CHAPTER I

THE PROBLEM AND A REVIEW OF RELATED LITERATURE AND

STUDIES

1.1 INTRODUCTION

Transport terminals are at the very center of critical issues in economic,

political,urban, and other geographic subfields, and deserve much more attention.
Terminals plays a vital role in developing country imagine the world without
terminals, increase in volume of passengers, increase in volume of the vehicles one
cannot fully appreciate how globalization works without understanding how terminals
operate as the linchpins of global
economy. [1]

According to the book “The Geography of Transportation Systems”

Transportation, Economy and Society Transport systems are closely related to socio-
economic changes. The resilience of people and levels of territorial accessibility are
at the core of this relationship. Economic opportunities are likely to arise where
transportation infrastructures are able to answer mobility needs and insure access to
markets and resources.

Transportation in urban areas is highly complex because of the modes

involved, the drove of origins and destinations, and the amount and variety of traffic.
Traditionally, the cynosure of urban transportation has been on passengers as cities
were viewed as locations of utmost human interactions with intricate traffic patterns
linked to commuting, commercial transactions and leisure/cultural activities.

Since transportation is such an imperative part of contemporary society,

equipped for delivering noteworthy advantages, yet offering ascend to many negative
externalities, proper approaches should be contrived to expand the advantages and
limit the burdens. [2]

Steel is an adaptable building material, which has prompted its consideration

in about each phase of the development procedure from framing and floor joists, to
roofing materials. Here are a portion of the principle benefits that make auxiliary steel
such a solid decision.

In a study conducted by American Institute of Steel Construction, In 1980, 10

man-hours were required to produce a single ton of steel. Today that same ton of
structural steel requires substantially less than a single man-hour." Thus, these cost
savings can be being passed on to the consumer.

Time is very important in every aspects of life but here in design of steel time
is equaled by money. But it seems like this millenial era of ours has made it so that
every clients wants their building to come in under budget and ahead of schedule. In
addition to project time and budget issues, a faster construction timeline also reduces
the amount of time your construction project impedes traffic, affects the flow into and
out of surrounding businesses and any water or utility disruptions to nearby buildings.
[4]

According to Steel Recycling Institute 80 million tons of steel are recycled

each year, making it the world's most recycled product. Since 1990, the steel industry
has reduced energy intensity per ton of steel produced by 28% and CO2 emissions by
35% per ton of steel shipped. Reductions in energy use and CO2 emissions are
rapidly reaching the limits defined by the laws of physics. Steel is one of the most
sustainable building materials in the world. The steel industry has embraced a
common sense approach that reducing its impact on the environment is not only the
right thing to do, but it also makes economic sense. [5]
 Steel structures' relatively unrivaled capacity to withstand high breezes,
overwhelming snow burdens, fire and seismic exercises, joined with their protection
from nuisances and rot, insurance companies frequently offer lower premiums on
approaches guaranteed for metal structures. Faster construction times implies less
fewer installments to the loan specialist, who commonly necessitates that intrigue
installments are made through the length of the construction process.

Plastic Design and Analysis. Using this method safer structure may result
because of the flexibility to the designer in design methodology. Plastic Design
approach provides the basis for a more rational , refined design method and
considered behavior at collapse. A structure under this design could sustain any
activity that would test its limit in any circumstances and remain fit for its use.

Plastic Design give more economical design than ASD because it permits the
designer to make a more accurate estimate of the maximum load that a structure can
support by utilizing the material strength to the fullest possible and every type of
load may be given different factor of safety depending upon its probability of
overload, number of occurences and changes in point of application unlike Allowable
Stress Design (ASD) service loads were only considered and same factor of safety is
use in different loads. When plastic design procedure is used the designer could save
up to 11.7% in steel as compared to ASD.

As time past by changes in economy and environment may occur.

Development in infrastructure may be considered to prevent any problems in a certain
place. [7]

According to Atty. GP Santos to clog the traffic in Mega Mega manila it is

recommend that transport intervention should be develop and improvement of
terminals must be done. [7]
 In this concern, the researchers would like to design an economical and safe
centralized transport terminal with the use of appropriate materials, Plastic design,
and Ultimate Strength Design that could help the possible problems regarding the
transport, safety and convenience of the commuters.

The study intends for the seven jeepney transport services around
Dinalupihan, Bataan that would be gathered to provide an efficient and convenient
transportation experience to all employees, residence and commuters entering and
exiting Dinalupihan, Bataan. Public utility types of vehicles could be accommodated
including eight provincial tricycles.

1.2 BACKGROUND OF THE STUDY

Dinalupihan is a 1st class municipality in the province of Bataan, Philippines
is located 95 kms. East of Manila and can be reached through the Olongapo-Gapan
route via the North Luzon Expressway. The town has a total land area of 9,252.73
hectares representing 6.69% of the total land area of Bataan. It is composed of 46
barangays with a total population of 106,371 (In the 2015 census). [6] The heart of
the town of Dinalupihan, Bataan shown in Figure 1.1
 Figure 1.1 Heart of the town

There are total seven registered jeepney associations in the town of

Dinalupihan with 8 todas in Dinalupihan Common Terminal (DCT). By the spares of
the jeepney terminals, as shown in Figure 1.2. It affects the convenience and most the
safety of commuters. These may lead also to misdirection of some commuters that
may visit the town.
 Figure 1.2 Location of the seven jeepney terminals

Due to these information and effect to the populace of the town , the
researchers will design a centralized terminal to increase the economic efficiency and
give a convenient & safe travel experience to the commuters and community of the
town of Dinalupihan, Bataan. The proposed design is a two-storey steel centralized
terminal that will accommodate all the 7 jeepney terminals and 8 todas in the said
area
1.3 OBJECTIVES OF THE STUDY
The study endeavors to design a safe and economical public jeepney terminal
that will benefit the economy in the said area. (Dinalupihan, Bataan)
The specific objectives are:

1. To assess the drivers and commuters condition.

2. To provide structural design computation of terminal using Plastic Design
& Analysis and Ultimate Stress Design (USD) that responds to the needs of
the people relative to convenience, economic efficiency, effective safety &
security.
3. To determine the cost and capacity of the terminal

1.4 SIGNIFICANCE OF THE STUDY

The study findings would redound to the benefit of the society considering the
terminals that play a major role in our everyday lives. By constructing this it will help
the economy of the town and easily for the commuters to find the designated location
of the terminals.
It also responds to the needs of people relative to convenience, economic
efficiency and most important the safety of the people. Convenience

1.5 SCOPE AND LIMITATIONS

Due to spares of the terminals, unsafety and inconvenient travel experience in
the town of Dinalupihan led the study to become useful to the commuters and drivers
by designing an economical and safe two-storey steel centralized terminal. The
analyses for the propose structures are structural and seismic. The design method the
researcher will use are Plastic Design&Analysis for steel members and Ultimate
Strength Design (USD) for concrete members. The survey intends for the jeepney
drivers and commuters around Dinalupihan. The estimated structural cost will show
excluding electrical, plumbing and mechanical plans were not provided in this study.

The proposed design are intended for all the seven registered jeepney
association and only eight tricycle terminals inside Dinalupihan Common Terminal
(DCT) are included. The soil bearing capacity used was based on the data given by
the Municipality Engineer. The maintenance plan for the structures and rerouting the
jeepneys where not included in this study.
1.6 CONCEPTUAL FRAMEWORK

ANALYSIS OF
STRUCTURE
GATHER
DATA

CONDUCT
SURVEY
STRUCTURAL
ANALYSIS MEMBERS
OF DATA
& SURVEY DESIGNING

PLANNING
EVALUATION

S U
N
A S
ARCHITECTURAL
F A
WORKS E F
E

FRAMINGS OF
APPROVE REDESIGN
STRUCTURE

LOADS
DETERMINATION
1.7 DEFINITION OF TERMS
Where the following terms appear in this research they shall have the meaning
herein indicated:

Terminal- Any area where cargo and travelers either begins, ends, or is dealt with
in the transportation process. It is a focal and middle of the road areas
in the developments of travelers.
Association- The term will mean the affiliation or association of the jeepneys and
tricycles working in the investigation region.
PUJ- Public Utility Jeep (PUJ) the most prevalent methods for open
transportation pervasive in the Philippines.They are known for their
swarmed versus seating and kitsch enrichments, which have turned into
a wide spread image of Philippine culture and crasftsmanship.
Plastic Design – Is characterize as a the examination in which the criteria for the plan
of structures is definitive load. We can characterize it as the
examination inelastic material is considered past as far as possible.
Plastic examination gets from basic mode disappointment in which
plastic pivots frame.
Centralized- To bring things together in a better place or accommodate all at a
solitary point or place.
Terminal Lounges- a certain part of establishment where vast amount of people use
it doing anything they want while waiting.
Passenger - a voyager on an open or private transport other than driver, pilot, or
team.
Steel - A hard, slid dim or somewhat blue dark compound of iron with carbon
and normally different components, utilized as a basic and creating
material.
 CHAPTER II
METHODOLOGY

The research method applies a Qualitative and Quantitative approach. The

Qualitative research was used to gain an understanding of fundamentals reasons,
issue, opinions and motivations that provide perception into the problem. The
Quantitative research was used to quantify the problem by way of generating
numerical and word data that can be a guidepost to transformed an operable statistic.

2.1 DATA GATHERING

The researchers gathered data from different relevant sources. First datum
were gotten from personal and survey to the drivers and commuters that provided
deep understanding mechanism of Terminal situation into the area. Second datum
were collected from municipality of Dinalupihan, Bataan and Land Transportation
Franchising and Regulatory Board (LTFRB) to provide necessary information for the
design of the objectives.

2.2 SURVEY AND DATA ANALYSIS

The researchers conducted survey by open-ended questions, and personal
interview around Dinalupihan, Bataan to get real feedback about the proposal of the
centralized terminal that may help the researcher to understand briefly the study. The
total numbers of registered jeepneys were obtained from LTFRB and numbers of
tricyle that are registered were collected from the Municipality of Dinalupihan,
Bataan.
All data that gathered were analyze by the researcher to provide the necessary
structural design that suits to answer the problem that the drivers and commuters were
experiencing.
2.3 PROJECT WORKING DRAWINGS AND STRUCTURAL PLAN
The details of the architectural plan and the structural framing plan were
properly labeled. (See Appendix A.)

2.4 ANALYSIS OF STRUCTURE

The Plastic Design and Analysis method was used for the steel terminal such
that provisions under the National Structural Code of the Philippines 2010 were put
into considerations. Minimum design requirements for the structural design together
with the proper load factors and combination were considered in accordance to the
specification of the NSCP.
The Plastic Design of steel or reinforced-concrete structural frames which
depends on the preassumption that plastic pivots shape at points of utmost bending
moment. The method in which the analysis for loads is also performed considering
the collapse mechanism of the structure is known plastic design.

GRASP software was used for the analysis of the structure in determining the
maximum moment, the axial loads and support reactions

2.4.1 Dead load

Dead load was a fixed position gravity service load known as static
loads because it acts continuously towards the earth when the structure is in
service. Those predominantly associated with the weight of the structure itself,
and remain stationary and relatively constant over time. Dead loads may
include the weight of any structural elements , permanent non-structural
partitions, immovable fixtures, roof covering, electrical conduit, air-
conditioning and heating ducts, floor covering, suspended ceilings and pipe:
that is, all items that remain throughout the time. These loads are based and
 computed from the set of values from Table 204-1 (Minimum Densities for
Design Loads from Materials) and Table 204-2 (Minimum Design Dead
Load).

Dead Loads Considered

Table 2.2.1 Dead Load for the Establishment
EE and ME Ducts 0.3 kPa
Finishing 1.53 kPa
Walls and Partitions 1.88 kPa
Ceiling 0.196 kPa
Windows, Glass, Frames and Sash 0.38kPa
Miscellaneous 0.10 kPa

Table 2.2.2 Dead Load for the Jeepney Terminal

EE and ME Ducts 0.3 kPa
Finishing 1.53 kPa
Ceiling 0.196 kPa
Miscellaneous 0.10 kPa

Table 2.2.3 Roof Dead Load for the Bus Terminal

EE and ME Ducts 0.3 kPa
Finishing 0.15 kPa
Appurtenances 0.9 kPa

2.4.2 Live load

Also known as imposed loads, are not permanent or temporary,
changeable and dynamic. Live load includes vehicle traffic, furniture, other
equipment, stored goods and human occupants. The intensity of these loads
 may vary depending on the time of day. Gravity loads act when the structure
was in service, but varying in magnitude and location, are termed live loads.
These loads are based and computed from the set of values from Table 205-1
(Minimum Uniform and Concentrated Live Loads) and Table 205-2 (Special
Loads).
Live Loads considered for the establishment
Category # 17 (Reviewing stands, etc.) = 4.8 kPa

Live Load considered for the Jeepney Terminal

Category # 9 (Garages- General Storage) = 4.8 kPa

Live Load Considered for the

Terminal

Live Load = 1.5 kPa

2.5 Design Procedures

All the design procedures were based from the AISC Specifications for Steel
design and ACI for the concrete design.

2.6 Ultimate Strength Design of Slab

The researchers used Ultimate Strength Design (USD) as a design
specification for slabs. USD often shortened to tensile strength, the capacity of a
material or structure to withstand maximum stress or loads tending to elongate. As
opposed to compressive strength, which withstands loads tending to reduce size. The
process for design specification for slabs is USD. First, determine the design
constants such as wc, f’c , fy , Live Load (LL), and Dead Load (DL). Second,
determine the thickness of the slab. Lastly, identify the types of slab. Using the
GRASP Analysis Software, Ultimate Moment Capacity can be determined. Solve for
𝝆𝐟𝒚
the Tensile Steel Ratio ρ by the formula of Mu= 𝝓𝝆𝐟𝒚 𝒃𝒅𝟐 (𝟏 − ) where:
𝟏.𝟕𝒇′ 𝒄
 Mu = Ultimate moment capacity
fy = Yield strength
f’c = Concrete compressive strength
b = base of the section
d = effective depth of the section
𝜙 = 0.90
Then check if ρ gover, ρmax> ρ> ρmin.
Tensile steel area required can be solved by the formula As= ρbd and the spacing
𝑨𝒃 𝒙 𝟏𝟎𝟎𝟎
of the bars, S= . Then determine the number of steel bars by the formula
𝑨𝒔𝒕

𝑨𝒔 𝝅 (𝒅𝒃 )𝟐
N = , where Ab = . Design the shear connectors by 𝑽𝒉 =
𝑨𝒃 𝟒
𝒃𝒇𝒕(𝒕𝒇)(𝑭𝒚)+𝒉𝒕𝒘𝑭𝒚+𝒃𝒇𝒃𝒕𝒇𝑭𝒚+𝒃𝒄𝒑𝒕𝒄𝒑𝑭𝒚
and Q= 0.5Asc√𝒇′𝒄𝑬𝒄 < RgRpAscFu. Then Get
𝟐
𝑽𝒉
the Number of shear studs N= .
𝑸

2.7 PROCEDURES OF PLASTIC DESIGN

Due to the information gathered by the researchers, to have more accurate and
economical design in steel structure Plastic Design must use. It helps the designer to
make more accurate estimate of maximum load that a structure can support. The
groundwork for designing a successful members are legitimate formulas, with design
criteria familiarity, and following details of the National Structural Code of the
Philippines (NSCP) 2010 Edition.

2.7.1 Plastic Design of Purlins

a. The estimated structural loads by load factor (Section 514.1 of
NSCP) must multiply.
b. The normal and tangential plastic moment computation.
 c. The required section must furnishes by selecting a section (
Z=Mp/Fy).
d. Compute the weight of the beam and additional loading.
e. Compactness must be check (see section 506.2 of NSCP).
f. Width-thickness ratio must be check ( see section 514.7.1 of
NSCP).
g. Depth-thickness ratio ratio must be check ( see section 514.7.1 of
NSCP).
h. Including the weight of the purlins recompute the normal and
tangential plastic moment.
i. Interaction equation must be check (see section 508.2.1 of NSCP).
j. Shear must check (see section 514.5.1 of NSCP).

2.7.2 Plastic Design of Beams

a. The estimated structural loads by load factor (Section 514.1 of
NSCP) must multiply.
b. Plastic moment computation
c. The required section must furnishes by selecting a section (
Z=Mp/Fy).
d. Local Buckling must be check (see section 514.7.1 - 514.4 of
NSCP).
e. Lateral Buckling must be check (equation 514-9 and 514-10 of
NSCP).
f. Beam shear must check (equation 514-6 of NSCP).
2.7.3 Plastic Design of Colums
a. Design criteria must establish
b. The maximum plastic moment must be determine.
c. Trial section must select (Z=Mp/Fy).
d. Slenderness ratio must check
e. Column axial load and bending moment must check.
f. Local Buckling must be check (see section 514.7.1 - 514.4 of
NSCP).
g. Lateral Buckling must be check (equation 514-9 and 514-10 of
NSCP).
h. Shear must check (equation 514-6 of NSCP).
2.8 Design of Purlins flow chart

START

DESIGN CRITERIA MUST ESTABLISH

FOR WIND LOAD

U=1.3(DL+LL+WL)

FOR EARTHQUAKE IS THE U=1.7(DL+LL)

LOAD STRUCTURE
U=1.3(DL+LL+EL) Yes SUBJECT TO No
WIND or
EARTHQUAKE
LOAD?

SOLVE FOR THE MAXIMUM

PLASTIC MOMENT

Zreq. = Mp
Fy

ASSUME A TRIAL SECTION

Zsupplied > Zrequired

Try another
section higher No If Yes
in radius of kL < 200
gyration r A
Check for compactness

If
bf < 170
2tf √Fy
d < 1680
tw √Fy
V. REFERENCE

[1] Goetz, A.R. and J-P Rodrigue (1999) “Transport Terminals: New Perspectives”
(7:00pm -01/04/18)
[2] “The geography of transport system” 4th edition. Jean-Paul Rodrigue (2017), New
York: Routledge, 440 pages. ISBN 978-1138669574 (8:35pm-01/04/18)
[3]http://www.tii.ie/tii-library/land-use-planning/Transport-Assessment-
GuidelinesMay2014.pdf (10:30pm-01/04/18)
[4]https://www.whirlwindsteel.com/blog/bid/407580/7-advantages-of-structural-steel-
frame-construction (12:14am-01/05/18)
[5] https://www.steelsustainability.org/construction (7:45am-01/05/18)
[6]https://www.bataan.gov.ph/goverment/city-municipalities/dinalupihan/ (8:56am-
01/05/18)
[7]http://manilastandard.net/news/national/263606/government-to-build-new-
integrated-bus-terminal.html (10:47am-01/05/18)