PROPOSED INTERMODAL TERMINAL

 by

ARCHITO JOSEPH A. ILOT

Research presented and submitted to the Faculty of Manuel L. Quezon University,

School of Architecture, In partial fulfilment of the requirements for the subject
Architectural Design 9 (Thesis Research Writing 1)  

                                                                                                     
School of Architecture
Manuel L. Quezon University
EDSA, Diliman, Quezon City

   OCTOBER 2022

     Architect Melduard Hernandez, UAP

    Professor 
Background of the Study

Problem Statement and Rationale

Statement of the Problem

Public transport faces severe problems in most countries of the

developing world, although the situation varies from one country to another, and
even from one city to another (vasconcellos 2001). There are no integrated
transportation system plans or infrastructure to coordinate various forms of
transportation and meet development requirements. Inadequate road and rail
networks exist, and rural rivers may only be used inadvertently or not at all.

The city of Mumbai in India has traditionally had a higher public

transportation (PT) modal share (59 percent, according to CMP) than most other
cities around the world. Additionally, it was recorded as having the worst traffic in
the world in 2017, 2018, and 2019, and was fourth in 2020. With an average of
1900 vehicles crammed into only 1 km of road, the automobile density in the city
is alarming, also possibly because of the disorganised and unplanned housing
and office structures everywhere.

The public transportation system in the Philippines has a bad image

because many terminals, whether they are at airports, railroads, or PUVs, are
poorly maintained and lack essential amenities. Usually, to get to their
destination on time, tourists have to deal with the heat, long terminal lines,
crowded automobiles, dirty, smoke-belching jeepneys, and overcrowded trains or
buses. Taxi services like Angkas, JoyRide, Grab, Uber, and others were created
as a result. These are only temporary solutions to the challenges faced by
commuters on a daily basis, though, as they both increase the amount of traffic
on the roads and are out of reach for the typical commuter.

Moreover, Metro Manila is the "most crowded city" in developing Asia. A

study by the Asian Development Bank (ADB) revealed Metro Manila to be the
most congested of 278 cities in developing Asia. According to the ADB, among
cities with a population of more than 5 million, the Philippine capital has the
poorest transportation system, with a congestion rating of 1.5. The average
congestion score for the entire sample of cities was 1.24. The national
government is currently looking into maximizing the utilization of the existing
Pasig River Ferry Service and expanding its services to the Manila Bay and
Laguna de Bay areas as an alternative mode of transportation for commuters,
especially for those coming from the east side of the Metro to reach specific
 destinations. This is due to the growing traffic situation and pollution in Metro
Manila and its surrounding areas as well as the lack of connectivity among
transportation systems. (National Economic and Development Authority)

    Rationale

The Pasig River flows through five cities in Metro Manila over a distance
of around 20 to 30 kilometers. Additionally, It also connects two major bodies of
water, namely, Laguna de Bay on the east side and Manila Bay on the western
side of the river. It is said that Metro Manila was founded and developed along
the banks of the Pasig River, and has ever since been considered a driver of
economic growth, linking neighbouring cities and providing people with alternate
transportation routes. However, due to the huge amount of waste that is
continuously dumped into the river as a result of industrial growth and the rising
number of illegal informal settlers along the riverbanks, the Pasig River has
become progressively polluted over time. The river's navigability was further
impacted by the river's significant siltation. Additionally, illegal jeepney, tricycle,
and pedicab terminals are starting to crop up one by one in Pasig (National
Economic and Development Authority). Additionally, Pasig is seeing an increase
in the number of illegal jeepneys, tricycles, and pedicab terminals, which adds to
the traffic congestion.

(siraan mo yung pasig transportation) (add negative photos)

The study should produce a better integrated transportation node that is

reliable, efficient, and recognizable. The study would need a traffic pattern that
encouraged the integrated transportation element's success, which might include
pedestrian activity within and outside the structure as well as the arrivals and
departures of ferries, jeepneys, tricycles, taxis, and private vehicles. In addition to
seeking to change neighbouring movements, the study would use a sustainable
design. The study's aim is to improve the community, not just in terms of
transportation but also in terms of how people perceive travel. Encourage the
community to use environmentally friendly, natural techniques that benefit both
themselves and the environment.

    Major Problem

The researcher aims to answer the question: What will be the necessary
solutions to different major concerns for public passengers, specifically when it
comes to passengers' safety, inconvenience, health, lack of space, and time?
   Minor Problem

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

Objective of the Study

Main Objective

The main objective of this study is to provide the residents of Kalawaan, Pasig an iconic
intermodal terminal which will add an alternative mode of transport to improve commuter

experience.

Sub Objectives
To design a structure with consideration and focus on the universal design for transport
terminal.
To design a development in consideration to the public health and safety through proper
ventilation and circulation
 To design a development with prioritization to better commuter experience
To incorporate social equality into planning and design considerations for new projects and
improvements in the quality, safety, and efficiency of transportation that includes security for all,
especially women, universal accessibility for public transportation system, transportation system
for the elderly and people with disabilities, and transportation affordability. To enhance,
modernize
and integrate of intermediate public transportation.
1.3. Definition of Terms and Concepts
  Intermodal - Means combining two or more different modes of transportation for
a trip.
 Accessibility - It is characterized as the quality of public transportation offered to
a specific location and the simplicity with which users can reach it. Additionally, it
refers to everyone's ability to enter and stay in a space regardless of their
physical and cognitive capacities, and it is a subject that cannot be ignored.
 Pedestrian - A person who is moving on foot Some communities include people
who are using skates, wheelchairs, or scooters within their classifications of
pedestrians.
 Walkability - Characteristics of a development where non-motorized modes of
transportation would be encouraged.
 Sustainability - A building's ability to enhance economic development, trade
opportunities, and accessibility are all features that will last for limitless design
years into the future. Better economic integration is achieved with reliable, safe,
and environmentally friendly transportation.
 Riparian - The area where a river or stream meets the land is known as a
riparian zone or riparian area. Riparian vegetation, which is characterized by
hydrophilic plants, refers to plant habitats and communities that line the banks
and margins of rivers.
 Integrated - Various parts are linked or coordinated, making its system
centralized.
 Kiss n Ride - A parking lot at a train station, airport, etc. for the dropping off and
picking up of passengers.
 Intelligent Transportation System (ITS) - An advanced application which aims
to provide innovative services relating to different modes of transport and traffic
management and enables users to be better informed and make safer, more
coordinated, and "smarter" use of transport networks.
 DOTr - Department of Transportation, is the primary policy, planning,
programming, coordinating, implementing and administrative entity of the
executive branch of the government on the promotion, development and
regulation of a dependable and coordinated network of transportation.

1.4. Significance of the Study

    1.4.1. To the Community

The study will develop an effective and efficient system that will transform
the way traffic is controlled in the Philippines. A proposal that links commuters
with various modes of transportation. It would accommodate commuters in an
area that is secure, safe, and energy-efficient. 
    1.4.2. To the Environment

The study will carefully consider any possible harmful effects of the newly
planned infrastructure. It aims to be energy-efficient and would mitigate the
effects of rushed development, such as pollutants, that resulted in poor quality
structures. 

    1.4.3. To the Economy

The study would open up new possibilities for business, trade, and
commerce as well as transportation, advancing economic development in
addition to transportation. An effective improvement in transportation might
prevent the loss of billions of pesos and increase worker productivity, improve
health, and reduce time away from work.

    1.4.4. To the Culture

( delete)
The study will change how people in the Philippines view public
transportation and have an impact on how they feel about commuting, in addition
to promoting Pasig's rich history and culture and boosting tourism.

    1.4.5. To the Government

The study would create a framework that would reduce the country's traffic
jam problems. As an outcome, the way people in the Philippines view public
transportation might change. It might also become a new national landmark at
the same time.

    1.4.6. Technical Significance and Implementations

The study would propose a design for a structure that could accommodate
tourists, workers, and students. The availability and circulation efficiency of
jeepneys, tricycles, and ferry services would allow people to reach Pasig City,
and as an outcome, their perspectives on commuting would substantially change.

1.5. Scopes and Limitations

SCOPES:                                                    LIMITATIONS:

Accessibility

Limited to the structure and site only

PD 344 as part of a legal standard for
usage of public spaces or structures

Sustainability

Limited only to combining natural and

Lowering the building's energy artificial ventilation, and using local
consumption and carbon footprint to lessen resources.
the project's impact on the environment

Operations The study is limited only to the

building's internal operation systems.
The study is limited to the site only
Defines how the project would operate

Chapter 2: Review of Related Literatures

Introduction

A brief summary of research in the literature that is related to the topic is covered
in this chapter. The project will greatly benefit from this literature. enhancing the
researcher's understanding of the project. The researcher's capacity to choose the best
course of action for the project utilising the information gleaned from the literature can
be improved by this literature.

2.1 Local Literature

 2.2.1 Southwest Integrated Transport System (ITS) Project (Parañaque Integrated

Terminal Exchange)
 Figure 1.0 Parañaque Integrated Terminal Exchange (PITX)
Source: https://kmcmaggroup.com/research-insights/2018/dotr-to-launch-paranaque-
integrated-terminal-exchange-by-end-of-2018/ 

A public transportation hub is located in Paranaque, Metro Manila,

Philippines. Its previous name was Southwest Integrated Transport System. An
area of 4.59 hectares will be used for the construction of the Southwest Terminal
for the Integrated Transport System (ITS) project. It would link people arriving
from Cavite to other transportation options, including the upcoming LRT Line 1
South Extension, city buses, taxis, and other public utility vehicles that service
inner Metro Manila. 

The project will comprise passenger terminal buildings, arrival and

departure lanes, information kiosks for the general public, ticketing, luggage
processing, and park-and-ride facilities. The ITS terminal's design, building,
financing, operation, and upkeep will all be handled by the private partner, as
well. Three intermodal terminals, as well as retail and office levels, are all located
in the Paranaque Integrated Terminal Exchange, a single building. With coverage
of the major roads in EDSA, Baclaran, and Taft, this Department of
Transportation flagship project will act as a hub for local and intra-city
transportation. Additionally, it has the ability to develop commercially and earn
the associated income. This massive public transit project was developed by
MWM Terminals, Inc. and the architectural firm Marlon Andal Construction
Corporation (MACC), and it features a contemporary modern design. The
 Paranaque Integrated Terminal Exchange is owned and operated by MWM
Terminals, a consortium of Megawide Construction Corp., WM Property
Management Inc., and the Department of Transportation (DOTr) under the
Philippine government's Public-Private Partnership program.

APPLICATION

Passenger Terminal Building

Figure 1.1 PITX (Passenger Terminal)

Source: https://www.archify.com/ph/project/paranaque-integrated-terminal-exchange-
pitx-2

The Paranaque Integrated Terminal Exchange is situated on a 4.5-hectare

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

PITX Route Map

Figure 1.2 Route Map of PITX

Source: https://news.abs-cbn.com/business/11/12/18/list-bus-jeepney-routes-in-pitx-
dry-run

The Paranaque Integrated Terminal Exchange (PITX) is the country's first

landport, and a contemporary terminal that functions as an airport will
accommodate commuters from Cavite, Batangas, and other areas. It will serve
as a new home for UV Express, jeeps, and regional buses. Furthermore, it will
provide connectivity between various transit options and services, allowing
commuters to travel quickly and easily. The maximum daily passenger capacity
at the PITX is 100,000, with a peak hour passenger throughput of 4,380 arrivals
and 3,808 departures. A total of 949 departures and 1,060 arrivals occur per day.
In addition, 852 parking spaces for cars will be located there, along with 59 bays
for city and provincial buses, 49 bays for UV express, and jeepneys. (PITX)

Figure 1.3 A ticketing area, a monitoring area, and the ticket's barcode
Photo by DOTr

The ticket counter is where commuters may buy their bus tickets. a
monitor that will inform commuters if their journey is on time or running behind
schedule. as when you check the status of your flight. A commuter merely needs
to scan the barcode on their ticket to enter the gate of their choice. If their bus is
ready, they can then proceed to the designated bay number. When a commuter
has their ticket, they should check the gate number and the bay number. Make
sure the ticket is at the right gate because if it is for a different gate, the door
won't open.
 Figure 1.4 A loading/unloading area, a clinic, a breastfeeding area, a restroom with a
shower room, and a prayer room
Photo by DOTr

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

    2.2.2 Pasig River Ferry Boat, Lambingan Station

    
Figure 2.0 Pasig River Ferry, Lambingan Station
Source: https://www.flickr.com/photos/69935003@N02/14087654292/in/photostream/

The Pasig River Ferry Boat, Lambingan Station, is located at F.Y. Manalo
Street, Sta. Manila, Philippines' Metro Manila, Ana. The Pasig River
Rehabilitation Commission (PRRC) revived the Pasig River Ferry Service
(PRFS) as a part of its objective to restore the Pasig River to its previous majesty
and to offer Metro Manila residents an alternate transportation option. This was
done in connection with the transformation of the Pasig River's banks into linear
parks and walkways after the informal settlers there were relocated. The Pasig
River Ferry Service (PRFS) provides commuters with a cost and time effective
means of transportation that is reliable, safe, and efficient. It is the sole water-
based mode of transportation that travels along the Pasig River to link the cities
of Manila, Mandaluyong, Makati, Pasig, and Taguig.

Station and Boat

 Figure 2.1 Escolta Pasig River Ferry Station, Manila
Source: https://wikimapia.org/2388964/Escolta-Pasig-River-Ferry-Station

The PRFS consists of a fleet of six (6) ferry ships, ten (10) ferry stations,
and six (6) satellite stations. While a private corporation, Nautical Transport
Services, Inc., owns and operates the satellite stations and the boats, PRRC
manages the ferry stations. The ferry stops are air-conditioned, with welcoming
waiting lounges and spotless facilities. Turnstiles, an electronic ticketing system,
a disability elevator, and security cameras are also included. The ferry boats,
with a capacity for 150 passengers, are catamaran-style boats. A flat-screen
television, clean toilets, and air conditioning are all provided.

Current service 

In order to improve traffic in Metro Manila in light of the continuous

construction of infrastructure projects, the Metropolitan Manila Development
Authority (MMDA) proposed the Pasig River Ferry Service in 2014. On April 28,
2014, the Pasig River Rehabilitation Commission, the Department of
Transportation and Communications, four privately owned ferries, and an MMDA
vessel formally reopened the ferry service. The MMDA administered the
operation.
 Figure 2.2 Escolta and Guadalupe Ferry Stations and waiting areas
Source: https://www.thepoortraveler.net/2019/12/pasig-river-ferry-stations-schedule-
fares/

      There are eleven terminals, including five in Manila, one in Mandaluyong, two
in Makati, and three in Pasig. Ferry docks are equipped with restrooms, CCTV
cameras, and FREE WiFi.

These are the 11 ferry terminals:

1. Escolta, Manila
2. Lawton, Manila
3. PUP (Sta. Mesa), Manila
4. Sta Ana, Manila
5. Lambingan, Manila
6. Hulo, Mandaluyong
7. Valenzuela, Makati
 8. Guadalupe, Makati
9. Maybunga, Pasig
10. San Joaquin, Pasig
11. Pinagbuhatan, Pasig

The Pasig River Ferry Convergence Program was proposed by the

Department of Budget and Management (DBM) in 2018. A commercial company
will run the Pasig River Ferry Service, and the proposal calls for the construction
of 17 additional ports over the next four years to accommodate up to 76,800
passengers daily. The three further stations would be built by the MMDA in
Circuit Makati, Quinta Market, and Kalawaan in Pasig. The DBM also revealed
plans to build stations close to river bridges, operate 50-passenger air-
conditioned ferries in all weather, and set a forecast headway of 15 minutes. 

Two more ferry boats were added to the fleet of the Pasig River ferry
service by borrowing them from Pasig City's municipal government. M/B Mutya
ng Pasig 1 and M/B Mutya ng Pasig 2 are the names of the two boats, each of
which has room for 57 passengers. As a result, there were now seven ferry
boats, 2 of which could accommodate 57 passengers each, 3 of which could
accommodate 36 passengers each, and 2 more that could accommodate 16
passengers each.

Pasig River Ferry Service Schedule

The Pasig River Ferry Service only runs during the day from Monday to
Saturday. These are the schedules that the MMDA has given.

 Escolta to Pinagbuhatan
 Pinagbuhatan to Escolta
Pasig River Ferry Service Fares 
 Image courtesy of MMDA

The Pasig River ferry service is now free as a result of the epidemic that
ruined our economy. The following pricing matrix is shown at the Escolta and
Guadalupe stations; however, the staff cautions that it is subject to change.

2.3 International Literature

    2.3.1 Mukilteo Multimodal Ferry Terminal

Figure 3.0 New Mukilteo Multimodal Ferry Terminal

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

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

The longhouse shape of the structure

Figure 3.1 Entrance/Exit hall and ticketing/Waiting area

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

The building's longhouse shape, which was developed in close

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

The interior of the new terminal

                              
Figure 3.2 Unlike  Mukilteo’s current ferry terminal, the new terminal will enable walk-on
passengers and vehicles to load onto vessels at the same time.  (Courtesy LMN
Architects)

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

Sustainability Strategies
 Figure 3.3 new ferry terminal sustainability strategies
Source: https://www.archdaily.com/955992/mukilteo-multimodal-ferry-terminal-lmn-
architects/6013f8aaf91c81d575000028-mukilteo-multimodal-ferry-terminal-lmn-
architects-sustainability-strategies

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

A bird’s eye view of the ferry terminal

 Figure 3.4 The new ferry terminal 
Source: https://www.heraldnet.com/news/youll-be-2-feet-higher-when-boarding-the-
mukilteo-ferry/

The Mukilteo Multimodal Ferry Terminal creates a significant new

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

    2.3.2 Värtaterminalen – New Ferry Terminal

 Figure 4.0 Värtaterminalen Ferry Terminal Stockholm Building
Source: https://vaxer.stockholm/projekt/vartapiren-byggs-ut/nya-vartaterminalen/

The Värtaterminalen ferry terminal in Stockholm, Sweden, has a total area

of 17,100 square meters and was designed by C.F. Moller. The ferry terminal
building provides Stockholm residents with a new place to unwind by combining
infrastructure with an urban park. It is more than just a ferry terminal. In terms of
architecture, leisure activities, and environmental preservation, the new terminal
for Stockholm's ferry routes to Finland and the Baltics will serve as a landmark
for Norra Djursgrdsstaden. The shape of a moving ship and the industrial
environment, complete with big cranes and warehouses, that once characterized
the ports are both referenced in the tectonic architecture of the terminals.

The interior of the Värtaterminalen Ferry Terminal Stockholm

 Figure 4.1 Escalator and Stair Hall, Arrivals and Departures Hall
Source: https://www.e-architect.com/sweden/vaertaterminalen-ferry-terminal-stockholm

Natural light and inviting interiors are taken into consideration when
designing the ferry terminal's interior. The spacious arrivals and departures hall is
where this concentration is most noticeable. The sculptured ceiling of the hall
provides stunning views of the night sky while letting in natural light throughout
the day. The passenger section of the terminal is elevated so that it is level with
the city, which facilitates easy access for both vehicles and people. Three roof
terraces that are used as public spaces where visitors, staff, and tourists can
roam freely through a spacious environment close to the lake support the
sculptural roof of the hall.

The rooftop landscape and a restaurant

 Figure 4.2 The roof of the terminal building can function as a public park
Source: https://www.architravel.com/project/vartaterminalen-ferry-terminal/

The rooftop of the terminal building is designed as a unique green

environment with stairs, ramps, nooks, and cosy corners, welcoming both locals
and visitors to Stockholm for a stroll or peaceful moments while admiring the
view of the ferries, the archipelago, and the city skyline. The exposed zig-zag
trusses, extensive use of floor-high seamless panoramic glass sections, and
seeming absence of flooring and cladding on the terminals' facades and ceilings
are the most striking examples of the architectural solutions' intended clarity and
consistency. The restaurant on top of the terminal functions as a meeting point
and destination for visitors.

Sustainability Strategies

Figure 4.3 Implementation of sustainability strategies, Värtaterminalen Ferry Terminal,

Stockholm
Source: https://www.cfmoller.com/p/Vartaterminalen-Ferry-Terminal-Stockholm-
i2705.html
 The ferry terminal is intended to be primarily energy self-sufficient and
serve as an environmental role model for public buildings. The terminal's
architecture will therefore incorporate both solar and wind power. For instance,
the terraced landscaping on the roof will have solar cell beds in addition to the
flora. In order to raise awareness of the possibilities of sustainable construction, it
is planned to convey the sustainable efforts to the building's occupants via, for
example, centrally located television screens. The building's integrated systems
generate solar energy and geothermal heating and cooling, making the terminal
self-sufficient. The environmental certification level "Gold" will be received by
Värtaterminalen.

Site Plan

Floor Plans
Roof Plan

Section
Figure 4.4 These drawings were created by CF Moller architects, who also planned and
designed the spaces for the ferry terminal.
Source: https://www.archdaily.com/800396/vartaterminalen-cf-moller-architects

The main idea was to create a vibrant urban environment at the port with a
unique urban space catering to both travellers and local residents of Stockholm,
with a public park on the terminal’s roof. "The terminal is thereby a public
attraction and an efficient traffic facility where car traffic and a fluid overlap
between passenger terminal and quality urban life intertwine and become one,"
says Mads Mandrup, the architect in charge of design and partner in the project.
(CF Moller Architects)

2.4 Case Studies

    2.4.1 Universal Design for Transport Terminals

           2.4.1.1 Introduction

Universal design, also called "design for all," "transgenerational design"

and "inclusive design" is a philosophy that has replaced the term "accessible
design" as the paradigm of design with consideration for disability and ageing.
(Preiser & Ostroff, 2001). This article reviews the basic principles of universal
design for transport systems. It describes the opportunity for universal design,
planning for social equity, and the necessity for seamless continuity of access for
all, across time and multiple locations. Strategies for wayfinding, negotiating level
changes and long distances, vehicle loading, ticketing, and security are also
described as components of the universal design of transport systems.

           2.4.1.2 Findings

Universal Design Principles

1.  Equitable use
 The design is useful and marketable to people with diverse
abilities. 
2.  Flexibility in use
  The design accommodates a wide range of individual
preferences and abilities. 
3.  Simple and Intuitive use
 Use of the design is easy to understand, regardless of the
user’s experience, knowledge, language skills or current
concentration level.
4.  Perceptible information
 The design communicates necessary information effectively
to the user, regardless of ambient condition or the user’s
sensory abilities.
5.  Tolerance for error
 The design minimizes hazards and the adverse
consequences of accidental or unintended actions.
6.  Low physical effort
 The design can be used efficiently and comfortably and with
a minimum of fatigue.
7.  Size and space for approach and use
 Appropriate size and space are provided for approach,
reach, manipulation and use, regardless of user’s body size,
posture or mobility.

             Source: Center for Universal Design, North Carolina State

University 

Wayfinding Assistance

Making the system understandable is a key contribution that urban

design can make to improving the usability of transportation systems.
Stations and stops should have a unique and recognizable appearance.
There needs to be a strong graphic identity for the system and also a
means to distinguish routes and different types of vehicles. (Watson,
Plattus, & Shibley, 2003)

Vehicle Loading

It is easier to control system security because no one can board

automobiles until they are on a platform, improving safety, convenience,
and service responsiveness while reducing the time needed to load and
 unload a vehicle. It is simple to regulate all platform entries. Since
maintaining uniformity and continuity across the system and over time is
essential, standards for both rolling stock and terminal construction must
be created.

Avoiding falls off loading platforms is a major safety concern for

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

Ticketing and Security

The most direct way to increase the usability of ticketing systems is

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

           2.4.1.3 References
 
Watson, D., Plattus, A., & Shibley, R. (2003). Time-Saver Standards for Urban Design.
(C. Sullivan, Ed.) Massachusetts, United States of America: The McGraw-Hill
Companies, Inc. 

Preiser, W. F., & Ostroff, E. (2001). Universal Design Handbook. New York:
McGrawHill.
    2.4.2 Streambank Soil Bioengineering

           2.4.2.1 Introduction

The increasing development of Metro Manila and the continued

riparian vegetation degradation have both had significant negative
environmental effects on the Pasig River. This is true despite the
significant contribution riparian vegetation makes to riverbank protection
through plant cover and root systems, which enhance soil particle
aggregation in conditions of low cohesion, decrease runoff, and lower
rates of erosion and channel sedimentation. There are a variety of
methods for stabilizing stream banks and beds, including the use of
rockfill, which is effective but prohibitively expensive for extensive use
along riverbanks. In addition to protecting and restoring the environment,
soil bioengineering can be utilized to lessen the impact of watershed
disasters. In contrast to other technologies where plants are only an
ornamental element of design, soil bioengineering assumes that plants will
have a substantial ecological, economic, and particularly structural
contribution.

           2.4.2.2 Findings

Bioengineering Applications

The importance of managing ecosystems, improving fisheries, and

preserving healthy watersheds has reignited interest in soil bioengineering
as a means of controlling erosion. In these circumstances, controlling
erosion is the key priority, and planting vegetation is the first step in this
process.

Soil bioengineering techniques to stabilize stream banks and

shorelines are as effective, and sometimes more effective, than traditional
engineering treatments. (Li & Eddleman, 2002) Techniques to stabilize
stream banks work by either reducing the force of the flowing water,
increasing the resistance of the bank to erosional forces or by a
combination of the two. They are generally appropriate for immediate
protection of slopes against surface erosion, shallow mass wasting, cut
and fill slope stabilization, earth embankment protection, and small gully
repair treatment, also including dune stabilization, wetland buffers,
reservoir drawdown areas where plants can be submerged for extended
periods, and areas with highly toxic soils. (Evette et al., 2009).
Figure 5.0 Vegetated Riprap or Joint Planting composed live stakes, brush layering and
willow bundle, considering the average high or low water level. Adapted from Salix
Applied Earth care (2004)

As shown in Figure 5.0, traditional practices of engineering could

be supplemented by soil bioengineering using stone and rock pavements.
(Evette et al., 2009) This demonstrates that soil bioengineering for bank
stabilization interventions regarding erosion occurrence is the most
appropriate because it is in accordance with the main concept of
sustainable development and also that soil bioengineering transfer
provides users with an instrument that guarantees stability. This is
essential to clearly demonstrate the objectives, risks, and reproducibility of
the technology to local communities, certainly leading to a range of other
innovative and sustainable technologies and a stimulating research
environment. (Holanda & Rocha, 2011).

           2.4.2.3 References

Evette, A., Labonne, S., Rey, F., Liebault, F., Jancke, O., & Girel, J. (2009). History of
Bioengineering Techniques for Erosion Controlin Rivers in Western Europe.
https://www.researchgate.net/profile/Andre-Evette/publication/
24036109_History_of_Bioengineering_Techniques_for_Erosion_Control_in_Rivers_in_
Western_Europe/links/0046351b73492a6bb5000000/History-of-Bioengineering-
Techniques-for-Erosion-Control-in-Rivers-in-Western-Europe.pdf 
 https://www.intechopen.com/chapters/17257 

https://citeseerx.ist.psu.edu/viewdoc/download?
doi=10.1.1.718.3917&rep=rep1&type=pdf

    2.4.3 Sustainable Design in Terminals

           2.4.3.1 Introduction

Metropolitan areas in developing countries are confronted with

many traffic problems that directly affect the environment, economic
development, and social welfare. Public transport can offer citizens
sustainable mobility. On average, public transport terminals in developing
countries are not designed from an intermodal service perspective.
(Mansour, Morcos, & Farouk, 2008) With a focus on sustainability,
passengers' perceptions of the Intermodal Terminal and Philippine
transportation in general would change, motivating more people to use
public transit instead of purchasing a car. The initiative is associated with
the community or municipality due to its focus on sustainability. This
requires all new buildings or improvements to the land to be green.

           2.4.3.2 Findings

Environmental Design Requirements for Station Structures

A new generation of stations is being shaped by utilizing nature as

a source of energy and visual daylight. Adopting a station building form
that directly responds to the physics of air circulation and to the
practicalities of illumination, both natural and artificial, is the greatest way
to integrate architectural and service demands.
                                
Figure 6.0 The view of the section through the Grand Hall of the Salesforce Transit
Center shows the roof design permitting daylight and using wind flows to ventilate and
cool the building. 

Figure 6.1 This conceptual illustration shows how daylight and natural ventilation will fill
the terminal with light and air while also reducing energy use. 

Lighting and Energy Efficiency

Energy-efficient buildings should make as much beneficial use of

naturally available light as possible. Skylights give a wider and more even
distribution of light but also permit heat gain, which may cause
overheating. Natural light adds delight to our lives by providing movement,
change, and connection to the outdoor environment. And unlike artificial
light, natural light works even when the power grid goes down.
 Passive Cooling in Station Buildings

Minimizing the need for artificial climate systems should be the

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

Noise Transmissions and Acoustics

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

           2.4.3.3 References

Bainbridge, D. A., & Haggard, K. (2011). PASSIVE SOLAR ARCHITECTURE. Chelsea

Green Publishing. 

https://www.world-architects.com/en/architecture-news/reviews/salesforce-transit-center

http://files.mtc.ca.gov/library/BBC/pdf/ACCNO_000077.PDF

https://www.domusweb.it/en/speciali/domus-air/gallery/2022/a-green-roof-for-san-
francisco.html

https://projects.sfchronicle.com/2017/transbay-terminal/the-beginning/

    2.4.4 Transit Oriented Development

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

           2.4.4.2 Findings

Transit Oriented Development in Metro Manila

For foreigners who are used to efficient public transport, wide

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

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

development that maximizes the amount of residential, business, and
leisure within walking distance of public transport. In the Philippines, what
we consider an example of a transit-oriented development are the largest
concentrations of skyscrapers, which usually dominate major commercial
areas. The best examples are in the Makati CBD (no less than three major
retail centers: SM Makati, Glorietta and Greenbelt) and Ortigas Center
(SM Megamall, Robinsons Galleria and Shangri-la Plaza), among others.
Bonifacio Global City is developing as a major business center while
expanding its shopping mall facilities—first with the Market! Market! and
then the high-end SM Aura. In secondary subcenters such as Alabang in
Muntinlupa City, the pattern is similar: a large shopping mall surrounded
by smaller retail facilities, office towers, and residential high-rise
condominiums. Almost all major malls, except those in Downtown Manila,
are located alongside the major freeways such as EDSA and SLEX.
(Boquet, 2013)
 Their locations are typical of American-style freeway-or beltway-
oriented edge cities and seemingly good implementation of the principles
of TOD, with easy access to urban rail transport, like when the MRT
traveller walks directly into a shopping mall such as Shangri-La in Ortigas
or Trinoma Mall at the northern end of the MRT 3 line in Quezon City.
Major malls are easily accessible from public rail transit in Makati City.
Most malls are served by Metrorail and also include major jeepney and FX
mega taxi departure areas, as in SM City North EDSA (Quezon City) or
SM Mall of Asia (Pasay City). Malls and public transit development have
progressed together. However, disputes over the location of public transit
stations have arisen, as exemplified by the case of the planned transfer
station in Quezon City, where passengers could easily transfer from the
LRT 1 to the MRT 3 and the future MRT Line 7. A long battle between
developers Ayala (Trinoma) and SM (SM City North EDSA) almost led to a
confusing split of the transfer station into two segments: LRT1/MRT 3 and
LRT1/MRT 7, not to the advantage of the traveling public. Private
developers seem to have taken control of the urban planning in Manila, to
the best of their respective interests. (Boquet, 2013)

Here are some considerations in a transit-oriented development:

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

Source: FuturArc: The Voice of Green Architecture in Asia-Pacific March-

April 2016, Volume 47, The New Network, Emergence of people-centric
urban systems page 83. 
           2.4.4.3 References

Landscapes of Mobility in Metro Manila’s Business Districts

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

Sarmiento, C. (2018, September 13). House Committee OKs proposed “Sustainable

Transportation System Act”.
https://bluprint.onemega.com/proposed-sustainable-transportation-system-act/ 

https://upca.upd.edu.ph/uploads/1/8/5/4/18549486/02_galingan__pedestrian-
friendly_streetscape_on_a_tropical_business_district.pdf 

    2.4.5 Pedestrian Safety Systems

           2.4.5.1 Introduction

The World Health Organization (WHO) revealed in May 2013 that

22% of the 1.24 million road traffic fatalities worldwide, more than 270,000
pedestrian fatalities annually, are caused by accidents on foot.
Organization for World Health, 2013. Despite the severity of the issue, the
Intermodal Terminal works to lessen or reduce pedestrian fatalities by
utilizing design principles that have been effective in protecting car
occupants to create vehicle design concepts that decrease the likelihood
of injuries to pedestrians in the event of a car-pedestrian crash.

           2.4.5.2 Findings

Walking Safely: Why It's Important

Every society in the world uses walking as a fundamental and

common form of transportation. Almost every excursion starts and finishes
with a walk. On some trips, whether they are lengthy or brief strolls to the
store, walking is the only mode of transportation. In some situations, a
person may choose to walk for some or all of the distance travelled, such
as when going from one bus stop to another while taking a bus in
between. Many nations have started to enact policies to promote walking
as a significant form of transportation since it has well-established health
and environmental benefits, such as increased physical activity that may
reduce the risk of cardiovascular and obesity-related disorders.
Unfortunately, there are some circumstances where more walking can
raise the danger of injury and accidents caused by motor vehicle traffic.
Pedestrians are more at risk of suffering injuries from road traffic because
of the sharp rise in the number of automobiles and the frequency with
which they are used globally, as well as the widespread disregard for
pedestrian needs in the design of roads and land-use planning.

Pedestrian Systems

 Rest Space - Provide rest areas such as benches or public areas

with landscaping and shade.
 Crossing Street - A pedestrian can cross a street using pedestrian
lanes, bridges, underpasses, etc. For safety purposes, a traffic light
must be located at the end of a pedestrian lane.
 Sidewalks - The sidewalk is a designated space for pedestrians; it
separates the vehicle and the pedestrian. Most modern sidewalks
have bicycle lanes on them. The sidewalk must also be shaded for
pedestrians to walk conveniently.
 Signages - Provide signage as part of the design. The wayfinding
and circulation of pedestrians and vehicles will be confirmed by the
signage.
 Figure 7.0. Sample Pedestrian Design

As shown in Figure 7.0, a buffer zone is set up between the cars

and the pedestrians to keep them apart. Narrower lanes also make it
possible for people to cross the street without having to walk to a bridge
since they limit the speed of cars. Planted and furniture-filled areas
provide pedestrians with rest spots and shade. Using this strategy to plan
intermodal terminals will improve traffic flow for both vehicles and people.
As a result, both automobile and human traffic flow constantly and
seamlessly.

           2.4.5.3 References

https://www.who.int/news/item/02-05-2013-more-than-270-000-pedestrians-killed-on-
roads-each-year 

Pedestrian Safety,Urban Space And Health

https://www.itf-oecd.org/sites/default/files/docs/pedestrian-safety-urban-health.pdf

Urban Street Design Guide

 https://nacto.org/publication/urban-street-design-guide/street-design-elements/
sidewalks/ 

https://www.who.int/news/item/02-05-2013-more-than-270-000-pedestrians-killed-on- 

    2.4.6 Intelligent Transportation Systems

           2.4.6.1 Introduction

"Intelligent Transportation Systems" (ITS) are part of research

devoted to proposing intelligent solutions to mobility problems by
analyzing the relationship between infrastructure and vehicles in order to
affect it through the use of software, hardware, devices, and algorithms to
improve the welfare and efficiency of this relationship. The focus given by
studies using ITS considers people from the point of view of safety and
accessibility. (Gonçalves, Alvarez, & Giraldo, 2014) The use of intelligent
transportation systems is widely accepted in the Philippines. The use of a
Beep card and RFID for our transportation systems is vitally required due
to the fact that traffic is usually congested and Filipinos do not have
enough time to commute.

           2.4.6.2 Findings

Intelligent Transport System

An innovative program called an "intelligent transportation system"

(ITS) intends to provide innovative services for multiple forms of
transportation and traffic management. By supplying them with better
information and enabling them to make better decisions, it also allows
users to use transportation networks in a safer, more streamlined, and
"smarter" way. A few of these advancements include the capacity to call
for aid in the event of an accident, the use of cameras to enforce traffic
laws, and the use of signage to show shifting speed limits depending on
the circumstances.

Listed below are the benefits or goals of the Intelligent Transport

System. (Hasegawa, 2018).
1. The reduction of traffic accidents and road congestion to zero using
advanced driver assistance systems.
2. The resolution of challenges to efficient transport through a
movement support information platform.
3. The development of multimodal transportation is designed to
promote urban mobility.
4. The comprehensive management of road traffic
5. Increasing the efficiency of logistics
6. The optimization of energy use
7. The promotion of international cooperation

 Beep Card System

The system makes use of a reloadable contactless smart

card of the same name. Each card can store a value of up to
P10,000. Beep cards can be used to travel through the Manila
railway lines such as Line 1, Line 2, and Line 3, select bus lines,
and pay for toll fees on the CAVITEX and NLEX roads. They can
also be used as a mode of payment at FamilyMart stores through
the tap-to-pay system. Aside from at FamilyMart outlets and MRT
and LRT stations, beep cards can be reloaded at Bayad Centers,
SM Bills Payment Centers, Villarica Pawnshops, and Tambunting
outlets, as well as through the Coins.ph app for NFC-enabled
devices. (ABS-CBN News, 2016)

 Smart CCTV Cameras

It has been assumed that smart surveillance cameras will be

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

ABS-CBN News. (2016, August 5). 'Beep' card reloading available in malls, pawnshops
https://news.abs-cbn.com/business/08/05/16/beep-card-reloading-available-in-malls-
pawnshops 

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

https://en.wikipedia.org/wiki/Intelligent_transportation_system#Intelligent_transportati 
https://en.wikipedia.org/wiki/Beep_(smart_card)#/media 

    2.4.7 Acoustics for Terminals

           2.4.7.1 Introduction

In terms of architecture, transportation hubs have traditionally been

rich, attractive locations with very large, lofty spaces and, as a result,
tremendous air volumes. With cleaner, more contemporary lines and, in
some cases, even bigger designs, the style hasn't changed much over the
years. The Intermodal Terminal aspires to have an acoustic signature,
where an acoustic signature is a purely subjective measure of how "nice"
a space sounds, and acoustic isolation is the amount of noise kept outside
or within a structure. We will focus on the acoustic signature, or how the
sound of the vehicles will affect the passengers, as acoustic isolation is
already well-done in transit hubs.

           2.4.7.2 Findings

Acoustics are tied inexorably to materials. Hard surfaces result in

echoes and reverberation, leading to noise, fatigue, unintelligibility, and
overall poor-sounding spaces. Most airports, train terminals, and bus
stops are made with metal, stone, tile, glass, or some variety of hard
surface. (Hsu, 2018) 

According to Hsu, the fundamentals of acoustics are simple:

  Reflections are created on hard surfaces.
 Issues arise from reflections (echoes, reverberation, resonances,
comb filtering).
 Low phase precision, poor clarity, and low intelligibility are
concerns.
 For example, speaking on hard surfaces makes it difficult to
understand what is being said and sounds bad.

What else does the terminal have to provide? If you wish to

enhance the room's acoustics, you will require sound absorption. By doing
this, you are essentially eliminating the echo because it is being absorbed,
leaving only an audible and clear sound inside the room. Knowing what
materials to avoid can help you obtain this while also giving you the
greatest results at the lowest cost.

Here are some materials ideal for a terminal: 

 Foam, vinyl, or rubber are possible underlayment materials. As a

result of their density, they may both absorb and block out sound.
The majority of the time, they are used between subflooring (often
concrete or plywood) and flooring (which could be hardwood or
laminate).
 Aluminum-facing panel: Due to its strength and ability to block heat,
this material is specifically designed for use in high-heat settings
and places. Either a hole or an opening, or a perforated substance,
can be used. The sound is successfully trapped and reduced by the
holes or openings because they are able to lock in the sound.  

           2.4.7.3 References

Hsu, H. (2018, September 20). Keeping Quiet: A Guide to Acoustics in Transportation

Hubs.
https://www.iands.design/acoustics/article/10168908/keeping-quiet-a-guide-to-
acoustics-in-transportation-hubs 

    2.4.8 Structural Design: Space Frame System

           2.4.8.1 Introduction

The Space Frame System has many advantages that can be used
to create stable structures that are also visually attractive.

           2.4.8.2 Findings

A space frame is a spatial structure made up of elements that are

rigidly attached to one another, transferring axial forces as well as
moments and shear. In contrast, because space trusses are pin-jointed,
their members are in tension or compression rather than transferring
moment or shear.
 Figure 8.0 various space frame system designs 
Source: https://www.safsteelstructure.com/news/the-scope-of-application-of-space-
frame-steel-structure/ 

Here are some advantages of space frame systems:

 It is lightweight 
 Fast, reliable design and costing
  No need for supporting columns in between.
 Structure mass and foundation costs are reduced.
 Economical enhancement of existing buildings
 Construction is simple, safe, and fast 
 It protects against atmospheric exposure better and offers better
corrosion resistance in the system.

           2.4.8.3 References

Overview on Space Frame Structures

https://www.researchgate.net/publication/
329013553_Overview_on_Space_Frame_Structures 

https://www.constrofacilitator.com/architectural-advantage-of-space-frame/ 

    2.4.9 Intermodal

           2.4.9.1 Introduction

Intermodal terminals are designed to maximize speed and offer

direct access for private vehicles, reducing travel times, traffic, and
accidents. Transportation planning has improved, and more focus has
been placed on non-motorized transport modes in order to lessen the
adverse environmental effects of motorized transportation and to boost the
mobility of commuters who don't drive. The Intermodal Terminal shall
abide by these guidelines to enhance traffic flow and terminal layout.

           2.4.9.2 Findings

The function and goals of the Intermodal Terminal

The main objective of a passenger intermodal terminal is to

efficiently and seamlessly transfer passengers between various routes
and modes of transportation. In order to ensure the effectiveness of this
essential function, a terminal should provide:

 The reliable and adequate level of service of the means involved in

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

The transfer should be completed in conditions of comfort and

safety. "Comfort" requires integrated, high-level operation of the
intermodal terminal services and of the different mode operators. "Safety"
deals with the protection of passengers against weather conditions, the
separation of passengers’ movements and the maneuvering of transport
modes, and security measures for every individual. (Litman, 2017).

Defining the following components is necessary:

 The variety of modes and vehicle types to be offered

 The terminal is anticipated to remain operational for the anticipated
amount of time without the need for additions or reconstructions,
maintaining the desired level of service.
 the anticipated level of activity in terms of passenger wait times,
frequency, and number of passengers served.
 The changes in transportation demand (seasonal, monthly, and
daily)

The connection of the several modes that serve a terminal at the

same time of day is an issue that must be taken into account when that
terminal is operated on an intermodal basis. The percentage of a
terminal's users that actually switch between different modes of
transportation to complete their journeys is used to measure
interconnectivity.

           2.4.9.3 References
 Iordanopoulos, P., & Pitsiava-Latinopouloua, M. (2012). Intermodal Passengers
Terminals: Design standards for better level of service . Europe: Elsevier Ltd.
https://core.ac.uk/download/pdf/82272536.pdf 
https://pdf4pro.com/amp/view/introduction-to-multi-modal-transportation-planning-
66cb3.html 
introduction to Multi-Modal Transportation Planning Principles and Practices 23 April
2021
https://www.vtpi.org/multimodal_planning.pdf 

2.5 Theoretical Framework

    2.5.1 Theory of Constraints

 Figure 9.0 The theory of constraint stages in Pasig Intermodal Terminal

The Theory of Constraints stages in the Pasig Intermodal Terminal are

iterative procedures that accomplish a goal by identifying the most important
restriction and then completely eliminating that constraint from the situation. In
this method, the researcher identifies a disadvantage and turns it into an
advantage for the structure and its users.

    2.5.2 Pattern Language Theory

The Pattern Language Theory states that patterns first describe a problem
before providing a solution. By creating an intermodal terminal nearby, the
researcher hopes to enable Pasig residents, including professionals, students,
and other groups, a way to collaborate with their neighbours to enhance their
local area or transportation experience.
2.6 Conceptual Framework

Figure 10.0 Conceptual Framework of Pasig Intermodal Terminal

Chapter 3: Research Methodology

3.1 Introduction
 The research study that follows is used to gather data on the topic. Users give
more importance to studies, problems, and data collection to provide a better solution.
By collecting data through surveys, observations, experience, and interviews, the
researcher can better understand the local residents, the development connected to the
Pasig Intermodal Terminal, the policies implemented in the organizations, and how the
terminal will function through the researcher's investigation using quantitative and
qualitative methods.

3.2 Research Design

(change) ( focus on terminal circulation)

The researcher is focusing on creating locations that will be utilized by the main
users. examining every component of the building's space circulation, both inside and
outside. Circulation is a term used in architecture to describe how people move about
an area. The academic research community has developed and argued for the
methodologies and work, addressing the concerns at the same time. As an example,
Christopher Alexander describes a wide set of spatial patterns, configurations, and
environments in the seminal work "A Pattern Language" (Alexander, 1977) in terms of
their social, cultural, and economic effects. A pattern language is a collection of
guidelines outlined by architect Christopher Alexander to assist in creating spaces that
will appeal to all people and meet their most fundamental requirements. It defines the
general language generally used for describing and understanding architecture.
Circulation plays a huge role. Circulation pathways are the routes people take through
and around buildings or urban areas.
 1. 21st Century Landscape - Open spaces and public parks enhance social
interaction in the city.

2. Circulation of Network - The development will have more spaces and a direct
route to the city center.

3. The Spinning City Network - Spinning City creates a well developed city. It
provides a more vibrant community for all.

4. Revitalizing Life

 Energy renovation for ecosystem

 Developing community infrastructure and services
 Connecting green areas
 Regenerating ecosystem
 Creating comfortable and healthy buildings

Components of Circulation
 When we talk about circulation, we often don't try to account for where every
person might go, even though every place a person could access is a part of a
building's circulation system. We frequently estimate the primary paths of the vast
majority of users. Architects generally separate their ideas into many circulation kinds
that interact with one another and the overall planning to further simplify the process.
The scope and nature of these divisions will vary depending on the project, however
they may include:

 direction of movement: horizontal or vertical.

 type of use: public or private, front of house or back of house.
 frequency of use: common or emergency; and
 time of use: morning, day, evening, continuous.

There will be various architectural considerations for each of these circulation

patterns. Depending on the movement, it could be quick or slow, automatic or manual,
done in the light or in the dark, in a crowd or alone. The pathways might be leisurely and
winding, or narrow and direct.

Direction and use are usually crucial factors in a building's layout for these different
types of circulation.

Direction

 The components of horizontal circulation are pathways, atria, entries, and exits.
Additionally, the placement of the furniture and other room elements like
columns, trees, and geographical differences have an effect on it. Furniture is
typically incorporated by architects into concept designs due to its important role
in the flow, functionality, and aesthetic of the space.

 Vertical circulation refers to how people move up and down within a structure and
includes features like steps, escalators, lifts, ramps, ladders, and other means of
accessing different levels.

Use
  Public circulation zones are the areas of the building that are most widely and
conveniently accessible. In addition to commonly overlapping with other uses,
such as a lobby, atrium, or gallery, this covertly lifts circulation to a high level of
architectural quality. It is essential to consider clear escape routes, crowd
movement, and visibility difficulties.

 Private circulation in the building allows for more private or unsightly movements
that demand privacy. This could be a home's rear door, staff offices, or storage
spaces.

3.3 Sources of Data

The researcher uses both quantitative and qualitative methodologies in order to

gather significant data and offer solutions to the problem. This data provides solutions to
the experienced and stated issues and serves as the project's main point of support for
effective project implementation.

    3.3.1 Primary Source

1. Government reports or data provided on government websites:

 Metro Manila Development Authority - The MMDA, which

supervises the Pasig River Ferry Service, will provide historical
demographic information on passengers from the previous five
years.
 Department of Transportation - The DOTr, the project's
proponent, offers the guidelines and data that are necessary to
carry out the project's aims and objectives.
 Pasig City Government - The project will be based on the City of
Pasig's Comprehensive Land Use Plan, and there are laws and
ordinances in the area that apply to the project.

2. Site visits and observations - visiting the site to determine the current state of
the community 
 3. Surveys and interviews - since the majority of the data from annual reports is
general and inconsistent, it is required to survey and interview the general public.

    3.3.2 Secondary Source

1. Internet - providing quick access to a variety of sites important to the topic

and allowing for use at any time, anywhere improves the researcher's
productivity.
2. Existing Laws and Ordinances - the researcher bases the project's
parameters and criteria on existing laws and ordinances.
3. Books - one of the resources that every researcher uses on a regular
basis is to gather information and background on their topic.

3.4 Data Collection

    3.4.1 Pasig River Ferry Service

Figure 11.0 San Joaquin Station, Pasig River Ferry Service and the Interior of the Ferry
Boat
Source: https://www.morefunwithjuan.com/2020/07/pasig-river-ferry-to-resume-
service.html

The Pasig River Ferry Service is the only water-based mode of

transportation in Metro Manila, the Philippines, and it travels down the Pasig
River from Pinagbuhatan in Pasig to Intramuros in the City of Manila. SCC
Nautical Transport Services Incorporated, a private firm, owned and ran the
system. Although it is commonly referred to as a ferry, it is actually more like a
water bus. There are 12 stations operating over the whole ferry network. The first
line is the Pasig River Line, which runs from Plaza Mexico in Manila's Intramuros
to Pinagbuhatan Station in Pasig. The Guadalupe Station in Makati and Santa
Elena Station in Marikina are served by the Marikina River Line, which is the
second line.

Figure 11.1 Line Map

 Figure 11.2 Location Map
Source: http://themanilacommuter.blogspot.com/2016/08/pasig-river-ferry-service.html

The MMDA claims that the system used twin-hulled, double-engine

catamaran-type ships with a 150-person capacity maximum. The ships have air
conditioning, fixed plastic chairs, radios, sound systems, and public address
systems. There are toilets. The Maritime Industry Authority granted their approval
on December 10, 2006, and these boats were built by Nautical Transport
Services, Inc.

The Pasig River ferry service will have 10 boats as of 2020, each with a
different capacity for passengers.

 3 boats can accommodate 150 passengers

 2 boats, named M/B Mutya ng Pasig 1 and M/B Mutya ng Pasig 2,
can carry 57 passengers each.
 5 boats can accommodate 36 passengers
 Another 3 boats can accommodate 16 passengers
 Figure 11.3 Active Fleet
Source: https://en.wikipedia.org/wiki/Pasig_River_Ferry_Service#Active_fleet

In 2021, the Metropolitan Manila Development Authority gratefully

accepted the boat donation of New San Jose Builders Inc. to the Pasig River
Ferry Service. The 50-seater M/B Vicente will be the new addition to the existing
11 vessels which transport passengers from Pinagbuhatan in Pasig to Escolta in
Manila, and vice versa.

There are restrooms, CCTV cameras, and free Wi-Fi available at every
boat terminal for those waiting to board the ferry. From Monday to Saturday, the
ferry service will be available. There is no ferry service on Sundays. Travel time
can be greatly reduced. From Guadalupe to Lawton, which is often reached by
car in 2-3 hours, it takes around 45 minutes. There are 10 new boats that can
accommodate 50 passengers as of 2020.

During a Cabinet meeting on April 4, 2018, former President Rodrigo

Duterte approved the proposal to institutionalize the Pasig River Ferry
Convergence Program. In the following four years, 17 additional stations, up from
the present 12 for the Pasig River ferry system, are planned to be built. In Metro
Manila, issues including traffic, pollution, and a lack of connectivity amongst
transportation systems are some of the issues that the proposed reintroduction of
the ferry service is supposed to help address. To restart the Pasig River ferry
system, the national government would spend P2 billion. This time, smaller boats
will travel through more stations more quickly.

3.5 Data Analysis & Data Interpretation

Through analyzing and interpreting the wide range of information that is

now accessible and the ongoing data collection by the researcher, it is possible
to determine whether they are important and appropriate for the proposed study.
 By compiling data on the topic and coming up with a solution for the proposal's
design and development process,

3.6 Research Framework/Research Flow

The flow of how the researcher collects data from respondents is shown in the
figure below. The researcher collects information from primary and secondary sources
to create the research findings. In order to improve the strategies of the proposed study,
the researcher conducted an online survey by distributing an online questionnaire to a
selected group of respondents.

Figure 12.0 Research Flow

3.7 Research Instruments

The researcher listed all of the equipment used and explained how it supports
the project that will be proposed. The instruments and tools are one of the most
essential parts of the research design for data collection and information gathering.
Throughout the process of collecting data, it serves as the researcher's partner.
 1. Laptop - It is used to secure and store all the information gathered, including
sources of data, photo compilations and collections of observations.
2. Cell Phone - It is used to store all the important data, including the survey results
from Google forms and the data gathered during the site visit.

3.8 Research Ethics

The researcher conducted a questionnaire to survey Pasig Intermodal Terminal

as an alternative solution in order to get more data and support more of the study. The
researcher gives the survey online and visits surrounding communities. The
questionnaire is given out by the researcher, who assures the respondents that the
information gathered will be kept private. The respondents responded to the questions
based on their knowledge and experience. The analysis's results were combined and
processed to provide the respondent's responses.