SEMANIA, ANGELO JOSEPH S.

PANDACAN INTERMODAL TERMINAL

Barangay 833, Pandacan, Manila, Philippines, 1011

EXECUTIVE SUMMARY

I. Project Data

A. Building Type Terminal

B. Character of Occupancy E-1
C. Zoning Classification Transportation
D. Total Lot Area 12, 098 sqm.
E. Total Gross Floor Area 2,424.056 sqm
F. Building Footprint 1,201.998 sqm
G. Percentage of Site Occupancy 10%
H. Total Open Space within Lot 10,896.058 sqm
i. Impervious Surface Area 7,623.3665 sqm
ii. Unpaved Surface Area 3,272.6915 sqm
I. Maximum Height of Building 15 meters
J. Total Parking Slots
i. Visitor 18 slots
ii. Staff 5 slots
iii. Service 2 slots
iv. PWD 2 slots
v. Motorcycle 15 slots
K. Probable Total Construction Cost Php 199,192,457.5
i. Prob. Construction cost per sqm. Php 199,192,457.5
L. Architect’s Professional Fee as per SPP Php 6,500,000 plus 5% of excess
of 100,000,000
M. Project Proponent/s Shell Philippines Inc.
Department of Transportation
II. Project Background and Rationale

Given the growing traffic situation and pollution in Metro Manila and its
surrounding areas, as well as the lack of connectivity among transport systems, the
National Government is currently looking into maximizing the utilization of the
existing Pasig River Ferry Service and extending its services to the Manila Bay and
Laguna de Bay areas as an alternative mode of transportation for commuters,
especially for those coming from the east side of the Metro to reach specific
destinations within the neighboring cities. Also, the image of the mass transportation
system in the Philippines is poorly regarded because a lot of terminals, may it be
railway, airport, or PUV’s have deficient utilities and lacks maintenance. Also, illegal
terminals for jeepneys, tricycles and pedicabs are appearing one by one in
Pandacan that adds to the congestion of the roads. The usual setting are the
commuters must battle the heat, long lines in terminals, overloaded vehicles, dirty
smoke belching jeepneys and jammed trains or buses just to get to their destination
late. That is why Angkas, Grab, Joyride, Uber and other Taxis have been created.
But these are just temporary solutions to the everyday scenario of a commuter
because not only that these increase the volume of traffic in the roads, but it is also
expensive for a regular commuter.

So In line with the government project “Pandacan Green City” which aims to
convert the former Pandacan Oil-Depot into a mixed-use development, The
Department of Transportation (DOTr) together with the Metro Manila Development
Authority (MMDA) will develop an intermodal terminal in Pandacan which serves
ferry, jeepney, tricycle, UV and taxis. It will suffice the needs of a regular commuter
at the same time practice people to create a community of diversified moving
methods. The Pandacan Intermodal Terminal will produce a quality, efficient and
iconic integrated transportation node that can surpass international standards.
III. Site Information

The site is located at Barangay 833, Pandacan, Manila. It is strategically

chosen for the benefit of the target users and the community. It is 1.2 hectares in
lot size, enough to accommodate the projected target users.
POINT DISTANCE (m) LOT BEARINGS
1-2 63.29 S 79° 0’ 0” E
2-3 9.72 S 67° 0’ 0” E
3-4 29.32 S 62° 0’ 0” E
4-5 149.76 N 11° 0’ 0” E
5-6 56.72 S 72° 0’ 0” W
6-7 75.04 S 63° 0’ 0” W
7-8 37.39 S 33° 0’ 0” W
8-1 38.82 S 27° 0’ 0” E
IV. Site Analysis

SUN PATH ANALYSIS

WIND PATH ANALYSIS

The map shows the sun path and the wind, it is important to know what the
orientation of the site is to further manipulate the spaces/ areas that are part of the
building facilities and those that do mostly needed sunlight. This sun path can also
be used as a tool for the techniques and strategies for the design from materials to
shading devices that can be used of the exterior envelope of the building.
Maximizing the use of natural resources such as sun light will minimize the energy
cost of building. Creating a functional and environment responsive design requires
proper consideration. Another strategy to consider for the overall design of the
project is the wind path analysis, showing the wind path from the North East (NE)
monsoon or “amihan”, and from the South West (SW) monsoon or the “habagat”.
The cool breeze of the wind came from both sides, except that the other can result
to massive damage to the structure if not properly treated, this is the SW monsoon.
SWOT ANALYSIS

• The site has a total land area of 1.2 hectares which is large
enough for its users.
• Accessible through land and water through the Pasig River
and near Nagtahan or Mabini Bridge.
STRENGHTS
• Relatively flat terrain.
• Good for expansion.
• According to the Zoning Ordinance 8283. The site is
converted to a Mixed-Used Development Zone.

• The site has very few vegetations.

WEAKNESSES • Other parts of the site have existing structures like the gate
and the basketball court.

• The site is near the residential area, schools and necessary

establishments within its 1km radius.
• Waterfront Development
• Pasig River is a potential transport route.
• Pasig river as an alternative source of energy or power.
OPPORTUNITIES
• Surrounding area is in a mixed-used zone. Its proximity to
the major waterways makes it a strategic location for trade
and commerce.
• Increased road networks with the construction of Pandacan
Intermodal Terminal.

• Deteriorating Pasig River.

• The site has a moderate flood susceptibility.
• Traffic congestion caused by trucks passing by the major
THREATS
road.
• Presence of informal settlers living near the site.
• The site is a former Oil-Depot.
V. Design Focus

Intermodal Circulation

In order to ensure the effectiveness of this essential function, a terminal should

provide:
• reliable and adequate level of service of the means involved in the
operation of the terminal
• satisfactory level of facilities serving the transfer
• provision of low-cost travel (less than or equal to the cost of travel
without transfers)
• adequate accessibility of the site for all users (especially the disabled)
• reduced travel time compared to that needed for the same trip without
transfer
• direct access between two different platforms for almost all platforms of
different modes of the terminal

The following elements should be defined:

• number of modes and type of vehicles that will be served

• time period through which the terminal is expected to be operational
maintaining the desirable level of service without the need for extensions
or reconstructions
• the expected level of activity in terms of number of passengers served,
frequencies and passenger waiting times
• the variations in demand for transport (seasonal, monthly and daily)
VI. Design Concept

The Pandacan Intermodal Terminal is about connecting different modes of

transportation and about linking people and other spaces in an urban environment. The
design concept of the structure is the spider web. The spider web concept depicts
connections/linkages, flexibility, fluidity, sinuous, and strong.

The spider web is used as a network of roads or paths connecting to one structure.
Wherein Pandacan Intermodal Terminal will connect 5 modes of transportation which is
the jeepney, tricycle, taxi, UV and the ferry. It is also a link to the upcoming development
Pandacan Green City. The spider web is also transparent and strong. Spider silk is well-
known for its unusual combination of being both lightweight and extremely strong and in
some cases, stronger than steel. This could be an additional feature for the terminal
building. The transparency of the building will be used to maximize natural light making it
efficient and sustainable while the strong characteristics of the spider web will be used as
a structural concept (much like tensile structures). The fluidity of the spider web illustrates
smooth connections between different branches. It can also be used as a form concept
making the structure fluid like or wavy. The wave like structure can also be depicted as
vibrations in a string indicating that there is movement.

EVOLUTION OF FORMS

A. Design Objectives

a. To provide the commuters a sustainable intermodal terminal which will add an

alternative mode of transport to minimize congestion on roads at the same time
centralize the modes of transportation in the community.
b. To adopt social equity as a planning and design criteria in the development and
implementation of transport initiatives.
c. To design a structure that will give convenience to the commuters allowing
continuous flow inside and outside the structure.
d. To implement sustainable low-carbon transport initiatives to mitigate the
causes of global climate change by incorporating soil bioengineering and other
environmental strategies to help achieve sustainability.
e. To encourage more travelers to use public transport, whether for daily
commuting or other types of trip by adopting Intelligent Transportation Systems
(ITS).
B. Design Considerations

a. Accessibility – tackles about the convenience of a commuter in accessing the

building. It also tackles about the conveniency of Persons with Disabilities and
Senior Citizens moving along the site and the building.
b. Sustainability – it is the ability of the building to maintain the ecological
balance by avoiding the depletion of natural resources. It is also about the
ability of the building to reduce carbon emissions and ability to survive even
without power.
c. Strength – it is the ability of the building to stand and withstand natural
disasters.
d. Function – It is the ability of the building to maximize speed and direct access
to public vehicles and to minimize travel times, congestion, and accidents. It is
also about pedestrian safety.
e. Future Expansion – the ability of the building to accommodate the overflow of
target users in the future.
f. Aesthetics – considering on how the building will look especially in the
community.

C. Design Strategies

a. Tensile Architecture – Tensioned fabric structures are stable due to their

doubly curved forms generated by tensile force equilibrium. Therefore,
elements and connections must encourage and follow direct load paths. The
displacements of tensioned structures produced by external loads are relatively
large compared to those of more conventional construction systems.

b. Sustainable Design – Considering environmental requirements for energy

efficiency, better indoor environmental quality, water conservation, all
contribute to an environmentally sensitive design of station buildings. Working
with nature as a source of energy and visual daylight is shaping a new
generation of stations.

c. Universal Design – also called “design for all,” “transgenerational design” and
“inclusive design,” is a philosophy that has re placed the term “accessible
design” as the paradigm of design with consideration for disability and aging.