Cruz, Kristiana Louise E Thesis 1

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PROPOSED INTEGRATED MARINA CENTRAL OFFICE AND TRAINING COMPLEX

A Thesis Presented to the

School of Architecture, Industrial Design & the Built Environment

Mapua Institute of Technology

In Partial Fulfillment of the Requirements in Architectural Design 9/ AR200/ AR200S

for the Degree of BACHELOR OF SCIENCE IN ARCHITECTURE

Presented by

Cruz, Kristiana Louise E.

2010122514

Architect Junar Pakingan Tablan, uap, MSAE

Adviser

December 2014


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CHAPTER I.1 GENERAL OVERVIEW I.1.1 Introduction

The Proposed integrated MARINA Central office and training complex aims to answer theproblems of the existing office in terms of space and design. The proposal also seeks to provide

the best strategic location of the new building so as to provide convenience to the people it willcater and also to a way to provide the adequate and improved training facilities.

I.1.2 Background of the Study

The Philippines holds the greatest number in terms of the population of overseas workers. Theoverseas workers are classified into two: land-based and water-based.

According to the Philippine Overseas Employment Administration (POEA), the Philippines is theworlds main supplier of seamen since 1987, making the Philippines the manning capital of theworld. It is also cited that a figure of 280,000 students who graduates every year are products ofa maritime school which only shows the continuous production of the country for Filipino seafarers.It is also recorded that the current population of Filipino seafarers are around 400,00 wherein morethan half of them are working at sea at any time of the year.

The Maritime Industry Authority (Pangasiwaan ng Kalakalang Pandagat) or also abbreviatedas MARINA is a government office under the Department of Transportation and Communication(DOTC). MARINA office has two branch wherein one is located in Cebu City and the other, whichis the main office, and will be the focus of this study, is located in Manila, Philippines. The existingMARINA office leases five floors of Parkview Plaza building, a commercial building, located alongKalaw Street, Manila. MARINA is responsible in producing legal documents and certificates ofFilipino seaman as well as to promote and regulate the maritime industry in the Philippines. Addedto the departments responsibility is the full authority of heading the marine deck and engineer

licensure exams which is to be practiced from the start of September 2014. The department alsohas power in developing and regulating all trades and transactions at sea which also includes theoperation of vessels and management of shipping yards and lines.

I.1.3 Statement of the Problem

With the presented data above, it is a fact that the Philippine maritime industry needs amore improved facility to properly cater the increasing population of the Filipino seafarers.The research is conducted to address the following problems cited above.

As the research carry on, it is needed to specifically address the following questions:

1. Why is there a need to develop the proposal? How can the proposed new MARINAbuilding provide solutions being addressed on the study?

2. What are the architectural design considerations necessary in order to plan a facility orstructure for the users of the proposed building?

How can the architecture of the project provide ease for the beneficiaries?3. What are the space requirements of the proposed building?4. What are the existing conditions of MARINA that does not comply in the international

standards?5. Where is the best site for the proposal?6. How many people are being observed and catered in this study?


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I.1.4 Project Goals, Objectives and Strategies

Goals This research is to create and promote a structure mainly for the office dedicated for the

countrys maritime industry. It also seeks to create improved facilities and introduce innovations

mainly to enhance the experience of those who will be using the structure. The goal of thisstudy is to seek, determine and be able to point out the problems present in MARINA and torectify them accordingly through a thorough study and design of the spaces of the proposednew MARINA Building and to be able to incorporate a green and sustainable design so as to beinclined to the environment and as an advocacy as well.

Objectives To study the spaces of the existing building and incorporate new and improved spaces.

- conduct a case study on the current MARINA building

To train and upgrade the country's maritime manpower resources through upgrading andspecialization of facilities

To assess the most appropriate site for the new structure

- conduct a survey about the most convenient site for the primary users

- conduct a case study in the possible sites of the new structure

To introduce new spaces and innovation for improved experience in the structure.

I.1.5 Significance of the Study

This study will be a significant endeavour that will provide a well-planned detail for theimprovement of the MARINA building that will aid not only the staff of the department but thecorrespondingly the maritime community. Moreover, this study suggest empirical ideas on how toimplement effective architectural planning that would greatly help the department, specifically,suggesting a more accessible and convenient planning to facilely regulate the flow of operation.

Furthermore, this study also highlights the concept that with the application of effectivearchitectural planning, the structure shall guarantee the proper security of the building and tothe market it serves.

I.1.6 Scope and Limitation

This study is limited to provide an improved architectural plan for a new MARINA building.This includes the analysis for the best location of the building as well as the enhancement of the

buildings security and flow of people which can be answered through a strategic architecturalplanning. This study also aims and is limited to provide complete facilities that will enable theoffice to function to its full extent specifically to its responsibility to provide service for theFilipino seafarers and also to provide facilities that will help the department to make anadditional revenue.

I.1.7 Assumptions

The results of the study will confirm the need to develop the proposal. It will verify thatthe structure will not only be beneficiary to the Filipino seafarers but also the government andthe Filipinos who are also into the maritime industry.Through intensive research, important dataare also expected to be learned by the researcher and provide a more realistic proposal.

This project will be of huge significance to the improvement of the flow of the processing ofpapers of the seafarers. It will also provide the proper and necessary accommodation when


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they wait for their papers to process. There shall be no more long and ridiculously overnightlines that will be discussed later.

The project will not cause significant, negative changes in the vicinity; one of which is trafficcongestion. The project will not cause any major traffic congestion since, according to the

conducted survey, most of the target users do not have vehicles and therefore rely on publictransportation only, which shall be provided proper and adequate drop offs in the SiteDevelopment Plan. The site is also away from intersections which are critical points to traffic

jams.

In brief, this project can greatly improve the wellness, self-esteem, education, skills,and over all well-being of every Filipino seafarer.

I.1.8 Conceptual Framework

I.1.9 Definitions of Terms

Maritime of or relating to sailing on the sea or doing business (such as trading) at sea Seafarers - A sailor, seaman, mariner, or seafarer is a person who navigates waterborne vessels or assists as a crewmember in their operation and maintenance.

I.1.10 Acronyms

MARINA Maritime Industry Authority DOTC Department of Transportation and Communication POEA Philippine Overseas Employment Administration STCW - Standards of Training, Certification and Watchkeeping NMP National Maritime Polytechnic SOLAS Safety of Life at Sea SOP Standard Operating Procedure


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SIRB Seafarers Identification and Record Book TUCP Trade Union Congress of the Philippines

CHAPTER I.2 REVIEW OF RELATED LITERATURE AND STUDIESI.2.1 Related Literature

Marine deck and engine licensure exams to be headed by MARINA

Last March 2014, MARINA administrator, Dr. Maximo Q. Mejia Jr. confirmed that through theapproval of Republic Act No. 10635, the authority of conducting licensure exams for marine deck andofficers has been transferred from the Philippine Regulatory Commission (PRC) to the office of MARINA.R.A. 10635 was signed and approved by Rep. Jesulito Manalo, Angkla party- list representative, SenatePresident Franklin Drilon and President Benigno Aquino. It was stated in the law that, all powers, dutiesand functions of PRC on examination, licensing and certification system for marine deck and engineofficers as provided in RA No. 8544, otherwise known as the Philippine Merchant Marine Officers Act of 1998, shall henceforth be exercised by MARINA. Theimplementing rules and regulations will be issued six months from the day of its implementationwhich marks on September 2014. The act aims to establish MARINA as the single and only maritimegovernment office to practice its responsibility to its fullest extent.

COA requires MARINA to have its own building, as office rentals ballooned to P368M

Fig. 1 Parkview building thathouses the MARINA office

The Commission on Audit questioned the rental fee of Maritime Industry Authority (MARINA)as it ballooned to the amount of P368 million pesos from the start of its office since 1974 up toMarch 2012.

MARINA is renting five floors of the former Masagana Superstore in Parkview building locatedat Taft avenue. It started renting with only one floor in 1974 wherein the annual rental fee costs P1.484 million with an imposed ten percent increase every year. Their office have to be relocated inits current location due to the fire that hit MARINA in their former office in PPL wherein they spentP93 million pesos for leasing from year 1974 to 2007. Since the incident happened, MARINA hastransferred and continued their work in the Parkview building where it also houses the MetropolitanTrial Court, Savemore supermarket, a maritime training center, a lotto outlet, cellphone store,

bakery and a used clothing store.


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The memorandum that was addressed to the MARINA Administrator reads that with the totalamount of money the department spends for renting, MARINA could already have a building oftheir own.

Filipino seafarers leads the world marine community with 35-40% account

With a number of 400,000 Filipino seafarers deployed at sea, Philippines topped the chart as thecountry with greatest number of seamen. The Filipino seafarers continually increases the money thatthey sent home to the country which is estimated to be $2.501 billion. According to Trade Union Congressof the Philippines (TUCP) secretary general and former Senator Ernesto Herrera,

Foreign employers find Filipino sailors quick learners, and easier to train compared to other nationals. This may be due to their superior instruction here, apart from their ability to understandEnglish. This just shows that the Filipino seafarers are well -competitive in the industry and areflexible kind of workers. This statement from Senator Herrera also shows that the maritime schoolsand training centers are still in line in world-class standard of maritime training. With these numbergathered, it is in right term to provide world-class facilities as a vital element in the value formationof world-class seafarers.

Filipino seafarers letter to the President

The Philippine maritime community raisetheir voices on calling out President Benigno

Aquinos attention regarding the incompetenceof MARINA. The United Filipino Seafarers (UFS)leads the complaint in behalf of over 400,000Filipino seaman who had enough of the lowquality facilities of MARINA and as well as itsmanagement. One of the things that they

pointed out is the hardship they experience ingetting certificates and other legal documentswhich acquires at least two days. With the greatamount of money that they bring to our country,these group of

hardworking men wants to receive the proper treatment even at least, in their applications andissuance of certificates, which is currently a big ache into the heads of these seamen. According tothem, since the current MARINA President Dr. Max Mejia was placed into seat, the managementinside MARINA was worse than ever and can lead to the incompetence of the Filipino seaman whenat sea.

Fig. 2 - Ralliers infront of MARINA


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MARINA being sued for long lines

Fig. 3 Filipino seafarers sleeping outside MARINA

Seeing a number of men sleeping outside a building along Taft Avenue is no longer a newscenario to anyone who will be passing by the area, but this still remains an issue not just to thepeople involved but to the government as well. These men shown in the picture are Filipinoseafarers who are applying for COP, an essential document for every seafarer. In order to avoidthe greater volume of people for the next day, these men sacrificed sleeping outside the MARINAoffice as early as 7 pm to be able to get first in line the next day 7 am as the office opens. Most ofthem are living outside Metro Manila, some as far as Cotabato City, but has to come to the officeto process their papers in order to work at sea.

Remittances from Filipino seamen to hit $5.5B

TUCP gave a new statistics showing the increase in the amount of remittance being broughtto our country by Filipino seafarers aboard foreign vessels. From the previous $2.746 billion, theremittances showed up to be 8.84 percent higher than last year, expecting it to hit $5.5B until theend of 2014. Remittances from Filipino seafarers increased twice compared to the land basedFilipino workers abroad. From January to June, Filipino seafarers sent home $223 million morethan last year and the growth was due to boost in hiring, TUCP said in a statement. TUCP stated that most of the Filipino sailors were deployed to the United Kingdom, Germany, Norway, Greece,and the Netherlands. Some of the increase may also be attributed to rising inflation here at home,prompting sailors to send more money to their families to enable them to cope with the surge infood and other consumer prices, TUCP noted.

The top 10 sources of remittances from Filipino sailors in the first semester of 2014 are asfollows: the United States ($1.326 billion); the United Kingdom ($237.583 million); Germany($194.844 million); Norway ($183.529 million); Japan ($149.295 million); Greece ($141.452 million);Hong Kong ($123.084 million); Singapore ($110.194 million); The Netherlands ($45.726 million);and Italy ($23.511)


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I.2.2 Related Studies/ Projects

Local

Far East Maritime Foundation, Inc.

Fig. 4 - Simulation Room

The Far East Maritime Foundation, Inc. was established in year 1992 with its goal toprovide high standard training and facilities as an aid in the formation of world-class seafarers.

The company started with one room to start providing maritime training services which later onexpands south through its first branch in Cebu, making it the first training center in the countryssouth.

Far East in one of the pioneer maritime training centers in the Philippines which has twolocations, one in Manila and the other in Cavite City. Their training center in Manila focuses moreon lectures and indoor training sessions such as simulation and first aid training. It also includeslecture rooms and their main office. On the other hand, Far East Cavite branch provides trainingfacilities for SOLAS training (Safety of life at sea training) which is more on outdoor activities.Their Cavite branch happens to be located near the sea which made way for the company toexpand their training program. Far East Maritime Foundation, Inc. acquired ISO 9002certification from BVQI in year 1999 and was given a re-accreditation in year 2001. It also has itspromotion in years 2003 and 2008.


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Fig. 5 - Outdoor pool

Far East offers outdoor trainings wherein students, mostly maritime students and seafarers, areasked to do SOPs when in water. A swimming pool, which is a more controlled and safe training facilitythan an open sea training, is built together with other training equipment. This kind of training is called asSOLAS which is undertaken by anyone in the maritime industry in an interval of five years.

Fig. 6 - Lecture rooms

However, most trainings are still being conducted in a closed and indoor facility like thatof a classroom. Providing the trainees with a lecture room that is conducive to learning can givethem more eagerness to do trainings since they are undergoing numerous trainings before andafter working at sea.


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National Maritime Polytechnic

Fig. 7 - NMP Administration Building

Fig. 8 - NMP Training Building

Through the virtue of Presidential Decree No. 1369, the NMP was established on May 1, 1978, to answer the countrys need for a maritime training center. It had its biggest expansion in 1980 upon owning a 17-hectare lot in Cabalawan, Tacloban City. The NMP is placed under theDepartment of Labor and Employment (DOLE) due to the power of executive order no. 126. NMPPhase One consists of the Administration, Training and Generator buildings where the donatedsimulator equipment and references are located. Some of the courses offered under NPM are thefollowing: PSCRB (Proficiency in Survival Craft and Rescue Boat other than Fast Rescue Boat),MARPOL Annex 1 and 2, PADAMS (Prevention of Alcohol and Drug Abuse in the Maritime Sector),PSSR (Personal Safety and Social Responsibility), and SHAPIMS (STD,/HIV/AIDS Prevention inthe Maritime Sector).


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Fig. 9 Along Maharlika Highway

This is a closer picture of NMPs entrance wherein the first building to be seenis the agencys administration building. Most of the spaces in this building are the offices whereindocuments and certificates are being processed. NMP is a closed community wherein thebuildings are divided from the offices, training complex, and maritime institute.

Fig. 10 NMP Administration building facade

National Maritime Polytechnic has a wide range of responsibilities when it comesto the Philippines maritime industry. The agency is divided into three major tasks: assessment,training and research. In order to make a full work potential, the agency was put into a closedand controlled community wherein buildings are divided according to its task which makes itconvenient to both employees and clients. NMP is the only government agency that providescomplete maritime training facility including open sea trainings. The agency is in cooperationwith TESDA, PRC and MARINA-STCW Office, the same agencies that is related to MARINA.

According to NMP, a branch of the office was establish in Manila in order to give convenience tothe Filipino seafarers who would like to be catered by their agency however, their office in Manilaprovides a limited facility compared to their main office in Cabalawan, Tacloban City.


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Fig. 13 Open sea training at NMP

Fig. 14 Training Facility of NMP

As shown in figure 12, NMP is located near the San Juanico bridge which is a main

and famous transport mode in Tacloban City. This just shows on how convenient and accessible isNMP especially for the clients who are only new to the area. The open sea training in NMP is done inSan Pedro and San Pablo Bay which is extends until Marabut, Tacloban City. Open sea trainings suchas open fast rescue boat training are done every five years for every seafarers.


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Foreign

Singapore Maritime Academy Singapore Polytechnic

Fig. 15 - Engineering Workshop room

Fig. 16 - Machinery Simulator room

The Machinery room shows a resemblance of a ships engine and machinery room. Throughthis, students and trainees will be able to be more familiarize to the different equipment, makingthem more competitive in doing their work at sea.

Maritime industry also includes maritime engineering wherein most of the people in thisfield are in charge of the ship engines mainte nance, navigation and upgrading.


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Fig. 17 - Marine workshop

room

The Singapore Maritime Academy was established in 2000 as the product of the merging ofMaritime Technology and Transportation Department of the Singapore Polytechnic and theNational Maritime Academy (NMA) of MPA. It is mainly concerned on the maritime industrys keyareas in navigation, marine transportation and marine engineering. SMA offers advancedfacilities and spaces to comply with the courses they offer to the people. This makes SMA as thepioneer in offering maritime services in Singapore. Some of the facilities created in the SMAbuilding are the Engineering workshop room, machinery simulator room, marine workshop room,Thermodynamics laboratory, Full bridge simulator room which are all of world-class standard andare not being offered in all training centers.

Fig. 18 Simulator room


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Fig. 19 Maritime Gallery

The function and work of Singapore Maritime Academy or Singapore Polytechnic issomehow similar to the National Maritime Polytechnic of the Philippines. They are also in-chargein assessing, research and training their countrymen who are in the maritime industry.

Australian Maritime Safety Authority, Canberra

Fig. 20 - AMSA Building Facade

The Australian Maritime Safety Authority (AMSA) was established in 1990, and governs andoversees the shipping fleet and management of Australians international maritime obligations,these obligations may are providing operation and maintenance as navigation aids. It alsoensures safe operation of vessels on Australian territory. Part of its obligations too is toadminister certification of seafarers and provide maritime distress and safety communicationsnetwork. Some of its other functions are rescue operations and other functions that arelegislative in nature. In summary, functions of the AMSA are both field operational and office-based in nature.


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Fig. 21 AMSA Search and Rescue Office

These offices require equipment that aid marines in navigation and guiding cruising ships. Also, part of the functions are for the registry of seafarers; spaces that are adequate for theaccommodation of seafarers that are to register must also be considered. On the other hand, theother function of the AMSA can be dismissed; as a field operational station, for the main functionof the proposal in this study are for office-based functions in nature only.

However, AMSA is more dedicated in the maritime safety which adds another departmentin their office, the search and rescue department. Equipment in this office are provided to fullmonitor seafarers state while at sea as well the ships. In the recent MH3 70 loss, AMSA was one

of the offices that cooperated in tracking the lost plane.

CHAPTER I.3 RESEARCH METHODOLOGY

I.3.1 Research Design

This study is designed to provide a representation of feedback of the concerned individuals tosupport the proposition for need of the study.

A combination of methods to derive a credible and authentic result was used by the researcher forthis study. These methods are survey, case study, interview and research of facts and figures. Randomsampling was applied in most of the method one of which is for the method of survey. The researcher

picked 50 respondents as a representation of the entire population of the concerned individuals with thesame variable that is their involvement in the Philippine maritime industry.

Moreover, the researcher also conducted a case study as a strong support to the first method thatwas used, which presents empirical evidenced such as photo documentation. This method made theresearcher familiar with the spaces that is present in the current MARINA building.

I.3.2 Population Sampling

The target population of this research includes seafarers, maritime students and graduates,MARINA employees, maritime training center owner and employees and maritime manning agencyowner and employees. Listed below are the groupings of the individuals and the number ofrespondents for each group.


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Table 1 Respondents grouping and population

1 Seafarers 36 2 Maritime Students / Graduates 16

3 MARINA Government Employees 4 4 Maritime Training Center Owner / Employees 3 5 Maritime Manning Agency Owner / Employees 3

TOTAL 62

I.3.3 Research Instruments

The researcher used a questionnaire that is divided into three parts for three different types ofmarket. The first part contained questions that are only intended to be answered by seafarers, maritimestudents, graduates and others who works at sea. The questions dedicated for the first type of marketare made to know their experience as a client of the MARINA office, and to know how the architectureof the building affects the process that they undergo every time they visit the office. The second part ofthe questionnaire intends to find out the planning of training centers based on the employees andowners feedback regarding its spaces. Si nce the proposed new MARINA building will allot leasable spaces for training centers, the researcher had to know thestandard spaces that are needed for a properly planned training center. The last part of thequestionnaire is made to know the working experience of the MARINA employees in its currentbuilding. As the main users of the building, it is of much importance to know which departmentsare lacking proper spaces and planning which can highly effect the work performance of therMARINA employees.

The questionnaire was executed in two ways, the face-to-face survey and an online survey.Out of the two ways of how the survey was given, a greater number of response were collectedfrom the face-to-face survey. It is due to a greater market present in a single setting that a greater

number of data was collected rather than a selected market through the online survey. Apart from the questionnaire, a site visit was also conducted by the researcher. In the said visit,

the researcher personally see the spaces of the current building and made an assessment on each inline with the proper planning of spaces. Pictures were gathered as a proof of the existing conditions ofthe MARINA building which is vital in further assessments and process of this study.

CHAPTER I.4 SUMMARY OF FINDINGS AND ANALYSIS I.4.1 Presentation of Collected Data

Google.com


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Fig. 22 Masagana Superstore

The figure above shows the old function of the Parkview building as a supermarket whichwas called the Masagana Superstore. This shows that the building was designed for commercialpurposes that is not in line with its current use as the MARINA office. Presently, MARINA isrenting the building with a monthly rental of PHP 3.50 million.

Case Study

Fig. 23 Faade of MARINA bldg.

Located along Taft avenue corner Kalaw St., Manila is the Parkview building, a commercialbuilding wherein one of its tenant is the agency of MARINA. Far from its previous use, the Parkviewbuilding now houses the Metropolitan Trial Court, a supermarket, fast food chain and commercial

stalls. Those listed are the facilities and offices that seizes the office of MARINA therefore, like theother tenants, limit its full potential for being an ideal working space.

Fig. 24 Along Kalaw Street

Fire exits are located on this side of the building which is not in compliance to the presentstandards indicated in the Fire Code of the Philippines. Utilities and other hazardous equipmentmust also be located away from the fire exits.


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21


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Figure 15 shows the congestion that happens everyday in front of the MARINA office. People who wantsto enter the premises would fall in line for baginspection which results to congestion that reachesthe outdoor part of the office. Outside of the office

are also full of people who stands while waiting orsmoking under the provided shed of the building,another cause of congestion. The main door which isthe one on the left side in the picture, is not enoughfor the volume of people that enters the office. Thisalso goes the same for the main egress of the officewhich is right beside the main entrance. These twodoors are the only entry and exit points provided forthe public to use.

Fig. 25 Main entrance of MARINA

Another view of the main entrance and exit Point of MARINA is shown in Figure 16. This is taken from the inside part of the office. However, another exit and entry point is located on the right side of the lobby which based on the researchers obs ervation is a space provided for commercial stalls that also has a different entry point that is accessible to the public. Based on the researchers observation, the placement of this entry/exit point adds to the congestion and security

problems of the office. Fig. 26

Lobby of MARINA

Fig. 27 Third floor of MARINA building

On this part of the building, different diagrams and notices are being posted and placed whichimplies that this area is the information area of the building. Due to improper placement and lackof planning, this area also tends to produce congestion that starts to block the way of those whotransports from the third to the fourth floor as the stairways are located just beside the informationarea.


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This image above is a photo taken inside the MARINAsHuman Resource Department office. This shows a lowheadroom clearance that is also present in the other areasof the building. Low headroom clearances can produceaccidents which can result for the users of those area to

be hurt.

Fig. 28 Inside the Administration Department

Figure 19 shows an image of the researcher whileusing one of the escalator that is present In the office, with the large volume of people that visitsthe office and uses the escalator and stairs to transportfrom one floor to another, the researcher find thesestairways to be insufficient therefore leads to congestionand, if ever, serious accidents in case of fire and otheremergencies.

Fig. 29 Escalators in MARINA office


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Fig. 30 Fourth floor diagram

The figure above shows the diagram made based from the researchers observation. In order toaccess the fire exits, one must first enter a big room that has b een divided into the administrationsoffices. This type of planning is restricted under the NBC which indicates that fire exits must be of fullaccess to the public and must not be inside another room. It is also in this floor that almost all of theimportant offices are located which means that it is where most of the regular

employees and regular users of the office is working. A fourth floor provision for administrationoffice, regarding that these people are the ones who used the building the most, is improper.

Fig. 31 Manpower Development Office

Manpower Development office is located at the 5 th floor of the current MARINA building. According to MARINA, this department receives the highest number of people that they cater on adaily basis. They were also planning to relocate this department to give way for the new authoritythat was given to them by PRC/TESDA. The figure above shows the great volume of seafarers whoare waiting and processing their papers to complete their SI RB. SIRB or Seamans Book containsthe record of all the professional experiences and accreditation of every seaman.


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Fig. 32 Administrators Office

The Administrators office is located on the 4 th floor of the current MARINA office. This is wherethe administrator, Dr. Maximo Q. Mejia Jr, took his office. As shown in the figure, the division oftables and offices are only done by placing cabinets and tables because the office has an open typeof plan, which is ideal for commercial purposes. The placement of exhaust fans inside the officeonly proves the lack of adequate ventilation in the area.


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Fig. 33 Waiting Area

Shows the lack of chairs versus thenumber of the people being catered.The flooring of this office is alsounfinished and is not suitable for anoffice space that caters a large volumeof people.

Fig. 34 7 th flr waiting room

I.4.2 Need Analysis

Through the data gathered by the researcher, a need analysis was produced. From the differentmethods performed, the researcher has determined all of the problems regarding space adjacencies,physical attributes, and insufficiency and lack of other necessary spaces and facilities.

As a result, the data indicates the researcher to focus on the following matters:

- Since the root of all the problems in the process of papers is the incorrect adjacencies ofthe offices inside the existing MARINA, there is a need to rearrange the offices in theproposal so as to give way to a smooth flow of the processing of papers

- Included in the survey below is the response of the respondent seafarers that they wouldvery much like to have a training facility already inside the MARINA building, and so thereis a need to include new facilities that can be used for training purposes.

- Also, as discussed in the related study and the survey, processing of the documentscan take overnight with the number of seafarers that come by every day, and thatmost of these seafarers are from provinces not from Metro Manila, that is why there isa need to include affordable accommodation facilities should there be a need to staylonger.

- As a response to the current environmental issues, there is also a need to design thebuilding inclined to the environment and sustainability through concepts and methodsin green architecture.

This image is taken in anotherdepartment of inside MARINA. Due tothe high volume of clients that theyserve, and the lack of space, clearancesfor proper seating are being sacrificed,

which can add to the agony of thepeople sitting and waiting for hour


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I.4.3 Qualitative or Quantitative Analysis

The purpose of this study is to provide a new building for the MARINA office that complieswith the global standards and presents a better way of serving the people. The following chartsdepict the data gathered based from the survey provided by the researcher.

RESPONDENT'S AGE

15-20 y.o 21-30 y.o 31-40 y.o 41-50 y.o 51-60 y.o

Fig. 35 - Age

GENDER

Male Female

Fig. 36- Gender


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RESPONDENT'S ADDRESS

Living w/in Metro Manila Living outside Metro Manila

Fig. 37- Address

The respondents age are divided into five age brackets wherein majority of them ages 21-30 years old followed by 15-20 years old and a very high percentage of male respondentswherein most of are living within Metro Manila.

RATINGS FOR THE CURRENT MARINA BUILDING 90 80 70 60 50 40 30 20 10 0

Air Ventilation Adjacency of Spaces Parking Space Security Organization of lines Enoguh entry/exit points Maintenance of facilities

Fig. 38 - Respondents rating

Based from their experiences in visiting the current MARINA building, the respondents wereable to give a rating on the following criteria. The criteria given were a way to know how well theMARINA office was able to provide the proper security, comfort, spaces and facilities to thepeople they are serving.

As shown from the data above, it is very clear to that the respondents have a high rating forthe security inside the MARINA office. This indicates that they are comfortably safe while inside


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While waiting, Where do you like/ or usually stay?

Waiting Lobby Canteen/ Food Stores

Parking Area/ Outdoor areas Along the corridors

Fig. 40 Pulse on the most comfortable place to wait

A large percentage of the respondents seems to agree that as they wait, they usually orwould glad to stay at the office s waiting lobby so that they would also be able to know if theirnames are already being called for the next step of processing. There is a tie betweencanteen/food stores and parking/outdoor areas as the place where the respondents would liketo wait while they are being catered by the office. Least place for the respondents to stay atwhile waiting showed to be along the corridors wherein according to them, they find it improperas it cause congestion in any area of the office.

If training facilities will be provided in thenew MARINA center, will you avail their

training programs?

Yes No

Fig. 41 - Provision of training facilities

It would be very vital in this study to know whether seafarers and everyone that is in themaritime industry will be interested of applying for trainings if there will be proper training facilitiesin the proposed new MARINA center. Based from the data above, majority of the respondents arewilling to shift and undergo training programs in a structure that will design the proper types offacilities.


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Will you undergo training programs in the training centerslocated inside the MARINA office?

Yes No

Fig. 42 - Seafarers pulse on training under MARINA

Similar in fig. 28 , the respondents also showed a high rate that they agree if there wouldbe training centers located in the proposed MARINA office as most of them want a one-stopbuilding for all their training matters. They showed a positive feedback in being a possiblemarket for the training centers that will be leasing in the proposed MARINA office.

If no, then why?

Category 1

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Affordability/ Price Location/Convenience Incomplete/ limited facilities Few training centers to choose from

Fig. 43 - Seafarers pulse on training

As some respondents are not interested for in registering, showed above are the reasons fortheir response wherein most say that if training centers will be leasing under the MARINA office, itwould be of high possibility that prices for enrolling in training programs will increase. However, it alsoshowed that they see a limited facility in the current MARINA office that is why they would prefer toenrol to the training centers that are well-equipped in giving trainings and seminars.

CHAPTER I.5 CONCLUSIONS AND RECOMMENDATIONS

1.5.1 Conclusions

With the basis of the findings and data gathered above, the following conclusions were derived:


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1.5.1.1 based on the analysis and data collected from the previous chapters, there is a needfor creating the proposal due to the following reasons:

1.5.1.1.1 The ballooning amount of MARINAs leasing fee for its office space shows thepracticality and the high need of the department to have its own office building that is

dully designed to fit office works and properly serve its clients.

1.5.1.1.2 Most of the clients of MARINA are seafarers who travels to different places in order tocomplete their trainings and certificates, the clients however would like to have a structure thatcould provide a complete training facility for them that would also be near to the main office ofMARINA.

1.5.1.1.3 Since MARINA is only leasing a part of an old department store, therefore is onlysuitable for commercial purposes and not for office use that the department needs.

1.5.1.1.4 With the new authority given to MARINA, in facilitating licensure exams, it is thereforegreatly needed to produce examination rooms under MARINA in order to execute their authorityproperly.

1.5.1.1.5 Since, Philippines ranks first as the country with the highest number of seafarers thatis being deployed throughout the globe, provision and support of the government for properfacilities and services must be improved and must also comply the international standards.

1.5.1.1.6 The inclusion of training facilities and leasable spaces for manning agencies will bebeneficial to both MARINA and its clients.

1.5.1.2 In general, there is no architectural provision that functions correctly as a department ofthe government that shall serve the marine sector of the Philippines.

1.5.1.3 A stacking design in a government office is not advisable since most of the people areprocessing papers requiring them to transfer to different rooms.

1.5.2 Recommendations

Based on all the data gathered and conclusions given, is highly recommended thatthere be a major replanning and rearranging of the spaces inside the existing MARINA accordingto its function. Also, it is recommended that each office be studied individually. The behaviouralanalyses of each office involved in processing papers are of course different from each other, andtherefore require different sets and sizes of spaces. A study on the internal circulation of each officeis recommended aside from studying the correct sequence of these offices that would offer a muchsmoother flow in terms of paper processing.

Also, backed up by the survey, it is recommended that there be an accommodation

facility for the target users/seafarers and so a capsule hotel is proposed. As anotherrecommendation, there are other facilities that offer the same function as a capsule hotel does Itis recommended by the researcher that these be studied and compared with the capsule hotel soas to determine which would be more ideal in terms of cost and practicality.

There are also other methods in determining the spaces required other than a surveyand a case study. An interview with a person highly familiar with the system, organizational chart,and circulation of the spaces would be greatly ideal but since due to time constraint of therequirements of setting an interview with the head of MARINA, the researcher was not able to conduct an interview. And so it is recommended by the researcher that requests such as these besubmitted prior, by months, so that these requests can be duly noted and processed by the properpersonnel leading to a successful interview.


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Part II. RESEARCH FOCUS

Chapter II.1 RATIONALE

The Earth Summit and the Kyoto Protocol are conferences held by the United Nations on 1992and 1997 respectively. These are all environmental awareness regarding climate change and the

growing scarcity of potable water. Countries like Canada, USA, Japan, Philippines, and many morehave signed and agreed to comply with the advocacy of these programs. Canada, USA, Japan, andeven Singapore now design most of their buildings with a more sustainably inclined design, onlythe Philippines is the country left that does not comply with their signed treaty or agreement since1992. Sooner or later, the Philippines will be required to design its buildings accordingly; towardsa Green, Sustainable Design.

On the other hand, MARINA 2016: A premiere maritime administration in Southeast Asiapropelling the Philippine maritime industry to global competitiveness . This statement serves as thevision of Maritime Industry Authority as published in their official website. It clearly states howMARINA would likely to be in 2016 and also shows the improvements needed in the department tofully accomplish their set mission. There are three descriptive words in their mission statement that

gives a glimpse of what the department wants namely, premiere, propelling and globalcompetitiveness. This three terms just shows that the department wants a boost in their systemand office.

It is therefore properly timed to produce MARINA their own structure that will improve theworking potential of the department and to accommodate the future authorities it shall serve.MARINA located in Kalaw St. Manila serves as the main office which indicated the high rates ofclients it serves on a daily basis and the complex tasks it executes being the head of all MARINA,the only government sector that certifies, accredits, awards and licences all that is under thePhilippines maritime industry. Aside from the proposed MARINA central office, additional spacesand facilities will be added to the site which is in response to the mission held by the agency. Thesespaces and facilities for maritime training will be leasable to any accredited manning agency ortraining center, which can give them and their clients a more convenient, complete and accessibletraining place.

As a last point, referring to Fig 23, 61% of the respondents are not from Manila, and so theyvisit MARINA only either for applications or renewals. These people travel from provinces and itcannot be denied that not everyone can be accommodated every day for processing of papers. Asa result, these people sleep at the door step of the Masagana Building itself, open to all kinds ofcrime and sickness. And so, a small Capsule Hotel will be proposed along with the proposed newoffice of MARINA.

Fig. 44 Seafarers sleeping in the parking area of MARINA


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Chapter II.2 PRINCIPLES AND RELEVANCE TO THE PROJECT

According to Arch. Ken Yeang, Sustainability has many principles or strategies for agreen building. Some of these are eco-mimicry, seamless + benign bio-integration, greencertification, bio-simulation, urban biosphere reservation, retrofitting, and many more. Greencertification for example, is a program held by green advocates such as the Building for EcologicallyResponsive Design Excellence (BERDE). BERDE has guidelines for materials and building systemsand accredits a building if it is worthy of a green certification or not. It is checked annually if thebuilding still complies with the requirements and in failing so will cause the withdrawal of the greencertification.

Another principle would be retrofitting. It is the act of incorporating new, either simple orsophisticated, technologies or systems into an existing, and at times, old buildings. Retrofittingcame about from environment awareness; the need for sustainable green structures in hopes ofcountering the inevitable future of overloaded brownlands and lack of certain supplies. As anexample, retrofitting a structure can renew its water utilities, recycling grey water for a repeatedconsumption, saving liters of potable water in the process. Yet, doing so would either nullify theuse of the already existing pipe lines of the structure, or would require the installation of complexpiping and addition of tanks or cisterns, or both. Obviously, it would be costly, but it is an investmentfor the betterment of the environment and for the users of the structure. As the common advocacyof green advocates go The greenest building is the one already built it would be much ideal toretrofit the old building in Kalaw but since it is proven that there is a need to build a new facility,the priorities must be weighed and so there is a more dire need to build a new facility than toretrofit the old building in Kalaw, as justified before with supporting data.

Going back to MARINA matters, The Philippines is titled to be the first in line whenit comes to maritime manpower. Based from the data, 40 % of seafarers came from the Philippines,giving the country 5.5 billion dollars of remittance, a strong proof that the maritime industry is

hands a big help in our economy. In response to it, this proposal seeks to find ways to improve thePhilippines standing in the maritime industry and our fellow countrymen who are our front linersin the industry. The idea for this proposal is to produce a central office for The Maritime Industry

Authority and introduce an improved and global standard of training facility for the Filipinoseafarers. The main focus for the central office is to provide a systematic and scientific adjacencyof spaces as well as the enhancement of main public areas. As the agency operates at least 10hours a day and five times a week, incorporating sustainable designs.

Moving on, capsule hotels as seen in Figure45 originated in Japan in 1979 by Arch.Kisho Kurokawa, according to gizmag.com.These are usually two stacks of capsules

that are usually 1.00 x 2.00 x 1.25 metersin dimension. Capsule hotels are solely forsleeping only, other facilities such astoiletries and locker rooms are common andare separate. Since most hotels offer ratesbased on square meter, quality, andamenities, a capsule hotel would be muchmore ideal for a sleeping quarter in theproposed new MARINA building.

Fig. 45 A capsule hotel in Osaka, Japan


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Chapter II.3 APPLICATION TO THE PROJECT

As mentioned before, a green and sustainable design would sooner be a must herein the Philippines, and so the project will adhere to the advocacy of green architecture. Since theproject is majorly a government office, it operates mostly at daytime and therefore shall be plannedaccordingly so as to maximize daylight while not compromising circulation. The project shall be sooriented with proper orientation to the sun path and prevailing winds to maximize natural energiesand forces. The project will also include the recycling of grey water since it is an office used bythousands of people per day, doing so can save hundreds of liters of potable water from sanitationpurposes alone.

Also, since the main issue here is the overall system that is brought about byinadvertent planning of the current office, another research focus would be a thorough study andplan of the office spaces that can lead to a better system and flow of the users.

Lastly would be the incorporation of the capsule hotels in the proposal for theseafarers especially those who are from provinces. A capsule hotel would be ideal since its onlyfunction is for sleeping and resting purposes and no other. It would be cheaper than renting any

hotels in the vicinity.

Part III. SITE IDENTIFICATION AND ANALYSIS

Chapter III.1 SITE SELECTION PROCESS

Criteria for Site Selection

Site Selection is a critical aspect to be well thought-out when planning adevelopment for a government agency in view of the fact that it can greatly impact and affect itsusers as well as the development itself.

Due to unavailability of established site selection criteria, the following are sitecriteria based on the case studies conducted:

- The site should be near the capital city, Manila- The site should be accessible to major roads- The site should be easily accessed by public transportations- The site should be owned by MARINA or by the Philippine government- The site should be large enough to accommodate horizontal expansions- The site should be relatively flat- The site should be near a transport terminal that transports people from provinces to

the Manila


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Site Option Description

Site option no.1 is being bounded by the Manila Film Center on the north, Manilabay on the west, J.W. Diokno Blvd on the east and a few vacant lots on its southern part. The lotis named under the Republic of the Philippines and is considered to be vacant.

Strengths:

- The site has a total area of 10 hectares, making it a good option for horizontaldevelopment and expansion

- The sites adjacency to the sea can be used to expand and improve the trainingfacilities that will be developed in the proposal

- The site is near Manila and the location of previous office of MARINA

Weakeness:

- The site is quite far from Roxas Blvd., which is a known major road near the site- There are no public vehicles that travels along the stretch of the site

Opportunities:

- The distance of the site from commercial developments is quite far, which can givean opportunity for commercial spaces for the users convenience

- The proposed structure being located on the site can increase the number of peoplewho goes to the area, which can make the area bring back its life

-

Fig. 46 Site option no.1


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Threats:

- The site is still a part of a reclaimed land

Site option no.3 is bounded by three major roads in Pasay City namely EDSA

Extension on the north side, Roxas Boulevard on its eastern part and Disodado MacapagalBoulevard on its west.

Strengths:

- The site is connected to roads which makes it accessible- The site is near other government offices like Department of Foreign Affairs,- Public vehicles travel along the roads that bounds the site, making it convenient for

commuting clients and employees- The site is relatively flat which is ideal for offices- The site is near a commercial complex with transport terminal- The site is at least 5 hectares in land area

- The site is near Manila and the location of previous office of MARINAWeakness:

- The site is not owned by the government- The acquisition of the site is expensive

Opportunities:

- The proposal can introduce cheaper quarters for the clients who are living outsideMetro Manila since the nearby hotels are expensive

Threats:

- There is too much vehicular and foot traffic surrounding the site

Fig. 48 Site option no.3


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- The site is adjacent to a small channel of water which makes it susceptible toflooding

Site Selection and Justification

Site no.2 is selected as the most ideal site for the proposal because of the strongand numerous advantages that it can offer for the proposal. Despite its weakness and threats

which is considered to be minimal compared to the two other site option, the its strengths andoffered opportunities overpowered it.

Chapter III.2 SITE EVALUATION AND ANALYSIS

The Macro Setting

Introduction to Site

The City of Pasay, which iscoined as the Travel City is the th ird smallestpolitical city in the National Capital Region andfourth for the whole country. It is bordered by

the City of Manila to the North, Makati andTaguig City to the northeast, Paranaque to theSouth and Manila Bay to the western part.Despite of the city being one of the smallestpolitical city, Pasay City shows a quickimprovement in being an urban city.

The City is known for the BayCity wherein a part of the Manila Bay wasreclaimed. There are also a number ofattractions and historical landmarks in the citythat makes it as one of the city to go to fortourists.

Fig. 49 Location Map of Pasay City


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Economy

After four decades of rapid urbanization, Pasay City is now transformed as one ofthe important sector in the urban center. The city houses the headquarters of most of the leadingairlines and the main airport terminal of the country. There are also government offices thatresides in city namely Department of Foreign Affairs, Senate of the Philippines, Department ofTrade and Industry and other public agencies. Through the relatively flat terrain and strategiclocation, the city has the capacity to absorb a large population and intense commercialenterprises. A feature that could work along with the expansion of the city through thereclamation of lands along Manila Bay wherein a part of the bay has already been reclaimed tohouse large prominent landmarks and national government offices.

History

Pasays historical past can be traced back to 1 863. It was first known as the townof Pineda and was incorporated into the Province of Rizal at that time. Antonio Dancel was thefirst appointed provincial governor while Pascual Villanueva stood as the Citys first president. On

August 4 1901, the town revert to its original name, Pasay, through a resolution. After two years,

the pueblo of Malibay was added to Pasay, with a population of 8,100, the city was placed underthe fourth-class category.

Through the offer of Pasay Real Estate Company, residential lots were made available for theleasing of foreign investors as the friars landed in the city to make a subdivision. Through thecontinuous progress, telephone lines, telegraphs and postals were installed as well as theestablishment of the Philippines Savings Bank.

It was in 1907 that a first-class road connecting Pasay to Camp Nichols was completed. It wasthen followed by other road constructions including the old Avenida Mexico, now known as Taft

Avenue extension. Linking the city to Intramuros, Escolta, San Miguel, San Sebastian and SanJuan, so called tranvia or electric st reetcars were launched by the citys government.

Real estate in Pasay was cheap before. Much of the bayside area, now known as the bay city,were swamps but the American soldiers were quick to seize the opportunity to develop it intoresidential areas and by 1918, Pasay already had a population of 18,967.

World War II broke out on December 26, 2941 where MacArthur issued a proclamation declaringManila and its suburbs including Pasay an open city. Many residents of Pasay joined theresistance during the Japanese occupation. There were people who were born and residing inPasay that stood up and helped the city to be exempted from the capture but in October 14,1943, Japan proclaimed the Second Philippine Republic which was also the time when Pasayresidents started to leave the city because of the worsening food shortage.

After MacArthur fulfilled his promise to return and helped the Philippines, the Greater Manila Areaincluding Pasay city was recovered and rebuilt. Not long after the decree given by Ferdinand E.Marcos, the Metropolitan Manila Commission and the Department of Local Government instructedPasay City to create its own barangays. Mayor Cuneta started the creation of 487 barangays andwas later trimmed down by Secretary Jose Rono of the Department of Local Government.

In the middle of 1997 Vice Mayor Wenceslao "Peewee" Trinidad took over the reins ofgovernment from an ailing Mayor Pablo Cuneta. Mayor Cuneta was the Chief Executive of PasayCity for thirty-seven years and served between the years 1949, when he was appointed citymayor by President Elpidio Quirino, and 1997.

The onset of globalization in the 1990s has drastically changed the countrys economic landscape. Amidst all these changes, the city of Pasay has the opportunity to become th e countrys nextimportant center of business, trade, and commerce. This, however, must be achieved through the


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effective management of its resources and with the improvement of the living standards of itspeople.

Geography

The city of Pasay occupies 18.50 square kilometres (7.14 sq mi) of land which

marks it as the third smallest political city in the National Capital Region. It lies in the westernsection of the Manila Bay and is divided into three main areas: the urban area of the city which iscomposed of an area of 5.505 square kilometres (2.125 sq mi), the Civil Aeronautics

Administration Complex, including the Ninoy Aquino International Airport, Villamor Air Base, withan area of 9.5 square kilometres (3.7 sq mi) and the reclaimed area of Manila Bay with an area of4.00 square kilometres (1.54 sq mi).

Pasay is composed of seven districts that is partitioned into twenty zones, with asum of 201 barangays. The barangays in Pasay City are not designated with names instead,numbers. Zone 1 shows to be the smallest zone with an area of 10 hectares (25 acres), whichcovers Barangays 1 to 3 and as well as Barangay 14 to 17.

The Micro Setting

The site is located in Pasay City specifically in the Manila Bay Reclamation area. The site isapproximately 2 hectares in land area. It is facing both Diosdado Macapagal Blvd and Metro Bank

Ave. The site can be reached by foot from the public transportation terminal located at SM Mall of Asia.

The soil of the site is quaternary alluvium. The site is open grassland and there are no

presences of significant trees in the site that can hinder construction. The topography of the siteis relative flat. In terms of geo-hazard, the site is susceptible to floods since it is included in the

Fig. 50 The Site


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flood prone areas of Pasay City and is also located in the Manila Bay reclamation area, places thatare near the Manila Bay. It is also not in close proximity with any fault line and mountains thatcan make it susceptible to landslides as well as big damages during earthquakes. The site isconsidered as a planned unit development in terms of zoning.

The table below shows the summary of the sites description. It contains the natural,cultural, hazardous conditions of the site based upon the maps and analysis gained from theresearch.

Site Description Summary

NaturalFactors

SoilGeological Type of rock is classified as quaternary alluvium

(See Geological Map)Wildlife None

Vegetation Grasslands and Palm trees are present in the site(See Site Documentation)

Topography Site is relatively flatGeo-Hazard

CulturalFactors

Land Use New Coastal Reclamation Zone(See Existing Land Use Map)

Zoning Planned Unit Development(See Zoning Map)

Roads Site is facing Diosdado Macapagal Blvd. and is adjacentto Roxas Blvd.

(See Transportation Map and Site Analysis) Vehicular Traffic (See Traffic Analysis)Foot Traffic (See Traffic Analysis)Existing Buildings Blue Wave, Manila Tytana Colleges, SM Mall of Asia, Bay

Garden Towers(See Exiting Buildings)

H

azards

Land Suitability Moderate Suitability(See Land Suitability Map)

Flood Susceptibility Low Flood Susceptibility(See Flood Hazard Map)

Fault Line Intensity High 8(See Ground Shaking Map)

Storm Surge The site is shows no storm surge risk(See Storm Surge Hazard Map)Severe Wind 141-171 kph

(See Severe Wind Hazard Map Analysis)

Table No. 2


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Maps

Zoning Map

The 2003 zoning map of Pasay shows the site to be under the Planned Unit Development zone.

Fig. 51 Zoning Map of Pasay City


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Geologic Map

The site is consist of quaternary alluvium which are loose soil sediments that undergone erosionand later on formed and reshaped through some water elements, but is returned through a non-marine locale. Quaternary alluvium is consist of variety of particles like clay, silt, sand and gravel.

Fig. 52 Geologic Map of Pasay City


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Flood Hazard Map

As shown in Figure 32, the site has a low flood risk which varies from 0.1 to 0.5 meters,which is at least an ankle to knee deep flood. This low flood hazard in the site proposes a minimalproblem as it is answerable by an increase in the structures elevation.

Fig. 53 Flood Hazard Map of Pasay City


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Storm Surge Hazard Map

The site is safe from any chances of storm surge as shown in this map.

Fig. 54 Storm Surge Hazard Map of Pasay City


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Severe Wind Hazard Map

Based from the figure above, the site is susceptible to 141 to 171 kph speed of wind. Thiswind speed can be an advantage in improving the proposed green architecture for the building.

Fig. 55 Severe Wind Hazard Map of Pasay City


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Land Suitability Map

The site falls under moderate suitability which is described as the land having minor limitations tothe given type of use.

Fig. 56 Land Suitability Map of Pasay City


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Ground Shaking Map

Since Pasay City is not included in the cities that is covered by fault lines, a groundshaking map and analysis is given instead. According to PHIVOLCS, he site is susceptible to anintensity high 8 of earthquake.

Fig. 59 Ground Shaking Map of Pasay City


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Existing Land Use Map

The site falls under the New Coastal Reclamation Zone.

Fig. 60 Existing Land Use Zone Map of Pasay City


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Related Laws and Ordinances

Republic Act No. 9514 or an Act Establishing a Comprehensive Fire Code of thePhilippines, Repealing Presidential Decree No. 1185

(Retrieved from: http://www.architectureboard.ph/uploads/1234414677-

RA%20No.%209514.pdf)It is the policy of the State to ensure public safety and promote economic development

through the prevention and suppression of all kinds of destructive fires and promote theprofessionalization of the fire service as a profession. Towards this end, the State shall enforce alllaws, rules and regulations to ensure adherence to standard fire prevention and safety measures,and promote accountability for fire safety in the fire protection service and prevention service.

A law that established rules and regulations for the fire safety provision and fire protectionprovisions of buildings and structures. It regulates dimensions of doors, hallways, and means ofegress, travel distance, specifications like fire rating and fire exits and stairs. It regulatesdesigners in designing in terms of fire safety and protections.

Presidential Decree1096 or the National Building Code of the Philippines

(Retrieved from: www.mysubicbay.com.ph/files/forms-manuals/20130701-153916-201.pdf)

The policy of the State of safeguard life, health, property, and public welfare, consistent withthe principles of sound environmental management and control; and to this end, make it thepurpose of this Code to provide for all buildings and structures, a framework of minimumstandards and requirements to regulate and control their location, site, design, quality ofmaterials, construction, use occupancy, and maintenance.

The Physical Environment of Pasay City and Ordinances Related

(Retrieved from Pasay City Comprehensive Land Use Plan: The Physical Environment:http://www.pasay.gov.ph/Pdf/socio-eco/Physical%20Environment2.pdf)

Topography, Elevation and Slope

The western part of Pasay City is level to nearly level while its southeastern part is gently slopingto gently undulating. It is characterized by coastal plains along the Manila Bay in the west andsloping areas extending in the south-east direction. Surface elevations range from 2 meters abovethe mean sea level on the coastal plains and 24 meters on the southeast part of the city.

2.5 Land and Associated Soil Characteristics As per Metro Manila Land Resource Evaluation Project by BSWM, Pasay has the following land and

soil characteristics: Active Tidal Flats (Coastal Landscape) Active tidal flats, with an almost flat relief,have an elevation that ranges from 0 to 1.5 meters, sometimes reaching up to 3 meters above themean sea level. This land system has very poor drainage characteristics. Waterlogged areas maypose a corrosion problem to underground uncoated steel pipes or structural reinforcement. Poordrainage is also a problem in sewage disposal in areas which are not served by public sewerfacilities. It is further characterized by slow permeability, high compressibility, and possible floodingduring seasonal high water table. Soil texture or the different sizes of particles in the soil mass areclay, silty clay, and sandly clay loam. The parent materials of this land classification are tidalmudflats with muck and peat locally, alluvial sediments. Former Tidal Flats (Coastal Landscape)The former tidal flats consist of areas more inland and slightly higher than the active tidal flats.They occupy the almost flat plains, backswamps and depression of the coastal landscape formedfrom marine and flovio-marine deposits. Slightly lower then the alluvial plain, its elevation rangesfrom 2 to 5 meters. It has slow to moderate permeability and a soil texture of clay to silty clay


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loam. Moreover, it is poorly drained, prone to moderate seasonal flooding, highly compressible,and corrosive to uncoated steel. Its parent materials are alluvialsediments, former tidal mudflats underlain with peaty and mucky materials.

2.6 Water Resources Characteristics

2.6.1 Surface WatersPasay City is bounded in the west by Manila Bay. It is traversed by two minor rivers thatfeed the Paranaque River namely the Estero de Tripa de Gallina and Maricaban Creek. Thecity lies within the Manila Bay Watershed area. The bay has a catchment area of about17,000 square kilometers that is made up of about eight river basins, nearest of which tothe city is the Paraaque-Las Pias river basin. This river basin is subsequently made up ofthree major rivers, the Paraaque, Las Pias and Zapote Rivers. These river systemsessentially serve about 1,500 hectares of low-lying areas along the Manila Bay andfunctions as the principal drainage channel of the area. The geomorphic setting of theselowlying areas and the hydraulic action of the Manila Bay basin and the South China Seamake the area vulnerable to flooding, a condition aggravated by the inadequate capacityand poor maintenance of the drainage facilities.

2.6.2 GroundwaterPasay is situated on a delta which has produced locally-confined aquifers. Groundwaterutilization, however, has resulted in significant draw-down causing much land subsidenceand saline water intrusion particularly in the coastal areas. The groundwater basin containsseveral connected and interrelated aquifers, composed of tuffaceous sandstone andconglomerates belonging to the Guadalupe Formation. These facets of GuadalupeFormation in the southeastern part of the city have thickness of approximately 1,300 to1,200 meters. Recharge to the aquifers comes from rainfall and inflow from the extensionof these aquifers. However, these are already over exploited due to uncontrolled pumpingand excessive underwater withdrawal, a practice done principally by high-densityresidential, commercial and industrial establishments. This situation leads to a partialdepletion of the aquifers resulting in the lowering of water levels and high pumping costs.

Almost 2000 wells have been drilled in the aquifers of the Guadalupe Formation for thecommercial and residential users. Some of these wells go as deep as 300 meters. In 1990,total pumpage reached 339.6 million cubic meters.

2.6.3 Water Quality Available data from government agencies such as the DENR-EMB have indicated that thenear-the-shore waters of Manila Bay, together with the major rivers in Metro Manila, are

considered biologically dead. The water quality in Manila Bay has progressively deteriorateddue to domestic, industrial and agricultural wastes being dumped uncontrollably in thewaterways. This present state is likewise being attributed to inadequate drainage facilitiesand the discharge of untreated domestic and industrial wastewater due to inadequatewastewater collection, treatment and disposal facilities.Based on the sampling conducted by the Department of Environment and NaturalResources (DENR) in each month of the year 2000, water quality as per dissolved oxygen,Biological Oxygen Demand (BOD) and the total suspended solid level in various stations ofthe Paranaque-Zapote River are shown in the following tables. Two stations were locatedwithin Pasay City, Tramo and MIA Road.


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2.7 Atmospheric CharacteristicFrom the nearest PAGASA station at Ninoy Aquino International Airport (NAIA), climatological datafrom 1950-1995 were obtained. Tables 2.6 and 2.7 show some of the significant data.

2.7.1 Climate

The climate of Pasay is classified as Type 1 under the Corona classification used byPhilippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA)depending on rainfall pattern. It is characterized by two pronounced seasons: rainy seasonfrom May to October and dry season from January to April, when rainfall drops to 10-30-mm/ month. In general, Metro Manila is directly influenced by an average of 2 to 3 tropicalcyclones per year.

2.7.2 RainfallThe PAGASA station recorded an annual rainfall amount of 1,149.2 mm with a total of 113rainy days between the years 1961-1995. The rainy months of May October indicatedmonthly rainy days of 7- 20 with the month of July recording the highest at 20. The highestamount of rainfall for the period 1949-1995 was 427.4 mm recorded on February 1,1962.

2.7.3 TemperaturePasay has an average normal annual temperature of 27.5 C. The warmest months are

April, May and June while the coldest months are December, January and February withthe minimum temperature of 25-26C. The highest temperature was recorded on May18,1969 at 38.1C while the lowest was recorded at 14.6C on February 1, 1962.

2.7.4 Relative HumidityRelative humidity or the percentages of water vapor in the air ranges, in monthly values,from 66% to 81% with an annual average of 75%. These values indicate that Pasay isrelatively humid.

2.7.5 Wind Speed and DirectionThe annual prevailing wind direction in the area is towards the east. The average annualwind speed is 3.0 meters per second (mps). High wind speed occurs in March to April whilelow wind speed happens in September to November. The highest wind speed of 56 mpswas recorded on November 14, 1977, going in a western direction.

2.9 Geologic and other Natural Hazards

No traced earthquake fault line traverses the city of Pasay. However, the city is not spared fromother related geologic hazards such as tsunamis, ground shaking, and liquefaction. Tsunamis aregiant sea waves generated by under the sea earthquakes and volcanic eruptions. Not all submarineearthquakes, however, can cause the occurrence of tsunamis. Tsunamis can only occur when theearthquake is shallow-seated and strong enough (M 7.0) to displace parts of the seabed and disturbthe water over it (PHIVOLCS). The coastal area of Pasay City is among the most hit by tsunamisand have a high potential for future tsunamis.

Typhoons and their associated hazards, such as strong winds, storm surges, and floods, are amongthe most recurrent and damaging calamities our country is prone to. Some 20 typhoons pass the

Philippine Area of Responsibility (PAR) every year. These are most frequent during the months of


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May to December with peak occurrences in the month of November. Of the total 325 typhoonsrecorded to have crossed the PAR from 1948 to 1978, about 20 passed through MetroManila. One of these, Typhoon Yoling, was the most severe, registering amaximum wind speed of200 kph and bringing 24-hour rainfall on the Metropolis. Residential areas, infrastructure, powersystems, and other utility installations experienced heavy damages, some of which took months to

restore.

2.10 Environmental Management

2.10.1 Water Management To address the countrywide water crisis which adversely affectsthe health and well-being of the population, food production and industrialization process,the National Water Crisis Act of 1995 was enacted. Some of the issues related to the watercrises are: water supply, water distribution, financing aspects, privatization of state-runwater facilities, the protection and conservation of watersheds, and pilferage of water,including the serious matter of graft and corruption in all the water agencies.

2.10.2 Air Quality ManagementThe Clean Air Act of 1999 recognizes that the responsibility of cleaning the habitat andenvironment is primarily area-based, thus, a local government concern. In terms of airquality management, it stipulates that: LGUs shall share the responsibility in themanagement and maintenance of air quality within their territorial jurisdiction. LGUs shallimplement air qualitystandards set by the Pollution Adjudication Board (PAB) in areas within their jurisdiction.Provided, however, that in cases where the board has not been duly constituted and hasnot promulgated its standards, the standards set forth in this Act shall apply. TheDepartment of Environment and Natural Resources shall provide the LGUs with technicalassistance, training and a continuing capabilitybuilding program to prepare them toundertake full administration of the air quality management and regulation within theirterritorial jurisdiction. The LGU, for one, is responsible for attaining and maintaining theambient air quality standards within their respective airsheds. The designation of airshedsshall be on the basis of, but not limited to, areas with similar climate, meteorology andtopology which affect the interchange and diffusion of pollutants in the atmosphere, orareas which share common interest or face similar development programs, prospects orproblems. The DENR bases such ambient air quality standards on World HealthOrganization (WHO) standards, but shall not be limited to nor be less stringent than suchstandards. The initial lists and values of the hazardous air pollutants are provided in theDENR mandate.

2.10.3 Land Management All the barangays of the city have Cadastral Maps which are being used for taxation andother legal purposes. On the other hand, prior to this undertaking, a Zoning Ordinance in1981 was being used to guide developments and land uses in the city.

2.10.4 Solid Waste Management (SWM) At present, the city of Pasay disposes of its solid waste in the San Mateo Sanitary Landfilland the Payatas dumpsite. As per a JICA study on Solid Waste Management for MetroManila involving government agencies such as DECS, DENR and MMDA, Pasay City alongwith Taguig, Pateros and the city of Makati shall be accommodated in the proposed

Transfer Station within Fort Bonifacio and then dumped in an inland landfill site to be laterspecified. (Figure 2.5 refers) All barangays are covered by solid waste collection, which is


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handled by the local government and private contractors. Solid wastes are collected dailyon main thoroughfares and every other day in the rest of the city. However, the collectionsystems accommodate urgent requests by residents.

2.10.5

Drainage and Flood Control SystemThe Tripa de Gallina and Libertad pumping stations (PS), the Buendia and Libertad Outfallsor Channels are currently servicing the drainage requirement of the city. The Tripa de

Gallina PS has a drainage area of over 1,700 hectares. Part of the storm runoff from theEstero de Tripa de Gallina enters the Libertad PS via the Buendia and Libertad Outfalls. Therest are discharged into the Paraaque River. The Estero, however, shows a fluctuation inprofile due to the deposit of sediment and garbage, and insufficient improvement of theBuendia Channel. This condition is caused largely by poor sewerage and improper solidwaste disposal. A considerable volume of wastes accumulates in the retention pond of thereclamation area. In areas along esteros and creeks occupied by a number of squattershanties, wastes are directly discharged into the waterway. At present, the localgovernment employs flood control measures such as annualclearing of all waterways and sedimentation (desilting of riverbeds) accompanied by aproper garbage and waste disposal system. The adjoining upstream areas of the Libertad

Reclamation Area is being drained through the Libertad, Buendia, and EDSA outfalls. Theirexisting dischargecapacities are much smaller than their design capacities due to siltation. Garbage inflow atthe inlets of these outfalls aggravates the problem.

2.10.6 Disaster ManagementThe warning system for both typhoons and floods in Metro Manila are operated by thePhilippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA).It monitors the meteorological and hydrological conditions and issues periodic reports. Thisreport contains a warning if the conditions entail risks to the population. The warningsystem for typhoons works separately from the warning system for floods.

Fig. 70 Solid Waste Disposal Method Table


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2.11 Land Suitability AssessmentIn coming up with an effective land utilization system, the physical and environmental attributes ofPasay City must be considered. Areas of physical constraint for further developments in the cityshould be delineated. Maps indicating the city's relevant physical and environmental attributes aregenerated and translated into degrees of concern. References used for this purpose include

materials from the local government, BSWM, and PHIVOLCS. Some of the environmental concernssuch as flooding, drainage, river preservation, liquefaction hazard, and industrial zones werereflected in maps and discussed briefly. These are subsequently used to delineate the areas ofvarious degrees of development suitability.

Flood Hazard Areas

Besides natural factors, other aspects that tend to aggravate flooding problems in Metro Manilainclude the following:

Infrastructure development leading to the creation of more impervious areas, resulting tohigher peak run-offs that usually cause standing floods;

Inadequate or non-existent drainage system; Improper solid waste disposal that leads to the clogging of drainage systems, further

lowering their water retaining capacity; Heavy siltation of rivers due to previous floods, indiscriminate dumping of garbage,

encroachment of squatters and slum dwellers, and limited maintenance works; and Institutional problems and financial constraints which delay implementation of proper flood

control measures.

Flooding within Pasay City are generally concentrated along Taft Avenue and the areas along theEstero de Tripa de Gallina and Maricaban Creek (Figure 2.6). River and Coastal Preservation Asshown in Figure 2.7, the following are the river preservation zones of the city:

Rivers and streams These critical areas consist of easements of about 3 to 20 metersfrom both sides throughout the entire length of any river or stream. Areas within this rangeare subject to easement of public use in the interest of recreation, fishing, floatage, etc.

Coastal Zone This includes areas one kilometer from the coastline of the Manila Bay,which is city waters, and 200 meters from the coastline inland.

Areas of no significance - Areas outside the range mentioned above are non-environmentally-critical areas.

Liquefaction HazardLiquefaction is associated with the phenomenon of quick-condition failure which is generallyobtained when pore water in a liquefied layer rises into overlying near-surface sediments thatresults in a condition resembling quicksand. Areas that are prone to liquefaction are those underlainby water-saturated, thick fine to coarse sand layers such as those along the Pasig River Delta Plain,lake shore areas of Laguna de Bay and the sho relines of Manila Bay. Figure 2.8 shows the citysLiquefaction Hazard Map with potential zones classified into high, moderateand low based mainly on the presence of clay layers which help inhibit liquefaction.

Industrial and Airport Zones


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The attribute features of this map are based on the constraints on acceptable noise and air pollutionlevels for developments around existing industrial establishments. These noise and air pollutionlevels conform with the DENR Guidelines (Figure 2.9).

Development re striction guidelines for various noise zones are:

- from 45 to 55 dBA. Section of contiguous areas which are primarily used forresidential purposes.- from 55 to 65 dBA. Primarily for commercial area- from 60 to 70 dBA. Reserved as a light industrial area- from 65 to 75 dBA. Primarily reserved as a heavy industrial area.

Development restriction guidelines for various source -specific air pollutants, such asemission of dust, dirt or fly ash based on DENR standards.

Resolution No. 2765, Series of 2011

(Retrieved from Pasay City Archives and Records:http://www.pasay.gov.ph/images/Archives&Records/res-2765-001.html)

A RESOLUTION AUTHORIZING THE CITY MAYOR, HONORABLE ANTONINO G. CALIXTO TO ENTERINTO A CONTRACT OF LOAN AND TO MORTGAGE OR ASSING OR OTHERWISE TO ENTER INTO ACOLLATERAL AGREEMENT TO SECURE THE PAYMENT OF THE LOAN APPLIED FOR WITH THEPHILIPPINE NATIONAL BANK (PNB) IN THE AMOUNT OF TWO BILLION PESOS (Php2,000,000,000.OO) FOR THE PURPOSE OF FINANCING THE CONSTRUCTUION OF THE CITYGOVERNMENT'S VARIOUS PRIORITY INFRASTRUCTURE PROJECTS PROVIDED ALL APPLICABLELAWS, RULES AND REGULATIONS ON THE MATTER ARE COMPLIED.

WHEREAS, the records of the sanggunian show that the City Mayor was already authorized by theSangguniang Panlungsod to apply for a credit line with any banking or financial institution for theamount of Two Billion Pesos (Php 2,000,000,00

Documents

Cruz, Kristiana Louise E Thesis 1