Compiled Final Draft of Chapter 1 To 3 Ilot

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
Table of Contents
Chapter 1: Background of the Study…………………………………………...………1

1.1. Problem Statement and Rationale………………………………………………...1
1.1.1. Statement of the Problem……………………………………………………..1
1.1.2. Rationale………………………………………………………………………….
1.1.3. Major Problem………………………………………………………………….
1.1.4. Minor Problem………………………………………………………………..
1.2. Objective of the Study…………………………………………
1.2.1. Main Objective………………………………………………………….
1.2.2. Additional Objectives………………………………………………
1.3. Definition of Terms and Concepts…………………………………….
1.4. Significance of the Study……………………………………
1.4.1. To the Community……………………………………….
1.4.2. To the Environment………………………………………
1.4.3. To the Economy…………………………………….
1.4.4. To the Culture…………………………………
1.4.5. To the Government……………………………………..
1.4.6. Technical Significance and Implementations…………………………….
1.5. Scopes and Limitations……………………………………………
Chapter 2: Review of Related Literatures…………………………

2.1 Introduction………………………………………………………….
2.2 Local Literature………………………………………………….
2.2.1 Southwest Integrated Transport System (ITS) Project (PITEx)...............
2.2.2 Pasig River Ferry Boat, Lambingan Station………………………….
2.3 International Literature…………………………………………
2.3.1 Mukilteo Multimodal Ferry Terminal………………………………..
2.3.2 Värtaterminalen – New Ferry Terminal…………………………………..
2.4 Case Studies…………………………………………………………
2.4.1 Universal Design for Transport Terminals………………………………..
2.4.1.1 Introduction………………………………………………………
2.4.1.2 Findings…………………………………………………..
2.4.1.3 References………………………………………
2.4.2 Streambank Soil Bioengineering…………………………………….
2.4.2.1 Introduction………………………………………….
2.4.2.2 Findings……………………………………………
2.4.2.3 References………………………………………………….
2.4.3 Sustainable Design in Terminals……………………………
2.4.3.1 Introduction…………………………………………………..
2.4.3.2 Findings……………………………………………….
2.4.3.3 References…………………………………………………
2.4.4 Transit Oriented Development…………………………………………..
2.4.4.1 Introduction……………………………………………………….
2.4.4.2 Findings………………………………………………………
2.4.4.3 References……………………………………………………..
2.4.5 Pedestrian Safety Systems……………………………………..
2.4.5.1 Introduction…………………………………………………….
2.4.5.2 Findings……………………………………………………..
2.4.5.3 References………………………………………………….
2.4.6 Intelligent Transportation Systems……………………………….
2.4.6.1 Introduction……………………………………………………
2.4.6.2 Findings…………………………………………………………
2.4.6.3 References……………………………………………………..
2.4.7 Acoustics for Terminals………………………………………………
2.4.7.1 Introduction…………………………………………………..
2.4.7.2 Findings……………………………………………………
2.4.7.3 References………………………………………………….
2.4.8 Structural Design: Space Frame System…………………………………..
2.4.8.1 Introduction……………………………………………………….
2.4.8.2 Findings……………………………………………………
2.4.8.3 References…………………………………………………….
2.4.9 Intermodal…………………………………………………..
2.4.9.1 Introduction…………………………………………………
2.4.9.2 Findings……………………………………………………….
2.4.9.3 References………………………………………………….
2.5 Theoretical Framework……………………………………………..
2.5.1 Theory of Constraints……………………………………………..
2.5.2 Pattern Language Theory…………………………………………..
2.6 Conceptual Framework………………………………………………….
Chapter 3: Research Methodology…………………………………………..

3.1 Introduction………………………………………………………
3.2 Research Design……………………………………………..
3.3 Sources of Data……………………………………………….
3.3.1 Primary Source…………………………………………….
3.3.2 Secondary Source…………………………………………
3.4 Data Collection……………………………………………..
3.4.1 Pasig River Ferry Service…………………………………….
3.5 Data Analysis & Data Interpretation………………………………….
3.6 Research Framework/Research Flow…………………………………
3.7 Research Instruments……………………………………………….
3.8 Research Ethics…………………………………………………..
List of Figures
Figure 1.0 Parañaque Integrated Terminal Exchange

(PITX).......................................
Figure 1.1 PITX (Passenger Terminal).....................................................................
Figure 1.2 Route Map of PITX………………………………………………………….
Figure 1.3 A ticketing area, a monitoring area, and the ticket's barcode
Figure 1.4 A loading/unloading area, a clinic, a breastfeeding area, a restroom with
a shower room, and a prayer room………………………………………………………
Figure 2.0 Pasig River Ferry, Lambingan Station……………………………………
Figure 2.1 Escolta Pasig River Ferry Station, Manila………………………….
Figure 2.2 Escolta and Guadalupe Ferry Stations and waiting areas………………..
Figure 3.0 New Mukilteo Multimodal Ferry Terminal…………………………..
Figure 3.1 Entrance/Exit hall and ticketing/Waiting area…………………………..
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……………..
Figure 3.3 new ferry terminal sustainability strategies……………………………..
Figure 3.4 The new ferry terminal is a part of a broader waterfront renovation in
Mukilteo that intends to increase the availability of public transportation, enhance
pedestrian accessibility, and encourage new development……………………………..
Figure 4.0 Värtaterminalen Ferry Terminal Stockholm Building……………………..
Figure 4.1 Escalator and Stair Hall, Arrivals and Departures Hall…………………..
Figure 4.2 The roof of the terminal building can function as a public
park……………..
Figure 4.3 Implementation of sustainability strategies, Värtaterminalen Ferry
Terminal, Stockholm……………………………………………………………………..
Figure 4.4 These drawings were created by CF Moller architects, who also planned
and designed the spaces for the ferry terminal……………………………………………
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)....................................................................................
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………………………..
Figure 7.0 Sample Pedestrian Design……………………………………….
Figure 8.0 various space frame system designs …………………………………
Figure 9.0 The theory of constraint stages in Pasig Intermodal Terminal………
Figure 10.0 Conceptual Framework of Pasig Intermodal Terminal………………
Figure 11.0 San Joaquin Station, Pasig River Ferry Service and the Interior of the
Ferry Boat…………………………………………………………………………………..
Figure 11.1 Line Map…………………………………………………………………..
Figure 11.2 Location Map…………………………………………………………
Figure 11.3 Active Fleet………………………………………………………………
Figure 12.0 Research Flow………………………………………………………………
Chapter 1: Background of the Study
1.1. Problem Statement and Rationale
1.1.1. 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)
1.1.2. 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 neighboring 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 neighboring 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.
1.1.3. 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?
1.1.4. Minor Problem

(kunin mo yung kay jerome)
What are the solutions to this proposal that could help in the Pasig
River's revitalization and restoration?
What new strategies or ordinances will be implemented to help

organize the circulation of the intermodal terminal? How can the users be able
to relate to this innovation and the new ordinance of the terminal?
1.2. Objective of the Study
1.2.1. Main Objective
(edit) The main goal of this study is to build a sustainable intermodal

terminal for the population of Pasig, which will add a new mode of
transportation, reduce traffic, and concentrate the community's transportation
alternatives.
1.2.2. Sub Objectives

(copy jerome)
● To promote the use of Intelligent Transportation Systems (ITS), such
as electronic fare and road user charging systems, transport control
centers, and real-time user information, where appropriate, in order to
get more people to take public transportation, whether for daily
commutes or other types of trips.
● To design a structure that will provide commuters with convenience by

allowing continuous flow both within and outside the structure, as well
as to implement soil bioengineering and other environmental methods
to ensure sustainability. These initiatives will help to mitigate the effects
of climate change.
● To implement and adopt social equity as a planning and design

characteristic will improve everyone's quality of life, safety, and
security, especially for women. It will also make public transportation
more affordable for low-income groups and allow for the upgrading,
modernization, and integration of intermediate public transportation as
well as universal accessibility of streets for people with disabilities and
the elderly.
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
PD 344 as part of a legal standard for Limited to the structure and site only
usage of public spaces or structures
Sustainability
Lowering the building's energy Limited only to combining natural and

consumption and carbon footprint to artificial ventilation, and using local
lessen the project's impact on the resources.
environment
Operations The study is limited only to the building's

internal operation systems. The study is
Defines how the project would operate limited to the site only
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
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_i
n_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
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
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
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
"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
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
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
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.

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PROPOSED INTERMODAL TERMINAL

ARCHITO JOSEPH A. ILOT

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

Architect Melduard Hernandez, UAP

Chapter 1: Background of the Study…………………………………………...………1

Chapter 2: Review of Related Literatures…………………………

Chapter 3: Research Methodology…………………………………………..

Figure 1.0 Parañaque Integrated Terminal Exchange

Chapter 1: Background of the Study

1.1. Problem Statement and Rationale

1.1.1. Statement of the Problem

Public transport faces severe problems in most countries of the

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

The public transportation system in the Philippines has a bad image

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

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

The study should produce a better integrated transportation node that

1.1.3. Major Problem

1.1.4. Minor Problem

What new strategies or ordinances will be implemented to help

1.2. Objective of the Study

1.2.1. Main Objective

(edit) The main goal of this study is to build a sustainable intermodal

1.2.2. Sub Objectives

● To design a structure that will provide commuters with convenience by

● To implement and adopt social equity as a planning and design

1.3. Definition of Terms and Concepts

● Intermodal - Means combining two or more different modes of transportation

1.4. Significance of the Study

1.4.1. To the Community

1.4.2. To the Environment

1.4.3. To the Economy

1.4.4. To the Culture

1.4.5. To the Government

1.4.6. Technical Significance and Implementations

The study would propose a design for a structure that could

1.5. Scopes and Limitations

Lowering the building's energy Limited only to combining natural and

Operations The study is limited only to the building's

Chapter 2: Review of Related Literatures

A brief summary of research in the literature that is related to the topic is

2.1 Local Literature

2.2.1 Southwest Integrated Transport System (ITS) Project (Parañaque

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

The project will comprise passenger terminal buildings, arrival and

Passenger Terminal Building

Figure 1.1 PITX (Passenger Terminal)

The Paranaque Integrated Terminal Exchange is situated on a 4.5-

PITX Route Map

Figure 1.2 Route Map of PITX

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

2.2.2 Pasig River Ferry Boat, Lambingan Station

Figure 2.0 Pasig River Ferry, Lambingan Station

The Pasig River Ferry Boat, Lambingan Station, is located at F.Y.

Station and Boat

Figure 2.1 Escolta Pasig River Ferry Station, Manila

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

There are eleven terminals, including five in Manila, one in Mandaluyong,

These are the 11 ferry terminals: