A PROPOSED THREE-STOREY CAR PARK BUILDING AT

UNO-R, BACOLOD CITY

A Civil Engineering Project Study Presented to

the Faculty of the College of Engineering
University of Negros Occidental – Recoletos

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

Kurt Kenneth S. Abitan

Mardy S. Gargar
Joshua Rafael G. Gubac
Kevin J. Guevarra
Jezah Myrel C. Regacho
Eden Joy L. Suganob

December 2023
 Chapter I
INTRODUCTION

1.1 BACKGROUND OF THE STUDY

Parking spaces have become a burden in congested areas, such as urban

universities. In a rapidly evolving capital, the quest for efficient and sustainable

transportation solutions has never been more critical. Without a designated parking area

inside a university, students and faculty may resort to parking on nearby streets and

residential areas. This can lead to increased traffic congestion around the campus, making

it difficult for both residents and visitors to navigate. In addition, the absence of parking

spaces to accommodate all college students using personal transport is a major issue that

influences students’ satisfaction with education (Wang et. al., 2020).

University of Negros Occidental – Recoletos (UNO-R), a private tertiary

institution, has an estimated population of more than 10,000 as per University Registrar.

Since it is located in an urban setting, the increase in population is indeed inevitable

which leads to the dearth of parking spaces within the campus.

Through the survey conducted by the proponents of this study, 45 out of 200

respondents use vehicles daily and 65% of them had trouble locating parking spaces. In

addition, records show that there are approximately 1,500 car owners in 2019, 1,600 in

2022, and 1,700 this year, according to the Safety and Security Office. This shows that

the number of car owners increases by a hundred yearly, raising the potential parking slot
scarcity inside the university in the coming years. Hence, a Multi-storey Car Park

Building is needed to optimize space utilization and ease the parking shortage problems.

This current situation has led the proponents to propose a Three-storey Car Park

Building with a land area of 1,768 sqm. lot, acquiring a minimum of 4000 sqm. floor

area. This parking structure has multiple levels to park at, offering a large space capacity

for vehicles. This idea maximizes parking capacity through the vertical space available

instead of horizontal space. Vehicles can no longer obstruct important routes by parking

in designated places, which eases traffic congestion. The presence of a car park ensures

that individuals of diverse abilities can access the campus without undue difficulty,

creating a more inclusive educational environment. Also, these structures are not merely

utilitarian spaces for parking; it is an essential component that bridges the gap between

the convenience of personal mobility and the sustainability of urban living as it serves the

needs of students, faculty, staff, and visitors while contributing to the overall

functionality and attractiveness of the institution.

The structural framework, which stands as an indispensable component in the

construction of vertical car park buildings, plays a crucial role in upholding the structure's

stability and security. Given this circumstance, the use of the National Building Code of

the Philippines (NBCP) and the National Structural Code of the Philippines (NSCP)

becomes essential to ensure strict compliance with building codes throughout the

structural evaluation and design phases of the car park building.

 The planned construction will employ a special moment-resisting concrete frame

(SMRF), which is deemed suitable due to the proposed project's location falling within

seismic activity Zone 4. This choice aligns with accepted seismic design practices.

Additionally, the structural analysis of the entire building will utilize the Moment

Distribution Method (MDM) as a key analytical approach.

In summary, this study will examine various structural systems and materials,

assessing their performance in terms of sustainability and safety. An on-campus car park

is more than just a place to store vehicles; it plays a crucial role in enhancing the

accessibility, safety, and overall experience of a university campus. It supports the

university's mission, sustainability goals, and its ability to attract and retain students,

faculty, and staff.

1.2 STATEMENT OF THE PROBLEM

In recent years, UNO-R has witnessed a significant increase in traffic volume,

both during events and on regular days. This surge can be attributed to the growing

student population and the rise in car ownership. Consequently, this uptick in traffic has

led to severe congestion, leaving students, faculty, and university visitors with no

alternative but to park on the roadside or at a considerable distance from the campus

where parking space is available.

 In response to the aforementioned challenges, the proponents of this study has

proposed the implementation of a three-story parking facility in the agriculture area of

UNO-R in Bacolod City. This study aims to answer the following:

1. What are the key design considerations, features, and amenities that should be

incorporated into a three-storey parking structure?

2. How to develop a design for a three-storey reinforced concrete parking facility

that complies with the National Structural Code of the Philippines 2015, and the National

Building Code of the Philippines?

3. What is the projected cost and timeline for the construction of the three-storey

car park building?

1.3 OBJECTIVES:

1) To develop an architectural plan and layout in compliance with the National

Building Code of the Philippines.

2) To analyze structural and design components to ensure that it can withstand load

combinations with low probability of failure in accordance with the National

Structural Code of the Philippines (NSCP 2015).

3) To determine the total cost and price of the required resources of the proposed

Three-Storey Car Park Building project.

1.4 SIGNIFICANCE OF THE STUDY

This study holds significant importance as it seeks to gather essential information

and data necessary for the analysis and design of a three-storey car park building.

The project's ultimate aim is to offer effective solutions to the prevailing parking

challenges in UNO-R, Bacolod City. Furthermore, the designed structure is intended to

maintain a consistently appealing and well-maintained appearance, thus enhancing its

overall aesthetic impact on its patrons.

1.5 SCOPE AND LIMITATIONS OF THE STUDY

The scope of the study encompasses the analysis and design of a three-storey car

park aimed at alleviating traffic and parking congestion within the University of Negros

Occidental - Recoletos. It involves the design of structural components, including slabs,

beams, girders, columns, and footings, in strict accordance with the National Structural

Code of the Philippines 2015 and the National Building Code of the Philippines.

Nevertheless, due to constraints in terms of time, available workforce, and

equipment, the project's scope will be narrowed down. Consequently, the study will

exclusively focus on the structural design aspect. As a result, the electrical, mechanical,

plumbing, and sanitary plans for the building will not be included in the study.
1.6 DEFINITION OF TERMS

Architecture. It is the art and science of designing buildings and other physical

structures (Medium, 2018). Operationally, architecture serves practical and aesthetic

purposes by fulfilling both functional and expressive needs of the project structure.

Beam. A horizontal structural member designed to support vertical loads, often

characterized by its length being greater than its width or depth (CRSI, 2023).

Operationally, as loads are applied to the beams of the building, reaction forces result at

its support points. The beam usually deflects due to bending.

Beam-Column. A structural element that can bear both axial loads (compression or

tension) and bending moments (Khalil, 2023). Operationally, beam-columns are used all

throughout the building.

Cantilever. A beam or structure that is supported at one end and extends outward, often

used in construction to create overhangs (Dupen, 2021). Operationally, the convexity of

the object in the car-park structure results in a downward bend, leading to tension in the

upper fiber and compression in the lower fiber.

Column. A vertical structural member that primarily supports compressive loads and

transfers them to the foundation (CRSI, 2023). Operationally, the column is essentially a

compression member throughout the building as the load acts along its longitudinal axis.

Dead Load. The constant and unchanging weight of a structure and its components,

including the weight of the structure itself (Christner, 2023). Operationally, the building's
unit weight determines the dead load, which includes the weight of structural elements

and permanent fixtures.

Deflection. The extent to which a structural element or material bends or deforms when

subjected to load (Edgar, 2020). Operationally, beam deflection equations accurately

determine beam deflection values for in the structure’s beams.

Estimate. The process of calculating the quantities and costs of the various items

required in connection with the work (Pai, 2020). Operationally, to calculate the

estimated cost of the project, one multiplies the quantities in the drawings by the unit cost

of each item.

Footing. The wider part of a foundation that distributes the load from a column or wall to

the soil or bedrock (BigRentz, 2023). Operationally, it spreads out the load of a column

over a larger surface area, resulting in a lower amount of weight per square foot on the

soil and provides vertical support to the column, preventing it from sinking further into

the ground under the weight of the structure.

Foundation. The lowest part of a structure that provides support and stability by

transferring loads to the ground (Krosel et. al., 2023). Operationally, the foundation is

connected to the footing of the building.

Girder. A horizontal, main structural member that often supports beams and joists

(CRSI, 2023). Operationally, these are strong structural supports used in large

constructions like the car-park building.

Grade. The slope or level of the ground, which affects the design and construction of

structures (Weber, 2023). Operationally, the grade was obtained from the previous

projects conducted around the area of the project.

Header. A horizontal structural element used to span openings, such as doors and

windows, in a wall (CRSI, 2023). Operationally, headers will be used in the openings of

the building.

Joist. A horizontal structural member that supports a floor or ceiling and often rests on

beams or girders (FDACS, 2021). Operationally, they are found between walls, columns,

slabs, beams, floors, pavements, and bridges, and are typically located near areas of

minimum shear and moment.

Live Load. The variable and dynamic weight on a structure due to occupants, furniture,

equipment, and other temporary factors (Krosel et. al., 2023). Operationally, live loads

refer to the weight of people walking across a surface or moving and carrying objects.

Load. The forces and pressures that act on a structure, including dead loads, live loads,

and environmental loads (MTC, 2020). Operationally, loads in the car-park building are

calculated based on NSCP provisions.

Modulus of Elasticity (E). A measure of a material's stiffness or elasticity, representing

its ability to deform under load and return to its original shape (CRSI, 2023).

Operationally, it is applied in the designed of the entire structure.

Moment. A measure of the tendency of a force to rotate an object about a specific point

(Satri, 2019). Operationally, it is calculated in the designed of the entire structure.

Moment of Inertia (I). A property of a structural element that indicates its resistance to

bending (Segova et al., 2020). Operationally, it is applied in the designed of the entire

structure.

Reaction. The force exerted by a support, which opposes the forces applied to a structure

(Brenjo, 2019). Operationally, it is calculated in the designed of the entire structure.

Seismic Load. The lateral forces imposed on a structure due to an earthquake (CRSI,

2023). Operationally, it is determined and calculated based on the NSCP provisions and

PhiVolcs sodftware.

Shear. A force that acts parallel to the surface of a material, causing it to slide or deform

(Krylz, 2020). Operationqlly, the car-park structure is exposed to shear forces experience

stress that is perpendicular to their length.

Slab. It is a horizontal surface of a residential building or commercial building, factory,

flat, and more (Deloney, 2021). Operationally, concrete slab is a uniform structural

element used for floors or roofs, typically reinforced with bars or mesh in the project

building.
Span. The distance between two supports or points of contact in a structural element

(Martin, 2019). Operationally, spans are calculated based on NSCP and NBCP

guidelines.

Structural Integrity. The ability of a structure to maintain its load-bearing capacity and

integrity, often across multiple components or spans (TWI, 2023). Operationally it is

calculated based on NSCP provisions.

Structural Steels. High-strength steel materials commonly used in construction to

provide structural support and stability (CRSI, 2023). Operationally, structural steels will

be used in the entire structure.

Torsion Loads. Twisting forces applied to a structural element, resulting in rotational

deformation (CRSI, 2023). Operationally, torsion loads are calculated based on NSCP

2015.

1.7 REVIEW OF RELATED LITERATURE

1.7.1 History of Multi-storey Car Park

A Multi-storey Car Park is a building designed for automobiles, parking lots for

motorcycles and bicycles, and places with multiple floors or levels where parking takes

place. It's basically an indoor multi-storey car park. The first known high-rise was built in

London in 1901, and the first underground car park was built in Barcelona in 1904.
 The oldest known multi-storey car park was opened in May 1901 at 6 Denman

Street in central London by the City & Suburban Electric Carriage Company. The site

had room for 100 vehicles on seven floors, with a total area of 19,000 square feet. The

same company opened a second location in 1902 with a capacity of 230 vehicles. The

company specializes in the sale, storage, valet service and on-demand delivery of electric

vehicles with a range of approximately 40 miles and speeds up to 20 miles per hour.

https://academic-accelerator.com/encyclopedia/multistorey-car-park

1.7.2 SITE REQUIREMENTS

Large and rectangular shaped sites are ideal for

parking structures. Although flat sites are generally more

economical to develop, sloped sites can provide design

opportunities such as access on different levels and/or no

ramping between levels. For a reasonably efficient parking

layout, double-loaded parking “bays” range in width from

about 54 to 60 feet, depending upon the angle of parking

and the width of the parking space. The overall width of the structure Figure 1.7.2-1

should be determined based upon multiples of the chosen parking

bay width. An ideal length for a parking structure is at least 240 feet. Longer sites provide

the opportunity to park along the end bays, which provides more parking spaces,

improves efficiency, and lowers the cost per space. A longer site also allows for

shallower ramps which provide improved user comfort.

https://ccdcboise.com/wp-content/uploads/2014/11/CCDC-Boise-Parking-Structure-Design-Guidelines_2016-Final-Draft-08-04-
2016.pdf

1.7.3 Design Geometry and Layout

Though seemingly straightforward, the layout of a multi-story parking lot

Whether below or above ground, there are a lot of important factors to take into account.

These include things like effective traffic flow, structural issues, preventing crime, and

aspects related to health and safety. The discussion of the various topics is provided

below.

1.7.3.1 Geometric Requirements

When it makes practical reason, spaces should be made to separate cars from

people using sidewalks and pathways and to facilitate safe and easy vehicle manoeuvring.

Aisle and bay widths affect the ease of manoeuvring and have an impact on the dynamic

capacity of the parking lot. This is especially crucial for short-term parking lots, like

those at shopping malls, where aisle capacity is essential to the parking lot's functionality.

This isn't as important for longer-stay parking lots, so in places like office or station

parking lots where patrons are more accustomed to the parking setup, the bay size could

be decreased.

1.7.3.2 Entry and Exit Arrangement

Vehicle entrances should be visible and easily identifiable. The minimum

distance of entry/exits from corner intersections is at least 75 to 100 feet

(preferably 150 feet). Entrances and exits should have clear lines of sight. It is

preferable to enter a facility from a one-way street or by turning right from a two-

way street and to exit a facility by turning right on a low-volume street.

 High traffic volumes and left turns can slow exiting and cause internal

traffic backups. Consideration should be given to acceleration/deceleration lanes

on busy streets. Gates should be located far enough away from the street to allow

at least one vehicle behind the vehicle in the service position (at a ticket

dispenser, card reader or cashier booth) without blocking the sidewalk. Entry/exit

areas that have parking control equipment should have a maximum 3% slope.

It is very important to provide the appropriate number of entry/exit lanes

to meet projected peak traffic volumes. The number of lanes is a function of user

groups served, peak-hour traffic volumes, and service rates of the parking control

equipment. It is recommended to have a parking professional prepare a lane and

queuing analysis to guarantee sufficient entry and exit capacities.

Cross-traffic at entry/exits should be minimized and preferably eliminated.

When placing vehicle entries and exits together on one-way streets it is preferable

to avoid “English” traffic conditions where traffic keeps to the left instead of to

the right. Pedestrian/vehicular conflicts should be minimized by providing a

pedestrian walkway adjacent to entry/exit lanes. Stair/elevator towers should be

located so pedestrians do not have to cross drive aisles on their way to primary

destinations.

https://ccdcboise.com/wp-content/uploads/2014/11/CCDC-Boise-Parking-Structure-Design-Guidelines_2016-Final-Draft-
08-04-2016.pdf
1.7.3.3 Bay and Aisle Width and Length

Recommended practice is to design for normal use by the standard car and

for occasional use by the large car. However, consideration needs to be given to

the requirements of specialist car parks, and to increased vehicle dimensions.

Increased headrooms may be applicable to car parks located in tourist areas where

a greater proportion of vehicles with roof boxes are likely.

Aisle widths are designed to accommodate any overhang of vehicles

beyond 4.8m. To suit constraints imposed by limited space or particular user

operations, variations to these dimensions can be considered. Where this results in

reduced dimensions, the client should be made aware of the variations and the

resulting limitations such as restricted space between parked vehicles and more

difficult maneuvering.

Where comfort parking conditions are required, as in retail parks,

operators often specify greater dimensions.

Although they increase the dynamic capacity of an aisle, parking angles of

less than 90° are little used in underground and multi-storey car parks, as the

space requirement per bay increases and cost efficiency is reduced. As a general

guide, 45° car parking reduces the total parking space by some 20% compared

with 90° parking.

https://masseguridadvial.com/FILES/Underground_Carparks_EN.pdf
1.7.3.4 Column Location

Although internal columns are frequently required, clear-span construction is

recommended

because it offers

improved security for

both pedestrians and

drivers. Maintaining

sight lines, bay

access, and parking

efficiency requires careful consideration of the size and spacing of these columns.

The accessibility of the bays may be hampered by columns at their front.

Consequently, in order to enhance parking maneuvers, the suggested column

separations from the aisle are displayed.

It is advised that bay widths be kept clear of completed column faces and that

there be a minimum of three standard bays between interbin columns next to

aisles. If columns are within the suggested setback zone from the section, a span

of 150mm to 200mm is appropriate. In development with multiple uses, for

example, where bigger columns are supplied, extra care must be taken to preserve

acceptable clearances and processes. In these situations, it will be necessary to

coordinate both the structure and parking lot layouts iteratively. Additionally,

columns in the middle of the bay will block avenues and must be taken into
account, particularly if shear walls are being suggested. With shear walls, further

side clearances will be needed.

1.7.3.5 Side Clearance

Widths of end parking bays should be increased where they are adjacent

to walls or vehicle barriers. This increase will be subject to the edge detail form,

but an additional side clearance of some 300mm is suggested from the bay

marking to the edge detail.

1.7.3.6 Circulation and Ramp

The basic circulation element for a parking structure is the continuous

ramp with parking on both sides of the drive aisle. In continuous ramp structures,

some of the parking floors are sloped in order for traffic to circulate from one

level to another. Only on a sloping site that permits direct access to each level

from the exterior roadways are ramps unnecessary; but they still may be desirable

for internal circulation.

The basic criteria for choosing a circulation system are the simplicity or

complexity of the system and the architectural compatibility. Ingress and egress
 capacities are also a consideration in the selection of a circulation system. Some

circulation systems provide the opportunity for level façades which may be

desirable.

A parking ramp slope of 5% or less is preferred, although parking ramp

slopes up to 7% are tolerated by the public in very dense urban areas. Parking

ramp slopes should not exceed a 6.67% slope, which is the maximum parking

slope permitted in the International Building Code (IBC).

https://ccdcboise.com/wp-content/uploads/2014/11/CCDC-Boise-Parking-Structure-Design-Guidelines_2016-Final-Draft-
08-04-2016.pdf

1.7.4 STRUCTURE AND DESIGN GEOMETRY

1.7.4.1 Parking Area Layout

Customer experience must be carefully considered in the design of the parking

lot, and an intuitive and secure method must be offered. It also needs to fit in with the

neighborhood and adhere to the design and aspect standards set by the local planning

authority. The car park system's dimensions, its flow features, and the way the

architectural specifications are implemented are often governed via these function and

management concepts.

1.7.4.1.1 Classification

 Flat-Deck Layout
Every deck has a flat surface. Ramps connect one deck to the next. When straight

ramps are utilized, they are typically internal. This layout is less efficient than the

split-level arrangement but can have comparable dynamic capacity for infrequent

users.

 Split-Level Layout

Cars enter through the up-ramp system and exit via the down ramp. Flat decks

or floors make up the parking levels. Half of the height from floor to floor is

the elevation between levels. The split-level car park is a highly efficient

shape, especially suited to a site with a slope of 1.5m over 32m width.

 Ramped Floor Layouts

It is important to consider the slope, width, and design guidelines. The

acceptable ramp slope must conform to the current building code. The

maximum parking slope permitted in the International Building Code (IBC) is

6.67%, and parking ramp slopes should not exceed this slope. A grade

difference of 8% or more requires transition slopes so vehicles do not “bottom

out”. Recommended are minimum 10’ - 0” transition slopes at the top and

bottom of the ramp that are one-half of the differential slope.

 Figure 1.7.3.1.1-1 Figure 1.7.3.1.1-2
Flat-Deck Layout Split-Level Layout

Figure 1.7.3.1-3
Flat-Deck Layout

https://pin.it/66NwZga https://www.multi-storey-car-parks.com/car_park_layout.html,
https://i.pinimg.com/564x/31/28/db/3128db81fc377b2ea980e91c5ea442e6.jpg

1.7.4.2 Parking Angle

It is more convenient for drivers when bays are positioned at an angle of less than

90° because it simplifies getting in and out. Consequently, this enhances the

aisle's "dynamic and turnover capacity." The requirement for a larger floor area

per car is a drawback, though. The cost per space may rise dramatically as a result

of this decrease in "static efficiency," or the ratio of area available in bays to the

total floor area. Angles between 90° and 70° should result in reductions of about
3% for standard bay dimensions and one-way aisle operations. When 45° parking,

a 20% reduction may be possible.

1.7.4.3 Design Principles

1. Parking Areas/Decks

2. Organization Strategies

3. Vehicular Access

4. Pedestrian Access

5. Boundaries and Perimeters

6. Indices

7. Lightings

8. Operator Requirements

1.7.5 Structure

A multi-story parking structure is a multi-level parking structure that is

stacked and has the option to be enclosed, subject to particular performance

requirements. The design geometry used will have a major impact on the overall

structural form. Steel, reinforced concrete, or a composite construction can all be

used as the framework for the building. The building is subject to heavy wear

from traffic and chemical attack from de-icing salts that can create severe
exposure conditions, which should be taken into account when detailing the

building.

Concrete must be made with resistance to corrosive chemical attacks in

consideration. To avoid skidding, non-slip finishes—especially on ramps—are

also a good idea. Whilst their efficacy may be questioned, thermal surfaces are

also conceivable.
1.7.6 EXAMPLES OF MULTI-STOREY CAR PARK

1. Lenovo Headquarters Parking Structure, Morrisville, North Carolina

https://walkerconsultants.com/projects/lenovo-headquarters-parking-structure/

2. New Legazpi Parking Building, Legazpi Village, Makati City

https://macea.com.ph/ 2021/07/15/new-legazpi-parking-
building-opens/#:~:text=Located%20at%20Legazpi%20St.,hours%20will%20be%20Php%2050.00.

3. Novus Place Parking Structure, Arizona State University

https://walkerconsultants.com/ projects/novus-place-parking-
structure-arizona-state-university/

4. Northern Hospital Multideck

Staff Car Park
https://www.kane.com.au/project/northern-hospital-multideck-staff-car-park

5. Fitzgerald Parking Garage Solar Canopy Building, Gaithersburg, MD

https://
www.kirbybuildingsystems.com/ project-gallery/fitzgerald-
parking-garage-solar-canopy-building/

6. LIRR Mineola North Commuter Parking Structure, Mineola, New York

https://walkerconsultants.com/ projects/lirr-mineola-north/

1.7.6 TYPICAL LAYOUT

 Figure 1.7.6-1
https://cadbull.com/detail/134965/Highways-multi-storey-car-park-plan-top-view

Figure 1.7.6-2
https://www.behance.net/gallery/22784095/car-parking-building-plan

Figure 1.7.6-3
https://www.tucsonaz.gov/files/pdsd/boards-committees-commissions/714_N._Euclid_-_Lower_Level_Parking_Plan.jpg
Chapter II
METHODOLOGY

2.1 General
Proper planning and cautious execution are crucial in the construction process. In

order for the structure to attain stability, rigidity, and strength, it has to be analyzed and
designed properly following certain provisions. Thus, this chapter aims to display the

methodological framework of the project.

A preceding site survey and analysis are conducted to determine the precise

location of the building, along with its topographic characteristics and access routes.

These are of utmost importance for the design specifications and dimensions of the

project.

The data gathered during the site assessment will be utilized for the creation of the

Architectural and Structural plans. These plans will be the foundation for the analysis and

design of loadings, slabs, beams, columns, and foundations, as well as the cost estimate.

All design specifications and dimensions will follow the structural provisions and

regulations outlined in the NBCP and NSCP 2015. The analysis of loadings should be

done in accordance with the Chapter 2 of NSCP 2015 while the structural design should

be based on the methods written in Chapter 4 and 5 of NSCP 2015.

2.2 Preliminary Design

MATERIAL DIMENSION (mm)

Slab Thickness 150

Beam 300 x 500

Girder 400 x 600

Column 500 x 500

Footing 3000 x 3000

Figure 2.2-1
Ground Floor Plan
 Figure 2.2-2
Second Floor Plan

Figure 2.2-3
Third Floor Plan
2.2.1 Design Loads
For the purpose of the design, loads are calculated using the nominal weights of the
materials and constructions.
2.3 Dead Loads
The minimum dead load specifications are provided in the following table and in NSCP
2015 section 204-2.
MATERIAL DENSITY (kN/m3)

Reinforced Concrete 24.00 kN/m3

Water 9.81 kN/m3

MATERIAL DEAD LOADS (kN/m2)

Electrical And Mechanical Utilities 0.15 kN/m2

Floor Finish And Toppings 1.20 kN/m2

WaterProofing/Topping 2.50 kN/m2

Chb, 150mm Thick 2.97 kN/m2

NOTE: For CHB, add 0.24 kN/m3 for each plastered side.

2.4 Live Loads

The minimum live load specifications are provided in the following table and in NSCP
2015 section 205.

AREA LIVE LOAD (kN/m2)

Stairs 4.80 kN/m2

Driveway 12 kN/m2

Parking Garages and Ramps 4.80 kN/m2

 NOTE: Front Axial Load = 20 kN, Rear Axial Load = 10 kN

2.5 Wind Loads

Wind loads were determined using the following parameters in accordance with section
207 of the National Structural Code of the Philippines (NSCP).

Occupancy category IV (Standard occupancy structures)

Basic wind speed 250 kph

Surface roughness in urban and suburban areas C

Surface roughness for open terrain areas C

Gust effect factor, G 0.85

Wind directionality factor, Kd 0.85

Topographic factor, Kzt 1.0

Internal pressure coefficient, GCpi ± 0.55

2.6 Seismic Loads

According to NSCP 2015 section 208, the following variables were taken into account
when calculating seismic loads.
Importance factor 1.0

Soil profile type Sd

Distance to nearest known active fault 154.3 km

Seismic zone factor (Zone 4) 0.4

Seismic source type B

Near source factor, Na 1.0

Near source factor, Nv 1.0

Seismic coefficient, Ca 0.44 Na

 Seismic coefficient, Cv 0.64 Nv

Numerical coefficient, Ct 0.731

Over-strength factor 8.5

2.7 Concrete

Materials and design requirements must be completed in accordance with the NSCP
2015. Another option is the American Concrete Institute (ACI 318-14). Additionally, the
business that manufactures ready-mix concrete will comply with the necessary
compressive stress to be used in this study.

The 28-day concrete compressive cylinder strength shall be as follows:

Columns 35 MPa (5000 psi)

Girder 35 MPa (5000 psi)

Beams 35 MPa (5000 psi)

Footings 35 MPa (5000 psi)

Non-prestressed cast-in-place concrete members shall have specified concrete cover for
reinforcement at least that given in Table 420.6.1.3.1.
Concrete Exposure Member Reinforcement Specified Cover,mm
 Cast against and
permanently in
contact with ground All All 75

Exposed to weather
or in contact
All ≥20mm Ø 50
with ground

Exposed to weather
or in contact
All ≥16mm Ø 40
with ground

Not exposed to
weather or in contact
with ground Slabs, joist, and walls ≥20mm Ø 20

Not exposed to Beams, columns, and Primary

weather or in contact tension ties reinforcement,
with ground Stirrups, ties, spirals, 40
and hoops

2.7 Reinforcing Steel

The following requirements must be met by all reinforcing bars, including their deformed
type:
Grade 60 fy = 414 MPa (Ø12 and above)

Grade 40 Fy = 275 MPa (Ø10 and smaller)

2.8 Load Combinations

The proposed three-story carpark shall be built to withstand the most critical
effects of the load combinations specified in chapter 2 of the 2015 NSCP with a low
probability of failure. The largest computed load combinations will be the basis for
design and analysis. The following load combinations must be used when using strength
design or load and resistance factor design:

i. 1.4(D + F)
ii. 1.2(D + F + T) + 1.6(L + H) + 0.5 ( Lr or R)
iii. 1.2D + 1.6(( Lr or R) +( f 1L or 0.5W)
iv. 1.2D + 1.0W + f 1L + 0.5 ( Lr or R)
v. 1.2D + 1.0E + f 1L
vi. 0.9D + 1.0W + 1.6H
vii. 0.9D + 1.0E + 1.6H
Where:

D = dead load

E = earthquake load

F = load due to fluids with well-defined pressures and maximum height

H = load due to lateral pressures of soil and water in soil

L = live load, except roof live load, including any permitted live load reduction

Lr = roof live load, including any permitted live load reduction

R = rain load on the undeflected roof

T = self-straining force and effects arising from temperature change, shrinkage,

moisture change, creep in component materials, movement due to differential
settlement, or combinations thereof

W = load due to wind pressure

f1 = 1.0 for floors in places of public assembly, for live loads in excess of 4.8 kPa,
and for garage live load, or

= 0.5 for other live loads

For earthquake loads and modeling requirements specified in section 208.6:

 i. E = ρ Eh + E v
ii. Em = Ωo E h

Where:

E = the earthquake load on the element of the structure resulting from the
combination of the horizontal component, Eh , and the vertical component, E v.

Eh = earthquake load due to the base shear, V, or the design lateral forces, F p.

Em = The estimated maximum earthquake force that can be developed in the

structure and used in the design of specific elements of the structure.

E v = the load effect resulting from the vertical components of the earthquake
ground motion and is equal to an addition of 0.5 C a ID to the dead load affect, D,
for strength design, and may be taken as zero for allowable stress design.

Ωo = the seismic force implication factor that is required to the account for
structural overstrength.

ρ = Reliability/Reduction Factor as given by following equation:

6.1
ρ=2−
r max √ A B

Where:

r max = the maximum element-storey shear ratio.

Take note that each critical frame requires a different load combination: one case
for deadloads, three cases for live loads (at 100%, 75%, and 50%), sixteen cases for wind
loads (eight for perpendicular to the ridge, eight for parallel to the ridge) and one case for
earthquake loads.
2.9 Structural Analysis

Any rigid frame or statically indeterminate beam can be examined using the moment-
distribution method. According to the researchers' discretion, all the joints in the frames
are fixed, indicating that fixed end moments arise at each span when it is loaded. To
make this procedure more convenient, it is suggested that the analysis be presented in
tabular manner, beginning with the determination of joints, members, distributed factors,
fixed-end moments, balance the end moment, carry over until the balance end moment of
the adjacent sides is equal, lastly the sum of total end moments of each joint. Two tables
can be created: one for non-sway frames and one for sway frames. The steps that were
taken in chapter 8 of Chu-Kia Wang's "Statistically Indeterminate Structures," and
chapter 17 of Aslam Kassimali’s “Structural analysis” a reference work, are listed below.

1. Determine what types of frames that will be use in this study.

i. For non-sway frames – Symmetrical loading and structure or restrained
laterally.
ii. For sway frames – otherwise.
2. Calculate stiffness factor, K.
EI
i. Far end of the member is fixed (Fixed – fixed), K = 4
L
EI
ii. Far end of the member is hinged (Fixed – pinned), K = 3
L
Where: K = a specific beam's relative stiffness
E = modulus of elasticity
I = moment of inertia of the section
L = total length of the span

3. Calculate for the distribution factor, DF at each point.

K
i. Joints with two or more members, DF =
∑K
ii. Fixed end, DF = 0
iii. Simply supported end, DF = 1
4. Solve for the fixed end moments given by the formula:
Beam Loading Moment at Fixed End

2
P ab
MA= - L
2

2
P ab
MB = L
2

MA= - WL
12

MB = WL
12

3a
M (b )[ −1]
MA= - L
L
 3b
M (a )[ −1]
MB = L
L

5. Balance the end moments at a joint by multiplying negative distribution factor to

the sum of the fixed end moment.

6. Carry over the half of the moment to the opposite side of the beam. Keep in mind
that there is no carry over for fixed to pin support.

7. Steps 5 and 6 should be repeated until all end moments at a junction between
adjacent spans are equal.

8. Calculate the total end moments of each beam joint starting with the fixed end
moments and ending at the last balancing end moment where the adjacent end
moments are the same.
Take note that this process uses a positive sign convention for clockwise direction of end
moments at joints.

9. Draw free body diagram to solve the imaginary reaction, Ro for the non-sway
frame.

10. To start for the sway analysis, assumed values for the drift.

11. Solve the fixed end moments given by the formula:

 Beam Loading Moment at Fixed End

6 EI ∆
MA= - L
2

6 EI ∆
MB = L
2

12. Follow step 5 to 8.

13. Draw free body diagram to solve the imaginary reaction, Ri for the sway frame.

14. Apply correction for the total end moment for the sway frame by multiplying each
end moments by Ro/Ri.

15. The moment the act in the frame analysis is calculated by adding the total end
moments for the non-sway frame and the corrected end moments for the sway
frame.

16. For solving the actual drift of the frame, simply select one member in the beam
then multiply the assumed fixed end moment from step 11 to the Ro/Ri after that
equate from the formula of the fixed end moment for sway frame.

3.0 Design of Slabs

 Columns, walls, or beams made of reinforced concrete support the large flat plates
known as reinforced concrete slabs. Since the bending only happens in one direction,
which is perpendicular to the supported legs and only supported on two opposing sides, it
is referred to as one-way slabs. On the other hand, bending in both direction and
supported by beams on all four edges, it is referred to as a two-way slab. In the proposed
three-storey car park the following formula will determine the classifications for the
design of slab:

L
If >2, considered to be one way slab.
s

L
If ≤2 , otherwise.
s

Where:

L = longer span length

s = shorter span length

Procedure and computations for the design of the slab is taken in Chapter 4 of the book
"Design of Reinforced Concrete, 9th Edition” By Jack McCormac and Russell H. Brown
(2013) a reference work, are listed below:

For one-way slab procedure:

1. Compute for h min specified in table 407.3.1.1.

Support Condition Minimum h

Simply supported ℓ/20

One end continuous ℓ/24

Both ends continuous ℓ/28

Cantilever ℓ/10
For f y other than 420 MPa, the expressions in table 407.3.1.1 shall be multiplied by (0.4
+ f y /700)

Where:

ℓ = span length

If h min < initial h of slab, use initial h.

Otherwise use h min.
2. Compute for the factored loads given.
3. Draw the section with b = 1m strip for the width of the slab.
4. Calculate the effective depth, d of the slab.
d
d = h min – cc - ¯¿ ¿
2
Where:

cc = concrete cover specified in Table 420.6.1.3.1.

d ¯¿ ¿ = diameter of tension bar.

For main bars use starting diameter of 12mm and for transverse bars use starting
diameter of 10 mm.

5. Calculate “a” by assuming tension controlled where Φ = 0.9 specified in table

421.2.2.
Where:

M u = factored moment

a = depth of equivalent rectangular block

6. Calculate “c” specified in equation 422.2.2.4.1.

a=β 1 c

Where:

c = distance from the extreme compression to neutral axis.

'
f c , Mpa β1

17 ≤ f ' c ≤ 28 0.85

28 ≤ f ' c ≤ 55 '
0.05(f c−28)
0.85 -
7
'
f c ≥ 55 0.65

7. Check if tension steel yield.

d−c
ε s=0.003 ( )
c
If ε s ¿ 0.005, Adequate.
Otherwise, redesign section.

8. Calculate area of steel required.

C=T
0.85 f ' c ab = Asreq f y
9. Check Asmin specified in table 407.6.1.1 then select largest Asmin.
If Asreq > As min , use Asreq.
Otherwise, use Asmin.
10. Calculate required spacing for main reinforcement.
1000 A b
sreq =
As

Where: Ab can be determined specified in appendix A of NSCP 2015

 11. Check for maximum spacing, smax specified in section 407.7.2.3 then select lesser
smax .
If sreq > smax , use smax
Otherwise, sreq .

12. For transverse bar, use Asmin specified in table 424.4.3.2 then select largest Asmin.
13. Calculate required spacing for transverse reinforcement.
1000 A b
sreq =
As
14. Check for maximum spacing, smax specified in section 424.4.3.3 then select lesser
smax .
If sreq > smax , use smax
Otherwise, sreq.
For two-way slab procedure:

The moment supported by edge beam on all sides will be calculated in this study
using the moment coefficient method, which was first provided in the 1963 edition of the
ACI code and uses tables of moment coefficients for various slab edge conditions. The
following formula is used to compute the moments at the column and middle strips:
2
M a=C a w La
2
M b=C b w Lb

Where:

C a = moment coefficient in short

direction from table of moment coefficients.

C b = moment coefficient in long

direction from table of moment coefficients.

w = uniform load.

La = clear span length in short

direction.

Lb = clear span length in long direction.

1. Determine which of the various slab edge conditions fits the panel that needs to be
analyzed.

2. Check h min specified in table 407.3.1.1 and table 408.3.1.2.

If h min < initial h of slab, use initial h.
Otherwise use h min.
As for the researchers' discretion, a 25 mm increment of thickness and spacing for
slab design.

3. Calculate the unfactored loads.

4. Calculate value of La / Lb.
5. Select value of C a and C b in the table of moment coefficients. If the value of
La / Lb does not match in the table use interpolation.
6. Calculate factored moments from given formula.
7. Calculate the effective depth, d of the slab.
 d ¯¿
d = h min – cc - ¿
2
Where:

cc = concrete cover specified in Table 420.6.1.3.1.

d ¯¿ ¿ = diameter of tension bar.

For main bars use starting diameter of 12mm and for transverse bars use starting
diameter of 10 mm.

8. Calculate “a” by assuming tension controlled where Φ = 0.9 specified in table

421.2.2.

' a
M u=0.9 M n=0.9(0.85 f cba)(d − )
2
Where:

M u = factored moment

a = depth of equivalent rectangular block

9. Calculate “c” specified in equation 422.2.2.4.1.

a=β 1 c

Where:
 c = distance from the extreme compression to neutral axis.

'
f c , Mpa β1

17 ≤ f ' c ≤ 28 0.85

28 ≤ f ' c ≤ 55 '
0.05(f c−28)
0.85 -
7
'
f c ≥ 55 0.65

10. Check if tension steel yield.

d−c
ε s=0.003 ( )
c
If ε s ¿ 0.005, Adequate.
Otherwise, redesign section.
11. Calculate area of steel required.
C=T
0.85 f ' c ab = Asreq f y
12. Check Asmin specified in table 408.6.1.1 then select largest Asmin.
If Asreq > As min , use Asreq.
Otherwise, use Asmin.
15. Check for maximum spacing, smax specified in section 408.7.2.2 then select lesser
smax .
If sreq > smax , use smax .
Otherwise, sreq.
13. Repeat the process until all sides are equipped with sdesign .
14. For transverse bar, use Asmin specified in table 424.4.3.2 then select largest Asmin.
15. Calculate required spacing for transverse reinforcement.
1000 A b
sreq =
As
16. Check for maximum spacing, smax specified in section 424.4.3.3 then select lesser
smax .
If sreq > smax , use smax
Otherwise, sreq
3.1 Design of Beams

Beams are structural members that bend as a result of transverse loadings.

Tension bars are used to compensate for the tension-related weaknesses of concrete,
which is strong in compression but weak in tension. Procedure and computations for the
design of the beams and girder is taken in Chapter 4 of the book "Design of Reinforced
Concrete, 9th Edition” By Jack McCormac and Russell H. Brown (2013) a reference
work, are listed below:

Design of Singly Reinforced Rectangular Beams

1. Compute for h min specified in table 409.3.1.1.

Support Conditions Minimum h

Simply supported ℓ/16
One end continuous ℓ/18.5
Both ends continuous ℓ/21
Cantilever ℓ/8
Where:

ℓ = span length
If h min < initial h of beam, use initial h.
Otherwise use h min.
For the researchers' discretion, a 50 mm increment of height for beam design.

2. Calculate the effective depth, d of the beam.

d = h min – 80
3. For most economical beam dimensions
d
≈ 1.5 ¿ 2
b
4. Calculate factored loads.
 5. Calculate “a” by assuming tension controlled where Φ = 0.9 specified

in table 421.2.2.

' a
M u=0.9 M n=0.9(0.85 f cba)(d − )
2

Where:

M u = factored moment
a = depth of equivalent rectangular block
6. Calculate “c” specified in equation 422.2.2.4.1.
a=β 1 c

Where:

c = distance from the extreme compression to neutral axis.

'
f c , Mpa β1

17 ≤ f ' c ≤ 28 0.85

28 ≤ f ' c ≤ 55 '
0.05(f c−28)
0.85 -
7
'
f c ≥ 55 0.65
 7. Check if tension steel yield.
d−c
ε s=0.003 ( )
c
If ε s ¿ 0.005, Adequate.

Otherwise, over reinforced.

8. Check Asmax
3
0.85 f ' cb ( β1 d )
8
Asmax =
fy
9. Calculate area of steel required.
C=T
0.85 f ' c ab = Asreq f y

If Asreq > Asmax , design doubly reinforced beam.

Otherwise, proceed step 10.

10. Check Asmin specified in section 409.6.1.2 then select largest Asmin.

If Asreq > As min , use Asreq.

Otherwise, use Asmin.

11. Selection reinforcement bars.

As
n=
Ab

Where:

n = number of pieces.

Take note that value of n must be round up.

 Ab = area of chosen reinforcement bar specified in appendix A of NSCP
2015.

12. Calculate Asdesign.

Asdesign = n x Ab

13. Check b min of the beam.

b min=2cc + d s+ n ¿
If b min > b, one layer of reinforcement bar.
Otherwise, add another layer of reinforcement.
14. Calculate actual effective depth, d of the beam.
d
d = h – cc -ds - ¯¿ ¿
2
Where:

cc = concrete cover specified in Table 420.6.1.3.1.

d ¯¿ ¿ = diameter of tension bar.
ds = diameter of stirrups.
15. Check the capacity of the beam.
Mu < ΦMn
Design for Doubly Reinforced Rectangular Beam

For Asreq > Asmax , steel is added to both the compression and tensile sides
to add another couple to increase the moment capacity of the beam.

1. Calculate Mn1 .
3
β1 d
3 8
Mn1 =0.85 f ' cb (β 1 d)(d − )
8 2
2. Calculate Mn 2.

Mu
Mn 2= −Mn1
0.9
3. Calculate As2.

'
Mn 2=As 2 fy(d−d )

Where:
 d’ = distance from extreme compression fiber to centroid of
compression reinforcement.
As2 = addition area of steel at tensile side.
4. Calculate As’.
Cs = Ts2
As’fs’ = As2fy
'
c max−d
If ε s '=0.003 ( ) > ε y , fs’=fy
c max
Otherwise use fs’ = 200,000 x ε s '
Where:

As’ = area of steel at compression side.

fs’ = calculated stress in steel at compression side
5. Solve for Asreq at tensile side and Asreq’ at compression side.
Asreq = Asmax + As2
Asreq’ = As’
6. Selection of reinforcement bars
As
n=
Ab
7. Calculate Asdesign.
Asdesign = n x Ab

8. Check b min of the beam.

b min=2cc + d s+ n ¿
If b min > b, one layer of reinforcement bar.
Otherwise, add another layer of reinforcement.
9. Calculate actual effective depth, d and d’ of the beam.
d
d = h – cc – ds – ¯¿ ¿
2
d ¯'
d’ = cc + ds +
2
Where:

cc = concrete cover specified in Table 420.6.1.3.1.

d ¯¿ ¿ = diameter of tension bar.
d ¯¿ ' ¿ = diameter of compression bar.
ds = diameter of stirrups.
10. Check the capacity of the beam.
 Mu < Φ ¿ Mn 2 ¿

3.2 Design of Stirrups

Beams may fail at the support due to a diagonal shear crack caused by an
excessive amount of shear loads. Stirrups are one practical solution to the beams to
minimize this effect. Also, it holds the longitudinal reinforcement bars in place.
Procedure and computations for the design of the shear is taken in Chapter 8 of the book
"Design of Reinforced Concrete, 9th Edition” By Jack McCormac and Russell H. Brown
(2013) a reference work, are listed below:

Assumption in using factored shear force, Vu at critical section located d from the
face of support for non-prestressed beams according to NSCP 2015 are listed
below:
a) Support reaction, in direction of applied shear, introduces into the end
region of the beam;
b) Loads are applied at or near the top surface of the beam:
c) No concentrated occurs between the face of the support and critical
section.
If the list conditions are satisfied, use Vu critaical.
Otherwise, use Vu max.

1. Draw shear diagram to get the value of Vumax and Vu critaical.

2. Solve for nominal shear strength provided by concrete, Vc specified in section
422.5.5.1.
Vc = 0.17√ f ' c b w d
3. Check if stirrups are required at Vucritaical, Φ=0.75 specified in table 421.2.1.
1
If Vucritaical > ΦVc , stirrups design is required.
2
Otherwise, stirrups design is not required.
4. Solve for Vsmax specified in section 422.5.1.2.
Vsmax = 0.67√ f ' c b w d
5. Solve of Vs specified in section 422.5.10.1.
 Vu critaical
Vs = −Vc
0.75
6. Check if the section is adequate from shear force due to transverse loadings.
If Vsmax > Vs, Adequate
Otherwise redesign the section.
7. Calculate required spacing, sreq specified in section 422.5.10.5.3.
A v F yt d
Vs =
s req

Where:

A v =¿area of shear reinforcement within spacing.

= no. of legs x Ab

Ab = area of reinforcement bars in stirrups

8. Check smax 1 specified in table 409.6.2.3

9. Check smax 2 specified in table 409.7.6.2.2
10. Compute the required length for stirrups that are not needed depends on the
orientation of shear diagram.
11. Tabulate design spacing begin with 50mm distance from concrete cover follow by
distance d then each 1meter of span up to computed distance that stirrups are no
longer needed.
For the researchers' discretion, a 25 mm increment of spacing for design of shear.

DESIGN OF TORSION

Beams can also experience twisting force due to eccentricity of the loads.
Stirrups in beams are designed throughout the span to minimize this effect. Procedure and
computations for the design of the torsion is taken in Chapter 8 of the book "Design of
Reinforced Concrete, 9th Edition” By Jack McCormac and Russell H. Brown (2013) a
reference work, are listed below:

1. Solve for threshold torsion for solid cross section specified in table
422.7.4.1(a).
 2
A cp
T th =0.083 λ √ f c (
'
)
Pcp

Where:

λ = modification factor of concrete specified in table 419.2.4.2

Acp = beam width x height

Pcp = 2 (beam width + height)

2. Check if torsional reinforcement is required, Φ = 0.75 specifiedin table

421.2.1
If Tu > Φ T th
3. Draw section properties and solve necessary dimensions.
 Where:

d = effective depth of concrete beam.

y = h – 2cc – ds

x = b – 2cc – ds

A oh= xy

A o=0.85 A oh, specified in section 422.7.6.1.1

Ph=2 (x+ y)

4. Check the beam cross section for adequacy specified in section 422.7.7.1.

√ (
Vu 2
bd
) +¿ ¿)

If applied < resisting, adequate.

Otherwise, redesign beam section.

5. Check for required spacing, sreq specified in section 422.7.6.1

2 A o A t f yt
Tn = cotθ
sreq

Where:

Tu
Tn =
0.75

At = area of transverse reinforcement for torsion (Area of one-legged

stirrups)
 θ=angle of incliniation of torsional crack spcified ∈section 422.7 .6 .1.2 .

6. Check Smax specified in 409.7.6.3.3, then select the lesser value.

If sreq < Smax , use sreq .
Otherwise, use Smax .
For the researchers' discretion, a 25 mm increment of spacing for design of torsion.

3.4 Design for Shear and Torsion

Av 2 At
1. Add from the formula of design of shear and from the formula of
s req s req
design of torsion.
Av 2 At
+
s req s req
A V +2 At
2. Check ( ) specified in section 409.6.4.2., the then select the
s min
largest.
Av 2 At A V +2 At Av 2 At
If + >( ) , use +
s req s req s min s req s req
A V +2 At
Otherwise, use ( )
s min

3. Solve for design spacing, s in shear + torsion in beam.

 2 Ab A 2 At
=¿ v +
s s req s req
Or
2 Ab A +2 At
=¿ ( V )
s s min

For the researchers' discretion, a 25 mm increment of spacing for design of shear +

torsion.

3.5 Design for Additional Longitudinal Reinforcement Due to Torsion

1. Solve for area of longitudinal reinforcement for torsion, Al specified in

section 422.4.6.1.
2 A o A l fy
Tn= tan θ
Ph

Where:

Tu
Tn =
0.75

θ = angle of inclination of torsional crack specified in section 422.7.6.1.2

2. Check Al min , specified in section 409.6.4.3, the select the lesser value.
If Al > Al min , use Al .
Otherwise, use > Al min .
3. Selection of bars for longitudinal reinforcement.
A
As = Astension + l design
3
A
As’ = As ' compresion + l design
3
A
Aweb = l design
3
For tension side.
As
nt = , round up.
Ab
For compression side.
As '
n c= , round up.
Ab
 For web bars.
Aweb
n w= , round up to even number.
Ab
4. Check b min to determine if longitudinal reinforcements need to add another
layer.
Take note that, ε swill no longer to be checked because the remaining force will
accommodate by torsional reinforcement.

3.6 Design of Reinforcement details

A. Minimum spacing of reinforcement specified in section 425.2.

For parallel non-prestressed reinforcement in a horizontal layer specified in
4
section 425.2.1, Clear spacing, cs shall be at least the greatest of 25 mm, d ¯¿ ¿ and d agg .
3

For parallel non prestressed reinforcement placed in two or more horizontal layers
specified in section 425.2.2, reinforcement placed in the upper layer shall be placed
directly above reinforcement in the bottom layer with a clear spacing between layers of at
least 25 mm.

For longitudinal reinforcement in columns pedestals, struts, and boundary

elements in walls specified in section 425.2.3, clear spacing between bars shall be at least
4
the greatest if 40 mm, 1.5d ¯¿ ¿, d agg.
3

B. Standard hooks, seismic hooks, cross ties, and minimum inside diameter
specified in section 425.3.
C. Development of deformed bars and deformed wires in tension, Ld
specified in section 425.4.2.
 According to section 425.4.2.1, development length Ld for deformed bars
and deformed wires in tension shall be the greater of:
a) Length calculated in accordance with section 425.4.2.2 or
425.4.2.4 using applicable modification factors of section
245.4.2.4;
b) 300 mm.
D. Development length of deformed bars and deformed wires in compression,
Ldc specified in section 425.4.9.
According to section 425.4.9.1, development length Ldc for deformed bars
and deformed wires in compression shall be the greater of:
a) Length calculated in accordance with section 425.4.9.2.
b) 200 mm.
E. Splices of reinforcement / lap splices specified in section 425.5.
Minimum Development and Splice Lengths (mm)
Bar Ld Concrete 28 Day Cylinder Strength (MPa) Compression
Size
HOO Class A Class Top Bars
K Splice= B Ld c Splice
L Ld Class A Class B
Ldh Ld Splice
Splice= Splice= 1.3 Ld
= 1.3 Ld
Ld
10 250 150 250 325 325 325 420 200 300
12 450 230 450 585 585 585 760 230 355
16 600 305 600 775 775 775 1010 305 475
20 750 380 750 970 970 970 1260 380 590
25 935 470 935 1215 1215 1215 1575 470 735
28 104 530 1045 1360 1360 1360 1765 530 825
5
32 147 605 1475 1915 1915 1915 2490 605 945
5
36 166 680 1660 2155 2155 2155 2805 680 1060
0

Note: f’c = 35MPa (5000 psi), fy = 276 MPa (Grade 40) for ∅ 12 mm and lower, and fy =
414 MPa (Grade 60) for ∅ 16 mm and higher.
3.7 Design of Column

In this section, columns are designed to perform purely axial compression,

axial compression with uniaxial bending, and axial compression with biaxial bending.
The researchers' preliminary design is a squared tied column. Procedure and
computations for the design of the column is taken in Chapter 9, 10 and 11 of the book
"Design of Reinforced Concrete, 9th Edition” By Jack McCormac and Russell H. Brown
(2013) a reference work, are listed below:

For purely axial compression:

1. Solve for design requirements, Φ=0.65 compression controlled for

tied specified in table 421.2.2.
Pu = ΦPn, specified in section 410.5.1.
2. Solve for required steel area given the preliminary dimensions of
squared tied column.
Pn = 0.80Po, specified in section 422.2.2.1.
Where:

Po = 0.85f’c (Ag – Ast) + fyAst specified in section 422.4.2.2.

3. Check the minimum and maximum steel ratio specified in section
410.6.1.1. The given conditions must be satisfied, otherwise redesign
the section.
ρmin =0.01< ρ< ρmax =0.08
Take note that for most economical steel ratio, according to
McCormac is between 1.5% to 3%.
4. Solve for minimum number of longitudinal bars.

Ast
n=
Ab
Take note that minimum number of bars for tied column are 4 pieces
and must be even number.
 5. Check for capacity of tied column.

ΦPn=0.65 ¿0.80)(0.85f’c (Ag – Ast) + fyAst)

ΦP n > Pu

6. For transverse reinforcements:

a. Ties specified in section 425.7.2
i. Minimum diameter specified in section 425.7.2.2.
For main bars ∅ 32mm or smaller
d ties =10 mm minimum
For main bars ∅ 32mm or larger
d ties =10 mm minimum
ii. Minimum spacing, s specified in section 425.7.2.1
must be the lesser of 16 db, 48 d ties or least dimension
of column.
iii. Arrangement of ties shall be followed in accordance
with section 425.7.2.3 to section 425.7.2.5.
For axial compression with uniaxial bending using interaction diagram.

1. Solve for nominal axial load, assumed compression controlled

Φ=0.65 specified in section 421.2.2.
Pu
Pn =
0.65
2. Solve for eccentricity, e.
Mn = Pne
3. Solve value of γ .
h−2 cc
γ=
h
4. Solve for Kn and Rn from the formula:
Pn
Kn=
f ' cAg
Pne
Rn=
f ' cAgh
5. Plot the value of Kn and Rn in the interaction diagram.
6. If γ does not match the value in interaction diagram, then use
interpolation in order to get an approximate value for steel ratio.
ρmin =0.01< ρ< ρmax =0.08
 7. Solve for area reinforcement bars.
Ast
ρ=
Ag
8. Solve for number of reinforcement bars.
Ast
n=
Ab
Take note that minimum number of bars for tied column are 4 pieces
and must be even number.
9. Check steel ratio for the design a steel area.
ρmin =0.01< ρac < ρ max=0.08
10. Check for capacity of tied column.
If ρac > ρ , adequate.
Otherwise, redesign section.
11. For transverse reinforcements:
a. Ties specified in section 425.7.2
i. Minimum diameter specified in section 425.7.2.2.
For main bars ∅ 32mm or smaller
d ties =10 mm minimum
For main bars ∅ 32mm or larger
d ties =10 mm minimum
ii. Minimum spacing, s specified in section 425.7.2.1
must be the lesser of 16 db, 48 d ties or least dimension
of column.
iii. Arrangement of ties shall be followed in accordance
with section 425.7.2.3 to section 425.7.2.5.
For axial compression with biaxial bending using interaction diagram.

1. Solve for nominal axial load, assumed compression controlled

Φ=0.65 specified in section 421.2.2.
Pu
Pn =
0.65
2. Design bending about weak axis, Mn’y for conservative way.
' s
M n y =( Mnx+ Mny )( )
l
Where:

s = short side of column

l = long side of column
3. Solve for nominal axial load, assumed compression controlled
Φ=0.65 specified in section 421.2.2.
Pu
Pn =
0.65
4. Solve value of γ .

h−2 cc
γ=
h
5. Solve for Kn and Rn from the formula:
Pn
Kn=
f ' cAg
Pne Mn ' y
Rn= =
f ' cAgh f ' cAgh
6. Plot the value of Kn and Rn in the interaction diagram.
7. If γ does not match the value in interaction diagram, then use
interpolation in order to get an approximate value for steel ratio.
ρmin =0.01< ρ< ρmax =0.08
8. Solve for area reinforcement bars.
Ast
ρ=
Ag
9. Solve for number of reinforcement bars.
Ast
n=
Ab
Take note that minimum number of bars for tied column are 4 pieces
and must be even number.
10. Check steel ratio for the design a steel area.
ρmin =0.01< ρac < ρ max=0.08
11. Check for capacity of tied column by Boris Bresler Method.
If ρac > ρ , adequate.
Otherwise, redesign section.
Another checking for nominal axial capacity for bi-axial bending using
Boris Breser Method.
1 1 1 1
i. = + +
Pni Pnx Pny Po
Where:

Pni = the nominal axial load capacity of the section when the
load is placed at a given eccentricity along both axis.
Pnx = the nominal axial load capacity of the section when the
load is placed at an eccentricity ex.
 Pny = the nominal axial load capacity of the section when the
load is placed at an eccentricity ey.
Po = 0.85 f ' c ( Ag−Ast ) + Astfy specified in section 422.4.2.2
ii. Pu < Φ Pni

12. For transverse reinforcements:

a. Ties specified in section 425.7.2
i. Minimum diameter specified in section 425.7.2.2.
For main bars ∅ 32mm or smaller
d ties =10 mm minimum
For main bars ∅ 32mm or larger
d ties =10 mm minimum
ii. Minimum spacing, s specified in section 425.7.2.1
must be the lesser of 16 db, 48 d ties or least dimension
of column.
iii. Arrangement of ties shall be followed in accordance
with section 425.7.2.3 to section 425.7.2.5.

3.8 Design of Footings

Presumptive load-bearing and lateral resisting values specified in section 304.2.

The Philippines National Structural Code (NSCP) 2015 specifies the allowable
bearing capacity of foundations on different kinds of soil. The presumed load bearing and
lateral resisting values listed in table 304-1 shall be used in the absence of an exhaustive
geotechnical site assessment and investigation, particularly in the absence of in-situ or
very limited testing. Given that our proposed structure is situated in front of the
integrated school building, which has pile footing as part of its structural design. The data
collected by the contractor of the said building is used for the design of footings.

According to Catro (2022) in his book principle of foundation engineering the

design of pile cap under an eccentric loading or a concentric load is based on the
following assumptions:

1. The cap is perfectly rigid.

2. Pile heads are hinged to the pile cap; therefore, no bending moment is
transmitted from the pile cap to the piles.
 3. Piles are considered as an elastic column; therefore, deformation and
stress distribution are planar.
4. Pile caps should be large enough to have a minimum edge distance of
150 mm of concrete cover.
5. Piles are embedded at least 150 mm in the cap.
6. The reinforcing bars are placed at a clear distance of 75 mm above the
pile head.
7. Depth of footing above bottom reinforcement shall not be less than
300 mm for footing piles.

Steps for design of pile caps:

1. Solving for load in each pile, Ri

Pu Mu x y i Mu y x i
Ri= + +
N ∑ y 2 ∑ x2
Where:
Pu = total vertical loads acting on the pile groups
N = the number of piles in the group
Mu x = factored moment with respect to x-axis
Mu y = factored moment with respect to y-axis
x i = distance of pile from y-axis
y i = distance of pile from x-axis
2. Depth of pile cap is not less than 600 mm.
3. Reynold and Steedman (1988) suggested that the relationship between the
diameter of pile (Dp) and thickness of pile cap (D) are listed below:
i. If Dp < 550 mm,
D=2 Dp+100

ii. If Dp ≥ 550 mm,

8 Dp−600
D=
3
4. Critical section for computing moment
Pu
R=
N
Mu=n1 R x 1 +n2 R x 2 + +n n R x n
Where:
R = ultimate load per pile
N = total number of piles
M = ultimate moment at the exterior of the column
 n1 = number of piles in first row
n2 = number of piles in second row
5. Critical section for computing shearing stress of footing
Case 1: when the critical section is between piles.
a. One-way shear
ΦVc=Vu, Φ=0.75 specified∈table 421.2 .2
Vu=n 1 R+n 1 R
1
Vc = λ √ f c bd
'
6
b. Two-way shear
ΦVc=Vu, Φ=0.75 specified∈table 421.2 .2
Vu=Pu−R
1
Vc=¿= λ √ f c bo d
'
3
Check Vc maxspecified in table 422.6.5.2.
Where:

b o = 4(column dimension, c + effective depth, d)

Case 2: when the critical section shear is within the pile diameter.
' 1 c1
R =R ( + )
2 Dp
Or
' 1 c1
R =R ( − )
2 Dp

Or

R
R’ =
2
Where:
R’ = reaction on piles where critical section falls

c 1 = dimension of column

6. Arrangement of reinforcements
a. Determine if the section is tension-controlled or transition.
 459 2
ΦMnt = β 1 f ' cb d ¿)
1000
If Φ Mnt > Mu, then tension controlled, Φ=0.9 specified in section
421.2.2 proceed to step ii.
If ΦMnt < Mu, then transition region, proceed to step iii.
b. Solve for As for tension controlled.
Mu = ΦRn b d 2

ρ=
0.85 f ' c
fy
As = ρbd
(1− 1−
√ 2 Rn
0.85 f ' c
)

c. Check Asmin Check Asmin specified in section 409.6.1.2 then select

largest Asmin.

If Asreq > As min , use Asreq.

Otherwise, use Asmin.

d. Selection reinforcement bars.

As
n=
Ab

Where:

n = number of pieces.

Take note that value of n must be round up.

Ab = area of chosen reinforcement bar specified in appendix A of NSCP

2015.

e. Solve for spacing, s.

L−2 ( 75 )−20
s=
n−1
s
f. Check max specified in 4007.7.2.3
smax =3 h
smax =450 mm
If s > smax , use s
Otherwise, use s max
g. Check clear spacing, cs, then select minimum,
 a. 25 mm
b. db
4
c. d
3 agg
h. Check bmin
bmin = 2cc + n(db) + cs (nb-1)

Figure 3.8-1
Design of Footings

3.9 Cost

The procedure for estimating the price of the suggested three-storey carpark
entails the assessment of the project's viability and extent, during which the architectural
and estimates for structural components are required. In order for calculations to be
precise and reliable, Max Fajardo's 1995 book Simplified Construction Estimate will be
used and shall be restricted to the following approximations of the calculations:
 1. Cost of labor and equipment used in backfilling and excavation
projects.
2. Cost of materials, labor, and equipment used in concrete projects.
3. Cost of materials, labor, and equipment used in steel reinforcement
works.
4. Cost of materials, labor, and equipment used in masonry works.
5. Cost of materials, labor, and equipment used in formworks.
6. Cost of materials, labor, and equipment used in painting works.
7. Cost of materials, labor, and equipment used in tile works.
8. Cost of materials, labor, and equipment used in doors and
windows.
9. Cost of materials, labor, and equipment used in plumbing works.
10. Cost of materials, labor, and equipment used in for steel works.
11. Cost of materials, labor, and equipment used in electrical works.
12. Subtotal cost and total project cost with vat included.
The researchers estimated cost per square meter is ₱ 30, 000.00 as per guidance of
others professional engineers.