Proposed Three-Storey Traffic Monitoring Center with Traffic Impact

Transcription

Proposed Three-Storey Traffic Monitoring Center with Traffic Impact Assessment
and Application of Glass Facades
Project by
MANALAOTAO, Riolyka Z.
MARAVE, Marcdel S.
PAJARILLAGA, Cathlyn Rose A.
Submitted to the School of Civil, Environmental and Geological
Engineering (SCEGE)
In Partial Fulfillment of the Requirements
For the Degree of Bachelor of Science in Civil Engineering
Mapúa Institute of Technology
Manila City
February 2014
EXECUTIVE SUMMARY
The need for a more systematic traffic monitoring is at height in the Philippines
specifically in its capital, Metro Manila. Due to the increasing number of road users, it is
important that MMDA or the Metropolitan Manila Development Authority renders
optimum service through effective control of the different intersections where heavy
traffic occurs. One of its divisions, the Traffic Engineering Center (Maintenance
Division) located at Valencia St., Sta.Mesa, Manila, helps with the traffic enforcement
operations through the aid of operational facilities. The neighboring areas of the center
experiences problems like floods which affects its main functions including its
accessibility.
The study seeks to design the most economical, innovative and safe facilities and
structure that will provide a new comfortable workplace for the employees, a flood free,
accessible area and a well-developed traffic control system in Metro Manila.
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TABLE OF CONTENTS
TITLE
PAGE
Approval Page
Executive Summary
Table of Contents
List of Tables, Illustrations, Charts, or Graphs
List of Figures
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I. Introduction
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II. Presenting the Challenges
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2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
Problem Statement
Project Objective
Design Norms Considered
Major and Minor Areas of Civil Engineering
The Project Beneficiary
The Innovative Approach
The Research Component
The Design Component
Sustainable Development Concept
III. Environmental Examination Report
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3.1 Project Description
3.1.1
Project Rationale
3.1.2
Project Location
3.1.3
Project Information
3.1.4
Description of Project Phases
3.1.4.1
Pre-construction/Operational Phase
3.1.4.2
Construction Phase
3.1.4.3
Operational Phase
3.1.4.4
Abandonment Phase
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3.2 Description of Environmental Setting and Receiving Environment
3.2.1
Physical Environment
3.2.2
Biological Environment
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3.2.3
3.2.4
Socio-Cultural, Economic and Political
Environment
Future Environmental Conditions without the Project
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3.3 Impact Assessment and Mitigation
Summary Matrix of Predicted Environmental Issues
3.3.1
and their Level of Significance at Various Stages of
Development
Brief Discussion of Specific Significant Impacts on the
3.3.2
Physical and Biological Resources
Brief Discussion of Significant Socio-economic
3.3.3
Effects/Impacts of the Project
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3.4 Environmental Management Plan
Summary Matrix of Proposed Mitigation and
3.4.1
Enhancement Measures, Estimated Cost and
Responsibilities
Brief Discussion of Mitigation and Enhancement
3.4.2
Measures
3.4.3
Monitoring Plan
3.4.4
Contingency Plan
3.4.5
Institutional Responsibilities and Agreements
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IV. The Research Component
4.1
4.2
4.3
4.4
4.5
4.6
Abstract
Introduction
Review of Literature
Methodology
Results and Discussion
Conclusions and Recommendations
V. Detailed Engineering Design
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5.1 Loads and Codes
5.1.1 Dead Load
5.1.2 Live Load
5.1.3 Wind Load
5.1.4 Load Combinations
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5.2 Plan Set
5.2.1 Architectural Plans
5.2.1.1 Perspective
5.2.1.2 Floor Plans
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5.2.1.3 Elevation Plans
5.2.2 Structural Plans
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5.3 Structural Engineering
5.3.1 Beam Design
5.3.2 Column Design
5.3.3 Slab Design
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5.4 Geotechnical Engineering
5.4.1 Soil Investigation Report
5.4.2 Footing Design
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5.5 Green Engineering – Glass Facades
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5.6 Transportation Engineering
5.6.1 Introduction
5.6.2 Objectives and Scope of Study
5.6.3 Location of Study Area
5.6.4 Accessibility
5.6.5 Impact Area
5.6.6 Data Collection
5.6.7 Baseline Traffic
5.6.8 Estimation of Future Traffic
5.6.9 Future Traffic Without Development
5.6.10 Future Traffic With Development
5.6.11 Level of Service
5.6.12 Conclusions and Recommendation
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Major Field: Structural Engineering
Minor Field: Geotechnical Engineering
Minor Field: Transportation Engineering
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VI. Budget Estimation
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VII. Project Schedule
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VIII. Promotional Material
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IX. Conclusion and Summary
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X. Recommendation
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XI. Acknowledgement
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XII. References
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XIII. Appendices
A. Structural Computations
A-1. Design Criteria and Preliminary Design
A-2. Beam Design
A-3. Column Design
A-4. Slab Design
A-5. Foundation Design
B. Soil Investigation Report
C. Green Engineering Features
D. Article Type Paper
E. Project Report Assessment Sheet by Panel Members
F. English Editor Assessment and Evaluation Rubric
G. Accomplished Consultation Forms
H. Compilation of Assessment Forms (Rubrics)
I. Copy of Engineering Drawings And Plans
J. Copy of Project Poster
K. Photocopy of Receipts
L. Relevant Pictures
M. Other Required Forms
N. Student Reflections
O. Resume of Each Member
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LIST OF TABLES, ILLUSTRATIONS, CHARTS OR GRAPHS
TABLES/GRAPHS
Table 1. Predicted Environmental Issues/Impacts and their Level of Significance at
Various Stages of Development
Table 2. Proposed Mitigation and Enhancement Measures, Estimated Cost and
Responsibilities
Table 3. Monitoring Plan
Table 4. List of Dead Loads
Table 5. List of Live Loads
Table 6. Schedule of Beams
Table 7. Schedule of Columns
Table 8. Schedule of Slabs
Table 9. Schedule of Footings
Table 10. Summary for Glass Facades
Table 11. Road Profile – Trips with Corresponding Types and Number of Lanes
Table 12. List of Assumed Passenger Car Equivalent Factors
Table 13. Baseline Traffic – AM Peak Hour
Table 14. Baseline Traffic – PM Peak Hour
Table 15. Growth Rate of Corresponding Vehicles
Table 16. Traffic Growth Rate for “Without Development”
Table 17. Traffic Growth Rate for “With Development”
Table 18. Estimated AM Peak Hour Traffic Volume for “Without Development”
Scenario
Table 19. Estimated PM Peak Hour Traffic Volume for “Without Development”
Scenario
Table 20. Estimated AM Peak Hour Traffic Volume for “With Development”
Scenario
Table 21. Estimated PM Peak Hour Traffic Volume for “With Development”
Scenario
Table 22. Total Hourly Capacity per Direction
Table 23. Types of Level of Service, Descriptions and Volume/Capacity Factors
Table 24. Level of Service Without Development, AM Peak
Table 25. Level of Service Without Development, PM Peak
Table 26. Level of Service With Development, AM Peak
Table 27. Level of Service With Development, PM Peak
Table 28. Bill of Quantities
Table 29. Estimated Duration of Construction Activities
Table 30. Manpower Requirement
Table 31. Equipment Requirement
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LIST OF FIGURES
FIGURES
Figure 1. Location of the Project (Satellite View)
Figure 2. Location of the Project with Existing Streets
Figure 3. Tokyo Traffic Control Center
Figure 4. Integrated Monitors of Tokyo Traffic Control Center
Figure 5. Expressway, Central and Information Display Board of Tokyo Traffic
Control Center
Figure 6. Conceptual Framework
Figure 7. Site Plan
Figure 8. Project Perspective
Figure 9. Google SketchUp Perspective
Figure 10. Ground Floor Plan
Figure 11. Second Floor Plan
Figure 12. Third Floor Plan
Figure 13. Roof Deck Plan
Figure 14. Front Elevation
Figure 15. Rear Elevation
Figure 16. Left Side Elevation
Figure 17. Right Side Elevation
Figure 18. Cross Section
Figure 19. Longitudinal Section
Figure 20. Foundation Plan
Figure 21. Second Floor Framing Plan
Figure 22. Third Floor Framing Plan
Figure 23. Roof Framing Plan
Figure 24. Detailing of RB1
Figure 25. Detailing of RB2
Figure 26. Detailing of B1
Figure 27. Detailing of G1
Figure 28. Detailing of G2
Figure 29. Typical Girder Detail and Specifications
Figure 30. Detailing of C1-1
Figure 33. Typical Column Detail and Specifications
Figure 34. Typical Slab Detail and Specifications
Figure 35. Typical Footing Detail
Figure 36. Location of the Study Area
Figure 37. Traffic Volume Data
Figure 38. Pedestrian Count Survey
Figure 39. Percentage of Vehicles in AM Peak Pie Chart
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Figure 40. Percentage of Vehicles in PM Peak Pie Chart
Figure 41. Traffic Flow along Edsa-Quezon Avenue Intersection with Trip
Number Indications
Figure 42. Rate of Growth for AM Peak for Trip 1 Without Development
Figure 43. Rate of Growth for PM Peak for Trip 1 Without Development
Figure 44. Rate of Growth for AM Peak for Trip 1 With Development
Figure 45. Rate of Growth for PM Peak for Trip 1 With Development
Figure 46. Lower Part of the Monitoring Room Inner View
Figure 47. Lower Part of the Monitoring Room Outer View
Figure 48. Entrance to the Conference Room
Figure 49. Conference Room
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1
CHAPTER I
INTRODUCTION
Metro Manila is considered the center of business and development in the Philippine
archipelago. Since it is the political, social, cultural and educational center of the country,
high volume of road users causes heavy traffic and condensed pollution. These situations
are maintained by the MMDA or known as the Metro Manila Development Authority for
they prioritize traffic monitoring as their main objective to minimize heavy traffic, patrol
vehicular accidents and apprehend traffic violators.
The main office of MMDA is in Guadalupe, Makati where the Metrobase for CCTV
monitoring resides. One of its divisions is the Traffic Engineering Center, established
during the 80’s and located at Sta. Mesa, Manila, where equipment like trucks and
controllers are kept for maintenance. Due to its low elevation, neighboring areas of the
center are prone to flood. As a result, the building is unable to do its function optimally
and traffic accessories installed therein are practically abandoned.
This situation was one of the influences that made this study to be pursued by the
researchers. The researchers seeks to provide a design of an available and accessible
traffic monitoring center to be extended across Bantayog ng mga Bayani along Quezon
Avenue corner Epifanio delos Santos Avenue (EDSA), where most of the major roads
and intersections are found. The proposed project features green engineering that will
comply with environmental laws and promote sustainable development.
The proposed Traffic Monitoring Center will be abridged with the emerging
technology that can be utilized for efficient and effective traffic monitoring. The new
center will also be incorporated with green application of glass facades. Such principle
will make an environmentally inclined structure, beneficial to both the environment and
the people surrounding the structure. For this proposal, the researchers will only focus on
the structure itself, materials and specifications required by the beneficiary and other
limited traffic facilities needed to define the project. The design of this study will make
use of analysis and evaluation of methods particularly on the structural and foundation
processes.
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CHAPTER II
PRESENTING THE CHALLENGES
2.1
Problem Statement
Traffic monitoring is one of the priorities of MMDA that need to be considered. With
the increasing number of road users, it is important that it effectively controls the
different signalized intersections where traffic often occurs to render optimum service.
The current location of MMDA’s Traffic Engineering Center, established during the
80’s, is in Valencia St., Sta. Mesa, Manila and it is a flood prone area for the district is
low elevated having an average elevation of approximately 40 feet above mean sea level.
The city suffers from heavy pollution and lack of urban planning caused by the uprising
traffic. Due to these hindrances, the MMDA Traffic Engineering Center tends to be
inaccessible.
The beneficiary wants to build the structure into a more accessible and flood-free area
as well as to provide a comfortable workplace for the employees considering a limited
budget of 40 million pesos. The proposed location of the project is situated within the
seismic zone 4 near to a known active fault of seismic source type A, which means that
the nearest fault produces high rate of seismic activity enough to cause a large magnitude
of earthquake.
Conforming to the standards of House Bill No. 6397 or the Green Building Act of
2009, the study seeks to design the most economical, innovative and safe facilities and
structure that will provide a new comfortable workplace for the employees, a flood free
area and a well-developed traffic control system in Metro Manila.
2.2
Project Objective
The objectives of the study are as follows:
1.
To build an extension of the current traffic monitoring center in a more accessible
and highly transit-oriented location like Quezon City where most of the major roads and
intersections are found permitting MMDA to render citywide services.
2.
To design a Traffic Monitoring Center housing both the traffic monitoring and
maintenance division of MMDA that will comply with the building code provisions.
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3.
To come up with the most economical and safe design of a three-story building
resolving natural constraints such as earthquake. Special moment resisting frame method
will be considered.
4.
To determine the projected traffic impacts of the proposed building.
5.
To introduce application glass facades for indoor lighting and ventilation
purposes.
2.3
Design Norms Considered
There are four (4) design norms that are needed to be considered in this project:
Safety is the most important factor in the design of any project. Since, the project is a
working facility, the safety of the employees must be prioritized. With this, the structure
must be able to resist environmental constraints such as earthquake.
Economy is another important norm in engineering design. Different engineering
methods are applied in the design of the building that will result in a conservative
approach and economical outcome.
Technology is a big aid in engineering design for it progresses the analysis and
structural output of a building. Nowadays, computer software is greatly recommended for
it saves time and reduces the possible errors, leading into a safer and more economical
outcome.
Environment is considered a necessity in any design. With the aim to eliminate
negative environmental impact, green design is always a priority.
2.4
Major and Minor Areas of Civil Engineering
There are three (3) major areas of civil engineering covered for this project:
Structural Engineering
This area includes the design of the elements of the structure such as design of beams,
columns, slabs and special moment resisting frames.
Geotechnical Engineering
This area includes the design of the foundation and footing of the building.
Transportation Engineering
This area includes the traffic impact assessment of the project area aiming to determine
the possible congestion points within the influence road network of the development.
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Other areas of engineering such as Value Analysis, Value Engineering, Cost Benefit
Analysis, Construction Engineering and Management will also be considered for the
estimating of the design cost of the proposed project.
2.5
The Project Beneficiary
The beneficiary of this project is the Metro Manila Development Authority (MMDA),
a government agency that deals with planning, monitoring, coordinative functions,
exercise regulatory and supervisory authority over the delivery of metrowide services
within Metro Manila. It will specifically benefit its maintenance division, the Traffic
Engineering Center. The beneficiary intended to build a structure that makes use of
technology-advanced facilities; and one that is free from flooding, providing a
comfortable workplace for the employees and workers and ease the building’s
accessibility.
2.6
The Innovative Approach
In this project, various technical programs will be utilized for modeling,
conceptualizing and designing the project:
AutoCAD
This program will aid in modeling and laying out the plan. This includes the architectural
and structural plans together with details and specifications.
STAAD.ProV8i
This program will help in designing and analyzing all of the structural members of the
project.
Google Sketch Up
This is an advanced program to be used for generating a 3D model of the proposed
project including the aesthetics of the building.
MS Word and MS Excel
MS Word is a word processing program used for production of documents and MS Excel
is a results-oriented user interface used to analyze, share, and manage data.
Microsoft Project
This software will be used for the management of the project including formulation of
schedule, timeline and view of the project.
The computations and outputs will be provided by the various software mentioned and
will be rechecked based on the code provisions of the National Structural Code of the
Philippines (NSCP) 2010.
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2.7
The Research Component
Basic information needed from the current and the proposed locations were gathered.
Reinforced concrete will mainly be the major component of the structural elements of the
building.
The geotechnical part of the project dealing with the determination of the
reinforcements as well as the dimension of the footings shall also be provided with
supporting data acquired from the C. Molas Geotechnical Services located in Quezon
City. The main basis for requirements for both parts is the National Structural Code of
the Philippines (NSCP) 2010. This will involve the soil investigation report and bore
hole data leading to the determination of the allowable bearing capacity.
The transportation sector of the project shall be provided with a traffic data count
obtained from the Metropolitan Manila Development Authority (MMDA) recorded
during peak hours. Through this data, projected traffic volume shall be calculated,
providing mitigation measures to alleviate future traffic impact within the area. Glass
facades are also included for good lighting system and other environmental purposes.
Lastly, the researchers will also design the project based on government provisions for
land use, construction and green design. Additional data will be added if necessary to
improve the design requirements of the building.
2.8
Design component
There are several design requirements and specifications to be considered in this
project:
Superstructure
The superstructure will be composed of reinforced concrete beams, columns and slabs.
For the design of the superstructure, NSCP 2010 will be used as references.
Substructure
This will cover the design of footing and foundation of the building. The design of the
substructure will depend on the soil type from geotechnical data acquired from research,
including the design for lateral and gravity reinforcements. The type of footing will also
be designed.
Traffic Study
This will cover the traffic impact assessment of the building through the aid of
exponential function.
Glass Facades
This will contribute to reduce energy consumption and improve indoor air quality.
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2.9
Sustainable Development Concept
Through the adoption of sustainable structures, the researchers will come up with a
design of a traffic engineering center that is economical and environmental-friendly. This
design structure aims to minimize negative impacts on human welfare, economy and the
environment.
Lessened environmental impact. With the application of the green engineering
methods, the negative environmental effects of the structure will be minimized.
Increased energy efficiency and good lighting system through the aid of glass facades
and green open area.
Improved indoor air quality. The structure will be provided with a cooler atmospheric
condition.
The structure will be provided with mitigation measures for projected traffic volume
calculated.
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CHAPTER III
ENVIRONMENTAL EXAMINATION REPORT
3.1
Project Description
3.1.1
Project Rationale
The project aims to build and design an innovative and energy efficient three-story
Traffic Monitoring Center. With these, the environmental impact and human health
impact of the structure will be minimized in accordance with House Bill No. 6397 or The
Green Building Act Of 2009.
Furthermore, the project aims toward sustainable development involving progress on
the infrastructure and economy of Metro Manila.
3.1.2
Project Location
Across Bantayog ng mga Bayani along Quezon Avenue corner EDSA
Coordinates: 14°38'46"N 121°2'18"E
Elevation: 133 ft
Fig. 1. Location of the Project (Satellite View)
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Fig. 2. Location of the Project with Existing Streets
3.1.3
Project Information
The proposed project is a three-storey traffic monitoring center wherein green design
principle such as application of glass facades is to be applied. This will be located across
Bantayog ng mga Bayani along Quezon Avenue corner Epifanio delos Santos Avenue
(EDSA). The main purpose of the building will be on monitoring and maintenance.
3.1.4
Description of Project Phases
3.1.4.1 Pre-construction/Operational phase
Planning and Pre-construction phase is considered to be the most important phase in
order for a project to be successfully executed. It is during this phase that critical
planning, including scheduling, budgeting, value engineering and quality decisions, are
made that will have a significant impact upon construction and the final cost of the
project.
Planning stage is where the project will be carried out. The project’s purpose, need,
the design criteria and the location of the project will be considered. This stage also
includes research of available innovative designs that will effectively minimize
environmental impacts.
Pre-construction stage includes preparation of required plans such as drawings,
architectural and structural plans. Construction Schedule, Construction Budget as well as
Value Engineering were being considered.
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3.1.4.2 Construction phase
This stage involves the construction of the building structure. In this phase, the project
must be carried out according to the declared budget and schedule without affecting
nearby establishments. Construction works like clearing and grubbing, stripping of
topsoil, excavation, construction of footings, beams and other structural elements and
water and sewer lines constructions are brought out in this phase. Furthermore, this
phase will involve the installation of the green design principles to be applied.
3.1.4.3 Operational phase
This phase starts as soon as the construction is finished and when the structure
obtained the specifications given by the beneficiary and ready to operate for whatever
purpose it was constructed. This phase utilizes the design of the structure. Framing,
mechanical inspections, insulation and flatworks are involved in this phase.
3.1.4.4 Abandonment phase
Abandonment phase is the stage where demobilization of heavy equipment, removal
of waste and dismantling of structures and equipment take place. In this phase, the
designers give the full authorization of the building to the beneficiary. This is the phase
when the structure is fully operational, meaning all the facilities in the building must be
functioning well and assure that there will be no problems that may come across during
its operation.
3.2
Description of Environmental Setting and Receiving Environment
3.2.1. Physical Environment
The proposed project is located at Manila Seedling Bank Compound. It is mainly
surrounded by billboards and mixed-commercial land use. The location is across
Bantayog ng mga Bayani along Quezon Avenue corner Epifanio delos Santos Avenue
(EDSA). The size of the lot is 143,996 square meters composing of streets where roads
are made of concrete. The proposed project will only use a portion of the lot, about 1000
square meters, exactly at the corner of EDSA and Quezon Avenue. The location chosen
by the beneficiary is perfect for the proposed project since it could easily be accessed by
the majority and is free from flooding due to its high elevation of 133 feet.
3.2.2. Biological Environment
Manila Seedling Bank Compound is surrounded by trees and plants with the people
there considering these as their source of income. There are few permanent trees and
plants in the location, majority are movable since they are for sale. In line with this, cats,
dogs, birds and insects can also be found on the area. The atmospheric condition on the
site is fair even though it is near the road because of the green environment.
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3.2.3. Socio-Cultural, Economic and Political Environment
The proposed site is surrounded by structures and green houses with plants and
gardening supplies. The surrounding deals mainly on greening the environment which
may be viewed as a significant contribution to ecological balance and sustainable
development of the country's resources. Furthermore, the structure to be built will
provide a green environment since it makes use of glass facades for sustainable lighting
and ventilation.
The economy of the vicinity will be affected by the establishment of the structure.
Primary effect is that income opportunities on the area will increase since it will be
people-friendly for its accessibility and demands on goods and services will take place.
3.2.4. Future Environmental Conditions without the Project
The Manila Seedling Bank Property was taken over by the Quezon City government
last June 2012 due to non-payment of real property taxes within 10-years redemption
period. Currently, the property is secured by the Quezon City Police District as ordered
by the City Mayor Herbert Bautista. Without the proposed project, the location will still
be filled with tenants selling plants and trees.
3.3.
Impact Assessment and Mitigation
3.3.1. Summary Matrix of Predicted Environmental Issues/Impacts and their Level
of Significance at Various Stages of Development
Table. 1. Predicted Environmental Issues/Impacts and their Level of Significance at
Various Stages of Development
Environmental Issues/Impacts
Level of Significance
Air Quality
Low Impact
Noise Pollution
Low Impact
Water Quality
Low Impact
Flora and Fauna
Moderate Impact
Waste Management
Low to Moderate Impact
Aesthetic Human Interest
Community Demographics
Retail/Services
Low Impact
Public Services
Moderate Impact
Employment/Income Level
3.3.2. Brief Discussion of Specific Significant Impacts on the Physical and
Biological
Resources
The following are some predicted environmental issues/impacts at various stages of
development:
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Air Quality (Low Impact)
The construction work would inevitably lead to dust, mainly from site clearance,
excavation, materials handling, concreting operation and wind erosion.
Noise Pollution (Low Impact)
The construction work will at some point create noise that can produce nuisance since the
area is found at major traffic ways.
Water Quality (Low Impact)
The primary concern with regard to water quality would be earthworks, demolition works
and the control of construction site runoff and drainage.
Flora and Fauna (Moderate Impact)
Cats and dogs are found in the vicinity of existing land. There are no exotic animals in
the site. The site consists of several trees and plants so the environmental impact for this
aspect is moderate.
Waste Management (Low to Moderate Impact)
In the construction of the project, it is important to ensure that wastes produced are
handled, stored and disposed properly in accordance with good waste management
practices, regulations and requirements.
Aesthetic Human Interest (Low to Moderate Impact)
The implementation and maintenance of landscape and visual measures within the
construction site including protection of existing resources, mitigation planting and
surface treatment of structures should be considered.
3.3.3. Brief Discussion of Significant Socio-economic Effects/Impacts of the Project
Changes in Community Demographics (Low to Moderate Impact)
There will be an increase in the number of new permanent or seasonal residents
associated with the development depending upon the growth in new jobs in a community.
Results of Retail/Service and Housing Market Analyses (Low Impact)
This aspect assists in the connections between the housing market and employment. This
project will attract a variety of new commercial developments including both freestanding stores.
Demand for Public Services (Low Impact)
The new residents and their associated activities will require a variety of services
provided by the areas public and private institutions. For this project, there will be an
anticipated demand for public transportation.
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Changes in Employment and Income Level (Low to Moderate Impact)
Development directly influences changes in employment and income opportunities in
communities. Since green design principles are applied, there will be a need to increase
employment for its maintenance including the employees of MMDA.
3.4.
Environmental Management Plan
3.4.1. Summary Matrix of Proposed Mitigation and Enhancement Measures,
Estimated Cost and Responsibilities
Table. 2. Proposed Mitigation and Enhancement Measures, Estimated Cost
and Responsibilities
Impacts
Air Quality
Noise Pollution
Solid wastes
Aesthetic Human Interest
Community
Demographics
Occupational
Safety and Health
Mitigation
Dust Control Plan
Laborers should wear masks
Proper Selection of Equipments
Adequate measures in the
workplace
Proper disposal of waste
The inside and outside of
workplace should be clean
and pleasing.
Secured a perimeter for the
project
Proper precautionary measures
Responsibilities
Contractor
Contractor
Contractor
Contractor
Contractor
Laborers,
Contractor
3.4.2. Brief Discussion of Mitigation and Enhancement Measures
Mitigation and enhancement measures are important in order to avoid, reduce or
remedy adverse impacts of the project. Adequate control equipment should be installed
for minimizing the emission of pollutants from the various stacks. Environmental
conditions should be studied properly before selecting the site for residential areas in
order to avoid air pollution problems. Adequate measures should be taken for control of
noise and vibrations in the industry. The pattern of filling disposal site should be planned
to create better landscape and be approved by appropriate agency and the appropriately
pretreated solid wastes should be disposed according to the approved plan. Proper
precautionary measures for adopting occupational safety and health standards should be
taken. Residential colonies should be located away from the solid and liquid waste
dumping areas.
3.4.3 Monitoring Plan
In the process of construction, a person will be assigned to make sure that each and
every mitigation and enhancement measures are followed. This monitoring plan must be
strictly followed to ensure safety among the people.
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Table. 3. Monitoring Plan
Environmental
Problem
Enhancement Measure
1. Traffic
-Traffic management
- Provide adequate parking spaces
Daily
2. Construction Waste
- Proper waste management
- Garbage should be collected regularly
Daily
3. Noise
4. Air
- Noise control
-Proper selection of equipments
-Regular maintenance of equipments
Daily
-Consistent wetting of the ground to
Weekly
reduce suspension of dust
-Wearing of mask
3.4.4
Monitoring
Daily
Contingency Plan
Throughout the construction, the site will have a safety area considering the presence
of first aid materials. It is important that there is someone present who knows how to
perform first aid. Also, during the construction of the project and even after the
construction, emergency measures and equipments like fire extinguishers and alarms
should be provided to assure safety.
3.4.5
Institutional Responsibilities and Agreements
For the institutional responsibilities and agreements, the environmental effects that the
project might cause have been considered. The researchers also have agreed to comply
with the requirements of Metropolitan Manila Development Authority, Department of
Environment and Natural Resources (DENR) together with the other local government
units of Quezon City. The researchers have to make it a point that they have coordinated
well with the guidelines of MMDA and the local government for the benefit of the owner
and the people surrounding it.
14
CHAPTER IV
THE RESEARCH COMPONENT
4.1
Abstract
The demand for a more systematic traffic monitoring is at height in the Philippines
specifically in its capital, Metro Manila. Due to the increasing number of road users, it is
important that MMDA or the Metropolitan Manila Development Authority effectively
controls the different intersections where traffic often occurs. One of its divisions, the
Traffic Engineering Center (Maintenance Division) located at Valencia St., Sta. Mesa,
helps with the traffic enforcement operations. The study sought to provide a design of an
available and accessible traffic monitoring center that will house both maintenance and
monitoring to be relocated across Bantayog ng mga Bayani along Quezon Avenue corner
Epifanio delos Santos Avenue (EDSA) where intensive flooding rarely occurs. The study
features state-of-the-art facilities, innovative green designs and principles that simply
promote sustainable development. The new traffic monitoring center will utilize a design
that will provide good indoor air quality and good lighting system namely glass facade.
4.2
Introduction
This study aims to design advanced traffic facilities for more effective monitoring and
applicable green engineering methods that can be applied to the traffic engineering
center. The green design of the project will focus on indoor air quality and lighting
system. In line with this, features of designs to be applied need to be analyzed if it will
provide adequate alternative energy source for long duration and would effectively
enhance the structure’s environment. On the other hand, a thorough research will also be
conducted with regard to the analysis of the future traffic impact in the proposed location.
For the proposed location, basic information is being collected. This would involve
the traffic control system and geotechnical properties of the soil where the researchers
will build their structure; resulting to the determination of the design and facilities to be
used for the structure.
4.3
Review of Related Literature
Due to the onset demand of sustainable structures, it is required that all government
buildings be set, designed, constructed, operated, maintained and retrofitted using
environmentally responsible materials, sustainable architecture techniques and other
green building practices for the purpose of reducing the building impacts on environment
and human health. Green building uses one third less energy than conventional buildings.
It espouses the (a) reduction of operating costs by increasing productivity and using less
energy, water and other resources, (b) improvement of public and occupant health due to
15
improved indoor air quality, and (c) decrease of waste, pollution and environmental
decay ( House Bill No. 6397 or the Green Building Act Of 2009).
Green buildings are more than a fashion statement. Many architects, builders and
clients agree that smart, sustainable buildings are becoming a necessity because
according to some estimates, buildings account for almost one-half of the world's
material and energy consumption, one-sixth of fresh water use, and a quarter of all wood
harvested. As costs for sustainable materials and products drop, building green is really
the most cost-effective kind of design and construction. More and more, you can't
afford not to build green because of(a) lower green building costs, (b) improved
productivity, (c) green buildings have higher market value, (d) healthy occupants in green
buildings, (e) tax benefits for green buildings, (f) improved retail sales,(g)lower utility
demands in green buildings and (h) improved quality of life (Lallanilla, 2000).
For this study, certain green design principles are to be considered for the structure
namely Glass Facades. Due to the increase in demand in energy consumption it is
necessary that all structures to be built make way to save energy. One way of saving
energy is the use of glass facades. Glass façade is an energy saving material widely use
nowadays. This material turns out to be an insulating material that prevents heat or
coldness from leaving the building. One of the most important methods of saving energy
in a building is by carefully designing its facade. Glass façade also offers some
architectural aesthetics to the design.
According to Perspectives of Double Skin Façade Systems in Buildings and Energy
Saving, April 2011, “Facades recently received much attention as opposed to the more
typically glazed curtain wall. This is because of its ability to efficiently reduce energy
and therefore saves cost. The amount of energy saved depends on the climate and the
design chosen”. The ability of the glass facades to use sunlight is exactly can be free
lighting source for every work place.
According to Bortniczuk (2013), “using glass and aluminium systems, we get an
extremely durable facade, which additionally minimises the risk of warmth leaving the
building and cold entering during cold days”. Katarzyna Choruży explains that “The
systems allows gaining solar energy and generating green electric energy without noise
and emitting pollution. Energy gained in this way can be used to lighten the building, and
even to aid ventilation and air-conditioning, which in the case of glass facades is
extremely important. Heating of the building during the summer season can generate big
maintenance costs “.
One of the benefits of glass facades is that it emphasizes the indoor and outdoor view
of the building. Second, it allows sunlight to enter the building that results in energy
saving during the daytime and lastly glass facades provides good ventilation that provides
high indoor air quality by means of insulation that retains cool air inside the building and
leaving heat outside, or vice versa.
16
On the other hand, traffic monitoring is one of the vital transportation activities in the
Philippines especially in Metro Manila. This center monitors traffic flow in every place
that contains Close Circuit Television or known as CCTV cameras. This system is very
helpful in developing countries such that the management can immediately provide
solution on problems that occurred in land and properly monitors traffic. According to
Washington State Department of Transportation, “the Traffic Management Centers are
the nerve center of highway monitoring and operations. Engineers, radio operators and
other staff monitors traffic and identify problems using cameras, real time picture of
traffic conditions can be obtained using the data from traffic detectors, immediate
response on problems encountered in highway because of the coordination of the center
to the other law enforcement and emergency response team, and provide up-to-theminute information to the media so that people can be updated on the current status of the
road”. Traffic monitoring centers are open 24 hours and seven days a week providing
citizens up-to date information of the road condition.
This study sought to provide an effective traffic control system for the Traffic
Engineering Center through the aid of advanced facilities. The researchers came up with
an ideal system for traffic monitoring which is the Traffic Control Center of Tokyo,
Japan (See Figures 3 and 4). The center is staffed by several officials working 24-hour
shifts. Tokyo’s traffic landscape is broadcast on a towering bank of integrated monitors
(See Figure 3). Display boards function as media for carrying out immediate traffic
situation by compiling information from cameras, helicopters, police, citizen reports, and
over 17,000 vehicle detectors all around the city (See Figure 4). The Information Board
on the far right can display anything from handwritten notes to additional maps brought
up on the computers. Traffic control system of Japan mainly deals with the analysis of
traffic information which includes: (a) collection, processing, recording, and supply of
traffic information, and signal control; (b) indication of traffic information on the traffic
display board and the data display board; (c) monitoring the system equipment; (d)
collection of regulatory information on traffic accidents and road works; (e) processing
information for external sources and responding to inquiries and; (e) manual input to the
system.
Fig. 3. Tokyo Traffic Control Center
17
Fig. 4. Integrated Monitors of Tokyo Traffic Control Center
Fig. 5. Expressway, Central and Information Display Board
of Tokyo Traffic Control Center
This system is designed to continue safe signal operation even in the event of
malfunction where the microprocessors or the signal controllers are unable to actuate the
traffic signal control LSI. With the adaptation of above-mentioned system, the
researchers believed that the system substantially will reduce traffic congestion by
accurate monitoring and signal controller operation to suit prevailing traffic conditions,
and by providing drivers with traffic information via traffic message boards and travel
time boards.
In line with the reduction of traffic congestion is the reduction of traffic accidents
since traffic flow will be smoothed using message boards to show drivers travel times to
specified destinations. The proposed system, as an effect, will also reduce the number of
18
vehicle's stopping due to traffic congestion to cut exhaust gas and noise emitted in
stopping and starting vehicles, thus reduces traffic pollution. Lastly, the system makes
traffic flow smoother and reduces travel time to destinations to save energies such as
gasoline and light oil.
Alternatively, the type of count made by the MMDA was classified with the traffic
counting program conducted each year by the Statewide Traffic Data Collection section
of the Massachusetts Highway Department. The 2009 program involved the systematic
collection of traffic data utilizing automatic traffic recorders located on various roadways
throughout the state. The traffic counts compiled in this document are of four types:
●
Continuous count program consists of stations which are being counted hourly
every day of the year.
●
Coverage counts consist of counts spread across a three year counting cycle.
Each traffic count is of a 48 hour duration and is repeated once every three years.
●
Classification counts program consisted of a total of 212 counts. Each traffic
count is of a 48 hour duration.
●
Special Counts where all requests for traffic related data come under this
program and includes providing traffic data for the Department's pavement, highway and
bridge design efforts. This includes pavement rehabilitation, construction, maintenance,
construction staging and traffic management. Data gathered in support of the
Department's program varies from single road tube automatic traffic recorder counts to
intersection turning movements for traffic signal design and vehicle type classification
for pavement design and environmental analyses (air quality and noise levels).
The data collected in this work program provides the Traffic Data
with the information which allows staff to develop the necessary
volume estimates required to satisfy the Department's needs in the
planning, engineering, construction, maintenance, and the overall
highway programs in the state.
Collection section
travel and traffic
areas of highway
administration of
In the case on the Philippine setting, automated counting machines are not widely
used so manual counting with the aid of a counter widely utilized. Traffic counts are also
made once in a year or three years and it came from a government agency for studies and
related projects. The researchers then can classify this volume data as a coverage data and
also a special count data (MassDOT, 2012).
The traffic counts provided by the MMDA are a.m. and p.m. peaks and they also
considered being critical movements since they are the highest number of car volume. In
critical movements, the peak hour volume is the volume of traffic that uses the approach,
lane, or lane group in question during the hour of the day that observes the highest traffic
volumes for that intersection. For example, rush hour might be the peak hour for certain
interstate acceleration ramps. The peak hour volume would be the volume of passenger
car units that used the ramps during rush hour. Notice the conversion to passenger car
units. The peak hour volume is normally given in terms of passenger car units, since
19
changing turning all vehicles into passenger car units makes these volume calculations
more representative of what is actually going on.
The peak hour flow rate is also given in passenger car unit per hour. Sometimes these
two terms are used interchangeably because they are identical numerically. But in this
study, the researchers made use of PCU factors (Transportation Engineering Online Lab
Manual, 2003).
Roads have certain capacities depending on the volume it can accommodate. The
effect of traffic factors on the capacity of an intersection approach is usually allowed for
by the use of weighting factors referred to as ‘Passenger Car Equivalents’ assigned to
different vehicle categories. Signalized intersections represent an unavoidable impedance
to traffic flow. No matter how well a signal is timed and no matter how well that timing
is maintained and adapted instantaneous conditions, some vehicles arrive during the red
interval. These vehicles form a queue that must be dissipated during the ensuing green
interval. The presence of large vehicles (multiple axles) in the traffic stream adversely
affects vehicular performance and reduces the actual capacities of the highway facilities.
The presence of large vehicles in the queue increases the headway as well as delay of
others vehicles.
The term passenger car equivalent (PCE) was introduced in the 1965 Highway
Capacity Manual. Since 1965, considerable research effort has been directed toward the
estimation of PCE value for various roadway types. Presently, there is neither a
commonly accepted nor clearly defined theoretical basis for the concept of passenger car
equivalent. There have been many researchers to estimate PCE at signalized intersection
based on microscopic as well as macroscopic approaches, giving different numerical
results. Importance of these result lies on the purpose of application and the way PCE
value is used.
This factor is used to get the PCE or otherwise known as PCU (Passenger Car Unit) to
be used for computation of the volume in computing for the volume-capacity ratio of the
certain lane being studied (Rahman, 2003).
In detail, Passenger Car Equivalent (PCE) is a metric value used in Transportation
Engineering, to assess the traffic-flow rate on a highway especially on roads with
multiple lanes and intersections. A Passenger Car Equivalent is essentially the impact that
a mode of transport has on traffic variables (such as headway, speed, density) compared
to a single car. For example, typical values of PCE (or PCU) are:
-
private car (including taxis or pick-up) 1
motorcycle 0.5
bicycle 0.2
horse-drawn vehicle 4
bus, tractor, truck 3.5
20
Highway capacity is measured in PCE/hour daily as its units. Passenger Car
Equivalent is also sometimes used interchangeably with Passenger car unit (PCU). A
common method used in the US is the density method. However, the PCU values derived
from the density method are based on underlying homogeneous traffic concepts such as
strict lane discipline, car following and a vehicle fleet that does not vary greatly in width.
In this study, growth rate factor method is used to project estimation of future traffic
(Ahuja, 2004).
Average Annual or Compound Growth Rate (AAGR) is used for computing annual
growth of certain values of the investments in companies but it can also be used to
compute for population given that there will be a given growth rate. The formula to
calculate future population given current population and a growth rate is:
Where:
PopPresent = Present Population
i = Growth Rate
n = Number of Periods
The growth rate used for vehicle growth was based from the year 2011 traffic growth
rate percent by the Project Evaluation Division, Planning Service of DPWH. From the
PCU computed with the 2013, projections in 25 years with 5 year interval (Parker, 2002).
With the capacity of the road based from the table from the DPWH manual and the
volume of vehicles computed from data, the researchers were able to identify the level of
service that is to divide the volume to the capacity. The researchers were able to compute
for the level of service. Level of service (LOS) is a measure used by traffic engineers to
determine the effectiveness of elements of transportation infrastructure. LOS is most
commonly used to analyze highways by categorizing traffic flow with corresponding safe
driving conditions. The concept has also been applied to intersections, transit, potable
water, sanitary sewer service, solid waste removal, drainage, and public open space and
recreation facilities. The level of service characterization was based from that given by
the Highway Planning Manual of DPWH (Papacostas, 2001).
Potential new roads and bridges are identified by utilizing assignment models from
surveys conducted. Traffic can be assigned between alternative routes according to
assignment-choice criteria. Existing traffic service leveks for all road sections are
determined using traffic data from certain instutions such as MMDA. Future service
levels for each road sections or lanes are described using transport models or simpler
methods of projection of traffic volumes. Data gathered is required to establish existing
and future traffic service level for each road section to pinpoint so-called hotspots of
traffic congestion measured as the hourly design traffic volume over the road section's
21
Basic Hourly Capacity in Car Units called Volume Capacity Ratio (VCR). (DPWH,
2013)
One of the important parameters in the VCR is road capacity which according to the
Highway Capacity Manual of the Highway Research Board in Washington D.C. is
defined as: capacity is the maximum number of vehicles, which have a reasonable
expectation of passing over a given section of a lane or a roadway in one direction or in
both directions during one hour under prevailing road and traffic conditions. The traffic
volume at the upper E and F is also referred to as VCR = 1.00. Level of service ranges
from free flowing, moderate to heavy traffic. Level F as the capacity that will actually
start to drop because of heavy congestion and low travel speeds. (DPWH, 2013)
4.4
Methodology
Research Design
The study is a descriptive type of research in which relevant information such as
traffic data count provided by MMDA, current traffic system, elevation and the soil
classification of the site location serve as basis for the modifications of the proposed
structure, the necessary traffic facilities, features of the green design to be applied and the
type of foundation that will be used. The study is limited to the proposed Traffic
Monitoring Center that will be constructed at the current Manila Seedlings Compound in
Quezon City.
The researchers focus on creating an innovative sustainable design of a building that
will comply with the standards of House Bill No. 1348: National Land Use Code Of 2010
and House Bill No. 6397: Green Building Act of 2009 and assess the future traffic impact
in the proposed location. Also, the researchers aim to design a structure that features
green engineering. The effectiveness of these features must be determined in order to
promote sustainable development and create an energy-efficient structure.
At the start of this project we begin by inspecting the Traffic Engineering Center
located at Sta. Mesa Manila. This will be the basis of our extended, proposed monitoring
center to be located at Quezon City. Determining the problems encountered in the
existing building, the researchers will formulate solutions that are necessary. The group
gather the information needed for the proposed project and search for suitable location
for the extension of the traffic monitoring center and consult to the beneficiary about their
concern and other demand. After gathering all the necessary data we then start planning
for the 3 birds of our project namely Structural Engineering, Geotechnical Engineering,
and Transportation Engineering and adding up Green Engineering for sustainable
development. Finalizing all the data we come up with a project namely Proposed ThreeStorey Traffic Monitoring Center With Traffic Impact Assessment And Application Of
Glass Facades.
*See Next Page for Conceptual Framework
22
START
Ocular Inspection on
Existing Building
Gathering of all
Necessary Data for the
Proposed Project
Determined Constraints
Search for the Suitable
Extension Site
Solution
Consultation
Planning
Foundation
Processes
Structural Methods
Green Engineering
Design Methods
Transportation
Methods
Analysis and
Evaluation
Choose
Alternative
Effectiveness
No
Yes
Final and
Detailed Design
Materials and
Estimation of Cost
Cost Benefit
Analysis
Modelling
END
Fig. 6. Conceptual Framework
Adaptation of
Design
23
4.5
Results and Discussion
As one of the leading cities in Metro Manila, it is necessary for Quezon City to
improve its transportation aspect. One way is by properly managing the intersections
within the city. As one of the first building dedicated for transportation purposes, the
basis of our study will be the Traffic Engineering Center located at Sta. Mesa Manila and
the current building used by the Metro Manila Development Authority located at Makati
City. Thorough study is done in the said location before proceeding to the plan.
The researchers come up with the plan of putting up an extension of the current
MMDA Metrobase that will be located in Quezon City. The building will house both
monitoring and maintenance division of TEC and will solely be dedicated in monitoring
traffic within the city. In this way, the extension of the building will help improve the
transportation aspect of Quezon City that will abridge to its Central Business District
(CBD) project.
For the application of transportation engineering in our project, thorough study is done
about the intersection of roads such as gadgets used and as well as the existing
monitoring center in other countries specifically in Japan. Traffic Impact Assessment also
known as TIA will also be applied to our proposed location to analyse the traffic
generated by proposed developments.
For the application of green engineering in our study, we carefully choose the
appropriate features that can help in generating savings due to energy and electricity
conservation. Specifically Glass Facades will be applied in the proposed building. This
will allow sunlight to enter the building, thus making an alternative source of lightings
inside the building during the daytime and provide good ventilation because of its
insulating characteristics.
The researchers will further investigate the features that will be applied on the
proposed building.
4.6
Conclusions and Recommendations
The application of Traffic Impact Assessment is very helpful in terms of projecting the
possible congestion points within the development. In line with this, the researchers
would be able to provide mitigating measures to alleviate congestion on the proposed
project.
As for the foundation of the structure, the group decided to use a shallow foundation
(isolated footing) because of the stiff characteristics of the soil in the proposed location.
Necessary data are collected to further support our investigation such as the consistency
of the soil, water content, SPT Blows, N-values, specific gravity and unit weight of the
soil as well as the depth of the samples. The researchers were given a geological map
from Bureau Research and Standards and the boring test near the proposed location.
24
In terms of green engineering principles the researchers found out the use of glass
façade in a building emphasize the indoor and outdoor view of the building, it allow
sunlight to enter the building that result in energy saving during the daytime and lastly
glass facades provides good ventilation that provides high indoor air quality by means of
insulation that retains cool air inside the building and leaving heat outside, or vice versa.
Application of this green design feature is really appropriate in the structure since the
Philippines is a tropical country and near the equatorial line, a lot of solar light and
energy is being received. All of these features will require huge investments but in return,
after some years, the benefits are far greater than the initial expenses. With this, the
researchers recommend to provide a further study on the use and the cost of glass facades
in the country.
25
CHAPTER V
DETAILED ENGINEERING DESIGN
5.1 Loads and Codes
Introduction
The structural codes used in the structural design of the three-storey traffic monitoring
center conform to the National Structural Code of the Philippines 2010 for Volume 1: For
Buildings and other Vertical Structures and to American Concrete Institute Code for
Buildings. The loads that have been taken into account are dead, live, wind and
earthquake loads. These are the four loads that have a major impact on the structure. All
values used on the design are found in NSCP 2010: Minimum Design Loads. Seismic
Considerations are in reference according to Uniform Building Code 1997.
5.1.1 Dead Loads
Table. 4. List of Dead Loads
DEAD LOADS
Slab Self Weight
Slab – 120mm
Roof Deck – 200mm
Floor Finish
2nd and 3rd Floor
Cement Finish (25mm)
Linoleum or asphalt tile, 6mm
Roof Deck
Concrete Fill Finish – Per mm thickness
Ceiling
Acoustical Fiber Board
Mechanical Duct Allowance
Suspended Metal Lath
Electrical and Plumb Allowance
Exterior Wall – Full Plastered (150mm) Both Faces
Interior Wall – Full Plastered (100mm) Both Faces
Water Proofing (Bituminous, Smooth Surface)
Frame Partitions – Wood Studs 50x100, plastered two
side
LOAD
UNIT
2.832
4.72
kPa
kPa
1.53
0.05
kPa
kPa
0.023
kPa
0.05
0.2
0.48
0.1
3.11
2.98
0.07
0.96
kPa
kPa
kPa
kPa
kPa
kPa
kPa
kPa
26
5.1.2 Live Loads
The live load used for the structure has been acquired from National Structural Code
of the Philippines (NSCP 2010) and based on the plan specifications set by the
beneficiary.
Table. 5. List of Live Loads
LIVE LOAD
Office Use
Corridor
Roof
LOAD
2.4
4.8
1.9
UNIT
kPa
kPa
kPa
Seismic Considerations
Ct = 0.0731 (Concrete)
Overstrength Factor, R =8.5 (Special moment RC Frame)
Soil Profile Type = Sc
Seismic Zone Factor, Z= 0.4
Ca = 0.44
Cv = 0.64
Seismic Source Type = B
Na = 1.00
Nv = 1.00
Importance Factor, I = 1.5 (Essential Facilities)
5.1.3 Wind Loads
The design shall conform to the NSCP 2010: Zone Classification Basic Wind Speed.
Quezon City (Zone 2)
V = 200 kph ~ 124.274 mi/hr
c=1.2
q=0.002559v2
WL= q x c
WL = 0.00255 v2 x c
WL = 0.00255 (124.274)2 x 1.2
WL=47.41 psf
Wind Load = 2.27 kPa
27
5.1.4
Load Combinations
U = 1.4D
U = 1.2D + 1.6L + 0.8W
U = 1.2D + 1.6LR + f1L
U = 1.2D + 1.6L + 0.5Lr
U = 1.2D + 1.6W + 1.0L + 0.5Lr
U = 1.2D + 0.5CaID + 1.0E + 1.0L
U = 1.2D - 0.5CaID + 1.0E + 1.0L
U = 0.9D + 1.6W
U = 0.9D + 1.0E
Where:
D = Dead Load
L = Live Load
W = Wind Load
E = Earthquake Load
5.2
Plan Set
Civil Design- Site Plan
Fig. 7. Site Plan
28
5.2.1
Architectural Plans
5.2.1.1 Perspective
Fig. 8. Project Perspective
Fig. 9. Google SketchUp Perspective
29
5.2.1.2 Floor Plans
Fig. 10. Ground Floor Plan
Fig. 11. Second Floor Plan
30
Fig. 12. Third Floor Plan
Fig. 13. Roof Deck Plan
31
5.2.1.3 Elevation Plans
Fig. 14. Front Elevation
Fig. 15. Rear Elevation
Fig. 16. Left Side Elevation
32
Fig. 17. Right Side Elevation
Fig. 18. Cross Section
Fig. 19. Longitudinal Section
33
5.2.1.4 Structural Plans
Fig. 20. Foundation Plan
Fig. 21. Second Floor Framing Plan
34
Fig. 22. Third Floor Framing Plan
Fig. 23. Roof Framing Plan
35
5.3 Structural Engineering
Introduction
The Structural Design of the Three-Storey Traffic Engineering Center was analyzed
through the aid of Design Softwares. For the design of reinforced concrete beams and
columns, STAAD and Microsoft Excel were used. Microsoft Excel was also used for the
computation of the quantity of rebars of each structural member, lateral ties for column,
stirrups for beams as well as for the thickness and dimension of the footing.
5.3.1 Beam Design
The beams of the proposed project were grouped by means of the load they carry. Its
dimensions were calculated and verified based on the results from STAAD. The shear
and moment diagrams are the values from STAAD that will be set as inputs in the Excel
Program as well as the compressive and tensile stresses, and the diameter of rebarscoming up with the quantity of the rebars.
Table. 6. Schedule of Beams
BEAM WIDTH
NAME (mm)
250
RB1
250
RB2
250
B1
300
G1
300
G2
300
TB-1
300
TB-2
DEPTH
(mm)
400
400
400
500
500
500
500
SUPPORTS
TOP BOTTOM
4-ø20
2-ø20
4-ø16
2-ø16
6-ø20
3-ø20
6-ø20
3-ø20
5-ø20
3-ø20
6-ø20
3-ø20
6-ø20
3-ø20
MIDSPAN
TOP BOTTOM
2-ø20
4-ø20
2-ø16
4-ø16
2-ø20
4-ø20
2-ø20
4-ø20
2-ø20
4-ø20
2-ø20
4-ø20
2-ø20
4-ø20
STIRRUPS
ø10-1@50mm, 10@80mm, Rest @ 160mm
ø10-1@50mm, 10@80mm, Rest @ 160mm
ø10-1@50mm, 10@80mm, Rest @ 160mm
ø12-1@50mm, 4@110mm, Rest @ 210mm
ø12-1@50mm, 4@110mm, Rest @ 210mm
ø12-1@50mm, 4@110mm, Rest @ 210mm
ø12-1@50mm, 4@110mm, Rest @ 210mm
Fig. 24. Detailing of RB1
36
Fig. 25. Detailing of RB2
Fig. 26. Detailing of B1
Fig. 27. Detailing of G1
Fig. 28. Detailing of G2
37
Fig. 29. Typical Girder Detail and Specifications
5.3.2 Column Design
Table. 7. Schedule of Columns
COLUMN
DIMENSION
VERTICAL BARS
C1
400mm x 400mm
8-25 mm Ø
C2
400mm x 400mm
12-25 mm Ø
C2-1
400mm x 400mm
8-25 mm Ø
TIES
1-12mm Ø @ 50mm, 8-12mm Ø@100mm,
Rest @ 150mm o.c.
1-12mm Ø @ 50mm, 8-12mm Ø@ 100mm,
Rest @ 150mm o.c.
1-12mm Ø @ 50mm, 8-12mm Ø@100mm,
Rest @ 150mm o.c.
38
COLUMN DETAIL
Fig. 30. Detailing of C1-1
39
Fig. 33. Typical Column Detail and Specifications
40
5.3.3 Slab Design
The slabs were divided and grouped according to the loads it carries. One-way slabs
were designed using the conventional method governed by the NSCP. The span, length
as well as the dead and live loads were the vital factors to be considered in the
determination of the quantity of rebars and their spacing.
Table. 8. Schedule of Slabs
L
S
thickness
Mark
m
m
mm
S1
5
2
150
S2
6
2.5
170
Longitudinal
Transverse
Remarks
ø12 @ 60mm
ø12 @ 70mm
ø12 @ 370mm
ø12 @ 330mm
One-Way
One-Way
Fig. 34. Typical Slab Detail and Specifications
41
5.4 Geotechnical Engineering
Introduction
For the proposed project, the type of foundation to be used is a shallow type
foundation. Shallow footings bear directly on the supporting soil. This type of foundation
is used when the shallow soil can safely support the foundation loads. A typical square
Reinforced Concrete Footing would be made for each column. Moreover, wind and
earthquake loads are incorporated in the design and part of the load combinations. The
structural design of the foundation is then completed using strength design in accordance
with National Structural Code of the Philippines 2010.
5.4.1 Soil Investigation Report
The boring hole data obtained from the Bureau of Research and Standards (BRS) in
Appendix B-1 is located at Sandigan Bayan which is approximately 10km from the
proposed site. The agency does not cover a soil investigation report on the exact
considered area. Yet, the engineer in charge provided the group with a geological map
articulating that provided boring log could be used since the rock formation within the
bore location is just the same with the rock formation of the proposed site. Though
acquisition of the said soil report was already done, the researchers looked for a more
reliable source nearer to the proposed site; thus, bringing us to the C.Molas Geotechnical
Services (See Appendix B-2). The soil report from CMGS is more detailed and closely
the same to the first soil report in terms of properties. With this, the researchers decided
to use the soil report from CMGS for the design of foundation. According to the soil
investigation report obtained, the soil profile is generally made up of siltstone formation
with an allowable soil bearing capacity is 340 kpa.
5.4.2 Footing Design
Design Considerations
Unit Weight of Concrete: 23.6 kN/m3 *
Unit Weight of Soil (Sand): 15 kN/m3 *
28th Day Compressive Strength of Concrete(f’c): 35 Mpa
Yield Strength of Reinforcing Steel (fy): 414 Mpa
Allowable Soil Bearing Capacity (qa): 340 kPa**
Diameter of Steel Reinforcements (db): 20mm
Minimum Cover (Concrete cast against and permanently exposed to earth): 75 mm
NOTES:
* - Values taken from National Structural Code of the Philippines 2010 Table
204-1 Minimum Densities for Design Loads from Materials
** - Value obtained from Table. 1. Net Allowable Bearing Capacity of Appendix
B-2, based from the Consistency on the Geotechnical Report of a nearby structure
Code Specifications: (National Structural Code of the Philippines 2010)
42
Beam Shear:
ΦVn = Φ√
Punching Shear:
ΦVn = Φ√
d
d
Where:
Vu = Factored Shear Force at the section
Φ = Strength Reduction Factor (0.75 for shear)
f’c = 28th day compressive strength of concrete
bo = perimeter for critical section for footings
bw = web width
d = distance from extreme compression fiber to centroid of longitudinal tension
reinforcement
Table. 9. Schedule of Footings
Dimension
(m)
depth
FOOTING
(m)
B
L
F1
2
1.8
1.8
F2
2
2
2
Fig. 35. Typical Footing Detail
Long Direction
t(mm)
Top & Bottom Bars
350
400
6-20mmø
7-20mmø
Short Direction
Top & Bottom
Bars
6-20mmø
7-20mmø
Sets
18
10
43
Recommendation
The group recommends performing a soil investigation on the project location, within
Quezon City. This is to ensure the quality of soil and determine if the foundation design
conforms within the criteria.
5.5 Green Engineering - Glass Facades
The purpose of the installation of Glass Facades to structures is usually for aesthetics
and architectural requirements. Looking at a deeper perspective, the primary purpose of
its installation is to allow daylight enter the buildings and be the alternative source of
light to save electricity and energy. The process of using sunlight as an alternative source
of light to structures is called Daylighting. In this section of the study, a cost benefit
analysis on Daylighting is done using Nomographs.
Nomographs are a preliminary tool for roughly estimating the potential impact of
daylighting to the energy use of non-residential buildings. Nomographs were developed
after extensive computer modelling of a generic non-residential building and that is why
it is an easier and simplified alternative for cost benefit analysis. Even if it will give
reasonable results, it will not totally deliver a guaranteed answer for cost-effectiveness
for it has certain limitations. It does not account for the beneficial reductions in HVAC
cooling energy use due to heat gain reductions from the electric lighting and window
system.
Regardless of the number and types of lighting devices installed in the structure, the
most important parameter at which the lighting costs are solved is by calculating the total
floor area of the buildings. The total floor area was computed to be 14,294.473 square
feet or 1328 square meters and the electricity cost used is P5.658 kWh from the current
rates of MERALCO.
Table. 10. Summary for Glass Facades
Annual Energy
Consumption for
Scenario
Lighting
(kWh/sq.ft)
Without
Daylighting
3.6
(Costs)
With Daylighting
2.1
(Savings)
Lighting Energy
Cost (P/sq.ft)
Annual Energy
Cost for Lighting
(Php)
24.6
351,644.04
4.1
34,306.74
Table. 10 shows a direct comparison between two scenarios; one utilizes daylighting
and the other does not. From the difference in the values of annual energy consumption
for lighting, we can already expect that there is energy saved. Comparing the annual
lighting energy cost of the structure without daylighting to the annual lighting energy
44
savings of the structure with daylighting, about 16.67% of the annual electric
consumption cost is saved. This is true with the assumptions that the daily occupancy of
the buildings is 16 hours from 6:00 AM to 9:00 PM.
**See Appendices for design calculations
5.6 Transportation Engineering
5.6.1 Introduction
With the growing of development of urban places in the country, the demand on
transportation becomes more important and relevant especially to its impact on the area
where it is being developed. Developments generate traffic, may it be on a small or large
scale, in a few years or in 30 years or more. This traffic may cause congestion or other
problems that will let the community divert capital for development of transportation
systems depending on the need. Congestion causes delayed schedules, pollution and
sometimes accidents. Temporarily when these arise, motorists find their own way
through it, but in the long run, authorities find permanent solutions. Traffic Impact
Assessments are now commonly used as tool for projecting demands on transportation
and to find solutions to any problems that may occur. This becomes more pronounced
with public funds for infrastructure and other improvements are being burdened.
Projections should be done in two ways, one is without the development and the
existing situation in the area in the coming years and the other is then with the
development which can be assessed along with the mitigating measures that may be
developed to lessen the projected problems.
Metro Manila Development Authority have been known for its purpose of planning,
monitoring and coordinative functions, exercising regulatory and supervisory authority
over Metro Manila. This is without the autonomous power of the local government in
each city. Its office is located at EDSA corner Orense Street in Guadalupe, Makati. One
of its main functions is to coordinate and regulate traffic policies specifically in
enforcement and engineering. Its current Traffic Engineering Center (Main Office) and
Traffic Monitoring Centers are also found in Guadalupe. The proposed project will be an
extension of the monitoring center as to make an accessible one to render its authority
over Quezon City with a lot area of 1000 square meters including parking lot area. This
will be situated on the corner of EDSA and Quezon Avenue, currently the Manila
Seedlings Compound. The area where it will be situated will be part of the Quezon City
Central Business District. This proposed project will be able to enhance the transportation
sector around the district with its traffic monitoring and other services. Employees,
enforcers and equipment agency are the expected traffic generated by this agency.
45
Located at highly traffic impact area intersected by two major national roads, the
government building will generate outgoing and incoming trips progressively from its
completion to its full occupation. In this assessment, the impact of the traffic generated
will be analyzed for the formulation of necessary mitigation to ease out possible
congestion points in its area. The current traffic conditions will be assessed by traffic
volume count and road inventory.
5.6.2 Objectives and Scope of Study
The general objectives of the study are a) to determine the possible traffic impacts of
the proposed building; b) to identify the possible congestion points within the influence
road network of the development; and c) to formulate and recommend mitigating
measures to alleviate the future traffic impact within the area.
The following shall constitute mainly the traffic impact assessment and mitigation, if
any
a.
Determination of current volumes of traffic in the area;
b.
Estimation of future traffic generation with and without the project;
c.
Estimation of traffic volumes at approach routes and critical intersections with and
without the project;
d.
Identification of locations of potential traffic congestion due to the project;
e.
Identification of counter-measures that will help alleviate traffic congestion;
f.
Development of a traffic management and circulation plan within the development.
5.6.3 Location of Study Area
The location of the Center will be in the North Triangle in Quezon City where the
Manila Seedling Compound is currently sited. It will be at the corners of Epifanio Delos
Santos Avenue (EDSA) and Quezon Avenue north bound side across Centris Station. The
site will only take part from the total area of the Compound which is at around 1000
square meters including parking.
In 10 years, there will rise a central business district in the northern and eastern
triangles of the largest city in the metropolitan. This district is an environmentally
inclined district where all future infrastructure are expected to provide positive impact on
the environment. There are already establishments around the vicinity such as malls
(TriNoma and Centris Station), fast food chains (KFC, McDonald’s and 7-11), corporate
offices (GA Sky Suites), hospitals (Philippine Children’s Medical Center) and
government institution establishments (Bantayog ng mga Bayani and Office of the
Ombudsman).
46
Fig. 36. Location of the Study Area
5.6.4 Accessibility
The location is found along the intersection of major highways, namely EDSA and
Quezon Avenue, where these are one of the most accessible roads in the city. They
provide access to different locations and cities and plays as main lines for transportation
of different sectors from public and private vehicles.
From any point around in Metro Manila, the MMDA center will be accessible through
EDSA by its north bound to Balintawak from Cubao, Ortigas, Makati and Pasay and by
south bound from Bulacan and Kalookan. It will also be accessible through Quezon
Avenue by its Manila Bound from Quezon City Circle and by its Commonwealth bound
from Manila.
Other alternative access routes are also available through Agham Road, BIR Road,
Central Terminal Road, Panay Avenue etc. directly or by u-turns and other alternative
road ways.
Pedestrian access is also available through an interconnected footbridge that can be
accessed on all corners and the island of EDSA.
5.6.5 Impact Area
The area will cause impact to traffic on the major roads and minor roads around its
vicinity. It will produce people volume that goes there for work or other significant
47
activities and also vehicle volume through its public utilities and also some private owned
vehicles, provided that it will also include a parking area.
This study will help in projecting the results of traffic production caused by the area to
be able to plan mitigation measures in case of traffic impact and problems. Also, this will
help lessen problems that will soon arise on the preconstruction, construction, functioning
phases etc.
5.6.6 Data Collection
Preliminary Survey
An ocular visit was made in the site of the Manila Seedlings compound where the
researchers inspected the current condition of the area and the major roads around it.
There are only few vehicles entering the area for most of its space is occupied by
different sellers of orchids and the parking area only have room for 15-20 vehicles and
the inside is mostly accessed by pedestrians. With this we can say that there is only a
minimal impact of traffic by the establishment in this area.
Traffic Conditions
The intersection of the two major roadways is a combination of different types of
access. First is the normal one wherein the road is continuous from two points across the
intersection both at EDSA and at Quezon Avenue. Traffic lights are provided along
EDSA and u-turns are also provided for vehicles passing through Quezon Avenue. There
is also a skyway at EDSA and an underpass along Quezon Avenue both are in the
intersection of the road ways. Each corner also has intersection channels for smooth right
turns.
Traffic Count
The researchers requested for traffic volume data from the TEC or Traffic
Engineering Center of the Main Office of MMDA in EDSA-Orense. This data includes
the vehicular count on the intersection of EDSA and Quezon Avenue in peak hour to be
able to easily find maximum possible projections and also the pedestrian count on the
existing footbridge (for supporting data) to be able to project any need for modifications.
These counts can be classified as coverage data and special data.
In the official vehicular count by the TEC of the MMDA last June 25, 2013, Tuesday,
the count duration was from 6:00 a.m. to 8:00 p.m. There are three volumes considered:
the total volume subdivided by different vehicles, the a.m. peak hour from 9:00 to 10:00
a.m. and the p.m. peak hour from 3:00 to 4:00 p.m. The pedestrian count provided was
an official data also by the TEC of MMDA last March 22, 2010 right after the foot bridge
was being constructed. It is a multiple foot bridge with 9 staircases (some with PWD
ramps) that connects pedestrian walkways at each corner of the intersection and also the
island of EDSA.
48
Below is the photo of the provided data (a) traffic volume data and (b) pedestrian
count survey:
Fig. 37. Traffic Volume Data
Fig. 38. Pedestrian Count Survey
(Fig.s 37 and 38 are data from Traffic Engineering Center – TOC, MMDA)
49
The pie chart below shows the percentage of vehicles in A.M. peak:
A.M. Peak
0% 3%
Car
Puj
16%
0%
Pub
2%
0%
Trk
10%
TRL
69%
MC
Tri
Bicycle
Fig. 39. Percentage of Vehicles in AM Peak Pie Chart
(data retrieved from Fig. 37. Traffic Volume Data)
The pie chart below shows the percentage of vehicles in P.M. peak:
P.M. Peak
0%
0%
3%
0%
1%
Car
10%
Puj
Pub
7%
Trk
TRL
MC
79%
Tri
Bicycle
Fig. 40. Percentage of Vehicles in PM Peak Pie Chart
(data retrieved from Fig. 37. Traffic Volume Data)
50
5.6.7 Baseline Traffic
Critical Movements
The data of critical movements are already provided by the traffic data being
requested by the TEC. This also an accurate and reliable data because it was conducted
by authorized personnel and that this data was also used for signalization design, u-turn
design etc. The data collected will be directly used for this study.
The researchers have identified the peak hour to be the duration at which the
maximum volume of vehicles is being counted. The traffic produced was caused by many
factors such as students to school, employees to work, home bound vehicles from near
and also distant place from Manila and parts outside Quezon City going in and out.
The number of trips are essential to know which roadways or lanes causes significant
impacts on traffic and they are also basis for traffic count groupings from their line from
departure to destination, also what type of road way are they. In this intersection being
studied there is a total of 14 trips shown in the diagram and table below:
Fig. 41. Traffic Flow along Edsa-Quezon Avenue Intersection with Trip Number
Indications (Refer to Subsequent Table)
(Traffic Engineering Center – TOC, MMDA)
51
Table. 11. Road Profile - Trips with Corresponding Types and Number of Lanes
A Passenger Car Equivalent is essentially the impact that a mode of transport has on
traffic variables (such as headway, speed, density) compared to a single car. This is used
for study of traffic flow and intersection design as well.
Assumed Passenger Car Equivalent Factors:
Table. 12. List of Assumed Passenger Car Equivalent Factors (Singh, 2004)
Vehicle Type
PCEF
Motorcycle
0.5
Bicycle
0.2
1.0
Passenger Auto
Car
Taxi
1.0
Jeepney
1.5
Utility
Vehicles FX
1.5
Bus
2.2
Trucks
2.2
With these factors the researchers are able to compute for the PCU by multiplying
each type to the corresponding factor and getting the sum of the results:
52
Table. 13. Baseline Traffic – A.M. Peak Hour (volume in vehicles per hour)
Table. 14.Baseline Traffic – P.M. Peak Hour (volume in vehicles per hour)
Sample Computation:
A.M. Peak, Trip 1:
PCU = (1*1479) + (1.5*213) + (2.2*0) + (2.2*31) + (2.2*9) + (0.5*343) + (0.5*0) +
(0.2*66)
= 2071.2 = 2072 vehicles per hour
53
5.6.8 Estimation of Future Traffic
Table. 15. Growth Rate of Corresponding Vehicles
(Department of Public Works and Highways, Highway Planning Manual, 1982)
Table. 16. Traffic Growth Rate for “WITHOUT DEVELOPMENT”
Vehicle Type
Rate
Motorcycle
2.231%
Auto
3.801%
Passenger Car
Taxi
3.801%
Jeepney
2.231%
Utility Vehicles
FX
2.231%
Bus
2.231%
Trucks
1.932%
Average Growth Rate for All Vehicle Type
2.637%
Table. 17. Traffic Growth Rate for “WITH DEVELOPMENT”
Vehicle Type
Rate
Motorcycle
4.462%
7.602%
Passenger Auto
Car
Taxi
7.602%
Jeepney 4.462%
Utility
Vehicles FX
4.462%
Bus
4.462%
Trucks
3.864%
Average Growth
Rate for All
5.274%
Vehicle Type
For the simplicity of estimation of the future traffic, it was decided to get the average
growth rate for all vehicle type. Since growth rates of vehicles for NCR for “WITH
development” requires higher type of computations that are beyond a student’s scope of
knowledge, the assumed growth rates considered for the future traffic will be simple and
easy to compute.
54
5.6.9 Future Traffic Without Development
Table. 18.Estimated A.M. Peak Hour traffic volume for “WITHOUT development”
scenario (in passenger car units per hour)
Table. 19. Estimated P.M. Peak Hour traffic volume for “WITHOUT development”
scenario (in passenger car units per hour)
55
5.6.10 Future Traffic With Development
Table. 20.Estimated A.M. Peak Hour traffic volume for “WITH development” scenario
(in passenger car units per hour)
Table. 21.Estimated P.M. Peak Hour traffic volume for “WITH development” scenario
(in passenger car units per hour)
Sample Computation for A.M. peak for WITHOUT Development for year 2018:
PCU (2018) = PCU*(1+growth rate)^n
= 2072 * (1+0.02637)^5 years
= 2360 PCU/hr.
56
Sample Computation for P.M. peak for WITHOUT Development for year 2018:
= 2813 * (1+0.02637)^5 years
= 3204 PCU/hr.
Sample Computation for A.M. peak for WITH Development for year 2018:
= 2072 * (1+0.05274)^5 years
= 2680 PCU/hr.
Sample Computation for P.M. peak for WITHOUT Development for year 2018:
= 2813 * (1+0.05274)^5 years
= 3638 PCU/hr.
Below are the charts showing the rate of growth for each peak for trip 1 (note: growth
rate for each trip are the same):
WITHOUT DEVELOPMENT A.M. Peak
4500
4000
3500
3000
WITHOUT
DEVELOPMENT A.M.
Peak
2500
2000
Expon. (WITHOUT
DEVELOPMENT A.M.
Peak)
1500
1000
500
0
PCU 2018
(2013)
2023
2028
2033
2038
Fig. 42. Rate of Growth for AM Peak for Trip 1 Without Development
57
WITHOUT DEVELOPMENT P.M. Peak
6000
5000
WITHOUT
DEVELOPMENT P.M.
Peak
4000
3000
2000
Expon. (WITHOUT
DEVELOPMENT P.M.
Peak)
1000
0
PCU 2018
(2013)
2023
2028
2033
2038
Fig. 43. Rate of Growth for PM Peak for Trip 1 Without Development
WITH DEVELOPMENT A.M. Peak
8000
7000
6000
5000
4000
3000
2000
1000
0
WITH DEVELOPMENT
A.M. Peak
Expon. (WITH
DEVELOPMENT A.M.
Peak)
PCU 2018
(2013)
2023
2028
2033
2038
Fig. 44. Rate of Growth for AM Peak for Trip 1 With Development
WITH DEVELOPMENT P.M. Peak
12000
10000
WITH DEVELOPMENT
P.M. Peak
8000
6000
4000
Expon. (WITH
DEVELOPMENT P.M.
Peak)
2000
0
PCU 2018
(2013)
2023
2028
2033
2038
Fig. 45. Rate of Growth for PM Peak for Trip 1 With Development
58
It shows here that with the development, the exponential graph increases. The peak
volumes therefore increases its rate, this is a basis in projecting how the development will
gravely affect the traffic volume in the area.
5.6.11 Level of Service
For Capacity for roads with multiple lanes on flat terrain, and for those with lane
widths of at least 3.5 meters
Table. 22. Total Hourly Capacity per Direction
No. of lanes per direction
2
3
4
Hourly Capacity, pcu/lane
1800 1750 1700
Total Hourly Capacity per
3600 5250 6800
Direction, pcu
Level of service for the operation of critical roads is determined in this study
considering the projected future traffic volume without and without development
scenario. The computed rating of operations using the projected traffic volume with
development scenario will be used to determine when will be the right time of application
and implementation of the recommendations made.
LOS for Philippine Highways
Table. 23. Types of Level of Service, Descriptions and Volume/Capacity Factors
Level of Service Volume/ Capacity
Description
A
Less Than 0.20
Free Flow Traffic
B
0.21-0.50
Free Flow Traffic
C
0.51-0.70
Moderate Traffic
D
0.71-0.85
Moderate/ Heavy Traffic
E
0.86-1.00
Heavy Traffic
F
>1.00
Forced flow, stop and go
59
Level of Service on Scenario Without Development
Table. 24. Level of Service Without Development, A.M Peak
60
Table. 25. Level of Service Without Development, P.M Peak
61
Level of Service on Scenario with Development
Table. 26. Level of Service With Development, A.M Peak
62
Table. 27. Level of Service With Development, P.M Peak
63
5.6.12 Conclusions and Recommendations
The intersection of Quezon Avenue and EDSA is currently composed of underpasses,
skyways and u-turns. All corners exist a right turn channel for vehicles to easily turn to
the adjacent road which contains two lanes. The opposite directions of the skyways in
EDSA contain three lanes each and the underpass in Quezon Ave. contains two lanes
each. U-turns exists on the boundary of Quezon Ave. and EDSA and then a combined uturn under the skyway of EDSA. An existing u-turn was closed in front of the
Mcdonald’s due to the congestion it caused every rush hour. No signals exist currently on
this intersection but a multinetwork of bus bays, taxi bays and pedestrian lanes exist
under the skyway of EDSA.
There were 2 types of projection for a.m. and p.m. peak counts. One is without
development where no comers exist in the project in the said time and the other is with
development where it exist. In the results, the a.m. and p.m. times have different peak
congested roads that is evident from its counterpart time.
Currently, the most congested road for a.m. peak is the underpass along Quezon
Avenue from Agham (3872 vehicles/hr.) and the most congested road for p.m. peak is the
opposite direction from Sgt. Esguerra (3212 vehicles/hr.). This shows that the people
from the east side of the metro utilize the underpass to their destinations mostly on the
west side of the metro.
Majority of the vehicles that pass through this intersection are cars (including private,
taxis and FXs). TRLs or trailer trucks are not allowed to travel in daylight so there is very
minimal count of less than 200/day. There is also a relatively large number of jeepneys
(PUJs) and buses (PUBs) along these lanes. Motorcycles also have large numbers of
10,010 motorcycles in a day.
In 25 years (year 2038), there will be a drastic change in the volume of vehicles that
will pass through this intersection. Without the development, 6 out of the 14 lanes (43%)
will be characterized as LOS F roads (Forced flow, stop and go). With the development,
there will be 9 out of the 14 lanes (64%) that will be characterized as LOS F. This means
that, with the development, these certain lanes (1, 2, 5, 8, 9, 10, 11, 12, and 14) should be
prioritized.
From these, certain mitigating measures may be carried out. Because there are no
existing traffic signals in this intersection, it may be introduced on lanes 8, 11 and 14 (Uturn) for these three will be LOS F. These traffic signals will be a medium to long-term
measure.
Another mitigating measure is to remove the u-turns that causes congestion in lanes
and 14 (LOS F). Lane 14 (Timog to Timog) is projected to cause congestion in the
coming years. The first u turn that was closed in front of McDonald’s showed a positive
result on the flow in EDSA. This may be done in lane 14.
64
The existing intersection is composed of different lanes (bus bays, taxi bays and
pedestrian lanes) that when observed are not being utilized fully. With introduction of
traffic signals, this area may serve as open space for a wide channeled intersection due to
the traffic generated along the underpass of Quezon Avenue. This will also omit the u
turns (especially lanes 3 and 4 with LOS A only) but will extend lanes for controlled
signals. From the traffic data of pedestrians, only 134 go down or access the middle bay
showing that there is not much use for the bays below. This is very evident that it will not
affect pedestrian transportation of the foot bridge
If a unified single intersection should be carried out, u-turn lanes 3 and 4 can be
removed since it does not give too much impact on the traffic flow of those lanes.
Majority that uses these lanes are PUJs (600/day only, LOS A) .In totality this unified
intersection can be one of the possible mitigating measure for the impact projected on the
area. Bus lanes and taxi bays may be transferred near the MRT station of Quezon Avenue
going southbound.
Other general improvements such as pavement rehabilitation and markings
improvement should also be considered so as to render the projected traffic volume in the
decades to come. This should be maintained.
65
MAJOR FIELD: STRUCTURAL ENGINEERING
The major area of civil engineering in this project is structural engineering. It
includes the analysis and design of the elements of the structure such as beams, columns
and slabs that support or resist loads. Additional designs such as Moment Resisting
Frames are used to resist natural constraints specifically earthquake. Structural elements
designed with moment resisting connections can resist lateral forces by flexure and shear
in beams and columns.
In the analysis and design of structural members various technical programs will
be used. STAAD.ProV8i will be used in designing and analysing all the structural
members of the project. The structure will be designed base on loads present in the
structure and also in its location, these loads includes dead load, live load, wind load and
earthquake load. Another program that will be used in the project is Microsoft Excel, this
will be used in analysing, verifying and managing the result given by the other programs.
The analysis and design of the structural members will be based on the code provisions of
National Structural Code of the Philippines (NSCP 2010) and specifications set by the
beneficiary. Necessary adjustment is done to come up with a safe structure.
The structure is composed of superstructure and substructure. Superstructure is
the part above the foundation while substructure is the footing or foundation. The
superstructure is composed of beams, columns and slabs which are separated from its
foundation in order to improve the building's response during earthquakes.
A beam is a horizontal structural element that can resist bending due to loads
applied on it. The loads induced into the material of the beam are due to its own weight,
its length, external loads such as earthquake and bending moments. Beams generally
carry vertical gravitational forces but can also be used to carry horizontal loads.
Horizontal loads such as earthquake or wind load. The loads carried by a beam are
transferred to columns, walls, or girders, which then transfer the force to adjacent
structural compression members.
A column is a vertical structural element that transmits force that comes from
beams and girders. The force carried by the beam are composed of the weight of the
structure above and then transferred to the structural elements below. This simply means
that column is compression member. Columns may be designed to resist lateral forces
such as wind and earthquake. This structural element is used to support beams and other
elements which the upper parts of walls or ceilings rest. Column is one of the parts of the
structure that make it stand.
A slab which is commonly made from concrete is a common structural element of
modern structures. Horizontal concrete slab reinforced with steel bars are often used to
construct floor, ceilings and sometimes exterior paving of buildings. A one way
slab needs moment resisting reinforcement only in its short-direction because the moment
along long axes is so small that it can be neglected. When the ratio of the length of long
direction to short direction of a slab is greater than 2 it can be considered as a one way
66
slab. A two way slab needs moment resisting reinforcement in both directions. If the ratio
of the lengths of long and short side is less than two then movement in both directions
should be considered in design.
Moment-resisting frame systems can be steel, concrete, or masonry construction.
They provide a complete space frame throughout the building to carry vertical loads, and
they use some of those same frame elements to resist lateral forces. Moment frames
consist of beams and columns in which bending of these members provides the resistance
to lateral forces. There are two primary types of moment frames, ordinary and special.
Special moment-resisting frames are detailed to ensure ductile behaviour of the beam-tocolumn joints and are normally used in zones of higher seismicity. In moment resisting
frames, the joints, or connections, between columns and beams are designed to be rigid.
This causes the columns and beams to bend during earthquakes. So these structural
members are designed to be strong in bending. Moment resisting frames simply means
frames that resist forces by bending.
To begin the analysis and design of structural members basic information from
the current and the proposed locations were collected. The data will be used to come up
with the design of the safe and most economical design of a three-storey traffic
monitoring center that will serve as the extension of the current traffic monitoring center
located in Makati City. Reinforced concrete will mainly be the major component of the
structural elements of the building. The design of the structural members will be
accompanied with the use of Special Moment Resisting Frame (SMRF) system to resist
natural constraints specifically earthquake.
The codes used in the structural design of the three-storey traffic monitoring
center conform to the National Structural Code of the Philippines 2010 Volume 1: For
Buildings and other Vertical Structures and to American Concrete Institute Code for
Buildings. The loads that have been taken into account are dead, live, wind and
earthquake loads. These are the four loads that have a major impact on the structure. All
values used on the design are found in NSCP 2010: Minimum Design Loads. The list of
dead loads applied in the building is based on the materials that will be used in the
structure. On the other hand, live load depends on the occupation of the building. For
seismic consideration, reinforced concrete will be mainly used in the building. The
structure will be located in Zone 4 with Seismic Source Type B. For wind consideration,
the location is Quezon City with basic wind speed of 200 kph.
For the design of beams and colums of the proposed project, the horizontal
structural elements were grouped by means of the load they carry. The dimensions were
calculated and verified based on the results from STAAD output. The most critical shear
and moment diagrams from STAAD result will be set as inputs in the Excel Program as
well as the compressive and tensile stresses, thus the dimension of the beam is being
verified as well as the diameter of reinforcing bars coming up with the quantity of the
rebars is being determined. For the purpose of seismic consideration manual computation
based on the code provision (NSCP 2010) is done on the stirrups of beams and lateral ties
of columns.
67
For the design of slabs, it was divided and grouped according to the loads it
carries. One-way slabs were designed using the conventional method governed by the
NSCP 2010. The span, length as well as the dead and live loads were the vital factors to
be considered in the determination of the quantity of reinforcing bars and their spacing.
The main purpose of structural engineers when designing a structure is to come
up with a safe and most economical structure. All structures must be designed to carry all
predictable loads with a suitable factor of safety. Factor of safety is important especially
in describing the structural capacity of a system beyond the expected loads or actual
loads.
68
MINOR FIELD: GEOTECHNICAL ENGINEERING
Geotechnical Engineering includes the design of the foundation and footing of the
building. Going further, it is a major field in civil engineering which deals with the study
of earth materials, including soil, rock, and groundwater. Geotechnical engineering is
associated with most of the other civil sub-disciplines since most engineering projects are
supported by ground. These also include the design of sub-grades for roadways,
embankments for water storage and flood control, and containment systems for hazardous
materials. Moreover, this field is involved in dealing with various geologic hazards, such
as landslides, soil erosion, and earthquakes which are significantly addressed and
analyzed in the design, construction, and operation of civil engineering projects.
For this proposed project, the main focus in this field is to come up with the safest
and most economical design of foundation that would effectively hold the traffic
monitoring center upright, regardless of the external conditions that may affect it.
Foundation or substructure is the most important part of any structure. It is that
part of a structure which is situated below the surface of the ground that transmits the
superstructure load to the underlying soil ultimately. Building activity starts with the
formation of foundation. It mainly functions as follows:
●
●
●
●
●
Uniformly distributes building load to soil beneath
Anchors the structure to the ground to resist movement due to lateral force
Prevents differential settlement of the structure
Provides a plane surface for the convenience of construction
Makes the structure substantial and durable by continuing the structure in the soil
The geotechnical part of the proposed project dealing with the determination of
the reinforcements as well as the dimension of the footings was provided with supporting
data acquired from the C. Molas Geotechnical Services located in Quezon City. The
main basis for requirements for both parts is the National Structural Code of the
Philippines (NSCP) 2010. This will involve the soil investigation report and bore hole
data leading to the determination of the allowable bearing capacity.
The higher and heavier the building, the larger stress the soil experiences. In order
to counteract and reduce the stress, the supporting footings for the foundation need to be
larger in area. Additionally, increase in depth of footings would depend on the kind of
soil manifested at that certain area. The type of foundation depends on the area the
foundation will be located on and the type of structure that will be placed on it. As for the
thesis study, the traffic monitoring center has three storeys, wherein an additional
flooring (roof deck) is also included for storage of various traffic equipments and airconditioning units. The area of Quezon City, consisting mainly of adobe soil, based from
a soil investigation report, has 340 Kpa of soil bearing capacity which is siltstone in soil
texture. On this note, a shallow foundation is the most appropriate for design.
69
In addition with regard to the design of footing, the following factors are
considered: unit weight of concrete, unit weight of soil, compressive strength of concrete,
yield strength of reinforcing steel, allowable bearing capacity of soil, sizes of steel
reinforcements and the concrete cover. These factors as well as the code specifications
for the design of footing could be taken both from the National Structural Code of the
Philippines 2010 and from a soil investigation report.
The boring hole data obtained from the Bureau of Research and Standards (BRS)
in Appendix B-1 is located at Sandigan Bayan which is approximately 10km from the
proposed site. The agency does not cover a soil investigation report on the exact
considered area. Yet, the engineer in charge provided the group with a geological map
articulating that provided boring log could be used since the rock formation within the
bore location is just the same with the rock formation of the proposed site. Though
acquisition of the said soil report was already done, the researchers looked for a more
reliable source nearer to the proposed site; thus, bringing us to the C.Molas Geotechnical
Services. The soil report from CMGS is more detailed and closely the same to the first
soil report in terms of properties. With this, the researchers decided to use the soil report
from CMGS for the design of foundation.
As for the foundation of the structure, the group decided to use a shallow
foundation (isolated footing) because of the stiff characteristics of the soil in the proposed
location. Necessary data are collected to further support our investigation such as the
consistency of the soil, water content, SPT Blows, N-values, specific gravity and unit
weight of the soil as well as the depth of the samples. The researchers were given a
geological map from Bureau Research and Standards and the boring test near the
proposed location.
A shallow foundation is a type of foundation which transfers building loads to the
earth very near the surface. The objective of shallow foundation is to distribute the
structural concentrated load over a wide horizontal area at a little depth rather than a
range of depths. This type of foundation is often adopted when the soil has a good
bearing capacity and the structural load will not cause excessive settlement.
In this shallow foundation, isolated footings are used. Isolated column footings
are used to support single columns. Each single isolated footing provides support for each
individual column, pier, post or other single concentrated load. In effect, it acts as a base
for a column. Furthermore, isolated footings transfer the factored structural load to a wide
range of soil. These are the most economical types of footings and are used when
columns are spaced at relatively long distances. For the public market structure, square
isolated footings are designed. Square footings are more economical than rectangular
footings, especially for square or round columns.
The design of square footings is analyzed and completed through the process of
manual computation. It mainly depends on the reaction forces of columns which compose
axial forces, shear forces and bending moments. Initially, the unfactored loads are used to
acquire the size dimensions of the isolated footing. The depth of footing would then be
70
obtained from the factored loads, evaluated through one-way or two-way shear analysis.
Consequently, number of reinforcement bars needed for tension in the footing is
identified.
In making the foundation plan of the traffic monitoring center, AutoCAD 2010 is
used. AutoCAD is an application that allows for 2D and 3D CAD design, drafting,
modeling, architectural drawing, and engineering drawing. The plans made in this
program are can easily be changed in case of possible revisions and modifications.
Design of foundation involves load capacities. In current geotechnical engineering
practice, foundation design is dependent on allowable stresses, with allowable foundation
load capacities, for dead and live loads both based on limiting static settlements and
giving a huge factor of safety against exceeding ultimate capacities. In current design
practices, allowable soil stresses for dead plus live loads are increased by one-third for
load combinations which include wind or seismic forces. The increase of one-third is
excessively conservative if the allowable stresses for dead plus live loads are far below
ultimate soil capacity. This leads to the idea for the direct use of ultimate foundation load
capacity, for load combinations including seismic effects. It is required to enable
designed foundations resist loads with acceptable deformations considering the short
duration of seismic loading, the dynamic properties of the soil, and the ultimate load
capacities, of the foundations under lateral, vertical, and rocking loading.
All procedures and design considerations must be within the guidelines of an
existing structural code. Structural codes serve as major basis of providing the minimum
design requirements for any structure. It helps the designer to get familiar and fully
understand the general requirements in order to come up with an effective and
economical design. The structural codes used in the foundation design of the two-storey
public market are found on the National Structural Code of the Philippines 2010 for
Volume 1: For Buildings and other Vertical Structures. All values used for the design are
found in National Structural Code of the Philippines 2010 - Chapter 2: Minimum Design
Loads. Seismic Considerations and National Structural Code of the Philippines 2010 –
Table 204-1 Minimum Densities for Design Loads from Materials.
It can be assured that the foundation design of the traffic monitoring center
conforms to the set guidelines and design limitations found in the National Structural
Code of the Philippines 2010 for Volume 1: For Buildings and other Vertical Structures.
The design is made accordingly through the most innovative approach to come up with
the safest and most economical structure providing a comfortable workplace for the
employee of Metropolitan Manila Development Authority.
71
MINOR FIELD: TRANSPORTATION ENGINEERING
The demand on transportation becomes more important and relevant especially to
its impact on the area where it is being developed. Developments generate traffic, in a
few years or in 30 years or more. This traffic may cause congestion or other problems
that will let the community divert capital for development of transportation systems
depending on the need. Traffic Impact Assessments are now commonly used as tool for
projecting demands on transportation and to find solutions to any problems that may
occur.
Located at highly traffic impact area intersected by two major national roads, the
government building will generate outgoing and incoming trips progressively from its
completion to its full occupation. In this assessment, the impact of the traffic generated
will be analyzed for the formulation of necessary mitigation to ease out possible
congestion points in its area. The current traffic conditions will be assessed by traffic
volume count and road inventory.
The general objectives of the study are:
a) Determine the possible traffic impacts of the proposed building;
b) Identify the possible congestion points within the influence road network;
c) Formulate and recommend mitigating measures to alleviate the future traffic impact
within the area.
Traffic Impact Assessment (shortly TIA) constitutes the following:
a. Determination of current volumes of traffic in the area;
b. Estimation of future traffic generation with and without the project;
c. Estimation of traffic volumes at approach routes and critical intersections;
d. Identification of locations of potential traffic congestion due to the project;
e. Identification of counter-measures that will help alleviate traffic congestion;
f. Development of a traffic management and circulation plan.
The researchers requested for traffic volume data from the TEC or Traffic
Engineering Center of the Main Office of MMDA in EDSA-Orense. This data includes
the vehicular count on the intersection of EDSA and Quezon Avenue in peak hour to be
able to easily find maximum possible projections and also the pedestrian count on the
existing footbridge (for supporting data) to be able to project any need for modifications.
These counts can be classified as coverage data and special data, relaying A.M. Peak data
and information for it is the most critical part of the day for motorists and pedestrians.
The data of critical movements are already provided by the traffic data being
requested by the TEC. This also an accurate and reliable data because it was conducted
by authorized personnel and that this data was also used for signalization design, u-turn
design etc. The data collected will be directly used for this study.
The researchers have identified the peak hour to be the duration at which the
maximum volume of vehicles is being counted. The traffic produced was caused by many
72
factors such as students to school, employees to work, home bound vehicles from near
and also distant place from Manila and parts outside Quezon City going in and out.
The number of trips are essential to know which roadways or lanes causes
significant impacts on traffic and they are also basis for traffic count groupings from their
line from departure to destination, also what type of road way are they.
A Passenger Car Equivalent is essentially the impact that a mode of transport has
on traffic variables (such as headway, speed, density) compared to a single car. This is
used for study of traffic flow and intersection design as well. The preceding table shows
the Assumed Passenger Car Equivalent Factors (Singh, 2004):
List of Assumed Passenger Car Equivalent Factors
Vehicle Type
PCEF
Motorcycle
0.5
Bicycle
0.2
1.0
Passenger Auto
Car
Taxi
1.0
Jeepney
1.5
Utility
Vehicles FX
1.5
Bus
2.2
Trucks
2.2
With these factors the researchers are able to compute for the PCU by multiplying
each type to the corresponding factor and getting the sum of the results.
The intersection of Quezon Avenue and EDSA is currently composed of
underpasses, skyways and u-turns. All corners exist a right turn channel for vehicles to
easily turn to the adjacent road which contains two lanes. The opposite directions of the
skyways in EDSA contain three lanes each and the underpass in Quezon Ave. contains
two lanes each. U-turns exists on the boundary of Quezon Ave. and EDSA and then a
combined u-turn under the skyway of EDSA. An existing u-turn was closed in front of
the McDonald’s due to the congestion it caused every rush hour. No signals exist
currently on this intersection but a multi-network of bus bays, taxi bays and pedestrian
lanes exist under the skyway of EDSA.
There were 2 types of projection for a.m. and p.m. peak counts. One is without
development where no comers exist in the project in the said time and the other is with
development where it exist. In the results, the a.m. and p.m. times have different peak
congested roads that is evident from its counterpart time.
Currently, the most congested road for a.m. peak is the underpass along Quezon
Avenue from Agham (3872 vehicles/hr.) and the most congested road for p.m. peak is the
opposite direction from Sgt. Esguerra (3212 vehicles/hr.). This shows that the people
73
from the east side of the metro utilize the underpass to their destinations mostly on the
west side of the metro.
Majority of the vehicles that pass through this intersection are cars (including
private, taxis and FXs). TRLs or trailer trucks are not allowed to travel in daylight so
there is very minimal count of less than 200/day. There is also a relatively large number
of jeepneys (PUJs) and buses (PUBs) along these lanes. Motorcycles also have large
numbers of 10,010 motorcycles in a day.
In 25 years (year 2038), there will be a drastic change in the volume of vehicles
that will pass through this intersection. Without the development, 6 out of the 14 lanes
(43%) will be characterized as LOS F roads (Forced flow, stop and go). With the
development, there will be 9 out of the 14 lanes (64%) that will be characterized as LOS
F. This means that, with the development, these certain lanes (1, 2, 5, 8, 9, 10, 11, 12, and
14) should be prioritized.
From these, certain mitigating measures may be carried out. Because there are no
existing traffic signals in this intersection, it may be introduced on lanes 8, 11 and 14 (Uturn) for these three will be LOS F. These traffic signals will be a medium to long-term
measure. Another mitigating measure is to remove the u-turns that causes congestion in
lanes and 14 (LOS F). Lane 14 (Timog to Timog) is projected to cause congestion in the
coming years. The first u turn that was closed in front of McDonald’s showed a positive
result on the flow in EDSA. This may be done in lane 14.
The existing intersection is composed of different lanes (bus bays, taxi bays and
pedestrian lanes) that when observed are not being utilized fully. With introduction of
traffic signals, this area may serve as open space for a wide channelled intersection due to
the traffic generated along the underpass of Quezon Avenue. This will also omit the u
turns (especially lanes 3 and 4 with LOS A only) but will extend lanes for controlled
signals. From the traffic data of pedestrians, only 134 go down or access the middle bay
showing that there is not much use for the bays below. This is very evident that it will not
affect pedestrian transportation of the foot bridge
If a unified single intersection should be carried out, u-turn lanes 3 and 4 can be
removed since it does not give too much impact on the traffic flow of those lanes.
Majority that uses these lanes are PUJs (600/day only, LOS A) .In totality this unified
intersection can be one of the possible mitigating measure for the impact projected on the
area. Bus lanes and taxi bays may be transferred near the MRT station of Quezon Avenue
going southbound.
decades to come. This should be maintained. This study will also be considered as the
first to be applied to a government owned building, which should also be taken into
consideration because it also generates traffic at some degree.
74
CHAPTER VI
BUDGET ESTIMATION
The budget for construction of the three-storey traffic monitoring center will definitely
come from the project beneficiary, Metropolitan Manila Development Authority
(MMDA). At the initial preparations of this project, the beneficiary declared a budget
limit of 40 million pesos for the structural expenses, not including the budget for the
installation of CCTVs, monitoring boards and other electrical facilities. The total cost of
construction was estimated to be Php 36,477,534.
Table. 28. Bill of Quantities
BILL OF QUANTITIES
THREE-STOREY TRAFFIC MONITORING CENTER
Item
ID
Item Description
Unit
Quantity
Unit
Cost
Total Cost
A
1
2
3
4
5
6
7
8
General Requirements
Mobilization/Demobilization
Temporary Facilities & Office
Temporary Power & Water
Safety Requirements
Security and Warehousing
Temporary Communication
Equipment Support
Permits & Licenses
Lot
Lot
Lot
Lot
Lot
Lot
Lot
Lot
1
1
1
1
1
1
1
1
250,000
120000
220000
130000
150000
50000
325000
300000
250,000
120,000
220,000
130,000
150,000
50,000
325,000
300,000
1,545,000
Subtotal A
B
1
2
3
4
Earthworks
Clearing & Grubbing
Structural Excavation
Backfilling & Compaction
Gravel Bedding
Subtotal B
sq.m
cu.m
cu.m
cu.m
500
720
680
48
15
300
300
500
7,500
216,000
204,000
24,000
451,500
75
C
1
2
3
Concrete Works
Concrete
Concrete Reinforcement
Formworks
cu.m
kg
sq.m
423
110,070
3,000
5,000
65
600
11,069,854
Subtotal C
D
1
2
3
Masonry Works
CHB Laying
Plastering
Topping
sq.m
sq.m
sq.m
6,440
9,310
5,760
600
250
250
1
2
Doors and Windows
Aluminum Framed Sliding Glass
Windows/Facades
Panel Doors 0.90x210
sets
77
12,000
924,000
sets
60
3,000
180,000
1,104,000
Subtotal E
F
1
2
Ceiling Works/Carpentry Works
Interior Ceiling
Exterior Ceiling
3,864,000
2,327,500
1,440,000
7,631,500
Subtotal C
E
2,115,304
7,154,550
1,800,000
sq.m
sq.m
1,440
480
500
500
720,000
240,000
960,000
Subtotal F
G
H
I
Electrical Works
Plumbing Works
Sanitary Works
lot
lot
lot
1
1
1
9,000,000
2,000,000
1,300,000
9,000,000
2,000,000
1,300,000
J
Painting works
sq.m
2,470
200
494,080
K
L
Tile Works
Water Proofing
TOTAL COST
sq.m
sq.m
1,440
480
600
120
864,000
57,600
36,477,534
76
CHAPTER VII
PROJECT SCHEDULE
Based from the schedule generated by the software MS Project 2010, the over-all
estimated duration of construction of the three-storey traffic monitoring center in Quezon
City is 376 working days. Majority of the estimated working days goes to the Civil and
Structural Works which includes the foundation works, formworks, rebar laying and
concrete pouring of vital structural elements from ground floor to the roof deck. The
table below shows the detailed estimated duration of each work classification, manpower
requirement and equipment requirement for the project.
Table. 29. Estimated Duration of Construction Activities
ACTIVITIES
Preliminaries
Permits and Other Fees
Mobilization
Temporary Facilities
Site Works
Site Clearing and Grubbing
Staking and Laying Out
Excavation
Backfilling and Compaction
Gravel Bedding
Soil Poisoning
Structural Works
Sub Structure
Line and Grade
Foundation Works (Piles)
Super Structure
Columns 1st Level
Reinforcing Bars
Formworks
Concreting
Slab on Grade
Reinforcing Bars
Concreting
Stairs
Formworks
Reinforcing Bars
Concreting
CHB
DURATION
25 days
15 days
5 days
5 days
32 days
5 days
5 days
10 days
6 days
4 days
2 days
201 days
35 days
5 days
30 days
166 days
12 days
8 days
8 days
4 days
12 days
8 days
4 days
7 days
4 days
4 days
3 days
8 days
77
CHB Laying
Reinforcing Bars
Concreting
Columns 2nd Level
Reinforcing Bars
Formworks
Concreting
Beams
Formworks
Reinforcing Bars
Concreting
Slab
Reinforcing Bars
Concreting
Stairs
Formworks
Reinforcing Bars
Concreting
CHB
CHB Laying
Reinforcing Bars
Concreting
Columns 3rd Level
Reinforcing Bars
Formworks
Concreting
Beams
Formworks
Reinforcing Bars
Concreting
Slab
Reinforcing Bars
Concreting
Stairs
Formworks
Reinforcing Bars
Concreting
CHB
CHB Laying
Reinforcing Bars
Concreting
Beams of Deck
Formworks
Reinforcing Bars
Concreting
5 days
4 days
4 days
12 days
8 days
8 days
4 days
12 days
8 days
8 days
4 days
12 days
8 days
4 days
7 days
4 days
4 days
3 days
8 days
5 days
4 days
4 days
12 days
8 days
8 days
4 days
12 days
8 days
8 days
4 days
12 days
8 days
4 days
7 days
4 days
4 days
3 days
8 days
5 days
4 days
4 days
12 days
8 days
8 days
4 days
78
Canopies
Formworks
Reinforcing Bars
Concreting
CHB (Deck)
CHB Laying
Reinforcing Bars
Concreting
Plumbing Works
Piping System
Fixtures
Drainage
Electrical Works
Panel Boards and Circuit Breakers
Wiring Devices, Conduits and Fittings
Electrical Wiring
Lighting
Architectural Works
Floor Finishes
Ceiling Finishes
Wall Finishes
Roof Finishes
Doors, Shelves and Internal Windows
Green Engineering (Installations)
Glass Facades and Claddings
Demobilization
Table. 30. Manpower Requirement
Manpower
Project Engineer
Site Engineer
Surveyor
Architect
Safety Officer
Electrical Engineer
Mechanical Engineer
Administrative Assistant
Foreman
Carpenter
Steelman
Painter
Electrician
Laborers
Welder
Driver
9 days
5 days
5 days
4 days
4 days
4 days
2 days
2 days
26 days
10 days
8 days
8 days
45 days
10 days
15 days
10 days
10 days
20 days
12 days
12 days
12 days
8 days
8 days
20 days
20 days
7 days
Quantity
1
4
3
3
2
4
2
3
3
4
5
6
4
50
4
3
79
Table. 31. Equipment Requirement
Equipment
Back Hoe
Dump truck
Concrete Mixer
Compactor
Pumpcrete
Vibrator
Water Pump
Drill
Rebar Cutting and Bending Machine
Minor Tools (Hammer, Shovel, etc)
Quantity
1
2
2
1
2
5
3
4
3
50
80
The Project Schedule
Generated through Microsoft Project
The schedule of the project consist all the requirements and activities that shall be
required and/or done within the proposed time frame. The start of the schedule includes
the documents, the placement of temporary facilities along with site clearing and other
earthworks. The starting date is Monday, November 18, 2013 to Thursday, March 13,
2014, approximately 92 days. Upon this time period, all foundation works are to be
completed.
The start of the ground level works and column construction for the first level starts
Friday, March 14, 2014 and ends Monday, May 5, 2014. This will include reinforcing
bars laying, concrete pouring and formworks on the columns, slabs on grade, stairs and
walling works. Completion is expected within 39 days.
Level 2 construction will start the day after, Tuesday, May 6, 2014 and ends Friday,
July 4, 2014. This will now include the beam construction beside the slabs, stairs and
CHB. Works such as bar laying, concrete pouring and formworks are done with same rate
as first level with an additional 12 days for the beam therefore a time period for
completion of 51 days is expected.
Level 3 construction starts Friday, July 4, 2014 and ends Wednesday, September 3,
2014. This period is the same with level 2 construction since the plans are similar. Same
concrete pouring for members such as beams, columns, slabs, stairs and CHB are
scheduled within this time frame.
The roof deck is the last level of the project where construction starts with the beams.
Schedule of activity starts Wednesday, September 3, 2014 and ends Wednesday, October
10, 2014. The difference here is that there will be no more columns instead canopies and
decks are placed. This will only take 25 days to complete.
Upon completion of substructure and superstructure works, miscellaneous systems
such as pipings, drainage, fixtures, electrical, lighting and architectural works are to
follow. This will start Thursday, October 2, 2014 and ends Wednesday, February 4, 2015
along with the demobilization.
Approximately the project is expected to be completed within 16 months (1 year and
4 months). All works are included, also the documents needed and the line of activities.
Simultaneous construction may be an option in case of interrupted and delayed schedules.
ID
Task
Mode
Task Name
Duration
Start
Finish
Predecessors
September
M
1
2
3
4
5
6
7
8
9
10
11
Permits and Other Fees
15 days
Mon 11/18/13
Thu 12/5/13
Mobilization
5 days
Fri 12/6/13
Wed 12/11/13
1
Temporary Facilities
5 days
Thu 12/12/13
Tue 12/17/13
2
Site Clearing and Grubbing
5 days
Wed 12/18/13
Mon 12/23/13
3
Staking and Laying Out
5 days
Thu 12/26/13
Fri 1/3/14
4
Excavation
10 days
Sat 1/4/14
Wed 1/15/14
5
Backfilling and Compaction
6 days
Thu 1/16/14
Wed 1/22/14
6
Gravel Bedding
4 days
Thu 1/23/14
Mon 1/27/14
7
Soil Poisoning
2 days
Tue 1/28/14
Wed 1/29/14
8
Line and Grade
5 days
Thu 1/30/14
Wed 2/5/14
9
Foundation Works (Isolated
Footing)
30 days
Thu 2/6/14
Thu 3/13/14
10
12
13
14
Column 1st Level
12 days
Fri 3/14/14
Fri 3/28/14
Reinforcing Bars
8 days
Fri 3/14/14
Mon 3/24/14
11
Formworks
8 days
Fri 3/14/14
Mon 3/24/14
11
Project: Project Schedule1
Date: Sat 2/22/14
Task
Inactive Summary
Split
Manual Task
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M
4 days
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8 days
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15
Concreting
4 days
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17
7 days
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Thu 4/24/14
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4 days
Mon 4/14/14
Mon 4/21/14
18
Reinforcing Bars
4 days
Mon 4/14/14
Mon 4/21/14
18
Concreting
3 days
Tue 4/22/14
Thu 4/24/14
21
Slab on Grade
Stairs
CHB
14
8 days
Fri 4/25/14
Mon 5/5/14
CHB Laying
5 days
Fri 4/25/14
Wed 4/30/14
22
Reinforcing Bars
4 days
Fri 4/25/14
Tue 4/29/14
22
Concreting
4 days
Wed 4/30/14
Mon 5/5/14
25
12 days
Tue 5/6/14
Mon 5/19/14
Reinforcing Bars
8 days
Tue 5/6/14
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26
Formworks
8 days
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26
Columns 2 nd Level
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44
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September
M
4 days
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Tue 5/20/14
Mon 6/2/14
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8 days
Tue 5/20/14
Wed 5/28/14
30
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8 days
Tue 5/20/14
Wed 5/28/14
30
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33
Beams
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29
12 days
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Tue 6/17/14
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8 days
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34
Concreting
4 days
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36
Stairs
7 days
Wed 6/18/14
Wed 6/25/14
Formworks
4 days
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Sat 6/21/14
37
Reinforcing Bars
4 days
Wed 6/18/14
Sat 6/21/14
37
Concreting
3 days
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Wed 6/25/14
40
8 days
Thu 6/26/14
Fri 7/4/14
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5 days
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Tue 7/1/14
41
Reinforcing Bars
4 days
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41
CHB
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Fri 7/4/14
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8 days
Fri 7/4/14
Sat 7/12/14
45
Formworks
8 days
Fri 7/4/14
Sat 7/12/14
45
Concreting
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Mon 7/14/14
Thu 7/17/14
48
Columns 3 rd Level
Beams
44
12 days
Fri 7/18/14
Thu 7/31/14
Formworks
8 days
Fri 7/18/14
Sat 7/26/14
49
Reinforcing Bars
8 days
Fri 7/18/14
Sat 7/26/14
49
Concreting
4 days
Mon 7/28/14
Thu 7/31/14
52
12 days
Fri 8/1/14
Thu 8/14/14
Reinforcing Bars
8 days
Fri 8/1/14
Sat 8/9/14
53
Concreting
4 days
Mon 8/11/14
Thu 8/14/14
55
7 days
Fri 8/15/14
Sat 8/23/14
Formworks
4 days
Fri 8/15/14
Tue 8/19/14
56
Reinforcing Bars
4 days
Fri 8/15/14
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56
Slab
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5 days
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60
Reinforcing Bars
4 days
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60
Concreting
4 days
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Wed 9/3/14
63
CHB
Beams of Deck
59
12 days
Wed 9/3/14
Tue 9/16/14
Formworks
8 days
Wed 9/3/14
Thu 9/11/14
64
Reinforcing Bars
8 days
Wed 9/3/14
Thu 9/11/14
64
Concreting
4 days
Fri 9/12/14
Tue 9/16/14
67
9 days
Wed 9/17/14
Fri 9/26/14
Formworks
5 days
Wed 9/17/14
Mon 9/22/14
68
Reinforcing Bars
5 days
Wed 9/17/14
Mon 9/22/14
68
Concreting
4 days
Tue 9/23/14
Fri 9/26/14
71
4 days
Sat 9/27/14
Wed 10/1/14
4 days
Sat 9/27/14
Wed 10/1/14
Canopies
CHB (Deck)
CHB Laying
Date: Sat 2/22/14
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72
Concreting
2 days
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75
Piping System
10 days
Thu 10/2/14
Mon 10/13/14
76
Fixtures
8 days
Tue 10/14/14
Wed 10/22/14
77
Drainage
8 days
Thu 10/23/14
Fri 10/31/14
78
Panel Boards and Circuit Breakers 10 days
Sat 11/1/14
Wed 11/12/14
79
81
Wiring Devices, Conduits and
Fittings
15 days
Thu 11/13/14
Sat 11/29/14
80
82
83
84
85
86
87
Electrical Wiring
10 days
Mon 12/1/14
Thu 12/11/14
81
Lighting
10 days
Mon 12/1/14
Thu 12/11/14
81
Floor Finishes
12 days
Fri 12/12/14
Thu 12/25/14
83
Ceiling Finishes
12 days
Fri 12/12/14
Thu 12/25/14
83
Wall Finishes
12 days
Fri 12/12/14
Thu 12/25/14
83
Roof Finishes
8 days
Fri 12/26/14
Sat 1/3/15
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75
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78
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80
Date: Sat 2/22/14
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Doors, Shelves and Internal
Windows
8 days
Fri 12/26/14
Sat 1/3/15
86
89
90
Glass Facades and Claddings
20 days
Mon 1/5/15
Tue 1/27/15
88
Demobilization
7 days
Wed 1/28/15
Wed 2/4/15
89
Date: Sat 2/22/14
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81
CHAPTER VIII
PROMOTIONAL MATERIAL
The walkthrough to the Proposed Three Storey Traffic Monitoring Center with
Traffic Impact Assessment and Application of Glass Facades in Quezon City is generated
using the Google Sketch Up downloaded from the internet.
Fig. 46. Lower Part of the Monitoring Room Inner View
Fig. 47. Lower Part of the Monitoring Room Outer View
82
Fig. 48. Entrance to the Conference Room (Upper Part of Monitoring Room)
Fig. 49. Conference Room
83
CHAPTER IX
CONCLUSION AND SUMMARY
As the researchers completed the design of a three-storey traffic monitoring center
with traffic impact assessment and application of glass facades, they arrived to the
general conclusion that the proposed project will be very helpful in terms of widening the
service of MMDA as well as improving the transportation sector of Quezon City.
The primary objective of the study is to provide an extension of the current traffic
monitoring center in a more accessible and highly transit-oriented, house both the traffic
monitoring and maintenance division of MMDA, determine the projected traffic impacts
of the proposed building, introduce application glass facades for indoor lighting and
ventilation purposes and provide a safe and most economical design that will be
beneficial to workers and employees.
For the transportation part of the project, future developments in the location are
expected to have extreme change in the volume of vehicles that will pass through the said
intersection. With and without developments it will result into a LOS F.
From these, certain mitigating measures may be carried out. Traffic signals must be
introduced on lanes 8, 11 and 14 (U-turn) for these three will be LOS F. Another
mitigating measure is to remove the U-turns that causes congestion in lanes 8, 11 and 14
(LOS F). Proper and often observation must be done in existing intersection that
composed of different lanes such as bus bays, taxi bays and pedestrian lanes to be fully
utilized its function.
With the current design, placements, sizing and orientations of the Glass Facades, and
the use of glasses with 60 foot candle illumination level and 60% glazing visible
transmittance, the structure saves 10% of its annual electric consumption cost for lighting
in a 15 hour daily occupancy from 6:00 AM to 9:00 PM.
84
CHAPTER X
RECOMMENDATION
The group recommends the design of this Three-Storey Traffic Engineering Center to
the Metropolitan Manila Development Authority. The design and the green engineering
techniques considered were obtained from the specifications/requirements set by MMDA.
The said agency should consider this proposed project because aside from being the
beneficiary of the project, they would be able to effectively monitor traffic within the
vicinity while exhibiting a comfortable workplace for the employees.
This type of structure is to be highly planned when it comes to lighting, ventilation
and accessibility. The design of the structure is compromised not just on the architectural
aspect but also to its structural component. The three-storey building is structurally
designed to resist the impact of strong earthquakes and raging storms. Hence, it is safe
and impenetrable from the outside as well as the inside. Also, the location is well
considered because Quezon City is the largest city in Metro Manila in terms of land area
and major roads pass through the area. Furthermore, the researchers recommend the
utilization of the roof deck for future use such functions like for storage of airconditioning units and other facilities.
If in case this project is accepted, the researchers recommend Value Analysis/Value
Engineering (VA/VE) to be carried out and considered on the project, because the values
and data obtained in this project were calculated using the standard procedure in
designing. Economic considerations are yet to be applied since it will be a governmentowned building no return of investment will be expected however the effect of the project
will be beneficial to MMDA and Quezon City area.
decades to come. Maintenance of the said improvements should also be measured.
Additionally, corrective actions and further studies with regard to the glass facades is also
recommended specifically on its greenhouse effect to the structure. Detailed Estimation is
also recommended in this project, as the time pass by, prices of materials change which is
a reason for the need of rechecking the cost estimation of the project in the future. For the
future researchers, we recommend studying the equipment that must be used in order to
completely and effectively monitor and control the traffic flow within the area. Other
considerations to be done in this study are mainly about the works of electrical and
mechanical engineers. Since the group only focused to the structural, environmental and
transportation field of the project, they were unable to provide electrical, lighting and
piping plans of the school building. It is very important for the monitoring center to have
a detailed electrical and lighting plan because it will contain lots of traffic equipments
such as monitors, computers, controllers - that will be used in monitoring the traffic.
85
CHAPTER XI
ACKNOWLEDGEMENT
The researchers would like to express their earnest gratitude to professor and adviser,
Engr. Ivan DL. Marquez for his assistance and valuable and constructive suggestions
during the planning and development of this thesis project. His willingness to give his
time so generously has been very much appreciated. Special thanks to other Mapua
professors, Engr. Geoffrey Cueto, Engr. Dante Potante and Engr. German Avengoza for
their advices, helpful in finishing one of our three birds which is Transportation
Engineering. Furthermore, to Engr. Roma Galang and Engr. Juan Paulo Nazareno for
their very helpful ideas in our design.
Furthermore, the group wishes to acknowledge the great help provided by
Metropolitan Manila Development Authority(MMDA), the beneficiary, for their approval
on our request personified by Engr. Neomie T. Recio (TEC Director) and Atty. Emerson
S. Carlos (AGM for Operations). We also wish to recognize the help of Engr. Francisco
R. Pesino Jr. and Engr. Jose Anelito C. Manalo for giving us further ideas for the
transportation sector of our project. Our special thanks are extended to the staff of
General Administration Services Division (GASD) namely Engr. Winston Besa, Engr.
Rommel Bascuguin, Engr. Ramon Dalusong and Mam Girlie Santos for accompanying
us and directing us to offices that provided the data we needed for the thesis project.
In addition, the group would also like to thank the engineers under MMDA for
enabling us to have occular visit of their offices to observe their daily operations: Engr.
Limuel M. Abutan, Engr.John Harry Santos; Engr. Manalo, Engr. Rapanan and Engr.
Jacinto from the Metrobase; and Engr.Federico E. Castillo for the beneficiary
requirements. To Engr. Antonio P. Ellima under Bureau of Research and Standards
(BRS) for his assistance on obtaining our geotechnical report.
We also wish to acknowledge the help provided by Mr. Angelo Miguel C. Baac for
the architectural aspect of our project including its promotional material/walkthrough.
Lastly, the completion of this project is made possible by the guidance given by
Almighty God and the support and assistance of the researchers’ families and friends.
86
CHAPTER XII
REFERENCES
[1] M.A. Shameri, M.A. Alghoul, K. Sopian, M. Fauzi M. Zain, Omkalthum Elayeb,
April 201. Perspectives of double skin façade systems in buildings and energy saving.
Renewable and Sustainable Energy Reviews, Volume 15, 1468-1475
[2] IkbalCetiner, ErtanÖzkan, June 2005. Perspectives of Double Skin Façade Systems
in Buildings and Energy Saving Energy and Buildings, Volume 37, 673-684
[3] Ikbal Cetiner, Ertan Özkan, June 2005. Perspectives of Double Skin Façade Systems
in Buildings and Energy Saving Energy and Buildings, Journal Volume 37, 673-684
[4] Eastern Asia Society for Transportation Studies, October, 2003. Measuring Passenger
Car Equivalents (Pce) For Large Vehicles At Signalized Intersections, pdf, 2003. Journal
of the Eastern Asia Society for Transportation Studies, Volume 5
[5] Papacostas, C. S., & Prevedouros, P. D., 2001.Transportation Engineering and
Planning (3rd ed., pp. 148-149). Upper Saddle River, NJ: Pearson Education
[6] National Land Use Code of 2010. Retrieved from
http://www.congress.gov.ph/download/basic_15/HB01348.pdf
[7] Green Building Act of 2009. Retrieved from
http://www.scribd.com/doc/22301592/House-Bill-No-6397-An-Act-Establishing-a-GreenBuilding-Standard-for-Planning-Design-of-Government-Building-Projects-in-theCountry
[8] 8 Benefits of Green Building. Retrieved from
http://greenliving.about.com/od/architecturedesign/tp/green_building_advantages.htm
[9] Sustainable (Green) Building: Green Building Basics. Retrieved from
http://www.calrecycle.ca.gov/greenbuilding/Basics.htm
[10] A Green Façade. Retrieved from http://www.downtoearth.org.in/content/greenfacade
[11] 5 Bold and Modern Glass Facades. Retrieved from http://www.dwell.com/greatidea/article/5-bold-and-modern-glass-facades
[12] Double Skin Facades for Office Buildings. Retrieved from
http://www.lth.se/fileadmin/energi_byggnadsdesign/images/Publikationer/Bok-EBD-R3G5_alt_2_Harris.pdf
87
[13] Washington State Department of Transportation: Traffic Management Centers.
Retrieved from http://www.wsdot.wa.gov/Operations/Traffic/tmc.htm
[14] Inside the Tokyo Traffic Control Center. Retrieved from
http://www.shifteast.com/inside-the-tokyo-traffic-control-center/
[15] Traffic Volume Counts. Retrieved from
http://www.mhd.state.ma.us/default.asp?pgid=content/traffic01&sid=about
[16] Signal Timing Design: Peak Hour Volume, Peak Hour Factor, Design Flow Rate.
Retrieved from
http://www.webpages.uidaho.edu/niatt_labmanual/Chapters/signaltimingdesign/theoryan
dconcepts/PeakHourVolumeDesignFlowPHF.htm
[17] Measuring Passenger Car Equivalents (Pce) For Large
Vehicles At Signalized Intersections . Retrieved from
http://www.easts.info/2003journal/papers/1223.pdf
[18]Calculating Growth Rates. Retrieved from
http://pages.uoregon.edu/rgp/PPPM613/class8a.htm
[19] 2011 DPWH Traffic Growth Rate (per cent). Retrieved from
http://www.dpwh.gov.ph/infrastructure/infra_stat/2011%20Atlas/2_2.htm
[20] DPWH Traffic Capacity Standards. Retrieved from
http://www.dpwh.gov.ph/pdf/issuances/DO/13/DO_022_S2013.pdf
[21] Modelling Of Passenger Car Equivalency
Under Heterogeneous Traffic Condition. Retrieved from
http://www.geocities.ws/chmallikarjuna/images/Mallikarjuna

Proposed Three-Storey Traffic Monitoring Center with Traffic Impact

Transcription

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