Chapter 1

RIZAL TECHNOLOGICAL UNIVERSITY
College of Engineering and Industrial Technology
Department of Architecture
PANDULO
(Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)
A Thesis Proposal Presented to the Faculty of
ARCHITECTURE DEPARTMENT
AR. EFREN MONTERO. BERME, UAP
Thesis Adviser
In Partial Fulfillment of Requirements in Architectural Design 9/10 for the Degree
of
BACHELOR OF SCIENCE IN ARCHITECTURE
Presented by:
BANIAGA, MARK ANGELO M.
2013-103835
OCTOBER 2018
(PANDULO: Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)
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APPROVAL SHEET
This is to certify that I have supervised the preparation and read the proposed
title prepared by Mark Angelo M. Baniaga and the said thesis proposal has been
recommended for acceptance and approval for oral defense by the Thesis
Evaluation Committee.
___________________________________
Arch. EFREN MONTERO. BERME, uap
Adviser
As members of the Thesis Evaluation Committee, we certify we have reviewed
and examined this thesis proposal with the grade of _____ and hereby
recommended that it will be accepted as partial fulfillment of the requirements in
Architectural Design 9 for the degree of Bachelor of Science in Architecture.
__________________________ __________________________
Panel Member 1 Panel Member 2
___________________________
Committee Chair
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This thesis is hereby approved and accepted by the school of Architecture,
Recreational Design in partial fulfillment of the requirements for the degree
of Bachelor of Science in Architecture.
___________________________________________
Engr. Armando P. Matias
Dean
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LETTER OF PROPOSAL
22 OCTOBER 2018
Engr. Armando P. Matias
Dean, CEIT
Rizal Technological University
Boni Avenue, Mandaluyong City
Dear Sir;
I am Mark Angelo M. Baniaga, a fifth year student of Rizal Technological
University taking up B.S. Architecture as major. In partial fulfillment of the
requirements of the said program in our school, as a student, it is my honor to
submit for your approval of my thesis proposal entitled:
PANDULO
(Quezon City’s First Integrated Multimodal Biophilic Transportation
Hub)
The Integrated Multimodal Biophilic transportation hub is put forward
to lessen both pollution and traffic-related problems to the entire city by
increasing the attractiveness of the public transport system/terminal through
Biophilic & better multimodal transportation, it also provides customer service
that improves the quality of life for the citizens, and the neighbourhood by
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improving the mobility of vehicles & passengers, through strategic architectural
approached.
I am looking forward to your favorable response to this request.
Thank you!
Sincerely,
________________________________
MARK ANGELO M. BANIAGA
2013-103835/B.S. Architecture, R.T.U.
baniagamark12@gmail.com
Recommended by:
______________________________
AR. EFREN MONTERO. BERME, UAP
Thesis Adviser
Research Method in Architecture
Recommendation and Approval by:
________________________________
AR. MARIROSE V. VOCAL, UAP
Department Head Architecture Department
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ABSTRACT
“PANDULO or (Terminal) does not only lies on the word Terminal, but
thinking integrated improve the quality of life in city and country through
integrated multimodal and biophilic concept”
Multimodal & Intermodal sounds very similar except for the fact that
Multimodal has a single carrier responsible for the entire process. In multimodal,
the transport has a contract with one carrier that covers the entire journey in
different locations, regardless of the number of modes involved. In this case all
the private owners of public transportation will become at one in the system of
PANDULO with the help of local government of Quezon City by mandating and
encouraging them to upgrade in a newer & modern system in Equipment,
Machineries, incorporated with Sustainable technologies.
The common components of the project are the facilities for the
terminal and passengers like separate tracks for each land modes, exclusive
parking facilities, landscapes & public plazas in the building. But as a whole, the
project will be become a Mixed-use development, that fits within the area, which
may accommodate a larger and broader facilities like shopping centers, offices,
sky gardens and other amenities & services.
The Goals of this project were to provide architectural surroundings
which would both enhance downtown values and add attractiveness to public
transportation whereby it might be helped to increased importance. An increased
emphasis on public transportation is suggested as a means of alleviating traffic
congestion pollution throughout the area and the entire city.
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TABLE OF CONTENTS
CHAPTER I
Title page…………………………………………………………….1
Letter of proposal………………………………………....................2
Approval sheet………………………………………………………4
Acknowledgement…………………………………………………..5
Introduction………………………………………………………….7
Background of the study……………………………………………9
Statement of the problem…………………………………………..11
Project objectives…………………………………………………..14
Significance of the study…………………………………………...15
Scope of work & Limitations………………………………………19
Hypothesis………………………………………………………….21
Conceptual framework……………………………………………..23
Definition of terms………………………………………………….24
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ACKNOWLEDGEMENT
The researcher acknowledges all the people who help and gives
Inspiration to finish the study.
To our Dean, Professors, and all Instructors who provides
immeasurable assistance all through the study, their power of teaching which
gives the knowledge and strengthen beliefs to finish the study.
To all classmates and friends, especially Mr. Rafael Emanuel
Romero who lend most of his time for helping the researcher study, and friends
for their concerns and prayers in making the study a very worthy one.
To the researchers parents, Mr. Ernesto G. Baniaga and Mrs.
Luzviminda M. Baniaga, who helps and support all through the study in
financial assistance, for the encouragement, full support, effort and endless love
as it goes along to its life, a deepest gratitude and thanks for them.
To the researchers Family and Relatives, who believed and shared,
and supported the skills and talent. Thanks for believing thanks for everything.
To Ms. Cecille Delos Reyes Abando, which serves as the
inspirations and believer and a critique to the entire researchers doing, without
her all the things done is nothing.
Above all, I praise God, for giving me faith, trust, and patient in a
whole year of the researchers study, I thank Him for providing me this
opportunity and granting me a chance to proceed successfully.
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Chapter 1
The Problem & It’s Background
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INTRODUCTION
Our world is rapidly changing. Day by day, billions of people will
inhabit our planet. Cities are currently growing by two inhabitants per second.
By 2030, more than 60 % of the population will be living in cities. At the same
time, standards of living are rising, along with mobility and demand for
consumer goods. These demands have created an enormous need for
transport. In 2010, public and private transportation grew by 10 % nationwide,
and most of that growth was concentrated in urban areas commonly in NCR.
The city’s transport infrastructure is under pressure and must be improved in
order to handle the projected growth. Transport hubs are extremely important
because the increasing flow of passengers and goods has to be managed within
and between urban centers. As nodes, hubs must intelligently network various
transportation systems so that people and goods can be transported in a safe,
efficient, and environmentally sound manner. Proponent has taken on the task
of providing concrete answers to the challenges about stressed environment,
polluted suburbs, and traffic congestion. The researcher takes advantage of
technological synergies between an “Integrated” “Multimodal” and “Biophilic”;
this kind of transportation hub to provide fast, reliable, and sustainable mobility.
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1.2 History/ Background of the Study
Many of us does not know what PANDULO means; this is a Filipino
word for TERMINAL, this word may be somehow an alternative solution in
common problem that we are facing today in the country, the heavy traffic
condition. PANDULO will be located in the Maharlika Cor. Masaya QC elliptical
Road, Old capitol Site Quezon City, consist of (29567sqm.) total land area. The
proposal will be on this site because of the on-going condition on elliptical road
which having a large number population of public & private transport vehicles
situated in the area, public buses, PUJ and PUV have created their own parking
area and terminal in front of NHA (National Housing authority) as an improvised
terminal for both public and private transport. Based on the proponents
experience this thing wasn’t really helping the city and commuter, otherwise this
is one of the main reasons in vehicular congestion in the area. Thousands of
man hours are lost in long pile of passenger waiting for transportation and a
non-stop improper loading and unloading of commuter, the sidewalks are also
covered with street vendors and almost one fifth of the elliptical road has been
block because of this matter. Similarly, the use of non-motorized modes like,
cycle and walking is not convenient in the area as they share the same right of
way with motorized modes, with a large number of vehicles arriving and
departing, it is necessary to provide public transport hub facilities for the
convenience of passengers and to reduce traffic congestion.
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Biophilic transport hub is an innovative way of designing a terminal
hub. We need nature in a deep and fundamental fashion, but we have often
designed our cities, structures and suburbs in ways that both degrade the
environment and alienate us from nature. The recent trend in green architecture
has decreased the environmental impact of the built environment, but it has
accomplished little in the way of reconnecting us to the natural world, the
missing piece in the puzzle of sustainable development. Biophilic Design points
the way toward creating healthy and productive transportation hub and habitats
for modern humans.
The Objectives of Integrated Intermodal Biophilic Transportation Hub
(PANDULO) explores the use of multiple modes of transport by land commonly
on Public Utility Bus (PUB), Public Utility Jeep (PUJ), Public Utility Vehicle (PUV),
(MRT Line 7) and also in Private vehicles, for safe, convenient and efficient
movement of passengers. Generally, PANDULO has been characterized by
increased capacity, efficient access and better location of both interchange and
integration nodes of the MRT line 7 Quezon Memorial stations that will soon to
operate and public utility vehicles. The presence of PANDULO in Quezon City
may enhance accessibility, economic growth, public health, environmental
protection, security & safety, social cohesion, etc. In this connection, it is
desirable to use multimodal system to establish a single authority for planning,
development, implementation and enforcement of the policies.
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1.3 History of Quezon City
Quezon City, also known as the “City of The Star”, was the former capital of the
Philippines.
Before Quezon City was created, it was composed of small individual
towns. Then in the early 20th century, President Manuel L. Quezon dreamed of a
city that would replace Manila as the country’s capital city. It was believed that
he got this idea when he went to Mexico earlier.
In year 1938, President Manuel L. Quezon decided to create a new
city that will replace Manila as the capital city of the Philippines. That was due to
the fact that Manila was getting crowded and was an easy target for
bombardment by naval guns because it was near by the bay.
Without thinking that there is still possibility of bombardment from
the air, still Quezon continued the idea of a totally new city at least 15 km away
from Manila Bay, beyond the reach of naval guns. Quezon contacted William E.
Parsons, an American architect and planner, and helped on selecting the Diliman
(Tuason) estate as the site for the new city. Within that year Parsons died. His
partner Harry Frost took over the assignment. Then the collaborated effort
began constructing plans for the next capital of the Philippines, Quezon City. The
plan was then approved by the Philippine authorities.
Population/ Language/ Area
The city lies on the Guadalupe plateau which is a relatively high
plateau on the northeast corner of the metropolis – between the lowlands of
Manila to the southwest and the Marikina River valley to the east. The southern
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portion is drained by the very narrow San Juan River and its tributaries to Pasig
River, while running in the northern portions of the city is the equally narrow
Tullahan River.
Quezon City is bordered by Manila to the southwest, by Caloocan and
Valenzuela City to the west and northwest. To the south lies San Juan and
Mandaluyong, while Marikina and Pasig borders Quezon City to the southeast. To
the north across Marilao River lies San Jose del Monte in the province of Bulacan
and to the east lies Rodriguez and San Mateo, both in the province of Rizal.
The city can be divided into a number of areas. The southern portion of the city
is divided into a number of places including Diliman, Commonwealth, the Project
areas, Cubao, Kamias, Kamuning, New Manila, San Francisco del Monte, and
Santa Mesa Heights. The northern half of the city is often called Novaliches and
contains the areas of Fairview and Lagro. Most of these areas have no defined
boundaries and are primarily residential in nature.
The city is the most populous city in the country with a total
population of 2,761,720 as of 2010 living in the land area of 64.17 sq miles
(166.2 km²).
Products and Services
Quezon City is home to the Philippines’ major broadcasting networks.
Television companies such as TV5, ABS-CBN, GMA Network, INC TV, UNTV, Net
25, PTV, RPN, and IBC all have their headquarters in Quezon City.
Business Opportunity
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The commercial center of the city is in Cubao where many shopping
malls and the Aurora Tower can be found. There is a farmers’ plaza and farmers’
market. Fiesta Carnival was an enclosed amusement park cum carnival which is
located in the heart of the Cubao Commercial Center, it has since been replaced
by a branch of Shopwise, a local supermarket chain. You will also find the
Araneta Coliseum, a venue for concerts as well as sports events.
Tomas Morato and Timog Avenues are the heart of a restaurant and
entertainment row with a wide array of prices, cultures, and flavors while
Banawe Avenue is dubbed as the Autoparts Capital of the Philippines because of
the concentration of car parts shops and accessories and home to clusters of
authentic Chinese restaurants aside from Binondo. The tallest building in the city
is a 40 storey Eastwood Parkview located in Eastwood City.
Tourist Spots
• Ninoy Aquino Parks and Wildlife – this is an 80-hectare zoological and
botanical garden housing different species of trees and animals including snakes,
deer, crocodiles, peacocks and a monkey-eating eagle. There is also a park that
maintains the rescued certain wildlife animals that have been abandoned,
confiscated or donated.
• UP Vargas Museum and Filipiniana Research Center – displayed inside
the museum are the artworks of the famous Filipino painters like Juan Luna,
Felix Resurrection Hidalgo, Lorenzo Guerrero and Fernando Amorsolo, as well as
sculptors like Guillermo Tolentino and Graciano Nepomuceno. There are also a
collection of artifacts dated between 1880s and 1960s. Its library contains more
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than 3,000 books, more than 1,000 volumes of periodicals and other important
documents about the Philippines.
1.2 History of transportation in the Philippines.
1940s
Vehicles
During this period, there were 50,000 automobiles in the region. The carabao
was used as a primary transportation source. The country's first public mass-
vehicular transportation service was De Dios Transit Bus Corp., providing public
mass transportation in major roads of Manila after the Second World War.
Railways
Main articles: Rail transport in the Philippines and Philippine National Railways
There were 1,400 km of narrow-gauge track, owned by either the Manila
Railroad Company (based in Luzon) or the Philippine Railway Company (an
American company based in Panay and Cebu). 1,130 km of these tracks were on
Luzon, with about 50% of this amount located in the central plain. In addition,
there were some 400 km of privately owned track in the central plain of Luzon.
All of this, with the exception of a stretch above Manila, was single-track.
Roads
There were 22,960 km of highway in the Philippine archipelago. More than half
of these roads were in central and southern Luzon and three major highways of
this island were, and probably still are, Routes 1, 3, and 5. These routes were
two-lane roads with concrete or asphalt surfacing. Each of these 3 roads enters
the capital, Manila, and their access roads linked the various parts of the island.
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Philippines Today:
The Philippines has 199,950 kilometers (124,249 miles) of roads, of which
39,590 kilometers (24,601 miles) are paved. As of 2004, the total length of the
non-toll road network was reported to be 202,860 km, with the following
breakdown according to type:
• National roads - 15%
• Provincial roads - 13%
• City and municipal roads - 12%
• Barangay (barrio) roads - 60%
Road classification is based primarily on administrative responsibilities (with the
exception of barangays), i.e., which level of government built and funded the
roads. Most of the barangay roads are unpaved village-access roads built in the
past by the Department of Public Works and Highways (DPWH), but
responsibility for maintaining these roads have now been devolved to the Local
Government Units (LGUs). Farm-to-market roads fall under this category, and a
few are financed by the Department of Agrarian Reform and the Department of
Agriculture. However, despite having a large road network built over the country,
large parts of the road network continue to be in poor condition (only 20 percent
of the total road network is paved).
Land transportation in Quezon city
Mass Transit
With an incredibly large highway network and the physical barriers that are
found in the country, mass transit in the Philippines range from the lowly yet
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versatile bangka (a boat made usually out of aluminum or wood) to the large
and sturdy trains that operate mainly in Luzon. But, the most ubiquitous form of
transport is the jeepney, affluently named the King of the Road (see article
below).
Bus Companies
Buses operate throughout the country, and they come in all forms and sizes,
from small, rusty boxes to large, luxury coaches that run through the highways
and roads of the Philippines. Routes run everywhere in the country, with some
companies operating through islands other than just Luzon.
Within Quezon city and Metro Manila
A majority of these companies operate through several roads and highways, the
most common of which being EDSA, Taft Avenue, Ayala Avenue, Commonwealth
Avenue, and Alabang-Zapote Road. Many of these buses also operate along both
NLEx and SLEx, along with some operating via Skyway.
Jeepney
The Filipino-made Jeepney
A uniquely Filipino invention, the
jeepney (commonly referred to as
a jeep) is the equivalent of a mini-
bus found everywhere in the
country. It carries between 16 to 30 passengers, comes both in air conditioned
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and ordinary (non-air conditioned) forms, and these usually operate where buses
operate less frequently (e.g. side streets in Metro Manila, provincial highways).
The jeepney evolved from the surplus of World War II jeeps that the Americans
left behind after the war. All modern jeepneys are custom made.
Railways
Recto Station of the LRT Purple
Line in Santa Cruz, Manila
• Light Rail Transit (LRT-
1/Metrorail/Yellow Line), from
Project 8, Quezon City to Baclaran,
Parañaque City. The LRT-1 plans to
extend up to North Avenue, Quezon City. The extension project is currently
under construction along EDSA. The extension project will be finished on 2013
and it will connect the MRT-3.
• Light Rail Transit (LRT-2/Megatren/Purple Line), from Santolan, Marikina City
to Recto, Manila.
• Metro Rail Transit (MRT-3/Metrostar/Blue Line), from North Avenue, Quezon
City to Taft Avenue, Pasay City.
• Philippine Railways (PNR/PhilRail/Metro Tren), from Tayuman to Sorsogon,
from Tayuman to San Fernando, Pampanga and from Tayuman to Batangas.
• Trans-Panay Express (planned)
• Mindanao Railway Authority (planned)
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Other Forms of Mass Transit
• Taxi - Public Utility Vehicle with a taximeter used in Metro Manila and other
Philippine major cities.
• Mini-buses - Derived from truck chassis.
• Tricycle - A type of Auto rickshaw. A regular motorcycle with additional
passenger seating. Designs vary but are usually fairly standard within a
municipality. Passenger seating is usually in a side car attached to the right side,
but some designs seat passengers in a towed trailer or enclose the motorcycle
inside of a body structure. Passenger seating capacity varies for different
designs, ranging from two up to seven or more. One or two additional
passengers may be seated behind the driver, usually riding sidesaddle on the
motorcycle pillion.
• Kuliglig - Illegal DIY motorcycle using multi-purpose diesel or gasoline engines,
usually with a sidecar attached -- similar to a tricycle.
• Kalesa - A Spanish-era form of transportation that still exists in the capital and
in some provinces.
• Pedicab/Sidecar - A pedaled bike with a sidecar attached to the side, much like
a tricycle.
Quezon City at its finest.
Quezon City is unique and incomparable in many ways. Gifted with the biggest
land area among the cities in Metro Manila, it holds the greatest potential for
more diverse and better-planned urban development. It has also the widest
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expanse of parks and open spaces that provides a natural setting in an ur-ban
environment. The city is likewise home to major hospitals and medical centers,
all the media and entertainment networks, top-ranked institutions of higher
learning, and key national government agencies and offices. Quezon City has
now the fastest growing ICT industry being the location of choice of business
process outsourcing firms. The City's population is generally young, educated
and employable and is the biggest market base in the country. A World Bank
study noted that "the center of gravity of all commercial activities in the coming
years" is in Quezon City.
Given its many assets and comparative ad-vantages, therefore, Quezon City is
poised to play a major role in future developments beyond its borders as:
The Green Lung of Metro Manila
The Knowledge Industry Capital of the Country
The Health and Wellness Center in Asia
The inhabitants of Quezon City likewise perceive their city as a high Quality
Community for living, working and playing. They dream of their city as af-fording
them a high quality of living, a more prosperous economy, a safer and more
livable cityscape that inspires a good sense of place and civic pride, and a well-
governed constituency. Quezon City, a high Quality Community, a highly
desirable place ever blessed with –
A healthy, educated and secure citizenry
A strong, diverse and vibrant economy
A well-linked, balanced and attractive city-scape
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A clean, green and resilient environment
A dynamic, sound and participative governance
3.1 QUEZON CITY ROLES BEYOND ITS BORDERS
From its very inception Quezon City has been outward looking. Being the
nation's one-time capital its very design and layout, its initial infrastructures and
investments were oriented to serving a much wider constituency than its local
inhabitants. Therefore, it cannot afford to exist entirely for itself even after the
national capital has been expanded into the entire Metro Manila, hence, the
National Capital Region (NCR). As a city oriented to the outside world there-fore,
Quezon City does, or intends to project an ever widening spiral of influence first
to its immediate regional context - Metro Manila; then to the country as a whole;
and finally, to the growth continent of the 21st century - Asia.
3.1.1 The Green Lung of the Metropolis
This is the unique role of Quezon City being endowed with the most extensive
expanse of open space and greenery in Metro Manila. In relative terms, open
space takes up about one-fifth of the total land area of the city. Considering that
the city accounts for one-fourth of the metropolitan land area its share of open
space even in absolute hectarage is unmatched by any other city. Contributing to
this green lung of the metropolis are large parks which include the 2,570 hectare
La Mesa Reservoir and its watershed and the Quezon Memorial Circle and the
Ninoy Aquino Parks and Wildlife nature center with a combined area of over 42
hectares. In addition, Quezon City is host to huge university campuses such as
those of the UP Diliman, Ateneo de Manila and Miriam College and recreational
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greens of major institutions such as Camp Aguinaldo, Camp Crame, Veterans
Memorial Medical Center and the privately- owned Capitol Hills Golf and Country
Club and the QC Sports Club. Other linear parks of regional importance include
easements of power transmission lines, center islands and tree-lined boulevards
and sidewalks provided with planting
CONCLUSION
All the information stated above has a big impact to the project
proposal that the researcher is putting up. We all know that Quezon City has
once become the center of economic industry of the Philippines, which also the
home of governmental agencies and other business industries, in this matter
Quezon City has a high volume of private and public vehicles and people every
day and because of that traffic problem/congestion arises. Due to traffic, people
wasted their time, opportunities were lost and businesses were losing money.
In connection with this, the researcher think of a solution to improve
and eradicate the pollution and traffic problem by creating an Integrated
Multimodal Biophilic Transportation Hub, to lessen the people’s wasted time and
help the City and economy to grow as well as the country.
And the PANDULO will arise as the pioneer of integrating a multimodal biophilic
transportation system in the Philippines.
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1.3 Statement of the Problem
In modern life we have to face with many problems one of which is
traffic congestion becoming more serious day after day. It is said that the high
volume of vehicles, the inadequate infrastructure and the irrational distribution
of the development are main reasons for increasing traffic jam also causes
pollution. The following problems are:
 High number of vehicle. The major cause leading to traffic congestion
is the high number of vehicle which was caused by the population and
the development of economy.
 Inadequate Terminal and Parking Spaces.
Stopping of public utility vehicles in the area cause immense congestion -
especially due to in-disciplined pulling-up (across the lanes), spontaneous
stopping (to pick-up/drop-off passengers on the roadside); improvised
terminals cause vehicular congestions.
 Roadside Parking.
Short or long term parking causes traffic delays by obstructing the
elliptical road outer lane.
 Lack of Implementation.
lacking of people implementing and pushing through this kind of project.
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1.4 Objectives
The following are the project goal of the thesis:
1.4.1 Objectives
1. To create a biophilic transportation hub that capable of handling a pleasing
space for parking and terminal for private and public utility vehicles, and
services.
2. To make sure that the user of the project will have the best area and
facilities for their everyday journey.
3. To promote public transportations.
4. To generate business and job opportunities to the local people and nearby
cities.
5. To create a biophilic oriented structure that relieves stress for the users and
community.
1.5 Significance of the Study
Significant architecture is one which is worthy of being built, is capable of
influencing people, and is important enough to be maintained and preserved.
The project signifies to every individual suffering the condition of the city area.
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Who will benefit?
A. The community - The proposed projects will coordinate with the
community that promotes a series of benefits beyond the traditional
aspirations of improved mobility and accessibility of vehicle and people.
These include:
 Stronger and more connected communities;
 Economic outcomes;
 Education outcomes;
 Tourism outcomes; and
 Environmental outcomes.
It's the researcher belief that by proposing this kind of project will giving more
opportunities to the people and city a more efficient and fast transportation of It
also promotes the use of active modes of transport, such as cycling and walking.
B. The Local people of Quezon City
All the business, income and job opportunities, that will be generated by
the project will give prioritise to the people of Quezon City.
C. Architecture
It will reflects the countries Culture and traditional arts. Festivity and
prestige on the design of the Sports centre will be incorporated.
Philippine architecture will be known all over the world.
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D. The country
If this project will be become successful our mother country benefits a globally
competitive design and infrastructure that can implement to all the cities in the
country. The proposed project aims to provide a highly modernize structure that
can stand to the will of time and serve as the pioneer transportation hub that
can handles a multimodal system incorporated with biophilic design techniques.
1.6 Scope and Limitation
Scope:
A. public transportation needs
The scope of the projects will be prior to the needs of public transportation in
the area where lacking of the following components:
 Terminal area
 Waiting area
 Separate tracks for utility vehicles
 Physical structure
 Parking areas
 Green spaces
B. Commuters needs
The scope of the projects will be prior to the needs of the commuters in the area
where lacking of the following components:
 Waiting flat forms
 Goods and services
 Greeneries
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C. Architectural aesthetics
The proposed project is aligned with biophilic design it is necessary to provide a
proper management to the structural system that will be explained in chapter 10
concept developments.
D. Utilities
Climate control/ HVAC System
All three mechanical systems - heating, ventilating, and air-conditioning - are
interrelated and should be planned together. Mechanical ventilation is preferred
to open windows. Planned placement and insulation of high-noise equipment is
necessary. But the project will limit on this study on how can the proposed
project control climate through the smart plans on HVAC system. The researcher
will not discuss the fitting of the system where it should put, connect or anything
about the technical process of installing smart HVAC system in the facility.
Limitations:
 Rules and Regulation program of public utility vehicles
Implementation of rules is under the governance of the LGU of Quezon city.
 Management of shops, retails and leasable area
Project limits on the computation income and revenues of shopping, retails and
leasable areas in the project.
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1.7 Assumption and Hypothesis
“The environment is where we all meet; where we all have a mutual interest; it
is the one thing all of us share.” (-Lady Bird Johnson)
A quote that puts the proponent to a deeper interest in proposing this kind of
project about combining nature and architecture.
Being the biggest city in NCR, also the green lung of metro manila the
researcher has proved that Quezon City carry such a massive obligation thru
businesses, jobs, government offices and other things that matters to our
country, in that case it is necessary to strengthen the mobility of the city by
creating an Integrated multimodal Biophilic transportation hub, this proposal
has a lot of positive attributes for every people of the community not only it
enhances the mobility of transportation it also can reduce stress to people
which improves our well-being. In an increasingly dense urban environment,
elevating the importance of biophilic design is important to a building design, to
parks and streetscapes and to transportation hub, the researcher context
supports a platform for the faster growing of economy, an integrative biophilic
design mainstreams a healthy transportation practices for people and society.
1.8 Conceptual Framework
The system approached (Input process- Output System) was used in describing
the conceptual framework of the study. As shown in the figure below the input
consist the Centre program offered by the proposed (PANDULO) Quezon City’s
First Integrated Multimodal Biophilic Transportation Hub
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Conceptual framework:
Input Process Output
Integrated Multimodal Here are the PANDULO
Transportation hub methods on how the Quezon City’s First
A.) Site proposed project Integrated Multimodal
B.) Architectural gather the data: Biophilic
drawings  Through the Transportation Hub
C.) Structural existing records
Computation and data
D.) Utilities  Observation and
E.) Architectural Inspection
Acoustics  Interviews and
F.) Design Concepts coding
FEEDBACK
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1.9 Definition of Terms
1. Amenities - a desirable or useful feature or facility of a building or
place.
2. Architecture - is both the process and the product
of planning, designing, and constructing buildings and other physical
structures. Architectural works, in the material form of buildings, are
often perceived as cultural symbols and as works of art.
3. Auxiliary Facilities - is one that supports another covered
establishment's activities (e.g., research and development laboratories,
warehouses, and storage facilities).
4. Biophilic- also called BET suggests that humans possess an innate
tendency to seek connections with nature and other forms of life.
5. Center - A place where a particular activity or service is concentrated.
6. Concession - a thing that is granted, especially in response to demands;
a thing conceded.
7. Convention - a meeting or formal assembly, as of representatives or
delegates, for discussion of and action on particular matters of common
concern.
8. Couturier - a fashion designer who manufactures and sells clothes that
have been tailored to a client's specific requirements and measurements.
9. Entertainment - the action of providing or being provided with
amusement or enjoyment.
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10. District - is a type of administrative division that, in some countries, is
managed by local government. Across the world, areas known as
"districts" vary greatly in size, spanning entire regions or counties,
several municipalities, subdivisions of municipalities, school district,
or political district.
11. DOTr – Department of Transportation (formerly known as Department of
Transportation and Communications/ DOTC) is a local agency that
primary deals with transportation-related issues
12. Expenditures - Payment of cash or cash-equivalent for goods or
services, or a charge against available funds in settlement of an
obligation as evidenced by an invoice, receipt, voucher, or other such
document. See also revenue expenditure, capital expenditure.
13. Externalities - a side effect or consequence of an industrial or
commercial activity that affects other parties without this being reflected
in the cost of the goods or services.
14. Individualism -a social theory favoring freedom of action for individuals
over collective or state control.
15. Input process Output System - The input–process–output (IPO)
model, or input-process-output pattern, is a widely used approach in
systems analysis and software engineering for describing the structure of
an information processing program or other process.
16. Integrated - with various parts or aspects linked or coordinated.
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17. Land Reclamation – acquiring additional amount of land from
different sources such as the seabed in order to accommodate the
building to be erected on a nearby island
18. Leisure – free time
19. Marginal Benefit - the additional benefit arising from a unit increase in
a particular activity.
20. Master Plan - to develop or improve (land, a community, a building
complex, or the like) through a long-range plan that balances and
harmonizes all elements:
21. Melting Pot- a place where different peoples, styles, theories, etc., are
mixed together.
22. Mundane - lacking interest or excitement; dull.
23. Net economic gain - The overall improvement observed in some
measure after all positive and negative influences have been fully
accounted for.
24. Passive Recreation - refers to non-consumptive uses such as wildlife
observation, walking, biking, and canoeing.
25. Public Sector - the part of an economy that is controlled by the
government.
26. Self-fulfillment - the fulfillment of one's hopes and ambitions
27. Shopping Complex - a group of retail stores and service establishments
usually with ample parking facilities and usually designed to serve a
community or neighborhood.
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28. Social Custom - Social customs include actions and behaviors that are
expected of a particular culture. Social customs may include how a
person greets another, makes eye contact, dresses in public and
converses in a discussion. Social customs can also dictate the type of
language a person uses in social settings.
29. Sustainable - able to be maintained at a certain rate or level.
30. Synergies- the interaction or cooperation of two or more organizations,
substances, or other agents to produce a combined effect greater than
the sum of their separate effects
31. Venue - the place where something happens, especially an organized
event such as a concert, conference, or transportation event.
1.10 Acronyms
1. MMDA – Metro Manila Development Authority
2. DOTr – Department of Transportation
3. LTO – Land Transportation Office
4. LTFRB – Land Transportation Franchise and Regulatory Board
5. DPWH – Department of Public Works and Highways
6. IATA – International Air Transportation Association
7. CPDO – City Planning Department Office
8. NEDA – National Economic Development Authority
9. DENR – Department of Natural Resources
10. LGU – Local Government Unit
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Chapter 2
Review of Related Literature &
Studies
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This chapter presents the related literature and studies after the
thorough and in depth search done by the researcher. This will also present the
synthesis of the art, theoretical framework to fully understand the research to be
done and lastly it will answer how these literature and studies differ and related
to my research.
Before presenting the findings of our research literature review, it seems
important to highlight how review articles are able to make a significant scholarly
contribution. In essence, review articles are important as they examine and
summarize past research by drawing comprehensive conclusions from many
separate studies that address a similar topic (Cooper, 1998; Jones, 2004; Keller,
Fleury, Gregor-Holt, & Thompson, 1999). In this context, academics utilize a
number of different approaches when wishing to synthesize what is already
known about a particular topic. The “traditional” literature review is often used
to support and inform journal articles. It varies from discipline to discipline but
generally allows authors to cover a range of theoretical and empirical studies
relevant to their research in an attempt “to formulate a general idea about the
research results on the topic of interest” (Holopainen, Hakulinen-Viitanen, &
Tossavainen, 2008, p. 74). While widely accepted and the dominant approach
taken across different academic fields, the traditional literature review has been
criticized for the subjective selection of literature as well as limited depth of
investigation (Jesson, Matheson, & Lacey, 2001; Stanley & Jarrell, 1989).
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As broader and more holistic alternatives, four encompassing methods of
conducting “research of research” have been proposed: meta-analysis,
systematic review, qualitative review, and integrative review. While there are
commonalities in each approach regarding Transportation.
2.1 Related Literature (Local)
2.1.1. Integrated Transport System Terminal
The study conducted by Buzon, C. and Flores, S. (2013) on analyzing the
appropriate location for a provincial bus terminal (Integrated Transport System
Terminal) in Metro Manila, considered preferences from the project’s three main
stakeholders: passengers, bus operators, and administrators (government
agencies) . From this study, two initial ITS locations were considered and
evaluated based on the criteria they have developed. The locations are as
follows: in North Triangle, Quezon city (northbound ITS) and in FTI Complex,
Taguig city (southbound ITS). These locations were evaluated thoroughly
considering the preferences of the major stakeholders; furthermore, the
stakeholders preferences could influence the design standards used for the ITS
terminals. For passenger preferences, the major concerns regarding the
terminal’s location are as follows: (1) location – the urban density surrounding
the vicinity of the terminal, (2) availability of transport modes – the
interoperability between transport modes within the terminal for efficient
passenger mobility, (3) door-to-door public transport service – the convenience
of passengers to disembark or embark on or near their desired destination, and
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(4) Resistance to change – the passenger’s hesitance to evade their ‘usual’ mode
of transport system due to a new one which may cause inconvenience. For bus
operator preferences, their main concern was where to garage their buses
(including lease of lots for depot), assuming that ITS terminals wouldn’t be able
to handle each of the operator’s bus fleet. The additional expense in operation
due to the travel distance between depot and terminal was part of their minor
concern. For government agency preferences, the following factors were
considered in selecting an appropriate site for the terminal: (1) adjacency to
mass transit networks – connectivity to other transport networks for efficient
passenger mobility, (2) locations at the fringes of Metro Manila – considered
location of terminals must not be heavily congested by urban traffic, (3)
adjacency to government-owned properties – expansion of terminals by
acquiring more space (land) would be easier through government-to-government
transactions, and (4) accessibility to other modes of public transport – the
terminal is intended to be multimodal to support efficient passenger mobility.
The concerns from the stakeholders were deliberately considered to evaluate.
2.1.2 According to the study made by UP Journalism students entitled
Philippine Transportation, the declining performance of national commuters
can be attributed to the dwindling government support in the form of budget.
From the failure to acquire enough funds to the mismanagement of those
finances, the burden is placed on the shoulders of the commuters as the front
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liners in competitions and the biggest stakeholders in the Philippine
transportation. (Complativo and Panaligan, 2014)
2.1.3 Earlier this month, the City of Manila announced plans to redevelop and
rehabilitate the historic Rizal Memorial Transportation Complex (RMSC). There
are reports that it will be converted into a mall, and because the extent of this
redevelopment is unclear, it was met with a lot of criticism.
But not everyone disagrees. Supporters of the decision argue that the RMSC is
an antiquated structure that no longer meets the needs of Filipino commuters
today. And besides, Manila is a congested city. Traffic, pollution, and noise are
never conducive to athletic pursuits. (RMSC redevelopment, 2017)
2.1.4 According to the Transportation facility Handbook of the Ace
Transportation center in USA these are the operations that the structure
offers for the future users of the center. Which used during the time that the ace
operates on 2014, the reviews about the facility was good because of their
strategic operations that become successful up to now. The following are the
facility operation.
Facility operations
Plant operations
The plant operations of ACE Transportation terminal consist of five systems:
 Heating, ventilation, and air-conditioning (HVAC)

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 Mechanical and electrical transportation (elevators)
 Major electrical systems
 Emergency power
Energy management
Energy management is not a separate function, but rather an activity that spans
all aspects of the complex. The Vice President of Facility Operations will work in
coordination with the President of ACE Transportation terminal to practice
traditional energy management measures such as thermostat regulation and
investing in energy-efficient capital equipment. However, electrical consumption
control is the responsibility of all employees. Lighting in offices should be turned
off when not in use. Lighting in courts, spectator areas, and other activity areas
should be dimmed or turned off when not in use.
Waste management
It is the responsibility of each employee to keep their areas neat and clean.
While there will be general custodial services for the facility, each employee
should remove large quantities of trash (boxes, packaging, office paper, food
from meetings, and the like) and place it in the dumpster located at the rear of
the complex.
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Recycling
ACE Transportation terminal actively participates in and encourages recycling.
Recycling consists of segregation and disposal of the following products:
 Paper (newspaper, white paper, all other)
 Aluminum cans
 Glass bottles and jars (clear, green, brown)
 Scrap metal
 Styrofoam
 Cardboard
CONCLUSION
Like any other transportation center facility operation the proposed project
would managed the same thing but with different approach in waste handling
and Energy management. Their concern with the environment was the priority.
Green City according to its latest comprehensive Land use plan the City would
have its own solar panel farm that collects energy from the sun to its facilities,
also that transportation center is right that every user should have the
responsibility to conserve energy. As for waste handling and disposing, the
proposed project has its garbage cans that are labeled as Plastic, Paper, Glass
and Biodegradable that each of the cans are connected through a pipe and ones
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it was full it will automatically flush going to the management facility of the Clark
green City which is the Metro Clark waste management corp. which is still the
ONLY Sanitary Landfill in the Philippines fulfilling all requirements of the
"Ecological Solid Waste Management Act" Republic Act RA 9003.
2.2 Related Studies (International Structure)
2.2.1 Kansai International Airport
The Transportation
Park is built based on
the principle that
integrates modern city
functions with
traditional historical
culture, thus creating sustainable modern transportation facilities that reflect the
contemporary lifestyle.
The following are a few highlights in the design of the park:
1. Reflection of the City Culture
Located within the Transportation Park in Guangling New City, the project has
broken the building volume into pieces by adopting the design philosophy of
landscape architecture. As an integral part of the park, the buildings
reflect Yangzhou’s spirit of including both mountains and water in traditional
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parks by combining the artificial “built mountains” with the “natural water” in the
area, which provides the city with a vibrant center with its transportation culture.
.(Archdaily,2016)
2. Manifestation of Function Innovations In recent years, China’s sport
industry has gradually transformed from prioritizing competitive transportation to
developing public transportation. The design has kept up with the change,
avoiding simplification in function deployment. Modern leisure transportation
functions such as rock climbing and trampolining have been introduced on the
basis of traditional transportation activities. Meanwhile, relevant derived
functions have also been introduced such as transportation training, health
maintenance and rehabilitation, and catering services, offering the community an
area for complex activities. .(Archdaily,2016)
3. Concern on Financial Operation
Learning the lesson from previous cases where some stadiums ignored the
operation after transportation competitions, the design has been focused on the
relationship between function and operation streamline in terms of the space,
which promotes the consumption in related businesses such as rehabilitation and
catering through the crowd from the stadium. At the same time, it also focuses
on the multi-function and openness in using internal and external space, thus
improving the utility efficiency and avoiding idleness. .(Archdaily,2016)
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4. Demonstration of an Artistic Style
The traditional Yangzhou paper cutting techniques have been adopted in the
building style, where landscape was cut to a concave-convex effect on the
ground. The convex parts are where the buildings are built while the concave
parts become multi-function squares. The combination can be seen through the
walking and running lanes indoor and outdoor, bringing a spatial sequence
experience with a layered structure and rich visual points. .(Archdaily,2016)
5. Focus on Ecological and Environmental Protection In the planning, the
site water system has been used to create a rainwater collection and drainage
system, and combined the landscape design and buildings, the natural landscape
garden effects have been achieved; the earth-sheltered architecture improves
the energy efficiency of buildings, and makes use of the roof space, which
improves the green coverage in the area; the design has taken into
consideration the features of public transportation activities, making use of the
natural light to a maximum effect and enhancing the natural light induction by
.(Archdaily,2016)
CONCLUSION
Transportation centre that show modern facilities that lure lot of people to come
and see this kind of structure. The research project will also introduced modern
style but with the touch of nature will strongly catch the curiosity of the public
lots will be excited on how a transportation Hub in the Philippines will be
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innovative enough to be called the first multimodal biophilic transportation hub
of the city and country.
2.3.1 PITX Paranaque Integrated Terminal Exchange
The Paranaque Integrated Terminal Exchange (PITX) will be one of the
Department of Transportation’s three intermodal terminals. The flagship project
will serve as the transfer point for provincial and in-city transportation, covering
busy thoroughfares in the EDSA, Baclaran, and Taft areas.
Seamless commute made possible!
PITX goes beyond the ambition of being a one-stop interconnected stop for
different transport modes and services. It is set to become an all-in-one
terminal, retail and office structure that will cater efficiently to commuters and
businesses.
Experience the convenience
Ideally located between Diosdado Macapagal Boulevard and CAVITEX,
passengers from outside Metro Manila can get direct access a variety of in-city
transportation
(PITX) is envisioned to be a modern transport hub that will connect passengers
from Cavite to inner Metro Manila, through seamless interconnectivity between
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different modes of transportation such as buses, taxis, PUVs, and the LRT 1
South Extension.
It is a major infrastructure development under the government's Build, Build,
Build (BBB) Program, which aims to yield sustainable economic growth, create
jobs, increase income, strengthen the investment climate, and uplift the lives of
every Filipino.
MWM Terminals, Inc., the consortium if Megawide and Waltermart, won the 35-
year concession for PITX in 2015. Megawide is one of today's leading
infrastructure conglomerates in the country, with assets in Engineering
Procurement Construction, Transport Infrastructure, Power, and Property
Development.
With best-in-class facilities for commuters as well as bus operators and drivers,
PITX is a first of its kind transport infrastructure in the country.
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2.5 References
 Abadilla.(2011). Razon defends Rizal Memorial Complex redevelopment.
Retrieved from http://business.inquirer.net/220844/razon-defends-rizal-
memorial-complex-redevelopment
 Arch20.(n.d.).Tongreng Interchange Transportation Center. Retrieved
from http://www.apa.org/helpcenter/recovering-disasters.aspx
 Hizon, P.(2012). Marketing Philippines Transportation by strengthening
the Government on support and patronization. Case study.
 Kimberly Moffitt. (2012). Research Methodology: Approaches &
Techniques [transcript]. Retrieved from
http://study.com/academy/lesson/research-methodology-approaches-
techniques-quiz.html
 Yangzhou Li Ning Transportation Park.(2016). Retrieved from
http://www.archdaily.com/800935/yangzhou-li-ning-transportation-park-
australia-pt-design-consultants-limited
 Urban Green Council (2013). Seduced by the View: A Closer
Look at All-Glass Buildings. Report, Urban Green Council. New York
Chapter of the US Green Building Council,December 2013.
<http://urbangreencouncil.org/sites/default/files/seduced_by_the_view.p
df>.
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 Beyond Green™: Guidelines for High-Performance Homes, Meeting the
Demand for Low-Energy, Resource-Efficient Homes by the Sustainable
Buildings Industry Council. Washington, DC: SBIC.
Footnotes
1
[Environmental Protection Agency, Analysis of the Life Cycle Impacts and
Potential for Avoided Impacts Associated with Single-Family Homes .]
2
[EPA, Building Codes for Radon-Resistant New Construction (RRNC)]
3
[https://www.energycodes.gov/about/why-building-energy-codes]
4
[http://bcapcodes.org/getting-started/energy-codes-101/]
5
[The American Institute of Architects, Local Leaders in Sustainability: A Study
of Green Building Programs in Our Nation's Communities .]
6
[Dermisi, Sofia. "Effect of LEED Ratings and Levels on Office Property Assessed
and Market Values", The Journal of Sustainable Real Estate, vol.1 .]
7
[https://www.energycodes.gov/compliance/basics]
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Chapter 3
RESEARCH METHODOLOGY
Page 49
The invention of mechanical forms of transport at the dawn of the twentieth
century established civilizations that shaped the modern city of today. Over the
decades, the increased density of networks in modern-day towns are therefore
the result of sweeping movement, which depicts how people move about the
cities in many ways. People walk or ride bicycles; others catch public
transportation- buses, trams or trains. Many people rely on carbon-based fuels to
power the technology that moves them: they depend on their private cars for
convenient choice. This thesis looks at the impact of this transport activity on
one of Metro Manila cities, using Taguig as an example.
Due to the recent growth in public transportation patronage and the improper
area for terminal to the roads, Quezon is in need of a new transport interchange.
It is envisioned that the Integrated transportation hub (PANDULO) - a place
where people transfer between modes of transport or between two services will
be built on a single site that can act as an eﬀective central terminal interchange
and other services, as well as easy access to central city businesses. Such a
proposal will make public transport more easily accessible for the city dwellers,
improves quality of life and protect the environment.
For this thesis, the proponent will introduce a new terminal of public
transportation infrastructure in Quezon City to show- case in the forefront of
technological movement for a more sustainable city.
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The proponent will conduct a study based in Quezon City transportation moving
networks. Such studies will include trains, buses, vehicles and pedestrians and
observe the patterns to find the most “centralized” location for the main hub. It
will not only be a place to commute, but also as a place to meet, a place to hang
out and a place to experience space. The project will hope to generate interest
from the government sector to fight global warming and climate change.
3.1 RESEARCH DESIGN
3.1.1 METHODS AND TECHNIQUES
According to Kimberly Moffitt. (2012). Research Methodology: Approaches &
Techniques[transcript].Retrievedfrom
http://study.com/academy/lesson/research-methodology-approaches-
techniques-quiz.html
A research method is a systematic plan for conducting research. Sociologists
draw on a variety of both qualitative and quantitative research methods,
including experiments, survey research, participant, observation, and secondary
data. Quantitative methods aim to classify features, count them, and create
statistical models to test hypotheses and explain observations. Qualitative
methods aim for a complete, detailed description of observations, including the
context of events and circumstances. (Moffit, 2012) Now let's take a look at each
of the different research methods that will be used by the researcher.
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Qualitative and Quantitative method were chosen by the researcher to support
and validate the research itself. As the study goes by oral interviews, survey,
case studies, existing data’s, observation and others will be used to answer and
discuss the research questions. Authorized and involved member of DOTr
Department of transportation, LTFRB Land transportation franchising regulatory
board, MMDA Metropolitan manila development authority and Local Government
Officials under the City planning department, was interviewed by the researcher
regarding the research proposed macro and micro site and the opinions about
building a new transportation hub in the former site of GSIS Government service
insurance system. Even a survey in concerned people was conducted to
statistically support the research itself. An oral interview was also asked for the
public users and commuters of Quezon city regarding the project. The following
are the questions that the researcher usually asked in her interview from the
concerned persons and the survey questionnaire.
1. If ever a Integrated Multimodal biophilic transportation hub will be
developed in Old capitol site Qc, are you willing to use it in order to travel to
different places be it can be useful to the public if creating this such a
project?
2. What facilities would you like to see if ever it will be built for you and for
your fellow passengers?
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3. If you are given a chance to design the Integrated Multimodal biophilic
transportation hub what is the special feature, style do you want to see
in your facilities?
Questions for the local and potential tourist of the project:
1. Have you or members of your household visited any public
transportation terminal during the past year?
2. Approximately how often did you or members of your household travel
over the past 12 months
3. Overall how would you rate the transportation system in the Philippines?
4. Would you be interested to visit a world class Transportation Terminal in
the Philippines in the future?
5. What facilities would you like to find in the proposed Integrated
Multimodal biophilic transportation hub From the following list, please
rate the significance of factors to be considered in designing a
Transportation Terminal?
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Oral Investigation
Department of Transportation Interview
On October 9, 2018 the researcher request letter was approved by DOTr
secretary Rafael Penafiel to conduct an interview and gather data in their office.
The researcher took this chance to look for the most authorized and
knowledgeable person to interview regarding the proposed project.
When the researcher found the three person who’s willing to answer the
researcher questions, she quickly sit down and ask questions. The following
question below are the interview questionnaire?
.) Do you think old capitol site is the perfect strategic location to build the first
Integrated Multimodal biophilic transportation hub of the Philippines?
A.) What do you think is the missing link in developing a world class terminal?
B.) Do you think the project will benefit the city and the economy of the
Philippines?
C.) In your opinion, how can the projects achieved the iconic design of a
Integrated Multimodal biophilic transportation hub?
D.) Do you think the project can improve the economy? How?
E.) How can I incorporate the existing nearby ferry terminal in the?
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Each of the questions above was asked by the researcher and tries to write their
answer as fast as he can so that all of the persons answer was being recorded to
be able to clearer analyze and restate their answer in the presentation of the
data.
Public transportation Conversion and Development Authority
Interview/visit
On October 2018, the researcher visits the office of the City Architect and City
planning Department, to request data regarding the project. On that day he
requests the following data:
 An appropriate site/ land of Integrated Multimodal biophilic
transportation hub proposed facility.
 Endorsement letter
 CMDP/ Comprehensive Master Development Plan of Quezon city
 Zoning Map and Certificate of the lot
 Authentication of Site Visit
 Cadastral Map of the Site
 Other data pertaining the project
After that the researcher waited about a week, before his request was granted.
About 2 authorized people were able to interview by the researcher and on that
day he was also able to visit his site.
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The following questions below are the interview questionnaire that he asked to
the officials;
1.) Is there any vacant lot available or suited to build the proposed project in
your future developments?
2.) Do you think the proposed project will attract many drivers and commuters if
its design was projecting a globally competitive Transportation?
3.) How do you see the Quezon city the green lung of metropolitan after
building the proposed project after 5 years from the day it was developed?
3.1.2 Methods in Gathering data
As the research goes by thesis writing is anticipated to be a simple research
process converted to a narrative essay. It is true that writing such a project is
easy if you have the right sources but one of the most problematic aspects in
writing a thesis paper is the aspect of data gathering procedure. Usually, it
involves statistics and knowledge about using it. This is the major dilemma of
the researcher when it comes to research paper writing.
There are different data gathering procedures that used by the researcher, the
following are the procedures she used;
 Data Mining - this procedure is simple. You can easily find many
resource materials where data and numerical figures are already tallied
and presented. Usually, you can find data among research institutions
and academic centers. Data mining is simply using an already published

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set of data. Like the one that the researcher gather from the LGU’s and
BCDA, their municipality CLUP,CDP and Zoning Ordinance and the Green
City Final draft of CLUP and other case studies that really help a lot in
supporting the research.
 Interviewing - One benefit that the researcher get from this process is
that she can actually gather raw and reliable data direct from subjects.
Although it is time consuming, you can still have very credible result from
this data. The following oral investigation that the researcher presented
from the Former Commuters, Public users, CPDO (City planning
department office) and public transportation leader. Is a face to face
interview.
The other data gathering procedure that the researcher did was the following
steps:
 Close reading of a text - becoming immersed in the data, reading and
re-reading a text, taking notes, reflecting on the data and writing down
interpretations
 Sequential text interpretation - taking a closer look at only a few
text or data passages, engaging in thought experiments and developing
possible story lines considering different contexts, discussing
possible data interpretations with a group of other researchers and
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coming to an agreement after intense discussions. Conclusions are
reached through discursive validation
 Observation/ Inspection - An analysis of embodied lived experience
before empirical data are collected via self-inspection and reflection of
own experience. This is considered necessary as all empirical data are
regarded as being reductions and objectifications
 Coding: Coding in qualitative research means to assign a word or a
phrase that summarizes a section of language-based or visual data. It
can capture whatever is important, the essence of what is in the section
or it can be a suggestive attribute. (Saldana, 2009)
 Personal Survey - is a questionnaire that the target audience can
complete over oral interview and recording them to mobile phone, The
researcher use on the spot survey to ask the Local people of site and the
Filipino commuters who are living and working in the city.
Participants
The participant for this study is the commuters and drivers who often times
using and working through public transportation from the area and city. Public
users and citizen of the Quezon City Philippines will also be interviewed and
surveyed regarding the research project. The questionnaire material will served
as the describing characteristic of a larger population whether they disagree or
agreed on building a Transportation Hub in the old capitol site Quezon City.
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Commuters will be asked on a certain questions that can help to support the
idea of adding new structures for them. Citizen’s opinions will be considered on
the design of the building.
3.1.3 SUBJECTS OF THE STUDY
The respondent to the researchers interviews and survey will be the public
commuters that are suffering the worse synario in the place where the
proponents is trying to create a solution. The researcher will also target for the
interviews are the LGU officials, CPDO employees and public useres of each
teams of different transportation. To gather fact data and opinions regarding the
research. Which they will answer the following questions stated above the
methods and techniques.
3.1.4 RESEARCH INSTRUMENT
Materials
The researcher’s Methodology requires gathering relevant data from specified
documents and compiling database in order to analyze the material and arrive at
a more complete understanding and observing whether this new idea of planning
an Integrated multimodal biophilic transportation hub, will be accepted by the
user and the existing components in the site. And if it will be successful in
blending with the environment. The following instruments are used by the
researcher;
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1.) Interviews – the researcher specifically used the structured type of
interview which the researcher gave a set of ready questionnaire to ask
the respondent about the specific kind of problem. Because of this the
researcher able to gain fact about the specific problems.
The validity of the Interview is proven because persons who are
interview are the one who’s an expert or authorized person regarding a
specific field.
2.) Existing Data/ Case Studies – the researcher also use the existing
data which are valid to use because the planning department of the
municipality itself formulate this data and update it every year. Which
are used and implemented on their cities. While the other data that
came from the CPDO was carefully studied by different professionals on
their fields before implementing and approved by the Government
Statistical treatment of data
While on the interview the researcher use coding to present data which we can
see if those people we asked will agree on the objective and purpose of the
project.
Population Frame and Sample
The target population of the project is the whole Philippines and tourist people
who love a hassle free travel. Also the National and local Commuters of the
country, private users is also considered in the population.
Page 60
In the survey for the local people of Quezon City the using solving formula which
will be presented in chapter 4 that will be the target survey persons.
Research Setting
The research setting refers to the place where the data are collected. In this
study, data were collected at two reliable government and private offices in the
Philippines. The LGU of Quezon City which I got the demography, CLUP etc.
which is very useful in the research. The CPDO and City Architect that holds the
authority in government project where the proposed project is located which is
in the institutional zone of Quezon City. Even if it is in the institutional zone the
city government has allows the researcher to push thru the project, because
their belief is that the location is very strategic for this kind of proect
ADMINISTRATION OF INSTRUMENTS
The method of administering survey and interview;
i. Personal Approach (Face to face Structured interview)
The researcher used this method to conduct personal interview with the
authorized and expert personnel of the LGU, CPDO and City Architect in
gathering important opinions and valid data regarding the proposal project. This
method was also used by the researcher in approaching drivers and commuters
in his survey; he visited the offices such as the LTFRB, DOTr, CPDO, CA, for his
data.
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Chapter 4
PRESENTATION AND
ANALYSIS OF DATA
Page 62
ANALYSIS AND INTERPRETATION OF THE PROPOSAL
The aim of this thesis proposal is to provide a proper and better
transportation system on the busy roads of Metro Manila especially in elliptical
road, commonwealth road and EDSA. The proposed PANDULO: Quezon City’s
First Integrated Multimodal Biophilic Transportation Hub will create a new type
of transportation system in Quezon city. It may solve the problem regarding
poor transportation system on the city and other urban areas. It may give more
convenience to the commuters and passengers to travel in major roads like
elliptical road, commonwealth road and EDSA (Efipanio Delos Santos Avenue).
It may lessen and minimize the Public Utility Vehicle (PUV) congesting in the
areas and to provide better solution to ease the heavy traffic there by means of
implementing Multimodal Transportation hub System not only in areas that
experience traffic but also to be serve as guide in different urban areas
nationwide.
The implementation of Integrated Multimodal Biophilic Transportation
Hub will help to obtain more passengers and commuters and it will become
easier and convenient to them to use public transportation than using their
vehicles. It will also help to lessen the people using their own vehicle to travel to
their destination.
The progress of the proposal for the rapid transit system will answer
the transportation problem of Metro Manila. It can also help to the growth of the
economy of many urban areas.
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IDENTIFICATION
The proposed Integrated Multimodal Biophilic Transportation Hub
may serve as not only interlink from a community to other community but it may
also serve as interconnection from a city to other city nationwide. Road and
highways are the one who subdivide and separate the city to other city so the
proposal may serve as bridge to integrate them.
The researcher stated on his study must be collaborated with architectural
approach using Biophilic design in order to solve the stated problems. In this
collaboration, the considerations between location, time, resources and
instruments and also the researcher must consider the design components and
structure and other major factors that will affect the study.
Each major issue was outline with sub-issues to strategically and specifically
identify minor issues that make up the problem. Hence, from it, architectural
design were also analysed as architectural solutions to the problems.
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RESTATEMENT OF THE PROBLEM
PANDULO
(Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)
Integrated Multimodal Biophilic Transportation Hub is a public transportation
terminal that will answer following issues and problems regarding in poor
transportation system in the city and other urban areas. The problems are
traffic congestion in the and nearby district cause of too many vehicles and
trailer trucks are travelling and routing on the busy road result of traffic
congestion, lack of amenities and necessities in many terminals in Quezon City.
Because of these phenomena, loss of economic growth and development arise.
RECOMMENDATIONS
The recommendation that the researcher gathered and collected is based on
the advised and suggestions of the professionals that the researcher
interviewed and consulted. These recommendations will help the researcher to
become accurate to his study to solve the goal of the problem of poor
transportation system. The following recommendations are:
 The researcher must put the route of buses at the median of the road to
avoid obstructions.
 The researcher must study and analyse properly the location of the each
station of his proposal.
Page 65
 The researcher must prioritize passenger that will use the station of
BRT.
 The researcher must consider the health of the passenger by using
environmental friendly structure of the proposal.
 The researcher must give comfort ability and accessibility to the
passenger that will use the stations of the proposal.
 The researcher gives passenger a way to avoid jaywalking by using
footbridge.
 The researcher must provide a walk-able station to station system.
 The researcher must provide more public sidewalks to move more
people and for them to be comfortable to walk in that sidewalk.
 And other recommendation that make the stations and whole system
accurate for passengers and users.
PROJECT STUDY
The project study researches in the analysis of the capability of the study
comprising the:
 Market Study
 Socio-Economic Study
 Income Generation
 Technical Study
Page 66
 Financial Study
The analysis hereby presented was formed through conceptualization only

evaluated vividly based from resource and/or acquired data.
MARKET STUDY
The proposed PANDULO: Integrated Multimodal Biophilic Transportation Hub
is marketable not only because of the passengers and users that will use the
proposal but also the location of the site and the terminal station is located in
the upcoming central business district zone. The data shown below will prove
that the project proposal is marketable.
MARKET INCLUDES:
 Travellers- the travellers in around Luzon especially in Southern and
Northern part of Quezon City and Metro Manila will be the major
markets of the study. From which they can use public transportation
system to travel from south to north of Quezon City and to other cities.

 Commuters and Passengers- commuters around Metro Manila
especially in city of Quezon, Pasay and Taguig will be one of big markets
of the study because of the issue of traffic in C-5 Road and EDSA. It is
very helpful
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TOPOGRAPHY
Elevation
 The topography of the land is about 30% levels, the rest flat surface of
land. Being an inland town, it is accessible by land transportation from the
other towns bordering the Quezon to Manila. It is fifteen (15) kilometers
east of the City ofManila. It is characterized by coastal plains and hilly areas
extending in the north-south direction along the commonwealth road.
Slope
 Surface elevation ranges from 0-10 meters above the mean sea level on
the coastal plains and 20-70 meters on the hills.


 As per the Slope Map of Quezon City, the following is the indicated slope
distribution.
INCOME GENERATION
The income of the site could be obtained by the use of the following:
 Terminal Fee

 Commercial Spaces/Strips

 Parking Space Rentals

 Office Space Rentals

 Equipment and Facilities Rentals

 Ground Vehicle Rentals

 Station Terminal Fee

 Rental Services
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TECHNICAL STUDY
The technical study helps to identify the technical aspects of
the study which may integrate in the design of the proposal to the
other related project data that gathered and collected by the
researcher.
Technical Data:
Table 4.15 Source: D

epartment of Transportation- Land Transportation Office
Page 69
Page 70
Table 4.16
Source: Department of Transportation- Land Transportation Office
Page 71
Table 4.17
Page 72
Table 4.18
Page 73
Table 4.18Source: Department of Transportation- Land Transportation Office
Page 74
Table 4.19Source: Department of Transportation- Land Transportation Office
Page 75
Table 4.20
Page 76
Table 4.21
Page 77
Table 4.21
Page 78
CONCLUSION
The tables of routes listed above are the general data’s of public transportation
that are franchised around NCR as of year 2015-2020. Summing up the volume
of public transportation up to 50% to 60% of the vehicles are situated and
registered in the municipality of Quezon City, majority of routes are from
southern part of NCR to northern part of Quezon City. It only means that by
proposing this kind of project will generate higher incomes to the city.
Site Requirements:
 Parking areas

 Public and private offices

 Administration Building

 Commercial Areas

 Operation/Tuning Area for Buses, jeepneys etc.

 Public transportation Terminal Stations

 Maintenance and Check-Out Area of vehicles
FINANCIAL STUDY
In term of financial analysis, the researcher consulted in professionals
especially in some government agencies and to the national government to
financially support in hypothetical means the project proposal of the
researcher.
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The project proposal would be possibly finance by the following:
 ASIA DEVELOPMENT BANK (ADB)









 DEPARTMENT OF TRANSPORTATION (DOTr)





 AYALA LAND CORPORATION






 METROPOLITAN MANILA DEVELOPMENT AUTHORITY (MMDA)









 DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS (DPWH)
 DEPARTMENT OF SCIENCE AND TECHNOLOGY
Page 80
FINANCIAL ANALYSIS
PROJECT TITLE: PANDULO: Quezon City’s First Integrated Multimodal Biophilic

Transportation Hub.
SITE: OLD CAPITOL SITE QUEZON CITY
LAND AREA: 29,567.00 sq.m
ESTIMATED BUILDING COST PER SQUARE METER
BUILDING USE BUILDING AREA UNIT COST TOTAL COST

(Sq.M.) (PHP) (PHP)
Parking Building 1,927.93 sq.m 25,000 223,198,250

And Commercial
Building
STATIONS
Terminal 1 3027.1 sq.m. 25,000 13,600,000
Terminal 2 3395.59 sq.m. 25,000 18,000,000
Terminal 3 3542.93 sq.m. 25,000 18,000,000
Terminal 4 3434.4 sq.m. 25,000 16,600,000
Page 81
PHILIPPINE Buildin Automoti

BUILDING g Mechanical Electrical ve Furniture Total
USE Cost System System System costs Cost
(5%) (5%) (5%) (10%) (Mil)
'42,059,
Main 000 2,102,000 2,102,000 2,102,000 4,205,900 52.57
Terminal
Parking
Building
223,198, 11,159,912. 11,159,912
And 250 11,159,912.5 5 .5 22,319,825 27.89
Commercial
Building
COMMER
CIALS(CS)
10,000,0
CS 1 00 1,000,000 680,000 680,000 1,360,000 20.5
10,000,0
CS 2 00 1,000,000 900,000 900,000 1,800,000 22.5
10,000,0
CS 3 00 1,000,000 900,000 900,000 1,800,000 30.5
100,00
CS 4 0,000 20,000,000 20,000,000 20,000,000 25,000,000 50.5
TOTAL:
Table 4.21
PROJECT COST:
BC+BE+LI= Grand Total Project Cost
Where in:
BC-Building Cost (25,000 per sq.m.)
BE-Total Cost of Building Equipment (elevator, escalator and etc.) (5%-

Mechanical, Electrrical, Automotive)
LI-Land Improvement and Development (10% of the Building Cost)

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Building Cost + Building Equipments + Land Improvement =
Grand Total Project Cost GRAND TOTAL PROJECT COST= PHP
928,122,975 TOTAL INITIAL INVESTMENTS
Total Project Cost: PHP 928,122,975
Administrative Cost (1%): PHP 9,281,229.75
Professional Fees (6%) UAP Doc 202: PHP 55,687,378.5
Constigencies (10%): PHP 92,812,297.5
GRAND TOTAL BUDGET REQUIRED: PHP 1,085,903,881
FEASIBILITY
Income Generation
The fare structure for the BRTs is yet to be determined by the
Department. As of currently, the fare structure to be followed for the BRTs is
the same as that for airconditioned buses, which is as follows:
Php 12 (first 5 kilometers) + Php 2.25 (every additional
kilometer thereafter) Income of Passenger Travel
 75 (Passengers)/BRT Bus X PHP 31.00 (Maximum Fare) =
PHP 2,325/per trip of bus
 150 (BRT Buses) x PHP 2,325 = PHP 348,750
 48,000(Estimated Passenger) of BRT Buses/Day x PHP 31.00
(Maximum Fare of BRT Bus) = PHP 1,488,000/DAY TRAVEL

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 PHP 1,488,000 x 31 Days/Month= PHP 46,128,000/MONTH
 PHP 46,128,000 x 12 Months/Year= PHP 553,536,000/YEAR
FOR RENTAL COMMERCIAL SPACE
The following areas are leasable spaces and is calculated by Php.
500.00/per sq.m and its rentable for 1 month
 Leasable Space 12.5 sq.m x PHP. 600.00/per sq.m = PHP 7,500
 169 (Number of Leasable Space) x PHP 7,500.00 = PHP
1,267,500
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FOR RENTAL OFFICE SPACE
 Office Space 325 sq.m x PHP 600.00/per sq.m = PHP 195,000
 PHP 195,000 x 26 Working Days/Month = PHP
5,070,000/MONTH
 PHP 5,070,000 x 12 Months/Year = PHP 60,840,000/YEAR
FOR PARKING AREA RENTAL
 Parking Rental Space Cost: PHP 40.00/per parking space for every 4
hours
 520 (Number of Parking Space) x PHP 40.00 = PHP 20,800
 PHP 20,800 x 31 Days/Month = PHP 644,800/MONTH
 PHP 644,800 x 12 Months/Year = PHP 7,737,600/YEAR
TOTAL EARNING AND INCOME OF THE PROJECT: PHP 1,093,623,600/YEAR
Page 85
Chapter 5
CONCLUSION AND
RECOMMENDATION
Page 86
CONCLUSION
Concerning this study, the researcher has finalized a conclusion to the problem
of the Quezon City in poor public transportation system, overcrowded vehicles
and traffic congestions. The study will set up all the needs of a public
transportation terminal and applicable design structures to make an
improvement to the mobility of goods services in Quezon City and NCR
(National Capital Region) especially in busy roads like Efipanio Delos Santos
Avenue, elliptical Road and commonwealth road. The establishment and
implementation of PANDULO: Quezon City’s First Integrated Multimodal
Biophilic Transportation Hub could make a better solution to ease the Air
pollution and traffic problem and to improve the public transportation system in
Quezon City. The proposal will have a big impact to the whole transportation
system not only in Metro Manila but also in whole nation. It also helps to
increase the growth and development of economy because of not delayed
goods, deliveries and work. The improvement of transportation system will also
help the commuter to travel efficient and faster using public transportation.
Integrated Multimodal Biophilic Transportation Hub will also give an
interconnection of structure and human to the built and natural environment
and also provides a better mobility of the city. Therefore, the researcher
conclude, the Integrated Multimodal Biophilic Transportation Hub will have a big
contribution in the whole transportation system in the city and can be used as
basis of creating an transportation facility other cities in the whole Philippines.

Page 87
RECOMMENDATIONS
The recommendation that the researcher gathered and collected is based on
the advised and suggestions of the professionals that the researcher interviewed
and consulted. These recommendations will help the researcher to become
accurate to his study to solve the goal of the problem of poor transportation
system. The following recommendations are:
 The researcher must put a new road network to the project to
avoid obstructions in the existing road.


 The researcher must study and analyze properly the location of the
each station for his proposal.
 The researcher must consider the health of the passenger by using
environmental friendly structure (Biophilic) of the proposal.


 The researcher must give comfort ability and accessibility to the
passenger that will use the stations of the proposal.
 The researcher gives passenger a way to avoid jaywalking by using

footbridge.

 The researcher must provide a walk-able station to station system.

 The researcher must provide more public sidewalks to move more
people and for them to be comfortable to walk in that sidewalk.

 The researcher must put exclusive tracks for each type of land
vehicles separating them from each other.

 And other recommendation that make the stations and whole
system accurate and effective for passengers and users.
Page 88
Chapter 6
MACRO SITE ANALYSIS
Page 89
INTRODUCTION
A BRIEF HISTORY
Before Quezon City was created, its land was settled by the small
individual towns of San Francisco del Monte, Novaliches, and Balintawak. On
August 23, 1896, the Katipunan, led by its Supremo Andrés Bonifacio, launched
the Philippine Revolutionagainst the Spanish Empire at the house of Melchora
Aquino in Pugad Lawin (now known as Balintawak).
In the early 20th century, President Manuel L. Quezon dreamt of a city
that would become the future capital of the country to replace Manila. It is
believed that his earlier trip in Mexico City, Mexico influenced his vision.
In 1938, President Quezon created the People's Homesite Corporation and
purchased 15.29 km2 (6 sq mi) from the vast Diliman Estate of the Tuason
family; this piece of land became known then as Barrio Obrero ("Workers'
Village"). The National Assembly of the Philippines passed Commonwealth Act
502, known as the Charter of Quezon City, originally proposed as "Balintawak
City; Assemblymen Narciso Ramos and Ramon Mitra Sr. successfully lobbied the
assembly to name the city after the incumbent president. President Quezon
allowed the bill to lapse into law without his signature on October 12, 1939, thus
establishing Quezon City.
When Quezon City was created in 1939, the following barrios or sitios:
Balingasa, Balintawak, Galas, Kaingin, Kangkong, La Loma, Malamig,
Masambong, Matalahib, San Isidro, San Jose, Santol, and Tatalon from
Caloocan; Cubao, the western half of Diliman, Kamuning, New Manila, Roxas
Page 90
and San Francisco del Monte from San Juan; Balara, Barangka, the eastern half
of Diliman, Jesus de la Peña and Krus na Ligas from Marikina; Libis, Santolan
and Ugong Norte from Pasig and some barrios from Montalban and San Mateo
were to be given to the new capital city. Instead of opposing them, the six
towns willingly gave land to Quezon City in the belief that it will benefit the
country's new capital. However, in 1941, the area within Wack Wack Golf and
Country Club was reverted to Mandaluyong, and Barangka and Jesus de la Peña
to Marikina. In addition, the land of Camp Crame was given from San Juan. On 1
January 1942, President Quezon issued an executive order from the tunnel of
Corregidor designating Jorge Vargas Mayor of Greater Manila, a new political
entity comprising, aside from Manila proper, Quezon City, Kalookan, Pasay, San
Juan, Mandaluyong, Makati, and Parañaque.
Imperial Japanese forces occupied Quezon City in 1942 during World War II. In
October 1942, the Japanese authorities divided the City of Greater Manila in
twelve districts, two of which were formed from Quezon City: Balintawak which
consisted of San Francisco del Monte, Galas, and La Loma; and Diliman which
consisted of Diliman proper, Cubao, and the University District. In 1945,
combined Filipino and American troops under the United States Army, Philippine
Commonwealth Army, and Philippine Constabulary, with help from recognized
guerrilla units, liberated and recaptured Quezon City in a few months, expelling
Imperial Japanese forces. Heavy fighting occurred in Novaliches—which at that
time was in Rizal Province—and New Manila.
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After the war, Republic Act No. 333, which redefined the Caloocan–Quezon City
boundary, was signed by President Elpidio Quirino on July 17, 1948, declaring
Quezon City to be the national capital, and specifying the city's area to be
156.60 km2 (60 sq mi). The barrios of Baesa, Bagbag, Banlat, Kabuyao,
Novaliches Proper, Pasong Putik, Pasong Tamo, Pugad Lawin, San Bartolome
and Talipapa, which belonged to Novaliches and had a combined area of about
8,100 hectares, were taken from Caloocan and ceded to Quezon City. This
caused the territorial division of Caloocan into two non-contiguous parts, the
South section being the more urbanized part, and the North half being sub-rural.
On June 16, 1950, the Quezon City Charter was revised by Republic Act No. 537,
changing the city's boundaries to an area of 153.59 km2 (59 sq mi). Exactly six
years after on June 16, 1956, more revisions to the city's land area were made
by Republic Act No. 1575, which defined its area as 151.06 km2 (58 sq mi).
According to the Philippine Institute of Volcanology and Seismology and
Geoscience Australia on their study earthquake impact and risk assessment on
the Greater Metropolitan Manila Area, the total area of Quezon City stood at
165.33 km2 (64 sq mi).
On October 1, 1975, Quezon City was the actual site of the "Thrilla in Manila"
boxing fight between Muhammad Ali and Joe Frazier, which took place at the
Araneta Coliseum. It was renamed as the "Philippine Coliseum" for the event.
On November 7, 1975, the promulgation of Presidential Decree No. 824 of
President Ferdinand Marcos established Metro Manila. Quezon City became one
of Metro Manila's 17 cities and municipalities. The next year, Presidential Decree
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No. 940 transferred the capital back to Manila on June 24, 1976. On March 31,
1978, President Marcos ordered the transfer of the remains of President Quezon
from Manila North Cemetery to the completed Quezon Memorial Monument
within Elliptical Road. On February 22, 1986, the Quezon City portion of the
Epifanio de los Santos Avenue (between Camp Crame and Camp Aguinaldo)
became the venue of the bloodless People Power Revolution that overthrew
Marcos.
On February 23, 1998, Republic Act. No. 8535 was signed by President Fidel
Ramos. The Act provided for the creation of the City of Novaliches comprising
the 15 northernmost barangays of Quezon City. However, in the succeeding
plebiscite on October 23, 1999, an overwhelming majority of Quezon City
residents rejected the secession of Novaliches.
Quezon City is the first local government in the Philippines with a computerized
real estate assessment and payment system. The city government developed a
database system that now contains around 400,000 property units with
capability to record payments.
The Quezon City Government thru the City Development Council
(CDC) has undertaken the preparation of the city’s Comprehensive
Development Plan and review of the existing Comprehensive Land Use Plan in
view of the significant transformations in the social and ecological condition of
the city since the Plan’s updating in 2000. The timing for this undertaking could
not be more auspicious. The Bureau of Local Government Development of DILG
is currently disseminating the “Rationalized Local Planning System (RPS)”, a
Page 93
new planning guideline that is fully compliant with the provisions of the Local
Government Code. Quezon City has adopted the said “Rationalized Local
Planning System” as the guiding framework in the preparation and/or revision
of its comprehensive plans, its zoning ordinance and investment programs. The
City has also engaged the services of the author of the RPS himself, Prof.
Ernesto M. Serote of the UP School of Urban and Regional Planning (UP SURP)
as in-house consultant to help facilitate the conduct of various activities
required.
The Local Government Code mandates all LGUs to prepare their
Comprehensive Land Use Plans (CLUP) and their multi-sectoral Comprehensive
Development Plans (CDP). The CLUP is the long-term guide for realizing the
desired spatial pattern of development by regulating the type and location of
private and public investments. The instruments for regulating investments are
the zoning ordinance, subdivision, regulations, and the building code as well as
posi-tive incentives in the form of liberal taxation and other fiscal policies. The
multi-sectoral develop-ment plan, on the other hand, is the medium term and
annual guide to public investments implement-ed through the Local
Development Investment Pro-gram (LDIP) and the annual budget.
The concepts and terminologies used repre-sent a faithful interpretation of,
and compliance with the pertinent mandates of the Local Government Code
(Sections 20, 106 and 458, among others). These are the plans that LGUs are
required to pro-duce.
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PHYSICAL STRUCTURES
LOCATION AND AREA
The city lies on the Guadalupe Plateau, a relatively high plateau at the
northeast of the metropolis situated between the lowlands of Manila to the
southwest and the Marikina River Valley to the east. The southern portion is
drained by the narrow San Juan River and its tributaries to Pasig River, while
running in the northern portions of the city is the equally-narrow Tuliahan River.
Quezon City is bordered by Manila to the southwest, by Caloocan and
Valenzuela City to the west and northwest. To the south lie San Juan and
Mandaluyong, while Marikina and Pasig border the city to the southeast. To the
north across Marilao River lies San Jose del Monte in the province of Bulacan,
while to the east lie Rodriguez and San Mateo, both in the province of Rizal.
The city can be divided into a number of areas. The southern portion of
the city is divided into a number of districts including Diliman, Commonwealth,
the Project areas, Cubao, Kamias, Kamuning, New Manila, San Francisco del
Monte, and Santa Mesa Heights. The northern half of the city is often called
Novaliches and contains the areas of Fairview and Lagro. Most of these areas
have no defined boundaries and are primarily residential in nature.
It has a total area of 16,533 hectares (165.33 sq. km.) as per approved
Cadastral Survey Mcdam 500 D by the NCR Land Management Bureau indicating a
1995 average density of 17,759 persons per sq. km and covers 142 barangays.
Page 95
TRANSPORTATION SYSTEM
Based on the traffic survey on major roads conducted by the MMDA Traffic
Engineering Center, EDSA is the most heavily used road in the City with a total
of 2.06 million ve-hicles per day (mvpd), followed by A. Bonifacio Avenue with
1.34 mvpd, then Katipunan Ave-nue (C-5) and Quezon Avenue each with 1.34
mvpd. Along EDSA, the portion from West Ave-nue to Quezon Avenue has the
highest count at 0.3 mvpd while the lowest is at the section from Bago Bantay
to Congressional with 0.120
mvpd. Along Quezon Avenue, the highest volume occurs at the section from
BIR Road to Elliptical Road with 0.2 mvpd and the lowest is from D. Tuazon to
Banawe at 0.1 mvpd.
As to type of vehicles, jeepneys comprise 9% of the total traffic volume while
buses make up 4%. Cars comprise 70% while trucks represent 4%. Motorcycles
make up 12% of the total number of vehicles in the streets. For tricycles which
ply the inner areas, the City’s Tricycle Regulatory Unit has registered a total of
24,800 tricycles distributed among 150 Tri-cycle Operators and Drivers
Association (TODA) routes.
Light Rail Transit systems operate along EDSA and Aurora Boulevard each with
capacity of 500,000 passengers per day. MRT 3 along EDSA serves from North
Avenue to Taft Ave-nue in Pasay City (with 5 stations within QC) while LRT 2 on
Aurora Boulevard operates from Santolan,Pasig City to Rizal Avenue in Manila
(with 7 stations in QC).
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Extension of LRT 1 from Monumento in Caloocan City to North Avenue via EDSA
is about to operate, the viaduct of which has been completed. It will link with
MRT 3 on a com-mon terminal. Also, pending final approval of the proposal,
construction of the proposed MRT 7 from North Avenue to San Jose del Mon-te
City in Bulacan is about to commence.
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RAILWAYS
Two elevated light rail systems and one heavy rail system run through Quezon City:
LRT-1 – at EDSA (C-4) connecting North Avenue and Baclaran (Manila) LRT-2 – at
Aurora Boulevard (R-6) connecting Santolan (Marikina) and Recto (C-1 in Manila),
and MRT-3 – at EDSA (C-4) from Taft Avenue (R-2 in Pasay) to North Avenue.
An elevated rail transit system (MRT-7) that was supposed to follow the general
alignment of Quezon and Commonwealth Avenues (R-7) was shelved. In its place,
a 22 kilometer rail system will be built. The MRT-7 project will commence at North
Avenue, connecting the MRT-3 at its northern terminus. It will then go through
Commonwealth Avenue, then through Regalado, Quirino Highway, ending in San
Jose del Monte, Bulacan. The system has a proposed spur line to connect itself to
LRT-2 in Katipunan, passing through the University of the Philippines Diliman and
Katipunan Avenue.
An elevated Automated Guideway Transit system is currently under construction in
UP Diliman.
Platform area of LRT-2 Araneta Center-Cubao Station
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The following elevated railway stations in the city (Only 13 Stations):
MRT-3 (with 5 Stations):
• North Avenue- (Connected to LRT-1)
• Quezon Avenue
• Kamuning
• Araneta Center-Cubao- (Connected to MRT-2)
• Santolan
LRT-2 (with 5 Stations):
• Gilmore
• Betty Go-Belmonte
• Araneta Center-Cubao- (Connected to MRT-3)
• Anonas
• Katipunan
LRT-1 (with 3 Stations)
• Balintawak
• Roosevelt
• North Avenue- (Connected to MRT-3)
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Katipunan Avenue
Commonwealth Avenue, a major thoroughfare in Quezon city
PUBLIC TRANSPORT AND ROAD NETWORK
Public transportation within the city, like in most of the urban areas in the
Philippines, is facilitated mostly using inexpensive jeepneys and buses. Tricycles
give access to more secluded areas, while taxi cabs are available.
This City has 3 Circumferential Roads and 4 Radial Roads. The following are:
• C-3: Sgt. Emilio Rivera Avenue and Araneta Avenue
• C-4: Epifanio de los Santos Avenue or EDSA
• C-5: Mindanao Avenue, Tandang Sora Avenue, Congressional
Avenue, Luzon Avenue, Katipunan Avenue, Col. Bonny Serrano Avenue, and
Eulogio Rodriguez, Jr. Avenue
• R-5: Ortigas Avenue
• R-6: Magsaysay Boulevard and Aurora Boulevard
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• R-7: Quezon Avenue, Elliptical Road, Commonwealth Avenue, and
Quirino Highway
• R-8: Andres Bonifacio Avenue, North Luzon Expressway, and Quirino
Highway
Balintawak area will be the future northern terminus of Skyway in 2019. The
stage 3 segment is the future elevated expressway connecting North Luzon
Expressway and South Luzon Expressway in Buendia, Makati City.
UTILITY SYSTEM
WATER SUPPLY AND SEWERAGE SYSTEM
Water supply in the City is provided by the two concessionaires of the
Metropolitan Waterworks and Sewerage System (MWSS).
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Water Supply Connection Areas
Existing Community Sewer Treatment Plants
As for sewerage, the most common type is the individual septic tank. Community
sewer treatment plants exist only in older residential communities mostly
developed by the then PHHC (now NHA) namely: Roxas District, Quirino 2 and 3,
Project 4, 6, and 7, Malaya Housing Project (UP Village, Teachers Village,
Central, Pinyahan, Sikatuna Villages) GSIS Village, Congressional Village South
Triangle, Kamuning, Heroes Hill and Philam Subd. (See Fig. 13).
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Maynilad undertook massive replacement and rehabilitation of the old pipes
which dominate its territory being mostly old communities. Expansion of its
distribution pipelines network to cover newer communities was also undertaken.
From 2007 to 2009, Maynilad spent more than Php 1 Billion for this effort in
various parts of the City under its concession area.
There are still parts in the City not yet covered by the supply network of
Maynilad. These are in Payatas (around the dumpsite and near the boundary of
Rodriguez Rizal), in Holy Spirit (north part of BF Homes), in North Fairview and
in Kaligayahan (inner part of Zabarte Subd.).
Maynilad is currently upgrading its Communal Septic Facilities at Congressional
Avenue, Project 7 (Road A and Roosevelt) and Project 8 (Legal and Grant) and
has plans to build 13 Sewerage Treatment Plants along Dario Creek, San
Francisco River and San Juan River from 2010 to 2012.
Manila Water is currently undertaking community-wide water pipe laying works
in Culiat and Pasong Tamo (Mira Nila, Tierra Bella, Casanova, Muslim
Compound), and Capitol Hills, and main line replacement at Laging Handa,
Damayang Lagi, and E. Rodriguez Cubao. For most parts of the City within its
concession area, Manila Water has previously completed rehabilitation and
replacement of its water distribution pipes but more improvement works are
lined up for implementation in 2011 to 2013. This includes pipe replacement
along Quezon Ave-nue, Commonwealth Avenue, North Avenue, and Kamuning
Road.
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Also being implemented by Manila Water is the massive replacement of sewer
lines in Project 6, UP Village, Teachers Village, Central, Pinyahan, Sikatuna, the
entire Quirino District and Project 4. Programmed for 2011 are West Triangle,
Sta Cruz, South Triangle, Laging Han-da, Paligsahan and Kamuning.
DRAINAGE
The City is within the catchment area of five river systems. (Fig. 15.) San
Juan River which collects surface run-off in 46% of the City’s territory has the
largest coverage. This includes the area east side of Quirino Highway at
Barangays San Bartolome, Bagbag and Talipapa eastwards to Holy Spirit then at
south from Mayon Street in La Loma down to Camp Aguinaldo on the east side.
About 100 kilometers of rivers and creeks form the drainage net-work within this
basin.
Tullahan River covers the next largest area at 34% of the City. This includes the
Barangays of Commonwealth, Fairview, Lagro then west-ward to Novaliches,
Nagkaisang Nayon then southwards to part of Talipapa on the west side of
Quirino Highway. Tullahan River also is the outflow channel of La Mesa
Reservoir. About 28 kilometers of creeks act as tributaries to this 12 kilometer
main waterway.
Marikina River is third with 15% of the City’s territory covered. This includes the
area north side of Commonwealth Avenue in Barangay Commonwealth,
eastward to Payatas, Bagong Silangan then southwards following the down
slope of the ridge at Batasan Hills, Old Balara and Pansol towards Ugong
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Norte.About 9 kilometers of Marikina River serves as the City’s natural boundary
into which 25 kilometers of creeks and canals directly flow.
River Basins Map
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The northernmost part of the City (Green Fields Subd in Barangay San Agustin
and Kaligayahan and Maligaya Park Subd in Pasong Putik) with an area about
3% of the City is part of the Meycauayan River basin while the southwest
periphery of the City west of Mayon Street in La Loma flows down to the
drainage network of the adjoining communities in Manila towards Pasig River.
(See Table 2.7).
With elevation range from 2 meters above sea level (a.s.l.) on the south near
Manila up to 232m a.s.l. on the northernmost tip of La Mesa Reservoir the City is
generally unaffected by tidal flooding. (See Fig. 16.) The low lying areas along
the banks of San Juan River in Barangay Dona Imelda-Damayang Lagi and
Talayan-Roxas-Kalusugan, elevation at 2 meters above sea level however are
prone to overflow flooding should San Juan River start to back flow at its
junction with Pasig River. Also prone to back flow flooding due to adjacency to
low lying parts of Manila are portions of La Loma at Simoun, Maria Clara,
Calamba and M. Cuenco Streets and, in Galas, at Matimyas and Mindanao
Streets where the area drainage collector culverts are located.
Exceptional events of flooding have occurred in other parts of the City. The
areas near the creeks are most susceptible when excessive downpour happens
in the City.
In the built-up parts of the City, road drainage facilities comprised mostly of
rein-forced concrete pipes and box culverts, serve as local surface drainage
collectors that empty into the creek or river.
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Flooding occurs on several places in the City’s road network during heavy rain
mainly due to lack of drop-inlets in these low portions or insufficient size of
drainage pipes that easily silted or clogged.
POWER SUPPLY
Manila Electric Company (MERALCO) adequately serves the electric power
requirement of the City. Three (3) power transmission lines (two from north
Luzon and one from South Luzon) of MERALCO pass within the City terminating
at its Balintawak and Galas delivery point stations. There are twelve MERALCO
sub-stations all over
the City.
Power Supply Map
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MERALCO has a total of 512,255 custom-ers in the City as of December 2009.
Residential customers comprise 461,645 or 90.1% of this total; commercial
make up 9.6% at 49,082 while industrial is at 1,110 or 0.2% and street-lights
have 418 accounts. As to energy consumption, commercial users expended
1,803,598 megawatthours (49%) while residential used 1,341,657 MWh (36%)
and industrial consumed 516,266 MWh (14%). Streetlights used 26,169 MWh.
Capital projects lined up by MERALCO for the next 5 years (2010 to
2015) include expansion of Balintawak station with installation of a 4th 300 MVA
transformer, construction of high voltage (115 kV) lines and expansion of five
sub-stations with additional bank units.
COMMUNICATION
With the liberalization of the telecommunication industry, more firms are
now offering telephone services in the city. As of December 2010, there are five
(5) telephone companies that provide phone services in the city, i.e., PLDT,
Bayantel, Digitel, Multimedia and Eastern Telecommunication Services, Inc.
Cellular mobile phones are offered by Globe, Smart, Bayantel and Digitel while
broad-band services are now available through PLDT, Bayantel, Digitel, Smart
and Globe.
Primeworld and Radio Marine. Telegraph and Telex services are provided by
PT&T while postal services are provided primarily by the QC Central PhilPost
Office. The city has 10 post offices and 9 private postal stations distributed
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citywide. Other services include mail and parcel delivery, money order, domestic
and international express mails and PO Box leasing.
The city is also abreast with modern information technology with the entry of
internet service providers and the emerging local and international call centers.
In the broadcast media, in 2010 the city is home base to eleven (11) local
television net-works including ABS-CBN in Mother Ignacia Street, the GMA
Network in Timog cor EDSA, TV5 in San Bartolome, Novaliches , the state-owned
NBN in Visayas Avenue and RPN 9 and IBC-13 in Broadcast City Capitol Hills.
Also located in Quezon City are six (6) cable TV network, seven (7) AM radio
stations, and four (4) FM radio stations. All major newspapers and magazines
and publications are easily available even in the remotest corners of the city.
FIRE RISK ASSESSMENT
Fire is perennial hazard and the most common occurrence in Quezon City. In
2009 and 2010, a total of 2,023 fire incidents happened in Quezon City with a
total of P 327,340,800.00 cost of damages. It is believed that cost of damages
of fire in five years could be more than the costs brought about by one major
disaster like Ondoy’s occurring in the city in five years. While the incidents
range from small to large-scale fire, the frequency or number of incidents in a
year could not be ignored in terms of people affected, lives lost, properties
destroyed, disruption in everyday activities, lost opportunities and other direct
and indirect costs.
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Aside from being costly, the consequences/impacts of an urban fire are
unpleasant, debilitating and even stupefying. A community’s physical appearance
is changed drastically after a fire. The unsightly wastes land pictures the
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incongruence of the fire ruins with the developed surroundings. The burnt
debris, protruding posts, half-melted G.I. sheets, charred walls, soaked grounds
and garbage mounts mar and violate the community’s landscape.
The loss of a loved one is very painful to the bereaved family yet pain does not
stop with the loss. The traumatic experience of a fire leaves many emotionally
devastated and mentally crippled. Studies showed that children suffer most in
this respect. Aside from the grotesque stress, injured victims especially those
with burns have to endure the torturing pain caused by their injury. People
exposed to the smoke could develop respiratory problems.
The environment is not spared. Smoke is re-leased in the air and contributes to
the accumulation of greenhouse gases in the atmosphere. Waste and run-offs
may pollute nearby rivers and creeks.
The government measures are likewise affected since it is morally and legally
imperative to provide the necessary assistance and services to the victims. The
emergency means the allocation of financial, material and human resources
which could have been otherwise spent to development projects. The relief and
medical services, relocation and provision of temporary shelter to dis-placed
families and repair and rehabilitation of utilities and infrastructures are all costly.
In in-stances where government buildings like schools, health centers, barangay
halls and offices are affected, the provision of services to the public is
interrupted.
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Table 2.12 shows other consequences and impacts of fire to a community
POPULATION AND LAND SUPPLY
The City’s population based on the 2010 NSO Census is 2,761,720. The
density (based on the gross land area of the City) is estimated to be 171
persons/hectare. The population is projected to increase to 3.177 million in
2015; 3.715 million in 2020 and 4.187 million in 2025 based on the annual
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growth rate of 2.42%. Given the largest land area in Metro Manila, Quezon City
can still absorb the increase in population without compromising the quality of
life of the people. The added population will be accommodated through the
orderly densification and redevelopment of existing settlements and
development of underutilized and vacant lands. The population density will
increase to 197 per-sons/hectares in 2015; 231 persons/hectare in 2020; and
260 persons/hectare in 2025 which are all within the medium-density range (see
Table 9.1 below). The estimated densities in the given periods are way low
compared to the 2010 estimated density of 429 persons/hectare of the City of
Manila.
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LAND AVAILABLE FOR CURRENT DEVELOPMENT
In determining the area that may be used for development, it is
necessary to identify the non-buildable land where development should not be
allowed. The area includes
the easements of trans-
mission line (66.24
hectares) and aqueduct
(152.15 hectares); the La
Mesa Dam Reservoir
(2,597.04 hectares); the
fault zone (11.96
hectares); landslide-prone
areas due to steep slope
(416.75 hectares); and
waterways (186.09
hectares). The non-
buildable areas consist of
3,430.22 hectares while
the net area considered as buildable has 12,683.36 hectares. See Fig. 38 :Land
Suitability Map; Fig 39: Land Availability Map; and Table 9.2: Buildable and
Non-Buildable Land.
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LAND AVAILABLE FOR CURRENT DEVELOPMENT
Land is allocated and distributed in way that promotes the development vision
of Quezon City and strengthens the City’s role beyond its territorial limits as
articulated in Chapter 3 of this Plan.
The area devoted to residential use purposes in the Comprehensive Land Use
Plan 2000 was 48.36% (7,791.19 hectares). The succeeding Plan for 2011-2025
is dedicating a total of 41.57% (6,697.49 hectares) for the same use which in-
cludes 3.78% (609.04 hectares) for Socialized Housing. There is a negative
difference of 6.79%, a change in allocation arising from the need to con-serve
valuable but limited land resource. To achieve this, the City is encouraging and
promoting smart and compact development; hence, more multistory dwellings,
multi-dwelling structures and higher-density housing projects are expected to
establish in the future. With the increasing cost of living, preference for smaller
lot sizes, smaller houses and less energy use will grow. Mix-use development
will get increasingly popular as its concept of integrating homes with places of
work, lei-sure and play reduces travel time, minimizes energy consumptions,
provides a more pleasant living environment, increases productivity and helps in
cutting down household expenditure. To further achieve land use efficiency, a
significant area of 1,892 hectares in District II which has lagged be-hind in
terms of development is being dedicated to Pasong Tamo Special Urban
Development. The extension and opening of Congressional Avenue and Visayas
Avenue will contribute in opening up the area for more active development.
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Areas subject to special urban development are those having distinct or special
character needing preservation and protection; those where physical
development should be controlled to prevent traffic congestion, deterioration of
services, facilities and environment and other problems affecting the general
public; and those areas in state of slow growth, underdevelopment or
deterioration requiring interventions to promote and hasten their development
or improvement.
Consistent with the long-term spatial strategy described in Chapter 4,
commercial land use and Special Urban Development use are distributed in
various growth centers, non-growth centers and special development areas.
The said land use allocations will support the central place functions and
services offered by the growth centers to the entire city and the metropolitan
population. The non-growth centers and special development areas are
expected to serve the land requirements of neighborhood and city level
functions and services pro-vided by said centers and areas. The Plan provides
an allocation of 8.13% (1,130.23 hectares) for commercial use and 4.03%
(649.49 hectares) for Special Urban Development use. The land allocation for
commercial use seemingly decreased by 0.10% but in actuality, there is
increase in allocation with the inclusion of Special Urban Development which is
a highly mixed-use development where commercial use can be dominant.
Industrial land use has a share of 5.53% (891.68 hectares), lower than the year
2000 allocation of 6.36%. The reduction in land use allocation is due to two
main reasons. First is the conversion of some industrial areas to commercial like
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the change occurring in Libis where industries have closed shop or transferred
elsewhere and their land is used for commercial and mix use development. The
prohibition of heavy industries in Metro Manila has contributed a lot to the
decrease in the number of industries in Quezon City. Second, the growth in the
information, communication and technology (ICT) sector is influencing the shift
from traditional industry to the so called “Clean Industry”, producing ICT-based
goods and services. Hence, the rapid emergence of cyberparks and IT buildings
and parks in the City.
Institutional land use has an allocation of 6.90% (1,112.05 hectares), which is
lower than the 8.17% allocation in the preceding Land Use Plan of 2000. Part of
the institutional areas is designated as Special Urban Development areas like
the UP TechnoHub and the QC Central Business District in East and North
Triangles, thus, the decrease in the area allocation.
Parks and open space land use is given 16.25% (2,618.30 hectares) of the
City’s land area with 14% coming from the La Mesa Dam Reservoir. The
remaining 2.25% consists of parks in the existing settlements and city parks like
Quezon Memorial Circle. Deducted from the park inventory is the Ninoy Aquino
Parks and Wildlife which is now part of the QC-Central Business District (CBD)
Special Urban Development Area. The allocation, however, does not include
green spaces in parks that may be generated from the development of river
easements, utility easements and areas with commercial, institutional and other
functions. When such green spaces are considered, the City has greater land
share for parks and green areas which allows ample breathing space to the city
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inhabitants and helps in reducing greenhouse gas emissions in the city. The
greening of waterway easements can generate as much as 591.35 hectares of
green spaces, aqueducts as large as 152 hectares, trans-mission lines more
than 66 hectares, and fault line buffer almost 12 hectares.
Land devoted to roads comprise 14.52% (2,337.77 hectares) which is
significantly high compared to Year 2000 allocation of 10.58% for roads, rivers
and creeks combined. The big difference is due to the following reasons: 1)GIS
Map-ping improved the database and revealed previously existing roads not
identified in the old map-ping system, 2)The City Government undertook active
road improvement and construction pro-gram, developing new roads and
improving access, mobility and interconnection, 3) New subdivision uses were
developed adding new roads to the inventory;
Other land use allocations are: 1.41% (227.58 hectares) for utilities; 1.13%
(182.85 hectares) for waterways; and 0.53% (85.13 hectares) for cemetery.
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DISTINCTIVE LANDMARKS WITHIN 10 KILOMETER RADIUS
1. Quezon memorial circle 11. Rails station starting point

2. Up vargas musium 12. Balintawak market
3. Tandang sora shrime 13. Batasan
4. Ateneo de manila university 14. Merriam College
5. Riverbanks 15. Farmers cubao
6. Art in island 16. quezon cityhall
7. Eton centris walk 17. Heart center
8. Veterans golf club 18. Kidney center
9. Trinoma 19. East avenue medical center
10. SM north edsa 20. Government offices
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Chapter 7
MICRO SITE ANALYSIS
Page 121
SITE INVENTORY
The Location of the Site is situated in the Old Capitol site corner Masaya St.
Elliptical Road, Quezon City, Metro Manila, and Island of Luzon. It is bounded by
major roads such as EDSA, Elliptical Road, and Commonwealth road.
TOTAL LAND AREA: 29,567 sq.m.
TCT NO.: N-187226
LOCATION: Brgy. Old Capitol site, Diliman elliptical Road, Quezon City
EXACT LOCATION AND BOUNDARIES
Figure 7.0
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TRANSFER CERTICATE OF TITLE
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BEARINGS AND BOUNDERIES
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ACTUAL SIZE SHAPE OF THE LOT
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CLIMATE ANALYSIS
CLIMATE AND WEATHER
Land Climate Change has different definitions. According to World Bank,
Climate Change refers to a statistically significant variation in the aver-age
condition of climate or its variability that persists for decades or longer, caused
by both natural processes and human impacts such as greenhouse gas
emissions. The United Nation Habitat attribute it directly or indirectly to hu man
activity that alters the composition of the global atmosphere and that is in
addition to natural climate variability observed over comparable time periods.
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The Climate Change Commission refers to it as a change in climate that can be
identified by changes in the mean and/or variability of its properties and that
persists for an extended period typically decades or longer, whether due to
natural variability or as a result of human activity.
Climate change has four major impacts- temperature change, rainfall change,
sea level rise and the increase or frequency in extreme events (rainfall and
temperature). Along with these impacts are the hazards associated with it. The
hazards noted were based on occurrence felt and experienced in the City.
These are the hydro-meteorological hazards also identified by DOST-PAG-ASA
occurring in the country and the city as well.
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Temperature change
could be noticed from the
increase or decrease of
average temperatures
resulting in changes in
the number of hot or cold
days and nights. Rainfall
change on the other
hand, means a change of
the amount of water that
drops into the earth in a
year during different
seasons such as rainy
season which is longer or
shorter having an
increase or decrease of
frequency and intensity.
The increase in extreme
events is the abnormal
weather events that
could be identified from
storm, extreme heat,
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drought or heavy rain.
The matrix attached was one of the workshop out-puts generated during the
Workshop on Vulnerability and Adaptation Assessment in the Preparation for
Lo-cal Climate Change Action Plan and Updating of Comprehensive
Development Plan sponsored by the Department of the Interior and Local
Government (DILG) and UN Habitat with the assistance of the DOST-PAG-ASA
and other national agencies.
WIND ANALYSIS
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SOLAR ANALYSIS
SUN POSITION
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SOLLAR COORDINATES
SOLLAR GRAPH
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FLOOD RISK ASSESSMENT
The City Government entered into a Mem-orandum of Agreement with
the Earthquake and Megacities Initiatives (EMI) for the joint undertaking of the
“Building a Disaster Resilient Quezon City “ Project. Among the outputs of the
project are the Hazards, Vulnerability and Risk Assessment (HVRA) Report and
the Disaster Risk Reduction & Management Plan (DRRMP). Key findings
contained in the HVRA Report in-clude the following flood situation in the City:
Top five barangays to prioritize for flood earth impacts are Talayan, Damayang
Lagi, Rox-as, St. Peter, and Dona Imelda.
In addition to the above, the following ba-rangays constitute a second tier for
prioritizing emergency management planning and prepar-edness actions: These
are Barangays Sto. Do-mingo (Matalahib), Tatalon, North Fairview,
Bagumbayan, and Dioquino Zobel. Population affected by floods
A total of 700,000 people are estimated to be affected in Quezon City. (16%
in low suscepti-bility areas, 30% moderate flood susceptibil-ity areas and 54%
in high flood susceptibility areas).
The top three Barangays that have greater than 80% within the high flood
susceptibility area are Capri, Talayan and Katipunan.
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The JICA model estimates that climate change can increase the affected areas
in Quezon City by 2050 by as much as 7%.
Casualties Caused by Floods
It is estimated that 111 casualties in Quezon City will be caused by a 100-
year flood.
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Areas which are in a high flood susceptibility zone (inundation depth greater
than 200cm), are likely to encounter casualties 2.5 times greater than medium
susceptibility areas (inundation depth between 50cm and 20cm) and 5 times
greater than low susceptibility areas (inundation depth below 50cm)
The largest number of casualties is expected to be in Batasan Hills, Tatalon,
Sta Lucia and Bagong Silangan due to their higher popula-tion which are
affected by high flood exposure levels.
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Post-Flood Health Issues - Adapted JICA Out-break Model
High disease incidence rate after a flood combined with systemic failures of
healthcare systems and parallel infrastructure such as the water and sanitation
system constitute a major vulnerability.
More than 2,089 people were treated for bacterial infection in Manila and
surrounding provinces 162 people have died as a result of Leptospirosis
infections, more than five times the number of Leptospirosis deaths in the en-
tire country in 2008 (Balbuena et al., 2010).
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Dose-response relationships for the indicator pathogen (E. coli) using different
ingestion rates as a function of flood inundation depth and age show that as
many as 6,800 people in Quezon City are at risk to gastrointestinal ill-ness via
incidental ingestion of flood water.
People under the age of 15 are at significantly higher risk.
EARTHQUAKE ASSESSMENT
The HVRA Report of “Building a Disaster Resilient Quezon City” Project
dealt extensively on the risks, consequences, and impacts of a 7.2 magnitude
earthquake generated from the movement of the West Valley Fault System
which extends north of Montalban in western Rizal province and passes east of
Metro Manila to the south, possibly as far as Tagaytay Ridge. It traverses the
eastern boundary of Quezon City, particularly Barangays Bagong Silangan,
Bata-san Hills, Matandang Balara, Pansol, Blue Ridge B, St. Ignatius, Libis,
White Plains, Bagumbayan and Ugong Norte.
The large-magnitude earthquake from the movement of the fault system is said
to recur in the last 1400 years at the interval of 200-400 years. Based on this
estimate, it is most likely that there will be a big earthquake within the period
2000-2058. The 2004 MMEIRS of JICA projects the occurrence of a magnitude
7.2 Earthquake from the movement of the WVF System.
Top five barangays to prioritize for earthquake impacts are barangays
Bagumbayan, St. Ignatius, Ugong Norte, BagongSilangan and Batasan Hills.
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In addition to the above, the following Barangays constitute a second tier for
prioritizing emergency management planning and preparedness actions: White
Plains, Blue Ridge B, Kaligayahan, Libis, and Commonwealth.
Fire Following Impact
Based on Model 8 Scenario, a projected 4,800 buildings may be burnt in case of
a 8 meter per second wind
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Liquefaction Impact
Ground Motion Shaking Severity
Barangays with strongest intensity of ground motion
1. Bagumbayan (9.76)
2. Ugong Norte (9.36)
3. Batasan Hills (9.28)
4. Libis (9.26)
5. Bagong Silangan (9.25)
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The following barangays will suffer the most with building collapse: Batasan
Hills (449 buildings), Bagong Silangan (249), Payatas (134), Matandang Balara
(112), and Commonwealth (101). These barangays are located towards the
eastern region of Quezon City. These same barangays will also suffer the most
with buildings that will receive very heavy damages.
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The barangays that will suffer the most from buildings sustaining heavy
damages are Commonwealth (1,414), Batasan Hills (1,348), Payatas (957), Holy
Spirit (908), and Pasong Tamo (747).
The barangays that will suffer the most from buildings that will sustain partial
damages are
Batasan Hills
(5,741),
Commonwealth
(5,198), Payatas
(3,705), Holy
Spirit (3,236), and
Bagong Silangan
(3,155).The
barangays that
will suffer most
fatalities are
Batasan Hills
(1,557),
Commonwealth (948), Bagong Silangan (878), Holy Spirit (680), and Matandang
Balara (650).
The barangays that will suffer the most injuries are Batasan Hills (4,324),
Commonwealth (3,130), Tandang Sora (2,571), Bagong Silangan (2,442), and
Holy Spirit (2,240).
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EXISTING TRAFFIC FLOW / ROAD NETWORKS
The City’s total road length as of 2009 is 2,247.75 kilometers, an increase
of 32.34 kms from 2003. This was generated by new subdivisions and multi-
dwelling villas developed during the period, located mostly in District II and
District III.
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The growth pattern is generally of an inward expansion from the existing
primary roads (ie: Quirino Highway, Commonwealth Avenue and Tandang Sora
Avenue) to inner areas where most of vacant lands are situated.
Extension and inter-connection of main roads also took place, these are:
Katipunan Avenue in Nagkaisang Nayon, South Zuzuarregui
Street in Old Balara, Congressional Avenue in Culiat. This provided alternate
routes to motorists that decongested traffic in parts of the network (Novaliches
Proper, Tandang Sora Avenue corner Capitol Hills Drive, Tandang Sora Avenue
corner Visayas Avenue) made easier access to interior communities and opened
up land-locked areas for development
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Existing and new road map
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Transport
Based on the traffic survey on major roads conducted by the MMDA Traffic
Engineering Center, EDSA is the most heavily used road in the City with a total
of 2.06 million vehicles per day (mvpd), followed by A. Bonifacio Avenue with
1.34 mvpd, then Katipunan Avenue (C-5) and Quezon Avenue each with 1.34
mvpd. Along EDSA, the portion from West Avenue to Quezon Avenue has the
highest count at 0.3 mvpd while the lowest is at the section from Bago Bantay to
Congressional with 0.120 mvpd. Along Quezon Avenue, the highest volume
occurs at the section from BIR Road to Elliptical Road with 0.2 mvpd and the
lowest is from D. Tuazon to Banawe at 0.1 mvpd. As to type of vehicles,
jeepneys comprise 9% of the total traffic volume while buses make up 4%. Cars
comprise 70% while trucks
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represent 4%. Motorcycles make up 12% of the total number of vehicles in the
streets. For tricycles which ply the inner areas, the City’s Tricycle Regulatory Unit
has registered a total of 24,800 tricycles distributed among 150 Tricycle
Operators and Drivers Association (TODA) routes. Light Rail Transit systems
operate along
EDSA and Aurora Boulevard each with capacity of 500,000 passengers per day.
MRT 3 along EDSA serves from North Avenue to Taft Avenue in Pasay City (with
5 stations within QC) while LRT 2 on Aurora Boulevard operates from
Santolan,Pasig City to Rizal Avenue in Manila (with 7 stations in QC). Extension
of LRT 1 from Monumento in Caloocan City to North Avenue via EDSA is about to
operate, the viaduct of which has been completed. It will link with MRT 3 on a
com-mon terminal. Also, pending final approval of the proposal, construction of
the proposed MRT 7 from North Avenue to San Jose del Mon-te City in Bulacan is
about to commence.
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SENSORY ANALYSIS
The ongoing condition of the site.
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Southwest view going to commonwealth rd.
Maharlika road access to elliptical rd.
North aerial view of the site.
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LAND USE PLAN
The City’s population based on the 2010 NSO Census is 2,761,720. The
density (based on the gross land area of the City) is estimated to be 171
persons/hectare. The population is projected to increase to 3.177 million in
2015; 3.715 million in 2020 and 4.187 million in 2025 based on the annual
growth rate of 2.42%. Given the largest land area in Metro Manila, Quezon City
can still absorb the increase in population without compromising the quality of
life of the people. The added population will be accommodated through the
orderly densification and redevelopment of existing settlements and
development of underutilized and vacant lands. The population density will
increase to 197 per-sons/hectare in 2015; 231 persons/hectare in 2020; and 260
persons/hectare in 2025 which are all within the medium-density range (see
Table 9.1 below). The estimated densities in the given periods are way low
compared to the 2010 estimated density of 429 persons/hectare of the City of
Manila.
In the formulation of these policies careful consideration was given to the
applicable provisions of national laws and higher level policy documents,
principally the National Framework for Physical Planning, the Urban Development
and Housing Framework, the Physical Development Framework for Metro Manila,
the Climate Change Act, and the Disaster Risk Reduction Act (RA 10121) as
reviewed earlier in chapter 1.
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In more concrete terms the physical development challenges that surfaced from
the analysis of land use trends and changes as discussed in chapter 2 were given
particular attention.
In areas where higher level policy documents are either silent or non-existent
new policies were proposed. It remains to be determined whether these new
proposals fall within the prescribed powers of the city government. Those that
turn out to be outside the LGU’s powers will be taken up for lobbying with higher
bodies concerned.
To ensure comprehensiveness of coverage both in topical and geographical
terms, the policies are organized under the four land use policy areas adopted by
the National Land Use Committee, namely, settlements, infrastructure,
production, and protection. To the extent possible, the policies were made place
specific, that is, those that pertain to growth centers were distinguished from
those that are appropriate for non-growth areas. This is consistent with the
spatial strategy as discussed in Chapter 4.
In compliance with the requirement of RA 9729 and RA 10121 to mainstream
DRRM and CCA in the local plans, policies on reducing vulnerabilities and building
community safety and resiliency are included in the framework.
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Moreover, to facilitate translation of this CLUP into the zoning ordinance, the
specific land uses classified under the four policy areas adopted the land use
categories in the zoning ordinance. Shown in Table 9.1 are the four land use
policy areas and the specific land uses under each policy area.
Policies on Urban Settlements
Settlement areas constitute what is conceptually known as the space for living
(and playing). In conventional land use categories, settlement areas include
residential as well as institutional, cultural and recreational. The latter activities
directly support the “living” rather than the “making a living” functions of city
residents.
The general policy for settlements is that they be located in areas that are free
from natural and man-made hazards and that the communities there-of are
accorded access to adequate services that enhance their overall quality of life.
To ensure attainment of these policy objectives, proper regulation of residential
locations as well as density levels shall be strictly enforced.
The following are the place-specific policies on urban settlements.
10.1.1. Residential
Low-rise residential structures shall consist of single family and single-
detached units with the usual community ancillary services on a neighborhood
scale and relatively in exclusive subdivisions with compatible support facilities. It
shall adopt the maximum density restrictions. Only low-rise residential structures
are allowed in mature stable residential neighborhoods as identified in Chapter 6.
This type is also allowed in other areas.
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Medium rise residential buildings shall consist of multi-family housing like
duplexes, town houses / apartments, accessories or row houses and other
multiple family dwelling units on a limited scale of up to seven (7) storeys with
the usual community ancillary services and support facilities. Evaluation of this
type of structures shall be based on the carrying capacity of the road and
utilities, provision for parking, load bearing capacity of the soil and other relevant
factors. This type of residential structures shall be allowed in any suitable part of
the city except in the mature stable neighborhoods identified in Chapter 6.
High-rise residential structures characterized mainly by mixed-housing types
and multi-level dwellings of more than seven (7) floors with the usual community
ancillary services catering also to the needs of outlying are-as, are projects
increasingly pursued at commercial in scale. Evaluation of projects involving
high-rise residential structures shall adopt the floor area ratio (FAR) based on
the carrying capacity of the road and utilities, provision for parking, load bearing
capacity of the soil and other relevant factors. This type of residential structures
shall be promoted in the growth centers, but it may also be allowed in non-
growth areas, except in the mature stable neighbor-hoods identified in Chapter
6.
High density residential and compact development is encouraged in growth
centers where proximity to work places and mass trans-it systems is given
utmost significance to pro-mote efficiency in energy and land use. This reduces
travel time, facilitates movement of people and goods, and minimizes energy
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consumption, promoting Climate Change Adaptation. This type of development
also reduces pressure on green spaces.
In-filling of pockets of vacant lands in fully-serviced areas of District I, District
IV and District III, particularly those lots that lie within identified growth centers,
shall be strongly encouraged to promote efficient utilization of ur-ban land. The
City government shall consider applying the idle land tax on unresponsive
property owners concerned.
increasing residential densities through compact and vertical development shall
be a lowed outside of the growth centers provided that such densified sites are
accessible to public transport and mass transit hubs, thereby minimizing energy
consumption from burning fossil fuels, thus reducing greenhouse gas (GHG)
emissions.
To arrest the deterioration of the city’s old residential districts the city
government shall devise legal, fiscal and other forms of incentives to encourage
property owners in identified blocks or neighborhoods to undertake community-
wide urban redevelopment rather than leave the matter of urban renewal to
individual initiative. Whenever deemed feasible, the City government may itself
undertake urban renewal projects.
Conversion of residential lots to commercial or office development shall be
allowed in the growth centers only.
At least half of the remaining vacant lands shall be allocated for socialized
housing to absorb informal settlers who currently occupy lots that are not
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available, or simply cannot be used for socialized housing. (See Annex 6 QC
Shelter Plan)
Residential use shall have priority over other uses in the allocation of hazard-
free are-as.
Residents in danger zones shall be relocated to hazard-free areas (See Annex
7: Housing/Resettlement Areas Map)
Vulnerable settlements that cannot be relocated shall have community-based
DRRM Plan.
Multistorey dwellings shall be located in areas determined to be safe by
engineering geological studies.
Residential structures shall comply with applicable laws on building
construction such as but not limited to PD 1096, PD 1067, BP 220, PD 957, RA
7279, RA 4726, PD 1216, PD 1187.
Green housing designs shall be promoted in the construction of dwelling units
to lessen the impacts of climate change on the occupants. The health and
comfort of residents shall be considered in designing dwelling units with less use
of electricity and water.
10.1.2 Institutional Land Use Policies
Institutional land use, dominated by government offices and facilities, both local
and national, is highly concentrated in the old government centers which now
form part of the CBD-Knowledge Community District and the NGC-Batasan
Growth Center. Concentrated in these two districts are 67 national government
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agencies, tertiary-level and specialized medical institutions, and large universities
and colleges.
Other institutions with mainly local clientele and occupying smaller lots are
scattered throughout the city positioned close to the com-munities they serve.
The total area of institutional land has not changed. While the amount of
institutional reserves held by the national government was reduced by the
conversion of portions of the NGC into socialized housing sites, this was
compensated by the creation of new sites for community level services like
schools and health centers to meet the needs of a growing population.
Specific policies on Institutional land use are as follows:
No increase in the area for national government institutions is foreseen in this
Plan. Any requirements for future expansion of the national government offices
shall be met by utilizing open areas within their existing sites through vertical
development or by increasing building densities. Another option is to decentralize
certain services to their regional offices.
There is a need for additional institution-al space for local-level services in the
form of:
- Mini-civic centers in the growth areas where selected services of the city
government will be decentralized.
- New sites for public schools and health centers particularly in the highly
populous barangays in District II.
- New sites for cemeteries and memorial parks.
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Each of the mini-civic centers to be established in each of the growth centers,
except in the CBD-Knowledge Community District, shall have a district public
library and a museum to serve all barangays encompassed within the growth
center and its area of influence. Each barangay shall maintain a reading center.
Places of amusement and indoor recreation such as night clubs, dance halls,
bars, sa-loons, billiards and pool joints, bowling alleys, and the like shall be
allowed in the growth centers provided that such establishments are located
beyond a 50 meter radius of any school, hospital or church.
In big scale development projects such as mixed-use complexes, there shall be
allocated as part of the open space requirement an area dedicated for public
facilities and services
In the selection of sites for institutional use factors such as geographical
centrality, accessibility, availability of transportation and communication facilities,
drainage and sanitation, development and economic progress and potential
sources of natural and human-caused hazards should be taken into
consideration. Institutions shall be located in hazard-free areas.
Infrastructure Improvement Plan and an operational DRRM Plan shall be
implemented in existing hazard-prone institutional areas where relocation of
structures is impractical at present
Policies on Production Areas
Production areas are allocated for commercial, industrial and office uses. These
areas must be properly located to provide residents ease in availing of goods and
services that they need. These are mainly the employment areas of majority of
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the city’s labor force. Their locations greatly affect the volume and direction of
daily traffic flow and can create some environmental issues.
10.2.1 Commercial
Commercial establishments vary in type of activities, scale of good and services
offered and clientele served. These establishments usually locate in areas of
highest accessibility, that is, along major transport routes, within the central
business district (CBD), around traditional public markets, near or around
transport hubs like bus terminals, train stations and similar areas, always
oriented to their clientele. Their choice of location invariably makes a strong
impact on the pattern of concentration of public and private investments in an
interactive way. Initially, commercial establishments respond to public
investments like roads, ports, terminals, etc. Over time they create diseconomies
and dysfunctions like traffic congestion and environmental deterioration, which in
turn require government response and intervention. The principal focus of
government policy intervention is to preempt or prevent the diseconomies from
occurring. Hence, the following policies:
The absence of a traditional Central Business District (CBD) for Quezon City
justifies the creation of one. Development of East and North Tri-angles and
Veterans Memorial Area following an integrated and environmentally balanced
and mixed used development model as required by Executive Order Nos. 620
and 620-A is a concrete step towards establishing the CBD. Since its clientele is
expected to come from the entire metropolitan and metro-fringe areas the CBD
will be-come the locale of the most intensive commercial activities in the future.
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To achieve the needed concentration of investments in this area there-fore
requires a corresponding policy to modulate similar scale of investments in other
parts of the city.
The mall-type sprawling commercial establishment is a highly inefficient
utilization of valuable urban land. This type of commercial development should
now be discouraged in Quezon City. Instead, the more compact multistorey
mixed use construction shall be promoted especially in the growth centers.
Conversion of abandoned industrial properties into commercial development
shall be allowed to avert further disuse of urban assets. Commercial activities
however, generate higher volumes of traffic than industrial ones. In the
evaluation of proposals to convert industrial lots to commercial development,
traffic impact assessment shall be an added requirement for the grant of a
zoning clearance.
The strong traffic generation potential of commercial development should be a
reason for discouraging the traditional ribbon-type or linear pattern of
distribution of business firms. Instead, the nodal form is more efficient and
profitable for the businesses themselves. To promote the concentrated nodal
pattern of commercial development, the following policy interventions are
proposed:
Revitalize the aging public markets as the nucleus of community-level
commercial development so that the existing businesses around the markets will
likewise invest in the revitalization of their own establishments.
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Over a certain radius from existing and pro-posed train stations, bus terminals
and similar traffic generators shall be reserved for commercial development.
Encourage and assist neighborhoods in established residential areas such as
those in the South and West Triangles to create non-mall shopping precincts that
cater to customers from the neighborhood and beyond. Assistance can take the
form of pedestrianization of certain streets, provision of off-street parking, and
observing adequate building setbacks to make room for wider and arcaded side
walks
No places of amusement shall be established, maintained or operated within
the radius of 200 meters in case of video bars, beer gardens, night clubs,
cabaret, pavilion and similar places, and 50 linear meters for dancing schools,
bars, saloons, billiard pools, bowling alleys or other similar places except cockpits
to be left at the discretion of the local government) from any public buildings,
schools, hospitals and churches (RA 1224)
Auto repair shops, vulcanizing shops, carwash, emission testing centers are
required to have a minimum 100 sq. m. service area to avoid using sidewalks
and road rights of way (ROW). (Adopted from MMDA Order signed by all mayors
of Metro Manila)
Abattoirs/Slaughterhouses shall be at least 200 m. away from residential areas,
schools, churches and places of public assembly, 25 meters away from markets
and other food establishments. (PD 856 -Sanitation Code)
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Gasoline/Auto LPG refilling stations and other industrial activities should secure
DENR-ECC, DOE Cert. of Compliance and Standards Compliance Certificate (SCC)
- DOE Circular Nos. 2003-11-010, 2006-02-0002
Commercial land use shall be properly located not only in consideration of
traffic generator potentials but also of pollution impacts.
Commercial and business establishments which generate income and provide
employment should be located in hazard-free areas
Infrastructure Improvement Plan and Disaster Risk Reduction and Management
Plan (DRRM) shall be implemented in existing commercial are-as that are
hazard-prone and where removal of commercial structures are impractical.
10.2.2 Industrial
Industrial activities are also a provider of employment, a contributor to traffic
situation and a polluter of environment (depending on type of manufacturing
process the industry entails). Their location must be carefully chosen in relation
to residential areas, schools, and other sensitive activity areas.
Government should evaluate location of industries in terms of their impact on the
environment, traffic, provision of services and utilities (water, power,
telecommunication, service roads). The following policies shall also be
considered:
Industrial buildings shall adopt the requirements on the carrying capacity of
the road and utilities, provision for parking, load bearing capacity of the soil and
other relevant factors, including buffer restrictions.
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Industry dispersal policy outside Metro Manila (Incentives are no longer
provided to industrial investments in MM.) Generally nonpollutive, non-hazardous
businesses shall be allowed, but pollutive / hazardous processing manufacturing
establishments shall be subject to evaluation and must secure ECC from DENR.
Small scale cottage industries may be located in conjunction with commercial
and residential are-as.
New industries shall be located in hazard-free areas
Where industries are existing in hazard-prone areas, there shall be
implemented Infrastructure Improvement Plan and operationalional DRRM Plan.
10.2.3 Office
Offices usually co-locate with commercial activities because they share a
common clientele. How-ever, it can be noted that there is now a sharing of office
use with residential spaces. This trend that has been increasing is brought about
by the wide spread use of new/ modern information-communication technology
which is changing the character of what used to be the traditional exclusive
residential areas. Small office uses in residential areas may be allowed provided
they do not alter the outside appearance of the residential structure/premises
and the dominant residential use is maintained.
Policies on Protected Areas
The protected areas consist of parks and easements and other functional open
spaces and the heritage and culture properties of the city that have to be
preserved and conserved for the benefit of the present and future generations.
Parks and easements are best left open to safeguard their function of
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maintaining ecological balance and preserving the integrity of the environment
and providing cheap recreation opportunities to the inhabitants, ensuring safe
water supply, or keeping the integrity of vital utility installations. Heritage and
cultural properties include places, structures, and icons of important historical
and cultural values that instill in the citizenry a sense of pride and identity as a
city.
10.3.1 Parks
National/Regional Parks
Parks of national or regional significance should be strategically located and
should be accessible not only to the city inhabitants but also to people from
nearby cities and municipalities and other parts of the country. As such, they
should be near or along public transport routes.
Building footprints inside public parks should be kept to the minimum for
maximum rainwater infiltration and aquifer recharge, hence, only uses, services
and amenities sup-porting and compatible with park and recreational functions
should be allowed.
The policy of preservation should be observed in the development of these
parks. No portion of the parks should be segregated for other uses.
City/Community Parks
City/community parks are those that serve a cluster of barangays so they
should be within reasonable walking and commuting distance to the residents of
those barangays.
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Building footprints should be kept to the minimum for maximum rainwater
infiltration and aquifer recharge, hence, only uses, services and amenities
supporting and compatible with park and recreational functions should be
allowed.
parks. No portion of the parks should be segregated for other uses. Whenever
possible, parks should be expanded commensurate to the increase in the
population they serve.
Barangay/Neighborhood Parks
Barangay or neighborhood parks cater the residents of a barangay or
neighborhood. Hence, they should be within walking distance from places of
residence without the need to cross busy streets especially for children, elderly
and the disabled.
Building footprints should be kept to the minimum for maximum rainwater
infiltration and aquifer recharge, hence, only uses, services and amenities
supporting and compatible with park and recreational functions should be
allowed.
parks. No portion of the parks should be segregated for other uses.
10.3.2 Forests
Natural and manmade forests shall be pre-served and protected.
10.3.3 Easements
Along Rivers and Creeks
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A minimum of 3-meter easement through-out the entire length of rivers and
creeks should be provided as mandated by the Water Code of the Philippines
and other applicable laws.
Special policies requiring easements other than the minimum 3-meter
requirement of the Water Code being imposed in Metro Manila shall be observed
and enforced.
Missing easements such as those occupied by structures and informal settlers
shall be recovered and developed as parks.
Road Right-of-Ways
Road rights-of-way shall be provided to connect different functional areas like
places of living, work and play and to facilitate the flow of people, goods,
services and communication.
Road rights-of- way shall be provided and developed in accordance with the
requirements of the laws on subdivision and open spaces.
They shall always be kept free of any obstruction and only uses such as vital
utility lines and facilities ensuring road safety, visual clarity and good streetscape
shall be allowed.
Utility Easements
La Mesa Dam and Reservoir – this vital land reserve shall be protected and
preserved to safeguard its function as a major water supply installation. Its
natural state shall be protected since it plays a critical role in maintaining
ecological balance in the city, particularly providing habitat to a host of flora and
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fauna that are vulnerable, endangered, or critically-endangered, cleansing the
city’s ambient air and in recharging the aquifer.
A buffer strip shall be provided along Litex Road adjoining the La Mesa Dam
perimeter fence. Where it is necessary to acquire land for this purpose, the land
shall be included in the Land banking Program and subject to acquisition.
Power Transmission Lines and Aqueducts – these corridor easements shall be
preserved and protected and shall not be utilized for any purpose except for
their intended uses and those installations and facilities specifically allowed by
law. They shall not be occupied by any structure that will compromise or
endanger the existing utility installations.
10.3.3 Heritage and Culture Properties
Architectural Gems
Structures dating at least 50 years old and works of national artists shall be
preserved conserved and promoted as provided for un-der RA No. 10066
otherwise known as the National Heritage Act of 2009.
Structures regardless of age which embody outstanding architectural and
engineering achievements, a significant technological innovation, an important
symbolic value, or are unique or rare in their design or function shall be
preserved for their scientific, historical, economic, cultural of public interest
value.
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Historical Shrines
Sites and structures declared by the National Historical Institute as historical
shrines shall be protected, preserved and promoted as provided for under RA
No. 10066 otherwise known as the National Heritage Act of 2009.
Other sites associated with individuals or events that made an important
contribution to the historical development of the city as determined by a
counterpart local historical committee shall be preserved as historical shrines
through enactment of a local ordinance.
Policies on Infrastructure Areas
Infrastructure areas consist of areas devoted to circulation networks, utilities,
environmental infra-structures and public safety and protection.
9.4.1 Circulation Network
Arterials/National/Metropolitan
Any proposed changes on arterial roads traversing any portion of Quezon City
including but not limited to widening, extension, or new alignment shall be done
by the concerned national government agency in consultation and coordination
with the local government and its affected constituency pursuant to the
provisions of Sec. 26 and Sec. 27 of the Local Government Code (RA 7160).
The needed right-of-way of identified pro-posed primary and secondary roads
shall be purchased at approved appraised value at the time the ordinance is
passed. However, actual payment shall be made according to a schedule which
considers the availability of funds and priority of implementation provided that
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affected property owners shall be notified on the matter immediately upon
approval of the schedule.
Rights-of-way for widening existing primary and secondary roads to a specified
width in the ordinance shall be acquired through imposition of setback on all
future constructions in the affected properties. Necessary purchase shall also be
implemented (valuation and schedule of actual payment) on the same
procedures described above.
City Streets
Development and maintenance of road lots, whether donated to the
government or not, that are undeveloped, encroached upon, or illegally occupied
shall be assumed by the city government in order to provide alternate routes for
improved inter-neighborhood circulation and improved area- wide traffic
distribution and/or open access to land-locked properties.
Notification to utility firms, specially the concerned water and sewerage
concessionaires, on funded city road improvement projects for them to proceed
with necessary pipe laying works, if any. Such works requiring excavation of
road pavement shall not be permit-ted after the roadway has been concreted. To
prevent untimely and unnecessary excavation of already concreted pavements,
provision of cross utility pipes for use of future connections to abutting
properties shall be included in the City’s program of works for road concreting
projects and properly marked on site.
Pedestrian safety shall be the primary consideration in the design and
construction of city streets and installation of street furniture.
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Transport Terminals/Depot
Establishment of the Balintawak area terminal for north bound provincial
buses, integrated with a transfer station of City buses, jeepneys, vans and taxis
also connected to MRT stations should be given high priority’
Bus terminals shall not be located immediately along main roads to minimize
traffic obstruction.
No terminals shall be allowed within the road right-of-way, only
loading/unloading and at controlled number of units.
Measures to control nuisances and pollution (noise, fumes, liquid, effluents, fire
hazard) shall be strictly implemented.
10.4.2 Environmental Infrastructure
Drainage and Sewerage
All natural waterways shall be identified and rights of way established and
imposed on all properties traversed by the waterway especially in those cases
where the existing waterway forms part of, or is not specifically separated in the
title of the subject property.
Construction of bank protection structures (rip-rap, retaining wall, etc.) shall be
mandatory in all property development projects for safety of affected lot buyers.
The required three-meter easement along waterways shall be reckoned from
the bank protection structure.
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Solid Waste Management System
The location/site of solid waste management facilities shall be in accordance
with the provisions of RA 9003, otherwise known as the Ecological Solid Waste
Management Act of 2000.
specifically for sanitary landfill, the site must –
- Be accessible from major roadways or thoroughfares;
- Have an adequate quantity of earth cover material that is easily handled and
compacted;
- Be chosen with regard for the sensitivities of the community’s residents;
- `Be located in an area where the landfill’s operation will not detrimentally
affect environmentally sensitive resources such as aquifers, groundwater
reservoirs or watershed areas; and
- Be large enough to accommodate the community’s wastes for a period of five
(5) years during which people must internalize the value of environmentally
sound and sustainable solid waste disposal internalize the value of
environmentally sound and sustainable solid waste disposal;
Solid waste facilities like materials recovery facility, reduction and composting
plants, storage and collection and transport facilities should be located where
they are reasonably accessible but do not pose danger to the environment and
to the health, safety and security of the community. The location and land area
should allow receiving, sorting, processing, storage and transport in an
environmentally-sound manner.
Solid waste management facilities shall be located in hazard-free areas.
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10.4.3 Public Safety and Protection
Disaster Response Operation Center
A disaster response operation center shall be established in accordance with
RA No. 10121 – An Act Strengthening the Philippine Risk Reduction and
Management System.
The location of the center shall be in highly accessible site where response can
be dis-patched immediately and without delay and which is hazard-free.
Fire Stations
Establishment of fire stations shall be in accordance with the provisions of RA
6975 Chapter V, Sec. 55-56 “Establishment of Fire Station” .
Fire stations shall be located in hazard-free areas and where they can dispatch
response immediately and without delay.
Jail and Detention Centers
Jails and detention centers shall establish subject to the provisions of RA 6975
Chapter V Sec. 62-63 as amended by RA 9263 “Establishment of District City and
Municipal Jail”.
they shall be located in hazard-free areas within safe distance from highly
populated areas and where measures ensuring safety of the community can be
effectively en-forced.
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SWOT ANALYSIS
The PANDULO: Integrated multimodal biophilic transportation hub will undertake
that the location of site will be having an access to different place. The
transportation system will give an accessible way through linker system to the
passengers and commuters and also provide improvement to the mobility of
vehicles.
STRENGTH
 Accessible to government offices, parks and railway station


 Near city hall and major roads based on the location of the site

 Proximately gives comfort ability and accessibility to the users
WEAKNESS
 Along central and busy road


 In institutional zone

 High maintenance value
OPPORTUNITIES
 Will improve the quality and appreciation to the public
transportation system to become effective and successful
 Build and construct new and unique hub for the community

 Encourage and promote public transportation

 Minimize the loss of time and effort due to traffics and delays
THREATS
 Private vehicle organization sectors



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

SITE EVALUATION
The site selection process is the process to determine what will be the
exact site or location of the project proposal. There will be criteria on the
determining what will be the applicable and better site to come up with. It will
have major and minor criteria for evaluating on site selection. The highest points
on evaluating will be used as the exact site location of the project proposal. The
criteria are the following:
CRITERIA:
1. GEOGRAPHY AND TOPOGRAPHY- criteria of site selection to
determine the land mass of the site.
2. SUITABILITY- criteria of site selection on which the proposal will
suit to the site.
3. VISIBILITY- criteria which that must be easily seen by people and

users.
4. ACCESSIBILITY- criteria of site selection on which it is accessible
in public and also open to the private car owners.
5. FUTURE HIGHWAYS AND STREET ROUTINGS- criteria that can
provide highways and street routings in the future development
Page 175
6. PARKING AVAILABILTY- criteria of the site that must provide
applicable and appropriate parking areas for the vehicles of the car
users.
7. TRAFFIC COUNTS- criteria that must consider the impact and
effect to the existing traffic flow of the site.
8. LAND COST AND TAXES- criteria that determine the existing
value of the site and lot.
9. SITE MAPS- criteria of site selection that consider the site
condition such as flood free, have existing structures and can
provide strength of foundation and etc
Page 176
Chapter 8
Proposed Component
Page 177
8.1 Schematic Design
SITE ANALYSIS
From the gathered data of both macro and micro analysis settings of the site,
the proponent has a basis to design a schematic plan that has a potential of
supporting the needs of the project and to answer the following problem
regarding the condition of the site and the city.
8.1.2 Proposed components:
Transportation hub- 1, 2, 3, 4. (TYP)
The terminal components of PANDULO: Quezon City’s First Integrated
Multimodal Biophilic Transportation Hub to shown interest in possibly putting up
an establishment in Quezon City as a PANDULO. At least 30% of the Total Gross
Floor Area (TGFA) of it will be intended for the platforms and green spaces.
 Road tracks
 Waiting areas
 PUV waiting zone
 Common Areas:
 Ticketing area
 Dispatchers area
 Smoking Area
 Restrooms (Male/Female/PWD)
 Landscapes
Page 178
 Auxiliary Spaces:
 Security Room
 Electrical Room
 Generator Set Room
 Mechanical Room
 Garbage Room
9.2.2 Commercial/Retail Strips
An area dedicated for leisure of public use that will offer retail,
restaurants, and specialty store.
 Leasable Space:
 Display Area
 Counter/Cashier
 Office
 Staff Room
 Storage
 Restrooms:
 Male
 Female
 PWD
 Security Office
 Mechanical Room
Page 179
 Electrical Room
 Garbage Area
9.2.3 Administration Office
It will serve as the head office of building administrator for the
project facility management and will also the area for information center of the
PANDULO.
 Lobby
 Lounge
 Information Desk
 Building Administrator Office
 Engineering Office
 Conference Room
 Staff Room
 Storage Room
 Pantry
 Restrooms
 Male
 Female
Page 180
9.2.4 Public & Private offices (TYP)
Space intended for the private and governmental offices LTFRB, DOTr, MMDA,
LTO.
 Lobby
 Reception
 Lounge Area
 Stairs
 Elevator Lobby
 Innovation Space:
 Collaborative Area
 Individual workspace
 Team Space
 Conference Room
 Quite Room
 Events hall
 Seminar Room
 Training Room
 Computer Laboratory
 Pantry
 Print/Scan/Photocopy Room
 Lockers with Showers
 Restrooms
 Male
Page 181
 Female
 PWD
 Storage Room
 Auxiliary:
 Security Office
 Data Center
 Electrical Room
 Mechanical Room
 Garbage Room
 Fire Exits
9.2.6 Parking Areas
Space allocated for private cars using the facilities of the Integrated Multimodal
Biophilic Transportation Hub.
 Ticketing area
 Path walks
 Landscapes
 Smoking area
 Restrooms
 Male
 Female
 Persons with disability
Page 182
9.2.6 Sky garden
One of mainstream of the project is the sky garden, this area serves as the linker
going to the deferent areas of the project this are: terminal, shopping area, and
offices.
 Greeneries
 Atriums
 Recreational area
 Path walks
 ramps
 Rest rooms
 Collapsible shades
 Male
 Female
 PWD
Page 183
Proposed Site Development Plan
SCHEME 1:
Page 184
SCHEME 1 MASSING
SCHEME 2 SITE DEVELOPENT PLANS
SCHEME 2 MASSING
Page 185
Page 186
SCHEME DESCRIPTION:
Scheme no.1 function follows form
The second scheme is based on the micro site analysis of the project, were the
placing of the buildings are based on the right orientation of the sun, where
should avoid the hottest star and where does the cold wind best to catch by the
buildings to promote the right ventilation. The researcher also catch the right
natural lighting for the buildings.
Scheme no.2 forms follows function
The second scheme is almost similar to the first one, at this time this schemes is
based on a concrete design concept based on the systematic idea of creating a
Page 187
biopilic structure. Which scheme no.1 can’t provide, the very important thing in
architecture, which is the aesthetics of the structure.
Chapter 9
Design Program
Page 188
9.1 Property
Total Lot Area (TLA) of the Project Site: 29,567 square meters
Lot Type: Through Lot
Zoning Classification: Institutional
General Classification of Use/Character of Occupancy of Building/Structure:
Division A-7
9.2 Components and Spaces of the Project
9.2.1 Transportation hub- 1, 2, 3, 4. (TYP)
The terminal components of PANDULO: Quezon City’s First Integrated
Multimodal Biophilic Transportation Hub to shown interest in possibly putting up
an establishment in Quezon City as a PANDULO. At least 30% of the Total Gross
Floor Area (TGFA) of it will be intended for the platforms and green spaces.
 Road tracks
 Waiting areas
Page 189
 PUV waiting zone
 Common Areas:
 Ticketing area
 Dispatchers area
 Smoking Area
 Restrooms (Male/Female/PWD)
 Landscapes
 Security Room
 Electrical Room
 Mechanical Room
 Garbage Room
9.2.2 Commercial/Retail Strips
An area dedicated for leisure of public use that will offer retail,
restaurants, and specialty store.
 Leasable Space:
 Display Area
 Counter/Cashier
 Office
 Staff Room
Page 190
 Storage
 Restrooms:
 Male
 Female
 PWD
 Security Office
 Mechanical Room
 Electrical Room
 Garbage Area
9.2.3 Administration Office
It will serve as the head office of building administrator for the
project facility management and will also the area for information center of the
PANDULO.
 Lobby
 Lounge
 Information Desk
 Building Administrator Office
 Engineering Office
 Conference Room
 Staff Room
Page 191
 Storage Room
 Pantry
 Restrooms
 Male
 Female
9.2.4 Public & Private offices (TYP)
Space intended for the private and governmental offices LTFRB, DOTr, MMDA,
LTO.
 Lobby
 Reception
 Lounge Area
 Stairs
 Elevator Lobby
 Innovation Space:
 Collaborative Area
 Individual workspace
 Team Space
 Conference Room
 Quite Room
 Events hall
Page 192
 Seminar Room
 Training Room
 Computer Laboratory
 Pantry
 Print/Scan/Photocopy Room
 Lockers with Showers
 Restrooms
 Male
 Female
 PWD
 Storage Room
 Auxiliary:
 Security Office
 Data Center
 Electrical Room
 Mechanical Room
 Garbage Room
 Fire Exits
9.2.6 Parking Areas
Space allocated for private cars using the facilities of the Integrated Multimodal
Biophilic Transportation Hub.
 Ticketing area
Page 193
 Path walks
 Landscapes
 Smoking area
 Restrooms
 Male
 Female
 Persons with disability
9.2.6 Sky garden
One of mainstream of the project is the sky garden, this area serves as the linker
going to the deferent areas of the project this are: terminal, shopping area, and
offices.
 Greeneries
 Atriums
 Recreational area
 Path walks
 Rest rooms
 Collapsible shades
 Male
 Female
 PWD
Page 194
OPTIONS
All the components stated above may revolve or it can be revised for
additional facility or component if necessary upon the final design phase of the
project.
SPACE PROGRAM
PANDULO: Quezon City’s First Integrated Multimodal Biophilic Transportation

Hub.
SPACE USER DATA FURNITURE/FIXTURE/EQUIPMENT APPROXIM ESTIM
DATA ATE AREA ATED
AREA
QT AREA TOT ITEM DIMENSI QT AREA USER DATA (aa+30
Y AL ON Y %aa)
Transportation hub/ terminal stations 1, 2, 3, 4 (typical)
1. Common Areas
10 0.96 9.6
sq.m sq.m
Total 9.6 9.6

sq.m sq.m
Waiting area 4 0.96 3.84 Reception 2.5 x 1 2.25 3.84 + 2.93 6.77 +
sq.m sq.m Counter 0.9m sq.m (30%)
Reception 0.46 x 3 0.68 6.77
Chair 0.49m sq.m
Total 3.84 2.93 6.77 sq.m 8.80

sq.m sq.m sq.m
Lounge 4 0.96 9.60 3 sitter sofa 1.98 x 2 3.08 9.60 + 6.50 16.10 +
sq.m sq.m 0.78m sq.m (30%)
Single sofa 0.75 x 4 2.70 16.10
.90m sq.m
Lounge table 0.60 x 2 0.72
1.20m sq.m
Total 9.60 6.50 16.10 sq.m 20.93

sq.m sq.m sq.m
Page 195
Smoking Area 4 0.96 19.2 3 sitter 0.45 x 7 3.78 19.20 + 23.47 +

sq.m 0 Bench 1.20m sq.m 4.27 (30%)
sq.m 23.47
Ashtray 0.35 x 4 0.49
Stand 0.35m sq.m
Total 19.2 4.27 23.47 sq.m 30.51

0 sq.m sq.m
sq.m
Restroom 8 0.90 7.20 Water Closet 0.36 x 3 0.58 7.20 + 3.26 10.46 +
(Male) sq.m sq.m 0.53m sq.m (30%)
Lavatory 1.20 x 3 2.16sq 10.46
0.60m .m
Urinal 0.27 x 6 0.52
0.32m sq.m
Total 7.20 3.26 10.46 sq.m 13.60

sq.m sq.m sq.m
(Female) sq.m sq.m 0.53m sq.m (30%)
Lavatory 1.20 x 2 2.16 10.32
0.60m sq.m
Total 7.20 3.12 10.32 sq.m 13.41

sq.m sq.m sq.m
(PWD) sq.m sq.m 0.53m sq.m (30%)
Lavatory 1.20 x 1 0.72 2.84
0.60m sq.m
Total 1.92 0.92 2.84 sq.m 3.70

sq.m sq.m sq.m
2. Auxiliary Spaces
Data Center 3 0.90 2.70 Computer 0.60 x 8 3.84 2.70 + 5.53 8.23 +
sq.m sq.m Server 0.80m sq.m (30%)
Table 1.20 x 1 0.96 8.23
0.80m sq.m
Chair 0.33 x 1 0.73
0.40m sq.m
Total 2.70 5.53 8.23 sq.m 10.70

sq.m sq.m sq.m
Security Room 4 5.00 30.0 Desk 1.40 x 1 0.98 30.00 + 39.47 +
sq.m 0 0.70m sq.m 9.47 (30%)
sq.m 39.47
Long desk 2.00 x 2 3.20
0.8m sq.m
Office chair 0.635 x 6 2.41
0.635m sq.m
Single Sofa 0.75 x 2 1.43
0.95m sq.m
File cabinet 1.3 x 1 0.60
0.45m sq.m
Desktop 0.85 x 2 0.85
1.00m sq.m
Page 196
Total 30.0 9.47 39.47 sq.m 51.31

0 sq.m sq.m
sq.m
Electrical Room 2 0.96 1.92 Panel/Power 0.75 x 2 1.80 1.92 + 1.80 3.72 +
sq.m sq.m Board 1.20m sq.m (30%)
3.72
Total 1.92 1.80 3.72 sq.m 4.83
sq.m sq.m sq.m
Generator Set 2 0.96 1.92 Gen. Set 0.72 x 2 2.16 1.92 + 2.16 4.08 +
Room sq.m sq.m Machine 1.50m sq.m (30%)
4.08
Total 1.92 2.16 4.08 sq.m 5.30
sq.m sq.m sq.m
Mechanical 2 0.96 1.92 Air Handler 1.20 x 1 0.90 1.92 + 6.15 8.07 +
Room sq.m sq.m Unit 0.75m sq.m (30%)
Pump 1.50 x 1 3.00 8.07
2.00m sq.m
Sprinkler 1.25 x 1 2.25
1.80m sq.m
Total 1.92 6.15 8.07 sq.m 10.50

sq.m sq.m sq.m
Garbage Room 2 0.96 1.92 Garbage Bin 0.60 x 6 2.70 1.92 + 2.70 4.62 +
sq.m sq.m 0.75m sq.m (30%)
4.62
Total 1.92 2.70 4.62 sq.m 6.00
sq.m sq.m sq.m
3. Leasable Commercial/Retail Space
Display Area 12 1.40 16.8 Display Racks 1.10 x 8 7.65 16.80 + 24.45 +
sq.m 0 0.87m sq.m 7.65 (30%)
sq.m 24.45
Total 16.8 7.65 24.45 sq.m 31.80

0 sq.m sq.m
sq.m
Counter/Cashier var 0.96 1.92 Cashier 2.00 x 1 1.60 1.92 + 3.40 5.32 +
Area y sq.m sq.m Counter 0.80m sq.m (30%)
Cashier Chair 0.45 x 2 1.80 5.32
0.45m sq.m
Total 1.92 3.40 5.32 sq.m 6.20

sq.m sq.m sq.m
Office var 10.0 20.0 Office Desk 1.40 x 2 1.96 20.00 + 23.93 +
y 0 0 0.70m sq.m 3.93 (30%)
sq.m sq.m 23.93
0.635m sq.m
0.45m sq.m
Total 20.0 3.93 23.93 sq.m 31.10

0 sq.m sq.m
sq.m
Staff Room 5 0.96 4.80 Single Sofa 0.75 x 2 1.42 4.80 + 5.38 10.71 +
sq.m sq.m 0.95m sq.m (30%)
3 sitter sofa 1.98 x 1 1.54 10.71
Page 197
0.78m sq.m
Long desk 2.00 x 1 1.60
0.8m sq.m
Chair 0.45 x 4 0.81
0.45m sq.m
Total 4.80 5.38 10.71 sq.m 13.92

sq.m sq.m sq.m
Storage Room 2 0.96 1.92 Storage 1.00 x 4 2.40 1.92 + 2.40 4.32 +
sq.m sq.m Racks 0.60m sq.m (30%)
4.32
Total 1.92 2.40 4.32 sq.m 5.61
sq.m sq.m sq.m
Total Area per Leasable Commercial/Retail Space 88.63
sq.m
4. Total Minimum Area for Leasable Office Spaces 5,000
sq.m
Commercial/Retail Strips
1. Leasable Commercial/Retail Space
Display Area 12 1.40 16.8 Display Racks 1.10 x 8 7.65 16.80 + 24.45 +
sq.m 0 0.87m sq.m 7.65 (30%)
sq.m 24.45
Total 16.8 7.65 24.45 sq.m 31.80

0 sq.m sq.m
sq.m
Counter/Cashier 2 0.96 1.92 Cashier 2.00 x 1 1.60 1.92 + 3.40 5.32 +
Area sq.m sq.m Counter 0.80m sq.m (30%)
Cashier Chair 0.45 x 2 1.80 5.32
0.45m sq.m
Total 1.92 3.40 5.32 sq.m 6.20

sq.m sq.m sq.m
Office 2 10.0 20.0 Office Desk 1.40 x 2 1.96 20.00 + 23.93 +
0 0 0.70m sq.m 3.93 (30%)
sq.m sq.m 23.93
0.635m sq.m
0.45m sq.m
Total 20.0 3.93 23.93 sq.m 31.10

0 sq.m sq.m
sq.m
sq.m sq.m 0.95m sq.m (30%)
3 sitter sofa 1.98 x 1 1.54 10.71
0.78m sq.m
Long desk 2.00 x 1 1.60
0.8m sq.m
Chair 0.45 x 4 0.81
0.45m sq.m
Page 198
Total 4.80 5.38 10.71 sq.m 13.92

sq.m sq.m sq.m
Storage Room 2 0.96 1.92 Storage 1.00 x 4 2.40 1.92 + 2.40 4.32 +
sq.m sq.m Racks 0.60m sq.m (30%)
4.32
Total 1.92 2.40 4.32 sq.m 5.61
sq.m sq.m sq.m
Total Area per Leasable Commercial/Retail Space 88.63
sq.m
2. Restrooms
Lavatory 1.20 x 3 2.16sq 10.46
0.60m .m
Urinal 0.27 x 6 0.52
0.32m sq.m
Total 7.20 3.26 10.46 sq.m 13.60

sq.m sq.m sq.m
Lavatory 1.20 x 2 2.16 10.32
0.60m sq.m
Total 7.20 3.12 10.32 sq.m 13.41

sq.m sq.m sq.m
(PWD) sq.m sq.m 0.53m sq.m (30%)
Lavatory 1.20 x 1 0.72 2.84
0.60m sq.m
Total 1.92 0.92 2.84 sq.m 3.70

sq.m sq.m sq.m
3. Auxiliary
Spaces
Security Room 6 5.00 30.0 Desk 1.40 x 1 0.98 30.00 + 39.47 +
sq.m 0 0.70m sq.m 9.47 (30%)
sq.m 39.47
Long desk 2.00 x 2 3.20
0.8m sq.m
0.635m sq.m
Single Sofa 0.75 x 2 1.43
0.95m sq.m
0.45m sq.m
Desktop 0.85 x 2 0.85
1.00m sq.m
Total 30.0 9.47 39.47 sq.m 51.31

0 sq.m sq.m
sq.m
Electrical Room 2 0.96 1.92 Panel/Power 0.75 x 2 1.80 1.92 + 1.80 3.72 +
sq.m sq.m Board 1.20m sq.m (30%)
3.72
Page 199
Total 1.92 1.80 3.72 sq.m 4.83

sq.m sq.m sq.m
Generator Set 2 0.96 1.92 Gen. Set 0.72 x 2 2.16 1.92 + 2.16 4.08 +
Room sq.m sq.m Machine 1.50m sq.m (30%)
4.08
Total 1.92 2.16 4.08 sq.m 5.30
sq.m sq.m sq.m
Mechanical 2 0.96 1.92 Air Handler 1.20 x 1 0.90 1.92 + 6.15 8.07 +
Room sq.m sq.m Unit 0.75m sq.m (30%)
Pump 1.50 x 1 3.00 8.07
2.00m sq.m
Sprinkler 1.25 x 1 2.25
1.80m sq.m
Total 1.92 6.15 8.07 sq.m 10.50

sq.m sq.m sq.m
Garbage Room 2 0.96 1.92 Garbage Bin 0.60 x 6 2.70 1.92 + 2.70 4.62 +
sq.m sq.m 0.75m sq.m (30%)
4.62
Total 1.92 2.70 4.62 sq.m 6.00
sq.m sq.m sq.m
Administration Offices
Lobby 8 0.96 7.68
sq.m sq.m
Total 7.68 7.68

sq.m sq.m
Information 2 0.96 1.92 Reception 2.5 x 1 2.25 1.92 + 2.93 4.85 +
Desk sq.m sq.m Counter 0.9m sq.m (30%)
Reception 0.46 x 3 0.68 4.85
Chair 0.49m sq.m
Total 1.92 2.93 4.85 sq.m 6.30

sq.m sq.m sq.m
sq.m sq.m 0.78m sq.m (30%)
Single sofa 0.75 x 2 1.35 11.30
0.90m sq.m
1.20m sq.m
Total 7.68 3.61 11.30 sq.m 14.70

sq.m sq.m sq.m
Office of the 1 5.00 5.00 Office Desk 1.40 x 1 0.98 5.00 + 3.40 8.40 +
Building sq.m sq.m 0.70m sq.m (30%)
Administrator Office chair 0.635 x 1 0.40 8.40
0.635m s.qm
0.45m sq.m
Desktop 0.85 x 1 0.85sq
1.00m .m
Total 5.00 3.40 8.40 sq.m 10.92

sq.m sq.m sq.m
Page 200
Engineering 6 5.00 60.0 Office Desk 1.40 x 6 5.88 60.00 + 78.13 +

Office sq.m 0 0.70m sq.m 18.13 (30%)
sq.m 78.13
0.635m sq.m
0.45m sq.m
Desktop 0.85 x 6 5.10
1.00m sq.m
Total 60.0 18.13 78.13 sq.m 101.60

0 sq.m sq.m
sq.m
Conference 8 1.4 11.2 Conference 4.4 x 1 6.60 11.20 + 26.52 +
Room sq.m 0 Table 1.40m sq.m 9.20 (30%)
sq.m 26.52
Chairs 0.45 x 8 1.62
0.45m sq.m
Front Desk 1.40x 1 0.98
0.70m sq.m
Total 11.2 9.20 20.40 sq.m 26.52

0 sq.m sq.m
sq.m
sq.m sq.m 0.95m sq.m (30%)
3 sitter sofa 1.98 x 1 1.54 10.71
0.78m sq.m
Long desk 2.00 x 1 1.60
0.8m sq.m
Chair 0.45 x 4 0.81
0.45m sq.m
Total 4.80 5.38 10.71 sq.m 13.92

sq.m sq.m sq.m
Storage Room 2 0.96 1.92 File Racks 1.00 x 4 2.40 1.92 + 2.40 4.32 +
sq.m sq.m 0.60m sq.m (30%)
4.32
Total 1.92 2.40 4.32 sq.m 5.61
sq.m sq.m sq.m
Pantry 12 0.96 11.5 Kitchenette 0.6 x 1 0.90 11.52 + 15.80 +
sq.m 2 Counter 1.5m sq.m 4.28 (30%)
sq.m 15.80
Table 0.9 x 2 2.16
1.2m sq.m
Chair 0.45 x 6 1.22
0.45m sq.m
Total 11.5 4.28 15.80 sq.m 20.54

2 sq.m sq.m
sq.m
2.00
Lavatory 1.20 x 1 0.72
0.60m sq.m
Urinal 0.27 x 1 0.08
0.32m sq.m
Page 201
Total 0.90 1.00 2.00 sq.m 2.60

sq.m sq.m sq.m
Restroom 1 0.90 0.90 Water Closet 0.36 x 1 0.20 0.90 + 0.92 1.82
Lavatory 1.20 x 1 0.72 + 1.82
0.60m sq.m
Total 0.90 0.92 1.82 sq.m 2.40

sq.m sq.m sq.m
Innovation Hub
Lobby 10 0.96 9.6
sq.m sq.m
Total 9.6 9.6

sq.m sq.m
Reception Area 2 0.96 1.92 Reception 2.5 x 1 2.25 1.92 + 2.93 4.85 +
sq.m sq.m Counter 0.9m sq.m (30%)
Reception 0.46 x 3 0.68 4.85
Chair 0.49m sq.m
Total 1.92 2.93 4.85 sq.m 6.30

sq.m sq.m sq.m
sq.m sq.m 0.78m sq.m (30%)
Single sofa 0.75 x 4 2.70 16.10
.90m sq.m
1.20m sq.m
Total 9.60 6.50 16.10 sq.m 20.93

sq.m sq.m sq.m
Office spaces private and public
Collaborative 20 0.96 19.2 2 sitter sofa 1.30 x 6 6.63 19.20 + 55.95 +
Area sq.m 0 0.85m sq.m 36.75 (30%)
sq.m 55.95
1.20m sq.m
Long Office 2.00 x 4 6.40
Desk 0.8m sq.m
Office Desk 1.40 x 6 5.88
0.70m sq.m
Single Desk 1.20 x 8 6.72
0.70m sq.m
Chair 0.635 x 18 7.26
0.635m sq.m
High Stool 0.35 x 8 0.98
0.35m sq.m
Total 19.2 36.75 55.95 sq.m 72.74

0 sq.m sq.m
sq.m
Individual 1 3.00 3.00 Single Desk 1.20 x 1 0.84 3.00 + 1.24 4.24 +
Workspace sq.m sq.m 0.70m sq.m (30%)
Page 202
Chair 0.635 x 1 0.40 4.24

0.635m sq.m
Total 3.00 1.24 4.24 sq.m 5.51

sq.m sq.m sq.m
Team Space 6 1.40 8.40 Long Office 2.00 x 6 0.96 8.40 + 1.70 10.10 +
sq.m sq.m Desk 0.8m sq.m (30%)
High Stool 0.35 x 6 0.74 10.10
0.35m sq.m
Total 8.40 1.70 10.10 sq.m 13.13

sq.m sq.m sq.m
Conference 10 1.40 14.0 Conference 4.4 x 1 6.16 14.00 + 23.20 +
Room sq.m 0 Table 1.40m sq.m 9.16 (30%)
sq.m 23.20
Chairs 0.45 x 10 2.02
0.45m sq.m
Front Desk 1.40x 1 0.98
0.70m sq.m
Total 14.0 9.16 23.20 sq.m 30.16

0 sq.m sq.m
sq.m
Quiet Room 1 3.00 3.00 Single Desk 1.20 x 1 0.84 3.00 + 1.24 4.24 +
sq.m sq.m 0.70m sq.m (30%)
Chair 0.635 x 1 0.40 4.24
0.635m sq.m
Single sofa 0.75 x 4 2.70

.90m sq.m
9.4 USER ANALYSIS
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9.4.1 Terminal Flowchart
BUBBLE DIAGRAM
Page 204
BUBBLE DIAGRAM (ADMIN BUILDING) FIGURE 1.1
BUBBLE DIAGRAM PUJ, AUV, PUB AND TODA TERMINAL BAY
FIGURE 1.2
MATRIX DIAGRAM
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MATRIX DIAGRAM (TERMINAL BUILDINGS)
FIGURE 2.1
MATRIX DIAGRAM PUJ, AUV, PUB AND TODA TERMINAL BAY
FIGURE 2.2
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Chapter 10
Concept Development
10.1 Design framework
Thoughtful applications of biophilic design can create a multi-platform strategy
for familiar challenges traditionally associated with building performance such
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as thermal comfort, acoustics, energy and water management, as well as larger
scale issues such as asthma, regarding to the effect traffic congestion; biophilic
involves energy efficient structure by day lighting it can cut energy costs in
terms of heating and cooling, and an increased vegetation can reduce
particulate matter in the air, reduce urban heat island effect, improve air
infiltration rates and reduce perceived levels of noise pollution, These strategies
can all be implemented in a manner that achieves a biophilic response for
improved performance, health and well-being. Biophilic design interventions
that integrate with Transportation hub performance strategies have the
potential to through improve user experience and overall systems efficiency.
10.2 Design Philosophy
“Nature and architecture is the foundation of great infrastructure”
Nature in designing a biophilic transportation hub:
 Visual Connection with Nature.
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A view to elements of nature, living systems and natural processes.
 Thermal & Airflow Variability.
Subtle changes in air temperature, relative humidity, airflow across the skin,
and surface temperatures that mimic natural environments.
 Dynamic & Diffuse Light.
Leverages varying intensities of light and shadow that change over time to
create conditions that occur in nature.
 Connection with Natural Systems.
Awareness of natural processes, especially seasonal and temporal changes
characteristic of a healthy ecosystem.
 Biomorphic Forms & Patterns.
Symbolic references to contoured, patterned, textured or numerical
arrangements that persist in nature.
 Material Connection with Nature.
Materials and elements from nature that, through minimal processing, reflect
the local ecology or geology and create a distinct sense of place.
10.2 Design Philosophy
“Nature and architecture is the foundation of great infrastructure”
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10.3 GOALS
The goals of the project are to provide users with an easily accessible and
protective environment for more efficient and better mobility, and to limit the
effect of traffic congestion such as air pollution.
10.4 Structural considerations
Establishing a balance, dynamic and efficient considerations:
• Incorporation of airflow and thermal conditions into materials,
daylighting, mechanical ventilation and/or fenestration will help distribute
variability over space and time.
• Thermal comfort is a vital bridging component between biophilic design
and sustainable design, especially in the face of climate change and
rising energy costs. When thermal and airflow variability is implemented
in a way that broadens people’s perception of thermal comfort, it may
also help reduce energy demands for artificial air.
10.4 Design concept.
Have you hugged a tree lately? If not, you might want to give it some
thought. You, along with the rest of the human population, owe your existence
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to plants and other organisms that capture light. In fact, most life on Earth is
possible because the sun provides a continuous supply of energy to
ecosystems. All organisms, including humans, need energy to fuel the metabolic
reactions of growth, development, and reproduction. But organisms can't use
light energy directly for their metabolic needs.
The design concept was based on a tree leaf; the function of every
single leaf from a tree has contributed a lot to our environment through a
process called photosynthesis.
What is photosynthesis?
Photosynthesis is the process by which green plants and certain other
organisms transform light energy into chemical energy. During photosynthesis
in green plants, light energy is captured and used to convert water, carbon
dioxide, and minerals into oxygen and energy-rich organic compounds.
Photosynthesis is largely responsible for producing and maintaining the
oxygen content of the Earth's atmosphere, and supplies all of the organic
compounds and most of the energy necessary for life on Earth.
Function concept.
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Design considerations that contribute to building a high-performance
are as follows.
 Accessibility
This design objective considers accommodating persons who are permanently
disabled or temporarily disabled due to an injury. The concepts of visitability
and aging in place are becoming more popular as the percentage of our aging
population grows. The visitability movement advocates for constructed homes
to consider aspects such as the location of stairs and the width of interior
doors. The goal is to ensure equal use of the home for all.
 Aesthetics
What qualifies as beautiful is open to personal interpretation and varies with
client, climate, context, construction and culture. Aesthetics applies not just to
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the outside architecture, but to the interior design, the surrounding landscape,
the neighbouring buildings and the community at large.
 Cost Effectiveness
There is no one specific measure for true cost effectiveness, but some
considerations are noted here. Does the homeowner want the lowest first cost
or the lowest operations and maintenance (O&M) costs? Is it the home with the
longest life span? Will the house be used for a combination of purposes, such
as a home office? If so, it must accommodate the public.
 Functionality
Understanding how the transportation hub will fit its users means defining the
size and proximity of the different spaces needed for activities and equipment.
Consider the users future needs, such as potential spatial changes from
remodelling, and provide proper clearances for replacing or expanding building
systems and equipment. Anticipate changing information technology (IT) and
other building systems equipment.
 Productivity and Health
The indoor environment of the home can have a strong effect on occupant
health and the productivity of occupants, particularly young children and the
aged, whose auto-immune systems are more susceptible to toxic materials and
off-gassing fumes. Excessive noise, glare, drafts, heat, humidity or cold can be
potentially damaging or dangerous. Researcher must design the building
enclosure, building systems, equipment, and appliances to work together as a
unified system to achieve a truly healthy home.
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 Historic Preservation
Some practical and/or intangible benefits of historic preservation include:
retaining history and authenticity; commemorating the past; increasing
commercial value when homes feature materials and ornaments that are not
affordable or readily available any longer; and reducing the need for new
materials.
 Safety and Security
Designed and constructed safe, secure hub and communities is a primary goal.
Researcher considered different issues, such as improved indoor air quality,
electrical safety, ergonomics, and accident prevention. Resisting natural hazards
requires protection from floods, earthquakes, and typhoons. Gated and/or
guarded communities are becoming more and more popular and may often
require special maintenance and equipment.
 Sustainability
To ensure the sustainability of the hub, consider the following principles:
 Optimizing Site Potential. This principle covers such aspects as
proper site selection, consideration of any existing buildings or
infrastructure, orientation of streets and homes for passive and active
solar features, location of access roads, parking, potential hazards, and
any high-priority resources that should be conserved such as, trees,
waterways, snags, and animal habitats.
 Minimizing Energy Use and Use Renewable Energy Strategies.
This principle covers aspects such as the importance of dramatically
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reducing the overall energy loads (through insulation, efficient
equipment and lighting, and careful detailing of the entire enclosure),
limiting the amount of fossil fuels required, incorporating renewable
energy systems such as photovoltaics, geothermal heat pumps, and
solar water heating whenever feasible, and purchasing green power in
order to minimize the creation of greenhouse gasses.
 Using Environmentally Preferable Products. This consideration
covers such aspects as specifying products that are salvaged, made with
recycled content, are easily disassembled for reuse or recycling,
conserve natural resources, reduce overall material use, are
exceptionally durable or low maintenance, naturally or minimally
processed, save energy and/or water, and/or reduce pollution or waste
from operations.
 Enhance Indoor Environmental Quality. This consideration covers
strategies to provide excellent acoustical, thermal, and visual qualities
which have a significant impact on health, comfort, and productivity.
Other attributes to be considered: maximize daylight, appropriate
ventilation, and moisture control, and the use of low- or no-VOC
products.
 Optimizing Operations and Maintenance Practices. This
consideration covers materials and systems that simplify and reduce
operational requirements, require less water, energy, and toxic
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chemicals and cleaners to maintain, are cost-effective and reduce life-
cycle costs.
 Flexible Design. Also called "loose fit, long life," this design principle
anticipates and allows for future adaptations needed to extend a
building's useful life.
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Chapter 11
Synthesis
MANNER OF FINANCING
Page 217
PROJECT TITLE: PANDULO: Quezon City’s First Integrated Multimodal Biophilic

Transportation Hub.
SITE: OLD CAPITOL SITE QUEZON CITY
LAND AREA: 29,567.00 sq.m
ESTIMATED BUILDING COST PER SQUARE METER
BUILDING USE BUILDING AREA UNIT COST TOTAL COST

(Sq.M.) (PHP) (PHP)
Parking Building 1,927.93 sq.m 25,000 223,198,250

And Commercial
Building
STATIONS
Terminal 1 3027.1 sq.m. 25,000 13,600,000
Terminal 2 3395.59 sq.m. 25,000 18,000,000
Terminal 3 3542.93 sq.m. 25,000 18,000,000
Terminal 4 3434.4 sq.m. 25,000 16,600,000
PHILIPPINE Buildin Automoti

BUILDING g Mechanical Electrical ve Furniture Total
USE Cost System System System costs Cost
(5%) (5%) (5%) (10%) (Mil)
Page 218
'42,059,
Main 000 2,102,000 2,102,000 2,102,000 4,205,900 52.57
Terminal
Parking
Building
223,198, 11,159,912. 11,159,912
And 250 11,159,912.5 5 .5 22,319,825 27.89
Commercial
Building
COMMER
CIALS(CS)
10,000,0
CS 1 00 1,000,000 680,000 680,000 1,360,000 17.0
10,000,0
CS 2 00 1,000,000 900,000 900,000 1,800,000 22.5
10,000,0
CS 3 00 1,000,000 900,000 900,000 1,800,000 22.5
100,00
CS 4 0,000 20,000,000 20,000,000 20,000,000 25,000,000 30.5
TOTAL:
Table 4.21
PROJECT COST:
BC+BE+LI= Grand Total Project Cost
Where in:
BC-Building Cost (25,000 per sq.m.)
BE-Total Cost of Building Equipment (elevator, escalator and etc.) (5%-

Mechanical, Electrrical, Automotive)
LI-Land Improvement and Development (10% of the Building Cost)
Page 219
Building Cost + Building Equipments + Land Improvement =
Grand Total Project Cost GRAND TOTAL PROJECT COST= PHP
928,122,975 TOTAL INITIAL INVESTMENTS
Total Project Cost: PHP 928,122,975
Administrative Cost (1%): PHP 9,281,229.75
Professional Fees (6%) UAP Doc 202: PHP 55,687,378.5
Constigencies (10%): PHP 92,812,297.5
GRAND TOTAL BUDGET REQUIRED: PHP 1,085,903,881
FEASIBILITY
Income Generation
The fare structure for the BRTs is yet to be determined by the
Department. As of currently, the fare structure to be followed for the BRTs is
the same as that for airconditioned buses, which is as follows:
Php 12 (first 5 kilometers) + Php 2.25 (every additional
kilometer thereafter) Income of Passenger Travel
 75 (Passengers)/BRT Bus X PHP 31.00 (Maximum Fare) =
PHP 2,325/per trip of bus
 150 (BRT Buses) x PHP 2,325 = PHP 348,750
 48,000(Estimated Passenger) of BRT Buses/Day x PHP 31.00
(Maximum Fare of BRT Bus) = PHP 1,488,000/DAY TRAVEL
Page 220
FOR RENTAL COMMERCIAL SPACE
The following areas are leasable spaces and is calculated by Php.
500.00/per sq.m and its rentable for 1 month
 Leasable Space 12.5 sq.m x PHP. 600.00/per sq.m = PHP 7,500
 169 (Number of Leasable Space) x PHP 7,500.00 = PHP
1,267,500
FOR RENTAL OFFICE SPACE
Page 221
 Office Space 325 sq.m x PHP 600.00/per sq.m = PHP 195,000
 PHP 195,000 x 26 Working Days/Month = PHP
5,070,000/MONTH
 PHP 5,070,000 x 12 Months/Year = PHP 60,840,000/YEAR
FOR PARKING AREA RENTAL
 Parking Rental Space Cost: PHP 40.00/per parking space for every 4
hours
 520 (Number of Parking Space) x PHP 40.00 = PHP 20,800
 PHP 20,800 x 31 Days/Month = PHP 644,800/MONTH
 PHP 644,800 x 12 Months/Year = PHP 7,737,600/YEAR
TOTAL EARNING AND INCOME OF THE PROJECT: PHP 1,093,623,600/YEAR
Page 222

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RIZAL TECHNOLOGICAL UNIVERSITY

College of Engineering and Industrial Technology

(Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)

A Thesis Proposal Presented to the Faculty of

College of Engineering and Industrial Technology

AR. EFREN MONTERO. BERME, UAP

In Partial Fulfillment of Requirements in Architectural Design 9/10 for the Degree

BACHELOR OF SCIENCE IN ARCHITECTURE

BANIAGA, MARK ANGELO M.

(PANDULO: Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)

College of Engineering and Industrial Technology

Arch. EFREN MONTERO. BERME, uap

As members of the Thesis Evaluation Committee, we certify we have reviewed

recommended that it will be accepted as partial fulfillment of the requirements in

Architectural Design 9 for the degree of Bachelor of Science in Architecture.

Panel Member 1 Panel Member 2

(PANDULO: Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)

College of Engineering and Industrial Technology

This thesis is hereby approved and accepted by the school of Architecture,

Recreational Design in partial fulfillment of the requirements for the degree

of Bachelor of Science in Architecture.

Engr. Armando P. Matias

College of Engineering and Industrial Technology

(PANDULO: Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)

College of Engineering and Industrial Technology

Engr. Armando P. Matias

Rizal Technological University

Boni Avenue, Mandaluyong City

I am Mark Angelo M. Baniaga, a fifth year student of Rizal Technological

University taking up B.S. Architecture as major. In partial fulfillment of the

requirements of the said program in our school, as a student, it is my honor to

submit for your approval of my thesis proposal entitled:

(Quezon City’s First Integrated Multimodal Biophilic Transportation

The Integrated Multimodal Biophilic transportation hub is put forward

to lessen both pollution and traffic-related problems to the entire city by

increasing the attractiveness of the public transport system/terminal through

Biophilic & better multimodal transportation, it also provides customer service

(PANDULO: Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)

College of Engineering and Industrial Technology

improving the mobility of vehicles & passengers, through strategic architectural

I am looking forward to your favorable response to this request.

MARK ANGELO M. BANIAGA

2013-103835/B.S. Architecture, R.T.U.

AR. EFREN MONTERO. BERME, UAP

Research Method in Architecture

Recommendation and Approval by:

AR. MARIROSE V. VOCAL, UAP

Department Head Architecture Department

(PANDULO: Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)

College of Engineering and Industrial Technology

integrated multimodal and biophilic concept”

encouraging them to upgrade in a newer & modern system in Equipment,

Machineries, incorporated with Sustainable technologies.

sky gardens and other amenities & services.

The Goals of this project were to provide architectural surroundings

transportation whereby it might be helped to increased importance. An increased

emphasis on public transportation is suggested as a means of alleviating traffic

congestion pollution throughout the area and the entire city.

(PANDULO: Quezon City’s First Integrated Multimodal Biophilic Transportation Hub)

College of Engineering and Industrial Technology

Background of the study……………………………………………9

Statement of the problem…………………………………………..11

Significance of the study…………………………………………...15