Cruz, Kristiana Louise E Thesis 1

PROPOSED INTEGRATED MARINA CENTRAL OFFICE  AND TRAINING COMPLEX 

 A Thesis Presented to the School of Architecture, Industrial Design & the Built Environment Mapua Institute of Technology

In Partial Fulfillment of the Requirements in Architectural Design 9/ AR200/ AR200S for the Degree of BACHELOR OF SCIENCE IN ARCHITECTURE

Presented by

Cruz, Kristiana Louise E.

2010122514

 Architect Junar Pakingan Tablan, uap, MSAE

 Adviser

December 2014

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CHAPTER I.1 GENERAL OVERVIEW I.1.1 Introduction

The Proposed integrated MARINA Central office and training complex aims to answer the problems of the existing office in terms of space and design. The proposal also seeks to provide the best strategic location of the new building so as to provide convenience to the people it will cater and also to a way to provide the adequate and improved training facilities.

I.1.2 Background of the Study

The Philippines holds the greatest number in terms of the population of overseas workers. The overseas workers are classified into two: land-based and water-based.  According to the Philippine Overseas Employment Administration (POEA), the Philippines is the world’s main supplier of seamen since 1987, making the Philippines the manning capital of the world. It is also cited that a figure of 280,000 students who graduates every year are products of a maritime school which only shows the continuous production of the country for Filipin o seafarers. It is also recorded that the current population populatio n of Filipino seafarers are around 400,00 wherein w herein more than half of them are working at sea at any time of the year. The Maritime Industry Authority (Pangasiwaan ng Kalakalang Pandagat) or also abbreviated as MARINA is a government office under the Department of Transportation and Communication (DOTC). MARINA office has two branch wherein one is located in Cebu City and the other, which is the main office, and will be the focus of this t his study, is located in Manila, Philippines. Philippi nes. The existing MARINA office leases five floors of Parkview Plaza building, a commercial building, located along Kalaw Street, Manila. MARINA is responsible in producing legal documents and certificates of Filipino seaman as well as to promote and regulate reg ulate the maritime industry in the Philippines. P hilippines. Added to the department’s responsibility is the full authority of heading the marine deck and engineer licensure exams which is to be practiced from the start of September 2014. The department also has power in developing and regulating all trades and transactions at sea which also includes the operation of vessels and management of shipping yards and lines. I.1.3 Statement of the Problem

With the presented data above, it is a fact that the Philippine maritime industry needs a more improved facility to properly cater the increasing population of the Filipino seafarers. The research is conducted to address the following problems cited above.  As the research carry on, it is needed to specifically address the following questions: 1. Why is there a need to develop the proposal? How can the proposed new MARINA building provide solutions being addressed on the study? 2. What are the architectural design considerations necessary in order to plan a facility or structure for the users of the proposed building? How can the architecture of the project provide ease for the beneficiaries? 3. What are the space requirements of the t he proposed building? 4. What are the existing conditions of MARINA that does not comply in the international standards? 5. Where is the best site for the proposal? 6. How many people are being observed and catered in this study? 

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I.1.4 Project Goals, Objectives and Strategies Goals

This research is to create and promote a structure mainly for the office dedicated for the country’s maritime industry. It also seeks to create improved facilities and introduce innovations mainly to enhance the experience of those who will be using the structure. The goal of this study is to seek, determine and be able to point out the problems present in MARINA and to rectify them accordingly through a thorough study and design of the spaces of the proposed new MARINA Building and to be able to incorporate a green and sustainable design so as to be inclined to the environment and as an advocacy as well. Objectives To study the spaces of the existing building buil ding and incorporate new and improved spaces.

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- conduct a case study on the current MARINA building 

To train and upgrade the country's maritime manpower r esources through upgrading and specialization of facilities

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To assess the most appropriate site for the new structure - conduct a survey about the most convenient site for the primary users - conduct a case study in the possible sites of the t he new structure

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

I.1.5 Significance of the Study This study will be a significant endeavour that will provide a well-planned detail for the improvement of the MARINA building that will aid not only the staff of the department but the correspondingly the maritime community. community. Moreover, this study suggest empirical ideas on how to implement effective architectural planning planning that would greatly help the department, specifically, suggesting a more accessible and convenient planning to facilely regulate the flow of operation.

Furthermore, this study also highlights the concept that with the application of effective architectural planning, the structure shall guarantee the proper security of the building buildin g and to the market it serves. I.1.6 Scope and Limitation

This study is limited to provide an improved architectural plan for a new MARINA building. This includes the analysis for the best location locatio n of the building as well as the t he enhancement of the buildings security and flow of people which can be answered through a strategic architectural planning. This study also aims and is limited to provide complete facilities that will enable the office to function to its full extent specifically to its responsibility to provide service for the Filipino seafarers and also to provide facilities that will help the department to make an additional revenue. I.1.7 Assumptions

The results of the study will confirm the need to develop the proposal. It will verify that the structure will not only onl y be beneficiary to the Filipino seafarers but also the government and the Filipinos who are also into the maritime industry.Through intensive research, important data are also expected to be learned by the researcher and provide a more realistic proposal. This project will be of huge significance to the improvement of the flow of the processing of papers of the seafarers. It will also provide the proper and necessary accommodation when

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they wait for their papers to process. There shall be no more long and ridiculously ridic ulously overnight lines that will be discussed later. The project will not cause significant, negative changes in the vicinity; one of which is traffic congestion. The project will not cause any major traffic congestion since, according to the conducted survey, most of the target users do not have h ave vehicles and therefore rely on public transportation only, which shall be provided proper and adequate drop offs in the Site Development Plan. The site is also away from intersections w hich are critical points to traffic  jams. In brief, this project can greatly improve the wellness, self-esteem, education, skills, and over all well-being of every Filipino Fili pino seafarer. I.1.8 Conceptual Framework 

I.1.9 Definitions of Terms Maritime – Maritime – of or relating to sailing on the sea or doing business (such as trading) at sea Seafarers - A sailor, seaman, mariner, or seafarer is a person who navigates waterborne vessels or assists as a crewmember in their operation and maintenance. I.1.10 Acronyms MARINA – MARINA – Maritime Industry Authority DOTC – DOTC – Department of Transportation and Communication POEA – POEA – Philippine Overseas Employment Administration STCW - Standards of Training, Certification and Watchkeeping NMP – NMP – National Maritime Polytechnic SOLAS – SOLAS – Safety of Life at Sea SOP – SOP – Standard Operating Procedure

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SIRB – SIRB – Seafarer’s Identification and Record Book  TUCP – TUCP – Trade Union Congress of the Philippines CHAPTER I.2 REVIEW OF RELATED LITERATURE AND STUDIES I.2.1 Related Literature Marine deck and engine licensure exams to be headed by MARINA Last March 2014, MARINA administrator, administrator, Dr. Maximo Q. Mejia Jr. confirmed that through the approval of Republic Act No. 10635, the authority of conducting licensure exams for marine deck and officers has been transferred from the Philippine Regulatory Commission (PRC) to the office of MARINA. R.A. 10635 was signed and approved by Rep. Jesulito Manalo, Angkla party- list representative, Senate President Franklin Drilon and President Benigno Aquino. It was stated in the law that, tha t, “all powers, duties and functions of PRC on examination, licensing and certification system for marine deck and engine officers as provided in RA No. 8544, otherwise known as the

Philippine Merchant Marine Officers Act of 1998, shall henceforth be exercised by MARINA.” The implementing rules and regulations will be issued six months from the day of its implementation which marks on September 2014. The act aims to establish MARINA as the single and only maritime government office to practice its responsibility to its fullest extent. COA requires MARINA to have its own building, as office rentals ballooned to P368M

Fig. 1 – 1 – Parkview  Parkview building that houses the MARINA office

The Commission on Audit questioned the rental fee of Maritime Industry Authority (MARINA) as it ballooned to the amount of P368 million pesos from the start of its office since 1974 up to March 2012. MARINA is renting five floors of the former Masagana Superstore in Parkview building located at Taft avenue. It started renting with only one floor in 1974 wherein the annual rental fee costs P 1.484 million with an imposed ten percent increase every year. Their office have to be relocated in its current location due to the fire that hit MARINA in their former office in PPL wherein they spent P93 million pesos for leasing from year 1974 to 2007. Since the incident happened, MARINA has transferred and continued their work in the Parkview building where it also houses the Metropolit an Trial Court, Savemore supermarket, a maritime training center, a lotto outlet, cellphone store, bakery and a used clothing store.

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The memorandum that was addressed to the MARINA Administrator reads that with the total amount of money the department spends for renting, MARINA could already have a building of their own. Filipino seafarers leads the world marine community with 35-40% account With a number of 400,000 Filipino seafarers deployed at sea, Philippines topped the chart as the country with greatest number of seamen. The Filipino seafarers continually increases the money that they sent home to the country which is estimated to be $2.501 billion. According According to Trade Union Congress of the Philippines (TUCP) secretary general and former Senator Ernesto Herrera,

 “Foreign employers find Filipino sailors quick learners, and easier to train compared to other nationals. This may be due to their superior instruction here, apart from their ability to understand English.” This just shows that the Filipino seafarers are well -competitive in the industry and are flexible kind of workers. This statement from Senator Her rera also shows that the maritime schools and training centers are still in line in world-class stand ard of maritime training. With these number gathered, it is in right term to provide world-class facili ties as a vital element in the value formation of world-class seafarers. Filipino seafarers’ letter to the President

The Philippine maritime community raise their voices on calling out President Benigno

Fig. 2 - Ralliers infront of MARINA

 Aquino’s attention regarding the incompetence of MARINA. The United Filipino Seafarers (UFS) leads the complaint in behalf of over 400,000 Filipino seaman who had enough of the low quality facilities of MARINA and as well as its management. One of the things that they pointed out is the hardship they experience in getting certificates and other legal documents which acquires at least two days. With the great amount of money that they bring to our country, these group of 

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

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MARINA being sued for long lines

Fig. 3 – 3 – Filipino  Filipino seafarers sleeping outside MARINA

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

Remittances from Filipino seamen to hit $5.5B

TUCP gave a new statistics showing the increase in the amount of remittance being brought to our country by Filipino seafarers aboard foreign vessels. From the previous $2.746 billion, the remittances showed up to be 8.84 percent higher than last year, expecting it to hit $5.5B until the end of 2014. Remittances from Filipino seafarers increased twice compared to the land based Filipino workers abroad. “From January to June, Filipino seafarers sent home $223 million more than last year and the growth was due to boost in hiring,” TUCP said in a statement. TUCP stated that most of the Filipino sailors were deployed to the United Kingdom, Germany, Norway, Greece, and the Netherlands. “Some of the increase may also be attributed to rising inflation here at home,

prompting sailors to send more money to their families to enable them to cope with the surge in food and other consumer prices,” TUCP noted. The top 10 sources of remittances from Filipino sailors in the first semester of 2014 are as follows: the United States ($1.326 billion); the United Kingdom ($237.583 million); Germany ($194.844 million); Norway ($183.529 million); Japan ($149.295 million); Greece ($141.452 million); Hong Kong ($123.084 million); Singapore ($110.194 million); The Netherlands ($45.726 million); and Italy ($23.511)

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I.2.2 Related Studies/ Projects Local Far East Maritime Foundation, Inc.

Fig. 4 - Simulation Room

The Far East Maritime Foundation, Inc. was established in year 1992 with its goal to provide high standard training and facilities as an aid in the formation of world-class seafarers. The company started with one room to start providing maritime training services which later on expands south through its first branch in Cebu, making it the first training center in the country’s south. Far East in one of the pioneer maritime training centers in the Philippines which has two locations, one in Manila and the other in Cavite City. Their training center in Manila focuses more on lectures and indoor training sessions such as simulation and first aid training. It also includes lecture rooms and their main office. On the other hand, Far East Cavite branch provides training facilities for SOLAS training (Safety of life l ife at sea training) which is more on o n outdoor activities. Their Cavite branch happens to be located near the sea which made way for the company to expand their training program. Far East Maritime Foundation, Inc. acquired ISO 9002 certification from BVQI in year 1999 and was given a re-accreditation in year 2001. It also has its promotion in years 2003 and 2008.

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Fig. 5 - Outdoor pool Far East offers outdoor trainings wherein students, mostly maritime students and seafarers, are asked to do SOPs when in water. A swimming pool, which is a more controlled and safe training facility than an open sea training, is built together with other training equipment. This kind of training is called as SOLAS which is undertaken by anyone in the maritime industry in an interval of five years.

Fig. 6 - Lecture rooms

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

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National Maritime Polytechnic

Fig. 7 - NMP Administration Building

Fig. 8 - NMP Training Building

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

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Fig. 9 – 9 – Along  Along Maharlika Highway This is a closer picture of NMP’s entrance wherein the first building buildi ng to be seen is the agency’s administration building. Most o f the spaces in this building are the offices wherein documents and certificates are being processed. NMP is a closed community wherein the buildings are divided from the offices, training complex, and maritime institute.

Fig. 10 – 10 – NMP  NMP Administration building facade

National Maritime Polytechnic has a wide range of responsibilities when it comes to the Philippine’s maritime industry. The agency is divided into three major tasks: assessment, training and research. In order to make a full work potential, the agency was put into a closed and controlled community wherein buildings are divided according to its task which makes it convenient to both employees and clients. NMP is the only government agency that provides complete maritime training facility including open sea trainings. The agency is in cooperation with TESDA, PRC and MARINA-STCW Office, the same agencies that is related to MARINA.  According to NMP, a branch of the office was establish in Manila in order to give convenience to the Filipino seafarers who would like to be catered by their agency however, their office in Manila provides a limited facility compared to their main of fice in Cabalawan, Tacloban City.

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Fig. 11 – 11 – NMP  NMP Simulator room

Fig. 12 – 12 – Seafarers  Seafarers undergoing training in the simulator room

 All seafarers gets a chance to be inside a simulator room. The simulator room is a resemblance of a ship’s control and navigation room wherein most of the tracking devices, direction preferences, ship’s status and other navigation equipment are placed. In this training, seafarers are trained on how to navigate the ship even under circumstances and to teach them how to operate the equipment in the room. Flat screen televisions are placed around the wall of the simulator room where it shows a scenario like that in the sea. This interactive scenes are being controlled by the training instructors to test the seafarers.

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Fig. 13 – 13 – Open  Open sea training at NMP

Fig. 14 – 14 – Training  Training Facility of NMP  As shown in figure 12, NMP NMP is located near near the San Juanico Juanico bridge which which is a main main and famous transport mode in Tacloban City. This just shows on how convenient and accessible is NMP especially for the clients who are only new to the area. The open sea training in NMP is done in San Pedro and San Pablo Bay which is extends until Marabut, Tacloban City. Open sea trainings such as open fast rescue boat training are done every five years for every seafarers.

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Foreign Singapore Maritime Academy – Academy – Singapore  Singapore Polytechnic

Fig. 15 - Engineering Workshop room

Fig. 16 - Machinery Simulator room The Machinery room shows a resemblance of a ship’s engine and machiner y room. Through this, students and trainees will wil l be able to be more familiarize to the th e different equipment, making them more competitive in doing their work at sea.

Maritime industry also includes maritime engineering wherein most of the people in this field are in charge of the ship engine’s mainte nance, navigation and upgrading.

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Fig. 17 - Marine workshop room

The Singapore Maritime Academy was established in 2 000 as the product of the merging of Maritime Technology and Transportation Department of the Singapore Polytechnic and the National Maritime Academy (NMA) of MPA. It is mainly concerned on the maritime industry’s key areas in navigation, marine transportation and marine engineering. SMA offers advanced facilities and spaces to comply with the courses cour ses they offer to the people. This Th is makes SMA as the pioneer in offering maritime services in Singapore. Si ngapore. Some of the facilities created in the t he SMA building are the Engineering workshop room, machinery simulator room, marine workshop room, Thermodynamics laboratory, Full bridge simulator room which are all of world-class standard and are not being offered in all training centers.

Fig. 18 – 18 – Simulator  Simulator room

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Fig. 19 – 19 – Maritime  Maritime Gallery

The function and work of Singapore Maritime Academy or Singapore Polytechnic is somehow similar to the National Maritime Polytechnic of the Philippines. They are also in-charge in assessing, research and training their countrymen who are in the maritime industry. indu stry.  Australian Maritime Safety Authority, Canberra

Fig. 20 - AMSA Building Facade

The Australian Maritime Safety Authority (AMSA) was established in 1990, and governs and oversees the shipping fleet and management of Australians international maritime obligations, these obligations may are providing operation and maintenance as navigation aids. It also ensures safe operation of vessels on Australian territory. Part of its obligations too is to administer certification of seafarers and provide maritime distress and safety communications network. Some of its other functions are rescue operations and other functions that are legislative in nature. In summary, functions of the AMSA are both field operational and officebased in nature.

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Fig. 21 – 21 – AMSA  AMSA Search and Rescue Office

These offices require equipment that aid marines in navigation and guiding cruising ships.  Also, part of the functions are for the registry of seafarers; spaces that are adequate for the accommodation of seafarers that are to register must al so be considered. On the other hand, the other function of the AMSA can be dismissed; as a field operational station, for the main function of the proposal in this study are for office-based functions in nature only. However, AMSA is more dedicated in the maritime safety which adds another department in their office, the search and rescue department. Equipment in this office are provided to full monitor seafarers’ state while at sea as well the ships. In the recent MH3 70 loss, AMSA was one of the offices that cooperated in tracking the lost plane. CHAPTER I.3

RESEARCH METHODOLOGY 

I.3.1 Research Design

This study is designed to provide a representation of feedback of the concerned individuals to support the proposition for need of the study.  A combination combination of methods to to derive a credible credible and authentic authentic result result was used by the researcher for this study. These methods are survey, case study, interview and research of facts and figures. Random sampling was applied in most of the method one of which is for the method of survey. The researcher picked 50 respondents as a representation of the entire population of the concerned individuals with the same variable that is their involvement in the Philippine maritime industry. Moreover, the researcher also conducted a case study as a strong support to the first method that was used, which presents empirical evidenced such as photo documentation. This method made the researcher familiar with the spaces that is present in the current MARINA building. I.3.2 Population Sampling

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

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Table 1 Respondent’s grouping and population 1 2 3 4 5

Seafarers Maritime Students / Graduates MARINA Government Employees Maritime Training Center Owner / Employees Maritime Manning Agency Owner / Employees

36 16 4 3 3

TOTAL

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I.3.3 Research Instruments The researcher used a questionnaire that is divided into three parts for three different types of market. The first part contained questions that are only intended to be answered by seafarers, maritime students, graduates and others who works at sea. The questions dedicated for the first type of market are made to know their experience as a client of the MARINA office, and to know how the arc hitecture of the building affects the process that they undergo every time they visit the office. The second part of the questionnaire intends to find out the planning of training centers based on the employees and owner’s feedback regarding its spaces. Since the proposed new

MARINA building will allot leasable spaces for training centers, the researcher had to know the standard spaces that are needed for a properly planned training center. The last part of the questionnaire is made to know the working experience of the MARINA employees in its current building. As the main users of the building, it is of much importance to know which departments are lacking proper spaces and planning which can highly effect the work performance of ther MARINA employees. The questionnaire was executed in two ways, the face-to-face survey and an online survey. Out of the two ways of how the survey was given, a greater number of response were collected from the face-to-face survey. It is due to a greater market present in a si ngle setting that a greater number of data was collected rather than a selected market through the online survey.  Apart from the questionnaire, a site visit was also conducted by the researcher. In the said visit, the researcher personally see the spaces of the current building and made an assessment on each in line with the proper planning of spaces. Pictures were gathered as a proof of the existing conditions of the MARINA building which is vital in further assessments and process of this study. SUMMARY OF FINDINGS AND ANALYSIS CHAPTER I.4 I.4.1 Presentation of Collected Data

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Fig. 22 – 22 – Masagana  Masagana Superstore

The figure above shows the old function of the Parkview building as a supermarket which was called the Masagana Superstore. This shows t hat the building was designed for commercial purposes that is not in line with its current use as the MARINA office. Presently, MARINA is renting the building with a monthly rental of PHP 3.50 million. Case Study

Fig. 23 – 23 – Façade  Façade of MARINA bldg.

Located along Taft avenue corner Kalaw St., Manila is the Parkview building, a commercial building wherein one of its tenant t enant is the agency of MARINA. Far from its i ts previous use, the Parkview building now houses the Metropolitan Trial Court, a supermarket, fast food chain and commercial stalls. Those listed are the facilities and offices that seizes the office of MARINA therefore, like the other tenants, limit its full potential for being an ideal working space.

Fig. 24 – 24 – Along  Along Kalaw Street

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

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Figure 15 shows the congestion that happens every day in front of the MARINA office. People who wants to enter the premises would fall in line for bag inspection which results to congestion that reaches the outdoor part of the office. Outside of the office are also full of people who stands while waiting or smoking under the provided shed of the building, another cause of congestion. The main door which is the one on the left side in the picture, is not enough for the volume of people that enters the office. This also goes the same for the main egress of the office which is right beside the main entrance. These two doors are the only entry and exit points provided for the public to use. Fig. 25 – 25 – Main  Main entrance of MARINA

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

Fig. 26  Lobby of MARINA  – 

Fig. 27 – 27 – Third  Third floor of MARINA building

On this part of the building, different diagrams and noti ces are being posted and placed which implies that this area is the information area of the building. Due to improper placement and lack of planning, this area also tends to produce congestion that starts to block the way of those who transports from the third to the fourth floor as the stairways are located just beside the information area.

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This image above is a photo taken inside the MARINA’s Human Resource Department office. This shows a low headroom clearance that is also present in the t he other areas of the building. Low headroom clearances can produce accidents which can result for the users of those area to be hurt.

Fig. 28 – 28 – Inside  Inside the  Administration Department

Figure 19 shows an image of the researcher while using one of the escalator that is present In the office, with the large volume of people that visits the office and uses the escalator and stairs to transport from one floor to another, the researcher find these stairways to be insufficient therefore leads to congestion and, if ever, serious accidents in case of fire and other emergencies.

Fig. 29 – 29 – Escalators  Escalators in MARINA office

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Fig. 30 – 30 – Fourth  Fourth floor diagram

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

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

Fig. 31 – 31 – Manpower  Manpower Development Office

Manpower Development office is located at the 5 th  floor of the current MARINA building.  According to MARINA, this department receives the highest number of people that they cater on a daily basis. They were also planning to relocate relo cate this department to give way for the t he new authority that was given to them by PRC/TESDA. The figure above shows the great volume of seafarers who are waiting and processing their papers to complete their SI RB. SIRB or Seaman’s Book contains the record of all the professional experiences and accreditation of every seaman.

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Fig. 32 – 32 – Administrator’s  Administrator’s Office Office

The Administrator’s office is located on the 4 th floor of the current MARINA office. This is where the administrator, Dr. Maximo Q. Mejia Jr, took his office. As shown in the figure, the division of tables and offices are only done by placing cabinets and tables because the office has an open type of plan, which is ideal for commercial purposes. The placement of exhaust fans inside the office only proves the lack of adequate ventilation in the t he area.

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This image is taken in another department of inside MARINA. Due to the high volume of clients that they t hey serve, and the lack of space, clearances for proper seating are being sacrificed, which can add to the agony of the people sitting and waiting for hour

Fig. 33 – 33 – Waiting  Waiting Area

Shows the lack of chairs versus the number of the people being catered. The flooring of this office is also unfinished and is not suitable for an office space that caters a large volume of people.

Fig. 34 – 34 – 7  7th flr waiting room I.4.2 Need Analysis Through the data gathered by the researcher, a need analysis was produced. From the different methods performed, the researcher has determined all of the problems regarding space adjacencies, physical attributes, and insufficiency insufficiency and lack of other ot her necessary spaces and facilities.

 As a result, the data indicates the researcher to focus on the following matters: Since the root of all the problems in the process of papers is the incorrect adjacencies of the offices inside the existing MARINA, there is a need to rearrange the offices in the proposal so as to give way to a smooth flow of the processing of papers Included in the survey below is the response of the respondent seafarers that they would very much like to have a training facility already inside the MARINA building, and so there is a need to include new facilities that can be used for training purposes. -

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 Also, as discussed in the related study and the survey, processing of the documents can take overnight with the number of seafarers that come by every day, and that most of these seafarers are from provinces not from Metro Manila, that is why there is a need to include affordable accommodation facilities should there be a need to stay longer.  As a response to the t he current environmental issues, there is also al so a need to design the building inclined to the environment and sustainability through concepts and methods in green architecture.

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I.4.3 Qualitative or Quantitative Analysis

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

RESPONDENT'S AGE 15-20 y.o

21-30 y.o

31-40 y.o

41-50 y.o

51-60 y.o

Fig. 35 - Age

GENDER Male

Female

Fig. 36- Gender

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RESPONDENT'S ADDRESS Living w/in Metro Manila

Living outside Metro Manila

Fig. 37- Address The respondent’s age are divided into five age brackets wherein majority of them ages 2130 years old followed by 15-20 years old and a very high percentage of male respondents wherein most of are living within Metro Manila.

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

Adjacency of Spaces

Parking Space

Security

Organization of lines

Enoguh entry/exit points

Maintenance of facilities

Fig. 38 - Respondent’s rating

Based from their experiences in visiting the current MARINA building, the respondents were able to give a rating on the following criteria. The criteria criteri a given were a way to know how well the MARINA office was able to provide the proper security, comfort, spaces and facilities to the people they are serving.  As shown from the data above, it is very clear to that the respondents have a high rating for the security inside the MARINA office. This indicates that they are comfortably safe while inside

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the office. Second highest rating was the organization of lines wherein the respondents were asked if they find are satisfied on how the MARINA handles the long lines in the processing of the respondent’s concerns. Maintenance of facilities was third in rank with the highest rating, the respondents were asked on this part if they see all facilities in its good working condition as they visit the office. It is followed by the criteria for enough provision of entry and exit points, this criteria was asked to know if there are any congestions in the entry and exit points p oints of the office which can lead into serious problems. On the t he other hand, out of the seven criteria, three of which are given a rating that is below fifty percent. These are adjacency of spaces wherein the respondents were asked if they see a reasonable placement of offices as a person who processes papers which includes going to different offices. Second least and also below fifty percent is air ventilation, respondents were asked if they feel comfortable while inside the office or if they find it too hot which is not good in serving clients. Lastly, rating below thirty percent is the parking space, wherein respondents were asked if they find enough parking spaces provided by the MARINA office and if it is well-secured.

During your visit, how many hours do you stay at the office? More than 24 hours

12-24 hours

6-12 hours

Less than 6 hours

Fig. 39 – 39 – Hours  Hours the respondents consume while at the office

Majority of the respondents say that during their visit in the MARINA office, they were able to consume less than six hours inside the office while waiting or reporting for any update on their concerns. Forty percent of the respondents somehow says that they are able to consume atleast six to twelve hours as they visit the office which is already quite a long lo ng time. However, some respondents told the researchers that there are t imes wherein they experience to wait more than a day before all their concerns are properly processed.

28

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

Canteen/ Food Stores

Parking Area/ Outdoor areas

Along the corridors

Fig. 40 – 40 – Pulse  Pulse on the most comfortable place to wait

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

If training facilities will be provided in the new MARINA center, will you avail their training programs? Yes

No

Fig. 41 - Provision of training facilities

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

29

Will you undergo training programs in the training centers located inside the MARINA office? Yes

No

Fig. 42 - Seafarer’s pulse on training under MARINA

Similar in fig. 28 , the respondents also showed a high rate that they agree if there would be training centers located in the proposed MARINA MA RINA office as most of them want a one-stop building for all their training traini ng matters. They showed a positive feedback in being a possible market for the training centers that will be leasing in the proposed MARINA office.

If no, then why?

Category 1

10%

0%

20%

30%

40%

50%

60%

70%

80%

90%

Affordability/ Price

Location/Convenience

Incomplete/ limited facilities

Few training centers to choose from

100%

Fig. 43 - Seafarer’s pulse on training  As some respondents are are not interested for in registering, showed showed above are the reasons reasons for their response wherein most say that if training centers will be leasing under the MARINA office, it would be of high possibility that prices for enrolling in training programs will increase. However, it also showed that they see a limited facility in the current MARINA office that is why they would prefer to enrol to the training centers that are well-equipped in giving trainings and seminars.

CHAPTER I.5

CONCLUSIONS AND RECOMMENDATIONS

1.5.1 Conclusions

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

30

1.5.1.1 based on the analysis and data collected from the previous chapters, there is a need for creating the proposal due to the following reasons: 1.5.1.1.1 The ballooning amount of MARINA’s leasing fee for its office space shows the practicality and the high need of the department to have its own office building that is dully designed to fit office works and properly serve ser ve its clients. 1.5.1.1.2 Most of the clients of MARINA are seafarers who travels to different places in order to complete their trainings and certificates, the clients however would like to have a structure that could provide a complete training facility for them that would also be near to the main office of MARINA. 1.5.1.1.3 Since MARINA is only leasing a part of an old department store, therefore is only suitable for commercial purposes and not for office use that the department needs. 1.5.1.1.4 With the new authority given to MARINA, in facilitating licensure exams, it is therefore greatly needed to produce examination rooms under MARINA in order to execute their authority properly. 1.5.1.1.5 Since, Philippines ranks first as the country with the highest number of seafarers that is being deployed throughout the globe, provision provisi on and support of the government for proper facilities and services must be improved and must also comply the international standards. 1.5.1.1.6 The inclusion of training facilities and leasable spaces for manning agencies will be beneficial to both MARINA and its clients. 1.5.1.2 In general, there is no architectural provision that functions correctly as a department of the government that shall serve the marine sector of the Philippines. 1.5.1.3 A 1.5.1.3 A stacking design in a government office is not advisable since most most of the people are processing papers requiring them to transfer to different rooms. 1.5.2 Recommendations

Based on all the data gathered and conclusions given, is highly recommended that there be a major replanning and rearranging of the spaces inside the existing MARINA according to its function. Also, it is recommended that each office be studied individually. The behavioural analyses of each office involved in processing papers are of course different from each other, and therefore require different sets and sizes of spaces. A study on the intern al circulation of each office is recommended aside from studying the correct sequence of t hese offices that would offer a much smoother flow in terms of paper processing.  Also, backed up by the survey, it is recommended that there be an accommodation facility for the target users/seafarers and so a capsule hotel is proposed. As another recommendation, there are other facilities that offer the same function as a capsule hotel does It is recommended by the researcher that these be studied and compared with the capsule hotel so as to determine which would be more ideal in terms of cost and practicality. There are also other methods in determining the spaces required other than a survey and a case study. An interview with a person highly familiar with the system, organizational chart, and circulation of the spaces would be greatly ideal but since due to time constraint of the requirements of setting an interview with the head of MARINA, the researcher was not able to conduct an interview. And so it is recommended by the researcher that requests such as these be submitted prior, by months, so that these requests can be duly noted and processed by the proper personnel leading to a successful interview.

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Part II.

RESEARCH FOCUS

Chapter II.1 RATIONALE

The Earth Summit and the Kyoto Protocol are conferences held by the United Nations on 199 2 and 1997 respectively. These are all environmental awareness regarding climate change and the growing scarcity of potable water. Countries like Canada, USA, Japan, Philippines, and many more have signed and agreed to comply with t he advocacy of these programs. Canada, USA, Japan, and even Singapore now design most of their buildings with a more sustainably inclined design, only the Philippines is the country left that does not comply with their signed treaty or agreement since 1992. Sooner or later, the Philippines will be required to design its buildings accordingly; towards a Green, Sustainable Design. On the other hand,  “MARINA 2016: A premiere maritime administration in Southeast Asia propelling the Philippine maritime industry to global competitiveness .” This statement serves as the vision of Maritime Industry Authority as published in their official website. It clearly states how MARINA would likely to be in 2016 and also shows t he improvements needed in the department to fully accomplish their set mission. There are three descriptive words in their mission statement that gives a glimpse of what the department wants namely, premiere, propelling and global competitiveness. This three terms just shows that the department wants a boost in their system and office. It is therefore properly timed to produce MARINA their own structure that will improve the working potential of the department and to accommodate the future authorities it shall serve. MARINA located in Kalaw St. Manila serves as the main office which indicated the high rates of clients it serves on a daily basis and the complex tasks it executes being the head of all MARINA, the only government sector that certifies, accredits, awards and licences all that is under the Philippine’s maritime industry. Aside from the proposed MARINA central office, additional spaces and facilities will be added to the site which is in response to the t he mission held by the agency. These spaces and facilities for maritime training will be leasable to any accredited manning agency or training center, which can give them and their clients a more convenient, complete comple te and accessible training place.

Fig. 44 – 44 – Seafarers  Seafarers sleeping in the parking area of MARINA

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

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Chapter II.2 PRINCIPLES PRINCIPLES AND RELEVANCE TO THE PROJECT

 According to Arch. Ken Yeang, Sustainability has many principles or strategies for a green building. Some of these are eco-mimicry, seamless + benign bio-integration, green certification, bio-simulation, urban biosphere reservation, retrofitting, and many more. Green certification for example, is a program held by green advocates such as the Building for Ecolo gically Responsive Design Excellence (BERDE). BERDE has guidelines for materials and building systems and accredits a building if it is worthy of a green certification or not. It is checked annually if the building still complies with the requirements and in faili ng so will cause the withdrawal of the green certification.  Another principle would be retrofitting. It is the act of incorporating new, either simple simple or sophisticated, technologies or systems into an existing, and at times, old buildings. Retrofitting came about from environment awareness; the need for sustainable green structures in hopes of countering the inevitable future of overloaded brownlands and lack of certain supplies. As an example, retrofitting a structure can renew its water utilities, recycling grey water for a repeated consumption, saving liters of potable water in the process. Yet, doing so would either nullify the use of the already existing pipe lines of the structure, or would require the installation of complex piping and addition of tanks or cisterns, or both. Obviously, it would be costly, but it is an investment for the betterment of the environment and for the users of the structure. str ucture. As the common advocacy of green advocates go “The greenest building is the one already built” it would be much ideal to retrofit the old building in Kalaw but since it is proven that there is a need to build a new facility, the priorities must be weighed and so there is a more dire need to build a new facility than to retrofit the old building in Kalaw, as justified before with supporting data. Going back to MARINA matters, The Philippines is titled to be the first in line when it comes to maritime manpower. Based from the data, 4 0 % of seafarers came from the Philippines, giving the country 5.5 billion dollars of remittance, a strong proof that the maritime industry is hands a big help in our economy. In response to it, this proposal seeks to find ways to iimprove mprove the Philippine’s standing in the maritime industry and our fellow countrymen who are our front liners in the industry. The idea for this proposal is to produce a central office for The Maritime Industry  Authority and introduce an improved and global standard of training facility for the Filipino seafarers. The main focus for the central office is to provide a systematic and scientific adjacency of spaces as well as the enhancement of main public areas. As the agency operates at least 10 hours a day and five times a week, incorporating sustainable designs . Moving on, capsule hotels as seen in Figure 45 originated in Japan in 1979 by Arch. Kisho Kurokawa, according to gizmag.com. These are usually two stacks of “capsules” that are usually 1.00 x 2.00 x 1.25 meters in dimension. Capsule hotels are solely for sleeping only, other facilities such as toiletries and locker rooms are common and are separate. Since most hotels offer rates based on square meter, quality, and amenities, a capsule hotel would be much more ideal for a sleeping quarter in the proposed new MARINA building. Fig. 45 – 45 – A  A capsule hotel in Osaka, Japan

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Chapter II.3 APPLICATION TO THE PROJECT

 As mentioned before, a green and sustainable design would sooner be a must here in the Philippines, and so the project will adhere to the advocacy of green architecture. Since the project is majorly a government office, it operat es mostly at daytime and therefore shall be planned accordingly so as to maximize daylight while not compromising circulation. The project shall be so oriented with proper orientation to the sun path and prevailing winds to maximize natural energies and forces. The project will also include the recycling of grey water since it is an office used by thousands of people per day, doing so can save hundreds of liters of potable water from sanitation purposes alone.  Also, since the main issue here is the overall system that is brought about by inadvertent planning of the current office, another research focus would be a thorough study and plan of the office spaces that can lead to t o a better system and flow of the users. Lastly would be the incorporation of the capsule hotels in the proposal for the seafarers especially those who are from provinces. A capsule hotel would be ideal since its only function is for sleeping and resting purposes and no other. It would be cheaper than renting any hotels in the vicinity.

Part III. III. SITE IDENTIFICATION IDENTIFICATION AND ANALYSIS Chapter III.1 SITE SELECTION PROCESS Criteria for Site Selection

Site Selection is a critical aspect to be well thought-out when planning a development for a government agency in view of the fact that it can greatly impact and affect af fect its users as well as the development itself. Due to unavailability of established site selection criteria, the following are site criteria based on the case studies conducted: -

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

34

Site Option Description

Fig. 46 – 46 – Site  Site option no.1

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

The site has a total area of 10 hectares, making i t a good option for horizontal horizo ntal development and expansion The site’s adjacency to the sea can be used to expand and improve the training facilities that will be developed in the proposal The site is near Manila and the location of previous office of MARINA

Weakeness: -

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

Opportunities: -

The distance of the site from commercial developments is quite far, which can give an opportunity for commercial spaces for the users’ convenience The proposed structure being located on the site can increase the number of people who goes to the area, which can make the t he area bring back its life

-

35

Threats: -

The site is beside an abandoned building where dogs are put to guard it this makes it dangerous for the people who will be staying near it The site is considered as a coastal area; high susceptibility in flooding

Fig. 47 – 47 – Site  Site option no.2

Site option no.2 is bounded by four different roads in all of its it s side. The lot is owned by the government, vacant and is located in Pasay C ity. Strengths: -

The site is connected to roads which makes it accessible The site is adjacent to a Diosdado Macapagal Blvd., which is considered as a major road The site is near other government offices like Department of Foreign Affairs and GSIS Public vehicles travel along the roads that bounds the t he site, making it convenient for commuting clients and employees The site is relatively flat which is ideal for offices The site is near a commercial complex with transport terminal The site is a regular shape which gives a more convenient planning and division of spaces The site is near Manila and the location of previous office of MARINA

Weakness: -

The site’s future could only expand vertically due  to small lot size

Opportunities: -

The proposal can introduce cheaper quarters for the clients who are living outside Metro Manila since the nearby hotels are expensive Families or even the clients themselves, can use the adjacency of the site to SM Mall of Asia while waiting for their concerns to be catered by the office

36

Threats: -

The site is still a part of a reclaimed land

Fig. 48 – 48 – Site  Site option no.3

Site option no.3 is bounded by three thr ee major roads in Pasay City namely EDSA E DSA Extension on the north side, side , Roxas Boulevard on its eastern part and Disodado Macapagal M acapagal Boulevard on its west. Strengths: -

The site is connected to roads which makes it accessible The site is near other government offices like Department of Foreign Affairs, Public vehicles travel along the roads that bounds the t he site, making it convenient for commuting clients and employees The site is relatively flat which is ideal for offices The site is near a commercial complex with transport terminal The site is at least 5 hectares in land l and area The site is near Manila and the location of previous office of MARINA

Weakness: -

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

Opportunities: -

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

Threats: -

There is too much vehicular and foot traffic surrounding the site

37

-

The site is adjacent to a small channel of water which makes it susceptible t o flooding

Site Selection and Justification

Site no.2 is selected as the most ideal site for the proposal because of the strong and numerous advantages that it can offer for the proposal. Despite its weakness and threats which is considered to be minimal compared to the t he two other site option, the its strengths and offered opportunities overpowered it. Chapter III.2

SITE EVALUATION AND ANALYSIS

The Macro Setting Introduction to Site

The City of Pasay, which is coined as the “Travel City” is the third smallest political city in the National Capital Region and fourth for the whole country. It is bordered by the City of Manila to the North, Makati and Taguig City to the northeast, Paranaque to the South and Manila Bay to the western part. Despite of the city being one of the smallest political city, Pasay City shows a quick improvement in being an urban city. The City is known for the Bay City wherein a part of the Manila Bay was reclaimed. There are also a number of attractions and historical landmarks in the city that makes it as one of the city to go to t o for tourists. Fig. 49 – 49 – Location  Location Map of Pasay City

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Economy

 After four decades of rapid urbanization, Pasay City is now transformed as one of the important sector in the urban center. The city houses the headquarters of most of the leading airlines and the main airport terminal of the country. There are also government offices o ffices that resides in city namely Department of Foreign Affairs, A ffairs, Senate of the Philippines, Department Depart ment of Trade and Industry and other public agencies. Through the relatively flat terrain and strategic location, the city has the capacity to absorb a large population and intense commercial enterprises. A feature that could work along with the expansion of the city through the reclamation of lands along Manila Bay wherein wherei n a part of the bay has already been reclaimed to house large prominent landmarks and national government offices. History Pasay’s historical past can be traced back to 1 863. It was first known as the town of Pineda and was incorporated into the Province of Rizal at that time. Antonio Dancel was the first appointed provincial governor while Pascual Villanueva stood as the City’s first president. On  August 4 1901, the town revert to its original name, Pasay, through a resolution. After two years, the pueblo of Malibay was added to Pasay, with a population of 8,100, the city was placed under the fourth-class category.

Through the offer of Pasay Real Estate Company, residential lots were made available for the leasing of foreign investors as the friars landed in the city to make a subdivision. Through the continuous progress, telephone lines, telegraphs and postals were installed as well as the establishment of the Philippines Savings Bank. It was in 1907 that a first-class fir st-class road connecting Pasay to Camp Nichols was completed. It was then followed by other road constructions including the old Avenida Mexico, now known as Taft  Avenue extension. Linking the city to Intramuros, Escolta, San Miguel, San Sebastian and San Juan, so called tranvia or electric st reetcars were launched by the city’s government. Real estate in Pasay was cheap before. Much of the bayside area, now known as the bay city, were swamps but the American soldiers were quick to seize the opportunity to develop it into residential areas and by 1918, Pasay already had a population of 18,967. World War II broke out on December 26, 2941 where MacArthur issued a proclamation declaring Manila and its suburbs including Pasay an open city. cit y. Many residents of Pasay joined the resistance during the Japanese occupation. There were people who were born and residing in Pasay that stood up and helped the city to be exempted from the capture but in October 14, 1943, Japan proclaimed the Second Philippine Republic which was also the time when Pasay residents started to leave the city because of the worsening food shortage.  After MacArthur fulfilled his promise to return and helped the Philippines, the Greater Manila Area including Pasay city was recovered and rebuilt. Not long after the decree given by Ferdinand E. Marcos, the Metropolitan Manila Commission and the Department of Local Government instructed Pasay City to create its own barangays. Mayor Cuneta start ed the creation of 487 4 87 barangays and was later trimmed down by Secretary Jose Rono of the Department of Local Government. In the middle of 1997 Vice Mayor Wenceslao "Peewee" Trinidad took over the rei ns of government from an ailing Mayor Pablo Cuneta. Mayor Cuneta was the Chief Executive of o f Pasay City for thirty-seven years and served between the years 1949, when he was appointed appo inted city mayor by President Elpidio Quirino, and 1997. The onset of globalization in the 1990s 199 0s has drastically changed the country’s economic landscape.  Amidst all these changes, the city of Pasay has the opportunity to become become th e country’s next important center of business, trade, and commerce. This, however, must be ac hieved through the

39

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

The city of Pasay occupies 18.50 square kilometres (7.14 sq mi) of land which marks it as the third smallest political city in the National Capital Region. It lies in the western section of the Manila Bay and is divided into three main areas: the urban area of the city which is composed of an area of 5.505 square kilometres (2.125 sq mi), the Civil Aeronautics  Administration Complex, including the Ninoy Aquino International Airport, Villamor Air Base, with an area of 9.5 square kilometres (3.7 sq mi) and the reclaimed area of Manila Bay with an area of 4.00 square kilometres (1.54 sq mi). Pasay is composed of seven districts that is partitioned into twenty zones, with a sum of 201 barangays. The barangays in Pasay City are not designated with names instead, numbers. Zone 1 shows to be the smallest zone with an area of 10 he ctares (25 acres), which covers Barangays 1 to 3 and as well as Barangay 14 to 17. The Micro Setting

Fig. 50 – The  – The Site

The site is located in Pasay City specifically in the Manila Bay Reclamation area. The site is approximately 2 hectares in land area. It is facing both Diosdado Macapagal Blvd and Metro Bank  Ave. The site can be reached by foot from the public transportation terminal located at SM Mall of  Asia. The soil of the site is quaternary alluvium. all uvium. The site is open grassland and there are no presences of significant trees in the site that can hinder construction. The topography of the site is relative flat. In terms of geo-hazard, the t he site is susceptible to floods since it is included in the th e

40

flood prone areas of Pasay City and is also located in the Manila Bay reclamation area, places that are near the Manila Bay. It is also not in close proximity with any fault line and mountains that can make it susceptible to landslides as well as big damages during earthquakes. The site is considered as a planned unit development in terms of zoning . The table below shows the summary of the site’s descripti on.  It contains the natural, cultural, hazardous conditions of the site based upon the maps and analysis gained from the research.

Table No. 2

Site Description Summary Soil Geological t

o

r

s a

c

Wildlife  Vegetation r

a

l

F

a

t

u

Topography Geo-Hazard Land Use N

Zoning r

s c

t

o

Roads a F l u

r

a

 Vehicular Traffic Foot Traffic Existing Buildings C

u

tl

Land Suitability Flood Susceptibility r

d

s

Fault Line H

a

z

a

Storm Surge Severe Wind

Type of rock is classified as quaternary alluvium (See Geological Map) None Grasslands and Palm trees are present in the site (See Site Documentation) Site is relatively flat New Coastal Reclamation Zone (See Existing Land Use Map) Planned Unit Development (See Zoning Map) Site is facing Diosdado Macapagal Blvd. and is adjacent to Roxas Blvd. (See Transportation Map and Site Analysis) (See Traffic Analysis) (See Traffic Analysis) Blue Wave, Manila Tytana Colleges, SM Mall of Asia, Bay Garden Towers (See Exiting Buildings) Moderate Suitability (See Land Suitability Map) Low Flood Susceptibility (See Flood Hazard Map) Intensity High 8 (See Ground Shaking Map) The site is shows no storm surge risk (See Storm Surge Hazard Map) 141-171 kph (See Severe Wind Hazard Map Analysis)

41

Maps Zoning Map

Fig. 51 – 51 – Zoning  Zoning Map of Pasay City

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

42

Geologic Map

Fig. 52 – 52 – Geologic  Geologic Map of Pasay City

The site is consist of quaternary alluvium allu vium which are loose soil sediments that undergone unde rgone erosion and later on formed and reshaped through some water elements, but is returned through a nonmarine locale. Quaternary alluvium is consist of variety of particles like clay, silt, sand sa nd and gravel.

43

Flood Hazard Map

Fig. 53 – 53 – Flood  Flood Hazard Map of Pasay City

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

44

Storm Surge Hazard Map

Fig. 54 – 54 – Storm  Storm Surge Hazard Map of Pasay City

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

45

Severe Wind Hazard Map

Fig. 55 – Severe  – Severe Wind Hazard Map of Pasay City

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

46

Land Suitability Map

Fig. 56 – Land  – Land Suitability Map of Pasay City

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

47

Flood Prone Analysis Map

Fig. 57 – Flood  – Flood Prone Area Map of Pasay City

Since the site is located on the reclaimed area of Pasay and is near Manila Bay, it only shows that the site is a flood prone area but with low frequency.

48

Transportation System Map

Fig. 58 – Transportation  – Transportation System Map of Pasay City

There are a variety of transportation systems that is pr esent in the City of Pasay. Having the t he site located in the city proves it convenience and accessibility to the employees and clients specifically those who are commuters.

49

Ground Shaking Map

Fig. 59 – Ground  – Ground Shaking Map of Pasay City

Since Pasay City is not included in the cities that is covered by fault lines, a ground shaking map and analysis is given instead. According t o PHIVOLCS, he site is susceptible suscepti ble to an intensity high 8 of earthquake.

50

Existing Land Use Map

Fig. 60 – Existing  – Existing Land Use Zone Map of Pasay City

The site falls under the New Coastal Reclamation Zone.

51

Related Laws and Ordinances Republic Act No. 9514 or an Act Establishing a Comprehensive Fire Code of the Philippines, Repealing Presidential Decree No. 1185

(Retrieved from: http://www.architectureboard.ph/uploads/1234414677RA%20No.%209514.pdf) It is the policy of the State to ensure public safety and promote economic development through the prevention and suppression of all kinds of destructive fires and promote the t he professionalization of the fire service as a profession. Towards this end, the State shall enforce all laws, rules and regulations to ensure adherence to standard fire prevention and safety measures, and promote accountability for fire safety in the t he fire protection service and prevention service. servi ce.  A law that established rules and regulations for the fire safety provision and fire protection provisions of buildings and structures. It regulates dimensions of doors, hallways, and means of egress, travel distance, specifications like fire rating and fire exits and stairs. It regulates designers in designing in terms of fire safety and protections. Presidential Decree1096 or the National Building Code of the Philippines

(Retrieved from: www.mysubicbay.com.ph/files/forms-manuals/20130701-153916-201.pdf) The policy of the State of safeguard life, health, property, and public welfare, consistent with the principles of sound environmental management and control; and t o this end, make it the purpose of this Code to provide for all buildings and structures, a framework of minimum mi nimum standards and requirements to regulate and control t heir location, site, design, quality of materials, construction, use occupancy, and maintenance. The Physical Environment of Pasay City and Ordinances Related (Retrieved from Pasay City Comprehensive Land Use Plan: The Physical Environment: http://www.pasay.gov.ph/Pdf/socio-eco/Physical%20Environment2.pdf) Topography, Elevation and Slope The western part of Pasay City is level to nearly level while its southeastern part is gently sloping to gently undulating. It is characterized by coastal plains along the Manila Bay in the west and sloping areas extending in the south-east direction. Surface elevations range from 2 meters above the mean sea level on the coastal plains and 24 meters on the southeast part of the city. 2.5 Land and Associated Soil Characteristics  As per Metro Manila Land Resource Evaluation Project by BSWM, Pasay has the following land and soil characteristics: Active Tidal Flats (Coastal Landscape) Active tidal flats, with an almost flat relief, have an elevation that ranges from 0 to t o 1.5 meters, sometimes reaching up to 3 meters above the mean sea level. This land system has very poor drainage characteristics. Waterlogged areas may pose a corrosion problem to underground uncoated steel pipes or structural reinforcement. Poor drainage is also a problem in sewage disposal in areas which are not served by public sewer facilities. It is further characterized by slow permeability, high compressibility, and possible flooding during seasonal high water table. Soil texture or the different sizes of particles in the soil mass are clay, silty clay, and sandly clay loam. The parent materials of this land classification are tidal mudflats with muck and peat locally, alluvial sediments. Former Tidal Flats (Coastal Landscape) The former tidal flats consist of areas more inland and slightly higher than the active tidal flats. They occupy the almost flat plains, backswamps and depression of the coastal landscape formed from marine and flovio-marine deposits. Slightly lower then the alluvial plain, its elevation ranges from 2 to 5 meters. It has slow to moderate permeability and a soil texture of clay to silty clay

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loam. Moreover, it is poorly drained, prone to moderate seasonal flooding, highly compressible, and corrosive to uncoated steel. Its parent materials are alluvial sediments, former tidal mudflats underlain with peaty and mucky materials. 2.6 Water Resources Characteristics 2.6.1 Surface Waters Pasay City is bounded in the west by Manila Bay. It is traversed by two minor rivers that feed the Paranaque River namely the Estero de Tripa de Gallina and Maricaban Creek. The city lies within the Manila Bay Watershed area. The bay has a catchment area of about 17,000 square kilometers that is made up of about eight river basins, nearest of which to the city is the Parañaque-Las Piñas river ri ver basin. This river basin is subsequently subsequentl y made up of three major rivers, the Parañaque, Las Piñas and Zapote Rivers. These river systems essentially serve about 1,500 hectares of low-lying areas along the Manila Bay and functions as the principal drainage channel of the area. The geomorphic setting of these lowlying areas and the hydraulic action of the Manila Bay basin and the South China Sea make the area vulnerable to flooding, a condition aggravated by the inadequate capacity and poor maintenance of the drainage facilities. 2.6.2 Groundwater Pasay is situated on a delta which has produced locally-confined aquifers. Groundwater utilization, however, has resulted in significant draw-down causing much land subsidence and saline water intrusion particularly in the t he coastal areas. The groundwater basin contains several connected and interrelated aquifers, composed of tuffaceous sandstone and conglomerates belonging to the Guadalupe Formation. These facets of Guadalupe Formation in the southeastern part of the city have thickness of approximately 1,300 to 1,200 meters. Recharge to the aquifers comes from rainfall and inflow from the extension of these aquifers. However, these are already over exploited due to uncontrolled pumping and excessive underwater withdrawal, a practice done principally by high-density residential, commercial and industrial establishments. This situation leads to a partial depletion of the aquifers resulting in the lowering of water levels and high pumping costs.  Almost 2000 wells have been drilled in the aquifers of the Guadalupe Formation F ormation for the commercial and residential users. Some of these wells go as deep as 300 meters. In 1990, total pumpage reached 339.6 million cubic meters. 2.6.3 Water Quality  Available data from government agencies such as the DENR-EMB have indicated that the near-the-shore waters of Manila Bay, together with the major rivers in Metro Manila, are considered biologically dead. The water quality in Manila Bay has progressively deteriorated due to domestic, industrial and agricultural wastes being dumped uncontrollably in the waterways. This present state is likewise being attributed to inadequate drainage facilities and the discharge of untreated domestic and industrial wastewater due to inadequate wastewater collection, treatment and disposal facilities. Based on the sampling conducted by the Department of Environment and Natural Resources (DENR) in each month of the year 2000, water quality as per dissolved oxygen, Biological Oxygen Demand (BOD) and the total suspended solid level in various stations of the Paranaque-Zapote River are shown in the following tables. Two stations were located within Pasay City, Tramo and MIA Road.

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2.7 Atmospheric Characteristic From the nearest PAGASA station at Ninoy Aquino International Airport (NAIA), climatological data from 1950-1995 were obtained. Tables 2.6 and 2.7 show some of the significant data. 2.7.1 Climate The climate of Pasay is classified as Type 1 under the Corona classification used by Philippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA) depending on rainfall pattern. It is characterized by two pronounced seasons: rainy season from May to October and dry season from January to April, when rainfall drops to 10-30mm/ month. In general, Metro Manila is directly influenced by an average of 2 to 3 tropical cyclones per year. 2.7.2 Rainfall The PAGASA station recorded an annual rainfall amount of 1,149.2 mm with a total of 113 rainy days between the years 1961-1995. The rainy months of May  – October indicated monthly rainy days of 7- 20 with the month of July recording the highest at 20. The highest amount of rainfall for the period 1949-1995 was 427.4 mm recorded on February 1,1962. 2.7.3 Temperature Pasay has an average normal annual temperature of 27.5 °C. The warmest months are  April, May and June while the t he coldest months are December, January and February Febru ary with the minimum temperature of 25-26°C. The highest temperature was recorded recorded on May 18,1969 at 38.1°C while the lowest was recorded at 14.6°C on February 1, 1962. 2.7.4 Relative Humidity Relative humidity or the percentages of water vapor in the air ranges, in monthly values, from 66% to 81% with an annual average of 75%. These values indicate that Pasay is relatively humid. 2.7.5 Wind Speed and Direction The annual prevailing wind direction in the area is towards the east. The average annual wind speed is 3.0 meters per second (mps). High wind speed occurs in March to April while low wind speed happens in September to November. The highest wind speed of 56 mps was recorded on November 14, 1977, going in a western direction. 2.9 Geologic and other Natural Hazards No traced earthquake fault line traverses the city of Pasay. However, the city is not spared from other related geologic hazards such as tsunamis, ground shaking, and liquefaction. Tsunamis are giant sea waves generated by under the sea earthquakes and volcanic eruptio ns. Not all submarine earthquakes, however, can cause the occurrence of tsunamis. Tsunamis can only occur when the earthquake is shallow-seated and strong enough (M 7.0) to displace parts of the seabed and disturb the water over it (PHIVOLCS). The coastal area of Pasay City is among the most hit by tsunamis and have a high potential for future tsunamis. Typhoons and their associated hazards, such as strong winds, storm surges, and floods, are among the most recurrent and damaging damaging calamities our country is prone to. Some 20 typhoons pass pass the Philippine Area of Responsibility (PAR) every year. These are most frequent during the months of

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May to December with peak occurrences in the month of November. Of the total 325 typhoons recorded to have crossed the PAR from 1948 to 1978, about 20 passed through Metro Manila. One of these, Typhoon Yoling, was the most severe, registering amaximum wind speed of 200 kph and bringing 24-hour rainfall on the Metropolis. Residential areas, infrastructure, power systems, and other utility installations experienced experi enced heavy damages, some of which took t ook months to restore. 2.10 Environmental Management 2.10.1 Water Management To address the countrywide water crisis which adversely affects the health and well-being of the population, food production and industrialization process, the National Water Crisis Act of 1995 was enacted. Some of the issues i ssues related to the water crises are: water supply, water distribution, financing aspects, privatization of state-run water facilities, the protection and conservation of watersheds, and pilferage of water, including the serious matter of graft and corruption in all the water agencies. 2.10.2 Air Quality Management The Clean Air Act of 1999 recognizes that the responsibility of cleaning the habitat and environment is primarily area-based, thus, a local government concern. In terms of air quality management, it stipulates that: LGUs shall share the responsibility in the management and maintenance of air quality within their territorial jurisdiction. LGUs shall implement air quality standards set by the Pollution Adjudication Board (PAB) in areas within their jurisdiction. Provided, however, that in cases where the board has not been duly constituted and has not promulgated its standards, the standards set forth in this Act shall apply. The Department of Environment and Natural Resources shall provide the LGUs with technical assistance, training and a continuing capabilitybuilding program to prepare them to undertake full administration of the air quality management and regulation within their territorial jurisdiction. The LGU, for one, is responsible for attaining and maintaining the ambient air quality standards within their respective airsheds. The designation of airsheds shall be on the basis of, but not limited to, areas with similar climate, meteorology and topology which affect the interchange and diffusion of pollutants in the atmosphere, or areas which share common interest or face similar development programs, prospects or problems. The DENR bases such ambient air quality standards on World Health Organization (WHO) standards, but shall not be limited to nor be less stringent than such standards. The initial lists and values of the hazardous air pollutants are provided in the DENR mandate. 2.10.3 Land Management  All the t he barangays of the city have Cadastral Maps which are being used for taxation and other legal purposes. On the other hand, prior to this undertaking, a Zoning Ordinance in 1981 was being used to guide developments and land uses in the city. 2.10.4 Solid Waste Management (SWM)  At present, the city cit y of Pasay disposes of its solid waste in the t he San Mateo Sanitary Sanitar y Landfill and the Payatas dumpsite. As per a JICA study on Solid Waste Management for Metro Manila involving government agencies such as DECS, DENR and MMDA, Pasay City along with Taguig, Pateros and the city of Makati shall be accommodated in the proposed Transfer Station within Fort Bonifacio and then dumped in an inland landfill site to be later specified. (Figure 2.5 refers) All barangays are covered by solid waste collection, which is

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

Fig. 70 – 70 – Solid  Solid Waste Disposal Method Table

2.10.5 Drainage and Flood Control System The Tripa de Gallina and Libertad pumping stations (PS), the Buendia and Libertad Outfalls or Channels are currently servicing the drainage requirement of the city. The Tripa de Gallina PS has a drainage area of over 1,700 hectares. Part of the storm runoff from the Estero de Tripa de Gallina enters the Libertad PS via the Buendia and Libertad Outfalls. The rest are discharged into the Parañaque River. The Estero, however, shows a fluctuation in profile due to the deposit of sediment and garbage, and insufficient improvement of the Buendia Channel. This condition is caused largely by poor sewerage and improper solid waste disposal. A considerable volume of wastes accumulates in the retention pond of the reclamation area. In areas along esteros and creeks occupied by a number of squatter shanties, wastes are directly discharged into the waterway. At present, the local government employs flood control measures such as annual clearing of all waterways and sedimentation (desilting of riverbeds) accompanied by a proper garbage and waste disposal system. The adjoining upstream areas of the Libertad Reclamation Area is being drained through the Libertad, Buendia, and EDSA outfalls. Their existing discharge capacities are much smaller than their design capacities due to siltation. Garbage inflow at the inlets of these outfalls aggravates the problem. 2.10.6 Disaster Management The warning system for both typhoons and floods in Metro Manila are operated by the Philippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA). It monitors the meteorological and hydrological conditions conditi ons and issues periodic reports. This report contains a warning if the conditions entail risks to the population. The warning system for typhoons works separately from the warning system for floods.

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2.11 Land Suitability Assessment In coming up with an effective land utilization system, the physical and environmental attributes of Pasay City must be considered. Areas of physical constraint for further developments in the city should be delineated. Maps indicating the city's relevant physical and environmental attributes are generated and translated into degrees of concern. References used for this purpose include materials from the local government, BSWM, and PHIVOLCS. Some of the environmental concerns such as flooding, drainage, river preservation, liquefaction hazard, and industrial zones were reflected in maps and discussed briefly. These are subsequently used to delineate the areas of various degrees of development suitability. Flood Hazard Areas Besides natural factors, other aspects that tend to aggravate flooding problems in Metro Manila include the following: 

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Infrastructure development leading to the creation of more impervious areas, resulting to higher peak run-offs that usually cause standing floods; Inadequate or non-existent drainage system; Improper solid waste disposal that leads to the clogging of drainage systems, further lowering their water retaining capacity; Heavy siltation of rivers due to previous floods, indiscriminate dumping of garbage, encroachment of squatters and slum dwellers, and limited maintenance works; and Institutional problems and financial constraints which delay implementation of proper flood control measures.

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

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Rivers and streams  – These critical areas consist of easements of about 3 to 20 meters from both sides throughout the entire length of any river or stream. Areas within this range are subject to easement of public use in the interest of recreation, fishing, floatage, etc. Coastal Zone  –  This includes areas one kilometer from the coastline of the Manila Bay, which is city waters, and 200 meters from the coastline inland.  Areas of no significance - Areas outside the range mentioned above are nonenvironmentally-critical areas.

Liquefaction Hazard Liquefaction is associated with the phenomenon of quick-condition failure which is generally obtained when pore water in a liquefied layer rises into overlying near-surface sediments that results in a condition resembling quicksand. Areas that are prone to liquefaction are those underlain by water-saturated, thick fine to coarse sand layer s such as those along the Pasig River R iver Delta Plain, lake shore areas of Laguna de Bay and the sho relines of Manila Bay. Figure 2.8 shows the city’s Liquefaction Hazard Map with potential zones classified into high, moderate and low based mainly on the presence of clay layers which help inhibit liquefaction. Industrial and Airport Zones

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The attribute features of this map are based on the constraints on acceptable noise and air pollution levels for developments around existing industrial establishments. These noise and air pollution levels conform with the DENR Guidelines (Figure 2.9). • Development re striction guidelines for various noise zones are: - from 45 to 55 dBA. Section of contiguous areas which are primarily used for residential purposes. - from 55 to 65 dBA. Primarily for commercial area - from 60 to 70 dBA. Reserved as a light industrial area - from 65 to 75 dBA. Primarily reserved as a heavy industrial area. • Development restriction guidelines for various source -specific air pollutants, such as emission of dust, dirt or fly ash based on DENR standards.

Resolution No. 2765, Series of 2011

(Retrieved from Pasay City Archives and Records: http://www.pasay.gov.ph/images/Archives&Records/res-2765-001.html)  A RESOLUTION AUTHORIZING THE CITY MAYOR, HONORABLE ANTONINO ANTONINO G. CALIXTO TO ENTER INTO A CONTRACT OF LOAN AND TO MORTGAGE OR ASSING OR OTHERWISE TO ENTER INTO A COLLATERAL AGREEMENT TO SECURE THE PAYMENT OF THE LOAN APPLIED FOR WITH THE PHILIPPINE NATIONAL BANK (PNB) IN THE AMOUNT OF TWO BILLION PESOS (Php 2,000,000,000.OO) FOR THE PURPOSE OF FINANCING THE CONSTRUCTUION OF THE CITY GOVERNMENT'S VARIOUS PRIORITY INFRASTRUCTURE PROJECTS PROVIDED ALL APPLICABLE LAWS, RULES AND REGULATIONS ON THE MATTER ARE COMPLIED. WHEREAS, the records of the sanggunian show that the City Mayor was already authorized by the Sangguniang Panlungsod to apply for a credit line with any banking or financial institution for the amount of Two Billion Pesos (Php 2,000,000,000.00) to finance various priority infrastructure projects. WHEREAS, the Two Billion Pesos (Php 2,000,000,000.00) loan term facility in favor of the City Government of Pasay has been approved by the Philippine National Bank NOW, THEREFORE, BE RESOLVED AS IT IS HEREBY RESOLVED, by the Sangguniang Panlungsod in session duly assembled, authorizing the City Mayor, Honorable Antionio G. Calixto to enter a contract of loan and to mortgage or assign or otherwise to enter into a collateral agreement to secure the payment of the loan applied for with the Philippine National Bank (PNB) in the amount of Two Billion Pesos (Php 2,000,000,000.00) for the purpose of financing the construction of the city government’s various priority infrastructure projects provided all applicable laws, rules, and regulations on the matter are complied. RESOLVED FURTHER, that the contract of loan deeds of mortgage and assignment and all other documents hereto referred are subject to ratification by the Sangguniang Panlungsod.  ADOPTED in the City of Pasay, Metro Manila, Philippines, this t his 25 th day of July, in the Year of Our Lord, Two Thousand Eleven. CERTIFIED APPROVED BY THE SANGGUNIANG PANLUNGSO

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CHAPTER III.3

SITE DEVELOPMENT OPTIONS

SITE ANALYSIS Sun and Wind Diagram

Fig. 61 – Sun  – Sun Path and Wind Diagram

The figure above indicates the sun path diagram. As you can see the southern part of the site is the most exposed in heat gain from t he sun therefore any habitable or primary spaces should be as much as possible should not be positioned on the southern portion of the site. Open spaces and service area can be placed in this part to serve as buffer from heat gain. From October-February prevailing winds are from the northeastern direction, from March April winds come from southeast direction. Southern Winds prevail during May and southwesterly winds prevail during the months of June, July, August and September. (For wind direction and speed, refer to Wind direction and Wind speed Map) these information is relevant since the development seeks as much as possible on following principles of sustainabilit y and one way to do that is through passive cooling and air ventilation with this data it is possible to achieve.

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Noise Analysis

Fig. 62 – Noise  – Noise analysis diagram

The figure above shows the possible causes or sources of noise on the site. Main source s ource of noise is the vehicular noise since it is a major road where jeepneys, cars and buses are passing therefore noise from cars and public are inevitable. There are noises coming from Blue wave and the nearby auto shop although it is i s only minimal compared to the vehicular noise. The adjacency of the site to major roads as well as its adjacent commercial areas is also a disadvantage like in this case, major roads that is in close proximity to the site is one of the noise generators especially in intersections.

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