College of Engineering and Design

SILLIMAN UNIVERSITY
Dumaguete City

A Proposed Three-Storey parking building

for Mr. and Mrs. Sapuan Located at Valencia, Negros Oriental

In Partial Fulfillment of the

Requirements in CE 41
CE Project I

Submitted by:
Alde, Arvin Clifford
Ferrolino, Kurthoven
Miranda, Paulo Eugene
Macayan, Karl Zam
Sapuan, Leonel

Submitted to:

Dr. Tessie A. Cabije

Project Adviser/Teacher

October 2022

CHAPTER 1

Introduction
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Every Sunday early morning there is a thing called “Paunayan sa Valencia” or “Sunday

market sa Valencia” which attracted a lot of people from a far. Tourist or locals have come to see

and explore this once a week occurrence to the point that the Valencia plaza gets rowdy and

crowded. Sunday is also a day of worship for a lot of people therefore adding more foot traffic

near the plaza because there is a church located near the plaza thus the need for more parking

spaces. As the popularity of this “Paunayan sa Valencia” or “Sunday market sa Valencia” grows

the need for parking space also grows and also during November 1 and 2 parking space was

sought after due to a lot of people wanting to go to the cemetery thus, the designers propose a

parking building.

A parking building is a building designed for cars/motorcycles parking where there are a

number of floors or levels on which parking takes place. It is essentially a stacked car park. It is a

parking space inside a building intended for short-term storage for vehicles. The design of a

multilevel parking garage can vary in different styles depending on the lot and the needs of that

specific place. The most common design is a garage with ramps to move from different floors

while the less common are parking garages that use lifts to go from floor to floor. Parking

buildings apply multiple access and exit systems to avoid traffic congestion in and out of the

building.

In Dumaguete, one of the main problems here today in the road system is parking. That is

why road widening is frequently happening and no more parking in the national highway was

declared to help lessen the load of traffic here in Dumaguete. In relation to Valencia, specifically

on Sundays the road would become too busy and congested that would make tourists and even

locals not want to go due to traffic. Making a parking building so important and two main

reasons why parking is an important part of the transportation system: first, every starting and
 3

end of a car’s trip is a parking lot. Secondly, 95% of the car’s lifetime is spent on parking. The

Philippines have experienced a substantial growth that led to the increase in demand for

residential, commercial and office spaces.(Barter, 2013)

This rapid growth invited more vehicles that produced a sudden need for more parking

spaces. The lack of well-organized and authorized off-street parking facilities causes more illegal

parking thus resulting in traffic chaos, congestion delay and accidents due to on street parking.

As the number of vehicles increases the lack of parking spaces also increases. Parking has

become a controversial issue with traffic congestion and environmental degradation due to

constant and uncontrolled enlargements to date. (Bull, 2004)

Due to limited parking space, and the increasing number of vehicles every year, and

considering its consequence on the transport system and Valencia being a hotspot for tourists

over the past few years, the more illegal parking will occur, thus the demand for parking space

increases. Hence, the proposed site of the 3-storey Parking Building near Valencia Plaza. It is

accessible to park in this area because it is near the national highway that leads to the proposed

site and making the Valencia Plaza a walking distance which is where the tourist hotspot is. This

site will also make the cemetery a walking distance from the parking building during the time of

all souls day would be very useful.

1.1 Statement of the Problem

The main objective of this study is to design a three-storey parking building in

Barangay Jawa,Valencia, Negros Oriental?

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For the reason, it seeks to answer the following questions:

1. What is the architectural design of the structure?

2. What are the forces that affect the structures as to:

a. Dead Load?

b. Live Load?

c. Wind Load?

d. Seismic Load?

3. What is the design of the structural members as to the:

a. Slab?

b. Beam?

c. Stair?

d. Column?

e. Footing?

4. What is the estimated cost of the project as to:

4.1 Direct Cost

a. Materials
b. Equipment
c. Labor Cost
4.2 Indirect Cost

a. Supervision
b. Administrative

5. How long will the construction of the project take?

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1.2 Objectives

The designers intend to accomplish the following:

1. Provide architectural design of the structure

2. Identify the forces that affect the structures as to:

a. Dead Load

b. Live Load

c. Wind Load

d. Seismic Load

3. Give the design of the structural members as to the:

a. Slab

b. Beam

c. Stair

d. Column

e. Footing

4. Supply the estimated cost of the project as to:

4.1 Direct Cost

a. Materials
b. Equipment
c. Labor Cost
4.2 Indirect Cost

a. Supervision
 6

b. Administrative

5. The duration of the project from start to finish

1.3 Limitation and Delimitation of the Study

This research or comprehensive project design focuses on designing a parking building,

this study does not include mechanical plans and only consist of the structural plans to be design

with the aid of a structural analysis and design software or STAAD, architectural plans, as well

as its plumbing plans will be done using a computer aided drafting design software or AutoCAD.

In terms of what vehicles are allowed to park, the designers decided to only allow 4-wheeled

vehicles, and prohibits vehicles such as motorcycles or tricycles including any large cargo trucks

that exceeds 4-wheels this include any type of public utility vehicle on the said parking space,

other types of land transportation are prohibited to park.

1.4 Significance of the Study

Parking has a significant impact on the design of livable communities, but this influence

is frequently overlooked and its worth is not fully appreciated. Parking needs more consideration

than it generally receives because of its impact on the look, feel, and flow of our communities.
 7

Parking is one of the largest single land uses in municipalities. There is a lack of accessible, easy

parking nearby businesses in many locations in our region. A parking building is a preferable

solution because it maximizes parking within a small land area which can result in less traffic

and congestion problems.

This study provides valuable information on how a 3-storey parking building is designed

and its relevance to the field of engineering. The following will be the beneficiaries of the study:

For the vehicle owners, a parking building may allow them to have assurance when

parking their vehicles. It could be an aid for them to park their vehicles comfortably and not

worry about the safety of their vehicles.

For the commuters, a parking building could aid commuters in reducing travel time to

their destination because less traffic would be produced by off-street parking.

For the community, a parking building could help to bring in more visitors as it provides

a convenient and safe place for their vehicles.

For the designers, the study would provide valuable knowledge on designing a parking

building which will be of valuable use for their future constructions when they become

successful Civil Engineers.

For future researchers, the results of the research may be a basis of future studies.
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1.5 Definition of Terms

Architectural design is a notion that emphasizes the parts or constituents of a structure.

Beam a long, sturdy piece of rectangular concrete spanning a part of a building, usually to

support the roof or floor above.

Column is an upright square pillar made of concrete, supporting the loads from the floors above

it.

Dead load is a constant load in a structure that is due to the weight of the members, the

supported structure, and permanent attachments or accessories.

Live load is the weight of people, goods, or vehicles in a building.

Seismic load is one of the fundamental ideas in earthquake engineering and refers to applying

the agitation caused by an earthquake to a building structure or a model of one. It occurs at a

structure's contact surfaces with the earth, with nearby structures, or with tsunami gravity waves.

Slab is a large, thick, flat piece of concrete, typically rectangular.

Ramp is a slope or inclined plane for joining two different levels, as at the entrance or between

floors of a building.

Wind load is the force on a structure arising from the impact of wind on it.
 9

CHAPTER II

REVIEW OF RELATED LITERATURE AND

STUDIES

This chapter contains different studies and literature that are done in the past from different

authors from local or foreign origins.

Building or constructing is a very old human activity. It started with the simply practical

requirement for the effects of any climate to be moderated by a controlled environment. Built-in

shelters were one. Means by which humans were able to adapt to a wide range of climates and

environments.

A multi-storey parking building is essentially an indoor parking space which is dedicated

for certain types of vehicles that will be used by vehicle owners to park their vehicle, which

serves protection from strong rains, scorching heat from the sun and more that can potentially

damage your vehicle. This as well help loosen up the traffic for some other vehicle owners that

don't have any parking space in their property and decided to park on the roadside, which will

lead to traffic congestion.

Literature

Parking structures are generally classified as either “static” or “automated.” The

automated parking is more common in Europe while static is the most prevalent type of parking

structure in the United States. The two types of ramps that can be used are straight ramp and
 10

curved ramp. Five types of layout that can be used in traditional parking structures include

parallel packing, perpendicular/ angle 90°, angle 60°, angle 45° and angle 30°. The floor level

system can be flat on the same floor, can be split level or staggered floor systems or sloping floor

systems. (Dahane 2015)

Terminal facilities form an integral part of any transportation system. Traffic

usually travels towards a destination and the vehicle must be parked while some business, public,

recreational or servicing, is transacted. Failure to provide suitable parking facilities can result in

congestion and frustration, ultimately leading to the decline in the importance and value of areas

considered at present to be most desirable for the day-to-day business of a city by its inhabitants.

As a general rule, increase in vehicle ownership results in increased parking demand. (Dr. S.K.

Sharma 2008)

There are a variety of multi-story parking building configurations available for the

design element. featuring various deck and ramp configurations. The decision made about the

arrangement will be based on the site's general form and vehicle park size. Regarding the

purpose for which the parking building is designed. Initially, consider the planned dimensions.

You take into account the ramp size, bay and aisle widths, planning grid, and alignment lines.

barriers to exit, distances to escape routes, and travel times from the car to location, safety,

visibility, space restrictions, availability of lifts, and payment mechanism in addition to.

Studies

According to Weterings (2013), Parking regulates mobility; provides services to

users; shapes the urban environment; and is a source of revenue for government and market
 11

parties. Parking activities are located in the public domain (on‐street) and private domain (off‐

street) in garages, areas or near walkways.

Parking facilities, as elements of the built environment, provide users with spaces for

their cars near their destinations. As a result, it affects urban planning, spatial use, the

convenience of transportation and sustainability of the city is growing.

Recently, attention is growing on sustainability in relation to parking. As a result,

the parking industry and government are embracing a large number of developments ranging

from sustainable innovations to environmental policy in the context of parking. The focus in this

research lies with recent developments in the context of sustainable parking.

The use of most major streets in Metro Manila are not properly monitored and managed

especially with regards to on-street parking thereby reducing the capacity of the road and even

could cause accidents. On-street parking slows down and impedes vehicles and disrupts the flow

of traffic, especially parking along the street. Lim, Hallare and Briones (2012).

By understanding the effects as well as the relationship of on-street parking on moving

vehicles, this could provide a better means of measuring the capacity of the road. On-street

parking should not be allowed on roads with high vehicular demand while on-street parking

should be allowed on roads with less vehicular demand. This would also benefit a lot of people

especially those who bring their vehicles to work and to other places since it would provide a

better vehicular flow as well as reduce the number of accidents with regards to on-street parking.

Ermita-Malate and Makati Central Business District (CBD) are the center of business and

commerce in the Philippines. On street parking is rampant in Ermita-Malate even in areas that do
 12

not allow it including some national roads, public utility vehicle routes and loading & unloading

areas. In Makati CBD, on-street parking facilities are also widely used particularly for short-term

businesses. Parking management is crucial for an efficient use of available parking resources.

The main objective of this study is to compare the on-street parking management between the

two study areas. The two study areas were surveyed in order to identify the establishments and

institutions within the district as well as its current on street parking conditions. Bulactial, Dizon,

Garcia and Valdez (2013).

From the data gathered, it was found out that Ermita-Malate actually has existing

parking ordinances but these are not properly implemented. From the existing ordinance in

Makati, several recommendations were made for Ermita-Malate, specifically the three hour

parking limit. This recommendation was done to maximize the use of the on-street parking

facilities. An on-street parking map was generated for the Ermita-Malate area to serve as a guide

for motorists to determine the proper on-street parking areas.

A previous project by a group of researchers concludes that parking problems and traffic

management issues in Nigeria and other similar countries which is leading to time delays and

traffic congestion are as a result of inadequate parking space, traffic signs/signals, indiscipline,

encroachment of illegal activities at car parks etc (Osuba, 2012). This is why new innovations

and technology need to showcase more e to help address this issue and reduce some of the

constraints on traffic management systems of urban centers and also help improve their parking

system. One of these innovations is the introduction of the multi storey car park structure. The

ramps are located inside or outside the building and can be curved or straight. Helical ramps

allow faster traffic than straight ramps. The parking access lanes must run along the parking

spaces. Distances in the exit direction should be as short as possible. The ramp slope must be less
 13

than 15%, ideally below 12% (Arcelormittal, 1996 there is more evidence demonstrating multi

storey car parks as the most sustainable and educated solution in any urban cities, not just

developing countries such as Sudan. It showcases the best use of land and resources for a better

city layout and more space for initial structures.

Travel behavior in urban areas is determined by people’s daily activities, spatial

organization and the built environment (Cervero and Duncan, 2006, Krizek, 2003, Naess, 2011,

Naess, 2012, Næss, 2005, Næss, 2006, Zhang, 2004, Miller and Ibrahim, 1998, Krizek, 2003,

Zhang, 2004, Cervero and Duncan, 2006). Ewing and Cervero (2010) conducted a meta-analysis

on the built-environment-travel literature and found that population and job density only have

small effects on travel behavior. However, Naess (2012) has surveyed the results from urban

form and travel behavior in a Nordic context and concluded that the Nordic studies show

stronger effects of density on travel behavior.

Built environment is a term that potentially can consist of a multitude of different aspects.

Especially, residential location has received much attention. For instance, people living in the

outer parts of a city travel significantly more by motorized transport compared to people living in

the city center (Engebretsen and Christiansen, 2011). Also, location of workplaces and retail is

regarded as a key factor. People working in the central parts of the city have lower car use and

higher share of people traveling by foot, cycle or public transport compared to people working in

less central areas (Christiansen et al., 2015). Also, most studies have focused on density at the

local scale (Naess, 2012), but also the population density at the city scale has been analyzed

(Newman and Kenworthy, 1989). In summary, car use is lowest in densely built-up large urban

areas, areas close to city centers, and areas in which a high number of people work. In addition,

public transport services and the use of restrictive measures influence mode choice. In a
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Norwegian context, Engebretsen and Christiansen (2011) documented that car use is greatest in

small and medium sized urban areas, particularly if they are less self-sufficient in terms of jobs,

shopping and services.

Also, other factors influence travel behavior. Sex, age, household structure and income

have significant impacts on mode of travel (Dieleman et al., 2002). Families with children,

higher income and age are factors that are associated with higher car use.

The researchers Aliwalas and Samson (2012) came up with a solution to build a two-

storey building with a basement to eliminate the need for on-street parking near Victoria and

Murallasteets and this would minimize the traffic crisis in the area. The car park has a total of

285 slots for cars and 75 slots for motorcycles with security personnel, closed-circuit television

(CCTV), comfort rooms and a vertical garden on the rooftop. Due to limited space and the height

requirement of the Intramuros Administration, it was decided to put a basement on the structure

to maximize the space.

Surface parks consume too much of the precious land in the heart of the city and are not,

therefore, always feasible. One of the alternatives when land is costly is to provide multi-storey

car parks. Multi-storey car parks are designed for a capacity of about 400 to 500 cars. Larger

capacity tends to increase the time for unparking a car. About five floors is also the upper limit

for the same reason. The car parking floors, the ramps, the entrance and the exits should be well

lighted. If the garage is without external walls, as is often the case, there is no need for artificial

means for ventilation. Otherwise, mechanical ventilators should be provided. The operation of

the multi-storey car parks can be with customer parking or attendant parking or a combination of

the two. Gupte (2014).

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Transportation and economic problems are effects of the undersupply of parking. The

undersupply of parking may encourage on-street parking, worsen traffic congestion and limit

socio-economic activities in the area. Minimum parking requirements address problems

associated with an undersupply of parking. Minimum parking requirements require developers to

construct a minimum number of parking spots, depending on the zone and type of development.

Minimum parking requirements are implemented to ensure that there is parking within a

reasonable distance of a driver’s final destination.

Design Criteria

Indicating the design criteria was done before analyzing and designing the building. The

following criteria provided the designers the basic information needed for basis of the design:

1. Occupancy – determined the loads to be carried by the specified occupancies for the

building.

2. Site Conditions – determined the loads allowable for the soil on the site.

3. Location – determined the possible loads the building would encounter based on its

location.

4. Finishes – determine the values for permanent loading.

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CHAPTER III

METHODOLOGY

3.1 GENERAL METHODOLOGY

In accordance with the project at hand, limitations were then set in designing a three-storey
parking building in Brgy. Jawa Valencia, Negros Oriental. The theoretical framework of this
study is shown in Figure 1, the design of a structure that can support the parking building which
comprises the architectural design, structural analysis, manpower, materials & equipment, and
project budget. Along with the conceptual framework which depicts the prevailing idea of the
project course is shown in Figure 2. Meanwhile, Figure 3 presents the project design flowchart
which will be followed to come up with the project.

In starting this study, the designers will gather all the necessary technical data, as well as
design parameters for the project. After that the designers then think of its architectural design,
which includes the arrangement of the floor plan, visualization of its elevation and isometric
view of the structure, and other incorporated architectural features. All of which will be in
conformity which cohere to the National Building Code of the Philippines (NBCP). For the
structural design the designers will design each segment such as the slab, stairs, beams, girders,
columns, and finally to the foundation of the structure, as stipulated in the National Structural
Code of the Philippines 2015 (NSCP). The manual computation sub process is presented in
Figure 4. The designers will manually compute the dimensions and then will check using the
computer software, STAAD, but only limited to the beams and columns. The STAAD sub-
process is shown in Figure 5.

After the dimensions of the components are known, a building plan will be drawn up,
including specifications, cost estimates and schedules. The construction planning sub-process is
shown in Figure 6. All these processes resulted in the desired design and analysis of the three-
storey parking building.
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3.2 THEORETICAL FRAMEWORK

Figure 1. Theoretical Framework

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3.3 CONCEPTUAL FRAMEWORK

Figure 2. Conceptual Framework

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3.4 PROJECT DESIGN FLOWCHART

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3.5 STAAD PROCESS

Figure 4. STAAD Sub Process

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3.6 MANUAL COMPUTATION PROCESS

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Figure 5. Manual Computation Process

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3.7 PROJECT ESTIMATE

Figure 6. Construction Planning Sub Process

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3.8 Data Gathering

The designers first set a day to meet with the owner for them to tell us what kind of

building they want us to build and the designs they would like for us to put in. After that the

designers will explain to them the necessary steps in constructing their desired building, the

possible cost they must prepare for the construction of the building, and other needed papers to

be processed. The owner also gave us a copy of the Transfer Certificate of Title (TCT) which is

also where the designers will base its technical description. The designers will also conduct a site

visit before starting to make blueprints, to make sure that the land is not flood prone, lacks

elevation etc. so that the designers can apply necessary precautions.

Project Description

This project is a three-storey, Parking Building located at Valencia, Dumaguete City, Negros

Oriental. The lot has an area of 2743 square meters.

3.9 Architectural Design

The Transfer Certificate of Title’s (TCT) technical descriptions will be plotted

using the help of the AutoCAD software. Additionally, the building’s measurements were

determined and plotted. Following that, the designers incorporated the owners’ requested designs

along with the standard requirements stated by the National Building Code of the Philippines

(NBCP). And using AutoCAD software, the building design was created.
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3.10 Plumbing Design

The parking building will include the septic tank, water line, and the sewer line design of

the building as per the plumbing design system of the building it is in accordance with the

National Plumbing Code of the Philippines (NPCP).

3.11 Determination of Load

The designers will check that the loads that are going to be used for our building are in

line to the codes of the NSCP 2015. Calculations of these loads will be based on the same

reference but for the different types of loads.

Dead Load Design

As the designers know these dead loads are usually permanent and stay constant for a

long period of time. The floors, walls, roof, columns, and stairs or any fixed decor will give a

static load that normally won’t change over the lifespan of the building and again these loads will

be determined with the use of the NSCP 2015.

Live Load Design

Live loads refer to the dynamic forces from occupancy and intended use. They represent

the transient forces that can be moved through the building or act on any particular structural

element. Also measured in kN/m, these loads will include the anticipated weight of people,

furniture, appliances, automobiles, moveable equipment, and etc. Loads will be determined based

on the values indicated in NSCP 2015.

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Wind Load Design

The force that results from the wind blowing against a building acting on the elevations is

known as the "wind load." In order to prevent structural collapse, the building's structural design

must safely and effectively absorb wind forces and transfer them to the foundations. All of the

structure's exposed surfaces may be affected by it. Design wind loads will be computed in

accordance with NSCP 2015 section 207.

Seismic Load Design

Earthquake loads may act laterally, vertically, or torsional on a structure in any direction.

The earthquake loads will be in accordance with Section 208 of NSCP 2015.

3.12 Structural Design

The structural design of the building conforms to National Structural Code of the

Philippines 2015 (NSCP). The loads will be determined and followed by the design in

accordance with the order of design as mentioned in the NSCP 2015.

Structural Design Phases

1. Analysis of Structure

The designers started working on the structural analysis of the structure by calculating

first the total loads and lateral loads that the building would carry. The building must also

withstand its dead and live loads, so the designers worked on its load computations in accordance

with NSCP 2015. Other loads that were considered in strengthening the structure are the wind

and seismic loads, these were expected in the lateral loads.

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2. Design of Structure

Stability, Durability, and sustainability were the designer’s main objectives in designing

this building.

3. Design of Sections

The designers determined the most economical and safe dimensions of the concrete

members, and steel reinforcements of the building. The design complies with the safe calculated

axial, shear, and bending moments of the structure.

4. Finalizing the Structure of the Building

Once the designers ensure that the structure is safe and stable, the designers will finalize

the structural plan of the building.

5. Detailing of Members

Necessary reinforcements, and details of the concrete sections were added by the

designers as well as some aesthetic designs that the owners requested.

Design of Slab

Slabs can be either one-way or two-way slabs

One-way slab: S/L > 0.5

Two-way slab: S/L < 0.5

After determining the type of slab, designing would follow. The design of one-way and

two-way slabs starts with the same first three steps that differ in equations to be used.
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Design of One-Way Slab

Common design parameters:

To control deflection, 𝜌 ≤ 0.18 𝑓𝑐′ 𝑓𝑦

Strength Ratio, m = 𝑓𝑦 0.85𝑓𝑐′

Required Bending Coefficient, Ru = 𝜌𝑓𝑦 (1 − 𝜌𝑚 2)

√ fc '
Minimum Flexural Reinforcement Ratio (NSCP Section 410.6.1), Pmin=
4 fy

Minimum slab thickness from NSCP Table 409-1

For solid one-way slabs,

Simply supported: h=l/20

One end continuous: h=l/24

Both end continuous: h=l/28

Cantilever: h=l/10

where l = span length of one-way slab

Design Moments from NSCP Section 408.4.3

Positive Moment:

End spans

Discontinuous end unrestrained w u l n 2 /11

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Discontinuous end integral with

Support w u l n 2 /14

Interior spans w u l n 2 /16

Negative Moment:

At exterior face of first interior support

Two spans w u l n2 /9

More than two spans w u l n2 /10

At other faces of interior supports w u l n2 /11

At face of all supports for: slabs

with spans not exceeding 3 meters;

and beams where ratio of sum of

column stiffness to beam stiffness

exceeds eight at each end of the span w u l n2 2 /12

at interior face of exterior support

for members built integrally with supports:

where support is a spandrel beam w u l n2/24

where support is a column w u l n2 /16

where l n= clear span length of one-way slab

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wu = ultimate load on slab

Shear on slab

Ultimate Shear (NSCP Section 408.4.3)

Shear:

At face of first interior support 1.15 w u l n2 /2

At face of all other supports w u l n 2 /2

where l n= clear span length of one-way slab

wu = ultimate load on slab

Shear strength of slab (NSCP Section 411.4.1.1)

Vc = 0.17λ√ ❑bd

Where λ = modification factor, 1.0

f’c = compressive strength of concrete

b = base

d = effective depth

Steel ratios

ρb = 0.85( 𝑓𝑐′/𝑓𝑦) β (600/600+𝑓𝑦)

ρmac = 0.63ρb
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ρmin = 1.4/fy

where β = 0.85 - 0.05 (f’c - 28) 17

fy = yield strength of reinforcement

ρb = balanced steel ratio

ρmax = maximum steel ratio

ρmin = minimum steel ratio

Temperature/shrinkage reinforcement in the longitudinal direction

Ab = π (db)2/4

Ast = ρt bh

st = 1000𝐴𝑏/𝐴s

Maximum spacing of shrinkage bars:

st < 450mm

st < 5h

where Ab = area of steel bars

Ast = required area of steel bars for temperature/shrinkage bar

ρt = steel ratio for temperature/shrinkage bar

st = spacing of temperature/shrinkage bars

Flexural considerations (negative-moment bars):

 32

Rn = 𝑀𝑢/ф𝑓′𝑐𝑏𝑑2

ω = 0.85 - √ ❑

ρ = 𝜔𝑓′𝑐/𝑓y

Ab = π (db)2/4

Ab = ρbd

st = 1000 𝐴𝑏/𝐴𝑠

where Rn = resistance factor

ω = reinforcement index

ρ = steel ratio

As = required area of steel bars

s = spacing of bars

Anchorage

a. 𝑙d ≥ 300 mm

fyψtψe
b. 𝑙d ≥ 𝑑b
1.7 λ √ ❑

fy
c. 𝑙d ≥ 𝑑b
1.7 λ √ ❑

Design of Two-Way Slab

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Minimum thickness of slab based on NSCP 2015 formulas

a) h ≥ 90mm

ln fy
b) h ≥ (0.80 + )
36+ 9 β 1400

where h = slab thickness

Ln = clear span of longer length of slab

β = span ratio; Ln/Sn

Check slab for shear

Ultimate Shear on slab

1 3−m 2
Vum = 𝑤𝑢𝑆 [ ]
3 2

where wu = ultimate load on slab

S = short span of slab

m = span ratio of slab

Shear strength of slab (NSCP Section 411.4.1.1)

𝑽𝒄 = 0.17𝜆√ ❑𝑏𝑑

where 𝜆 = modification factor, 1.0

f’c = compressive strength of concrete

b = base
 34

d = effective depth

Flexural considerations (negative-moment bars):

Mu
𝑹𝒏 =
ϕf ' cbd 2

𝜔 = 0.85 − √ ❑

ωf ' c
𝜌=
fy

π (db)2
𝐴𝒃 =
4

𝐴𝒃 = 𝑝𝑏??

1000 Ab
𝑆𝒕 =
As

where Rn = resistance factor

𝜔 = reinforcement index

𝜌 = steel ratio

As = required area for steel bars

s = spacing of bars

Anchorage

a. 𝑙d ≥ 300 mm

fyψtψe
b. 𝑙d ≥ 𝑑b
1.7 λ √ ❑

fy
c. 𝑙d ≥ 𝑑b
1.7 λ √ ❑
 35

Design of Beams

A. Minimum Depth of non-prestressed were computed

Support Condition Minimum h

kl
Simply supported
16

kl
One-end continuous
18.5

kl
Both-end continuous
21

kl
Cantilever
8

where L = span length (in mm), center-to-center of supports

k = 1.0; fy = 415 MPA

fy
k = 0.4 + ( ), 𝑓𝑦 = 415 𝑀𝑃𝐴
700

B. Minimum cover is 40 mm

C. Minimum diameter of stirrups is 10 mm

D. To ensure that all beams have the desirable characteristics of visible warning if failure

is imminent, it is made sure in the design that the area of tension steel will not exceed

0.75 of the area for a balanced design

f 'c 600
𝑝𝑏 = 0.85( )( )
fy 600+fy
 36

𝑝𝒎𝒂?? = 0.75𝑝b

E. It is also reasonable to stipulate a minimum reinforcement ratio that should always

exceed. This is necessary because if the reinforcement ratio is very small, the mode of

failure of the beam would then be sudden.

1.4
𝑝𝒎𝒊?? =
fy

F. Steel Ratio

f 'c f 'c
𝑝 = 0.85( )(1 − ( ))
fy fy

Mu
where Ru = ( )
ϕbd 2

Design of Column

Columns act as a structural element that transfers loads from the slab, roof or upper floor

to the foundation and finally to the soil beneath a structure. 

Column was designed to resist axial and lateral forces and transfer them safely to the

footings in the ground. Columns may be classified as short or slender, braced or unbraced

depending on various dimensional and structural factors.

A. Types of Non – Prestressed RC Columns

1. Short Column

a) Braced column, klur ≤ 34-12 (M1b/M2b)

klur≤40

b) Unbraced column, 𝛿𝑠 = 1.01 − (𝛴𝑃𝑢0.75𝛴𝑝𝑐) ≥ 1.0

2. Long Column (slender column)

 37

a) Braced column, klur ≤ 34-12 (M1b/M2b)

klur≤40

b) Unbraced column, klur ≤ 22

where kl/r = slenderness ratio

r =radius of gyration = √𝐼𝐴

k = effective length factor

I = 0.35Ig for beams

I = 0.701g for columns

r = 0.30h for rectangular sections

r = 0.20h for circular sections

M1b = smaller end moment, positive for single curvature

M2b = larger end moment, always taken positive

B. Values of effective length factor k

a) Braced column, k=1.0

b) Unbraced column, k>1.0

C. Design of Long or Slender RC Column

a) Computer for the magnified moment

1. Braced column, Mc = 𝛿𝑏𝑀2𝑏

2. Unbraced column, Mc = 𝑀2𝑏 + 𝛿𝑠𝑀2s

Where M2b = ultimate moment due to gravity loads

 38

M2s = ultimate moment due to sideway loads

𝛿𝑏 = moment magnifier for M2b

𝛿𝑏 = moment magnifier for M2s

b) Design of column using the “Short Column Design Procedure” due

to the actual ultimate axial load Pu and the computed Mc = Mu. The

design moment Mu shall not be less than that minimum value Mumin =

e minPu,

Where e min = 0.03h + 15, where h and emin are in mm.

D. Value of moment magnifier 𝛿b

Cm
𝛿𝑏 = ≥ 1.0
1−Pu 0.75 Pc

For members without transverse load,

a. Cm =0.6 + 0.4(M1b/M2b) ≥ 0.40

For members with transverse load,

b. Cm = 1.0

Euler’s long column load

π 2 El
Pc =
r

Flexural stiffness

c. EI = 0.2 Ec I g+ E s I se /1+𝛿𝑏

Or EI = 0.4 Ec I g+ E s+ I se/1+ 𝛿𝑏

For braced column, 𝛽𝑑 = 1.2𝑃𝑑/𝑃u

 39

For unbraced column, 𝛽𝑑 = 0.75 𝑥 1.4𝑃𝑑/𝑃u

E. Value of moment magnifier 𝛿𝑠

𝛿𝑏 = 1.01 − 𝑃𝑢0.75𝑃𝑐 ≥ 1.0

Design of Stairs

According to the National Building Code of the Philippines, the rise height of stairs

should not exceed 200 mm and the minimum width of the run shall be 250 mm.

Stair element Minimum maximum

Rise 15 cm 20 cm

Going 25 cm --

No. of riser in a flight 3 16

Headroom 200 cm --

Flight width 110 cm 200 cm

Landing width 110 cm 200 cm

B. Determine Dimensions

C. Determine Loads

D. Shear on Slab

Shear strength of slab

𝑽𝒄 = 0.17𝜆√ f ' cb
 40

Where 𝜆 = modification factor, 1.0

f’c = compressive strength of concrete

b = base

d = effective depth

E. Steel ratios

f 'c 600
𝑝𝑏 = 0.85( )β ( )
fy 600+fy

𝑝𝑚𝑎?? = 0.63𝜌𝑏

1.4
𝜌 = 1.4
fy

Where 𝛽 = 0.85 − 0.05 (𝑓 ′ 𝑐 − 28)17

f’y = yield strength of reinforcement

ρb = balanced steel ratio

ρmax = maximum steel ratio

ρmin = minimum steel ratio

F. Temperature/shrinkage reinforcement in the longitudinal direction

π (db)2
𝐴𝒃 =
4

𝐴𝒔𝒕 = 𝜌𝒕𝑏ℎ

1000 Ab
𝑆𝒕 =
As

Maximum spacing of shrinkage bars:

 41

𝑆𝒕 ≤ 𝟒𝟓𝟎 𝒎m

𝑆𝒕 ≤ 5h m

where Ab =area of steel bars

Ast = required area of steel bars for temperature/shrinkage bar

𝜌t = steel ratio for temperature/shrinkage bar

St = spacing of temperature/shrinkage bar

G. Flexural considerations (negative-moment bars):

Mu
𝑅𝒏 = 2
ϕf ' cbd

𝜔 = 0.85 − √ ❑

ωf ' c
𝜌=
fy

π (db)2
𝐴𝒃 =
4

𝐴𝒃 = 𝜌𝒃d

1000 Ab
𝑆𝒕 =
As

where Rn = resistance factor

𝜔 = reinforcement index

𝜌 = steel ratio

As = required area of steel bars

s = spacing of bars
 42

H. Anchorage

a. 𝑙d ≥ 300 mm

fyψtψe
b. 𝑙d ≥ 𝑑b
1.7 λ √ ❑

fy
c. 𝑙d ≥ 𝑑b
1.7 λ √ ❑

STAAD

Staad will be used in designing and analyzing the beams and columns.

3.14 CONSTRUCTION PLANNING

It is the specific process that construction managers use to lay out how they will execute a

project, from implementing rules and regulation, to designing the structure, to ordering

materials , to deploying and managing workers, and to complete various tasks on a specific

timeframe or deadline. A construction plan lists out each step that it will take to achieve the

desired result and to be organized and most importantly to be safe.

Material and Technical Specifications

National Building Code of the Philippines and the National Structural Code of the

Philippines were followed to ensure that building’s quality, characteristics, and properties of

materials were made sure that complies with all the regulation and specification.

Scheduling

Scheduling in construction is a very important task done by construction managers in

 43

order to arrange the needed activities from start to finish. It outlines the pace of work and how it

should be executed this also makes it organized so that the workers will know what they need to

do on that specific date

Cost Estimate

In this project the designers will include the breakdown and summarize the total cost

estimate of the construction to be done. The estimates will include the total direct costs such as

materials, equipment, of the current market and labor required for construction; and indirect costs

that are to be made in the process, such as cost of supervisors, head of office staff, and

management costs for special resources, etc.

 44

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2022, from https://www.reinventingparking.org/2013/02/cars-are-parked-95-of-time-lets-
check.html

Bull, A. (Ed.). (2004). Traffic congestion: The problem and how to deal with it. Retrieved from
https://repositorio.cepal.org/bitstream/handle/11362/37898/1/LCG2199P_en.pdf

S.B. Osuba, Appraisal of Parking Problems and Traffic

Management Measures in Central Business District in Lagos,

Nigeria, Journal of Sustainable Development, Vol. 5, No. 8, (2012).

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Parking Facilities | WBDG - Whole Building Design Guide. (n.d.). Whole Building Design
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Robert Cervero, Michael Duncan

’Which reduces vehicle travel more: jobs-housing balance or retail-housing mixing?

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J. Am. Plan. Assoc., 72 (4) (2006), pp. 475-490

Aliwalas, Dionisio F.,Jr (2012). A PARKING DEMAND ANALYSIS FOR A PROPOSED

TWO-STOREY CAR PARK WITH BASEMENT AND VERTICAL GARDEN IN

INTRAMUROS, MANILA, page 7, Mapua Institute of Technology, Intramuros, Manila.

Bulactial, Arian (2013). Comparison of on-street parking management in Ermita-Malate

and Makati CBD, page 5, De La Salle University, Manila.

Dahane, Radhika A. (2015). Design of multilevel car parking, International Journal of

Research in Engineering, Science and Technology, page 155, retrieved from

http://stage.ijrests.org/wp-content/uploads/2017/06/22.pdf

Desman Associates (2011). Parking Demand Analysis, Parking garage feasibility study,

page 5, William Paterson University, 300 Pompton road, New Jersey.

Gupte, Siddhart N. (2014). Multi-Storey Car Parks, Parking Study for Multiplexes and

Commercial Buildings in Vadodara City, page 115, Parul Institute of Engineering &

Technology, Vadodara City, India.

Garber, Nicholas J. (2015). Identification of Parking Generators, Traffic and Highway

Engineering, Fifth Edition, SI Edition, page 144, CENGAGE LEARNING

Lim, Mark A. (2012), MODELING THE IMPACT OF ON-STREET PARKING ON

VEHICULAR TRAFFIC, page 47, De La Salle University, Manila.

 46

Dr. Sharma, Surjeet K. (2008). Parking Studies, PRINCIPLES, PRACTICE AND

DESIGN OF HIGHWAY ENGINEERING, page 82, S. Chand & Company PVT. LTD.

Weterings, Niels (2013). Towards sustainable parking, page 5, Eindhoven University of

Technology, Eindhoven, Netherlands