. They link the river with the land surrounding
it, recharge groundwater systems, fill wetlands, increase the connectivity between
aquatic habitats, and move both sediment and nutrients around the landscape,
and into the marine environment. For many species, floods trigger breeding
events, migration, and dispersal. These natural systems are resilient to the effects
of all but the largest floods.

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The environmental benefits of flooding can also help the economy through
things such as increased fish production, recharge of groundwater resources, and
maintenance of recreational environments.

Areas that have been highly modified by human activity tend to suffer more
deleterious effects from flooding. Floods tend to further degrade already degraded
systems. Removal of vegetation in and around rivers, increased channel size,
dams, levee bank and catchment clearing all work to degrade the hill-slopes, rivers
and floodplains, and increase the erosion and transfer of both sediment and
nutrients.

While cycling of sediments and nutrients is essential to a healthy system, too

much sediment and nutrient entering a waterway has negative impacts on
downstream water quality. Other negative effects include loss of habitat, dispersal
of weed species, the release of pollutants, lower fish production, loss of wetlands
function, and loss of recreational areas.

Many of our coastal resources, including fish and other forms of marine
production, are dependent on the nutrients supplied from the land during floods.
The negative effects of floodwaters on coastal marine environments are mainly
due to the introduction of excess sediment and nutrients, and pollutants such as
chemicals, heavy metals and debris. These can degrade aquatic habitats, lower
water quality, reduce coastal production, and contaminate coastal food resources.

Reference:

 "Flood Control", MSN Encarta, 2008.

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 UK Environment-Agency Flood Control

 Apan, A, Keogh, DU, King, D, Thomas, M, Mushtaq, S & Baddiley, P
2010, The 2008 floods in Queensland: a case study of vulnerability,
resilience and adaptive capacity. Report for the National Climate Change
Adaptation Research Facility, Gold Coast.
 Bureau of Infrastructure, Transport and Regional Economics 2008, About
Australia's regions June 2008, Department of Infrastructure, Transport,
Regional Development and Local Government, Australian Government,
Canberra.

5. Integrated drainage management and flood mitigation in Central

Auckland, New Zealand

The Central Auckland Stormwater Initiative (CASI) is a regionally-significant

programme initiated by Auckland Council to deliver improved stormwater services
for a subset of catchments in the problematic and strategically-important central
area of Auckland. Catchments cover the north-western part of the Auckland
Isthmus, including the Central Business District, and discharge into the southern
part of Waitemata Harbour. CASI used a strategic planning process to identify
conceptual solutions across a number of stormwater catchments that previously
had proved difficult to resolve due to a variety of complexities. This paper provides
background on the CASI approach and gives specific examples of flood issues,
drainage management and flood mitigation options in the Meola catchment.

A series of technical workshops resulted in the identification of probable high-

level solutions to address flooding and provide for future population growth.

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Functional requirements for flood solutions considered the influence of climate

change on rainfall patterns, the extent of soakage sensitivity on flood issues, and
geological conditions on construction techniques and costs. Options included
improving soakage systems, increasing conveyance capacity, low impact design
options, construction of new large-diameter stormwater tunnels, increasing
stormwater storage capacity and stream daylighting.

Drainage management in many CASI catchments consists of a complex mix

of streams, separate wastewater and stormwater lines, combined
stormwater/wastewater lines and soakage systems. Benefits of integrating
stormwater initiatives with wastewater initiatives include identification of the overall
best practicable option for both stormwater and wastewater. This will enable the
best community outcome for the management of stormwater contaminants and the
reduction of combined sewer overflows to receiving environments.
Reference:
Hydrology and Water Resources Symposium 2012
Authors:
Miselis, Paul L ; Sharman, Brian ; Captain, Xeno ; Davis, Matthew

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Chapter Three:

Methodology

Method of Research Used:

The research is descriptive and investigative. Such type of research was

used for the purpose of presenting progress report of the said project.

Ocular observation at the site has been conducted by the researchers.

Information gathered from the site observation was used as data for the progress
report.

Source of Data:

Data progress report serves as the primary data of the study. The
mentioned data were gathered from the site through an ocular observation.

Research Instrument:

The researchers used some instruments in this study to produce

necessary data and information to come up to the desired conclusion.

Observation. The researchers went to the location of the project and conducted
actual observation of the site and the contractors working.

Documents. Documents are carefully gathered through government agencies that

are concerned to the project and also from reliable news reports.

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Chapter Four:

Results, Analysis and Interpretation

Result:

October 13, 2014: Progress (70.66 %)

Progress

Phase 1 100 %

Phase 2 84.25 %

Phase 3 55.85 %

Phase 4 72 %

Phase 5 79 %

From the DPWH-NCR report disclosed that only Phase 1 of the project—
which covers the construction of a 440-m box culvert from Laong Laan Street to the
area between Dapitan and Piy Margal Streets—is 100 percent complete. On the
other hand, Phase 2, which has a total length of 560 m traversing the Manila North

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Cemetery on Calavite Street, has a completion rate of 84.25 percent. Phase 3,

which is over 1,300 m long and which runs from Javier Street to M. Natividad Street-
Aurora Avenue, is 55.85 percent finished. Phase 4, which is 700 m long and which
stretches from M. Natividad Street-Aurora Avenue to the Manila North Cemetery, is
72 percent complete. Phase 5, with a total length of 440 m and covers the
Blumentritt Avenue-Calamba Street to Laong Laan areas, is 79 percent complete.

Date Completion Rate

October 2014 70.66 %

September 2015 80%

June – October 2016 Almost 97 %

This table, represent the completion rate of the project from phase 1 up to phase
5.

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Chapter Five:

Recommendation and Conclusion

Recommendation:

As a recommendation, all involve in the existing project should coordinate

and have an adequate study about the project. The contractors shall have
appropriate skills and critical thinking abilities. The government should also look
for the best and well productive contractor for the said project. Also the project
should always a met and a line to the Construction Engineering Principle. The use
of Tunnelling Method will help their problem about the flood interceptor project.
And for the consumers, the individuals involved on the project needed the allotted
time to relocate.

Conclusion:

Based on the results and findings of the study, careless planning leads the
project to delayed due to lack of the coordination needed between the contractors,
government and agencies managing the existing underground utilities. Also, the
study that they conducted is insufficient and the construction engineering principle
was not properly executed. We concluded that coordination and intensive planning
of a big project is really and an important thing to consider, good communication
for both parties-the local government and implementing agency, so that there will
be no problems to encounter while doing the construction. In this case study, We
did site visit and asked some concerned professionals from the Department of
Public Works and Highways (DPWH) to give us some supporting details that

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caused the whole project to be delayed. The Bureau of Construction Engr. Francis
Fontilar gave us a copy of report in which a particular structure affect rthe
Blumentritt Interceptor. With that, We concluded that a little miscommunication can
cause a big problem.

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Documentation:

At DPWH with Engr. Francis Fontilar Of The Bureau of Construction

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