TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES

938 Aurora Boulevard, Cubao, Quezon City

COLLEGE OF ENGINEERING AND ARCHITECTURE

Civil Engineering Department

CE 513
Pre-Stressed Concrete Design

Design of Three-Story Integrated Bus Terminal with Commercial Center in Bocaue, Bulacan

PREPARED BY:
Tomo, Mark Jendel
CE52FC1

SUBMITTED TO:
Engr. Mico C. Cruzado
Instructor

March 2020
 Table of Contents
CHAPTER 1: THE PROJECT BACKGROUND................................................................................................1
1.1 The Project Background.........................................................................................................................1
1.2 The Project Location...............................................................................................................................2
1.3 The Project Objectives...........................................................................................................................2
1.3.1 General Objectives..........................................................................................................................2
1.3.2 Specific Objectives..........................................................................................................................2
1.4 The Client...............................................................................................................................................3
1.5 Scope and Limitation..............................................................................................................................3
1.5.1 Scope..............................................................................................................................................3
1.5.2 Limitations.......................................................................................................................................3
1.6 Project Development..............................................................................................................................3
CHAPTER 2: DESIGN INPUTS AND REVIEW OF RELATED LITERATURE................................................5
2.1 Design Inputs..........................................................................................................................................5
2.2 Preliminary Data.....................................................................................................................................5
2.2.1 Demography....................................................................................................................................5
2.2.2 Hazard Map.....................................................................................................................................5
2.2.3 Nearest Source Factor....................................................................................................................6
2.3 Traffic Data.............................................................................................................................................7
2.3.1 Busiest Bus Routes in Metro Manila...............................................................................................7
2.3.2 Hourly Traffic Distribution in Metro Manila Roads..........................................................................7
2.3.3 City Bus Services Operating Along EDSA......................................................................................8
2.3.4 Metro Manila Traffic Demand and Impact.....................................................................................10
2.4 Geotechnical Report.............................................................................................................................10
2.5.1 Liquefaction Analysis....................................................................................................................11
2.5.2 Material properties & Geotechnical Parameters...........................................................................11
2.5.3 Allowable Bearing Capacity..........................................................................................................11
2.5 Building Plan.........................................................................................................................................13
2.5.1 Site Development Plan..................................................................................................................13

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 2.5.2 First Floor Plan..............................................................................................................................14
2.5.3 Second Floor Plan.........................................................................................................................15
2.5.4 Third Floor Plan.............................................................................................................................16
2.5.5 Roof Plan.......................................................................................................................................17
2.5.6 Cross-sectional View.....................................................................................................................18
2.5.7 Longitudinal View..........................................................................................................................19
2.5.8 Front Elevation View.....................................................................................................................20
2.5.9 Right Side Elevation View.............................................................................................................21
2.5.10 Left Side Elevation View.............................................................................................................22
2.5.11 Rear Elevation View....................................................................................................................23
2.6 Design Loads........................................................................................................................................24
2.6.1 Live Load.......................................................................................................................................24
2.6.2 Dead Load.....................................................................................................................................24
2.6.3 Wind Load.....................................................................................................................................24
2.6.4 Seismic Load.................................................................................................................................25
2.7 Review of Related Literature................................................................................................................26
2.7.1 Foreign Literature..........................................................................................................................26
2.7.2 Local Literature.............................................................................................................................28
CHAPTER 3: CONSTRAINTS, TRADE-OFFS AND STANDARDS...............................................................30
3.1 Design Constraints...............................................................................................................................30
3.1.1 Quantitative Constraints................................................................................................................30
3.1.2 Qualitative Constraint....................................................................................................................30
3.2 Design Trade-Offs................................................................................................................................31
3.2.1 Pre-stressed Rectangular Beam...................................................................................................31
3.2.2 Pre-Stressed T-Beam...................................................................................................................32
3.2.3 Pre-Stressed I-Beam.....................................................................................................................33
3.3 Designer’s Raw Ranking......................................................................................................................34
3.4 Initial Estimate and Ranking Computation...........................................................................................35
3.5 Raw Ranking Computation...................................................................................................................35

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 3.5.1 Raw Ranking for Economic Constraint.........................................................................................35
3.5.2 Raw Ranking for Sustainability Constraint....................................................................................35
3.5.3 Raw Ranking for Environmental Constraint..................................................................................36
3.5.4 Raw Ranking for Constructability Constraint................................................................................36
3.6 Trade-Off Assessment..........................................................................................................................36
3.6.1 Economic Constraint.....................................................................................................................37
3.6.2 Sustainability Constraint...............................................................................................................37
3.6.3 Environmental Constraint..............................................................................................................37
3.6.4 Constructability Constraint............................................................................................................37
3.7 Design Standards.................................................................................................................................37
3.7.1 National Structural Code of the Philippines (NSCP 2015)...........................................................37
3.7.2 National Building Code of the Philippines (NBCP).......................................................................38
3.7.3 American Concrete Institute (ACI 318-08)....................................................................................38
CHAPTER 4: DESIGN OF TRADE OFFS......................................................................................................39
4.1 Design Methodology of Structural Trade-offs.......................................................................................39
4.1.1 Design Load Cases.......................................................................................................................40
4.2.1 Design Specification......................................................................................................................40
4.2 Model and Stress Diagrams.................................................................................................................41
4.3 Design of Structural Members..............................................................................................................48
4.3.1 Design of Beams...........................................................................................................................48

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 List of Figures
Figure 1-1: Private Bus Terminals in Cubao.....................................................................................................1
Figure 1-2: The Satellite View of the Project Location......................................................................................2
Figure 1-3: Project Development Plan..............................................................................................................5
Figure 2-1: Five-Year Flood Hazard Map.........................................................................................................2
Figure 2-2: Hazard and Vulnerability Map of Bulacan......................................................................................3
Figure 2-3: Nearest Active Fault T....................................................................................................................3
Figure 2-4: Hourly Distribution of Traffic in Metro Manila Roads......................................................................4
Figure 3-4: Ranking Scale..............................................................................................................................32

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 List of Tables

Table 2-1: Population Growth in Metro Manila.................................................................................................2

Table 2-2: Busiest Bus Routes in Metro Manila...............................................................................................4
Table 2-3: City Bus Services Operating Along EDSA......................................................................................5
Table 2-4: Metro Manila Traffic Demand and Impact.......................................................................................7
Table 2-5 Summary of Field Works..................................................................................................................7
Table 2-6 Summary of laboratory Works..........................................................................................................7
Table 2.7 Summary of Stratigraphy..................................................................................................................8
Table 2- 8 Summary of Geotechnical Parameters...........................................................................................8
Table 2-9 Tabulated Allowable Bearing Capacities..........................................................................................8
Table 2-10 Estimated Modulus of Subgrade Reaction for varying depths.......................................................9
Table 2-11: Live Load Parameters of Bus Terminal with Commercial Center...............................................21
Table 2-12: Dead Load Parameters of Bus Terminal with Commercial Center.............................................21
Table 2-13: Wind Load Parameters of Bus Terminal with Commercial Center.............................................22
Table 2-14: Seismic Load Parameters of Bus Terminal with Commercial Center.........................................22
Table 3-1 Advantages and Disadvantages of Rectangular Beam.................................................................29
Table 3-2 Advantages and Disadvantages of T-Beam...................................................................................30
Table 3-3 Advantages and Disadvantages of I-Beam....................................................................................30
Table 3-4 Initial Estimates of Trade-Offs........................................................................................................32
Table 3-5 Initial Estimated Value for Economic Constraint............................................................................32
Table 3-6 Initial Estimated Value for Sustainability Constraint.......................................................................32
Table 3-7 Initial Estimated Value for Environmental Constraint.....................................................................33
Table 3-8 Initial Estimated Value for Constructability Constraint...................................................................33
Table 3-9 Designer’s Raw Ranking................................................................................................................33

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 CHAPTER 1: THE PROJECT BACKGROUND

1.1 The Project Background

“PH loses Php3.5B a day due to Manila Traffic – JICA,” the headline of CNN Philippines stressing the
impact of worsening traffic condition in Metro Manila. According to the Japan International Cooperation
Agency (JICA), by 2035, the loses due to daily traffic congestion is projected to increase to Php5.4B if no
interventions and remediation are made.
One of the major factors identified causing traffic congestion is the high concentration of bus terminals
along EDSA, particularly in Cubao which provide interregional service but add up to the volume of traffic.
Citing figures from the Land Transportation Franchising and Regulatory Board, there are 13,067 buses
plying in Metro Manila and sixty percent of which are the provincial buses servicing an average of 100,000
commuters per day and transporting bulk commercial cargoes. Housing these number of buses are the 85
provincial bus terminals located in Metro Manila where 46 of which is along the main thoroughfare of
EDSA.

Figure 1-1: Private Bus Terminals in Cubao

Source: Battling Congestion in Manila: The EDSA Problem, Y Boquet

The Metropolitan Manila Development Authority (MMDA), in response to the traffic congestion, eyes on
prohibiting the bus terminal along the main thoroughfare of the capital by June. The MMDA and the
Department of Public Works and Highways intends to move the route of the provincial buses outside the
city premises which is expected to positively change the traffic congestion condition in Metro Manila.
Considering the situation, the designer proposes a project, A Design of an Integrated Bus Terminal in
Bocaue, Bulacan. The bus terminal is designed to accommodate different bus operators that will be
affected on the MMDA’s banning of provincial buses along EDSA. The realization of the project will help

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reduce the number of buses plying in Metro Manila and will also help the commuters for they will be
provided variety of options found in one location.
1.2 The Project Location

Figure 1-2: The Satellite View of the Project Location

Source: Google Maps

The project is proposed to be built in Bocaue, Bulacan. The location is beside the Philippine Arena in
Ciudad de Victoria owned by the religious group Iglesia ni Cristo. The Total lot area is 11.6 hectares.
1.3 The Project Objectives

In a manner corresponding to Student Outcomes of Technological Institute of the Philippines, Civil

Engineering department, the project objectives should use the techniques, skills, and modern Engineering
tools necessary for engineering practice and should apply knowledge of contemporary issues to provide
overall studies for what the project is trying to achieve.
1.3.1 General Objectives
The project aims to provide an integrated bus terminal that will be able to accommodate the buses of the
bus operators be affected the Metro Manila bus banning implemented by the MMDA.
1.3.2 Specific Objectives
 Establish criteria and determine the design constraints relevant to the project concerns.
 Produce three possible design suitable for the bus terminal project.
 Analyze and asses each of the feasible designs in consideration of the established set of criteria
and constraints to determine the most effective and efficient desigm.

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1.4 The Client
The client for this project is the Department of Public Works and Highways and the religious group of
Iglesia ni Cristo. They are the client because they have the means implement the project and they are
relevant to the realization of the project.
1.5 Scope and Limitation
The scope and limitation sets the boundaries of what the design project will produce and cover and what
will be the parts that the design will not be considering throughout the study.
1.5.1 Scope
- Building Plan and Structural design of the Bus Terminal in accordance to NSCP 2015.
- Design based on location and soil type.
- Initial cost estimation of the design.
- Structural Analysis of the Structure with STAAD Pro
1.5.2 Limitations
- Detailed transportation analysis and study on the location.
- Interior design and system of the structure.
- Detailed construction schedule and activities.
1.6 Project Development

In order to successfully carry out the project management plan is designed to determine the phases and
track the flow and the progression of the design project. The stages that the designers will be conducting
were organized and displayed in the figure below. As shown in the figure, the designers will determine and
scrutinize ongoing societal problems and issues that will be the possible and appropriate concept of the
project. With the identification the problem to be addressed, the designers will be collecting related data
necessary to solve the problem. This includes site investigation, geotechnical reports, gathering of related
articles, researches and other necessary documents. The validated information gathered will then be
analyzed, interpreted and evaluated to thoroughly review and identify viable solutions to the existing
problem. The next phase is to set the design constraints and standards that will be considered throughout
the design. And to properly evaluate the trade-offs, the designers will be providing design for each of the
trade-offs identified. And then the constraint and standards identified will be utilized to compare and rank
each of the possible solutions to determine and validate which among the presented solutions meets the
desired result and provides the best outcome. The Trade-off that emerged on the series of evaluation will
be the final design and will be recommended by the designers as the most viable and effective solution to
the problem.
1. Identifying the Problem - in order to have a project. You must need to know first what is wrong, for you to
give a solution to that particular problem.
2. Conceptualization - the designers are aiming for the best solution for the problem to be solved. This
process is all about what we are possibly will do to make a slope protection on that area.
3. Data Gathering - after the conceptualization, the designer will need a strong evidence to prove that this
problem really exists. So there what you call data gathering, were we collect information to based or guide
on so we can make better results.

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4. Constraint and Standard - the designer identifies and select hindrances that affect the formulation of the
design so that in the early stage the constraints will be lessened. Each conceivable constraints and
standards are considered in order to formulate solutions.
5. Trade - Offs - in order to make a better result the designer must select the best alternative or the best
solution for the problem.
6. Design of Trade - Offs - the designer need to test the alternatives and chooses what is suitable and what
is best to see the capability of one alternatives to another.
7. Evaluation of Results - after the testing alternatives, the designer must choose what is the best for the
project.
8. Final Design - the final design is the result of what is most efficient and effective for the project. This
result will lessen the problem.

Figure 1-3: Project Development Plan

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CHAPTER 2: DESIGN INPUTS AND REVIEW OF RELATED LITERATURE

2.1 Design Inputs

The chapter includes the necessary data and input that will be utilized for the design of the project. The
designers collected this data from relevant studies and other concerning offices and researches either
through the use of internet or by directly communicating with the concerned authorities

2.2 Preliminary Data

2.2.1 Demography
Table 2-1: Population Growth in Metro Manila

Source: www.neda.gov.ph

The table shows the continuous growth of the population of Metro Manila from 1990-2010. The swelling of
the population is characterized by an increase in motorization which signifies greater road demand.
2.2.2 Hazard Map

Figure 2-1: Five-Year Flood Hazard Map

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 Source: https://lipad-fmc.dream.upd.edu.ph

Figure 2-2: Hazard and Vulnerability Map of Bulacan

Source: Bulacan.gov.ph

2.2.3 Nearest Source Factor

Figure 2-3: Nearest Active Fault T

Source: PHIVOLCS Fault Finder

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2.3 Traffic Data

The following figures and tables are presented to validate and emphasize the problem presented in the
previous chapter. Data were collected and scrutinized in this chapter to further understand the concerning
issue about the traffic condition in Metro Manila and to analyze the effect the buses and bus terminal.
2.3.1 Busiest Bus Routes in Metro Manila
The table below indicates the number of bus companies and the total buses of those companies in
corresponding main thoroughfares in Metro Manila. Observably, this table validates the services that is
demanded from buses in Metro Manila.
Table 2-2: Busiest Bus Routes in Metro Manila

Source: http://ncr.dole.gov.ph

2.3.2 Hourly Traffic Distribution in Metro Manila Roads

The figure below shows the distribution of traffic in the main roads of Metro Manila in hourly basis. Based
on the table, the hourly traffic in metro manila is high which only proves that there is a great number of
traffic demand

Figure 2-4: Hourly Distribution of Traffic in Metro Manila Roads

Source: https://www.jica.go.jp/philippine

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2.3.3 City Bus Services Operating Along EDSA

Table 2-3: City Bus Services Operating Along EDSA

Source: https://www.changing-transport.org

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2.3.4 Metro Manila Traffic Demand and Impact

Table 2-4: Metro Manila Traffic Demand and Impact

Source: https://www.jica.go.jp/philippine
The table shown above shows the demand and impact of Metro Manila traffic comparing 2012 results to a
projected result of 2030. It is observable that the results projected for the traffic impact in the year 2030 is
greater than 2012 which could be interpreted that if the condition of the traffic in Metro Manila continuous,
without any remediation, will be impactful in the coming years.

2.4 Geotechnical Report

This geotechnical report is prepared in accordance with the DPWH Bulacan 2nd District Engineering Office,
in order to determine the underlying soil conditions at the proposed site located near Bustos, Bulacan.
Two (2) Boreholes were drilled to serve as a guide in the foundation design for the flood control structures
along Sta. Maria River. Standard Penetration Testing (SPT) is performed at every 1.50-meter interval and
core samples are taken when hard strata or rock material is encountered.
The samples are subjected to routine laboratory tests to determine the classification of the materials using
the Unified Soil Classification System (USCS) and their corresponding engineering properties.
Table 2-5 Summary of Field Works
Borehole No. Drilling Depth (m) Measured Ground No. of Samples
Level (m)
SPT Coring
1 15.0 5.50 10 0
2 15.0 5.80 10 0
Source: Geotechnical Report
Table 2-6 Summary of laboratory Works
Laboratory Test No. of Samples
Particle Size Distribution 20
Moisture Content 20
Atterberg Limits 20
Unified Soil Classification System 20

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 Unconfined Compressive Strength of Rock -
Source: Geotechnical Report
Table 2.7 Summary of Stratigraphy
Stratum Depth, m Description
1 0 – 3.0 Stiffs Clays / Silts
2 3.0 – 15.0 Dense Sands
Source: Geotechnical Report

2.5.1 Liquefaction Analysis

Due to lack of testing specific to liquefaction, analysis is done by correlating to SPT N-values. The Cyclic
Stress Ratio (CSR) is approximated by assuming a peak ground acceleration of 0.2g and earthquake
magnitude of 7.3. The peak ground acceleration is estimated from the publication by Torregosa, Strong
Motion Simulation for the Philippines Based on Seismic Hazard Assessment. The potential for liquefaction
in this particular site is estimated to be low due to the presence of cohesive and dense materials.
2.5.2 Material properties & Geotechnical Parameters
In the absence of direct laboratory measurement of shear strength, the angle of shearing resistance has
been determined from its correlation with SPT N60 values. The following geotechnical parameters are
recommended for lateral earth pressure analysis. The uses of Rankine’s Lateral Earth pressure are
recommended in the design of sheet piles / slope stability / retaining walls for river banks. Unless specified,
a 10kPa surcharge live load is recommended to be used in addition to the soil lateral earth pressures.
Table 2- 8 Summary of Geotechnical Parameters
Stratum kN Es, MPa c (kPa) Φ Kp (passive) Ka (active)
γ ( )
m3
1 18 10 30 0 1.00 1.00
2 20 30 0 32 3.25 0.31
Source: Geotechnical Report

2.5.3 Allowable Bearing Capacity

Allowable bearing capacities were calculated for varying depths. It must be noted, that the capacities
presented are based from the surface of each corresponding borehole.
The values below may be use for estimating allowable bearing capacities using other foundation depths.
Table 2-9 Tabulated Allowable Bearing Capacities
Depth of foundation Allowable Bearing Capacity (kPa)
(m)
BH-1 BH-2
1.5 77 77
2.0 86 96
3.0 105 115

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 4.0 125 135
5.0 146 156
6.0 157 166
Source: Geotechnical Report
Table 2-10 Estimated Modulus of Subgrade Reaction for varying depths
Depth (m) Modulus of subgrade reaction kh (KN/m3)
0.0-1.5 8,000
1.5-3.0 10,000
3.0-4.5 12,000
4.5-6.0 14,000
Source: Geotechnical Report

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2.5 Building Plan

2.5.1 Site Development Plan

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2.5.2 First Floor Plan

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2.5.3 Second Floor Plan

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2.5.4 Third Floor Plan

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2.5.5 Roof Plan

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2.5.6 Cross-sectional View

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2.5.7 Longitudinal View

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2.5.8 Front Elevation View

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2.5.9 Right Side Elevation View

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2.5.10 Left Side Elevation View

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2.5.11 Rear Elevation View

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2.6 Design Loads

2.6.1 Live Load

Live loads shall be the maximum loads expected by the intended use or occupancy but in no case shall be
less than the loads required by Section 205-1.
Based from Section 205-1, floors shall be for the unit live loads shall be taken as the minimum live loads of
the horizontal projection to be used in the design of the building.

Table 2-11: Live Load Parameters of Bus Terminal with Commercial Center
LIVE LOADS
Basic Floor LiveLoad 1.9
Dining Rooms And Restaurants(Kiosks) 4.8
Source: NSCP 2015

2.6.2 Dead Load

The dead load on a structural element is the member's own weight plus the weights of all materials that are
fully integrated into the structure and supported by the member concerned. Table 2-3 shows the dead loads
used in computer models. The value of each is adapted in NSCP Table 204-1 and Table 204-2.

Table 2-12: Dead Load Parameters of Bus Terminal with Commercial Center
DEAD LOADS
Partition Wall 1
CHB (150mm), 600mm Grout Spacing 1.63
Stone Concrete Fill (50mm) 1.15
Mechanical Duct Allowance 0.2
Partition Wall 1
Source: NSCP 2015

2.6.3 Wind Load

The pressure exerted by the wind in the building is used calculating wind loads. To estimate the pressure
and distribute it to each structural element the following parameters need to be specified. Wind loads are
calculated with the aid of NSCP Section 207. Wind load on the structure is dependent on occupancy,
highest wind speed expected through its life span, exposure category and classification and importance
factor. Using these parameters, the StaadProV8i will automatically compute the design and distribute it
using tributary areas.

Table 2-13: Wind Load Parameters of Bus Terminal with Commercial Center

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 WIND LOADS
Location Bocaue, Bulacan
Structural Type Main Wind Force Resisting System (MWFRS)
Velocity 260 Kph
Directionality Factor, Kd 0.85
Category Standard
Importance Factor 1.00
Zone 2
Exposure Category B
Internal Pressure Coefficient (GCpi) +0.55 and -0.55
Building Height 18.1m
Surface Roughness Category B
Source: NSCP 2015

2.6.4 Seismic Load

Earthquake load is dependent on seismicity of location, occupancy, ductility of the lateral load resisting
system, soil profile stiffness, and importance factor. Table 4-5 shows the parameters used in estimating the
earthquake load for the structure.
Table 2-14: Seismic Load Parameters of Bus Terminal with Commercial Center
SEISMIC LOADS
Zone 4 0.4
Importance Factor 1
R (Smrf) 8
Soil Profile Type Sd
Near Source Factor(Na) 1
Near Source Factor(Nv) 1
Seismic Coefficient (Ca) 0.44na
Seismic Coefficient (Cv) 0.64nv
Zone 4 0.4
Source: NSCP 2015

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2.7 Review of Related Literature

2.7.1 Foreign Literature

2.7.1.1 Redesign of Gandhinagar Bus Terminal; A Case Study

One of the key things in development of a country in many ways is a public transportation. Therefore,
proper implementation of resources which are related to transport should be evaluated and identified as per
the requirement. A further modification or redesigning existing terminals is mandatory for the benefits of the
daily users as the population is increasing day by day. Gandhinagar is the capital of Gujarat state that is
why there are so many government offices and industries are located in the city. It is a planned city with lots
of good infrastructural elements being gifted for the overall development of the city. Redesigning of bus
terminal according to modern time and with respect to public demand should be a key factor in the
development of the public transportation facility in the city. (J S. Pandya and Y.Patel, 2018)
Retrieved from: https://www.irjet.net
2.7.1.2 Sustainable Urban Transport in the Developing World: Beyond Megacities
Effective road-based public transport is central to the economic growth of developing cities. For the majority
of residents, road-based public transport (bus and paratransit) is the only means to access employment,
education, and public services. In medium and large developing cities, such destinations are beyond viable
walking and cycling distances while vast numbers of individuals have limited access to automobiles.
Unfortunately, the current state of road-based public transport services in many developing cities does not
serve the mobility needs of the population adequately. Formal bus services are often unreliable,
inconvenient, uncomfortable, or even dangerous. (D. Pojani and D. Stead, 2015)
Retrieved from: https://www.researchgate.net/publication/278668493_Sustainable _Urban_ Transport _
in_the_ Developing _World_Beyond_Megacities
2.7.1.3 Intercity Bus Terminals
Urban areas in a country are growing at a high rate. The existing infrastructure, such as in the transport
sector are therefore needed continuously improvements. Efficiency in the modern urban areas can be
achieved by keeping systems enable to meet the needs of the growing population. They also looked at the
informal public transport sector because a large market share in Nairobi is served by informal operators
and finally review literature in a sustainable transport system to understand how an ideal system would be
the structure for Nairobi. A bus terminal is an important component of a transport system serving as a point
of passenger concentration, point of passenger dispersion, point of loading and unloading passengers,
point of modal interchange, accommodates waiting passengers and vehicles, accommodates facilities and
amenities for passengers and bus crew, place of documentation of the journey (ticketing), provides an
information system and a component that integrates various systems of transportation. (M.G Mudongi,
2017)
Retrieved from: https ://architecture.uonbi. ac.ke/sites/ default/files/cae/ builtenv iron/ architecture /Introducti
on _ 0.pdf
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2.7.1.4 Seven Smart City Solutions to Reduce Traffic Congestion
Adaptive Traffic signals are getting through V2I (Vehicle to Infrastructure) technology. The city of
Columbus, Ohio, for example is using data its gathering from government fleet vehicles as part of other
smart city pilot programs to also improve the timing of traffic signals. By getting a better idea of traffic flow
and how long a vehicle idles at stop lights, the city can better modify traffic signal timing with the changes in
traffic throughout the day. (Ma. Sotra, 2017)
Retrieved from: http:// trunor.gpsfleetfinder.com / news / 14 7/7- smart - city -solutions- to- reduce-traffic-
con gestion.aspx
2.7.1.5 How Vehicle-to-Vehicle Communication Could Replace Traffic Lights and Shorten Commutes
Imagine a number of cars approaching an intersection and communicating among themselves with V2V
technology. Together they vote, as it were, and then elect one vehicle to serve as the leader for a certain
period, during which it decides which direction is to be yielded the right-of-way—the equivalent of a green
light—and which direction has the red light.
With this approach, there is no need at all for traffic lights. The work of regulating traffic melts invisibly into
the wireless infrastructure. You would never find yourself sitting at a red light when there was no cross
traffic to contend with. (Ozun K. Tonguz, 2018).
Retrieved from: https://www.ece.cmu.edu/news-and-events/story/2018/10/tonguz-v2v-communication.html
2.7.1.6 Ideal Flow Traffic Analysis: A Case Study on a Campus Road Network
One of the biggest problems in present times is the traffic congestion especially on important roads such as
those located in metropolitan areas. The problem of congestion is rampant and not easy to handle, and
varied solutions have been suggested and implemented to address the challenge. These solutions
necessitate the creation of, or improvement of existing traffic assignment models. (Teknomo K., Gardon
R.W., Saloma C., 2018)
Retrieved from:http://philjournalscidost.gov.ph/images/pdf/pjs_pdf/vol148no1/ideal-flo-trappic-analysis . pdf
2.7.1.7 Implementation of Multimodal Public Transportation Route Planner for Metro Manila
The network of transportation is being congested continuously. Different transportation networks were
implemented by route planners around the world. Although they follow different frameworks and
methodologies, they all meet in their aim in providing multimodal public transportation routes to entice
commuters to use public transportation over private vehicles. (Narboneta, C., Teknomo, K. M., 2015)
Retrieved from: https://journals.upd.edu.ph/index.php/19May2014_surp/article/viewFile/4650/4221
2.7.1.8 Public Transport Integration: A Case Study of Thessaloniki, Greece
Operational integration refers to the coordination and planning of the transit system with minimum
interruption in space and time in order to promote smooth, continuous and seamless services. It consists of
an integrated network layout, synchronized schedules between different modes and routes, smooth
transfers, integrated information about all services, common throughout fares and convenient ticketing
system. (Saliara, K., 2014)
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Retrieved from: https://www.sciencedirect.com/science/article/pii/S235214651400324X
2.7.2 Local Literature

2.7.2.1 News Report about Southwest Integrated Terminal Exchange (SWITEX)

According to R. Adora of UNTV News & Rescue (2017), the government is constructing the Southwest
Integrated Terminal Exchange (SWITEX) in Parañaque City which is expected to be completed in April.
The said project is part of the Build Build Build Program of the current administration. The 4-hectare
SWITEX is the first ever intermodal terminal in the country. It can accommodate commuters coming from
Cavite, Laguna, Batangas and Quezon province. The intermodal terminal is expected to provide
passengers from Southern Luzon easy access to public utility transportation like LRT line 1, jeepneys, UV
express vans and city buses with routes to inner Metro Manila. Metropolitan Manila Development Authority
Chairman Danilo Lim assured passengers and drivers that the terminal will be convenient for them.
2.7.2.2 Structural Design of the New Ferry Terminal in Taipa, Macau SAR
Traffic congestion has always been an endless problem in the Philippines due to the continuous increasing
of traffic demand, which is just one of the major causes. A massive numbers of commuters tend to gather
at the side of the road, passing each other to have an easy access to transport vehicles that causing them
to occupy some lanes on the road. Unfortunately, the government failed to handle this issue despite the
fact that multiple solutions have been recommended and implemented to resolve this problem. A proper
loading and unloading area like transport terminal is a possible solution to this problem. (Santos, 2011).
Retrieved:https://www.researchgate.net/publication/251715002_Structural_Design_of_the_New_Ferry_Ter
minal_in_Taipa_Macau_SAR
2.7.2.3 Traffic Light Displays and Driver Behaviors: A Case Study
The data shown below is based on the conducted survey on how the drivers react on the four types of
traffic light warning scheme in metro manila
The surveys showed that 99.5% of drivers claimed they stop at red lights, 76.3% slow down at yellow lights,
and 98.2% either speed up or maintain speed at green lights. These results were then compared to the
second phase of the study which involved observing actual driver behaviors through independently
recorded video footage of intersections with different types of traffic lights: blinking lights, lights with
countdown timers, and lights without warning schemes. Actual behavior differed from claimed behavior:
instances of crossing of red lights were 7.0% higher than expected, slowing down was the least preferred
behavior at yellow lights, and the preference at a green light was to maintain speed but that slowing down
and speeding up were also exhibited. (P.Felicio et.al.,2015)
Retrieved from: https://www.sciencedirect.com/science/article/pii/S235197891500880
2.7.2.4 Southwest Integrated Transport System Project
The ITS Project objective is to maximize the usage of the roads by improving traffic flow and reducing
vehicle volume along Metro Manila’s major thoroughfares, particularly EDSA. The ITS Project intended to

27
provide for the creation of integrated transport terminals to assign effective interconnections between
different transport modes and services thereby ensuring efficient and ideal travel for commuting public
Retrieved from: Department Of Transportation And Communications, 2014
2.7.2.5 First Look: Ph’s First ‘landport’ Is A Bus Terminal That Looks and Feels Like An Airport
The government signed a public-private partnership agreement with MWM Terminals Inc. to build and
utilize the Southwest Integrated Terminal Exchange (SWITEx) which will be the country’s first intermodal
land transport terminal. It will serve as the origin and the last stop of buses and other public vehicles going
to and from towns and cities southwest of Manila that pass through the toll roads Manila-Cavite
Expressway (Cavitex) and Coastal Road.
The aim of the terminal is to lessen the traffic congestion in EDSA and other roads in Metro Manila by
convincing provincial buses to start and end their trips at the terminal instead of dropping off or picking up
passengers. The government is planning to build at least two more such terminals at the southern and
northern edges of Metro Manila. (E.C Lopez, 2018)
Retrieved from: https://www.esquiremag.ph/ life/travel/first-look-ph-s-first-landport-is-a-bus- terminal- that -
looks -and-feels-like-an-airpo-sa00178- 20181007-src-entrep-lfrm?ref=home_feed_1

28
 CHAPTER 3: CONSTRAINTS, TRADE-OFFS AND STANDARDS

3.1 Design Constraints

Design constraints are conditions that need to happen for a project to be successful, it help narrow choices
when creating a project and shape the project to fit the exact needs of the client.  Design engineers must
consider a multitude of technical, economic, social, environmental, and political constraints when they
design products and processes. This may include functional constraints, safety constraints, and quality
constraints, quantitative constraints, manufacturing constraints, timing constraints, economic constraints,
ergonomic constraints, ecological constraints, aesthetic constraints, Life-cycle constraints and legal/ethical
constraints.
3.1.1 Quantitative Constraints

These constraints are measurable and are generally descriptive in nature. It can be conveyed in any unit
needed with the study.
3.1.1.1 Economic Constraint (Material Cost)
In starting any project, the cost is one of the integral factors needed to be considered. It is always
dependent to the client’s willingness to spend to construct the project. With this, the designers should
formulate design scheme to suit the budget with various designs which will be assessed to define the best
design choice that will be favorable to the clients.
3.1.1.2 Sustainability Constraint (Cracking Moment)
Cracking moment denoted by M cr, is the limiting moment before cracking starts or develops in a concrete.
This moment is vital in determining the moment of inertia used for calculating the deflection of the concrete
member. The Cracking moment is chosen to be the measuring value for the sustainability constraint by the
designers because the building must be design to be sufficient and durable.
3.1.1.3 Environmental Constraint (Carbon Emission)

With the increasing need of sustainable cities and green buildings, it is important to consider the project’s
environmental impact. According to World Green Building Council, building and construction produce the
39% of all carbon emissions in the world with its 28% accounting for operational emissions while the
remaining 11% comes from materials and construction processes.

3..1.1.4 Constructability Constraint (Labor Cost)

The constructability constraint as defined and used in this context is the labor cost for the project
construction for the whole project duration. The labor cost is taken as the thirty percent of the material cost
based on the estimating standard in costing. Labor cost is important in this project since the total budget for
the project’s labor cost is subjected to the client’s allotted budget, thus, the labor cost must be limited as
llowed by the client.

29
3.1.2 Qualitative Constraint
These constraints are immeasurable and are generally descriptive in nature but cannot be conveyed in any
unit needed with the study.
3.1.2.1 Aesthetic Constraint

The proposed design project is located beside Philippine Arena, which is along a highway of the country
that is always congested. The outer design of the structure should be considered as many people will catch
sight of the building as an attraction to more customers for the commercial center. Thus, this constraint will
have a huge effect on the design of the building and the materials to be used.
3.1.2.2 Extensibility Constraint

The proposed project will be a three storey integrated terminal with commercial center. It is a constraint
because of future changes that will happen to the proposed project. Rehabilitation is common work in all
projects. Any additional features such as one floor will have an effect in the design. The designers will have
to consider necessary renovations to the project.

3.2 Design Trade-Offs

To address and consider the constraints mentioned, the designers developed 3 trade-offs for the terminal
with commercial center building. The trade-offs must suit the restrictions that the designers had put out and
after a complete assessment of the tradeoffs the design team will choose best what trade-off is the most
appropriate in the project.

3.2.1 Pre-stressed Rectangular Beam

A rectangular beam is typically good at resisting torsion and biaxial bending since its second moment of
area is large in both axes. Additionally, it has four flat sides which can facilitate connection detailing in
some scenarios and could be considered more aesthetically pleasing by an Architect if exposed.

30
 Figure 3-1: Pre-stressed Rectangular Beam
Source: https://www.archiexpo.com/prod/rector/product-56991-288728.html
Table 3-1 Advantages and Disadvantages of Rectangular Beam
Advantages Disadvantages
1.) A rectangular beam allows for fast construction 1.) A disadvantage is that it may be less cost
of form work and placement of tension and shear effective than using for example a universal beam
reinforcing, which is important to keep a structure which has a more efficient section shape for the
economical. second moment of area achieved.

2.) Rectangular shape forms good bond at junction

(Beam-beam, beam-column).

3.) Surface area available to be monolithic with

slab is effective.

4.) Good in aesthetics and symmetrical.

3.2.2 Pre-Stressed T-Beam

This type of beam is mostly constructed monolithically with reinforced concrete slab. Sometimes, Isolated
T-beam are constructed to increase the compression strength of concrete.
Added to that, inverted T-beam can also be constructed according to the requirements of loading imposed.

31
 Figure 3-2: Pre-stressed T-Beam
Source: https://www.floorspan.co.uk/beam-and-block-flooring

Table 3-2 Advantages and Disadvantages of T-Beam

Advantages Disadvantages
1.) Since the beam is cast monolithically with the 1.) There is a considerable increase in the shear
slab, the flange also takes up the compressive stress at the junction of the flange and the web of
stresses which mean, it will be more effective in the beam due to the change in cross section. So
resisting the sagging moment acting on beam. casting should be done very carefully to ensure
2.) Better head room, this is direct outcome of the both are bonded well.
first point since the depth of the bea, can be 2.) Since the beam slab is monolithic (rigid), it
considerably reduced. becomes very weak in resisting lateral shear
3.) For larger spans, t beams are usually preferref forces hence, cracks develop quickly. Usually in
rather than rectangular as the deflection is reduced earthquake prone zones using T-beams for high
to a good extent. rise building is reinforced with mechanical
stiffeners in the junction.
3.) There will be small savings in steel for this
section shape.

3.2.3 Pre-Stressed I-Beam

An I-beam, also known as H-beam (for universal column, UC), w-beam (for "wide flange") is a beam with
an I or H-shaped cross-section. The horizontal elements of the I are flanges, and the vertical element is the
"web". I-beams are usually made of structural steel and are used in construction and civil engineering.
32
 Figure 3-3: Pre-stressed I-Beam
Source: https://www.floorspan.co.uk/beam-and-block-flooring
Table 3-3 Advantages and Disadvantages of I-Beam
Advantages Disadvantages
1.) The best advantage of a webbed and flanged 1.) A huge disadvantage to the I-beam is that it’s
beam (eg. an I section) is that the material is very susceptible to heat. If it gets heated up it can
present where it should be and in the right bend and fail causing a huge problem. I-beams are
quantities. This makes the beam more economical usually insulated to protect them from the heat
and lighter and in turn again making it even more because of this fact.
economical. 2.) I-beam strength is less formidable in the
2.) I section beam is useful in resisting large transverse direction, and the I-beam is also less
bending moments. It is used in construction, adept at carrying torsion.
railway tracks etc.

3.) I-section is more efficient in terms of material

usage and hence in terms of cost. A beam has to
resist basically two stresses, Bending stress and
Shear stress. Lets see why I-beam should be used
considering these stresses.

3.3 Designer’s Raw Ranking

The Structural and Geotechnical trade-offs stated in chapter 3.2.1 and 3.2.2 will be assessed if it can
satisfy the multiple constraints provided in this chapter. To establish the best design process for the project,

33
the designers used the model on trade-off strategies in Engineering Design by Otto and Antonsson (1991).
The criterion is scaled from 0 to 10, with 10 being the highest.

Computation of ranking for the ability to satisfy the criterion of materials:

Highervalue−Lowervalue
PercentageDifference= x 10; Equation 3-1: Percent Difference
Highervalue

Subordinatingrank=Governingrank−Percentagedifference; Equation 3-2: Subordinate Rank

In this criterion, the designers will use a Governing rank and Subordinate rank. The Governing rank is a
value that is set by the designers and depends solely on the designer's perception of the importance of
each constraint. The Subordinate rank is a value that corresponds to its percentage distance from the
Governing rank along the ranking scale.

Figure 3-4: Ranking Scale

(Source: Otto, K. N. and Antonsson, E. K., (1991). Trade-off strategies in engineering design)

3.4 Initial Estimate and Ranking Computation

Table 3-4 Initial Estimates of Trade-Offs

Trade-Offs
Importance
Constraints Pre-Stressed Pre-Stressed Pre-Stressed
Factor
Rectangular Beam T-Beam I-Beam
Economic
10
(Material Cost)
Sustainability
9
(Cracking Moment)
Environmental
8
(Carbon Emission)
Constructability
7
(Labor Cost)

34
3.5 Raw Ranking Computation

3.5.1 Raw Ranking for Economic Constraint

Table 3-5 Initial Estimated Value for Economic Constraint
Trade-Offs Material Cost Subordinate Rank
Pre-Stressed Rectangular Beam
Pre-Stressed T-Beam
Pre-Stressed I-Beam

3.5.2 Raw Ranking for Sustainability Constraint

Table 3-6 Initial Estimated Value for Sustainability Constraint
Trade-Offs Cracking Moment Subordinate Rank
Pre-Stressed Rectangular Beam
Pre-Stressed T-Beam
Pre-Stressed I-Beam

3.5.3 Raw Ranking for Environmental Constraint

Table 3-7 Initial Estimated Value for Environmental Constraint
Trade-Offs Cracking Moment Subordinate Rank
Pre-Stressed Rectangular Beam
Pre-Stressed T-Beam
Pre-Stressed I-Beam

3.5.4 Raw Ranking for Constructability Constraint

Table 3-8 Initial Estimated Value for Constructability Constraint
Trade-Offs Cracking Moment Subordinate Rank
Pre-Stressed Rectangular Beam
Pre-Stressed T-Beam
Pre-Stressed I-Beam

3.6 Trade-Off Assessment

Table 3-9 Designer’s Raw Ranking

Trade-Offs
Importance
Constraints Pre-Stressed Pre-Stressed Pre-Stressed
Factor
Rectangular Beam T-Beam I-Beam
Economic 10

35
 (Material Cost)
Sustainability
9
(Cracking Moment)
Environmental (Carbon
8
Emission)
Constructability
7
(Labor Cost)
Over All Ranking
Reference: Otto, K. N. and Antonsson, E. K., (1991). Trade-off strategies in engineering design. Research in Engineering
Design, volume 3, number 2, pages 87-104.

3.6.1 Economic Constraint

3.6.2 Sustainability Constraint

3.6.3 Environmental Constraint

3.6.4 Constructability Constraint

3.7 Design Standards

The design standards used are taken from the following codes and standards:

1. National Structural Code of the Philippines (NSCP) vol. 1-2015 edition (PD 1096)
2. National Building Code of the Philippines (NBCP)
3. American Concrete Institute (ACI 318-08)
4. Portland Cement Institute (PCI Manual)
3.7.1 National Structural Code of the Philippines (NSCP 2015)

This structural code provides minimum requirements for building structural systems using prescriptive and
performance-based provisions. It is founded on broad-based principles that make possible the use of new
materials and new building designs. It is also designed to meet these needs through various model
codes/regulations, to safeguard the public health and safety nationwide. This is the main reference for the
design procedure of the structure.

Loadings. The loadings include Dead, Live, Wind, and Earthquake Loads. The loads used in the design are
based on the information provided by the code.

36
Wind Loads. The wind load is calculated in STAAD Pro v8i using specifications that is based on the
procedure as stated in NSCP 2015 7th Ed. 2015, Section 207.

Seismic Loads. The seismic load is calculated in STAAD Pro v8i using specifications that are based on the
procedure as stated in NSCP 2015 7th Ed. 2015, Section 208 (which is adopted from UBC 1997)
3.7.2 National Building Code of the Philippines (NBCP)

The National Building Code of the Philippines, also known as Presidential Decree No. 1096 was formulated
and adopted as a uniform building code to embody up-to-date and modern technical knowledge on building
design, construction, use, occupancy and maintenance. The Code provides for all buildings and structures,
a framework of minimum standards and requirements to regulate and control location, site, design, and
quality of materials, construction, use, occupancy, and maintenance.
3.7.3 American Concrete Institute (ACI 318-08)

Also known as building code requirements for Structural Concrete which covers the materials, design, and
construction of structural concrete used in buildings and where applicable in nonbuilding structures (ACI,
2008)

37
 CHAPTER 4: DESIGN OF TRADE OFFS

4.1 Design Methodology of Structural Trade-offs

To be able to come up with the best Terminal with commercial center structure design to address the
congestion problem of buses and terminals along EDSA, three Structural Trade-offs governed by design
constraints prioritized by the client are conceptualized. Various codes and standards which includes
Structural Code of the Philippines, National Building Code of the Philippines and American Concrete
Institute were used as guidelines in design. The design was analyzed using ETABS and Excel to determine
the maximum design loads due to dead loads, live loads and earthquake loads applied on the structure as
well as the prescribed design sections of the structural members.

START

Preliminary Layout of Structural Members

Positioning and orientation of columns
Preliminary assumptions
Adding girders and beams

Establish Design Criteria and Standards

Material specifications
Design specifications and standards

Perform Structural Analysis

Design Loads
Actual Stresses
Comparison of actual stresses to allowable stresses

Evaluation of Multiple Constraints

Economic Constraint
Sustainability Constraint
Environmental Constraint
Constructability Constraint

Selection of Final Design

END
Figure 4-1: Design Process

38
4.1.1 Design Load Cases
The structural members are designed to resist the following primary loads and load combination based on
Section 203.1.1 of NSCP 2015. The seismic and wind loads are dependent on the location of the structure.
Table 4-1 Primary Loads
Primary Loads
1 Live Load (LL)
2 Dead Load (DL)
3 Earthquake Loads (Ex, Ey)
4 Wind Loads (Wx, Wy)

4.2.1 Design Specification

The following tables show the material specifications used in designing the structure using ETABS 2016.
Table 4-2 Design Load Combinations
Design Load Combination
UDCon1 1.4DL
UDCon2 1.2DL + 1.6LL
UDCon3 1.2DL + LL + WL
UDCon4 1.2DL + LL -WL
UDCon5 1.3DL + LL + EL
UDCon6 1.3DL + LL - EL

Table 4-3 Material Specification

MATERIAL SPECIFICATIONS

Member Concrete Strength Longitudinal Bar (Fy) Shear Bars (Fy)

A 615 Grade 60 (415 A 615 Grade 40
Beams 6000 psi
MPa) (276 MPa)
Column A 615 Grade 60 (415 A 615 Grade 40
6000 psi
s MPa) (276 MPa)
A 615 Grade 40 (415
Slabs 4000 psi N/A
MPa)
A 615 Grade 40 (415
Footings 4000 psi N/A
MPa)

39
4.2 Model and Stress Diagrams

Figure 4-2: Rendered View of the Geometric Model

Figure 4-3: Undeformed Shape of the Structure

40
Figure 4-4: Deformed Shape due to Deal Load

Figure 4-5: Deformed Shape due to Live Load

41
Figure 4-6: Deformed Shape due to Earthquake Load

Figure 4-7: Deformed Shape due to Wind Load

42
Figure 4-8: Axial Stress due to Dead Load

Figure 4-9: Shear Stress due to Dead Load

43
Figure 4-10 Moment due to Dead Load

Figure 4-11: Axial due to Live Load

44
 Figure 4-12: Shear due to Live Load

Figure 4-13: Moment due to Live Load

45
 Figure 4-14: Moment due to Earthquake Load

Figure 4-15: Moment due to Wind Load

4.3 Design of Structural Members

4.3.1 Design of Beams

START
46
 Determine the Total Loss of the Pre-Stressing
Force in the Beam section

Solve for Residual Factor

δ =(1−total loss)

`
Identify the Section Modulus

( 1−δ ) M D + M L + M SD (1−δ ) M D + M L + M SD
Sb = St =
δ f ci −f c f t −δf ti

Determine the Stress at the top and bottom fiber

Check for adequacy

END

Figure 4-16: Design of Pre-Stressed Beam, WSD Method

4.4 Design Results

4.4.1 Design of Pre-Stressed Rectangular Beam

47
48