Eco-Designed Central Intermodal Transportation with Interconnected Business Hub

Approach of the Future

By

Waje, Patrick Stephen S.

2011141112

Research Proposal Submitted to the School of AR-ID-BE

In partial Fulfilment of the Requirements for the Course
AR200Architectural Design 9

Thesis Research Writing for the Degree Major in Bachelor of

Science in Architecture Mapa Institute of Technology

December 2014

Chapter 1
Introduction and the Problem

Public transportations are an essential part of the daily needs from every commuter that
goes beyond to its destination, creating its way of a total journey. It creates a total venue of
destination, creating form of joy and excitement from every terminus where it takes upon and
ends. As public transportation mobilizes itself to a more modernized and a new transcends
progress, creation of business affiliation comes upon to suite up the needs with respect to
proceed the modernization of such essentiality of certain organization. While in this case, the
public transportation system needed to redefine a more wide range of needs, making more way to
complexity of the growing number of population demanding the proposal of modernization of
structure, most likely the transportation hub. With this study, the effectiveness of intermodal
concept along with business central should mark a strong evidence and result to create a
strategic, synchronized and well-organized transportation system for the public.

I.

Statement of the problem

Nowadays, the approach for green design elements of the structure is elevating and trending
for the sake of the environments reference approach. But because of too much demand,
designers tend to forget the need for green design feature of a master plan of such complex
structures.

The coastal mall and the Pasig ferry transportation however are the two perfect sites the can
be provided with the proposal concept of the said title. This namely will redefine more to a
healthier and eco-friendly approach if this title will be implemented.

The primary purpose of this study is to determine the Architectural Design of Eco-Designed
Central Intermodal Transportation with Interconnected Business Hub Approach of the Future
which is an eco-designed commercial and business central along with creative green design of
ease intermodal access transportation of the future. More specifically, it will attempt to answer
the following questions:
a. What are the spaces of interaction in intermodal and business facilities
b. What is the architectural design considerations in the adequacy of space dimensions used
in its space planning procedure?
c. What are the ideas of people with regards to interactive facility of intermodal
transportation?
d. What is the importance of interaction intermodal transportation along business center
facilities to a certain community?
e. What is the benefits of this proposal to the community and to the future extend needs?

II.

Assumptions

On the basis of senses, perception and intuitive knowledge from ones personal awareness,
the descriptive architectural design for the circulation and effectiveness of intermodal
transportation along the business complex focuses more on the spaces where it can have

interactive and past time procedure with comfort zone as necessary to be at the top priority.
Because of the time duration while waiting for next bus or any transportation mode, the need
for time consumption basis is very evident and should have a corresponding activity that can
be applied while waiting.

III.

Theoretical Framework:
The theoretical frameworks of this study are related concepts and existing theories

together with their definitions that would give a complementary knowledge about the topic and
the problem. Such theories are mostly based on architectural design just as this study is focused
on it. The related theories include:
a. Theory of territorial interaction mental process is indeed a practical configuration along
to the needs of environmental complexity. The subjected evident in the situation moreover
defines the interactive action, along with communication and skill.
b. Developmental community theory the topmost framework that corresponds to the nature
of evident creation of group of people making its way to a community serving perspective.
c. Territoriality it states the maximum radius that initiates a person to react along the
consequence needed for a personal space.

IV.

Importance of the study

The approach for green design elements of the structure is elevating and trending for the

sake of the environments reference approach. But because of too much demand, designers
tend to forget the need for green design feature of a master plan of such complex structures.

The coastal mall and the Pasig ferry transportation however are the two perfect sites the
can be provided with the proposal concept of the said title. This namely will redefine more to
a healthier and eco-friendly approach if this title will be implemented.
The main objective of this project is to provide a well develop and planned city with
healthy approach to environment. And also, there are many coastal area structures that no
longer provide their use. With that, coastal mall or the pasig transportation is a big factor
make use of this plan.

V.

Limitation of the study

The course outcome of this study is namely defines the intermodal complexity of the said

transportation system. The architectural design of this method should be at least within the
range of being the eco-design structure and must be a reference to sustainable and efficient
factor of the operation system to the transportation venue. While it doesnt limit to the
allowable design factor, the study more so focus only to the needs of efficiency and
modernization of the construction and operation of the said structure.
the flow of this research study is an experimental proponent factor, given the topic and
subject case of the problem. Summing up the course outline, the whole study conforms to the
background, evident current status and architectural aesthetic concept of the intermodal and
business complex, being the modern concept of the future. This study will enable to
investigate the required design, space and allowable measured space per person, in respect to
the adjacency of current space. The needs and demands of the users are also well defined in
order to capture the said modernization for the future trend. The facility involved is limited to

one subject facility, equivalently to one variable aspect with respondents using the said
facility ranging from 40-50 people using the system random sampling. A total of eleven
weeks for this fourth term of the year 2013-2014 is the timespan of envelopment. The
rationale of the delimitation is based on the given the coverage, the timeframe, the subject
areas of investigation and the number of respondents or subjects involved.

VI.

Definition of terms

Approach - come near or nearer to (someone or something) in distance

Business - a person's regular occupation, profession, or trade.

The practice of making one's living by engaging in commerce.

Commuter - a person who travels some distance to work on a regular basis

Destination - the place to which someone or something is going or being sent.

Essential - the place to which someone or something is going or being sent.

Green-design

environmental

design,

environmentally

sustainable

design,

environmentally conscious design

Hub - is a place where passengers and cargo are exchanged between vehicles or between
transport modes.

Review of Related Literature

In (1999) Miriam Landman, the author of thesis Breaking through the Barriers to Sustainable
Building: Insights from Building Professionals on Government Initiatives to Promote
Environmentally Sound Practices stated that "Sustainable building is the design and
construction of buildings using methods and materials that are resource efficient and that will not
compromise the health of the environment or the associated health and well-being of the
buildings occupants, construction workers, the general public, or future generations. Sustainable
building involves the consideration of many issues, including land use, site impacts, indoor
environment, energy and water use, lifecycle impacts of building materials, and solid waste.
The synchronized statement depicts into the introduction of sustainability and its co-function on
how to determine and identify the chronologic factor for a sustainable design. Sustainability, as
to re-define the word evidently confines the ability to propose the structure into a more provident
and self-sustaining one. to provide a more constructive proposition.
In (1984) Kevin Lynch and Gary Hack, author of Site Planning noted that "building design and
construction using methods and materials that are resource efficient and that will not
compromise the health of the environment or the associated health and well-being of the
buildings occupants, construction workers, the general public, or future generations."
An understanding of a complex diversion from building an ordinary structure design to a more
constructive and sophisticated one with a measureable green design elements that evidently
profound materials that are abundant to be found and can be reproduced without affecting the
environment's health procedural basis and degree.

In (2012) Dima Quamhieh, author of Intermodal Terminals : Node Place Issue and Travelers
Flow noted that Intermodal terminals are complex entities; they are nodes in transport networks,
and placesin the city simultaneously; permanently or temporarily inhabited with compact and
varied collection of uses and forms accumulated through time. The author consequently added
that the study of this information is to carried out through a literature review for several topics
relevant to the complexities of the pedestrian flows at intermodal terminals, such as the nodeplace dilemma, travelers characteristics, flows and the physical layout of stations, and an
empirical analysis of the pedestrian flow in the station with specific focus on two bottlenecks
within the main building. The empirical analysis was carried out by means of semi-structured
interviews with representatives from some of the key institutions involved in the organization of
the central station, together with field observations and video filming. The results of the thesis
illustrate clearly the need for a more thorough reflection on what main function the railway
station should fill today; and understand the node-place dilemma and its consequences for
smooth pedestrian flow and accessibility for travelers moving in the station building.
In (2010) Nikola Markovic , the author of Scheduling Under Uncertainty for a Single-Hub
Intermodal Freight SystemIntermodal freight transport has many advantages which have
encouraged its development during the last century. Reduced storage requirements and better
utilization of infrastructure and transportation vehicles are just some of the characteristics that
enable intermodal transport to outperform other transportation concepts. Intermodal freight
systems include many interrelated operations and often require mechanization and human labor
that tend to be expensive. Thus, even small changes in the ways such systems function can
considerably influence the entire transportation process and thereby the overall system cost. Here

we examine a way to reduce the overall cost of a system that has suffered a major disruption and
focus on the vehicle scheduling problem.
It's inexpensive, safe, super-reliable, and available when you need it. That's what proponents say
about intermodal transportation, and it explains why intermodal carriers have been moving so
much freight in recent years. In August 2013, intermodal traffic in the United States averaged
257,795 units per week, the highest weekly average ever recorded, according to the Association
of American Railroads (AAR).
"Domestic intermodal is growing much faster than almost any other area of the U.S. economy or
industry," says Scott Webb, senior vice president at NFI Intermodal, a carrier based in Cherry
Hill, N.J. The term intermodal refers to moving a container or trailer by more than one mode of
transportationgenerally truck plus rail, ocean plus rail, ocean plus truck, or all three modes.
Some recent freight industry trendssuch as long-haul trucking capacity shortages, higher fuel
costs, and a drive to reduce environmental impacthave sparked new interest in intermodal,
especially pairing truck and rail as an alternative to over-the-road (OTR) trucking for domestic
moves. And recent trends in intermodal transportation, such as major initiatives to upgrade rail
networks and service, have created some new opportunities for shippers:Lower cost. A load that
travels as part of a train pulled by locomotives requires far less diesel to move than when it is
hitched to a truck cab. A train, for example, can move one ton of freight nearly 450 miles on one
gallon of fuel, according to CSX Corporation. That sort of efficiency cuts the cost of an
intermodal freight move and, as a bonus, reduces a shipper's carbon footprint.

Chapter III
RESEARCH DESIGN AND PROCEDURE
I.

Research Method
Transportation is a non-separable part of any society. It exhibits a very close relation to

the style of life, the range and location of activities and the goods and services which will be
available for consumption. Advances in transportation has made possible changes in the way of
living and the way in which societies are organized and therefore have a great inuence in the
development of civilizations. From this part of chapter, the research span conveys on
understanding the importance of transportation in the modern society by presenting as such
different methods for formulation of ideal selective approach within the selected characteristics
of existing transportation systems, within their use and relationships to other human activities.

The identified study on transportation must be in a systematically approach and provide a

specific method to identify the procedural basis for this study. Within the span of the study, the
research method that will be used in this identified study is in the form of descriptive method in
respect to the stratified implicitly of the case study. Essential part of the basis method will
include the provision of survey forms and such consequently will present a system of approach
for the ideal result and conclusive statement for architectural design of Eco-designed central
intermodal transportation with interconnected business hub approach of the future which will
determine the volume of traffic and number of population that closely bound for transportation
purposes. The method used will also identify both conservative and evident problematic areas
and issues for this study, the proper spaces for proper functions and proper space allotment

within adjacency and such. The research method aims to cover a truthful and accurate result
within the descriptive basis as well as the extended results in the latter part.
II.

Research Implements
The research instruments in the phase of research design case study will evidently use the

stratified given data gathered from the empirical span of research. The data gathered will serve as
the tools for this study such as the records from the different staff of the site, information, project
plans, and systematic information of the office, log books, survey questionnaires, and operatives
study. Moreover, the questionnaires given will only be limited to the waiting passengers that
enter the said transportation hub that will ask specific questions and suggestive approach on what
should be a transportation hub should look like and how will it ease for improvement. The
specific questioned deployed from the survey will likely be on a manner of easy to answer and
subjective. The content will be more on the issue of convenience and manner of accessibility, the
response of adequacy from the staff, the limit of space and dimensions, the proper functions of
each space, the comfort zone level, and other personal questions like age, gender and preferences
which has something to do with the facility within the study. Research interviews will also be
provided on the management of the facility and to one of the important staff in the field. All the
gathered will be collected and managed properly for the specific aims to the architectural design.
III.

Research Locality

The research case study took place in the Park and Ride 2-Lawton facility, located in the Lawton,
Manila. The rationale for choosing its setting is that it has defined the most of the problems in
the structure. The structure itself has many problems that can be determined just by taking a look
at the main surface of the building. The research locality in this case study profound the main

function

of

intermodal

within

its

specific

foundation

control

and

figures of system. The

relative function of this
multi-modal transportation
to its surroundings is that
the qualified site connects
different ways with the use
of bridges and highways. Potential site of this intermodal conveys most of the connected ways
that attracts people in a way they can use transportation purposes.
IV.

Population Universe and Subjective Case Study

The phase for research design defines the population universes in which, the main

subjective case and population are the commuters of the said facility. The mentioned publics are
the main and essential part of the system to function wherein they are the reasons why the
Intermodal concept has begun. In a specific relation, the study of population universe will
moreover concentrate on those who uses the transportation regularly, at the daily basis and who
uses the terminal for transportation purposes. The populated study for this research will be at the
time frame within the year of 2010-2014, depending on the gathered information. Moreover, the
subjective case for this will also include those who regularly use a public transportation by land.
Coincidently, a good example for reference population is those commuters who regularly use a
terminal for a connecting destination, having an initial transportation before reaching the said
terminal.

V.

System Sampling
A non-random sampling procedure will be followed upon the sampling procedure during

the research phase design. The selected sampling procedure was settled in order to have an ease
utilization wherein, a distributed survey questions will be given to those commuters who are
waiting in line for the stop. An experimental procedure for this can also be include in
distributing surveys inside the bus while on a stop at the terminal and such to the public
transportation.
VI.

Research Strategy

Descriptive process will follow the case study for the research design even though data
provisions were already gathered and preceded. The essential of interpretation and elucidation
through a certain phase should be follow at the given time and segment in order to utilize the
thorough structure review of concept. The certain phase mentioned will be a descriptive phase
study which proponents of this case will only describe the acquired data and be organized in
order to proceed to the next task.
VII.

Statistical Management

The acquired data from the case study procedure, most especially the numerical and number
volume of logs will be treated statistically from different point of system. The use of means,
median and mode will defy the system of information from the gathered process. The system will
provide a conclusion of descriptive statistical information wherein the use of mean, median and
mode will follow. The mean statistical information will show of the average occurring number
while on the other hand, median statistic will provide the middle of the number and lastly the
mode which constructively provide the most occurring number along the arithmetic information.

Chapter IV
RESULTS AND DISCUSSIONS SUMMARY OF FINDING AND ANALYSIS
I.

Gathered Context Case Study Data Presentation

The research phase of case study was administered at the Park and Ride 2 Lawton, located
along Muelle del Rio road, within the Quezon Road Boulevard. The site is evident to have
adequate access for all major roads and accessibility for commuters to transfer from one
place to another with the use of transportation system. The main function of the structure is
to provide the outmost and reliable entry of transportation mode. Inside the site can be seen a
lot of negative schemes and wrong relation of spaces. The negligence of the site in terms of
its function can be readily being found. The suppose capacity of the structure should hold at
least 300 people, from entering to departing the site. This also host the most reliable
transportation bounding for south part of the Luzon

Site-Zone Orientation

Fig 1. Travel bound roadways with magnetic orientation

The site of where the Park and Ride erected was evidently in figure 2 which is wide open
than one access roads in the structure manner of Manila. From different approach and roadways,
the North side of the Structure conveys the Muelle del Rio road that connects small parts to
wide open range of manila. Consequently, the MacArthur Bridge also connects a detailed road
next to the adjacent side of city. The Quezon Boulevard also defines one major road for all
access.

Site-Map Orientation

Figure 2. Structure Orientation map

The Orientation of The structure consists of 4 major possible accesses of vehicular mode
and accessibility view. The Site however provides adequate interconnection between every side
of the building, within its foundation structure to the extent of the floor elevation. The needs of
this site are to comprehend to the needs of the selected information. Every step of the orientation
figure should allow the figurative information to follow and recognize the need of information in
order to utilize the said analysis and data preferment. The first quadrant of the site is the main
entrance for the commuters wherein it faces the downhill bridge of Quezon Boulevard. The
second one is the loading and unloading station of the passengers, as well as the vehicular public
transportation. Third is the food reference or business retail of the structure wherein they can eat
and stall for a while. Lastly, this quadrant denotes the office spaces as well as the comfort rooms
and such.

1st quadrant: The Entrance

Figure 3. Front Entrance

The Frontage of the site is entirely surrounded by connecting roads and range of pathways for
transportation. The sites potential is indeed on the good source of rounds of population and a
good source of transportation constraint to all people. Typically, the site is bounded for all traffic
and potential main roads for future access and ability to have admission to any parts of adjacent
side. On the other hand, the main entry or supposed to be the main attraction for the commuters
to enter the said structure is situated with poorly redefined structure. The design itself has poor
design feature and lacks visibility element. No adequate steps for consequent entry can be seen

2nd quadrant: Vehicle Terminal, Loading and Unloading

Figure 4. Inside Walk Tour

The inside traffic of evident circulation propagating along the terminal is the Loading and
unloading of vehicles, most especially the yield off within any busses or big vehicles that will
pass along the terminal in order to load and unload the specific entry of people. Consequently,
the commuters usually drop off to any part of the road, depending on what they should be
arriving. But with because of terminal, they are referred to use a specific drop off.

The main detected landfill that can be seen at the terminal is a brownfield or what we usually
see, a plain untouched land soil. Mulch and soft form can be determined-soil

3rd quadrant: Business/commercial area

Figure 5. Food Stand

The third part of the sequence orientation of the site refers to the placement and original domicile
of the commercial destination and the food stand that refers to somehow the entertainment
procedure of the commuters, as well as other users. The position of the site may be including a
factor that premises a lot of potential venue for the recreational activity and such. The
commercial and food area should be a sign of good and relaxing venue for the commuters. But to
the site visit activity that has been done, the research have acquired that the result of less volume
of traffic from people edifies negligence to the surrounding. The flooring of the inside structure
can define a dirty behaviour. The fact that this is a busy and a central way for transportation, the
laxity of maintenance of this site, as well as the structure itself compromises a lot of strategic
factor.

Figure 6. Flooring sample

In figure 6, the flooring from the structure itself depicts a filthy flooring and unpolished work
that is usually done by the employee that were designated for that specific job. The whole
structure itself is open, giving access to free flowing of air and wind that possess a cross
ventilation and such. The concept consequently develops a less energy consumption that
compromises less walls, less use of concrete and more conceptual idea for roofing that
contributes to wind entry freely.

Figure 7. Roofing Insulation situation

According to an article of Importance of Roof Insulation Guide (e-how.com) it has been proven
and tested by various test and trials that there are severe result and punctuations that revealed
among certain situations. It has been said that without roof insulation, there will be no
encomium-effect to absorb and control the heat gained from the roof itself. In result, all the heat
will be assemble into one place, making it more rapidly multiplying heat gains that edify a
negative effect to roofing. In the figure 7, insulation can be observed as being worn out and
completely destroyed. This depicts a negligence and downfall demand of maintenance.

Figure 8.1: Wide range of worn-out insulators

At the figure above shows that the insulation along the roof is evidently worn out and possibly
been a wrecking figure since it was built. The roofing system became more apparent and
susceptible to heat gain and warm thus making it more an uncomfortable figure for the
commuters to stay at the terminal.

4th quadrant: Office structure and auxiliary space

Figure 9: Arrangement of Chairs

With the figure stated, the arrangement of chairs is closely tight to every surrounding especially
to the same congruent chairs that follows. Consequently, the drop off area of the buses and other
transportation is adjacent to the comfort room wherein the same hallway or pathway can be
observe and concluded.

Figure 10: Mechanical room

As to define, a mechanical room or a broiler room is a room or space in a building dedicated to
the mechanical equipment and its associated electrical equipment, as opposed to rooms intended
for human occupancy or storage. But in this situation, the mechanical room act as a storage room
and consequently the function of it demands to a degrading factor which retrofits to a lounge area
for the cleaners and a small dining facility of cleaners and employee. As to observational venue,
a conclusive detail can be seen such as bucket of paints, junks and such were can be seen inside.

Figure 10: Entrance of Terminal

The entrance of the structure defines a poor and neglected city bound for all users. The structure
of this terminal was not designed to have proper design for entry and exit. Thus for the sake of
entry and checkpoint, table was used to utilize the said function. The bounded function was now
perceived by using two tables, bounded together to make a different adjacent movement and
traverse of function. The entrance also was utilized with uneven and disregarded ramp not
intended for the disabled person.

Qualitative and Quantitative Analysis

The research phase takes off with qualitative and Quantitative analysis wherein analytic and
results information of this part of requirements is facilitated through the use of selected sampling
of survey method. The issued common surveys were given prepared by the proponent in whom
the content of the said survey is related to the architectural design of the structured intermodal
system that may conclude from the terminal and multi-modal transportation. The survey
implementation is distributed to 100 variables selected through random sampling amongst the
system which is divided equally amongst their locality with equal and fair percentage of
treatment. after the systematic approach, data collection will be brought to an analysis stage with
interpreted schemes of graphical information with explanatory discussion.

Importance of Space Rations

25
20
15

10
5

What are the Important spaces

usually commuters look for.

Importance of Space Rations

The figure above shows the graphical result of the survey that have implemented. In the First
scheme of figure, 15 respondents are into the importance of Lounge area, 18 respondents are into

waiting area. Consequently office desk counts to 10 respondents and 5 respondents for
information desk. Bay area falls unto 5 respondents while the commercial area has 12
respondents. Food stalls also have 15 respondents, regarding the counted survey. Moreover the
top results which consist of 20 respondents are in the importance of Public Restroom. With the
results reflection, it states that the demand of public restrooms is important factor for the
commuters.

Space Negligence
25
20
15

10

What are the spaces need to have

a requirement for maintenance

5
0

Space Negligence
The figures state all the spaces that a usual terminal station considers and have an accumulation.
In the survey results, the Office desk and information found to each have 5 respondents while
Commercial and waiting area ties up for 15 respondents respectively. The lounge area makes up
12 respondents while the bays are unto 10 respondents evenly. Food stalls marks up to the

second to highest of demand, counting to 18 respondents while the Public restrooms got the
highest which is 20 respondents.
This means that the public restrooms may have the most neglected spaces inside a terminal
transportation wherein the need of cleanliness and maintenance in I the depth of trouble that
should be considered.

Which of the spaces do you think attracts

traffic of population
Lounge area
Waiting area
Office desk
Information
Public Restroom
Bays
Commercial area
Food stall

Which of the spaces do you think attracts traffic of population?

The population of terminal transportation is eventually growing until it expands more to a wide
variation and distribution of function. From the survey tally, Lounge areas as well as the food
court gives a tie of 15 respondents. The Bay area formulates to counts of 12 respondents
eventually, however the information desk drops to 10 respondents. Public areas make up the

second to the top ranking of this formulation of tally with 18 respondents. And lastly the top rank
for this is the waiting area which covers up to 20 respondents eventually, resulting to of a
problem with overcrowding effect within this area.

Do you think the space of the function areas

are adequate?

strongly agree
agree
disagree
strongly disagree

Do you think the spaces of the function areas are adequate?

Consequently, the survey result accumulated justifies about the issue of adequate space relation
to its measured allotted space. From the results shown, 53% respondents said that the space
allotted were not really adequate, fall it to the Strongly Disagree phase. Moreover, 22% disagree
with the issue. About 12% said that they more so agree to this statement while 13% of the
respondents noted of the strongly agree reference. Likewise the results are saying that the spaces
were poorly managed and measured.

Do you agree to adjacency of the space?

strongly agree
agree
disagree
strongly disagree

Do you agree to adjacency of the space?

Consequently, adjacency of spaces from every structure is an important factor to be made. In the
survey, 24% of the respondents strongly agreed that the spaces adjacency made where factual.
15% respondent they agree of what it has been made. Moreover, 22% disagree with the situation
given and constructed while 39% respondent to strongly disagree phase. With the result, it has
been found that a fraction of respondents were not satisfied on the given of spaces of the
structure.

Do you feel the safety of the

structure?
strongly agree
agree
disagree
strongly disagree

Do you feel the safety of the structure?

On the given basis, 24% strongly agree with the safety features while 15% only agreed to certain
situation. On the other hand, 39% strongly disagree on this manner while 22% disagree likewise.
This conclusion modifies that a huge number of respondents do not feel the safety of the struc

Do you feel the comfort zone of each

space
strongly agree
agree
disagree
strongly disagree

Are you comfortable with the function spaces of every area.

The survey analysis concludes that 19% strongly disagree with the safety while 40% disagree
with such certainty of issue of the structure. On the other hand, 25% agree on the perceive
situation while 16% strongly agree and follow the comfort issue. This result corresponds that the
issue of comfort level has a rising negative impact to the structure and must be fix in the earliest
possible time

Do you feel the comfort zone of

structure?
strongly agree
agree
disagree
strongly disagree

Are you satisfied with the comfort zone of structure?

Based on the result of this part of survey, 11% of the respondents strongly agree with the
situation of the comfort zone of the structure while 12% only agree on a certain situation.
However, 46% strongly disagree with the situation while 31% disagree on what goes on to the
comfort level of structure. To conclude, the comfort zone of the structure has a lack evidence to
support its structure and more so to provide the structure with comfort proximity.

are you satisfied with the

operational function of structure?
strongly agree
agree
disagree
strongly disagree

Satisfaction of operation function

The survey result projects that 15% of respondents strongly agree with the satisfaction while
17% agree on a certain level of issue. On the other hand, 37% strongly disagree with the
negativity of this issue while on the same manner 31% disagree for the same issue. With this, it

can conclude that the satisfactory of the function is a negative issue to the commuters and thus
the need of improvement must be utilize

modernization of structure

agree
disagree

Do you think modernization of this structure will mobilize the function and progression of
its operation for the next 5 years?
On the basis of this survey, about 57% of the correspondents think that the need of
modernization will keep the functional and operation issue of the structure in an increasing and
developing stage. While on the other hand, 43% of the correspondents negatively approach this
issue as it will not take any mobilization of operation as modernization of structure will be
provided. In any course, this conclusion states that the conceptual thinking of people from the
development of structure provides the need to seek a functional progress and proof. People are
now more realistic on the application of modernization preferably asking the question of will it
make it or will it be a wasteful concept.

Chapter V
V.I - CONCLUSION ANALYSIS
The comprehensive data gathered have been an improvement to the organisational
component of the sites propagating issue and collective reference. Documents and
references that have been acquired revived the conception of the structure to be in a
definite multifactorial confirmation and in a state of reusable and functional program of
spaces. The figured component, which is the evident site of Terminal of Park and Ride 2,
dependently placed on the heart of Lawton compromises a lot of possible potential
activity that can pertain to the progression of its structure, namely being a functional and
feasible erected building. But then, the perspective analysis of its negative function
probability created a huge impact has concluded a lot of lost factor as well. According to
the results of gathered data from the survey, it has been found out that the structure itself
continuously growing an out-dated factor and unreliable building to be staying on for
transportation reason. The results progress out-warded that modernization of structure
should be utilize as soon as possible. Adjacency of the spaces from other functional room
is not applicable and should not be on its perspective place. More so, the architectural
profound of the structure are not functional and thus, a huge correction and
modernization should utilize its purpose. To add on with this situation, the government
should focus more on with this kind of situational function of structure. This structure,
from what has been a sites study foundation and research-based structure, is the one that
employ the connectivity of people from one place to another. It acts as a land-based aeroterminal function that requires a lot of complex and diverse knowledge on how to
perfectly bind the functional organization of the said structure.

V.II RECOMMENDATION PREFERENCE

The Park and Ride 2 that was erected along the heart of Lawton District namely produce
a lot of incompetence and different approach of negativity from the eyes of the people.
This result was actually based from the survey forms that were distributed evenly at the
phase of research requirements which is the gathering of data. From the results acquired,
we can easily define that the structure itself needs an appropriate and decisive claim to its
proponent. This reaction is barely on the demand of modernization along its negative
production of factual phase, specifically to the obvious result of negligence to the skin of
the structure itself. During the phase of observation and creative perceive factor within
the case study procedure, the prominent problem acquired from the researcher is the valid
access and proper viewing of each selected spaces, especially to the offices and other
auxiliary functions. From this provisional evidence, a formal letter should be a proper
basis for all necessary action that needs to be in proposed factor. Addition to that, a good
approach should also be evident within the employee to the site in order for good
competent conversation and such. And observational analysis can be more effective with
organized process before going on the site is an effective behaviour. The organization of
time management is also a factor to this structure in order to attain the most traffic of
population contributing to the site of structure. More so, preparedness factor is also a
good recommended setting for all who will be using or will be acquired the like of the
site or structured element of problem.

Part II
CHAPTER II.
RESEARCH FOCUS
CHAPTER II.1
RATIONALE
The relative connectivity of transportation from one city to another is a big factor and a
clearance scale of problem from our country. These evident circumstances evolved to
have a structured proximity value to compensate the regulating fact about the needs of
functional transportation system. At a greater point, nothing is more important to
civilization than transportation and communication, apart from direct despotism and
repression, nothing is more harmful to the well-being of a society than an irrational
transportation system. All trade of wealth and productive labour involves transportation,
whether it is the movement of goods or the movement of people from their homes to their
jobs or their homes to the places where they shop. Trade is impossible without
transportation, and complex trade is impossible without modern, mechanized
transportation.
This study about transportation junction system and to reliability of its nature is
conducted to assess the needs of the proper scheme and development process for
transportation use and cycle program. This study is a highly profound as a problem
because of the great demands of interventions from the public, as well as to the growing
factor from the government. Transportation junction should be utilized in a more

modernized and future-approach way to follow through to the fast growing population
that will soon need the help of this system to create a trade system of transportation.
The modification of a trade system stands alone to the prospect of the government
handling efficiency and thus creates a more predictive and uncertain process to provide
the needs of definite function and application. Transportation in the Philippines is
comparatively unfledged, partly due to the country's mountainous areas and scattered
islands, and comparatively as a result of the governments persistent within the ledge of
investment factor in the nation's infrastructure. In recent years, however, the Philippine
government has been pushing to improve the transportation system in the country through
various projects. These provisions and improvements are uncertain to the probable fact
that it had been a readily issue at the point of surpassing an added year outcome service
to the people, as well as to the public. This growing issue that likewise provide dispute
and wrong correspondents to the needs of public consequently making the way of
transportation a heavy burden system to the society.

CHAPTER II.2
PRINCIPLES AND RELEVANT TO THE PROJECT
Adequate and highly organized system approaches for the diversity of our country
remarkably gives access to many opportunities and promote satisfaction and high
governing approach with many sustainability feature of any structure component
provisions. To provide the said information, standard principles that are related to

transportation system are freely delivered and posted in order to recognize the said
definite needs and systematic view.
The following coverage will deploy on the principle stage and features of references:

1. PEOPLE AND COMMUNITY APPROACH

Principle 1: Access

People are entitled to reasonable access to other people, places, goods and services.
Principle description
This principle demand feature namely is a provision of access to people, places, goods
and services is important to the social and economic wellbeing of communities.
Transportation is a key means, but not the only means, through which access can be
achieved.

Strategic Directions
o Demand Management
Reduce the need for travel while protecting social and economic needs for access
by changing urban form, promoting new communications technologies, and
developing more efficient packaging etc.

Diversifying Options
Improve access by diversifying transportation options, giving people more
choices as to how they meet their access needs.

Principle 2: Equity

Nation states and the transportation community must strive to ensure social, interregional
and inter-generational equity, meeting the basic transportation-related needs of all people
including women, the poor, the rural, and the disabled.

Principle 3: Health and Safety

Transportation systems should be designed and operated in a way that protects the health
(physical, mental and social well-being) and safety of all people, and enhances the quality
of life in communities.

Principle 4: Individual Responsibility

All individuals have a responsibility to act as stewards of the natural environment,

undertaking to make sustainable choices with regard to personal movement and
consumption.

Principle 5: Integrated Planning

Transportation decision makers have a responsibility to pursue more integrated

approaches to planning.
Principle description
Transportation systems are a critical element of a strong economy, but can also contribute
directly to building community and enhancing quality of life.

1.1 RELEVANCE OF TRANSPORTATION TO STRATEGIC DIRECTIONS

Urban Planning and Transportation Planning

Concentrate urban growth, limit sprawl and provide for more mixed land use
through urban structure and land use policies. This would reduce demand
(especially for automobile trips) by moving origins and destinations closer
together and also help reduce habitat destruction and loss of agricultural and
recreational lands.

Give priority to less polluting, lower impact modes of transportation in the design
of transportation systems and urban areas. Pedestrian and cycling paths should be
provided as attractive and safe alternatives to cars.

Maintain and enhance the health and viability of urban public transit systems.

Integrate transport modes, whether for passengers or goods, in order to provide

more efficient goods movement, and to increase the availability of lower impact
transportation options such as public transit.

Protect historical sites and archaeological resources, reduce noise pollution, and
consider aesthetics in the planning, design and construction of transportation
systems.

Decision Making Processes

Ensure public and private sector stakeholders coordinate their transportation

planning, development and delivery activities. These transportation decisions
should also be integrated with environment, health, energy and urban land-use
decisions.

Make transportation-related decisions in an open and inclusive process. Inform

the public about transportation options and impacts, and encourage them to
participate in decision making so that the needs of different communities (i.e.
rural vs. urban; cyclists vs. drivers, etc.) can be understood and accounted for.

Anticipate environmental or social impacts of transportation-related decisions

rather than trying to react to them after they have occurred. This will result in
considerable cost savings since transportation decisions often involve costly,
long-term infrastructure investments.

Consider both the global and local social, economic and environmental effects of
decisions.

2.1 ENVIRONMENTAL QUALITY APPROACH

Principle #6: Pollution Prevention

Transportation needs must be met without generating emissions that threaten public
health, global climate, biological diversity or the integrity of essential ecological
processes.

Principle #7: Land and Resource Use

Transportation systems must make efficient use of land and other natural resources while
ensuring the preservation of vital habitats and other requirements for maintaining
biodiversity

Principle description
Human activities can overload the environment's finite capacity to absorb waste, physically
modify or destroy habitats, and use resources more rapidly than they can be regenerated or
replaced. Efforts must be made to develop transportation systems that minimize physical and
biological stress, staying within the assimilative and regenerative capacities of ecosystems, and
respecting the habitat requirements of other species.

2.2 RELEVANCE OF TRANSPORTATION TO STRATEGIC DIRECTIONS

Environmental Protection and Waste Reduction

Minimize transportation-related air emissions and discharges of contaminants to

surface (fresh and salt water) and ground water.

Minimize the generation of waste through each phase of the life-cycle of

transportation vehicles, vessels and infrastructure. Reduce, reuse and recycle.

Ensure that the rate of use of renewable resources does not exceed rates of
regeneration, and non-renewable resource use is minimized.

Ensure emergency management systems are in place in order to respond to spills

and other transportation-related accidents.

Land Use

Emphasize compact urban form in order to reduce habitat destruction and loss of
agricultural and recreational lands around urban areas.

Minimize the impact on natural habitat and the wildlife and people it supports in the
design, construction and operation of inter-city transportation systems and infrastructure,
including, for example, highways, pipelines, and railways.

Energy Use

Reduce fossil fuel consumption and emissions through efficiencies and demand
management.

Promote the use of alternative and renewable energy.

3.1 ECONOMIC VIABILITY APPROACH

Principle 8: Fuller Cost Accounting

Transportation decision makers must move as expeditiously as possible toward fuller cost
accounting, reflecting the true social, economic and environmental costs, in order to ensure
users pay an equitable share of costs.
Principle description
Sustainable transportation systems must be cost effective. If adjustment costs are incurred in
the transition to more sustainable transportation systems they should be equitably shared, just
as current costs should be more equitably shared.

3.2 RELEVANCE OF TRANSPORTATION TO STRATEGIC DIRECTIONS

Fuller-Cost Accounting

Identify and recognize public subsidies (hidden or otherwise) to all modes of

transport and make transportation decisions accordingly.

Reflect the full social, economic and environmental costs (including long term costs)
of each mode of transport or transport related practice as accurately as possible in
market prices.

Ensure users pay a fuller share of all costs, while respecting equity concerns.

Research and Technological Innovation

Promote research and development of innovative alternative technologies that

improve access and help protect the environment. The emphasis should be on
providing a wide range of transportation options.

Job Creation

Consider the potential economic and employment benefits that could be derived from
the restructuring of our transportation systems.

CHAPTER II.3
APPLICATION TO THE PROJECT
The Principles for Transport in Urban Life will be used to leverage sustainable transportation as
a principal driver for sustainable and liveable urban development, with the goal of zoning reform
in five cities worldwide. Metrics will be finalized that measures how well particular principles
are represented in a development.
RELATED PROJECT APPROACH

Philtranco is a Philippine
transport company servicing
Luzon, Visayas, and Mindanao routes. The company provides ordinary non-aircon,
airconditioned, and executive bus services. Philtranco is also positioning itself as a cargo or
document-handler, forwarder and carrier to its existing transport routes and destinations.
Philtranco is also one of the largest bus company in the Philippines together with Victory Liner
in northern part and Philtranco in southern part of the country.

CONSTRUCTION BASED
The site where Philtranco based was
in Pasay City. The base site is
consequently a busy district with
pertaining connected conjunction of
business transition.

PROPOSED FUNCTIONAL ZONE

As being placed on the site within the reach
of city, the mark of Philtranco creates a
impact to usable and functional application
that has been a huge help to the people.
List of Passenger Terminals

Metro Manila

Pasay City - Main Terminal

Cubao, Quezon City - Alibangbang, Cubao

Bacoor, Cavite

Ermita, Manila

Alabang, Muntinlupa City

Turbina, Calamba City, Laguna

Ortigas Center, Pasig City - SM Megamall (for buses to DMIA)

IMPLEMENTATION METHODOLOGIES
The approach is three-fold:
1)

To promote and disseminate best practices to government officials and

practitioners on sustainable urban development :

Urban planning (urban, merged urban regions, regional, city, and town planning)
is a technical and political process concerned with the use of land and design of
the urban environment, including air and water and infrastructure passing into and
out of urban areas such as transportation and distribution networks.

Urban planning guides and ensures the orderly development of settlements and
satellite communities which commute into and out of urban areas or share
resources with it. It concerns itself with research and analysis, strategic thinking,
architecture, urban design, public consultation, policy recommendations,
implementation and management.

A plan can take a variety of forms including strategic plans, comprehensive plans,
neighbourhood plans, regulatory and incentive strategies, or historic preservation
plans. Planners are often also responsible for enforcing the chosen policies.

The modern origins of urban planning lie in the movement for urban reform that
arose as a reaction against the disorder of the industrial city in the mid-19th
century. Urban planning can include urban renewal, by adapting urban planning

methods to existing cities suffering from decline. Alternatively, it can concern the
massive challenges associated with urban growth, particularly in the Global South

2)

To use the Principles and the Metrics to influence zoning reform.

Zoning describes the control by authority of the use of land, and of the buildings
thereon. Areas of land are divided by appropriate authorities into zones within
which various uses are permitted.

Thus, zoning is a technique of land-use planning as a tool of urban planning used

by local governments in most developed countries.] The word is derived from the
practice of designating mapped zones which regulate the use, form, design and
compatibility of development. Legally, a zoning plan is usually enacted as a byelaw with the respective procedures. In some countries, zoning plans must comply
with upper-tier (regional, state, provincial) planning and policy statements.

There are a great variety of zoning types, some of which focus on regulating
building form and the relation of buildings to the street with mixed-uses, known
as form-based, others with separating land uses, known as use-based or a
combination thereof.
Similar urban planning methods have dictated the use of various areas for
particular purposes in many cities from ancient times

3)

To provide technical assistance to cities seeking to reform zoning codes to

incentivize better development.

Zoning development utilizes a multifaceted business, encompassing activities that

range from the renovation and re-lease of existing buildings to the purchase of
raw land and the sale of improved land or parcels to others. Developers are the
coordinators of the activities, converting ideas on paper into real property. Real
estate development is different from construction, although many developers also
construct.

Developers buy land, finance real estate deals, build or have builders build
projects, create, imagine, control and orchestrate the process of development from
the beginning to end. Developers usually take the greatest risk in the creation or
renovation of real estateand receive the greatest rewards. Typically, developers
purchase a tract of land, determine the marketing of the property, develop the
building program and design, obtain the necessary public approval and financing,
build the structure, and lease, manage, and ultimately sell it. Developers work
with many different counterparts along each step of this process, including
architects, city planners, engineers, surveyors, inspectors, contractors, leasing
agents and more

PART III
SITE IDENTIFICATION AND ANALYSIS
Site analysis attributably creates an evidence of factual result which is an catalogue completed as
a preparative step to site planning, a form of urban planning which involves research, analysis,
and synthesis. It primarily deals with basic data as it relates to a specific site. The topic itself
branches into the boundaries of architecture, landscape architecture, real estate development,
economics, and urban planning.

CHAPTER III
SITE SELECTION PROCESS
Site selection process is a selective identity to which controls the dependable construction
placement of the potential project to be erected and provide functional parameters and
operation. At this point, available lot area permitted to show within this phase of
gathering data. Lots, as well lands will be evaluating adequately and accurately with the
stands for the approximation for the feasibility provision of the site.

CRITERIA FOR SITE SELECTION

Criteria for site selective process are match on the systematic provision for the
site venue and site descriptive process. This prominent attribute for the site setting
should be applicable to the outstanding structure of land layout and reference.

There are two main types for criteria, one is the universal site selection and the
other one is the Local Selective Output

UNIVERSAL SITE SELECTION

The site selection process includes a detailed evaluation of project needs which are then
measured against the merits of potential locations. According to the U.S. General Services
Administration, site selection considerations should begin early in the capital development
process and play a significant role in pre-planning discussions

Define project criteria

Evaluate communities

Create short list of communities based upon project criteria

Identify real estate sites within each finalist community

Real estate analysis

Negotiate tax incentives

Site acquisition
LOCAL SELECTIVE OUTPUT
Local selective output derives the outmost precedent information that is available and structured
to the evident condition of local land. This pertains to the compatibility of the space juncture of
project within the prospective land use and potential condition.

Road connection

Major and minor pathways

Potential activity

Zone condition and opportunity

Accessibility reach

CHAPTER III
SITE OPTION DESCRIPTION
The proposed structure and proponent project is expectedly to be placed with complete local
selective criteria of site selection. Mainly, there are 3 proposing land use and land
expenditure for this project.

Site Selection 1. Santa Elena,- Sumulong Highway, Rizal

Connecting major road :

Sumulong Highway
Area of Land:
224021.62Feet

Site Selection 2. E. Rodriguez ave,- Sumulong Highway, Rizal

Connecting major road :

Sumulong Highway
Area of Land:
356322.51Feet

Site Selection 3. San Guillermo ave,- National Road, Rizal

Connecting major road :

National Road
Area of Land:
201232.14Feet

OVERALL SITE DESCRIPTION

The attained and distributed land sites are all nearby places bounded at the traverse
connection of Rizal. Rizal is a province located in the CALABARZON region, just 16
kilometres east of Manila. The province was named after Jos Rizal.

Rizal is bordered by Metro Manila to the west, the province of Bulacan to the north, Quezon
to the east and Laguna province to the south. The province also lies on the northern shores
of Laguna de Bay, the largest lake in the country.

Rizal is a mountainous province perched on the western slopes of the southern portion of the
Sierra Madre mountain range. Antipolo boasts of a wonderful view of Metro Manila and it
is where Hinulugang Taktak, a waterfall popular with tourists, can be found.

The Rizal Province will be accessed by the future C-6 Road connecting the provinces of
Bulacan and Cavite and cities of Taguig (beside Laguna de Bay), Paraaque and Muntinlupa
which are located within Metro Manila.

CHAPTER III
SITE SELECTION AND JUSTIFICATION

Physical attribute

The chosen site for the applicable construction for the project is placed on San Guillermo
avenue,- National Road, Rizal. Consequently, the site compromises a lot of potential
revenue and probable activity for its functional construction.

Roadways attribute

Connecting major road : National Road

A perfect connectivity of road from this structure is the national
road for a basic purpose, the convey procdure of buses and all
other public transportation to other vicinity. Highways in the
Philippines include roads that can be classified into six
divisions:

the

Maharlika

Highway,

Controlled-access

highways, the Regional Highways, the Provincial Highways, the Manila Arterial Road System,
and the secondary city and municipal avenues and roads.
In Metro Manila, the highway passes through Rizal Avenue, Padre Burgos Avenue, then to Taft
Avenue. From Taft Avenue, they highway passes through Redemptorist Road, then continues
leftward through Quirino Avenue until it reaches Las Pias, where it turns leftward toward the

Alabang-Zapote Road, crosses the South Luzon Expressway, then continues on as National
Highway towards Laguna province.

Other connecting road : MarikinaInfanta

Highway

Length: 44.0 km (27.3 mi)

Major junctions
West end: Aurora Boulevard at
Katipunan Avenue in Quezon City
East end: Brgy. Poblacion 1, Infanta,
Quezon
Highway system
Highways in the Philippines

The MarikinaInfanta Highway, also known as the Marcos Highway or MARILAQUE Highway
(MARILAQUE stands for Manila-Rizal-Laguna-Quezon), is a scenic mountain 44-kilometer
highway that connects Metro Manila with
Infanta, Quezon in the Philippines.

The highway starts in Marikina near

Katipunan Avenue, the Loyola Heights segment of Circumferential Road 5, in Quezon City. It
traverses the Marikina Valley and passes through Antipolo, where it intersects the Sumulong
Highway (at Masinag). After Masinag the road starts its ascent towards the Sierra Madre passing
through Tanay, Rizal, Santa Maria, Laguna, finally to Infanta, Quezon.

CHAPTER III. 3
SITE EVALUATION AND ANALYSIS

Sunpath

Figurative Structure
The figurative analysis of the land structure describes that the perimeter bound of the selected
site is evidently have a potential concept and activity resource around the future development of
the structure. The spontaneous function of the structure, which is to hold a transportation system
at the main deployment of land must provide the exact and more so an extensive procedural basis
for the function layout of the site.
Formative Potential Surrounding
This analysis will determine the potential surrounding that can affect the performance
development and progress of the pre conditional site reference:

EVIDENCE OF SITE
the figure shows the widely concern of

soft

muddy

roads

alongside

the

connection of streets and interior lots.

major road is wide and can enter buses

Plantation is very observable; the type of

soil

is

evidently

healthy.

Having

agricultural farming along the empty

spaces can be useful.

It is widely comparable and useful site

for

more

information

transportation issue.

about

COLOR CODES SCHEME

Existing expansion of Industries and commercial sites

Commercial property includes office buildings, industrial property, medical centers,

hotels, malls, retail stores, farm land, multifamily housing buildings, warehouses, and
garages. In many states, residential property containing more than a certain number of
units qualifies as commercial property for borrowing and tax purposes.

Housing development
Housing developments are structured building development of residential properties.
Popular throughout the United States and the United Kingdom, they are often areas of
high density, low impact residences of single family home

Future construction of industrial and commercial sites

This refers to the future development and erective bound of structures, likewise to the
industrials and commercial sites with addressed functional creation.

MACRO SETTING
Manila is the capital and second largest city of the
Philippines. It is one of the sixteen cities which, along
with the municipality of Pateros, make up Metro
Manila, the National Capital Region, whose overall
population is around 12 million.
The city of Manila is located on the eastern shore of
Manila Bay and is bordered by the cities of Navotas and
Caloocan to the north; Quezon City and San Juan to the northeast; Mandaluyong to the east;
Makati to the southeast, and Pasay to the south. It has a total population of 1,652,171 according
to the 2010 census and is the second most populous city in the Philippines, behind Quezon City.
The populace inhabit an area of only 3,855 hectares, making Manila arguably the most densely
populated city in the world
AVERAGE OVERALL TEMPERATURE CLIMATE

Under the Kppen climate classification system, Manila features a tropical savanna climate that
borders on a tropical monsoon climate (Kppen climate classification Aw/Am). Together with

the rest of the Philippines, Manila lies entirely within the tropics. Its proximity to the equator
means that the temperature range is very small, rarely going below 20 C (68 F) or above 38 C
(100 F). Temperature extremes have ranged from 14.5 C (58.1 F) on 11 January 1914[47] to
38.6 C (101.5 F) on 7 May 1915.[48]
Humidity levels are usually very high all year round. Manila has a distinct dry season from late December
through May, and a relatively lengthy wet season that covers the remaining period with warm
temperatures. In the rainy season it rarely rains all day but the rainfall is very heavy during short periods.
Typhoons can occur from June to September and can cause flooding in parts of the city

CHOSEN DISTRICT SITE

San Mateo
San mateo is a first class urban municipality in Rizal Province, Philippines. Located on the
island of Luzon, San Mateo is one of 13 municipalities and a capital city that make up the
Province of Rizal. It is also part of the Metro Luzon Urban Beltway, that is composed of Region
3, Region 4-A (CALABARZON) and the nearby National Capital Region (NCR).

According to the 2010 Philippine census, San Mateo has population of 205,255 inhabitants, or
8.26% of the total population of Rizal. Conurbated to the urban agglomeration of the Greater
Manila Area, San Mateo is one of the fastest growing municipalities in Rizal Province, according
to the Metropolitan Manila Development Authority (MMDA) and the Provincial Government of
Rizal.

MICRO SETTING
Taking bath to its origin The Rizal

Rizal is a province located in the CALABARZON region, just

16 kilometers east of Manila. The province was named after
Jos Rizal.

Rizal is bordered by Metro Manila to the west, the province of Bulacan to the north,
Quezon to the east and Laguna province to the south. The province also lies on the
northern shores of Laguna de Bay, the largest lake in the country.

Rizal is a mountainous province perched on the western slopes of the southern portion of
the Sierra Madre mountain range. Antipolo boasts of a wonderful view of Metro Manila
and it is where Hinulugang Taktak, a waterfall popular with tourists, can be found.

The Rizal Province will be accessed by the future C-6 Road connecting the provinces of
Bulacan and Cavite and cities of Taguig (beside Laguna de Bay), Paraaque and
Muntinlupa which are located within Metro Manila.

Region

CALABARZON (Region IV-A)

Founded

Capital Antipolo City

Total 2,484,840

Government

Rank 7th out of 80

Type Province of the Philippines

Area

June 11, 1901

Population (2010)[2]

Density

2,100/km2 (5,400/sq

mi)

Total 1,191.94 km2 (460.21 sq mi)

Area rank

72nd out of 80

Density rank 1st out of 80

AGRICULTURAL REFORM

Rizal Province is very affable for agricultural development in consideration of climatic

condition, soil fertility and proximity to markets. There are 32,276 hectares devoted to
agriculture where 5,805 hectares are intended for Rice Production with an average annual
production of 26,894 cavans or 1,344.7MT per year.
CROPS VALUE
About 6,019.58 hectares are planted with diversified or high value crops like vegetables, fruits
and root crops. Among the High Value Crops that can be that can be potentially produced in the
province are Baguio vegetables like cucumber, cabbage, lettuce, ampalaya, beans, okra, among
others. For the fruits are mango, cashew, citruses, rambutan, avocado, santol, atis, jackfruit
(nangka), and the likes. Among these, Mango is the major producer in the province which can
produce an average of 35,000 M.T.per year supplying almost three fourth of the annual local
market demand of the province.

WIND PRESSURE ANALYSIS

Along the figure given, it states that the area along Marikina, which is part of Rizal, is constantly
on the mid-high from the highest value of wind pressure. This is a constant provision of the area
in Rizal because of its high altitude behaviour and context of land characteristic. Most of the land
in the Rizal is covered with a mountain thats why pressure is evident to this figure.

TEMPERATURE SCALE ANALYSIS

Along the figure given, it states that the area along Marikina, which is part of Rizal, gives a
result of 26 degree Celsius, a relatively hot and warm temperature along the year. This is a
constant provision of the area in Rizal because of its orientation from the sun and the wind
direction characteristic.

HUMIDITY SCALE ANALYSIS

The humidity reading of the land area from the Rizal denotes a separate division around 80-90,
giving an around 85% of humidity level. Moreover, Humidity is the amount of water vapor in the
air. Water vapor is the gaseous state of water and is invisible. Humidity indicates the likelihood
of precipitation, dew, or fog.

RELATIVE RAGULAR RAINFALL

The relative rain fall of this basis denotes the chances of rain fall to begin in the regular interval
days from an annual result and survey. The result from the figure shows that the part of Rizal
boundary has at least 30% of chance of rain, meaning it may rarely feel or have the least number
of rainfalls from the annual relative survey.

LAND ELEVATION SURVEY

Consequently, the site that was provided and acknowledge has been tested with land elevation
survey. The land elevation gives the most accurate ratio of slope of any given or choice of site. A
straight line was drawn along the part of land and it will give the elevation of landfill. From the
result acquired, we can conclude that the land is relatively a justified rolling appearance but a
long flat span feature.
LAW AND ORDINANCE
Here are the list of organization structure of law and ordinance from the said quantity of
approvals from the localities.

Amending SP Resolution No. 06-72 relative to the authority granted to Hon.

Casimiro M. Ynares, Jr. to enter into a Memorandum of Agreement (MOA) with
the Council for the Welfare of Children and Regional Committees relative to the
Early Childhood Care and Development

Authorizing the Provincial Governor to enter into a Memorandum of Agreement

(MOA) with the DOE, Malaya TPP relative to the purchase of medical tools and
equipment for the Ynares Hospital (formerly Jalajala Hospital) to be funded by

the National Power Corporation (NAPOCOR) under Energy Regulations No. 194.

Taking note of and recognizing the deed of Reversion (DOR) executed by and
between the Rizal Provincial Government thru Hon. Governor Casimiro M.
Ynares, Jr. in favor of Ortigas and Company, limited partnership and the opinion
of the National Economic Development Authority (NEDA) and the Department of
Justice (DOJ) relative to the transfer of the Provincial Capitol of Rizal from its
present site in Pasig City to Ynares Center in Antipolo City

Acknowledging, recognizing, concurring and effectively

ratifying and all acts, deeds, contracts and documents performed and executed by
the Provincial Government of Rizal relative to the transfer of the Provincial
Capitol of Rizal from its current site in Pasig City to Ynares Center Complex in
Antipolo City, Province of Rizal.

Earnestly requesting Hon. Congressman Michael John R. Duavit to sponsor a bill

reclassifying Eastbank Road, Manggahan Floodway (Cainta-Taytay Section) from
Provincial road to National road

Advising the Municipality of Rodriguez, Rizal to hold in Abeyance the

implementation of Kautusan Blg. 02-12 and Kautusan Blg. 07-13 of the
Sangguniang Bayan of Rodriguez, Rizal including its posting and publication.

Authorizing the Hon, Governor, Casimiro A. Ynares III, M.D. to enter into a
Memorandum of Agreement with the Department of Public Works and Highways
(DPWH) for the implementation of the Special Local Road Fund (SLRF) under

Republic Act No. 8794 otherwise known as the Motor Vehicle Users Charge
Law.

Amending SP Resolution No. 05-087 by changing its signatory relative to the

affiliation and training of Nursing Students in the Hospitals owned and operated
by the Rizal Provincial Government

Urging the Philippine Long Distance Telephone Company (PLDT) and Digitel to
install a special three (3) Digit Police Assistance Hotline in all of the Police
Stations in the thirteen Municipalities and City in the Province of Rizal

CHAPTER III. 3
SITE DEVELOPMENT OPTIONS
This part of the schematic phase of design from architectural thesis denotes the quality factor of
the potential site within its respective place. The site development options are required to at least
have 2 schemes and demand for a whole process of governing factor and procedural basis
Zoning Information

Zoning ordinances and regulations are laws setting limits on how you can use your
property. Cities, counties, townships and other local governments use zoning laws to
guide development and shape the community, usually under an overall zoning plan.

Zoning laws come into play on every single real estate development, big or small. So if
you're thinking about buying property or making improvements to property you own,
know how zoning laws fit into your plan.

Site analysis 1

Future
Development
(expansion)

SUNPATH
Future
Development
(expansion)

Green areas

Terminal
Transportation
system

(Leisure park)
Commercial
/business
junction

PROPOSED SITE DEVELOPMENT PLAN

SCHEMES AND SKETCHES

Site analysis 2

Future
Development
(expansion)

SUNPATH

Future
Development
(expansion)

Green areas

Terminal
Transportation
system

(Leisure park)
Commercial
/business
junction

PROPOSED SITE DEVELOPMENT PLAN

SCHEMES AND SKETCHES

RELATED APPENDICES