Final Thesis Report - Waje Patrick Stephen
Final Thesis Report - Waje Patrick Stephen
Final Thesis Report - Waje Patrick Stephen
December 2014
Chapter 1
Introduction and the Problem
Public transportations are an essential part of the daily needs from every commuter that
goes beyond to its destination, creating its way of a total journey. It creates a total venue of
destination, creating form of joy and excitement from every terminus where it takes upon and
ends. As public transportation mobilizes itself to a more modernized and a new transcends
progress, creation of business affiliation comes upon to suite up the needs with respect to
proceed the modernization of such essentiality of certain organization. While in this case, the
public transportation system needed to redefine a more wide range of needs, making more way to
complexity of the growing number of population demanding the proposal of modernization of
structure, most likely the transportation hub. With this study, the effectiveness of intermodal
concept along with business central should mark a strong evidence and result to create a
strategic, synchronized and well-organized transportation system for the public.
I.
Nowadays, the approach for green design elements of the structure is elevating and trending
for the sake of the environments reference approach. But because of too much demand,
designers tend to forget the need for green design feature of a master plan of such complex
structures.
The coastal mall and the Pasig ferry transportation however are the two perfect sites the can
be provided with the proposal concept of the said title. This namely will redefine more to a
healthier and eco-friendly approach if this title will be implemented.
The primary purpose of this study is to determine the Architectural Design of Eco-Designed
Central Intermodal Transportation with Interconnected Business Hub Approach of the Future
which is an eco-designed commercial and business central along with creative green design of
ease intermodal access transportation of the future. More specifically, it will attempt to answer
the following questions:
a. What are the spaces of interaction in intermodal and business facilities
b. What is the architectural design considerations in the adequacy of space dimensions used
in its space planning procedure?
c. What are the ideas of people with regards to interactive facility of intermodal
transportation?
d. What is the importance of interaction intermodal transportation along business center
facilities to a certain community?
e. What is the benefits of this proposal to the community and to the future extend needs?
II.
Assumptions
On the basis of senses, perception and intuitive knowledge from ones personal awareness,
the descriptive architectural design for the circulation and effectiveness of intermodal
transportation along the business complex focuses more on the spaces where it can have
interactive and past time procedure with comfort zone as necessary to be at the top priority.
Because of the time duration while waiting for next bus or any transportation mode, the need
for time consumption basis is very evident and should have a corresponding activity that can
be applied while waiting.
III.
Theoretical Framework:
The theoretical frameworks of this study are related concepts and existing theories
together with their definitions that would give a complementary knowledge about the topic and
the problem. Such theories are mostly based on architectural design just as this study is focused
on it. The related theories include:
a. Theory of territorial interaction mental process is indeed a practical configuration along
to the needs of environmental complexity. The subjected evident in the situation moreover
defines the interactive action, along with communication and skill.
b. Developmental community theory the topmost framework that corresponds to the nature
of evident creation of group of people making its way to a community serving perspective.
c. Territoriality it states the maximum radius that initiates a person to react along the
consequence needed for a personal space.
IV.
sake of the environments reference approach. But because of too much demand, designers
tend to forget the need for green design feature of a master plan of such complex structures.
The coastal mall and the Pasig ferry transportation however are the two perfect sites the
can be provided with the proposal concept of the said title. This namely will redefine more to
a healthier and eco-friendly approach if this title will be implemented.
The main objective of this project is to provide a well develop and planned city with
healthy approach to environment. And also, there are many coastal area structures that no
longer provide their use. With that, coastal mall or the pasig transportation is a big factor
make use of this plan.
V.
transportation system. The architectural design of this method should be at least within the
range of being the eco-design structure and must be a reference to sustainable and efficient
factor of the operation system to the transportation venue. While it doesnt limit to the
allowable design factor, the study more so focus only to the needs of efficiency and
modernization of the construction and operation of the said structure.
the flow of this research study is an experimental proponent factor, given the topic and
subject case of the problem. Summing up the course outline, the whole study conforms to the
background, evident current status and architectural aesthetic concept of the intermodal and
business complex, being the modern concept of the future. This study will enable to
investigate the required design, space and allowable measured space per person, in respect to
the adjacency of current space. The needs and demands of the users are also well defined in
order to capture the said modernization for the future trend. The facility involved is limited to
one subject facility, equivalently to one variable aspect with respondents using the said
facility ranging from 40-50 people using the system random sampling. A total of eleven
weeks for this fourth term of the year 2013-2014 is the timespan of envelopment. The
rationale of the delimitation is based on the given the coverage, the timeframe, the subject
areas of investigation and the number of respondents or subjects involved.
VI.
Definition of terms
Green-design
environmental
design,
environmentally
sustainable
design,
Hub - is a place where passengers and cargo are exchanged between vehicles or between
transport modes.
In (2012) Dima Quamhieh, author of Intermodal Terminals : Node Place Issue and Travelers
Flow noted that Intermodal terminals are complex entities; they are nodes in transport networks,
and placesin the city simultaneously; permanently or temporarily inhabited with compact and
varied collection of uses and forms accumulated through time. The author consequently added
that the study of this information is to carried out through a literature review for several topics
relevant to the complexities of the pedestrian flows at intermodal terminals, such as the nodeplace dilemma, travelers characteristics, flows and the physical layout of stations, and an
empirical analysis of the pedestrian flow in the station with specific focus on two bottlenecks
within the main building. The empirical analysis was carried out by means of semi-structured
interviews with representatives from some of the key institutions involved in the organization of
the central station, together with field observations and video filming. The results of the thesis
illustrate clearly the need for a more thorough reflection on what main function the railway
station should fill today; and understand the node-place dilemma and its consequences for
smooth pedestrian flow and accessibility for travelers moving in the station building.
In (2010) Nikola Markovic , the author of Scheduling Under Uncertainty for a Single-Hub
Intermodal Freight SystemIntermodal freight transport has many advantages which have
encouraged its development during the last century. Reduced storage requirements and better
utilization of infrastructure and transportation vehicles are just some of the characteristics that
enable intermodal transport to outperform other transportation concepts. Intermodal freight
systems include many interrelated operations and often require mechanization and human labor
that tend to be expensive. Thus, even small changes in the ways such systems function can
considerably influence the entire transportation process and thereby the overall system cost. Here
we examine a way to reduce the overall cost of a system that has suffered a major disruption and
focus on the vehicle scheduling problem.
It's inexpensive, safe, super-reliable, and available when you need it. That's what proponents say
about intermodal transportation, and it explains why intermodal carriers have been moving so
much freight in recent years. In August 2013, intermodal traffic in the United States averaged
257,795 units per week, the highest weekly average ever recorded, according to the Association
of American Railroads (AAR).
"Domestic intermodal is growing much faster than almost any other area of the U.S. economy or
industry," says Scott Webb, senior vice president at NFI Intermodal, a carrier based in Cherry
Hill, N.J. The term intermodal refers to moving a container or trailer by more than one mode of
transportationgenerally truck plus rail, ocean plus rail, ocean plus truck, or all three modes.
Some recent freight industry trendssuch as long-haul trucking capacity shortages, higher fuel
costs, and a drive to reduce environmental impacthave sparked new interest in intermodal,
especially pairing truck and rail as an alternative to over-the-road (OTR) trucking for domestic
moves. And recent trends in intermodal transportation, such as major initiatives to upgrade rail
networks and service, have created some new opportunities for shippers:Lower cost. A load that
travels as part of a train pulled by locomotives requires far less diesel to move than when it is
hitched to a truck cab. A train, for example, can move one ton of freight nearly 450 miles on one
gallon of fuel, according to CSX Corporation. That sort of efficiency cuts the cost of an
intermodal freight move and, as a bonus, reduces a shipper's carbon footprint.
Chapter III
RESEARCH DESIGN AND PROCEDURE
I.
Research Method
Transportation is a non-separable part of any society. It exhibits a very close relation to
the style of life, the range and location of activities and the goods and services which will be
available for consumption. Advances in transportation has made possible changes in the way of
living and the way in which societies are organized and therefore have a great inuence in the
development of civilizations. From this part of chapter, the research span conveys on
understanding the importance of transportation in the modern society by presenting as such
different methods for formulation of ideal selective approach within the selected characteristics
of existing transportation systems, within their use and relationships to other human activities.
within adjacency and such. The research method aims to cover a truthful and accurate result
within the descriptive basis as well as the extended results in the latter part.
II.
Research Implements
The research instruments in the phase of research design case study will evidently use the
stratified given data gathered from the empirical span of research. The data gathered will serve as
the tools for this study such as the records from the different staff of the site, information, project
plans, and systematic information of the office, log books, survey questionnaires, and operatives
study. Moreover, the questionnaires given will only be limited to the waiting passengers that
enter the said transportation hub that will ask specific questions and suggestive approach on what
should be a transportation hub should look like and how will it ease for improvement. The
specific questioned deployed from the survey will likely be on a manner of easy to answer and
subjective. The content will be more on the issue of convenience and manner of accessibility, the
response of adequacy from the staff, the limit of space and dimensions, the proper functions of
each space, the comfort zone level, and other personal questions like age, gender and preferences
which has something to do with the facility within the study. Research interviews will also be
provided on the management of the facility and to one of the important staff in the field. All the
gathered will be collected and managed properly for the specific aims to the architectural design.
III.
Research Locality
The research case study took place in the Park and Ride 2-Lawton facility, located in the Lawton,
Manila. The rationale for choosing its setting is that it has defined the most of the problems in
the structure. The structure itself has many problems that can be determined just by taking a look
at the main surface of the building. The research locality in this case study profound the main
function
of
intermodal
within
its
specific
foundation
control
and
subjective case and population are the commuters of the said facility. The mentioned publics are
the main and essential part of the system to function wherein they are the reasons why the
Intermodal concept has begun. In a specific relation, the study of population universe will
moreover concentrate on those who uses the transportation regularly, at the daily basis and who
uses the terminal for transportation purposes. The populated study for this research will be at the
time frame within the year of 2010-2014, depending on the gathered information. Moreover, the
subjective case for this will also include those who regularly use a public transportation by land.
Coincidently, a good example for reference population is those commuters who regularly use a
terminal for a connecting destination, having an initial transportation before reaching the said
terminal.
V.
System Sampling
A non-random sampling procedure will be followed upon the sampling procedure during
the research phase design. The selected sampling procedure was settled in order to have an ease
utilization wherein, a distributed survey questions will be given to those commuters who are
waiting in line for the stop. An experimental procedure for this can also be include in
distributing surveys inside the bus while on a stop at the terminal and such to the public
transportation.
VI.
Research Strategy
Descriptive process will follow the case study for the research design even though data
provisions were already gathered and preceded. The essential of interpretation and elucidation
through a certain phase should be follow at the given time and segment in order to utilize the
thorough structure review of concept. The certain phase mentioned will be a descriptive phase
study which proponents of this case will only describe the acquired data and be organized in
order to proceed to the next task.
VII.
Statistical Management
The acquired data from the case study procedure, most especially the numerical and number
volume of logs will be treated statistically from different point of system. The use of means,
median and mode will defy the system of information from the gathered process. The system will
provide a conclusion of descriptive statistical information wherein the use of mean, median and
mode will follow. The mean statistical information will show of the average occurring number
while on the other hand, median statistic will provide the middle of the number and lastly the
mode which constructively provide the most occurring number along the arithmetic information.
Chapter IV
RESULTS AND DISCUSSIONS SUMMARY OF FINDING AND ANALYSIS
I.
The research phase of case study was administered at the Park and Ride 2 Lawton, located
along Muelle del Rio road, within the Quezon Road Boulevard. The site is evident to have
adequate access for all major roads and accessibility for commuters to transfer from one
place to another with the use of transportation system. The main function of the structure is
to provide the outmost and reliable entry of transportation mode. Inside the site can be seen a
lot of negative schemes and wrong relation of spaces. The negligence of the site in terms of
its function can be readily being found. The suppose capacity of the structure should hold at
least 300 people, from entering to departing the site. This also host the most reliable
transportation bounding for south part of the Luzon
Site-Zone Orientation
Site-Map Orientation
The main detected landfill that can be seen at the terminal is a brownfield or what we usually
see, a plain untouched land soil. Mulch and soft form can be determined-soil
10
5
waiting area. Consequently office desk counts to 10 respondents and 5 respondents for
information desk. Bay area falls unto 5 respondents while the commercial area has 12
respondents. Food stalls also have 15 respondents, regarding the counted survey. Moreover the
top results which consist of 20 respondents are in the importance of Public Restroom. With the
results reflection, it states that the demand of public restrooms is important factor for the
commuters.
Space Negligence
25
20
15
10
5
0
Space Negligence
The figures state all the spaces that a usual terminal station considers and have an accumulation.
In the survey results, the Office desk and information found to each have 5 respondents while
Commercial and waiting area ties up for 15 respondents respectively. The lounge area makes up
12 respondents while the bays are unto 10 respondents evenly. Food stalls marks up to the
second to highest of demand, counting to 18 respondents while the Public restrooms got the
highest which is 20 respondents.
This means that the public restrooms may have the most neglected spaces inside a terminal
transportation wherein the need of cleanliness and maintenance in I the depth of trouble that
should be considered.
second to the top ranking of this formulation of tally with 18 respondents. And lastly the top rank
for this is the waiting area which covers up to 20 respondents eventually, resulting to of a
problem with overcrowding effect within this area.
strongly agree
agree
disagree
strongly disagree
strongly agree
agree
disagree
strongly disagree
can conclude that the satisfactory of the function is a negative issue to the commuters and thus
the need of improvement must be utilize
modernization of structure
agree
disagree
Do you think modernization of this structure will mobilize the function and progression of
its operation for the next 5 years?
On the basis of this survey, about 57% of the correspondents think that the need of
modernization will keep the functional and operation issue of the structure in an increasing and
developing stage. While on the other hand, 43% of the correspondents negatively approach this
issue as it will not take any mobilization of operation as modernization of structure will be
provided. In any course, this conclusion states that the conceptual thinking of people from the
development of structure provides the need to seek a functional progress and proof. People are
now more realistic on the application of modernization preferably asking the question of will it
make it or will it be a wasteful concept.
Chapter V
V.I - CONCLUSION ANALYSIS
The comprehensive data gathered have been an improvement to the organisational
component of the sites propagating issue and collective reference. Documents and
references that have been acquired revived the conception of the structure to be in a
definite multifactorial confirmation and in a state of reusable and functional program of
spaces. The figured component, which is the evident site of Terminal of Park and Ride 2,
dependently placed on the heart of Lawton compromises a lot of possible potential
activity that can pertain to the progression of its structure, namely being a functional and
feasible erected building. But then, the perspective analysis of its negative function
probability created a huge impact has concluded a lot of lost factor as well. According to
the results of gathered data from the survey, it has been found out that the structure itself
continuously growing an out-dated factor and unreliable building to be staying on for
transportation reason. The results progress out-warded that modernization of structure
should be utilize as soon as possible. Adjacency of the spaces from other functional room
is not applicable and should not be on its perspective place. More so, the architectural
profound of the structure are not functional and thus, a huge correction and
modernization should utilize its purpose. To add on with this situation, the government
should focus more on with this kind of situational function of structure. This structure,
from what has been a sites study foundation and research-based structure, is the one that
employ the connectivity of people from one place to another. It acts as a land-based aeroterminal function that requires a lot of complex and diverse knowledge on how to
perfectly bind the functional organization of the said structure.
Part II
CHAPTER II.
RESEARCH FOCUS
CHAPTER II.1
RATIONALE
The relative connectivity of transportation from one city to another is a big factor and a
clearance scale of problem from our country. These evident circumstances evolved to
have a structured proximity value to compensate the regulating fact about the needs of
functional transportation system. At a greater point, nothing is more important to
civilization than transportation and communication, apart from direct despotism and
repression, nothing is more harmful to the well-being of a society than an irrational
transportation system. All trade of wealth and productive labour involves transportation,
whether it is the movement of goods or the movement of people from their homes to their
jobs or their homes to the places where they shop. Trade is impossible without
transportation, and complex trade is impossible without modern, mechanized
transportation.
This study about transportation junction system and to reliability of its nature is
conducted to assess the needs of the proper scheme and development process for
transportation use and cycle program. This study is a highly profound as a problem
because of the great demands of interventions from the public, as well as to the growing
factor from the government. Transportation junction should be utilized in a more
modernized and future-approach way to follow through to the fast growing population
that will soon need the help of this system to create a trade system of transportation.
The modification of a trade system stands alone to the prospect of the government
handling efficiency and thus creates a more predictive and uncertain process to provide
the needs of definite function and application. Transportation in the Philippines is
comparatively unfledged, partly due to the country's mountainous areas and scattered
islands, and comparatively as a result of the governments persistent within the ledge of
investment factor in the nation's infrastructure. In recent years, however, the Philippine
government has been pushing to improve the transportation system in the country through
various projects. These provisions and improvements are uncertain to the probable fact
that it had been a readily issue at the point of surpassing an added year outcome service
to the people, as well as to the public. This growing issue that likewise provide dispute
and wrong correspondents to the needs of public consequently making the way of
transportation a heavy burden system to the society.
CHAPTER II.2
PRINCIPLES AND RELEVANT TO THE PROJECT
Adequate and highly organized system approaches for the diversity of our country
remarkably gives access to many opportunities and promote satisfaction and high
governing approach with many sustainability feature of any structure component
provisions. To provide the said information, standard principles that are related to
transportation system are freely delivered and posted in order to recognize the said
definite needs and systematic view.
The following coverage will deploy on the principle stage and features of references:
Principle 1: Access
People are entitled to reasonable access to other people, places, goods and services.
Principle description
This principle demand feature namely is a provision of access to people, places, goods
and services is important to the social and economic wellbeing of communities.
Transportation is a key means, but not the only means, through which access can be
achieved.
Strategic Directions
o Demand Management
Reduce the need for travel while protecting social and economic needs for access
by changing urban form, promoting new communications technologies, and
developing more efficient packaging etc.
Diversifying Options
Improve access by diversifying transportation options, giving people more
choices as to how they meet their access needs.
Principle 2: Equity
Nation states and the transportation community must strive to ensure social, interregional
and inter-generational equity, meeting the basic transportation-related needs of all people
including women, the poor, the rural, and the disabled.
Transportation systems should be designed and operated in a way that protects the health
(physical, mental and social well-being) and safety of all people, and enhances the quality
of life in communities.
Concentrate urban growth, limit sprawl and provide for more mixed land use
through urban structure and land use policies. This would reduce demand
(especially for automobile trips) by moving origins and destinations closer
together and also help reduce habitat destruction and loss of agricultural and
recreational lands.
Give priority to less polluting, lower impact modes of transportation in the design
of transportation systems and urban areas. Pedestrian and cycling paths should be
provided as attractive and safe alternatives to cars.
Maintain and enhance the health and viability of urban public transit systems.
Protect historical sites and archaeological resources, reduce noise pollution, and
consider aesthetics in the planning, design and construction of transportation
systems.
Consider both the global and local social, economic and environmental effects of
decisions.
Transportation needs must be met without generating emissions that threaten public
health, global climate, biological diversity or the integrity of essential ecological
processes.
Transportation systems must make efficient use of land and other natural resources while
ensuring the preservation of vital habitats and other requirements for maintaining
biodiversity
Principle description
Human activities can overload the environment's finite capacity to absorb waste, physically
modify or destroy habitats, and use resources more rapidly than they can be regenerated or
replaced. Efforts must be made to develop transportation systems that minimize physical and
biological stress, staying within the assimilative and regenerative capacities of ecosystems, and
respecting the habitat requirements of other species.
Ensure that the rate of use of renewable resources does not exceed rates of
regeneration, and non-renewable resource use is minimized.
Land Use
Emphasize compact urban form in order to reduce habitat destruction and loss of
agricultural and recreational lands around urban areas.
Minimize the impact on natural habitat and the wildlife and people it supports in the
design, construction and operation of inter-city transportation systems and infrastructure,
including, for example, highways, pipelines, and railways.
Energy Use
Reduce fossil fuel consumption and emissions through efficiencies and demand
management.
Transportation decision makers must move as expeditiously as possible toward fuller cost
accounting, reflecting the true social, economic and environmental costs, in order to ensure
users pay an equitable share of costs.
Principle description
Sustainable transportation systems must be cost effective. If adjustment costs are incurred in
the transition to more sustainable transportation systems they should be equitably shared, just
as current costs should be more equitably shared.
Reflect the full social, economic and environmental costs (including long term costs)
of each mode of transport or transport related practice as accurately as possible in
market prices.
Ensure users pay a fuller share of all costs, while respecting equity concerns.
Job Creation
Consider the potential economic and employment benefits that could be derived from
the restructuring of our transportation systems.
CHAPTER II.3
APPLICATION TO THE PROJECT
The Principles for Transport in Urban Life will be used to leverage sustainable transportation as
a principal driver for sustainable and liveable urban development, with the goal of zoning reform
in five cities worldwide. Metrics will be finalized that measures how well particular principles
are represented in a development.
RELATED PROJECT APPROACH
Philtranco is a Philippine
transport company servicing
Luzon, Visayas, and Mindanao routes. The company provides ordinary non-aircon,
airconditioned, and executive bus services. Philtranco is also positioning itself as a cargo or
document-handler, forwarder and carrier to its existing transport routes and destinations.
Philtranco is also one of the largest bus company in the Philippines together with Victory Liner
in northern part and Philtranco in southern part of the country.
CONSTRUCTION BASED
The site where Philtranco based was
in Pasay City. The base site is
consequently a busy district with
pertaining connected conjunction of
business transition.
Metro Manila
Bacoor, Cavite
Ermita, Manila
IMPLEMENTATION METHODOLOGIES
The approach is three-fold:
1)
Urban planning (urban, merged urban regions, regional, city, and town planning)
is a technical and political process concerned with the use of land and design of
the urban environment, including air and water and infrastructure passing into and
out of urban areas such as transportation and distribution networks.
Urban planning guides and ensures the orderly development of settlements and
satellite communities which commute into and out of urban areas or share
resources with it. It concerns itself with research and analysis, strategic thinking,
architecture, urban design, public consultation, policy recommendations,
implementation and management.
A plan can take a variety of forms including strategic plans, comprehensive plans,
neighbourhood plans, regulatory and incentive strategies, or historic preservation
plans. Planners are often also responsible for enforcing the chosen policies.
The modern origins of urban planning lie in the movement for urban reform that
arose as a reaction against the disorder of the industrial city in the mid-19th
century. Urban planning can include urban renewal, by adapting urban planning
methods to existing cities suffering from decline. Alternatively, it can concern the
massive challenges associated with urban growth, particularly in the Global South
2)
Zoning describes the control by authority of the use of land, and of the buildings
thereon. Areas of land are divided by appropriate authorities into zones within
which various uses are permitted.
There are a great variety of zoning types, some of which focus on regulating
building form and the relation of buildings to the street with mixed-uses, known
as form-based, others with separating land uses, known as use-based or a
combination thereof.
Similar urban planning methods have dictated the use of various areas for
particular purposes in many cities from ancient times
3)
Developers buy land, finance real estate deals, build or have builders build
projects, create, imagine, control and orchestrate the process of development from
the beginning to end. Developers usually take the greatest risk in the creation or
renovation of real estateand receive the greatest rewards. Typically, developers
purchase a tract of land, determine the marketing of the property, develop the
building program and design, obtain the necessary public approval and financing,
build the structure, and lease, manage, and ultimately sell it. Developers work
with many different counterparts along each step of this process, including
architects, city planners, engineers, surveyors, inspectors, contractors, leasing
agents and more
PART III
SITE IDENTIFICATION AND ANALYSIS
Site analysis attributably creates an evidence of factual result which is an catalogue completed as
a preparative step to site planning, a form of urban planning which involves research, analysis,
and synthesis. It primarily deals with basic data as it relates to a specific site. The topic itself
branches into the boundaries of architecture, landscape architecture, real estate development,
economics, and urban planning.
CHAPTER III
SITE SELECTION PROCESS
Site selection process is a selective identity to which controls the dependable construction
placement of the potential project to be erected and provide functional parameters and
operation. At this point, available lot area permitted to show within this phase of
gathering data. Lots, as well lands will be evaluating adequately and accurately with the
stands for the approximation for the feasibility provision of the site.
There are two main types for criteria, one is the universal site selection and the
other one is the Local Selective Output
Evaluate communities
Site acquisition
LOCAL SELECTIVE OUTPUT
Local selective output derives the outmost precedent information that is available and structured
to the evident condition of local land. This pertains to the compatibility of the space juncture of
project within the prospective land use and potential condition.
Road connection
Potential activity
Accessibility reach
CHAPTER III
SITE OPTION DESCRIPTION
The proposed structure and proponent project is expectedly to be placed with complete local
selective criteria of site selection. Mainly, there are 3 proposing land use and land
expenditure for this project.
Rizal is bordered by Metro Manila to the west, the province of Bulacan to the north, Quezon
to the east and Laguna province to the south. The province also lies on the northern shores
of Laguna de Bay, the largest lake in the country.
Rizal is a mountainous province perched on the western slopes of the southern portion of the
Sierra Madre mountain range. Antipolo boasts of a wonderful view of Metro Manila and it
is where Hinulugang Taktak, a waterfall popular with tourists, can be found.
The Rizal Province will be accessed by the future C-6 Road connecting the provinces of
Bulacan and Cavite and cities of Taguig (beside Laguna de Bay), Paraaque and Muntinlupa
which are located within Metro Manila.
CHAPTER III
SITE SELECTION AND JUSTIFICATION
Physical attribute
The chosen site for the applicable construction for the project is placed on San Guillermo
avenue,- National Road, Rizal. Consequently, the site compromises a lot of potential
revenue and probable activity for its functional construction.
Roadways attribute
the
Maharlika
Highway,
Controlled-access
highways, the Regional Highways, the Provincial Highways, the Manila Arterial Road System,
and the secondary city and municipal avenues and roads.
In Metro Manila, the highway passes through Rizal Avenue, Padre Burgos Avenue, then to Taft
Avenue. From Taft Avenue, they highway passes through Redemptorist Road, then continues
leftward through Quirino Avenue until it reaches Las Pias, where it turns leftward toward the
Alabang-Zapote Road, crosses the South Luzon Expressway, then continues on as National
Highway towards Laguna province.
The MarikinaInfanta Highway, also known as the Marcos Highway or MARILAQUE Highway
(MARILAQUE stands for Manila-Rizal-Laguna-Quezon), is a scenic mountain 44-kilometer
highway that connects Metro Manila with
Infanta, Quezon in the Philippines.
CHAPTER III. 3
SITE EVALUATION AND ANALYSIS
Sunpath
Figurative Structure
The figurative analysis of the land structure describes that the perimeter bound of the selected
site is evidently have a potential concept and activity resource around the future development of
the structure. The spontaneous function of the structure, which is to hold a transportation system
at the main deployment of land must provide the exact and more so an extensive procedural basis
for the function layout of the site.
Formative Potential Surrounding
This analysis will determine the potential surrounding that can affect the performance
development and progress of the pre conditional site reference:
EVIDENCE OF SITE
the figure shows the widely concern of
soft
muddy
roads
alongside
the
is
evidently
healthy.
Having
more
information
transportation issue.
about
Housing development
Housing developments are structured building development of residential properties.
Popular throughout the United States and the United Kingdom, they are often areas of
high density, low impact residences of single family home
This refers to the future development and erective bound of structures, likewise to the
industrials and commercial sites with addressed functional creation.
MACRO SETTING
Manila is the capital and second largest city of the
Philippines. It is one of the sixteen cities which, along
with the municipality of Pateros, make up Metro
Manila, the National Capital Region, whose overall
population is around 12 million.
The city of Manila is located on the eastern shore of
Manila Bay and is bordered by the cities of Navotas and
Caloocan to the north; Quezon City and San Juan to the northeast; Mandaluyong to the east;
Makati to the southeast, and Pasay to the south. It has a total population of 1,652,171 according
to the 2010 census and is the second most populous city in the Philippines, behind Quezon City.
The populace inhabit an area of only 3,855 hectares, making Manila arguably the most densely
populated city in the world
AVERAGE OVERALL TEMPERATURE CLIMATE
Under the Kppen climate classification system, Manila features a tropical savanna climate that
borders on a tropical monsoon climate (Kppen climate classification Aw/Am). Together with
the rest of the Philippines, Manila lies entirely within the tropics. Its proximity to the equator
means that the temperature range is very small, rarely going below 20 C (68 F) or above 38 C
(100 F). Temperature extremes have ranged from 14.5 C (58.1 F) on 11 January 1914[47] to
38.6 C (101.5 F) on 7 May 1915.[48]
Humidity levels are usually very high all year round. Manila has a distinct dry season from late December
through May, and a relatively lengthy wet season that covers the remaining period with warm
temperatures. In the rainy season it rarely rains all day but the rainfall is very heavy during short periods.
Typhoons can occur from June to September and can cause flooding in parts of the city
According to the 2010 Philippine census, San Mateo has population of 205,255 inhabitants, or
8.26% of the total population of Rizal. Conurbated to the urban agglomeration of the Greater
Manila Area, San Mateo is one of the fastest growing municipalities in Rizal Province, according
to the Metropolitan Manila Development Authority (MMDA) and the Provincial Government of
Rizal.
MICRO SETTING
Taking bath to its origin The Rizal
Rizal is bordered by Metro Manila to the west, the province of Bulacan to the north,
Quezon to the east and Laguna province to the south. The province also lies on the
northern shores of Laguna de Bay, the largest lake in the country.
Rizal is a mountainous province perched on the western slopes of the southern portion of
the Sierra Madre mountain range. Antipolo boasts of a wonderful view of Metro Manila
and it is where Hinulugang Taktak, a waterfall popular with tourists, can be found.
The Rizal Province will be accessed by the future C-6 Road connecting the provinces of
Bulacan and Cavite and cities of Taguig (beside Laguna de Bay), Paraaque and
Muntinlupa which are located within Metro Manila.
Region
Founded
Total 2,484,840
Government
Area
Population (2010)[2]
Density
2,100/km2 (5,400/sq
mi)
72nd out of 80
AGRICULTURAL REFORM
Along the figure given, it states that the area along Marikina, which is part of Rizal, is constantly
on the mid-high from the highest value of wind pressure. This is a constant provision of the area
in Rizal because of its high altitude behaviour and context of land characteristic. Most of the land
in the Rizal is covered with a mountain thats why pressure is evident to this figure.
Along the figure given, it states that the area along Marikina, which is part of Rizal, gives a
result of 26 degree Celsius, a relatively hot and warm temperature along the year. This is a
constant provision of the area in Rizal because of its orientation from the sun and the wind
direction characteristic.
The humidity reading of the land area from the Rizal denotes a separate division around 80-90,
giving an around 85% of humidity level. Moreover, Humidity is the amount of water vapor in the
air. Water vapor is the gaseous state of water and is invisible. Humidity indicates the likelihood
of precipitation, dew, or fog.
The relative rain fall of this basis denotes the chances of rain fall to begin in the regular interval
days from an annual result and survey. The result from the figure shows that the part of Rizal
boundary has at least 30% of chance of rain, meaning it may rarely feel or have the least number
of rainfalls from the annual relative survey.
Consequently, the site that was provided and acknowledge has been tested with land elevation
survey. The land elevation gives the most accurate ratio of slope of any given or choice of site. A
straight line was drawn along the part of land and it will give the elevation of landfill. From the
result acquired, we can conclude that the land is relatively a justified rolling appearance but a
long flat span feature.
LAW AND ORDINANCE
Here are the list of organization structure of law and ordinance from the said quantity of
approvals from the localities.
the National Power Corporation (NAPOCOR) under Energy Regulations No. 194.
Taking note of and recognizing the deed of Reversion (DOR) executed by and
between the Rizal Provincial Government thru Hon. Governor Casimiro M.
Ynares, Jr. in favor of Ortigas and Company, limited partnership and the opinion
of the National Economic Development Authority (NEDA) and the Department of
Justice (DOJ) relative to the transfer of the Provincial Capitol of Rizal from its
present site in Pasig City to Ynares Center in Antipolo City
ratifying and all acts, deeds, contracts and documents performed and executed by
the Provincial Government of Rizal relative to the transfer of the Provincial
Capitol of Rizal from its current site in Pasig City to Ynares Center Complex in
Antipolo City, Province of Rizal.
Authorizing the Hon, Governor, Casimiro A. Ynares III, M.D. to enter into a
Memorandum of Agreement with the Department of Public Works and Highways
(DPWH) for the implementation of the Special Local Road Fund (SLRF) under
Republic Act No. 8794 otherwise known as the Motor Vehicle Users Charge
Law.
Urging the Philippine Long Distance Telephone Company (PLDT) and Digitel to
install a special three (3) Digit Police Assistance Hotline in all of the Police
Stations in the thirteen Municipalities and City in the Province of Rizal
CHAPTER III. 3
SITE DEVELOPMENT OPTIONS
This part of the schematic phase of design from architectural thesis denotes the quality factor of
the potential site within its respective place. The site development options are required to at least
have 2 schemes and demand for a whole process of governing factor and procedural basis
Zoning Information
Zoning ordinances and regulations are laws setting limits on how you can use your
property. Cities, counties, townships and other local governments use zoning laws to
guide development and shape the community, usually under an overall zoning plan.
Zoning laws come into play on every single real estate development, big or small. So if
you're thinking about buying property or making improvements to property you own,
know how zoning laws fit into your plan.
Site analysis 1
Future
Development
(expansion)
SUNPATH
Future
Development
(expansion)
Green areas
Terminal
Transportation
system
(Leisure park)
Commercial
/business
junction
Site analysis 2
Future
Development
(expansion)
SUNPATH
Future
Development
(expansion)
Green areas
Terminal
Transportation
system
(Leisure park)
Commercial
/business
junction
RELATED APPENDICES