Chapter 1: Background of the Study

1.1 Introduction

Walking through a journey of traveling places to another, Transportation keeps every

people’s life going with the help in mass production and stability of prices, economic
development, offers numerous opportunity, social development, industrial and agricultural
development, political development, bringing people closer during natural calamities, cultural
development, and growth in business organization. These are some of the important role of
transportation, and without effective and affordable transportation it becomes impossible for any
kind of movement from one place to another. There are advantages does the transportation
gives like Fast transport, Lower cost, Quality and Safe service, environmentally friendly,
Convenience, flexible, and etc. could make everyone’s life easy and could lessen stress going
from one place to another, but there are also disadvantages several modes of transport can
result in high cost, could also affect the environment, could slow-down your travel time, etc.,

Transportation is very important to the Filipino here in the Philippines, the researcher
has able to access different mode of transportation, problems of transportation, experiences
traveling either public or private transportation, and the situations during rush hours here in the
Philippines.

At their finest, cities bring people together and build connections. At their challenged
state, cities devolve into clusters of isolated communities and a series of inequalities largely
affecting marginalized communities. A robust transportation service can make all the difference
in a city’s success but today’s public transit systems are filled with some intractable problems.

Bataan, is strategically located at the middle of the region’s growth quadrant (Freeport
Area of Bataan, Subic Bay Freeport Zone, Clark Freeport Zone and National Capital Regions or
NCR). These make Bataan an ideal place for business and investments bringing positive impact
on the economy of the province by creating more job opportunities, and now being promoted as
a tourism hub because of its natural wonders – the picturesque mountains for trekking and
biking and its pristine beaches of Bagac, Morong and Mariveles. Multiple Companies are
providing easiest way to access and to visit facilities, services, and etc. that the Bataan has to
offer. Transit system is one of the vital part of everyday lives of everyone, not just the residents
of the Bataan but residents of other cities as well.
 Mariveles Bataan, which the municipal government plans to maximize by developing
tourist sites as part of the industrial-tourism packages. These tour packages involve going
inside factories to see how products are manufactured and assembled, as well as enjoying
the beaches and coves of Mariveles. According to a report, Mayor of Mariveles Bataan is
evaluating the possibility of seeking a new transportation to service night shift industrial
workers and residents in the fast growing agro-industrial economic zone, and also added
that “In the new business concept, the inclusion of dependable and reliable transport
system is an important factor to achieve growth”. (Viray, 2016) As part of the researcher
includes the importance of transportation from the resident of Mariveles as well as the
tourist going in and out of Mariveles.

This study proposes an Intermodal Terminal which will cater mass transportation in
Mariveles, Bataan. The study is entitled MITEX (Mariveles Intermodal Terminal Exchange)
MITEX will ease inconvenient from the commuters and also will encourage commuters to ride
ferries and point to point buses. The flagship of the project envisioned interconnectivity of the
following modes of transportation from the arrival, departure and bay areas from which it
includes Buses, Tricycles, Utility vehicles, Jeepneys and Ferries. It will be located in the Bataan
Freeport, operated by the DoTR, LTFRB and Authority of the Freeport Area of Bataan (AFAB).

1.2 Problem Statement and Rationale

Figure 1: Scattered Terminal around Site Proposal

Source: Google Maps & Mark Jerome Aviguetero
 Given the Situation in Mariveles, Bataan the commuters are battling in heat, long and
unsafe exchange of terminals, smoke belching jeepneys and utility vehicles, or buses just to get
to their destinations. That is why Angkas, Grab, Joyride, Uber and other colorum Taxis have
been created. But these are just temporary solutions to the everyday scenario of a commuter

Figure 2: Existing Bus Terminal as of March 2020

Source: Google Maps

Figure 3: Existing Bataan Transit Bus Terminal as of March 2020

Source: Google Maps
because not only that these also increase the volume of traffic in the roads, but it is also
expensive for a regular commuter.
 There are currently two (2) private bus companies operating in Bataan, both providing
trips to and from Metro Manila. Genesis Transport Service and Bataan transit does not apply a
safety standard for its passengers, insufficient facilities to accommodate massive commuters
going in and out the Municipality of Mariveles Bataan. According to a report, several passengers
eat their meals while lining up to buy tickets, “Gutom na talaga ako, ilang oras na kasing
nakatayo pabalik balik lang ikot ikot lang hindi natatapos yung pila ang haba,” passenger Alice
Cabunot said. Apart from the limited number of bus units, (GMA News, 2022) travelers also tend
to be more exhausted due to improper ventilation, continuity of space to another, compacted
space, low ceiling that helps facility to breath, and etc.

Figure 4: Unorganized different terminal in an Open Lot.

Source: Photo Taken by Mark Jerome Aviguetero

Struggling through long hours travelling from Metro Manila to Bataan, it would take you
about 3 to 4 hours without traffic, but using a ferry station it will be reduced to 45mins to 1hr of
travel time going to Municipality of Mariveles. Camaya Coast Beach Resort and Properties is
the only private organization that offers ferry travel passing through Manila bay but only serves
their clients only. Due to its continuous rising of services offered by Camaya Coast like
Beaches, Ferry Travel, and Residential Development and other tourism destinations in Bataan
urges the LGU to provide a proper facility for mass transportation.
 Figure 5: Ferry Boat of Camaya Coast Beach Resort and Properties
Source: Google Photo

Figure 6: Cavite - Bataan Linking Bridge

Source: https://tribune.net.ph/2022/08/24/bataan-cavite-
bridge-undergoes-testing/

Bataan-Cavite Interlink Bridge, a 32-kilometer-long inter-island bridge project between

the provinces of Bataan in Central Luzon and Cavite in Southern Tagalog Regions. Interlink
Bridge Project, the soon to be new four (4)-lane permanent linkage between Bataan and Cavite
will cut travel time from five hours to just 20 to 30 minutes. Mariveles Bataan will rise its
economy and tourism that will cater massive of travelers coming from the South.
 This study would like to impose iconic, efficient, and quality integrated transportation
node that can meet international standards. This will include user circulation inside and outside
the structure, arrival and departure of ferries, buses, jeepneys, utility vehicles, tricycle, taxi and
private vehicles. In this study the researcher will also focus on the improvement of the
community that deals with the attitude of the users towards travelling, taking into consideration
the environment as well.

The intent of this research is to provide a structure of public transportation that could
accommodate residents of Mariveles, tourist, workers, and other users in terms of safety and
convenience in their journey.

1.2.1 Main Problem

The researcher aims to answer the question: What will be the necessary building
measures and space planning applications for the solutions of different major concerns for
public passengers specifically when it comes to passenger’s safety, inconvenience, health, lack
of spaces and time?

1.2.2 Sub-Problem

 What would be the space planning strategies and applications that could be used
in designing the Mariveles Intermodal Terminal Exchange?
 What can be the solution to the problem of the intended residents of Mariveles,
Workers, and tourist about the security and safety inside the development?
 How will the researcher address the issue about the public health and safety
inside the development’s premises with this new normal movement of people
because of covid pandemic.
 What innovations and technologies that can be incorporated into the proposal to
be at par with other existing intermodal terminals abroad.

1.3 Objective of the Study

The Intermodal transport aims to provide a quick and satisfactory response to the
mobility needs of the population. Public transportation must be competitive with car travel time
and allow car-free mobility all the way from the remote suburbs to the city center. The role of the
intermodal transport to the user experience is crucial, if the travelers or commuters feels that the
terminal is not smooth or fast, or just keep on slowing them down in traveling from one location
to another they would give up on intermodal terminal journey and as waiting times are perceived
negatively by passengers.

1.3.1 Main Objective

The main objective of this study is to provide the residents of Mariveles, Bataan an
iconic intermodal terminal which will add an alternative mode of transport to minimize
congestion on roads at the same time centralize the modes of transportation in the community.

1.3.2 Specific Objective

 To design a structure with consideration and focus on the universal design for transport
terminal.
 To strategically plan the development through the concept of “Form and Planning follows
Function”
 To design a development in consideration to the public health and safety through proper
ventilation and circulation
 To design a development with prioritization to better commuter experience

To incorporate social equality into planning and design considerations for new projects and
improvements in the quality, safety, and efficiency of transportation that includes security for all,
especially women, universal accessibility for public transportation system, transportation system
for the elderly and people with disabilities, and transportation affordability. To enhance,
modernize and integrate of intermediate public transportation.

To advocate daily travelers and to be encouraged to use public transportation by imposing and
adopting Intelligent Transportation System (ITS), that provides innovative services which also
relates to modes of transportation and traffic management, in addition to this it also deals with
road user charging system, electronic fare, transport control centers, and real-time user
information, when applicable
1.4 Definition of Terms and Concepts

 Accessibility – refers to the capacity that all the people have to access and inhabit a
space regardless of their cognitive and physical capabilities, and it is a subject that
cannot be dismissed.
 DOTr – Department of Transportation, is the primary policy, planning programming,
coordinating, implementing and administrative entity of the executive branch of the
government on the promotion, development and regulation of a dependable and
coordinated network of transportation.
 Integrated – Various parts are linked or coordinated, making its system centralized.
 Intermodal – Involves use of two or more transportation modes for a travel.
 Kiss n Ride – a carpark at a railway station, airport or etc. for the dropping off and
picking up of passengers.
 Pedestrian – A person travelling by foot. In some communities, people travelling with
scooters, wheelchairs, skates are considered pedestrian.
 Walkability – The characteristic of a development where people would be encouraged
to use non-motorized mode of transportation

1.5 Significance of the study

1.5.1 To the Community

An Effective and Efficient method would be developed by the researcher when it comes
to management of traffic in the Philippines. Building structure that links people in many ways
that ease transportation. People would be transported on a space that will be safe, secure and
energy efficient. A Place that has social equity, seamless continuity and sustainable lifestyle.

1.5.2 To the Government

The research would result in a design for a structure that would reduce traffic issue in
the country. It would alter the perception of the Philippine’s mass transportation system at the
same time, and also it has the potential to become a new landmark of the country
1.5.3 To the Economy

Massive opportunities would also be created not only for the benefit of transportation
some of this are transmission of business, trade and commerce, which increase City of Bataan
Economic progress. Terminal may boost the tourism and economic status as well that

1.5.4 To the Environment

This study will thoroughly examine any potential of negative impacts of the new
construction of infrastructure. It strives to be environmentally friendly and would lessen the
effects. The structural systems would reduce its impact on pollution, particularly from which it
affects the Manila Bay.

1.5.5 Technical Significance and Implication

The study would establish a structure that would accommodate staff, students, and
travelers. It would give residents access to Mariveles Bataan by ferry service, buses, jeepneys,
and tricycles, and it would also significantly alter the people mentally regarding on commuting.

1.6 Scope and Limitations

SCOPE LIMITATIONS

Site Development Limited only to the site.

Covers circulation, zoning and

orientation of the structure.
Accessibility Limited only to the site.

Accessibility Law as part of a

standard norm for use of a public
structure.

Architectural Limited only to catering the numbers

of passengers based from the given
data of Mariveles Bataan provided
by the Government of Bataan,
MMDA, and DOTr.

Covers concepts, space planning,

zoning of the terminal according to
the reference materials from
Department of Transportation (DOTr)
and Metro Manila Development
Authority (MMDA)
The study would only refer to the
design of existing ferry terminals
space planning purposes, to improve
the existing design of the ferry
terminal by incorporating other
 design strategies provided by the
researcher.

Detailed Drawings, materials,

specifications, computations and
supplier is not included.

Operation The study is limited to the operations

inside the structure and will only
discuss the scheduling and fare of
Covers how the project would
the vehicles.
function.
1.7 Conceptual Framework
Chapter 2: Review of Related Literature

2.1 Introduction

This Chapter deals with a brief review of literatures studies that would be relevant and
would help the project, giving researcher a deeper understanding about the project proposal.
This literature can improve the researcher’s skills in determining the project’s ideal solution
based on the information gathered from the literatures.

2.1.1 Universal Design for Transport Terminal

2.1.1.1 Introduction

Universal design, also called “design for all,” “transgenerational design” and “inclusive
design,” is a philosophy that has re placed the term “accessible design” as the paradigm of
design with consideration for disability and aging. (Preiser & Ostroff, 2001) This article reviews
the basic principle of universal design for transport systems. As this Article deals and talks
about the basic principle of universal design when it comes for transport systems. It explains the
opportunity for universal design, planning for social equity, and also the necessity for seamless
continuity of access for all, Strategies for way finding, negotiating level changes and long
distances, vehicle loading, ticketing and security are one of the components that had been
describe in universal design transportation.

2.1.1.2 Findings

2.1.1.2.1 Universal Design Principle

Equitable use

The design is useful and marketable to people with diverse abilities.

Flexibility in use

The design accommodates a wide range of individual preferences and abilities.

Simple and intuitive use

Use of the design is easy to understand, regardless of the user’s experience, knowledge,
language skills or current concentration level.

Perceptible information

The design communicates necessary information effectively to the user, regardless of ambient
condition or the user’s sensory abilities.

Tolerance for error

The design minimizes hazards and the adverse consequences of accidental or unintended
actions.

Low physics effort

The design can be used efficiently and comfortably and with a minimum of fatigue.

Size and space for approach and use

Appropriate size and space are provided for approach, reach, manipulation and use, regardless
of user’s body size, posture or mobility.

Source: Transit Universal Design Guidelines, American Public Transtportation Association, July
28, 2020 (https://www.apta.com/wp-content/uploads/APTA-SUDS-UD-GL-010-20.pdf)
2.1.1.3 Wayfinding Assistance

Making the system understandable is a key contribution that urban design can make to
improve usability of transportation systems. Stations and stops should have a unique and
recognizable appearance. There needs to be a strong graphic identity for the system and also a
means to distinguish routes and different types of vehicle. (Watson, Plattus, & Shibley, 2003)

2.1.1.4 Vehicle Loading

Increasing safety and convenience and improving service response by reducing the time
of loading and unloading a vehicle makes it easier to maintain security in the system since no
one can get on vehicles unless they are on a platform. All entries to platforms can be controlled
easily. Consistency and continuity across the system and over time is important, so that
standards have to be established for both rolling stock and terminal construction.

Avoiding falls off loading platforms is a major safety concern for individuals with visual
impairments and children. There are several methods that can be used to protect the traveler
from falling. One is the use of a gate and barrier system. This is by far the safest strategy.
However, it constrains the location of where vehicles can stop to load and unload. The most
secure system for protecting waiting passengers at the platform edge is a physical barrier along
the entire platform. Not only do such barriers protect people with visual impairments but they
also protect the general population from being pushed off the platform and they prevent
suicides. (Watson, Plattus, & Shibley, 2003)

2.1.1.5 Ticketing and Security

The most direct way to increase usability of ticketing systems is to simplify the task of
purchasing tickets. For example, many systems separate the change machine from the ticket
purchase machine. While it may be useful to have separate change machines for convenience
in purchasing food or beverages, there is no reason to separate those functions for purchasing
tickets. Ticketing machines can also provide change. This eliminates a source of congestion
and reduces the number of tasks necessary to use the system. A second strategy is to combine
the ticket machine with the access gate. For example, money can be used to get access instead
of a token or fare card. Fare cards could be issued as money is inserted in a combined
ticketing/access gate machine. (Watson, Plattus, & Shibley, 2003)

2.1.1.6 Conclusion

The country’s transportation systems are not practicing Universal Design. While many of
the lessons learned in the general design of accessible buildings are applicable to transportation
terminals, stations and stops, there are many unique concerns that cannot be addressed by
existing guidelines and standards. It is important that this research give attention to the
differences and similarities between travelers with consideration to age, disability, citizens, and
visitors. It is also important that groups like bicycle users, parents with small children and others
who use wheeled mobility devices be included as part of the research population. The value of
including universal design features in transportation systems will be increased if research can
demonstrate their widespread value to all travelers. But, the specific needs of people with
disabilities need to be identified and prioritized as well so that they do not become neglected in
the pursuit of greater convenience and usability for the broader population. It is likely that those
specific needs can be addressed in ways that will benefit everyone. Some examples include
better information on scheduling changes in terminals and greater accessibility of vehicles.
While the existing mass transport infrastructure is difficult to change this will be a great
opportunity to practice Universal Design.

2.1.1.7 References

Evette, A., Labonne, S., Rey, F., Liebault, F., Jancke, O., & Girel, J. (2009). History of
Bioengineering Techniques for Erosion Controlin Rivers in Western Europe. Retrieved from
Research Gate:

https://www.researchgate.net/profile/Andre_Evette/publication/24036109_History_of_Bi
oengineering_Techniques_for_Erosion_Control_in_Rivers_in_Western_Europe/links/00
46351b73492a6bb5000000.pdf

Holanda, F. S., & Rocha, I. P. (2011). Progress in Molecular and Environmental Bioengineering
- From Analysis and Modeling to Technology Applications. Retrieved from intechopen:
https://www.intechopen.com/books/progress-in-molecular-andenvironmental-bioengineering-
from-analysis-and-modeling-to-technologyapplications/streambank-soil-bioengineering-
approach-to-erosion-control
Li, M.-H., & Eddleman, K. E. (2002). Biotechnical engineering as an alternative to traditional
engineering methods a biotechnical streambank stabilization design approach. In Landscape
and Urban Planning (p. 60). Texas: Elsevier Science B.V.

2.1.2 Intelligent Transportation Systems

The “Intelligent Transportation Systems” (ITS) are part of a research devoted to propose
intelligent solutions to mobility problems by analyzing the relationship between infrastructure
and vehicles in order to affect it through the use software, hardware, devices and algorithms to
improve the welfare and efficiency of this relationship. The focus given by studies using ITS
considers people from the point of view of safety and accessibility. (Gonçalves, Alvarez, &
Giraldo, 2014) In the Philippines, the practice of using an intelligent transport system is greatly
recognized. Due to the reasons that traffic is always heavy, and Filipinos do not have enough
time to travel, thus, the use a Beep card and an RFID for our transportation systems is greatly
needed.

2.1.2.1 Findings

An intelligent transportation system (ITS) is an advanced application which aims to

provide innovative services relating to different modes of transport and traffic management and
enable users to be better informed and make safer, more coordinated, and 'smarter' use of
transport networks. Some of these technologies include calling for emergency services when an
accident occurs, using cameras to enforce traffic laws or signs that mark speed limit changes
depending on conditions. (Wikipedia, 2020)

Listed below are the benefits or goals of the Intelligent Transport System. (Hasegawa, 2018)

1. The reduction of traffic accidents and road congestion to zero using advanced driver
assistance systems
 2. The resolution of challenges to efficient transport through a movement support
information platform
3. The innovation of multimode transport to support mobility inside cities
4. The comprehensive management of road traffic
5. Increasing the efficiency of logistics
6. The optimization of energy use
7. The promotion of international cooperation

Beep Card System

It is a reloadable contactless smart card created in 2015 to be a replacement for the magnetic
card-based system in paying rail based rapid transit transportation fares in and around Metro
Manila. Beep is also used in lieu of cash in some convenience stores and other businesses. The
Beep system is implemented and operated by AF Payments Incorporated, which is primarily
owned by Ayala Corporation and Metro Pacific Investments Corporation. (Wikipedia, 2019)

Figure 7: Using of Beep Cards In bus Stations.

Source: https://www.google.com/search?
q=using+of+beep+card+going+in+train&tbm=isch&ved=2ahUKEwj2_-
jsoJH7AhWD7WEKHbPXDU4Q2-
cCegQIABAA&oq=using+of+beep+card+going+in+train&gs_lcp=CgNpbWcQAzoECCMQJ1DTB
FjyHmDzIGgAcAB4AIABtgGIAcEOkgEENS4xMZgBAKABAaoBC2d3cy13aXotaW1nwAEB&scli
ent=img&ei=kU5jY7bzGIPbhwOzr7fwBA&bih=685&biw=1396#imgrc=APbckHvIBzKhnM

The system makes use of a reloadable contactless smart card of the same name. Each card
can store a value of up to ₱10,000. Beep cards can be used to travel through the Manila railway
lines such as the Line 1, Line 2, and Line 3, select bus lines, and to pay for toll fees on the
CAVITEX and NLEX roads. They can also be used as a mode of payment at FamilyMart stores
through the tap-to-pay system. Aside from at FamilyMart outlets and MRT and LRT stations,
beep cards can be reloaded at Bayad Centers, SM Bills Payment Centers, Villarica Pawnshops,
and Tambunting outlets, and the Coins.ph app for NFC-enable devices. (ABS-CBN News, 2016)

Smart Cameras

It has been assumed that smart surveillance cameras will be positioned over every traffic lane,
including highways, streets, parking lots, etc. Surveillance camera systems aim to observe a
given area in order to increase safety and security. It makes it possible to detect and track every
person’s movement, and to analyze this movement to compare it to the behavior of the entire
crowd. Dedicated software enhances these capabilities by providing analysis of the situation, for
example. Smart cameras are also widely used in numerous road transportation systems,
including traffic management, surveillance, security and law enforcement, automated parking
garages, driver assistance and control access systems, etc. (Baran, Rusc, & Fornalski, 2015)

References

ABS-CBN News. (2016, August 5). 'Beep' card reloading available in malls, pawnshops.

Retrieved from ABS-CBN News: https://news.abscbn.com/business/08/05/16/beep-card-

reloading-available-in-malls-pawnshops

Baran, R., Rusc, T., & Fornalski, P. (2015). A smart camera for the surveillance of vehicles in
intelligent transportation systems. Springer.

Hasegawa, T. (2018). Intelligent Transport Systems. IATTS Research, 49-60.

Wikipedia. (2019, October 31). Beep (smart card). Retrieved from Wikipedia:
https://en.wikipedia.org/wiki/Beep_(smart_card) Wikipedia. (2020, February 20). Intelligent
transportation system. Retrieved from Wikipedia:
https://en.wikipedia.org/wiki/Intelligent_transportation_system#Intelligent_transportati
on_technologies

2.1.3 Sustainable Design in Terminals

2.1.3.1 Introduction

Urban areas in developing countries are confronted with many traffic problems that
directly affect the environment, economic development and social welfare. Public transport can
offer citizens sustainable mobility. On average, public transport terminals in developing
countries are not designed from an intermodal service perspective. (Mansour, Morcos, &
Farouk, 2008) In connection with the Mariveles Intermodal Terminal Exchange, the sustainable
approach will change the perspective of passengers towards the transportation in the
Philippines encouraging them to use more of public transport than to purchase a car. Imposing
sustainability in the project connects with the Mariveles. It means that all projects or structures
within the site must be green architecture.

Environmental Design Requirements for Station Structures

A new generation of stations is being shaped by utilizing nature as a source of energy and
visual daylight. Adopting a station building form that directly responds to the physics of air
circulation and to the practicalities of illumination, both natural and artificial, is the greatest way
to integrate architectural and service demands.

Lighting and Energy Efficiency

Energy-efficient buildings should make as much beneficial use of naturally available light as
possible. Skylights give a wider and more even distribution of light but also permit heat gain,
which may cause overheating. Natural light adds delight to our lives by providing movement,
change, and connection to the outdoor environment. And unlike artificial light, natural light works
even when the power grid goes down.

Passive Cooling in Station Buildings

Minimizing the need for artificial climate systems should be the guiding premise of sustainable
design. Buildings and windows can be strategically oriented to shield summer heat while still
allowing winter heating and daylighting from the sun. Keeping windows shaded during the heat
is an essential first step. It is easiest to achieve this with a new building, but it can be done with
practically any building, even as a retrofit.

Noise Transmissions and Acoustics

Station layout and design need to consider noise and suction jointly so that air pressure and
sound frequency are dealt with simultaneously. Noise is a matter of comfort, the audibility of
station announcements, and security. (Mansour, Morcos, & Farouk, 2008).

2.1.3.2 Conclusion

As the House Committee on Transportation chaired by Rep. Cesar Sarmiento said

“Sustainable transport is the norm nowadays because of proven public health benefits. Under
the bill, we will implement systems that will mitigate the impact of transportation to the
environment. We will also aggressively promote walking and cycling which improve the quality
of life of commuters and directly address the high incidence of chronic diseases. We want to put
people first, not individual motorized vehicles, and protect all road users, including PWDs”
(Sarmiento, 2018) In order to achieve the goal of creating a sustainable terminal, applying these
design strategies in this terminal is a must.

2.1.3.3 References

Bainbridge, D. A., & Haggard, K. (2011). PASSIVE SOLAR ARCHITECTURE. Chelsea Green
Publishing. https://www.world-architects.com/en/architecture-news/reviews/salesforce-transit-ce
nter http://files.mtc.ca.gov/library/BBC/pdf/ACCNO_000077.PDF
https://www.domusweb.it/en/speciali/domus-air/gallery/2022/a-green-roof-for-san-fra ncisco.html
https://projects.sfchronicle.com/2017/transbay-terminal/the-beginning

2.1.4 Transit Oriented Development

2.1.4.1 Introduction

Transit-Oriented Developments (TOD) can be used to enter cities. We frequently form

our initial impression of a new city upon arrival at a terminal. This first impression is critical if a
city wants to increase tourism or attract investment for new businesses. The connection
between the home and the transit hub will be given priority when considering last-mile
connectivity. By providing a range of retail, workplace, recreational, and residential alternatives
to the neighborhood near the station, this tactic can assist Pasig in becoming successful as it
starts to develop its property. In order to assist the researcher in determining the ideal location
for the Pasig Intermodal Terminal, we'll talk about how TODs affect the environment in this part.

2.1.4.2 Transit Oriented Development in Metro Manila

For foreigners who are used to efficient public transport, wide roads, and a general
sense of order, Metro Manila’s transportation system appears chaotic. With massive traffic jams,
any trip becomes an exercise in patience, and being on time for an appointment is a rare luxury
for Metro Manila's 12 million residents. Meanwhile, frenetically driven jeepneys and buses,
overflowing trash, and noisy, smoke-belching tricycles make the streets quite hazardous to
pedestrians, except in rare areas such as the City of Makati’s carefully planned CBD. (Galingan,
Alcazaren, Ramos, & Santos, 2009).

In urban planning, a transit-oriented development is a type of urban development that

maximizes the amount of residential, business, and leisure within walking distance of public
transport. In the Philippines, what we consider an example of a transit-oriented development are
the largest concentrations of skyscrapers, which usually dominate major commercial areas. The
best examples are in the Makati CBD (no less than three major retail centers: SM Makati,
Glorietta and Greenbelt) and Ortigas Center (SM Megamall, Robinsons Galleria and Shangri-la
Plaza), among others. Bonifacio Global City is developing as a major business center while
expanding its shopping mall facilities—first with the Market! Market! and then the high-end SM
Aura. In secondary subcenters such as Alabang in Muntinlupa City, the pattern is similar: a
large shopping mall surrounded by smaller retail facilities, office towers, and residential high-rise
condominiums. Almost all major malls, except those in Downtown Manila, are located alongside
the major freeways such as EDSA and SLEX. (Boquet, 2013)

Their locations are typical of American-style freeway-or beltway-oriented edge cities and
seemingly good implementation of the principles of TOD, with easy access to urban rail
transport, like when the MRT traveller walks directly into a shopping mall such as Shangri-La in
Ortigas or Trinoma Mall at the northern end of the MRT 3 line in Quezon City. Major malls are
easily accessible from public rail transit in Makati City. Most malls are served by Metrorail and
also include major jeepney and FX mega taxi departure areas, as in SM City North EDSA
(Quezon City) or SM Mall of Asia (Pasay City). Malls and public transit development have
progressed together. However, disputes over the location of public transit stations have arisen,
as exemplified by the case of the planned transfer station in Quezon City, where passengers
could easily transfer from the LRT 1 to the MRT 3 and the future MRT Line 7. A long battle
between developers Ayala (Trinoma) and SM (SM City North EDSA) almost led to a confusing
split of the transfer station into two segments: LRT1/MRT 3 and LRT1/MRT 7, not to the
advantage of the traveling public. Private developers seem to have taken control of the urban
planning in Manila, to the best of their respective interests. (Boquet, 2013)

Here are some considerations in a transit-oriented development:

 Design according to the context - one size does not fit all
 Focus on design quality as stations increasingly serve as gateways to the community
and people's first and last impressions.
 Create an appropriate density for the location and minimize the walking distance to
transport interchange.
 Ensure close proximity to facilities, e.g. healthcare, education, childcare, retail and
leisure and Maximize commercial opportunities, including workplace, retail, and leisure
use.
 Connect to a broader transport network and quality public transport options, including
pedestrian and cycle networks.
 Adopt smart travel systems and new technologies to encourage behavioral change.
 Create a safe and secure environment and create a high-quality, connectable public
realm.

Source: FuturArc: The Voice of Green Architecture in Asia-Pacific March-April 2016, Volume 47,
The New Network, Emergence of people-centric urban systems page 83.

References

Landscapes of Mobility in Metro Manila’s Business Districts

https://journals.upd.edu.ph/index.php/muhon/article/view/6700 Sarmiento, C.

(2018, September 13). House Committee OKs proposed “Sustainable Transportation System
Act”. https://bluprint.onemega.com/proposed-sustainable-transportation-system-act/
https://upca.upd.edu.ph/uploads/1/8/5/4/18549486/02_galingan__pedestrian-friendly
_streetscape_on_a_tropical_business_district.pdf

2.1.4.3 Conclusion

Encouraging commuters to use public transport rather than private vehicle, because
majority of the people tend to buy private car that leads to traffic congestion but, with transit-
oriented massive transportation is being introduce in order to lessen traffic and accommodate
massive commuters and travelers.
2.1.5 Pedestrian Safety Systems

2.1.5.1 Introduction

In May 2013 the World Health Organization (WHO) reported that more than 270,000
pedestrians lose their lives on the world’s roads each year accounting for 22% of the total 1.24
million road traffic deaths. (World Health Organization, 2013) Despite the magnitude of the
problem, The Mariveles Intermodal Terminal attempts to lessen or reduce pedestrian deaths by
applying design principles that have proved successful in protecting car occupants to develop
vehicle design concepts that reduce the likelihood of injuries to pedestrians in the event of a car-
pedestrian crash.

2.1.5.2 Findings

Importance of Safe-Walking

We are all pedestrians. Walking is a basic and common mode of transport in all societies
around the world. Virtually every trip begins and ends with walking. Walking comprises the sole
means of travel on some journeys, whether a long trip or a short stroll to a shop. In other
journeys, a person may walk for one or more portion of the trip, for example, walking to and
from bus stops, with a bus trip in between. Walking has well established health and
environmental benefits such as increasing physical activity that may lead to reduced
cardiovascular and obesity-related diseases, and many countries have begun to implement
policies to encourage walking as an important mode of transport. Unfortunately, in some
situations increased walking can lead to increased risk of road traffic crashes and injury. Due to
the dramatic growth in the number of motor vehicles and the frequency of their use around the
world – as well as the general neglect of pedestrian needs in roadway design and land-use
planning – pedestrians are increasingly susceptible to road traffic injury. (World Health
Organization, 2013)

Interconnection of Pedestrian and the Terminal

Walking is an integral part of travel on public transport; it is more convenient over shorter
distances and highly complementary to other transport modes. By strengthening public transport
services, including accessibility and security, pedestrians are more motivated to use public
transport in preference to private vehicles, thus contributing to a reduction in the number of
motorized vehicles in city centers. Pedestrians should be provided with a well-connected
network of footways designed to minimize the effects of geographical, topographical, and
physical barriers to pedestrian mobility. This network crucially needs to provide easy access to
public transport facilities. By making decisions from the beginning that are favorable to walking,
infrastructure costs will be lower and affordability higher than if costly redesign is needed to
rectify basic problems as what takes ten years to build can take 100 years to replace. (OECD,
2011)

Pedestrian Systems

 Rest Space

Provide rest spaces like benches or commercial spaces that has shade and landscape.

 Crossing Street

Pedestrian Lanes, Bridges, Underpass, etc. are ways for a pedestrian to cross a street. A
pedestrian lane must have a traffic light at its end for safety purposes.

 Sidewalks

The sidewalk is a designated space for pedestrians, it separates the vehicle and the pedestrian.
Most modern sidewalks have bicycle lanes on it. The sidewalk must also be shaded for
pedestrians to walk conveniently.

 Signages

Provide signages as part of the design. Wayfinding and Circulation of the pedestrians and
vehicles will be confirmed by the signages.
 Figure 8: Pedestrian Sysytem
Source: https://montgomeryplanning.org/planning/communities/area-2/rockspring/vision_01/

As we can see from Figure 2.4., The pedestrians are separated from the vehicles by
putting a buffer zone between them. Also, tighter lanes make the cars slower making crossing
pedestrians don’t need to go to a bridge just to cross a street. Planting/Furnishing zones provide
rest spaces and shade for the pedestrians. Applying this technique in planning an intermodal
terminal will improve the pedestrian flow and vehicular flow. Thus, creating a continuous and
smooth flow interchange of passengers and vehicles.

2.1.5.3 Conclusion

In practice, as the cities become more geographically widespread, pedestrian

movements also increase (for example, to access mass transit systems or to park vehicles in
allowed areas). Pedestrian system is desirable, among other reasons, to prevent high traffic
densities of private vehicles and congestions. Furthermore, people are becoming aware that
walking improves their quality of life. It is also true that in any society there are individuals
whose economic conditions make walking the only option for them to move. Applying these
pedestrian systems help the researcher achieve the goal of the Mariveles Intermodal Terminal
as a safe and secure environment by improving mobility, design of streets and integration of
networks.

2.1.5.4 References

OECD. (2011). Pedestrian Safety,Urban Spaceand Health. OECD/ITF. World Health

Organization. (2013, May 2). More than 270 000 pedestrians killed on roads each year.
Retrieved from World Health Organization:
https://www.who.int/mediacentre/news/notes/2013/make_walking_safe_20130502/en /

World Health Organization. (2013). Pedestrian safety: a road safety manual for decision-makers
and practitioners. Geneva, Switzerland: World Health Organization.

2.1.6 Intermodal

2.1.6.1 Introduction

Designing an intermodal terminal maximize speed and direct access by private vehicles
and to minimize travel times, congestion and accidents. Transport planning has been expanded,
placing greater emphasis on non-motorized transport modes in an attempt to minimize the
environmental impact of motorized transport and to increase the mobility of commuters who are
not drivers. The Mariveles intermodal Terminal exchange will follow these guidelines for better
circulation and planning of the terminal.

2.1.6.2 Findings

The role and the objectives of the Intermodal Terminal The combination of different
transport modes for a single trip can reduce the total generalized cost of a trip compared to the
one produced by a single mode trip. On the other hand, the use of a single mode on each trip
offers greater convenience and flexibility and responses better to the door-to-door service.
(Iordanopoulos & Pitsiava-Latinopouloua, 2012)
 The main objective of a passenger intermodal terminal is the integrated and efficient
transfer of passengers between various routes and different modes of transport. In order to
ensure the effectiveness of this essential function, a terminal should provide:

 reliable and adequate level of service of the means involved in the operation of the
terminal
 satisfactory level of facilities serving the transfer
 provision of low-cost travel (less than or equal to the cost of travel without transfers)
 adequate accessibility of the site for all users (especially the disabled)
 reduced travel time compared to that needed for the same trip without transfer
 direct access between two different platforms for almost all platforms of different modes
of the terminal

The transfer should be completed in conditions of comfort and safety. “Comfort” requires
integrated, high level operation of the intermodal terminal services and of the different mode
operators. “Safety” deals with protection of passengers against weather conditions, separation
of passengers’ moves and the maneuvering of transport modes and security measures for every
individual. (Litman, 2017)

 The following elements should be defined:

 number of modes and type of vehicles that will be served
 time period through which the terminal is expected to be operational maintaining the
desirable level of service without the need for extensions or reconstructions
 the expected level of activity in terms of number of passengers served, frequencies and
passenger waiting times
 the variations in demand for transport (seasonal, monthly and daily)

Another factor that is important to be taken into consideration in the intermodal operation
of a terminal is the connectivity of the various modes serving it during the same part of the day.
The level of connectivity is expressed as the number of terminal’s passengers who actually use
multiple transportation modes in order to complete their trips. (Iordanopoulos & Pitsiava-
Latinopouloua, 2012)
2.1.6.3 References

Iordanopoulos, P., & Pitsiava-Latinopouloua, M. (2012). Intermodal Passengers Terminals:

Design standards for better level of service . Europe: Elsevier Ltd. Litman, T. (2017).
Introduction to Multi-Modal Transportation Planning. Victoria Transport Policy Institute.

2.1.6.4 Conclusion

Intermodal terminal centralized mode of transport for public safety and manages their
time. It could lessen traffic and road accidents, minimizes capacity of vehicular noises, decrease
air pollution and maximizes massive transport system.
2.1.7 Southwest Integrated Transport System (ITS) Project (Parañaque Integrated
Terminal Exchange)

Figure 9: PITX Struture

Source: Google Image

A public transportation hub is located in Paranaque, Metro Manila, Philippines. Its

previous name was Southwest Integrated Transport System. An area of 4.59 hectares will be
used for the construction of the Southwest Terminal for the Integrated Transport System (ITS)
project. It would link people arriving from Cavite to other transportation options, including the
upcoming LRT Line 1 South Extension, city buses, taxis, and other public utility vehicles that
service inner Metro Manila. The project will comprise passenger terminal buildings, arrival and
departure lanes, information kiosks for the general public, ticketing, luggage processing, and
park-and-ride facilities. The ITS terminal's design, building, financing, operation, and upkeep will
all be handled by the private partner, as well. Three intermodal terminals, as well as retail and
office levels, are all located in the Paranaque Integrated Terminal Exchange, a single building.
With coverage of the major roads in EDSA, Baclaran, and Taft, this Department of
Transportation flagship project will act as a hub for local and intra-city transportation.
Additionally, it has the ability to develop commercially and earn the associated income. This
massive public transit project was developed by MWM Terminals, Inc. and the architectural firm
Marlon Andal Construction Corporation (MACC), and it features a contemporary modern design.
The Paranaque Integrated Terminal Exchange is owned and operated by MWM Terminals, a
consortium of Megawide Construction Corp., WM Property Management Inc., and the
Department of Transportation (DOTr) under the Philippine government's Public-Private
Partnership program.

Passenger Terminal Building

The Paranaque Integrated Terminal Exchange is situated on a 4.5-hectare (11-acre)

location in AsiaWorld, a neighborhood within Bay City in Tambo, Paranaque. It is located next to
the former Uniwide Sales Coastal Mall at the north end of the Manila-Cavite Expressway
(CAVITEX), right off Macapagal Boulevard and a few streets south of NAIA Road. Marina Bay
Town and the integrated resorts of Entertainment City, such as the Okada Manila, City of
Dreams Manila, and Solaire Resort & Casino, are nearby landmarks. Passengers have
immediate access to a number of in-city transit options, including jeepneys, buses, taxis, trains,
and other public utility vehicles. In addition to providing a smooth journey, it is planned to be
converted into a retail and office structure that will effectively serve both businesses and
commuters. Convenience is key since they will soon provide an upgraded and more effective
centralized ticketing system, online reservations, public information displays, and new terminal
management systems.

PITX Route Map

 Figure 10: PITX Route Map
Source: LIST: Bus, jeepney routes in PITX dry run | ABS-CBN News
 The Paranaque Integrated Terminal Exchange (PITX) is the country's first landport, and
a contemporary terminal that functions as an airport will accommodate commuters from Cavite,
Batangas, and other areas. It will serve as a new home for UV Express, jeeps, and regional

buses. Furthermore, it will provide connectivity between various transit options and services,
allowing commuters to travel quickly and easily. The maximum daily passenger capacity at the
PITX is 100,000, with a peak hour passenger throughput of 4,380 arrivals and 3,808 departures.
A total of 949 departures and 1,060 arrivals occur per day. In addition, 852 parking spaces for
cars will be located there, along with 59 bays for city and provincial buses, 49 bays for UV
express, and jeepneys. (PITX)

The ticket counter is where commuters may buy their bus tickets. a monitor that will inform
commuters if their journey is on time or running behind schedule. as when you check the status
of your flight. A commuter merely needs to scan the barcode on their ticket to enter the gate of
their choice. If their bus is ready, they can then proceed to the designated bay number. When a
commuter has their ticket, they should check the gate number and the bay number. Make sure
the ticket is at the right gate because if it is for a different gate, the door won't open.

The bus ticketing counters and boarding gates are located on the ground floor and
second level of the terminal. Only the second and third gates on the second floor have arrival
bays. On the third floor, there are spaces for private vehicles and a planned connection to the
LRT1 expansion. The modern jeepney ticket office, boarding gate, and arrival bays are located
on the second floor. Traditional jeepney loading and unloading zones are located on the north
and south sides of the terminal, respectively. Both the UV Express arrival and departure
platforms are located on the third floor level. On the ground floor, close to the main entrance, is
where you'll find the taxi lane area. Along with the clinic, nursing station, and open-access
prayer room, there are restrooms with showers for people of all genders, including male, female,
and gender-neutral users.

2.1.8 Conclusion

2.1.9 Mukilteo Multimodal Ferry Terminal

Figure 12:New Mukilteo Multimodal Ferry Terminal

Source: https://www.woodworks.org/award-gallery/mukilteo-multimodal-ferry-terminal/

The Mukilteo Multimodal Ferry Terminal, which spans more than 3,400 square meters, is
situated in Mukilteo, Washington. LMN Architects is the firm responsible for designing the
Mukilteo Multimodal Ferry Terminal. The Washington State Department of Transportation and
Washington State Ferries are the project owners. The Mukilteo-Clinton ferry route transports
more than two million cars and up to four million passengers per year, together with State Road
525, which serves as the primary road linking Whidbey Island to the Seattle-Everett
metropolitan area. The new two-story terminal is expected to see a growth of over 100% in the
number of walk-on passengers over the course of the next 20 years, especially during peak
commuting times. This is a result of its close proximity to commuter trains via the Mukilteo
Sounder Station of Sound Transit. The new terminal offers additional room for parking cars and
divides vehicle and pedestrian boarding with an overhead walkway in order to make loading
vehicles and passengers safer and quicker for commuters, especially those with disabilities.

The building's longhouse shape, which was developed in close cooperation with many
Coast Salish tribes, enhances the visitor experience by simplifying traffic and handling heavy
foot traffic with simple wayfinding. A linear promenade at the upper level connects vertical
transit cores with elevators and stairs at each end of the building, where entrances to the
ticketing and waiting area are visible. Ferry passengers can get their bearings in the waiting
room's views of the land and the water, which are very good. Native American artisans from the
area have created tribal cultural artworks that are on exhibit throughout the airport, forging a
strong bond with the tribal community and its past. An elevated walkway for public use connects
a path from the downtown, through the terminal, and onto the beach with a new waterfront
promenade.

2.1.9.1 The interior of the new terminal

The roof canopy was built using cross-laminated timber (CLT) that was acquired locally
and responsibly. A thermostatically controlled rack and pinion window system improves
circulation and comfort in the summer, while electric heat pumps efficiently heat the concrete
slab of the main floor to provide internal warmth in the winter. Rainwater is captured by pervious
concrete in the vehicle holding area, where it is then passed via sand layers and onto the
Possession Sound. Other cutting-edge stormwater treatment equipment is also used at the
terminal.

Sustainability Strategies

The building's south-facing shed roof, with its locally sourced cross-laminated timber
canopy, can accommodate a sizable solar array that will power the terminal for a number of
months out of the year, allowing the facility to return energy to the grid. Instead of air
conditioning, the building's great hall, the primary holding space for walk-on passengers, uses
huge fans to increase interior circulation, and a cutting-edge rack and pinion window system
automatically adjusts to climatic conditions and helps to improve airflow. An advanced system
for collecting rainwater is also a part of the building. The use of collected rainwater for irrigation,
laundry, flushing, and water processing makes it an environmentally friendly approach.

The Mukilteo Multimodal Ferry Terminal creates a significant new transportation hub that
eases traffic and provides a new route for accessing public transportation, acting as a versatile
asset for the neighborhood. According to Fitzpatrick, tribal leaders were surprised by the
project's eventual decrease in environmental impact. He said, "We're trying to create a much
more sensitive and light footprint on the site by using the sun, the wind, and the rain." It was
"extremely satisfying" to see the project work toward LEED Silver certification.

2.2 Research Focus

Typhoon-Resilient Design Strategies:

The main strategy in protecting buildings from strong winds is to maintain the integrity of the
building envelope, including roofs and windows, and to design the building to withstand the
expected lateral and uplift forces. The following are some strategies that can be employed to
make the construction system more wind-resilient and which could possibly withstand more than
250 kph winds:
Building Shape

 The most important single factor in determining the performance of buildings in typhoons is the
building shape. Simple, compact, symmetrical shapes are best.
 The best shape to resist high winds is a square. The square plan is better than the rectangle
since it allows high winds to go around them. The rectangle is better than the L-shaped plan. For
rectangular shapes, the best layout is when the length is not more than three (3) times the width.
 If other shapes are desired, efforts should be made to strengthen the corners.
  If longer shapes are used, they must be designed to withstand the forces of the wind.
 For groups of buildings, a cluster arrangement can be followed in preference to row type.

Roof Form/Shape

 Use a hip roof. This is the strongest type with all sides of the roof sloped. Hip roofs offer much
less wind resistance than gable roofs.
 For gable roofs, use a high pitched roof.
 Avoid a low-pitched roof. Roof pitch angle at least 25°. Experience and experiment have shown
that the hip roof with the pitch in 25° to 40° range has best record of wind resistance.

Roof Overhangs

 Avoid large overhangs as high wind force build up under them.

 Roof eaves can be limited to 18 - 20 inches.
 If overhangs or canopies are desired, they should be braced by ties held to the main structure.
 Roof overhangs for verandah, patio, terraces and balconies should be designed as  separate
construction rather than extensions of the main roof of the building. They can break-away from
the main roof structure  without damaging the rest of the house.

Roofing Sheets

 if possible, use long-span roof sheets.

 If the sheeting is too thin or there are too few fittings, the nails or screws may tear through the
sheet. If galvanized sheets are used, 24 gauge is recommended.
 Roofing sheets usually fail at ridges where capping comes off, at gable ends where sheetings
rolls up sideways and at eaves where sheets lift up. At ridges, eaves and overhangs, provide
fixings at every two (2) corrugations. At all other locations, provide fixings at every three (3)
corrugation at maximum spacing.
 Use galvanized iron flats under the fixings.
 Use fittings with a broad washer or dome head (zinc nail). To use more fixings for each sheet, put
in the laths at closer centres and nail closer together.
 Screws hold better than nails so fewer screws can be used. But the sheeting must be thick or
they will tear through.
 When using screws for corrugated galvanized roof sheets, use proper drive screws. Be sure that
the screws go into the purlins at least fifty (50) mm. Use large washers under the screw heads to
prevent the roof sheets from tearing when pulled upward by high winds.
 Nails do not hold as well as screws. Use nails with wide heads and long enough to bend over
below the lath. Galvanized coated nails are better than ordinary wire nails.
 Spacing for laths and number of fixings will vary with the gauge of sheeting used. Laths should be
placed closer together for thin sheets to provide space for extra fixings. A guide to the number of
fixings and spacing of laths is shown below.

 The connections of cladding/sheeting to the truss need to be designed for the increased forces,
especially at the corners and the roof edges considered as zones of higher local wind suctions.
Failure at any one of these locations could lead progressively to complete roof failure. The
following are recommended:
• Sheeted roofs:- A reduced spacing of bolts, ¾ of that admissible as per IS:800,
recommended. For normal connections, J bolts may be used but for cyclone resistant
connections U – bolts are recommended. Alternatively a strap may be used at least along edges
to fix cladding with the purlins to avoid punching through the sheet. Properly connected M.S. flat
can be used as reinforcing band in high suction zones. The corrugated sheeting should be
properly overlapped (at least 2 1/2 corrugation) to prevent water from blowing under the seam.
Spaces between the sheeting and the wall plate should be closed up to prevent the wind from
 getting under the sheeting and lifting it. This can be done by nailing a fascia board to the wall
plate and rafters.

 Clay tile roofs:- Because of lower dead weight, these may be unable to resist the uplifting force
and thus experience heavy damage, particularly during cyclones. Anchoring of roof tiles in R.C.
strap beams is recommended for improved cyclone resistance. As alternative to the bands, a
cement mortar screed, reinforced with galvanized chicken mesh, may be laid over the high
suction areas of the tiled roof. Note:- Covering the entire tile roof with concrete or ferro-cement
will prevent natural breathing through the tiles and will make them thermally uncomfortable.

Roof Frame Construction

 Roof trusses and gables must be braced.

 Provide a more rigid fastening system for the roof frame like metal tie-down straps (typhoon
straps) that tie the roof structure all the way down to the foundation
 Provide various structural connectors that can drammatically reduce uplift which is the cause of
the most significant roof damage in typhoons.
 If the rafters are not secure, the ridge can fall apart when strong wind passes over the roof. The
ridge can be secured by using:

• Collar Ties - Timbers connecting the rafters. Nail them to the side of the rafters.
• Gussets - Usually made of steel/plywood. This is used at the ridge.
• Metal Straps over the top of the rafters.

 The connection of roof framing to the vertical load resisting elements i.e. wall or post, by providing
properly designed anchor bolts and base plates is equally important for overall stability of the
roof. The anchoring of roof framing to masonry wall should be accomplished through anchor bolts
embedded in concrete cores. The weight of participating masonry at an angle of half horizontal to
1 vertical should be more that the total uplift at the support. In case of large forces, the anchoring
bars can be taken down to the foundation level with a structural layout that could ensure the
participation of filler and cross walls in resisting the uplift.
 Adequate diagonal or knee bracing should be provided both at the rafter level and the eaves level
in a pitched roof. The purlins should be properly anchored at the gable end. It is desirable that at
least two bays, one at each end, be braced both in horizontal and vertical plane to provide
 adequate wind resistance. Where number of bays is more than 5, use additional bracing in every
fourth bay.
 In order to reduce wind induced flutter/vibration of the roof in cyclonic regions, it is recommended
that all members of the truss and the bracings be connected at the ends by at least two
rivets/bolts or welds. Further the cross bracing members by welded/connected at the crossings to
reduce vibrations.

Doors and Windows

 Avoid openings which cannot be securely closed during a typhoon.

 Doors and windows must be protected by covering and/or bracing. Hurricane shutters can protect
windows from most wind-blown debris.
 Enhance the protection of openings by considering the addition of impact-resistant windows,
doors, louvers, etc. An alternative is for glass panes be strengthened by pasting thin film or paper
strips. This can introduce some damping in the glass panels and reduce their vibrations.
 Recourse may be taken to reduce the panel size to smaller dimensions.
 Since the failure of any door or window on the wind-ward side may lead to adverse uplift
pressures under roof, the openings should have strong holdfasts as well as closing/locking
arrangement.
Masonry Walls

 It is not uncommon for un-reinforced masonry to fail in severe cyclones. Walls braced by ring
beams and columns have remained safe.
 All external walls or wall panels must be designed to resist the out of plane wind pressure
adequately. The lateral load due to wind is finally resisted either by walls lying parallel to the
lateral force direction (by shear wall action) or by RC frames to which the panel walls must be
fixed using appropriate reinforcement such as seismic bands at window lintel level.
Flood-Resilient Design Strategies:

Location

 Avoid as much as possible any high-density development in low-lying areas (prone to flooding).
 Observe required easements along sides of waterways.
  House located on a river bed, close to running water, is very vulnerable to flooding. Not only the
house, but also its contents are vulnerable to destruction due to heavy rains. Houses should not
be built in such obviously vulnerable locations, or if they are, they should be designed to resist the
hazards of their location.
 Houses must be located away from places subject to landslides where soil may move down a
steep slope, debris flows where soil gravel and rocks may be washed rapidly down by heavy
rainfall, and flashfloods.
 The house floor must be elevated above the surrounding area, with special consideration for
possible area flooding, either by ground water, sea storm, or by tsunami.

Foundation

 Invariably a typhoon is accompanied by torrential rain and tidal surge (in coastal areas) resulting
into flooding of the low lying areas. The tidal surge effect diminishes as it travels on shore, which
can extend even upto 10 to 15 km. Flooding causes saturation of soil and thus significantly
affects the safe bearing capacity of the soil. In flood prone areas, the safe bearing capacity
should be taken as half of that for the dry ground. Also the likelihood of any scour due to receding
tidal surge needs to be taken into account while deciding on the depth of foundation and the
protection works around a raised ground used for locating cyclone shelters or other buildings.
Building on-stilts

 Where a building is constructed on stilts it is necessary that stilts are properly braced in both the
principal directions. This will provide stability to the complete building under lateral loads. Knee
bracings will be preferable to full diagonal bracing so as not to obstruct the passage of floating
debris during storm surge.

Wall Openings/Window Openings

  Openings just below roof level be avoided for storm resiliency except that two small vents without
shutter should be provided in opposite walls to prevent suffocation in case room gets filled with
water and people may try to climb up on lofts or pegs.

Earthquake-Resilient Design Strategies:

Foundation

 Soil for a good foundation that can carry the weight of a house must be well drained so that it is
dry and not waterlogged. Waterlogged soil can become liquefied in an earthquake—turn to a
semi-liquid—so that structures sink into the ground.

Plan/Building Configuration

 Maintain the symmetry of a structure by distributing the seismic force resisting component evenly
in all directionsis crucial in reducing the earthquake impact.
 Avoid soft storeys and asymmetrical floor plans, which can induce torsion.
Structural Framing

 The building needs a coherent structure. If the structure is coherent and strong, it protects the
whole house.
A regular structure (Columns and floors are all joined to each other in a regular format. Overhanging parts
of the building are all well supported by continuous columns to the foundations. A complete structural
frame around the building is tied in to the foundation, the walls and the roof structure)
An integrated structural ring beam around tops of doors and windows connected to columns
- An integrated structural ring beam around top of walls connected to columns
- Triangular gable end walls must be structurally supported

 A wood frame structure mounted on a concrete frame/stub wall must be fully anchored together.
A bracket made of noncorrodible metal, must be cast into the bearing structure to provide a
structural connection for the whole wall through to the foundation. The wood column must be
bolted to the bracket, and the bracket must be fully secured into the concrete.
 Join walls and roof to strengthen each other. Column reinforcement should protrude from the top
of concrete columns and be bent around roof trusses for structural strength, or roof trusses
should be strapped with metal ties to the wall structure. Exposed metal should be painted with
rust proof paint to prevent corrosion.
 The joints of wooden roof trusses need to be bolted together and tied with metal straps to provide
flexibility but not collapse under the forces of nature. Metal roof trusses must be welded together,
welded to purlins, and welded to wall reinforcement for strength.
 The walls and roof need bracing against lateral movement. In order to resist lateral forces, walls
and roof structure need cross bracing at all levels, particularly if it is a wooden structure. This is a
major principle in the construction of traditional houses.

 Wall material must be tied to the building structure with metal ties. Metal wall ties are to be
hooked at the end.
 .All wall openings are to be tied to wall material.
 For reinforced concrete frame buildings with CHB walls, ties are to be cast into columns at 40cm
spacing, and are to be a minimum of 8mm diameter.
 All houses are to have completely framed pitched triangular roof trusses. Roof trusses are to be
placed over columns and tied to them.
 Most roof truss joints, and particularly central ones, are to be bolted, not nailed.
 Roof truss joints of 3 or more elements are to have a metal strap joining each roof component.
 Wood blocks are to be used for fixing purlins to roof trusses.
 Joints in roof structural wood are to be made with step joints, not with 45º cuts.
 Joints in roof structure are not to be made near the middle of a span.
 All wooden parts of a house structure are to be cross braced, stumps, walls, and roof.
 Wood roof structures are to be cross braced in both directions.
2.2.1 References:

Main Source: https://uap-ea.blogspot.com/2015/05/guidelines-for-disaster-resilient.html?fbclid=IwAR0-

Dd0UROvYFMV-zjcUJKAJ6zELUx79MYfwgcNwCCQRMJkcHHEbnikgo3M

1. Handbook on Good Building Design and Construction in the Philippines prepared by the GTZ
Office Manila, UNDP Regional Center in Bangkok and the Secretariat of the International strategy for
Disaster Reduction, 2008
2. Cyclone Resistant Building Architecture prepared by Ankush Agarwal, Technical Officer (Hazard
Vulnerability Reduction), GoI – UNDP, Disaster Risk Management Programme, March, 2007
3. Building Infrastructure Resilient to Disasters prepared by Asiri Karunawardena, Chaya
Samarakkody and RavindraBalasooriya
4. Guidance Notes on Safer School Construction prepared by the Global Facility for Disaster
Reduction and Recovery (ISDR, INEE, World Bank).

Summary of Application RRL, CS, and RF

Review of Related Literatures

The Researcher has included Review of Related Literatures that may help the project to
withstand future problem and achieve its goals and objectives. Universal design for transport,
Sustainable design in terminal, and so are a must to be applied on the structure and transport
system in order to attain and to promote public transport, because public transport in the
Philippines is very challenging for most of the commuter.

Case Study

Adopting and Incorporating the outstanding development that may be useful for the
project, the researcher seeks into details of what had Paranaque Integrated Terminal Exchange
and Mukilteo Multimodal Ferry Terminal to be part of the study and innovate methods to have
advance strategies that can outstand to other related development.

Research Focus

Chapter 3: Research Methodologies

3.1 Research Methodologies

3.1.1 Introduction

The following research study is used to conduct information regarding the topic. The
research, problems and data gathering are given emphasis according to the users. Using
quantitative and qualitative method for the study by the researcher’s investigation through
surveys, observations, experience, interviews, the data gathering is used for the better
understanding of the persons involved in the area, programs that are related to the Mariveles
Intermodal Terminal Exchange, the policies that are implemented in the organizations and on
how the terminal will circulate.

3.1.2 Research Strategies

3.1.2.1 Activity Path Diagram

3.1.2.2 Primary Source

The researcher uses quantitative and qualitative methods in gaining and providing
relevant information and solutions to the problem. This information acts as the support and main
point of the project to be implemented efficiently and offer answers to the problems that is
encountered and stated.

3.1.2.3 Reports or Data given by the Government

Department of Transportation – as the proponent of this project the DOTr provides guidelines
and data’s which will be required to achieve the goals and objectives of the project.
Metro Manila Development Authority – the MMDA as the head of the Pasig River Ferry
Service will give existing demographic data of Passengers in Pasig River Ferry Service in these
past 5 years.

Philippine Statistics Authority – the PSA provides specific demographic data of residents in
Mariveles and other cities which will be catered by the Mariveles Intermodal Terminal

City Government of Mariveles, Bataan – the project will be based on the Comprehensive
Land Use Plan of the City of Bataan and the Local Government has Laws and Ordinances
pertaining to the project.

Surveys and Interviews - Given that most of the data from the annual reports are generalized
and not consistent it is necessary to interview and survey the general public.

Site Visits / Observations - Going to the site to assess the current state of the community.

3.1.2.4 Secondary Source

1. Library - One of the common tools used by every researcher to gather data information that
are relevant to the project.

2. Internet - It helps the researcher to be more productive in terms of easy access in different
sites that are corelated for the project and can be used anytime anywhere.

3. Existing Laws and Ordinances –the researcher uses these laws to set limits and standards
to the project.

3.1.2.5 Instruments/Tools Used

The researcher listed the tools used and describe how these tools help with the
proposed project. Instruments and tools are one of the most important components of the
research design in gathering and collecting information. It is the partner of the researcher all
throughout the journey of gathering the data.

1. Camera – it is used to document the existing condition of the site.

2. Notebook and Pens – to take down notes of the important things the interviewee said as
well as the information that was observed during the site visit.

3. Laptop – used for the storage of all the information gathered from photo documentation to
recordings of interview and compilation of observations.
3.1.2.6 Data collection

Figure 13: Issues and Concern in Mariveles, Bataan Due to lack of transportation Facilities
Source: Mariveles, Bataan CLUP and CDP
Figure 14: Proposed Transport Management Program from LGU of Mariveles, Bataan
Source: Mariveles, Bataan CLUP and CDP
 Figure 15:Proposed Construction of an Integrated Terminal from LGU of Mariveles, Bataan
Source: Mariveles, Bataan CLUP and CDPs

The terminal proposed project is targeting public utility vehicles that provide the most basic
means of transfer for workers in and around FAB. It is proposed to be located at the new growth
area at Barangay Alas-asin.
 Figure 16: Proposed Construction of a Passenger Sea Port from LGU of Mariveles, Bataan
Source: Mariveles, Bataan CLUP and CDP

The seaport project is anchored on the municipality’s vision to be a gateway from Metro
Manila. Travel by sea is the fastest and shortest means of travel between the two locations.
3.1.2.6.1 Demographic Data of Mariveles

TOTAL POPULATION AND NUMBER OF

HOUSEHOLDS
800,000 POPULATION; 760,650

700,000

600,000

500,000

400,000

300,000

200,000 HOUSEHOLD; 173,212

127,536
100,000
30,847
0
POPULATION HOUSEHOLD

Bataan Mariveles
Figure 17: Total population and number of housholds
Source: PSA, 2015 census of population

The population of Bataan as of 2015, there are 760,650 Residents in Bataan which has
173,212 Households, Mariveles which has 127,536 Residents with 30,847 Households
comprises 16.77 percent of the totality of Bataan, based on the 2015 Census of Population.

Of the province’s 11 municipalities and 1 city, Mariveles had the biggest population in 2015 with
127,536.

Table 3-1: Household Population 5 to 24 Years Old Who Were Currently Attending School
Source: Philippine Statistics Authority, 2015 Census of Population

Household population 5 to 24
Household population 5 to 24
Mariveles Years Old Who Were Currently
Years old
Attending School
 Both Both
Male Female Male Female
Sexes Sexes

5-9 11,959 6,155 5,804 11,430 5,873 5,557

10 - 14 12,089 6,221 5,868 11,719 5,992 5,727

15 - 19 12,869 6,471 6,398 7,519 3,735 3,784

20 - 24 12,820 6,417 6,403 1,520 767 753

Total 49,737 25,264 24,473 32,188 16,367 15,821

Barangay Population

Barangay population in 2015, based on the PSA’s population data for Municipality of
Mariveles, are presented below in Table below, with barangay Alas-asin registering the greatest
number of constituents while barangay Biaan registering the least number of constituents

Table 3-2: Barangay population

Source: Philippine Statistics Authority, 2015 Census of Population

Municipality and Barangay Population Percentage

Mariveles 127,536 100%

Alasasin 15,047 11.80%

Alion 3,264 2.56%

Balon-Anito 12,286 9.63%

Baseco 4,581 3.59%

Batangas II 5,951 4.67%

Biaan 1,837 1.44%

Cabcaben 6,427 5.04%

Camaya 14,869 11.66%

Ipag 10,010 7.85%

Lucanin 5,169 4.05%

Malaya 4,910 3.85%

Maligaya 4,407 3.46%

Mt. View 10,461 8.20%

Poblacion 7,938 6.22%

San Carlos 1,517 1.19%

San Isidro 5,761 4.52%

Sisiman 6,221 4.88%

Townsite 6,880 5.39%

 On August 2015 Census of population done by the PSA, the total population of the
workforce 15 years and older in the municipality of Mariveles was 56,262. It shows that
approximately 44% of the population of the municipality is working.

Table 3-3:Gainful Workers 15 Years Old and Over

Source: Philippine Statistics Authority, 2015 Census of Population

List of Schools

List of Public and Private Elementary, Secondary and Tertiary Schools

Table 3-4: List of Public and Private Elementary School

Source: Mariveles, Bataan CLUP

  ELEMENTARY

  PUBLIC PRIVATE
1 A.G. Llamas ES 1 BEPZ Multi-national School

2 Alas-asin ES 2 Blessed Regina Protmann Catholic Sch.

3 Balon Anito ES 3 Mt. View Village School

4 Baseco ES 4 St. Nicholas Catholic School

5 Batangas 2 ES 5 Sta. Mariana de Jesus Academy

6 Bayview Village PS 6 Sunny Hillside School

7 BEPZ ES 7 SNCC Learning Center of Mariveles Inc.

8 Biaan Aeta School 8 Mary Divine Grace School

9 Cabcaben ES 9 Christian Community School of Mariveles Inc.

1
0 Ipag ES    

1
1 Lucanin ES    

1
2 Marina Bay ES    

1
3 Mt. View PS    
1
4 New Alion ES    

1
5 Old Alion ES    

1
6 Renato Cayetano Mem. Sch.    

1
7 Sisiman ES    

1
8 Sto. Nino Biaan ES    

1
9 Townsite ES    

Table 3-5: List of Public and Private Secondary School

Source: Mariveles, Bataan CLUP

  SECONDARY

  PUBLIC   PRIVATE

1 Mariveles National High School Cabcaben (Main) 1 BEPZ Multi-national School

2 Mariveles National High School Poblacion 2 Llamas Memorial Institute

3 Mariveles National High School Poblacion Annex 3 Mt. View Village School
4 Mariveles National High School Cabcaben, Annex 4 Sunny Hillside School

5 Mariveles National High School, Malaya 5 Blessed Regina Protmann Catholic Sch.

6 Mariveles National High School, Sisiman 6 St. Nicholas Catholic School

7 Biaan Integrated School    

Table 3-6: List of Public and Private Tertiary School

Source: Mariveles, Bataan CLUP

  TERTIARY

  PUBLIC PRIVATE

1 Polytechnic University of the Phil. 1 Maritime Academy of Asia and the Pacific

ENROLMENT

Table 3-7:PUBLIC ELEMENTARY AND PRIMARY SCHOOL ENROLMENT

Source: Mariveles, Bataan CLUP

PUBLIC ELEMENTARY AND PRIMARY SCHOOL ENROLMENT BY

PRIMARY, INTERMEDIATE, SEX AND INDIVIDUAL SCHOOL SY
2018-2019
SCHOOLS

TOTAL
TOTAL PRIMARY GRAND TOTAL
INTERMEDIATE

DISTRICT II: MARIVELES M F T M F T M F T

 123
A.G. Llamas ES 1,237 8 2,475 666 623 1289 1,903 1861 3,764

Alas-asin ES 471 443 914 210 238 448 681 681 1,362

Balon Anito ES 390 368 758 204 197 401 594 565 1,159

Baseco ES 145 126 271 70 65 135 215 191 406

Batangas 2 ES 84 74 158 41 22 63 125 96 221

Bayview Village PS 177 155 332 73 78 151 250 233 483

BEPZ ES 227 203 430 112 129 241 339 332 671

Biaan Aeta School 22 19 41 13 9 22 35 28 63

Cabcaben ES 669 712 1,381 374 328 702 1,043 1040 2,083

Ipag ES 311 291 602 146 125 271 457 416 873

Lucanin ES 209 177 386 107 87 194 316 264 580

Marina Bay ES 69 83 152 42 24 66 111 107 218

Mt. View PS 209 199 408 105 85 190 314 284 598

New Alion ES 66 69 135 46 30 76 112 99 211

Old Alion ES 85 61 146 37 39 76 122 100 222

 Renato Cayetano Mem.
Sch. 135 139 274 74 70 144 209 209 418

Sisiman ES 359 292 651 150 144 294 509 436 945

Sto. Nino Biaan ES 161 148 309 84 67 151 245 215 460

Townsite ES 273 203 476 107 111 218 380 314 694

500 2,66 5,13

TOTAL 5,299 0 10,299 1 2,471 2 7,960 7,471 15,431

Table 3-8:PRIVATE PRE-ELEMENTART AND PRIMARY SCHOOL ENROLLMENT

Source: Mariveles, Bataan CLUP

PRIVATE PRE-ELEMENTART AND PRIMARY SCHOOL ENROLLMENT

SY 2018-2019

SCHOOL
TOTAL TOTAL
PRE-ELEM GRAND TOTAL
PRIMARY INTERMEDIATE

M F T M F T M F T M F T

BEPZ Multi-national School 1 3 4 12 18 30 11 11 22 23 52 75

Blessed Regina Protmann Catholic Sch. 26 19 45 86 80 166 38 50 88 124 130 254

Christian Community School of Mariveles 20 21 41 19 17 36       19 17 36

Inc.

Mary Divine Grace School 14 17 31 36 31 67 8 10 18 44 41 85

Mt. View Village School 25 15 40 62 62 124 39 28 67 101 90 191

SNCC Learning Center of Mariveles Inc. 49 50 99 91 53 144 28 24 52 119 77 196

St. Nicholas Catholic School 58 46 104 123 123 246 64 47 111 187 170 357

Sta. Mariana de Jesus Academy 37 34 71 78 76 154 33 24 57 111 100 211

Sunny Hillside School 6 10 16 34 35 69 16 13 29 50 48 98

Alas-asin Christian Kiddie School 45 40 85  

Cabcaben Kiddie School 48 45 93  

Mariveles Ecumenical Learning Center 18 21 39  

St. Vincent Kindergarten, Mariveles 3 9 12  

TOTAL 350 330 680 541 495 1036 237 207 444 778 725 1503

Table 3-9:PUBLIC SECONDARY SCHOOL

Source: Mariveles, Bataan CLUP

SECONDARY SCHOOL PUBLIC SECONDARY SCHOOL

 ENROLMENT SY 2018-2019

GRAND TOTAL

M F T

Mariveles National High School Cabcaben

(Main) 1304 1214 2518

Mariveles National High School Poblacion 353 273 626

Mariveles National High School Poblacion

Annex 130 140 270

Mariveles National High School Cabcaben,

Annex 194 184 378

Mariveles National High School, Malaya 287 273 560

Mariveles National High School, Sisiman 1882 1959 3841

Biaan Integrated School 20 22 42

TOTAL 4170 4065 8235

Table 3-10:PRIVATE SECONDARY SCHOOL ENROLMENT

Source: Mariveles, Bataan CLUP

SECONDARY SCHOOL PRIVATE SECONDARY SCHOOL

ENROLMENT SY 2018-2019
 GRAND TOTAL NO. OF

M F T TEACHERS

BEPZ Multi-national School 39 42 81 4

Blessed Regina Protmann Catholic

Sch. 124 114 238 8

St. Nicholas Catholic School 145 144 289 8

Sunny Hillside School 52 42 94 4

Mt. View Village School 92 90 182 7

Llamas Memorial Institute 251 243 494 15

TOTAL 703 675 1378 46

Table 3-11:PUBLIC TERTIARY ENROLMENT FIRST TERM AND SECOND TERM

Source: Mariveles, Bataan CLUP

PUBLIC TERTIARY ENROLMENT

FIRST TERM AND SECOND TERM
SY 2018-2019

COURSE MAJOR
GRAND TOTAL

M F T
POSTBAC   7 5 12

BSA   80 257 337

BBA MANAGEMENT      

BSBA HRDM 156 277 433

BSEM   2 3 5

BSENT   9 15 24

BSIT   100 89 189

BSIE   207 217 424

BSECE   3 4 7

BS-ECE   152 59 211

BEED   33 150 183

BSEDEN   45 147 192

DOMT MED. MGNT 9 61 70

DICMT        

DICT   46 54 100

DECET   49 25 74
 TOTAL 898 1363 2261

EMPLOYMENT

The 2015 CBMS data of the Province of Bataan revealed that the Municipality of
Mariveles has a total of 32,648 employed members of the labor force, of which 20,519 are
males (63%) and 12,129 are females (37%). This denotes an employment rate of 87.36 percent
for the municipality

Table 3-12: Employment by sex, municipality of Mariveles

Source: CBMS Census 2010 - 2015

As of July 2015, about 92 percent of the total workers of the municipality were engaged
in production activities, 3.0 percent in technical work, and 5.0 percent in management and
administration.

WORKER

MGT & ADM

5% TECHNICAL
MGT & ADM
3%
TECHNICAL
PRODUCTION

PRODUCTION
92%
 In terms of the distribution of worker by employer, approximately 58.29 percent (15,590
workers) were employed by locators in export processing zones; 28.54 percent by
agencies/cooperatives; and 11.04 percent by TESDA. The remaining workers are employed by
commercial establishments as well as canteen operators (kiosks or scrapbuyers)

EMPLOYER

2952; 11%

Locators
Agency / Coop
Figure 19:CLASSIFICATION OF WORKER, JULY 2015
TESDA
Source: Municipal Planning and Development Office Commercial
Figure 18:CLASSIFICATION OF WORKER, JULY 2015 Canteen Operators / Kiosk / Scrap
7634; 29% Buyers
Source: Municipal Planning and Development Office
15590; 58%

Commercial and Industrial Establishments

Industrial Establishments

The Municipality of Mariveles serves as host of the first export processing zone, the
Bataan Export Processing Zone (BEPZ) (now Freeport Area of Bataan or FAB), which was
created by virtue of RA 9728. It is where a number of heavy and light industries to include ship
repair yards, oil companies, garment industries, among others

The PNOC employed a total of 698 personnel, of which 593 are males and 105 are
females. On the other hand, BASECO engaged a total of 287 personnel, 265 males and 22
females.
 Employment in PNOC and BASECO, 2017
800

700
Number of Personel

600

500

400

300

200

100

0
MALE FEMALE TOTAL

Figure 20 Employment in PNOC and BASECO, 2017

Source: Municipal Profile, 2017

Transport corridors and Facilities

The Figures show where the bus companies, Tricycle Terminal, Mini-Buses and Fab
Jeepney are located in the Municipality Mariveles. The terminals are strategically located at the
CBD to capture the riding market.
 Figure 21: Different mode of Transportation in Mariveles, Bataan
Source: Mark Jerome Aviguetero

Table 3-13 Existing Number of Public Utility Vehicle, Number of Hours Operation per day
Source: Hausland 2018

There are currently two (2) private bus companies operating in Bataan, both providing trips to
and from Metro Manila. Genesis Transport Service provides a one-way trip to Baguio City

Table 3-14 Existing Bus Company

 Source: Socio Economic Profile, December 2018

Existing Rate of Fair Schedule

Name of Numbe Interval No. of Point of
Company r of of Trips Trips Destination First Last
Units Aircon Ordinary
Trip Trip

30 1 1/2 Mariveles - 280.0 2:00 5:00

22 mins r.t Avenida 0 - am pm

Bataan 1 1/2 Mariveles - 280.0 12:00 6:00

Transit 26 1 hour r.t Cubao 0 - am pm

Mariveles - La 525.0 1:30 3:30

20   1 way Union 0 - am pm

20 Mariveles - 290.0 6:30 6:30

Genesis 30 mins 3 ways Pasay 0 - am pm
Transport
Service 40 Mariveles - 280.0 2:00 2:00
10 mins 1 r.t Avenida 0 - am pm

Mariveles - 522.0 1:00 1:00

10 1 hour   Baguio 0 - am pm

Mini-buses provide inter-provincial trips between the Municipality of Mariveles and the provincial
capital of Balanga (Table 2.24). There are currently 149 units of mini-buses that take 2 round
trips between these 2 LGUs.

Table 3-15: Existing Number of Mini-buses trips Mariveles-Balanga route

Source: Social Economic Profile, December 2018
Existing Route Distance (km.) Existing No. of Mini Bus No. Trips/Units

more or less 70 units

Mariveles - Balanga 46.98km. 115 units
alternate

3.1.2.6.2 Public Transport Routes

Figure 22: Consolidated Transport Route

Source: Mariveles, Bataan CLUP
Figure 24:Transport Route - Mariveles - Balanga Vice Versa (Mini Bus)
Source: Mariveles, Bataan CLUP
Figure 25: Transport Route – Mariveles Proper to Brgy. Cabcaben Vice versa (Jeepneys)
Source: Mariveles, Bataan CLUP
 Figure 26: Transport Route – Malaya-Balon (vice-versa) – Jeepneys
Source: Mariveles, Bataan CLUP

3.1.2.6.3 Operators

Genesis Transport Services Inc.

Routes:

 Mariveles –Avenida (Vice versa)

 Mariveles- Pasay (Vice versa)
 Mariveles- Baguio (Vice versa)
 Mariveles –La Union (Vice versa)
Figure 27: Genesis Transport BUS
Source: Google Image

Bataan Transit Co., Inc.

Routes:

 Mariveles –Avenida (Vice versa)

 Mariveles- Pasay(Vice versa)
 Mariveles –La Union (Vice versa)

Balanga-Mariveles Minibus Jeepney

Operators Drivers Transport Multi-Purpose

Cooperative

Routes:

 Mariveles –Balanga (Vice versa)

Figure 29:Mariveles Mini BUS

Source: Google Image

FAB Jeepney Operators and Drivers

Association;

Mariveles FAB Jeepney Operators and

Drivers Association

Routes:

 Barangay Balon-Malaya (Vice versa)

Figure 30: Mariveles Jeepney

Source: Google Image
 Balanga-Mariveles Mini Bus-Jeepney
Cooperative

Routes:

 Mariveles Proper – Cabcaben Proper

(Vice versa)

Figure 31: Mariveles Jeepneys

Source: Google Image

Tricycle Operators and Driver’s

Association

 BSMTODA- Baseco-Sisiman to Town

Proper (Vice versa)
 BCTODA
 FABTODA- FAB to Town Proper (Vice
Versa)
Figure 32: Mariveles Tricycle  MATOD/BSMTODA/LPCTODA/ITOD
Source: Google Image
Figure 33: Loading and Unloading Area of PUV's
Source: Mariveles, Bataan CLUP

Figure 34: Bus Loading and Unloading Zone

Source: Mariveles, Bataan CLUP
3.1.3 Project Development Controls

Project Development Controls

A Building Type Intermodal Terminal
B Character Occupancy Business and Mercantile (E-1)
C Land Use Classification C-1 Commercial 1 or Light Commercial
D Total Lot Area 16072.65 sqm
E Maximum Allowable USA 10%
F Minimum Required ISA 30%
G Max Allowable PSO 60%
H Minimum allowable setback  
Front setback 5
Rear setback 3
  Side setback 3
I Maximum Allowable Height of Building 15

3.1.4 Code Review

3.1.4.1 Data Analysis

Existing number of PUVs in the municipality as of 2018 is adequate to accommodate the

need of the present commuters. But for future planning, data below will guide as the planning
process for projecting the need for Public Transportation

Table 3-16 Total Number of PUV's, 2011 – 2014

Source: Mariveles CLUP (2017 – 2026)
Table 3-17: Demand Forecast for PUV's (2019 - 2023)
SOURCE: MPDO Mariveles

Table 3-18: Required Number of Units per Route (Projected 2019 - 2023)
Source: MPDO Mariveles
Tourism

Figure 35: Distribution of Travelers in Bataan 2016

Source: Department of Tourism
 Figure 36: Distribution of Travelers 2019
Source: Department of Tourism

3.1.4.2 USER ANALYSIS

From the Demographic Data of expected users, we can calculate the Percentage of
Growth Rates. From 2010, Mariveles has a population of 112,707. It has reached 127,536 in
2015. The percent change from 2010 to 2015 is calculated below.

PR=
( VPresent −VPast
Vpast ) x 100

PR=
( 127,536−112,707
112,707 ) x 100

5
 PR = 2.63

The population of Mariveles, Bataan grew 26 percent between 2010 and 2015 or at a rate of
2.63 percent annually. In 2025, the population of Pandacan will reach 161,041.

Table 3-19:Population Growth Rate in 2025

GROWTH
RATE
Year POPULATION

2.63%

2015 127,536 3,354.20

2016 130,890 3,442.41

2017 134,333 3,532.95

2018 137,866 3,625.86

2019 141,491 3,721.22

2020 145,213 3,819.09

2021 149,032 3,919.53

2022 152,951 4,022.62

2023 156,974 4,128.41

 2024 161,102 4,236.99

2025 165,339

Of course, not all the population of Mariveles are the primary target users, only the
students and employees from Mariveles. From the data gathered, the age group of 5-9 and 10-
14 is excluded because these ages are not in the Senior High School. Therefore, the total
number of students is 9,039. As for the employees, all 32,648 are included and for the tourist
would be 17,333.

Table 3-20:Population of Students, Employees and Tourist on Mariveles, Bataan

EXCLUDED TOTAL
POPULATION
POPULATION POPULATION
 

STUDENTS 32,188 23,149 9,039

EMPLOYEES 32,648 none 32,648

TOTAL 59,020

Table 3-21:Projection of User Population of Mariveles in 2025

GROWTH
RATE
Year POPULATION

2.63%

2015 59,020 1,552.23

 2016 60,572 1,593.05

2017 62,165 1,634.95

2018 63,800 1,677.95

2019 65,478 1,722.08

2020 67,200 1,767.37

2021 68,968 1,813.85

2022 70,781 1,861.55

2023 72,643 1,910.51

2024 74,554 1,960.76

2025 76,514

As A Result, the total of Users in Mariveles is 59,020. but this data is from 2015. From
the formula given, the projected number of the students & employees in 2020 is 67,200. It can
reach up to 76,514 in 2025.

76,541 ÷ 12 = 6,378 monthly users

6,378.4 ÷ 30 = 213 daily users

212.6 ÷ 12 = 18 users per trip

 The computation above says that in a month the Mariveles Intermodal Terminal can
have 6,378 users, in a day there are 213 users and per trip there are 13.28 users. As you can
see, the daily users are computed in just 16 hours, because the Mariveles Intermodal Terminal
does not operate 24 hours, its jeepneys maximum hours of operation is just 16 hours.

YEAR TOURIST POPULATION

2019 397,849 25,860.19

2021 423,709 27,541.10

2024 451,250 29,331.27

2027 480,582 31,237.80

2030 511,819

As for the secondary users, which are Overseas Filipino, Domestic Travelers and
Foreign Travelers. The population of the following Tourist are declared above. According to the
Department of tourism the tourist percent assumption is 6.5% in the Philippines.

511,819 ÷ 12 = 42,652 monthly users

42,652 ÷ 30 = 1,422 daily users

1,422 ÷ 24 = 59 users per trip

For tertiary users which are the building staff, 30% of the total population of users per trip will be
the number of staff in the building.

18 + 59 = 77 users per trip

77 𝑥 30% = 23 building staffs

As a result, the total number of users in the building is the sum of the primary, secondary
and tertiary users which is 106 users

18+ 59 + 23 = 100 user daily

Chapter 4: Site Selection and Analysis

4.1 Site Criteria

CRITERIA FOR NATURAL, ENVIRONMENTAL, PHYSICAL FACTORS

RAN
K LAND AREA / LOT SIZE

Lot size is inadequate to meet the suggested minimum lot size requirement set in the
1
NBCP

Lot size is adequate to meet the suggested minimum lot size requirement set in the
2
NBCP

Lot size exceeds 50% of the suggested minimum lot size requirement set in the NBCP
3 and provides area for another expansion or provision of another adjacent amenities
and activities

Lot size exceeds 75% of the suggested minimum lot size requirement set in the NBCP
4 and provides area for another expansion or provision of another adjacent amenities
and activities

Lot size exceeds more than 100% of the suggested minimum lot size requirement set
5 in the NBCP and provides area for another expansion or provision of another adjacent
amenities and activities

  ACCESSIBILITY (Modes of Transportation)                  

1 The site is not accessible by any vehicle

2 The site is only accessible by tricycles and motorcycles

3 The site is only accessible by private vehicles, tricycles and motorcycles

4 The site is accessible by Buses, Taxis, PUV's, Jeepney's and Private Vehicles

5 The site is easily accessible by any public vehicle

  SOIL CHARACTERISTIC AND CONDITION

1 Soil is unstable all over and soil is mostly consisting of made ground or fill

Soil is unstable for most parts of the site and soil is mostly consists of peat and
2
organic soil

Some remote area of the site have unstable soils and is mostly consists of cohesive
3
soils (hard, firm, and soft clays)

Some remote area of the site have unstable soils and is mostly consists of cohesive
4
soils (hard, firm, and soft clays)

Soils are stable and mostly consists of rocks (igneous, gneissic, limestone, sandstone,
5
schist. slate, mudstone)

  ACCESS TO UTILITY AND SERVICES

1 No existing utilities and services and has known difficulties of access on site

2 No existing utilities and services and but is far from the site

3 No existing utilities and services and but is accessible near the site

4 Existing utilities and services are available adjacent to or near the site
5 Existing utilities and services are available within the site

  VULNERABILITY TO NATURAL HAZARDS

1 Site in proximity to hazards

2 Site is in proximity to three or more hazards

3 Site is in proximity to two hazards

4 Site is in proximity to one hazard

5 Site is free from all natural hazards.

  SITE DRAINAGE

1 Site is mostly low, and the neighboring areas drain into it

2 Drainage accumulates in some portion of the site

3 Drainage accumulates in the neighborhood near the site

Site has definite drainage with water coming from adjacent properties but can merely
4
be contained

5 Site has definite drainage with no unnecessary water coming from adjacent properties

  TOPOGRAPHY

1 Site contains major topographic irregularity and cannot hold possible uses
2 Site is not even and can only hold certain possible use

3 Site is not even, but can still hold all possible uses

4 Site is chiefly even and can hold all possible uses

5 Site is relatively flat and can hold all possible use

  CLIMATE

1 The site has irregular dry and wet season

2 Site experiences greater wet season than dry season

3 Site experiences greater dry season than wet season

4 Site has fair climate and weather condition

5 Site has good climate and weather condition

  ORIENTATION

1 The site does not have good sun and wind orientation

2 The site has satisfactory sun and wind orientation

3 The site has good sun orientation but satisfactory wind orientation

4 The site has both good sun and wind orientation

5 The site has both excellent sun and wind orientation

  EXISTING VEGETATION

1 The site has no existing vegetation

2 The site has 10% existing vegetation

3 The site has 20% existing vegetation

4 The site has 30% existing vegetation

5 The site has 40% or more existing vegetation

  FUTURE EXPANSIO

1 The site has no potential for future expansion

2 Relevant variances are approved to future expansion

3 Some variances are approved to future expansion

4 The site has area for additional amenities for the property development

5 The site has larger area for additional amenities for the property development

CRITERIA FOR LEGAL, INSTITUTIONAL AND AESTHETIC FACTORS

RAN PROPER LAND USE AND ZONING CRITERIA

K
1 Land's present/future zoning does not allow use for an Intermodal Terminal

Land's present/future zoning does not allow use for an Intermodal Terminal, but
2
exemption can be appealed

Land's current zoning permits use for an Intermodal Terminal with provision on the
3
usage

4 Land is currently within a COMMERCIAL zone but will probably change

Land is within a COMMERCIAL zoning classification set in the NBCP or within a

5 Mixed-Used district and present/future zoning permits an Intermodal Terminal or no
zoning restrictions exist

  COMPATIBILITY WITH ADJACENT LAND USE

1 Incompatible with adjacent land use and surrounding context

2 Considerable differences with adjacent land use and surrounding context

3 Certain differences with adjacent land use and surrounding context

4 Relatively fit with adjacent land use and surrounding context

5 Perfectly relates with adjacent land use and surrounding context

CRITERIA FOR SOCIO-ECONOMIC AND CULTURAL FACTORS

RAN
K SITE POTENTIAL

1 Site has no potential at all

2 Site has limited potential.

3 Site is potential for job opportunities and rationalized residential plan

Site is potential for local business sectors and agencies, job opportunities and
4
rationalized residential planning

Site is potential for local and international business sectors and agencies, tourism
5
development, job opportunities and rationalized residential planning

  ACCESSIBILITY TO MAIN ROAD

1 Site is more than 5km away from the main road or 1-hour vehicle ride

2 Site is within 4km away from the main road or 1-hour vehicle ride

3 Site is within 3km away from the main road or 30 minutes vehicle ride

4 Site is within 2km away from the main road or 10 minutes vehicle ride

5 Site is within reasonable walking distance or 1km and less

  MUST BE WITHIN AN URBAN AREA

1 Site is not within an urban area

2 Site is within an urbanizing area

3 Site is within an urbanized area

4 Site is a progressive urbanized area

5 Site is within highly developed urbanized area

  ACCESSIBILITY TO IMPORTANT EXISTING FACILITIES

1 Necessary existing establishments are within 5km and above

2 Necessary existing establishments are within 3-5km from the site

3 Necessary existing establishments are within 3km from the site

4 Necessary existing establishments are within 1-2km from the site

5 Necessary existing establishments are less than a kilometer from the site

  PEDESTRIAN ACCESS AND CIRCULATION

1 No existing pedestrian access are available that can be reasonably constructed

Pedestrian access can be constructed but pathway work is required, and traffic control
2
system should be provided

3 Pedestrian access can be constructed without any major road work

Site has existing pedestrian access that is suitable for 1/2-kilometer travel and has
4
existing traffic control system

Site has existing pedestrian access that is suitable for 1/4-kilometer travel and has
5
existing traffic control system

  SAFETY AND SECURITY

1 The site is within a high crime rate, accident vicinity

 2 Site is near a high crime rate and accident vicinity

3 Site is not in a high crime rate vicinity

4 Site is in a safe environment.

Site is in an extremely safe and quiet environment that has no record of crime ever
5
since.

4.2 Site Justification

SITE SELECTION

NATURAL, ENVIRONMENTAL, PHYSICAL FACTORS

SITE

CRITERIA % Mariveles, Bataan

CRITERIA EQUIVALENT
RANKING PERCENTAGE

Land Area/ Lot size 15 5 15

Accessibility (Modes of
10 5 10
Transportation)
Soil Characteristic & Condition 5 3 3

Accessibility of Utility and Service Needs

(Electricity, Water, Communication 10 4 8
Service, Waste Management)

Vulnerability to Natural Hazards

(Flooding, Liquefaction, Earthquake, 15 4 12
Tsunami, etc.)

Site Drainage 5 5 5

Topography (Should be as level as

15 5 15
possible)

Climate 10 4 8

Orientation 5 5 5

Existing Vegetation 5 1 1

Future Expansion Plan 5 3 3

TOTAL 100 85

LEGAL, INSTITUITONAL, ADMINISTRATIVE AND AESTHETIC

FACTORS

CRITERIA % SITE

Mariveles, Bataan
 CRITERIA EQUIVALENT
RANKING PERCENTAGE

Proper Land Use & Zoning 50 5 50

Compatibility with Adjacent

50 4 40
Land Use

TOTAL 100 90

SOCIO-ECONOMIC AND CULTURAL FACTOR

SITE

CRITERIA % Mariveles, Bataan

CRITERIA EQUIVALENT
RANKING PERCENTAGE

Site Potential 10 4 8

Accessibility to Major Roads 20 5 20

Must be within Urban Area 20 3 12

Accessibility to Important Existing

Facilities (Supermarket, Park, Public 20 5 20
Terminals, etc.)

Pedestrian Access and

20 4 16
Circulation
 Safety and Security 10 3 6

TOTAL 100 82

OVERALL RATINGS

SITE
SELECTION ELEMENTS
Mariveles, Bataan

NATURAL, ENVIRONMENTAL, PHYSICAL

FACTORS 85

LEGAL, INSTITUITONAL, ADMINISTRATIVE AND

AESTHETIC FACTORS 90

SOCIO-ECONOMIC AND CULTURAL

FACTOR 82

GRAND TOTAL: 85.67

4.3 Macro-Analysis

4.3.1 Geographical Location

4.3.1.1 International Setting

The Philippines is an archipelagic country from which is also strategically located for
trade and tourism in the Southeast Asian Region with a total land area of 300,000 square
kilometers, stretching 1,839 kilometers southeastern coast of Asia.
4.3.1.2 National Setting

The Philippines lies east from its Southeast Asian neighbors, China, Japan, and Korea.
The City of Manila located on the western portion of the country is accessible via South China
Sea through the Manila Bay Area. The utilization of the Pacific Ocean may be a possible
solution to the congestion felt in the Manila Bay/National Capital Region and possibly pave way
for the development of Eastern Luzon

4.3.1.3 Regional Setting

Central Luzon is an administrative region in the Philippines occupying the central section
of Luzon. It covers 7 provinces, namely, Aurora, Bataan, Bulacan, Nueva
Ecija, Pampanga, Tarlac, and Zambales, as well as 2 highly urbanized cities. The region
contains the largest plain in the country and produces most of the country's rice supply, earning
itself the nickname "Rice Granary of the Philippines"

4.3.1.4 Local Setting

Bataan is located on the western coast of Luzon, right at the mouth of Manila Bay. It is a
peninsula bounded in the west by the West Philippine Sea and in the east by Manila Bay. Its
north eastern portions are provinces of Bulacan and Pampanga and on its north is the province
of Zambales. Bataan has a total land area of 1,373.0 square kilometers or 137,296 hectares.
This land area constitutes 0.5 percent of the total land area of the Philippines. Compared to
other provinces of Central Luzon, Bataan has the smallest land area and represents 7.51
percent of the whole land of Central Luzon.

Mariveles is a first class municipality located at the southernmost tip of Bataan peninsula
and is approximately 173 kilometers away from Manila via NLEX and about an hour trip via
Manila Bay. Its geographic locations are 14⁰ 26‘ latitude and 126⁰ 24‘ longitude. The
municipality is bounded in the east by Manila Bay; south by North Channel which separates the
town from the island of Corregidor; northeast by the municipality of Limay; northwest by the
municipality of Bagac; and in the west by the West Philippine Sea. The Municipality of Mariveles
has a land area of 15,920 hectares or 12% of the total land area of Bataan Province. It has 18
barangays, 12 of which are classified as coastal. Barangay Biaan is the biggest (6,004.00 has)
and San Carlos as the smallest (2.19 has).

4.3.2 Historical Background

Mariveles was a heavily forested area especially at the slopes of hills and mountains
while swamps existed at the cove especially at the mouth of two rivers. The first people that set
foot in the area were the “Aetas” from nearby Zambales Mountains. These people are mostly
hunters living out the resources of the land. Once they felt they have exhausted the area of
wildlife, they moved to another place. The first settlers of the area were a small tribe of “Tag
ilog” from land now known as Batangas but originated somewhere from the Visayas. Because of
the presence of swamps at the mouth of the river, they established their village they called
Samento further inland where there‘s a nearby hot spring. This hot spring they called “Balon-
Anito” and believed to be the home of deities they worshipped. The American naval base was
located at Baseco shipyard. The submarine base at Sisiman and a number of ships docked at
Mariveles bay. Airbases were also located in Lucanin, Cabcaben and at the town proper. Field
hospital was also build in Cabcaben at the foot of the Zigzag road. Tunnels were also built to
serve as storage facilities. These storage facilities became the target of indiscriminate and
constant bombings from the Japanese planes. Here in Mariveles that General Edward King, the
senior general in Bataan during that time, saw the futility of further hostility that he had
surrendered his entire force of 11,000 Americans and 70,000 Filipinos to the Japanese Armies
under Gen. Masaharu Homma, and precipitated the start of the Infamous Death March. The
word “Mariveles” is a collaboration of the Tagalog words “Maraming Dilis" or plentiful of
anchovies, a species of fish which believed to be abundant in the area. This was shortened to
Maradilis, and then transformed into Maraveles and later to Mariveles
4.3.2.1 Climate

Figure 37: Climate map of the Philippines

Source: Disaster Risk Reduction Management Plan of Mariveles, Bataan

In Mariveles, the wet season is overcast, the dry season is windy and partly cloudy, and it is hot
and oppressive year round. Over the course of the year, the temperature typically varies
from 76°F to 91°F and is rarely below 73°F or above 94°F. The month with the highest relative
humidity is August (85.93 %). The month with the lowest relative humidity is April (71.71 %).

Maximum rain period is in the months of June to October with August as the rainiest
month. During this period, the municipality is exposed to the southwest monsoon, a regional
wind pattern laden with rain clouds and the dominant factor why rains come at this time of the
year. The presence of Inter-tropical convergence Zone (ITCZ) where warm and cold air meets
also contributes to the increase of rainfall. The driest month of the year is February when the
Northeast monsoon prevails. During this period, especially at the start of the wind regime,
temperature decreases and cold weather is experienced from November to February brought
about by the North Siberian Cold.
 Figure 38: WEATHER BY MONTH // WEATHER AVERAGES MARIVELES
Source: https://en.climate-data.org/asia/philippines/bataan/mariveles-20847/

4.3.2.2 Humidity

We base the humidity comfort level on the dew point, as it determines whether
perspiration will evaporate from the skin, thereby cooling the body. Lower dew points feel
drier and higher dew points feel more humid. Unlike temperature, which typically varies
significantly between night and day, dew point tends to change more slowly, so while the
temperature may drop at night, a muggy day is typically followed by a muggy night.

The perceived humidity level in Mariveles, as measured by the percentage of time in which
the humidity comfort level is muggy, oppressive, or miserable, does not vary significantly
over the course of the year, staying within 2% of 98% throughout.
 Figure 39:Humidity Comfort Levels in Mariveles
Source: https://weatherspark.com/y/134584/Average-Weather-in-Mariveles-Philippines-Year-Round#Sections-
Humidity

4.3.2.3 Rainfall

Based on Sangley Point synoptic which is the nearest station to the Municipality of
Mariveles, the records of rainfall show the advent of rainy seasons in the month of May, and the
peak of rainy reasons on the month of August and at the end of the month of November, while
the wettest months are July, August and September.

Figure 40: Average Monthly Rainfall in Mariveles

 Source: https://weatherspark.com/y/134584/Average-Weather-in-Mariveles-Philippines-Year-Round#:~:text=In
%20Mariveles%2C%20the%20wet%20season,or%20above%2094%C2%B0F.

4.3.2.4 WIND

Figure 41: Wind Load Average

Source: https://weatherspark.com/y/134584/Average-Weather-in-Mariveles-Philippines-Year-Round

The average hourly wind speed in Mariveles experiences significant seasonal

variation over the course of the year.

The windier part of the year lasts for 4.7 months, from October 30 to March 19, with average
wind speeds of more than 10.8 miles per hour. The windiest month of the year in Mariveles
is December, with an average hourly wind speed of 13.3 miles per hour.

The calmer time of year lasts for 7.3 months, from March 19 to October 30.

The calmest month of the year in Mariveles is May, with an average hourly wind speed of 8.1
miles per hour.
4.3.2.5 Topography

According to the CLUP of Mariveles 2017 – 2016. The Municipality of Mariveles is

predominantly hilly and mountainous which accounts for one half of its area. Its communities
were built along the slope of the imposing Mt. Mariveles. Flat lands constitute 26.28% of the
total municipal area and are confined to the eastern portion of the municipality. Pockets of flat
land areas are also found in the western portion of Mariveles.

4.3.2.6 Geological Features

There is no major fault line in the Municipality of Mariveles. The nearest fault line is the
Valley Fault System (VFS), which is approximately 60 kilometers away. However, Mariveles is
lying within the slope of an inactive volcano, the Mt. Mariveles recorded to have erupted 2,050
years ago.

4.3.2.7 Population Distribution and Density

The Bataan provincial population density in 2010 was recorded at 501 persons per
square kilometer which was 18.96% higher than the 2000 figure (406 pp sq km). Pilar was the
most densely populated municipality having 861 persons per sq km in 2000 which rose to 1,051
persons per sq km in 2010. Second highest was Dinalupihan having 998 persons per sq km
Orani ranked third with 941
4.4 Micro Analysis

4.4.1 Vicinity Map

Figure 42: Micro-Analysis scope showing 1km radius from

Source: Google Earth Image
4.4.2 SUN PATH

Figure 43: SUN PATH

Source: Google Earth & Mark Jerome Aviguetero
4.4.3 WIND PATH

Figure 44: Wind Path

Source: Google Earth & Mark Jerome Aviguetero
4.4.4 VIEWS ANALYSIS

Figure 45: View Analysis

Source: Google Image & Mark Jerome Aviguetero
4.4.5 NOISE ANALYSIS

Figure 46: Noice Analysis on Nearby within the site

Source: Google Image & Mark Jerome Aviguetero

4.4.6 Road Network

4.5 Thematic Maps

4.5.1 Hazards

The table below lists down the types of hazards in Mariveles and the percentage of
occurrence.

Table 4-22: Percentage of Occurrence in Hazards

Source: Mariveles CLUP 2017 - 2026

Hazards Percentage of Occurrence

Flashfloods High percentage of occurrence

Landslides High percentage of occurrence

Storm Surges High percentage of occurrence

Storm/Typhoons High percentage of occurrence

Forest Fires High percentage of occurrence

Traffic Congestions High percentage of occurrence

Moderate to high percentage of

Tsunamis
occurrence

Moderate to high percentage of

Earthquakes
occurrence

Building Collapse Moderate percentage of occurrence

 Fires Moderate percentage of occurrence

Twisters, Low to moderate percentage of

Tornadoes occurrence

Low to moderate percentage of

Droughts
occurrence

Industrial Low to moderate percentage of

Explosions occurrence

Low to moderate percentage of

Oil Spills
occurrence

Low to moderate percentage of

Sea Mishap
occurrence

Low to moderate percentage of

Terror Attack
occurrence

Low to moderate percentage of

Hostage Taking
occurrence

Epidemics High percentage of occurrence

Low to moderate percentage of

Haze
occurrence

Susceptability to landslides, flashfloods and other calamities.

Barangays Sitio Bato-bato of Barangay Baseco Country; Sitio Acapulco of Sta.Monica;
Barangay Camaya and Purok VI of Barangay Ipag are the specific areas prone or susceptible to
landslides.

Flashfloods can occur in the following barangays, San Isidro, Balon Anito, Ipag, Poblacion, San
Carlos, Camaya, Cabcaben, Townsite, Biaan.

Figure 48: Landslide Susceptiblity Map Mariveles Municipality Bataan Province

Source: Mariveles CLUP 2017 – 2026

Earthquake is another hazard which has moderate to high percentage of occurrence. Similarly,
tsunami has moderate to high percentage of occurrence in the Municipality of Mariveles. Shores
of barangays Biaan and Balon Anito are the areas with risks to tsunamis due to earthquake
generator from Manila Trench.
 Figure 49: 6 Earthquake Induced Landslide Susceptibility Map of Bataan Province
Source: DENR, NAMRIA, and PHILVOCS

Twelve (12) barangays are affected with the risk of tsunami generated from an earthquake from
Lubang fault. The following are the shores of barangay Biaan, Balon Anito, shores of Naswe in
barangay Ipag, Poblacion, Baseco Country, Sisiman, AlasAsin, Mt.View, Cabcaben, Townsite,
Lucanin and shores of barangay Batangas 2.
 Figure 50: Tsunami Hazard Susceptibility Map of Bataan Province
Source: DENR, NAMRIA, and PHILVOCS

persons per sq km, Balanga City, 788 persons per sq km, Orion 1,051,787 persons per sq km,
and Mariveles with 732 persons per sq km in 2010.
4.5.2 Annual Average Daily Traffic

Figure 51: Annual Average Daily Traffic

Source: https://www.dpwh.gov.ph/dpwh/gis/rti
 Figure 52:Soil Map Analysis
Source: Mariveles, Bataan CLUP
 Figure 53: Overlay Zone Map
Source: Mariveles, Bataan CLUP
 Figure 54: Zoning Map
Source: Mariveles, Bataan CLUP
 Figure 55: Land Use Map
Source: Mariveles, Bataan CLUP
 Figure 57: FAB Land Use Plan
Source: https://afab.gov.ph/master-plan/

4.6 SWOT Analysis including strategies

SWOT ANALYSIS

STRENGTHS The site has a total land area of 1.6 hectares which is large enough for its users.

Accessible through land and water

Relatively flat terrain

Site can accommodate for future expansion

 According to the Zoning Ordinance 8283. The site is converted to a Mixed-Used
Development Zone

narrow road.
WEAKNESSES
flood prone

The site is near the residential area, schools and necessary establishments within its
1km radius.

Manila Bay is a potential transport route

OPPORTUNITIE
S
Surrounding area is in a mixed-used zone. Its proximity to the major waterways
makes it a strategic location for trade and commerce.

Increased road networks with the construction of Mariveles Intermodal Terminal.

Deteriorating Manila Bay

THREATS The site has a moderate flood susceptibility.

Traffic congestion caused by trucks passing by the major road.

4.7 Strategies and Conceptual Site Development

Measures to protect the building site/area through blocking of water, drainage improvement or
building water retention zones,
Elevate the buildings, protect the buildings from strong water currents, debris flow, flotation and
basement inundation by flood proofing and water resistant material,

Install proper early warning systems and provide "safe house" within the buildings (Upper floors,
etc.) and exit mechanism for rescue with boats, etc.

The ground floor should be a purpose of docking,

loading and unloading areas, but considering
other spaces like information desk, ticketing office
and etc. which will be placed on the elevated
levels of the structure.

Figure 58:Elevated building on coastal Areas

Source:
https://www.buildingscience.com/documents/building-
science-insights/bsi-128-designing-floods

Wind exerts three types of forces on a structure:

 Uplift load - Wind flow pressures that create a strong lifting effect,
much like the effect on airplane wings. Wind flow under a roof pushes
upward; wind flow over a roof pulls upward.
 Shear load – Horizontal wind pressure that could cause racking of walls,
making a building tilt.
 Lateral load – Horizontal pushing and pulling pressure on walls that
could make a structure slide off the foundation or overturn

High wind pressures can collapse doors and windows, rip off roofing and roof
decking and destroy gable end walls. Roof overhangs and other features that
tend to trap air beneath them, resulting in high uplift forces, are particularly
susceptible to damage. Broken windows and doors can expose the building
contents to serious damage from internal wind pressures and water entry.
References:

https://en.wikipedia.org/wiki/Central_Luzon

https://www.philatlas.com/luzon/r03.html
Chapter 5: Architectural Program

5.1 Design Goals, Objectives and Strategies

5.1.1 Design Goal

The design goal of this study is to provide the residents of Mariveles a Green Building
intermodal terminal which will add an alternative mode of transport to minimize congestion on
roads at the same time centralize the modes of transportation in the community.

5.1.2 Design Objectives

 To design a structure that can accommodate all the necessary spaces required in an
Intermodal Terminal.
 To maximize the use of daylight and ventilation.
 To adopt social equity as a planning and design criteria in the development and
implementation of transport initiatives, leading to improved quality, safety and security
for all and especially for women, universal accessibility of streets and public transport
systems for persons with disabilities and elderly, affordability of transport systems for
low-income groups, and up-gradation, modernization and integration of intermediate
public transport.
 To design a structure that will give convenience to the commuters allowing continuous
flow inside and outside the structure.
 To design a structure that will encourage more travelers to use public transport, whether
for daily commuting or other types of trip by adopting Intelligent Transportation Systems
(ITS), such as electronic fare and road user charging systems, transport control centers,
and real-time user information, when applicable.

5.1.3 Design Strategies

The design strategy that will be used is schematic plans and break down each space
needed for the project. The researcher will come up with a strategy with a design that gives the
advantages to the users by carefully planning the spaces and analyzing the flow of the users,
considering every aspect that concerns the comfortability and efficiency of the users.

5.2 Design Concept

The Mariveles Intermodal Terminal is about connecting different modes of transportation

and about linking people and other spaces in an urban environment. The design concept of the
structure is the Fishing Net. The Fishing Net concept depicts connections/linkages, flexibility,
sinuous, and strong.

The Fishing Net is used as a network of roads or paths connecting to one structure.
Wherein Mariveles Intermodal Terminal will connect 3 modes of transportation which is the
jeepney, tricycle, and the ferry. The fluids absorbed by the Fishing net illustrates smooth
connections between different branches. It can also be used as a form concept making the
structure fluid like. The Fishing net is also transparent and strong. Fishing net is well-known for
its unusual combination of being both lightweight and extremely strong and in some cases,
stronger than steel. This could be an additional feature for the terminal building. The
transparency of the building will be used to maximize natural light making it efficient and
sustainable while the strong characteristics of the fishing net will be used as a structural concept
(much like tensile structures).

5.3 Space Programming

5.3.1 Target Users Needs and Behavior Analysis

5.3.1.1 Commuters

Needs

 Well ventilated and Lighted waiting area

 Comfort rooms that accommodates Male, Female, PWD’s & All-Gender
 Restaurants and Fast-Food Hall
 Souvenir shop that promote Mariveles Bataan
 Open Space

Behavioral

 the commuters are loud and produces noise

 Tend to look for a place to eat and rest
 Find place to spend their waiting time
 Explore the edge of the structure

5.3.1.2 Workers/Employees

Needs

 Locker rooms to privately keep their belongings

 Alfresco for spare time, smoking area, and for quick snack
  Canteen exclusively for workers only
 Enough space for their work area
 Restroom specifically for employees

Behavioral

 Walk around the facility for their working space

 Talk around with co-workers during break time that produces noise
 Find a place to eat and rest
 Approach a passenger and assist

5.3.2 Activity Flow Studies and Diagrams

User of
Terminal

Worker Commuter

EMPLOYEES
LOBBY
ENTRANCE

EMPLOYEES
FERRY BUS
LOCKER

DESIGNATED TICKETING TICKETING

AREA OF WORK BOOTH BOOTH

DEPARTURE DEPARTURE
AREA AREA

TRICYCLE PUV/PUJ

CASHIER CASHIER

DEPARTURE DEPARTURE
5.3.3 Spaces Requirements and Area Tabulation
5.3.4 Space Interrelationship/Adjacency Matrix

Figure 59: SPACE MATRIX. relationship of spaces on from the other spaces within the structure
5.3.5 Bubble Diagrams

Figure 60: BUBBLE DIAGRAM. different spaces and its relationship