Table of Contents

INTRODUCTION........................................................................................................................................... 1

I. FUNCTIONAL REQUIREMENTS.....................................................................................................4

A. TERMINAL BUILDING.................................................................................................................... 4

B. FIRE EXIT.........................................................................................................................................11

C. PARKING AREA.............................................................................................................................. 12

D. APRON.............................................................................................................................................. 13

E. CONTROL TOWER..........................................................................................................................16

F. FIRE STATION................................................................................................................................. 17

II. LEGAL AND SAFETY REQUIREMENTS................................................................................ 18

A. PRESIDENTIAL DECREE 1096 .......................................................................................... 18

B. RULE VII..................................................................................................................................11

C. RULE VIII.................................................................................................................................24

A. MAXIMUM PSO............................................................................................................24

B. MAXIMUM ISA.............................................................................................................25

C. MAXIMUM USA........................................................................................................... 25

D. GUIDELINES ON EASEMENTS, VIEW CORRIDORS/SIGHT LINES, STREETS/ROAD

RIGHT-OF- WAY (RROW), SIDEWALKS, ARCADES, BASEMENTS, LOTS, AND

PUBLIC BUILDINGS/STRUCTURES .................................................................................. 28

E. RULE IX. Sanitation ................................................................................................................ 41

 F. REPUBLIC ACT NO. 544. (Civil Engineering Law)............................................................. 42

G. REPUBLIC ACT 9497............................................................................................................ 44

H. BATAS PAMBANSA BILANG 344 .....................................................................................45

I. REPUBLIC ACT NO. 9514 - FIRE CODE OF THE PHILIPPINES OF 2008 ....................67

J. ECOLOGICAL SOLID WASTE MANAGEMENT ............................................................ 73

K. NATIONAL PLUMBING CODE OF THE PHILIPPINES ................................................75

SAFETY REQUIREMENTS ................................................................................................................ 76

ELECTRICAL SAFETY .......................................................................................................................77

MECHANICAL SAFETY .................................................................................................................... 89

P.D. 1096 - PHILIPPINE GREEN BUILDING CODE........................................................................ 97

III. HISTORY OF AIRPORT............................................................................................................ 107

A. BEST AIRPORT IN THE WORLD .................................................................................................. 110

B. SAMPLE OF AIRPORTS...................................................................................................................112

V. REFERENCES........................................................................................................................................ 131
 List of Figures

TERMINAL LAYOUT FIG. 1.........................................................................................................................5

DESIGN SECTION FIG. 2.............................................................................................................................. 5

APRON TRAFFIC FIG. 3..............................................................................................................................13

TYPICAL AIRCRAFT PARKING ARRANGEMENTS FIG. 4..................................................................15

LANDING BRIDGE FIG. 5...........................................................................................................................15

LANDING BRIDGE FIG. 5...........................................................................................................................15

RAMPS REQUIRING IMMEDIATE HANDRAILS FIG. A.1.1, A.1.2......................................................48

ACCESSIBLE RAMPS FIG. A.1.3............................................................................................................... 48

RAMP DIMENSIONS FIG. A.1.4.................................................................................................................49

CURB HEIGHT AT RAMP FIG. A.1.5........................................................................................................ 49

RAMP & VEHICULAR TRAFFIC FIG. A.1.6.............................................................................................50

HANDRAILS AND GRAB BARS FIG. A.3.1............................................................................................. 51

ACCESSIBLE PARKING SLOT (PLAN) FIG. A.4.1..................................................................................54

ACCESIIBLE PARKING SLOT FIG. A.4.2.................................................................................................54

SYMBOL OF ACCESS FIG. A.5.1...............................................................................................................56

DIRECTIONAL AND INFORMARTION SIGNAGES FIG. A.5.2............................................................ 57

THE INTERNATIONAL SYMBOL OF ACCESS FIG. A.5.2.........................................................58

SIGN ON DOORS & WALLS FIG. A.5.3.............................................................................................59

RISERS FIG. A.6.1...................................................................................................................................... 60

TREAD SURFACES FIG. A.6.2.............................................................................................................. 61

PERSPECTIVE OF DROPPED SIDEWALK FIG. B.1.1..................................................................62

PLAN OF DROPPED SIDEWALK FIG. B.1.2....................................................................................63

VARIATION OF DROPPED SIDEWALK AT CORNER FIG. B.1.3...........................................63

OTHER VARIATION OF DROPPED SIDEWALK AT CORNER FIG. B.1.3b........................ 64

SECTION OF DROPPED SIDEWALK FIG. B.1.4............................................................................ 64

CURB RAMPS FIG. B.2.1.........................................................................................................................66

SIDEWALKS/WALKWAYS FIG. B.3.1...............................................................................................67

 LIST OF TABLES

Title

Table I.
Allowable Maximum Total Gross Floor
Area (TGFA) Based on the Allowed
Percentage of Site Occupancy (PSO) of the
Total Lot Area (TLA)

Table II. Page

Building Height Limit (BHL) by Type of
Use or Occupancy
21

Table III.
Reference Table of Maximum Allowable
PSO, Maximum Allowable ISA, the MACA,
the Minimum USA and the TOSL by Type
of Land Use Zoning per Lot
22
Table IV.
Setbacks for Commercial*, Industrial,
Institutional and Recreational Buildings
24

Table V.
Suggested Median and Lane Widths Within
Alleys/Roadways/Carriageways by
Minimum RROW Width and by Suggested
Vehicle Speeds
26

Table VI.
Minimum Planting Strip Widths by RROW
Width 30

Table VII.
Minimum TOSL Requirements by Lot
Type/Location

Table A.4.1 32
Accessible Parking Slot Requirement

33

1
62

2
 Introduction

The availability of transportation infrastructure is essential for a country's economic

progress. An effective transportation system becomes crucial in efforts to build the country

and offer services to its citizens. Air transport is the term for human and material air travel. It

is considered the fastest form of transportation. Airports possess key responsibilities in

regional, national, and international transportation of people and goods as well as commerce

on a global scale. They serve as the points of connection between the country's aviation

system and other means of transportation. Airports are where national objectives for aviation

system effectiveness and safety are implemented and must strike a balance between national,

regional, and local issues on noise, environmental quality, and community development.

Long distances benefit greatly from it, and it also saves time. National/domestic and

international flights can be broadly divided into two categories. Domestic flights are those

that travel from one location to another within the same nation. International flights are those

that travel from one country to another. Domestic and international flights are available for

both private and public travel. An airport that provides customs and immigration services for

travelers across nations is known as an international airport. International airports frequently

have longer runways and other amenities than domestic airports to suit the heavier aircraft

that are frequently utilized for international and transcontinental travel. Domestic flights are

frequently operated from international airports.

1
 Although exact research requirements and goals differ from one airport to another, the

general areas of interest are frequently the same throughout the airport system. For example,

most airports require improved runway surfaces; smaller airports, bigger airports require

pavements that are more durable and able to carry heavier weights, whereas smaller airports

require pavements that are less expensive to develop and maintain. All airports are subject to

state and local environmental regulations, and all face significant challenges in complying

with them. This is accurate even though the environmental impacts of larger airports—such

as aircraft noise, air pollution, and deicing chemical runoff—are major and nearly universal

concerns. Additionally, airport operators of all sizes and sorts are looking for affordable

solutions to increase the security of their airfields, terminals, and other airside and landside

facilities.

The sole airport servicing the province of Negros Occidental is Bacolod-Silay

International Airport in Silay City. It serves not only the cities of Bacolod and Silay but also

the nearby towns and provinces, serving as a community hub. Local airlines Cebu Pacific,

Air Asia, and PAL Express offer flights from and to domestic locations like Cebu and Manila

from the airport.

2
 With the implementation of numerous infrastructure projects, Bacolod and Silay City

will continue to progress. Since the new normal has already taken place from all over the

world, travelling has also resumed after years of pandemic that prevented people from going

from one place to another. As new normal sets in, changes in transportation and use of public

and private spaces have transpired. This proposed Airport of International Standard which

will be located at the current location of the Bacolod-Silay International Airport shall be

transformed into an airport of international standard with the construction of a larger building,

a wider parking lot, and additional spaces relevant to the functions that the project is

supposed to offer.

The design aims to reflect the natural and cultural environment of the province of

Negros Occidental. The researchers also seek to formulate a standardized, sustainable, cost-

efficient, and safe and secure design offering the best facilities an airport of international

standard should have and to combine the concepts of functionality and aesthetics. In addition,

the design also intends to keep up with modern design and technological innovations for

excellent user experience. Observing great flow of traffic and ease of movement, durability,

development of structures vital to the project are also a few things being considered in the

design. However, despite the use of modern design and technology the design still upholds

the mission to incorporate green architecture and represent the Negros’ culture unto the

project.

3
Functional Requirements

A. Terminal Building

Legibility and passenger-orientation are important because airports are normally

devoid of obvious points of external reference and many travelers are in a hurry.

Architectural landmarking is an important adjunct to effective signage. Light, structural form

and volumetric orchestration are factors to employ. Permanent elements, such as the

structural framework, are designed with long life and lasting visual impact. It is these parts,

and the social spaces (i.e., departure lounge) which survive the longest and have to be

designed to the highest standard. Their enduring qualities depend to a large extent upon the

depth of design thought put in at the outset, and the anticipation of change or ease of

replaceability of key parts. A well-designed terminal is one which has high and lasting visual

impact, yet adjusts readily to interior change, and caters for physical renewal over a 50- or

60-year lifespan. Four main stakeholder groups have an interest in the terminal, each needing

gathering space, secure rooms and connecting routes

· the passengers (lounges, shops etc.)

· airline companies (ticket offices),

· airport authority (administrative areas)

· government (health and immigration control)

4
Added to this, the essentially public space for the passenger is often surrounded by shops,

bars, restaurants, and amusement arcades. The points of interruption in the flow are where

banks of offices of various sorts (airline, airport, customs) need to be located. Passenger

needs rather than airport ones need to be given priority in the differentiation of space.

Likewise in the opposite direction, the flow from plane to arrivals lounge via baggage reclaim

needs to be expressed spatially. Again, the interplay of volume, light and structure needs to

articulate key routes not obstruct them.

Terminal layout

There are four common variations and various hybrids between

them:

· terminal with linear gate piers connecting the

· terminal with detached satellites

· terminal and satellites closely integrated

· terminal with radiating finger piers with or Figure 1

Three main principles shape the design in section:

· different levels help provide for smooth passenger

movement

· different levels help separate passengers from baggage

and public from private areas breaks in section help

introduce daylight into

Figure 2

5
 · deep planned terminals and allow for smoke extraction by natural means

Wavy roofs and stepped profiles combine good environmental design with more interesting

appearance than is the case with the Cartesian flat-roofed terminals. The use of more natural

means of achieving ventilation, smoke extraction and daylight penetration has fashioned the

design of some of the world’s more interesting recent terminals. Both complex sections and

rational plans are required to meet the dual demands of efficient people movement and more

natural means of tempering the environment.

1. Lobby

This is where information desks can be found. A lobby should have ample space

to accommodate guests considering the size of their luggages in the computation

of the area per person.

2. Airport information desks

This is where guests are assisted with their queries and concerns about their

flights and bookings.

3. Passengers with reduced mobility (PRM) desks

This should follow the standard measurements for a space that PRMs

should be able to use with ease.

6
 4. Check-in areas

The general check-in area of an airport is usually an area that sees high passenger

traffic. In order to limit queues and crowds, passengers should complete as much of the

check-in process as possible before arriving at the airport (i.e., passengers should be ready to

fly). Self-service options should be made available and utilized as much as possible to limit

contact at passenger touchpoints. At the traditional check-in counters, the use of retractable

stanchions and floor signage in the queuing area to encourage physical distancing and the

installation of transparent barriers in front of staff at counters should be considered.

5. Immigration/customs areas

Passengers are split into multiple lines. There is generally a line for host

country nationals (people with a passport from that country), sometimes a line for

citizens of the region (EU, ECOWAS, etc), and non-immigrant visitors.

6. Security screening areas

Rearranging of security checkpoint accesses and layouts should be considered with the

objective of reducing crowds and queues, to the extent possible, and maintaining physical

distance while maintaining desirable throughput. This should include both divestment areas

and those areas where passengers retrieve their screened cabin baggage.

7. Boarding areas

The point where the carrier examines the passenger's boarding pass prior to the

passenger being permitted on the aircraft. Should be spacious enough to

accommodate the passengers lining up for a flight.

7
8. Administration Office

Contains offices for the airport’s administration. Spaces should be following

the standard dimensions for a typical office space.

9. Ticket Office

10. Escalators, elevators and lifts, stairs, handrails.

Calculations for the construction of stairs, ramps and guards are set out in

various national building regulations.

Dwellings with no more than two flats must have an effective stair width of at

least 0.80m and 17/29 rise-to-tread ratio. Stairs governed by building regulations

must have a width of 1.00m and a ratio of 17/28. In high rise flats they must be

1.25m wide. The length of the stairs runs from 23 steps up to 18 steps. LThe time

required for complete evacuation must be calculated for stair widths in public

buildings or theaters. Such staircases front entrance steps are climbed slowly so

they can have a more gradual ascent.

Ramps should be provided to allow wheelchair users and those with prams or

trolleys to move easily from one level to another.

8
 Escalators -- are required to provide continuous mass transport of people.

(They are not designated as 'stairs' in the provision of emergency escape.)

Escalators, for example, in department stores rise at an angle of between 30° and

35°. The 35° escalator is more economical, as it takes up less surface area if

viewed in plan but for large ascents, the 30° escalator is preferred both on

psychological as well as safety grounds. The transportation capacity is about the

same with both.

Lifts – The upward and downward movement of people in newly erected

multistorey buildings is principally achieved by lifts. An architect will normally

call in an expert engineer to plan lift installations. The guidelines given here are

based on German standards. Lobbies in front of lift shaft entrances must be

designed and arranged so that: (1) the users entering or exiting the lifts, even those

carrying hand baggage, do not get in each other's way more than is absolutely

necessary; and (2) the largest loads to be carried by the lift in question (e.g. prams,

wheelchairs, stretchers, coffins and furniture) can be maneuvered in and out

without risk of injuring people or damaging the building and the lift itself. Other

users should not be obstructed by the loads more than is absolutely necessary.

11. Washrooms, toilets and baby changing areas.

Wall-mounted units are preferable for hygiene reasons and for ease of cleaning.

Deep-flush WCS reduces odors. Wash bins should be of a suitable size and have

ample surrounding flat storage surfaces. Flush-mounted fittings save space and are

easy to clean. Mixer taps save water and energy. Note that 1.20 m wide double

wash-basins do not really provide enough free arm movement when washing:

better is a layout with two basins, towel rails in between and storage to the sides.

9
12. Luggage trolleys and collection points

Space should be spacious enough to accommodate large groups of people with

allowance for their luggages.

13. Seats prior to security screening and in boarding/check-in areas

Seats should be placed near the check-in areas without invading the space for

the lines in the check-in and boarding areas.

14. Departure lounge

Departure lounge is where passengers sit and wait for their departure. Seats

should be available to the expected number of passengers in the airport. A

designated space for PWDs should be located near the boarding gates with enough

space for wheelchairs and ease of movement.

15. Rentable Kiosks and Shops

Rentable kiosks should be placed near hallways, corridors, and departure

lounge areas for easy access to end users. Rentable shops should be located where

end users can see them, along corridors/ hallways going to designated areas such

as lounge areas.

16. Restaurants

10
 To be able to eat comfortably, one person requires a table area of around 60cm

wide by 40cm deep. This provides sufficient clearance between adjacent diners.

Although an additional 20cm of space in the center for dishes and tureens is

sometimes desirable, an overall width of 80-85 cm is suitable for a dining table.

Round tables, or tables with six or eight sides, with a diameter of 90-120cm are

ideal for four people and can also take one or two more diners.

Restaurant Kitchens

'Hot kitchens' contain finishing zones and some or all of the following

equipment depending on their main function: cooker (two to eight rings), extractor

hood, water boiler, automatic cooker, steamer, automatic steamer, pressurised

steamer, convection ovens, water bath (bain-marie), baking and roasting oven,

frying and grilling plates, frying pans, double-decker roasting oven, deep fryer,

salamander, air circulation equipment (for deep-frozen goods), microwave oven

and automatic through flow frying and baking oven. Large automatic units are

only found in very large kitchens. The main units should be arranged in a block in

kitchens serving more than 100-200 meals or with more than 30 of space available.

In even larger kitchens, over 50m2, finishing groups can be arranged as double

blocks.

In the 'cold kitchen', the layout should be logically planned in parallel with

the hot kitchen and convenient for the (common) servery and bread area. The

main fittings for a cold kitchen are a day refrigerator under/over the cold table,

diverse cutting machines (bread, meats and cheese), mixing machine, scales,

cutting boards, salad table with a lower cold cabinet, toaster or salamander,

microwave, and sufficient working and storage surfaces.

11
 B. Fire Exits

For the requirements of the fire exits should depend on the numbers of the occupants. In

every 100 occupants or more shall have at least 4 exits required. The access of fire exits to

one another is 30-40 meters away with complete automatic fire suppression systems the

distance may be increased by 60 meters.

C. Parking Area

The types of vehicles depending on the use of lot should be taken into consideration when

designing the size and dimension of the parking. Access points such as entrances and exits

should be accessible to the existing street. The inside turning radius of a typical car is 4.75m.

Landscape areas and islands are very important to negate the imagery of the parking area as a

sea of asphalt, especially if it caters to a great number of parking spaces (Watson, Plattus, &

Shibbley, 2003).

12
 D. Apron The terminal apron is a pier/finger type. The airport apron, flight line, or

ramp is the area of an airport where aircraft are parked, unloaded or loaded,

refilled, or boarded. Although the use of the apron is covered by regulations, such

as lighting on vehicles, it is typically more accessible to users than the runway or

taxiway. However, the apron is not usually open to the general public and a permit

may be required to gain access. By extension, the term apron is also used to

identify the air traffic control position responsible for coordinating movement on

this surface at busier airports. The use of the apron may be controlled by the apron

management service (apron control or apron advisory) to provide coordination

between the users. The apron is designated by the ICAO as not being part of the

maneuvering area. All vehicles, aircraft and people using the apron are referred to

as apron traffic.

Figure 3

Apron roadways and parking spaces Signposting and positioning of service roadways

on the apron are of great importance to the efficient and safe functioning of the airport. Apron

roadways should be designed to give direct and safe connection of the apron to the other

working areas of the airport. The points at which they cross aircraft taxiways or other service

vehicle routes should be kept to the minimum. They can be run in front of or behind planes in

the nose-in position, or between the wings.

13
 Figure 4

Should the roadways run underneath passenger bridges, sufficient headroom for all service

vehicles is required (usually 4.50m minimum). Because of the extensive mechanisation and

containerisation of aircraft servicing, it is vital to provide enough space for loading and

parking of service vehicles and equipment (including empty containers).

14
 Figure 5

Terminals essentially facilitate the transfer of passengers from ground transport (public

transport, taxis, private cars) to the aircraft. They must therefore be planned in such a way

that the movement of passengers and their luggage takes place efficiently, comfortably and

quickly, and at the same time with the lowest possible running cost. An important criterion is

passenger traveling distance: the distances between the car park/drop-off point and the main

functional areas should be kept as short as possible. Modification to accommodate any

increases in traffic must also be possible without radical and costly alterations to the original

terminal.

15
 E. Control Tower

Air traffic control (ATC) is a service provided by ground-based controllers who direct

aircraft on the ground and through controlled airspace and can provide advisory services to

aircraft in non-controlled airspace. The primary purpose of ATC worldwide is to prevent

collisions, organize and expedite the flow of air traffic, and provide information and other

support for pilots. In some countries, ATC plays a security or defensive role, or is operated

by the military.

To prevent collisions, ATC enforces traffic separation rules, which ensure each aircraft

maintains a minimum amount of empty space around it at all times. Many aircraft also have

collision avoidance systems, which provide additional safety by warning pilots when other

aircraft get too close.

In many countries, ATC provides services to all private, military, and commercial aircraft

operating within its airspace. Depending on the type of flight and the class of airspace, ATC

may issue instructions that pilots are required to obey, or advisories (known as flight

information in some countries) that pilots may, at their discretion, disregard. The pilot in

command is the final authority for the safe operation of the aircraft and may, in an emergency,

deviate from ATC instructions to the extent required to maintain safe operation of their

aircraft.

16
F. Fire Stations

Fire stations which serve districts, and are in contact with accident and

emergency medical departments, can often usefully be linked to a motorway.

They can also serve as education and training centers, and should be equipped

with all the necessary maintenance, support and repair facilities for constant

readiness. Hose storage and maintenance equipment should be provided as well as

a drying tower which also serves as a practice tower with ladder access points.

Clear functional areas are necessary for preparing the fire engines for operation:

all preparation rooms should be ranged along one axis leading towards the fire-engine

hall.

Vehicles returning from incidents drive around the complex to the equipment,

hose and tool return department, and retake their place in the fire-engine hall after

being cleaned and prepared for operation.

A fire station can act as emergency medical communication center as well as

district or regional control center in the event of a large-scale emergency.

17
 1. These are amongst the most prominent and distinctive structures at airports. Their

function is to control the skies around the airport, to organize the take-off and landing

movements, and to ensure the efficient taxiing of aircraft on runways. Air traffic

control towers need height, unobstructed views, and good radar communication. Since

they address mainly aircraft movement, air traffic control towers are positioned within

the air-side zone, with good visibility of the terminal buildings. There are two main

elements: the control room at the top of the tower, and the means of reaching it (lifts,

stairs, fire escape). Column free space and glare free visibility is essential for

operational efficiency. Angled glass is normally employed to reduce solar gain and

sunlight reflection which may interfere with pilot sightlines. Most tracking of aircraft

is conducted on computer screens, hence the design of glazing and potential problems

with screen reflection needs to be carefully considered. The navigational and control

systems in such towers have a relatively short life (8-10 years) with the result that

three or four electronic refits occur within the life of the tower.

II. Legal and Safety Requirements

A. PRESIDENTIAL DECREE 1096

Presidential Decree 1096, popularly known as the National Building Code of the

Philippines, which was issued on February 19, 1977 has achieved the purpose of enforcing

uniform standards and requirements on building design, construction, use, occupancy and

maintenance in line with the policy of the state to safeguard life, health, property and public

welfare.

18
SECTION 104. General Building Requirements

1. All buildings or structures as well as accessory facilities thereto shall conform in all

respects to the principles of safe construction and must be suited to the purpose for

which they are designed.

2. Buildings or structures intended to be used for the manufacture and/or production

of any kind of article or product shall observe adequate environmental safeguards.

3. Buildings or structures and all parts thereof as well as all facilities found therein

shall be maintained in safe, sanitary and good working conditions.

SECTION 105. Site Requirements. The land or site upon which will be constructed any

building or structure, or any ancillary or auxiliary facility thereto, shall be sanitary, hygienic

or safe. In case of sites or buildings intended for use as human habitation or abode, the same

shall be at a safe distance, as determined by competent authorities, from streams or bodies of

water and/or sources of air considered to be polluted; from a volcano or volcanic site and/or

any other building considered to be a potential source of fire or explosion.

SECTION 211. Implementing Rules and Regulations. In the implementation of the provisions

of the Code and its IRR, the Secretary shall formulate necessary rules and regulations and

adopt design and construction standards and criteria for buildings and other structures. Such

standards, rules and regulations shall take effect after their publication once a week for three

consecutive weeks in a newspaper of general circulation.

19
B. Rule VII. The Classification and General Requirements of All Buildings by Use or

Occupancy. Section 701.

The Airport Facility is classified in terms of use or occupancy under the

Division E-1 (Business and Mercantile, where no work is done except change of parts

and maintenance requiring no open flames, welding, or use of highly flammable

liquids).

The zoning classification of the project falls under the C-1 (Commercial One

or Light Commercial) - a neighborhood or community level of commercial use or

occupancy, characterized mainly as a lowrise building/structure for low intensity

commercial/trade, service and business activities, e.g., one to three (1 to 3) storey

shopping centers, small offices or mixed-use/occupancy buildings and the like.

A. ALLOWABLE FLOOR AREAS

a. General. The Allowable Maximum Total Gross Floor Area (TGFA) of any

proposed building/structure shall only be as allowed under this Rule.

Table I. Allowable Maximum Total Gross Floor Area (TGFA) Based on the

Allowed Percentage of Site Occupancy (PSO) of the Total Lot Area (TLA)

20
 Table 1

B. MAXIMUM HEIGHT OF BUILDINGS

The maximum height and number of storeys of every building shall be

dependent upon the character of occupancy and the type of construction as determined

by the Secretary considering population density, building bulk, widths of streets and

car parking requirements.

21
 According to Table II., the number of allowable storeys/floors above

established grade for C-1 is 3-5 storeys or 10-15 meters above highest grade.

Table II. Building Height Limit (BHL) by Type of Use or Occupancy

22
 Table 2

C. PARKING REQUIREMENTS

a. The parking slot, parking area and loading/unloading space requirements listed

hereafter are generally the minimum off-street cum on-site requirements for specific

uses/occupancies for buildings/structures, i.e., all to be located outside of the road right-of-

way (RROW).

b. The size of an average automobile (car) parking slot must be computed at 2.50

meters by 5.00 meters for perpendicular or diagonal parking and at 2.15 meters by 6.00

meters for parallel parking. A standard truck or bus parking/loading slot must be computed at

a minimum of 3.60 meters by 12.00 meters. An articulated truck slot must be computed at a

minimum of 3.60 meters by 18.00 meters which should be sufficient to accommodate a 12.00

meters container van or bulk carrier and a long/hooded prime mover. A jeepney or shuttle

parking/loading/unloading slot must be computed at a minimum of 3.00 meters by 9.00

meters. The parking slots shall be drawn to scale and the total number of which shall be

indicated on the plans and specified whether or not parking accommodations are attendant-

managed.

According to Table VII.4 of the National Building Code, the Minimum Required Off-

Street (Off-RROW) cum On-Site Parking Slot, Parking Area and Loading/Unloading Space

Requirements by Allowed Use or Occupancy for Group E, Division 1 are:

23
 a. One (1) car slot for every 500.00 sq. meters of gross floor area or for a fraction

thereof; and one (1) off-RROW (or off-street) passenger loading space that can

accommodate two (2) queued jeepney/shuttle slots or two (2) queued bus slots

whichever is applicable; maneuvering area of buses, trucks and like vehicles shall be

outside of the RROW (within property or lot lines only)

b. Provide on each side of the RROW one (1) off-RROW (or off-street)

passenger loading space that can accommodate four (4) queued jeepney/shuttle slots

or three (3) queued bus slots whichever is applicable; in case of elevated mass transit

stations, on-roadway terminals or on-RROW terminals on both sides of the RROW

may be considered.

C. Rule VIII. Light and Ventilation

Table III. Reference Table of Maximum Allowable PSO, Maximum Allowable ISA, the

MACA, the Minimum USA and the TOSL by Type of Land Use Zoning per Lot

Table 3

A. Maximum PSO (Percentage of Site Occupancy)

According to the National Building Code of the Philippines Table VIII.1, the maximum PSO

(Percentage of Site Occupancy) for Group E-Commercial 1 or Light

24
Commercial is 70% without Firewall and 80% with Firewall Structure of the Total Lot Area.

Utility/Transportation/ Services maximum PSO (Percentage of Site Occupancy) is 50%

without Firewall and 60% with Firewall Structure of the Total Lot Area.

B. Maximum ISA (Impervious Surface Area)

According to the National Building Code of the Philippines Table VIII.1, the maximum ISA

(Impervious Surface Area) for Group E-Commercial 1 or Light Commercial is 20% without

Firewall and 10% with Firewall Structure of the Total Lot Area. Utility/Transportation/

Services maximum ISA (Impervious Surface Area) is 40% without Firewall and 30% with

Firewall Structure of the Total Lot Area

C. Minimum USA (Unpaved Surface Area)

According to the National Building Code of the Philippines Table VIII.1, the maximum USA

(Unpaved Surface Area) for Group E-Commercial 1 or Light Commercial is 10%

with/without Firewall Structure of the Total Lot Area. Utility/Transportation/ Services

maximum USA (Unpaved Surface Area) is 10% with/without Firewall Structure of the Total

Lot Area.

D. TOSL (Total Open Space Within Lot)

25
According to the National Building Code of the Philippines Table VIII.1, the TOSL (Total

Open Space Within Lot) for Group E-Commercial 1 or Light Commercial is 20% with a

firewall and 30% without firewall structure of the Total Lot Area. Utility/Transportation/

Services maximum TOSL (Total Open Space Within Lot) is 50% without Firewall and 40%

with Firewall Structure of the Total Lot Area.

SECTION 804. Sizes and Dimensions of Courts

Table IV. Setbacks for Commercial*, Industrial, Institutional and Recreational

Buildings

Table 4

SECTION 805. Ceiling Heights

26
 Habitable rooms provided with artificial ventilation shall have ceiling heights not less

than 2.40 meters measured from the floor to the ceiling; provided that for buildings of more

than one (1) storey, the minimum ceiling height of the first storey shall be 2.70 meters and

that for the second story 2.40 meters and the succeeding stories shall have an unobstructed

typical head-room clearance of not less than 2.10 meters above the finished floor. Above-

stated rooms with natural ventilation shall have ceiling heights of not less than 2.70 meters.

SECTION 808. Window Openings

Rooms intended for any use, not provided with an artificial ventilation system, shall be

provided with a window or windows with a total free area of openings equal to at least 10%

of the floor area of the room, provided that such opening shall be not less than 1.00 sq. meter.

However, toilet and bath rooms, laundry rooms and similar rooms shall be provided with

windows or windows with an area not less than 1/20 of the floor area of such rooms, provided

that such opening shall not be less than 240 sq. millimeters. Such windows shall open directly

to a court, yard, public street or alley, or open watercourse.

SECTION 809. Vent Shafts

27
 1. Ventilation or vent shafts shall have a horizontal cross-sectional area of not less

than 1.00 sq. meter for every meter of height of shaft but in no case shall the area be less than

1.00 sq. meter. No vent shaft shall have its least dimension less than 600 millimeters.

2. Unless open to the outer air at the top for its full area, vent shafts shall be covered

by a skylight having a net free area or fixed louver openings equal to the maximum required

shaft area.

3. Air ducts shall open to a street or court by a horizontal duct or intake. Such duct or

intake shall have a minimum unobstructed cross-sectional area of not less than 0.30 sq. meter

with a minimum dimension of 300 millimeters. The openings to the duct or intake shall be

not less than 300 millimeters above the street surface or level of court.

SECTION 810. Ventilation Skylights

Ventilation skylights shall have a glass area not less than that required for the

windows that are replaced. They shall be equipped with movable sashes or louvers with an

aggregate net free area not less than the parts in the replaced window that can be opened, or

else provide artificial ventilation of equivalent effectiveness.

D. GUIDELINES ON EASEMENTS, VIEW CORRIDORS/SIGHT LINES,

STREETS/ROAD RIGHT-OF- WAY (RROW), SIDEWALKS, ARCADES,

BASEMENTS, LOTS, AND PUBLIC BUILDINGS/STRUCTURES

A. EASEMENTS

28
 As it is situated outside of private property limits, the easement is public land, i.e.,

public domain, that should be equally enjoyed by all members of the community. The

easement is not to be used for any form of building/structure that may go against its public

recreational character and as such, the following uses and others similar thereto are absolutely

prohibited:

a. Long-term or overnight vehicle parking, i.e., unless duly designated as day

and/or night pay-parking zones;

b. As a depository of stalled, wrecked or abandoned vehicles, mechanical devices

and the like;

c. The conduct of specific commercial, institutional and/or industrial activities

not compatible with its stated character;

d. Any other form of private use, gain, enjoyment or profit at the expense of the

motoring or walking public.

B. VIEW CORRIDORS AND/OR SIGHT LINES

Preservation of View Corridors and/or Sight Lines

a. The carriageway/roadway portion of the RROW shall be free of structures,

particularly commercial signs that will impede the view corridor and sight lines within the

RROW.

b. To dignify very important public or historical/culture buildings/structures, all forms

of commercial signs intruding into RROW leading to or away from such buildings/structures

shall not be allowed. Specifically disallowed from such RROW are commercial signs

supported from any building projection (such as arcades).

29
 c. View corridors or sight lines from buildings/structures on a higher or lower lot

shall not be entirely blocked by the intervening property to allow some sight lines to exist.

d. In case of allowed structures within the RROW for transportation, e.g., elevated

ramps, flyovers, tracks, stations, terminals and the like, the appropriate designs shall be

adopted to maximize light, ventilation and view

C. STREETS/ROAD RIGHT-OF-WAY (RROW)

No building shall be constructed unless it adjoins or has direct access to public space,

yard or street/road on at least one (1) of its sides. All buildings shall face a public street, alley

or a road, which has been duly approved by the proper authorities for residential, institutional,

commercial and industrial groups.

Table V. Suggested Median and Lane Widths Within Alleys/Roadways/Carriageways

by Minimum RROW Width and by Suggested Vehicle Speeds

30
 Table 5

D. SIDEWALKS

1. Subject to existing laws and regulations, the local planning authority shall

determine which street shall have an open sidewalk or an arcaded (covered)

sidewalk, or a combination of both.

31
2. The minimum width of the sidewalk for a RROW width of 9.00 meters or

more shall be 1.20 meters on each side of the RROW or a total of 2.40 meters

on both sides of the RROW.

3. Sidewalk widths shall be based on the following considerations:

a. Volume of pedestrians (end-users, visitors and the like) who will use the

sidewalk on a regular basis;

b. Type, intensity or level of operation and size/expanse of the allowed uses/

occupancies along the RROW;

c. The types and volume of street furniture, e.g., street lighting and traffic

signs/signal supports, pedestrian barriers/aids, etc., and other urban design

elements that will be allowed as permanent developments design elements that

will be allowed as permanent developments within the width of the sidewalk;

d. The width of the planting strips;

e. The spatial needs for servicing utility/service lines underneath the sidewalk

and for utility/service poles;

f. Compliance with accessibility requirements as stipulated under Batas

Pambansa Blg. 344 (Accessibility Law);

g. Provisions for commuters, e.g., waiting sheds, loading/unloading areas and

the like;

32
 h. Provisions for vehicle crossings/driveways between the

roadway/carriageway and the front yards of lots or buildings/structures or

provisions for loading/unloading platforms if allowed;

i. Need for introduction of allowed uses/ elements within the sidewalk area

only if there is sufficient sidewalk width, e.g., bicycle lanes, jogging lanes and

the like; and

j. Climate, light, ventilation, safety, security and overall maintenance of the

sidewalk and all its surface areas.

4. The width of the sidewalk shall be as follows:

Table VI. Minimum Planting Strip Widths by RROW Width

Table 6

6. The width of the sidewalk shall include both the paved and unpaved (planted)

portions.

7. Driveways, Entrances and Exits

a. Driveways Across Sidewalks

33
 To maximize the use of the sidewalk area, the surface of the sidewalk and the

driveway shall, as much as possible, be at the same plane. The entry ramp of the

driveway connecting the roadway surface to the sidewalk surface shall have a slope

ranging from 1/3 to 1/4.

E. TOTAL OPEN SPACE REQUIREMENTS ON LOTS BY USE/OCCUPANCY,

TYPE/LOCATION AND SUGGESTED MINIMUM LOT SIZES, LOT DIMENSIONS

& TYPES BY USE/OCCUPANCY

Table VII. Minimum TOSL Requirements by Lot Type/Location

Table 7

34
 Table 8

F. BASEMENTS

1. Maximum Configuration of Basement Levels

While basements may be developed for medium to very high density

residential, commercial, institutional and mixed-use developments, its planning,

design and construction shall observe the following limitations:

a. The minimum road right-of-way (RROW) width that services the lot on

which the basement can be constructed should be at least 10.00 meters

wide;

a. For basements to be allowed, the prescribed setbacks and yards must be

satisfied for the building/structure above grade inasmuch as the very same

setbacks shall apply below grade to determine the maximum depth or

width of the basement level;

35
 b. If the Code prescriptions for introducing natural light and ventilation into

all basement levels are first satisfied (refer to Fig. VIII.G.23.), the

maximum depth of the basement can then be made equal to one-half of the

height of the building above grade; if the prescriptions for natural lighting

and ventilation are satisfied, the basement depth can therefore be as much

as one-third of the combined height of the building to be constructed above

grade and below grade;

c. The center portion of all basement levels shall be reserved for the

satisfaction of the basement level may extend by a minimum clear distance

of 1.40 meters from the outermost face of the building (OFB) at grade

level;

d. e. The OFB at the second and lower basement levels shall follow the line

of the OFB at grade level; and

e. f. All drainage structures below grade shall not exceed the OFB below

grade.

2. Minimum Provisions for Natural Lighting and Ventilation at Basement Levels

If basements are to be developed, the following minimum provisions for

natural light and ventilation shall be satisfied:

36
 a. A primary or main natural light and ventilation shaft (vertical) with a clear

distance of at least 3.00 meters shall be located at the center of the building a.

and shall traverse the entire combined height of the building above and

below grade;

b. Secondary or support natural light and ventilation shaft/s (angular) with a clear

distance of at least 1.20 meters shall emanate from the front and rear

perimeters of the building and shall traverse the entire depth of the basement;

the angular shaft/s shall be at an angle of 60o from the horizontal, consistent

with the maximum Philippine solar angle; separate angular shafts emanating

from the side perimeters of the building are encouraged; and

c. Both the vertical and angular shafts shall only be used for natural air and light

intake and shall not be used for any form of exhaust or air exchange to keep

the temperature inside the shafts at a minimum.

G. DESIGN OF PUBLIC BUILDINGS/STRUCTURES

1. General

a. Public buildings/structures are permanent edifices owned by the government,

whether national or local, its agencies, including government-owned and/or

controlled corporations.

37
b. b. Design of public buildings/structures shall conform to the applicable

provisions of the preceding rules and regulations. Aside from being logically

functional and structurally sound, it should promote, enhance and express the

aesthetic presentability, customs and traditions, socio-economic values,

environmental quality and cultural heritage of the region concerned towards

evolving a distinct Filipino Architecture.

The architectural character of public buildings/structures must fully

express the nature of their function, use or occupancy and should reflect their

identity a. as public buildings/structures compatible with their total macro

and microenvironment.

b. Public buildings/structures should be designed for permanence but with

maximized flexibility to allow for future adjustments in their

uses/occupancies.

c. Use of indigenous and/or locally manufactured/produced materials such as

marble, stone, adobe, clay tiles, wood, coco wood, kapis shells, should be

maximized unless their production or usage are banned or regulated by the

government to promote the efforts to conserve natural resources.

d. Use of natural light and ventilation by means of proper orientation, cross

ventilation, convection, sun control devices and the like should be

maximized.

e. Choice of finishes should aim to minimize maintenance costs.

38
f. The architectural plan and design must basically reflect the functional

manner or spatial utilization and/or the evolving Filipino, Asian or

International usage of spaces that need to be projected if required or used,

more than just attention to pure forms/images.

g. Only the use of good to high quality materials, labor, technologies and

construction methods within the approved budget, must be specified by its

planners and designers to ensure permanence, long continued use and low

maintenance cost of public buildings or structures.

h. Plans and designs of all public buildings must fully comply with all of the

planning and design requirements under the Code and this IRR including

the Fire Code of the Philippines (PD No. 1185) and the Accessibility Law

(BP Blg. 344).

i. Strictly consider proper landscaping analysis and design not only for

aesthetics but more so for the prevention of erosion of its site and

immediate vicinity, and for ecological balance.

j. These requirements are not intended to limit the creativity of the designer

nor preclude the use of advanced or innovative technology particularly in

instances wherein mandated compliance under this Guideline shall present

a major difficulty in or hamper the proper execution of the plan, design or

architectural concept.

39
2. Site Selection

a. Where a project site is yet to be selected, the potential site must be

compatible with the project usage. The site should be accessible, and near

power, water, sewerage, drainage as well as transportation, communication

and solid waste management system for practical and economic

considerations.

b. Site analysis should show an accurate and thorough understanding of the

site. It should include, but not limited to, consideration of topography,

point of access, existing buildings/structures/utilities/services, trees, soil

characteristics, existing and approved land uses, views and vulnerabilities

to flooding, erosion, seismic activity or other threats.

c. The site must be properly and completely described, clearly defining its

technical boundaries, showing access thereto such as highway, road or

alley and indicating easements, encroachments, approved building lines,

proposed road widening, existing buildings/structures, utilities/services

and trees. For sites on rolling grounds or steep slopes, its contour lines

must be shown at convenient intervals.

40
3. Site Development

a. Location and Orientation - Locate and orient the buildings to maximize the

use of natural ventilation and lighting and minimize energy consumption

within the constraints of the functional requirements, the topography and

site configuration. North-south exposure of buildings has the advantage of

maximizing the cooling effect of prevailing winds coming from the

southeasterly and southwesterly directions. Such exposures minimize the

effect of afternoon solar heat at the same time.

b. Site Drainage - Drainage is a basic site design consideration and must be

done in conjunction with siting and orientation of buildings, location of

parking lots and roads, consideration of topography and compliance with

functional site requirements. Parking lots, roads and walks must be graded

to assure positive drainage for each major site element and must be

coordinated into a total drainage system. Existing drainage ways, if any,

should be utilized to retain the original character of the site and to avoid

unnecessary earthwork.

c. Grading Design - Balance the cut and fill for the entire site as closely as

possible to eliminate the need for hauling earth on or off the site. If

topography for areas required for parking, roadways and other site features

require cut and fill, selection of finished elevations for backfilling of the

entire site should be well studied and appropriate.

41
 d. Vehicular and Pedestrian Access and Circulation - Access and circulation

patterns to and within the site must be studied in the process of site

planning. Easy and direct access and smooth circulation should be

provided for vehicles and pedestrians including for disabled persons.

E. RULE IX. Sanitation

SECTION 901 : GENERAL

Subject to the provisions of Book II of the Civil Code of the Philippines on Property,

Ownership, and its Modification, all buildings hereafter erected, altered, remodeled, relocated

or repaired for human habitation shall be provided with adequate and potable water supply,

plumbing installation, and suitable wastewater treatment or disposal system, storm water

drainage, pest and vermin control, noise abatement device, and such other measures required

for the protection and promotion of health of persons occupying the premises and other living

nearby.

SECTION 902: WATER SUPPLY SYSTEM

(a) Whenever available, the potable water requirements for a building used for a

human habitation shall be supplied from an existing municipal or city waterworks system.

(b) The quality of drinking water from meteoric, surface or underground sources shall

conform to the criteria set in the latest approved National Standards for Drinking Water. (c)

The design, construction and operation of deepwells for the abstraction of groundwater shall

be subject to the provisions of the Water Code of the Philippines.

42
 (c) The design, construction and operation of independent waterworks systems of

private housing subdivisions or industrial estates shall be governed by existing laws relating

to the local waterworks system.

(d) The water piping installations inside buildings and premises shall conform to the

provisions of the National Plumbing Code of the Philippines

(e). Site Utilities and Services - Provide adequate underground utilities and

services such as concrete or masonry trench with retractable covers for maintenance and

avoid diggings of new roads. The trench alignments shall be coordinated with paving of roads

and landscape, including future extensions, to avoid conflicts with these site elements.

Provide the most economical run, and minimize the possibility of utility relocation.

Coordinate the location of underground site utilities and services such as power, water supply,

sewerage communications and drainage systems to reduce the possibility of utility/service

crossing and contamination.

F. REPUBLIC ACT NO. 544. Civil Engineering Law

SECTION 2. Definition of Terms. – (a) The practice of civil engineering within the

meaning and intent of this Act shall embrace services in the form of consultation, design,

preparation of plans, specifications, estimates, erection, installation and supervision of the

construction of streets, bridges, highways, railroads, airports and hangars, portworks, canals,

river and shore improvements, lighthouses, and dry docks; buildings, fixed structures for

irrigation, flood protection, drainage, water supply and sewerage works; demolition of

permanent structures; and tunnels. The enumeration of any work in this section shall not be

construed as excluding any other work requiring civil engineering knowledge and application.

43
This Bill, therefore, seeks to achieve the following objectives:

1. To attune the law to the needs for national development;

2. To strengthen the profession and enable the civil engineers to cope with the

formidable challenges brought about by globalization and cross-border practice;

3. To continually upgrade the level of competence of the civil engineers through:

a. peer recognition of specialization in civil engineering,

b. continuing professional development, and

c. strengthening of the accredited professional organization of civil engineers;

4. To define more clearly the practice of civil engineering in the Philippines by

foreign nationals;

5. To promote the growth of the consulting sector by making it cognizant of the

international philosophy of multi-disciplinary consultancy services;

6. To remove a provision that makes contracting of multi-disciplinary consultancy

services unnecessarily difficult, complicated and impracticable and which now

adversely affects the infrastructure of the government to the extent that work and

payment to contracted parties on projects are suspended; and

7. To make the law better serve and safeguard public interest by establishing a clear,

precise and practicable delineation of professional and corporate contractual

accountability in the civil engineering practice.

44
G. REPUBLIC ACT 9497. Civil Aviation Authority Act of 2008.

SEC. 2. Declaration of Policy. - It is hereby declared the policy of the State to provide

safe and efficient air transport and 2 regulatory services in the philippines by providing for

the creation of a civil aviation authority with jurisdiction over the restructuring of the civil

aviation system, the promotion, development and regulation of the technical, operational,

safety, and aviation security functions under the civil aviation authority.

SEC. 21. Policies. - In the exercise and performance of its powers and duties under

this Act, the Authority shall consider the following, among other things, as being in the

public interest and in accordance with the public convenience and necessity:

(a) The development and utilization of the air potential of the Philippines;

(h) The encouragement and development of an air transportation system properly

adapted to the present and future of foreign and domestic commerce of the Philippines;

(c) The regulation of air transportation in such manner as to support sound economic

condition in such transportation and to improve the relations between air carriers;

(d) Ensuring the safety, quality, reliability, and affordability of air transport services

for the riding public; and

(e) The encouragement and development of a viable and globally competitive

Philippine aviation industry.

45
H. BATAS PAMBANSA BILANG 344

Batas Pambansa Bilang 344: “AN ACT TO ENHANCE THE MOBILITY OF

DISABLED PERSONS BY REQUIRING CERTAIN BUILDINGS, INSTITUTIONS,

ESTABLISHMENTS AND PUBLIC UTILITIES TO INSTALL FACILITIES AND OTHER

DEVICES.”

1. Provide a continuous accessible path of travel throughout the area and to

facilities.

2. Ensure the design integrates access concepts in a way that is useful for all

users of the area whilst maintaining an aesthetically pleasing design.

3. Ensure signage and tactile warnings and other methods used to assist people

are logically applied and consistent.

A. GENERAL PROVISIONS

1. Accessible Ramps

1.1 Changes in level shall require a ramp except when served by a dropped sidewalk,

curb ramp, an elevator, or other mechanical device.

1.2 Accessible ramps shall have the following facilities and features:

1.2.1 Minimum clear width of 1.20 m.

1.2.2 Gradient not steeper than 1:12.

46
47
1.2.3 For accessible ramps 3m or more in width, provide intermediate

handrails at the center. Use of double “J” type handrail supports are

recommended.

1.2.4. Maximum length of 6.00 m.: Accessible ramps with a total length

longer than 6.00 m shall be provided with intermediate landings with a

minimum length of 1.50 m.

48
1.2.5 Level area not less than 1.80 m at the top and bottom of any ramp.

1.2.6 Handrails on both sides of the ramp at 700 mm and 900 mm from the

floor of the ramp. (See Fig. A.4.1; A.4.2)

1.2.7 300 mm long extension of the handrail shall be provided at the top and

bottom of ramps.

1.2.8 Curbs on both sides of the ramp with a minimum height of 100 mm

49
1.3 Any ramp with a rise greater than 170 mm and leads down towards an area where

vehicular traffic is possible, should have a railing across the full width of its lower end,

not less than 1.80 meters from the foot of the ramp.

2. Slip Resistant Materials

2.1. Slip resistant materials shall have a Coefficient of Friction of 0.6 for level

surfaces and 0.8 for sloping surfaces (ASTM).

2.2. If carpets or carpet tiles are used on a floor surface:

2.2.1. it shall be securely attached;

2.2.2. have a firm cushion, pad, or backing;

2.2.3. have a level loop, textured loop, level cut pile, or level cut/uncut pile

texture;

2.2.4. maximum pile thickness shall be 13 mm;

50
 2.2.5. Exposed edges of carpet shall be fastened to floor surfaces and have

trim along the entire length of the exposed edge;

2.2.6. Carpet edge trim shall comply with 4.5.2. Appendix Note (ADA).

3. Handrails and Grab Bars

3.1. Handrails shall be required for accessible ramps for changes in grade

higher than 170 mm.

3.2. Handrails shall be installed at both sides of ramps and stairs. Handrails

may be provided at dropped sidewalks but should not be installed beyond the

width of any crossing so as not to obstruct pedestrian traffic.

3.3. Handrails shall be installed at 900 mm and 700 mm above stairs or ramps.

51
 3.4. Railings for protection should be installed at a height of 1100mm

minimum, measured from the top of the rail to the finish floor for ramps,

balconies, landings or porches which are more than 750 mm above adjacent

grade. These shall be installed in addition to the handrails required for

accessible ramps (Section C, Item 2). (per NBC Rule XII under Guard Rails.)

3.5. A 300 mm long extension of the handrail shall be provided at the top and

bottom of ramps and stairs.

3.6. Handrails and grab bars that require full grip should have an outside

diameter of 38 mm (minimum) to 45 mm (maximum).

3.7. Handrails attached to walls should have a minimum clear distance of 50

mm from the wall. Handrails on ledges should have a minimum clear distance

of 40 mm.

3.8. Stair handrails shall be continuous throughout the entire length and

around landings less than 2100 mm in length, except where it is intersected by

an alternative path of travel or has an entry door leading into it.

4. Parking

4.1. Accessible Parking Slot Requirement

Where parking spaces are required to be provided, the number of

accessible parking lots for vehicles driven by persons with disabilities

or vehicles with passengers with disabilities shall be in accordance

with Table B.1.1 below:

52
The building management should impose appropriate sanctions for the unauthorized

use of the reserved parking slots for vehicles of PWDs.

4.2. Parking slots for persons with disabilities should allow enough space for a

person to transfer from a vehicle to a wheelchair.

4.3. Accessible parking slots shall be located nearest to accessible main

entrances.

4.4. PWDs should be on board the vehicle to be able to use the reserved

parking space for PWDs (for control use). In addition, an access parking

sticker/card is required with a control number.

4.5. Whenever and wherever possible, accessible parking slots should be

perpendicular or to an angle to the road or circulation aisles.

4.6. Parallel parking is discouraged unless it can be situated so that persons

entering and exiting vehicles will be out of the flow of traffic.

4.7. Accessible parking slots shall have:

53
4.7.1 A minimum width of 3.70 m and a length of 5.00 m.\

4.7.2 A walkway with a minimum clear width of 1.20 m. provided

between the front ends of parked cars.

4.7.3 Dropped sidewalks or curb ramps leading to the parking level

where access walkways are raised.

54
4.7.4 Pavement markings, upright, pole mounted signages

4.7.5 Have a firm, level surface without aeration slabs.

4.8. Parking slots for persons with disabilities shall never be located at ramped

or sloping areas.

4.9. For multi-storey indoor parking structures, accessible parking slots shall

be located right next to accessible elevators, or as close as possible to

accessible pedestrian entrances.

4.10. In buildings with multiple accessible entrances with adjacent parking,

accessible parking slots shall be dispersed and located closest to the accessible

entrances.

4.11. In parking facilities that do not serve a particular building, accessible

parking shall be located on the shortest accessible route of travel to an

accessible pedestrian entrance of the parking facility.

4.12. For all accessible parking slots, provide the following signage:

4.12.1 Pole mounted parking signage, 600 mm x 600 mm in size and mounted

at a minimum clear height of 2.00 m from the parking floor.

4.12.2 Pavement sign painted or marked on the designated lot complying with

the following:

(a) a square with dimensions of at least 1.00 m but not more than 1.50

m;

(b) be located in the center of the accessible parking slot;

55
 (c) The International Symbol of Access shall be composed of a white

symbolized figure of a person in a wheelchair with a square

background in UN Blue Color. The symbolized figure shall always

face to the right.

5. Signages

5.1. Symbol of Access

The International Symbol of Access shall be composed of a white

symbolized figure of a person in a wheelchair with a square

background in UN Blue Color. The symbolized figure shall always

face to the right. Provide directional arrows when the

space/area/function being referred to is facing left.

56
5.2. Directional and information (Audio, Visual, and Tactile) signages shall be

located at points that can be conveniently seen, heard, and felt by all persons

with disabilities.

Table 9

5.3. Signages should be kept simple and easy to understand. Signages should

be made of contrasting colors and contrasting gray values to make detection

and reading easy. Tactile maps shall be provided to guide persons with visual

impairment.

57
5.4. The International Symbol of Access should be used to designate routes

and facilities that are accessible in combination with pictographs. Directional

signs incorporating the INTERNATIONAL SYMBOL OF ACCESS, as

shown in Figure A.5.1, shall be installed at passageways, and at points where

there are changes in direction to lead persons with disabilities to various

facilities such as lifts/elevators, entrances, telephone booths, toilets, parking

and the like.

5.5. Should a sign protrude into a sidewalk/walkway or route, a minimum

vertical clearance of 2.00 m should be provided. Obstacles, projections or

other protrusions shall be avoided in pedestrian areas such as

sidewalks/walkways, halls, corridors, passageways or aisles. Pedestrians with

visual impairments often travel using the edge of the building line, hence,

objects mounted on walls, posts, or sides of buildings, should therefore not

protrude more than 100 mm into sidewalks/walkways and corridors.

5.6. Signs (graphics, text, and Braille) on walls and doors should be installed

at a maximum height of 1.50 m from the finish floor to the center of the sign.

58
5.7. Signs shall incorporate graphic, text, and Braille.

5.8 Signs and labels for public rooms, areas, and places should have tactile

symbols, letters or numbers that should be embossed with a minimum height

of 1 mm; Braille symbols shall be incorporated in signs indicating public

places and safety routes.

5.9 Tactile Ground Surface Indicators Positional, directional, and warning

tactile blocks must be provided to warn people with visual impairments that

they are approaching:

5.9.1 Stairways, other than fire exit stairs

5.9.2 Escalators

5.9.3 Passenger conveyors or moving walks

5.9.4 Ramps other than fire-exit ramps, curb ramps, swimming pool

ramps

5.9.5 In the absence of suitable protective barriers:

59
 a. overhead obstructions less than 2.0 m above floor level

b. areas where pedestrian and vehicular traffic intersect.

6.0 Tactile warning indicators should have a 50% contrasting gray value from

adjacent floor finishes.

6. Stairs

6.1 Uniform risers of 150 mm (maximum) and treads of 300 mm (minimum)

shall be used.

6.2 Tread surfaces shall be of slip-resistant material; nosings shall be slip

resistant to further minimize slipping.

6.3 Slanted nosings are preferred over protruding nosings so as not to pose

difficulty for people using crutches or braces whose feet have a tendency to

get caught in protruding nosings.

6.4 Open stringers shall be avoided.

6.5 The leading edge of each step on both runner and riser should be marked

with a paint or non-skid material that has a color and gray value which is in

high contrast to the gray value of the rest of the stairs.

6.6 A tactile strip 300 mm wide shall be installed before hazardous areas such

as sudden changes in floor levels and at the top, bottom and intermediate

landings of stairs; special care must be taken to ensure the proper mounting or

adhesion of tactile strips so as not to cause accidents.

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6.7 Handrails shall be installed at 900 mm and 700 mm above stair treads. A

300 mm long extension of the handrail should be provided at the top and

bottom of stairs.

6.8 Stair handrails shall be continuous throughout the entire length and extend

not less than 300 mm beyond the top and bottom step.

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B. OUTSIDE AND AROUND BUILDINGS

1. Dropped Sidewalks

1.1 Dropped sidewalks should be provided at pedestrian crossings and at the

end of walkways of a private street or access road.

1.2 Dropped sidewalks at crossings shall have a width corresponding to the

width of the crossing.

1.3 For crossings and walkways less than 1.50 m. in width, the base/level

surface at the bottom of the ramp shall have a minimum depth of 1.50 m. with

a width corresponding to the width of the crossing. For crossings and

walkways less than 1.50 m. in width, the base/level surface at the bottom of

the ramp shall have a minimum width corresponding to the width of the

crossing (4.00 M minimum for national roads and as mandated by Local

ordinances for local roads).

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63
1.4 Dropped sidewalks shall be sloped towards the road with a maximum cross

gradient of 1:100 (1%) to prevent water from collecting.

1.5 The difference in elevation between the base/level area of a dropped sidewalk

from the road or gutter shall not exceed 19 mm.

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1.6 Provide the following signage:

1.6.1 Pole mounted signage, 600 mm x 600 mm in size and mounted at a

minimum clear height of 2.00 m from the sidewalk floor. Pole mounted signs

(planted) should not obstruct the path of pedestrians. {Refer to DPWH

Guidelines (Road Signs and Pavement Marking Manual) for installing pole

mounted signs on sidewalks.}

2. Curb Ramps

2.1 Curb ramps shall only be allowed when it will not obstruct a

sidewalk/walkway or in any way lessen the width of a sidewalk/walkway or

lessen the level/turning area of 1.50 m x 1.50 m. Curb ramps shall only be

allowed if the width of sidewalks/walkways are more than 3.30 m with a

corresponding curb height of 150 mm, otherwise dropped sidewalks shall be

used.

2.2 For drop off points for persons with disabilities at loading bays, the

minimum width of a curb ramp should be 900 mm.

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3. Sidewalks and Walkways

3.1 The gradient along the length of sidewalks/walkways should be kept as

level as possible and shall make use of slip resistant material. Slip resistant

materials shall have a Coefficient of Friction of 0.6 for level surfaces and 0.8

for sloping surfaces (ASTM).

3.1 Whenever and wherever possible, sidewalks/walkways should have a

gradient not steeper than 1:20 or 5%.

3.3 Sidewalks/walkways shall have a minimum width of 1.20 meters.

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4. Open Spaces

4.1 Where open spaces are provided, persons with visual impairment can

become particularly disoriented. Therefore it is extremely helpful if

sidewalks/walkways or paths can be given defined edges either through the

use of planters with dwarf walls, or a grass verge, or similar, which provides a

texture different from the path. Tactile surfaces/markings should be provided.

4.2 Provide Pedestrian Dominated Priority Zones in commercial complexes, to

create a feeling of safety particularly for persons with disabilities.

5. Crossings

In order to reduce the exposure time to vehicular traffic, all crossings at grade shall:

5.1 Be as perpendicular as possible to the carriageway.

5.2 Be located at the narrowest, most convenient part of the carriageway for

mid-block crossings.

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 5.3 Have a median/island of at least 1.5 m in depth, preferably 200 mm,

provided as a pedestrian refuge, where the width of carriageway to be crossed

exceeds 10.0 m or at least 4 lanes.

I. REPUBLIC ACT NO. 9514 - FIRE CODE OF THE PHILIPPINES OF 2008

Pursuant to the provision of Section 14 in relation to Section 5 of Republic Act No.

9514, entitled “AN ACT ESTABLISHING A COMPREHENSIVE FIRE CODE OF THE

PHILIPPINES, REPEALING PRESIDENTIAL DECREE NO. 1185, AND FOR OTHER

PURPOSES”, the following Rules and Regulations are hereby adopted in order to carry out

the provisions of this Code.

The Fire Code of the Philippines of 2008, or Republic Act No. 9514, is, as stated in

Section II, the “policy of the State to ensure public safety, promote economic development

through the prevention and suppression of all kinds, of destructive fires, and promote the

professionalization of the fire service as a profession”. To this end, all legislation, rules and

regulations shall be implemented by the State to ensure compliance with uniform fire

prevention and safety measures and to encourage transparency in the field of fire protection

and prevention services

Section 4. Applicability of the Code. ‑ The provisions of the Fire Code shall apply to all

persons and all private and public buildings, facilities or structures erected or constructed

before and after its effectiveness.

Section 8. Inspections, Safety Measures, Fire Safety, Constructions, and Protective and/or

Warning Systems. As may be defined and provided in the Rules and Regulations, owners,

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administrators or occupants of buildings, structures and their premises or facilities and other

responsible persons shall be required to comply with the following, as may be appropriate:

d. Provision on Fire Safety Construction, Protective and Warning System Owners,

occupants or administrator or buildings, structures and their premises or facilities, except

such other buildings or structures as may be exempted in the rules and regulations to be

promulgated under Section 6 hereof, shall incorporate and provide therein fire safety

construction, protective and warning system, and shall develop and implement fire safety

programs, to wit:

(1) Fire protection features such as sprinkler systems, hose boxes, hose reels or

standpipe systems and other fire fighting equipment;

(2) Fire Alarm systems;

(3) Fire walls to separate adjoining buildings, or warehouses and storage areas from

other occupancies in the same building;

(4) Provisions for confining the fire at its source such as fire resistive floors and walls

extending up to the next floor slab or roof, curtain boards and other fire containing or

stopping components;

(5) Termination of all exits in an area affording safe passage to a public way or safe

dispersal area;

(6) Stairway, vertical shafts, horizontal exits and other meals of egress sealed from

smoke and heat;

(7) A fire exit plan for each floor of the building showing the routes from each other

room to appropriate exits, displayed prominently on the door of such room;

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 (8) Self-closing fire resistive doors leading to corridors;

(9) Fire dampers in centralized air-conditioning ducts;

(10) Roof vents for use by firefighters; and

(11) Properly marked and lighted exits with provision for emergency lights to

adequately illuminate exit ways in case of power failure.

Section 9. Prohibited Acts. The following are declared as prohibited acts and omission.

a. Obstructing or blocking the exit ways or across to buildings clearly marked for fire

safety purposes, such as but not limited to aisles in interior rooms, any part of stairways,

hallways, corridors, vestibules, balconies or bridges leading to a stairway or exit of any kind,

or tolerating or allowing said violations;

b. Constructing gates, entrances and walkways to building components and yards, and

temporary or permanent structures on public ways, which obstruct the orderly and easy

passage of fire fighting vehicles and equipment;

c. Obstructing designated fire lanes or access to fire hydrants;

GENERAL REQUIREMENTS

A. Every building or structure, new or old, designed for human occupancy shall be

provided with exits sufficient to permit the fast and safe escape of occupants in

case of fire or other emergency. The design of exits and other fire safety

construction shall be such that reliance for safety to life in case of fire or other

emergency will not depend solely on any single fire safety construction.

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 Additional safeguards shall be provided for life safety in case any single

safeguard is ineffective due to some human or mechanical failure.

B. Every building or structure shall be designed, constructed, equipped, maintained

and operated to avoid danger to the lives and ensure safety of its occupants from

fire, smoke, vapor and fumes, during the period of escape from the building or

structure.

C. Every building or structure shall be provided with exits of kind, number, location

and capacity appropriate to the individual building or structure, with due regard

to the character of the occupancy, the number of persons exposed, the fire

protection available and the height and type of construction of the building or

structure, to afford all occupants convenient facilities for escape.

D. Every exit of buildings or structures shall be arranged and maintained to provide

free and unobstructed egress from all parts thereof at all times. No lock or

fastening device that would prevent escape from the inside of any building shall

be installed except in mental, penal, or correctional institutions where personnel

are continually on duty and effective provisions are made to evacuate occupants

in case of fire or other emergencies.

E. Every exit shall be clearly visible. The route to the exit shall be con-spicuously

marked in such a manner that every occupant of a building or structure will

readily know the direction of escape. Each route of escape, in its entirety, shall be

so arranged or marked that the way to a place of safety outside is unmistakable.

Any doorway not constituting an exit shall be marked to minimize its possible

confusion as an exit. Likewise, passages constituting a way to reach an exit shall

be marked to minimize confusion.

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F. All means of egress shall be provided with adequate and reliable illumination.

G. Fire alarm systems or devices shall be provided in every building or structure of

such size, arrangement, or occupancy, to provide adequate warning to occupants.

H. Every building or structure, section, or area thereof of such size, occupancy and

arrangement such that the reasonable safety of a number of occupants may be

endangered by the blocking of any single means of egress due to fire or smoke,

shall have at least two means of egress remote from each other, so arranged as to

minimize any possibility that both may be blocked by any one fire or other

emergency conditions.

I. Every vertical way of exit and other vertical openings between floors of a

building shall be suitably enclosed or protected to afford reasonable safety of

occupants while using exits and to prevent spread of fire, smoke, or fumes

through vertical openings from floor to floor before occupants have entered exits.

J. Required Fire Safety Programs/Measures

1. In addition to the requirements, lessees or occupants of buildings, structures or

facilities shall observe all pertinent fire safety measures;

2. All occupants or lessees of buildings, structures or facilities shall organize

themselves and develop and implement fire safety programs to include among

others, fire prevention in the premises, notification of the BFP on the existence

of a fire, evacuation of persons and initial firefighting. The building owner

shall take the initiative of formulating the fire safety program for his building

and of organizing the occupants to implement the programs.

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 3. In buildings, leased to and used by one or several companies or persons, the

management of each company or each person shall be responsible for fire

safety measures within the leased or occupied areas. The building owner shall

be responsible for the common areas in the building such as the means of

egress, utilities and building service equipment or systems.

4. In building structures or facilities, such as condominiums and the like, where

some units of the building are not yet sold, the provisions of paragraph “J”

sub-para "3" above shall apply. When all condominium units have been sold,

responsibility for fire safety measures in the common areas such as the means

of egress, utilities, building equipment/system and the building as a whole,

shall devolve jointly upon all individual unit owners or occupants.

A. Compliance with this Chapter shall not be construed as eliminating or reducing

the necessity from complying with the other provisions for safety of persons

using a structure under normal occupancy conditions. Also, no provision of the

Fire Code of the Philippines and this IRR shall be construed as requiring or

permitting any condition that might be hazardous under normal occupancy

conditions.

B. Construction and Repair Operations

1. New Construction

a) No building or structure under construction shall be occupied in whole or

in part until all required means of egress required for the part to be

occupied are completed, inspected and approved for occupancy.

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 b) Adequate escape facilities shall be maintained at all times in buildings

under construction for the use of construction workers. These facilities

shall consist of doors, walkways, stairs, ramps, fire escapes, or other

arrangements in accordance with the general guidelines of the Fire Code of

the Philippines and this IRR insofar as they can reasonably be applied to

buildings under construction.

2. Repairs or Alterations

a) Existing buildings may be occupied during repairs or alterations provided

that all existing fire protection systems/devices are continuously

maintained or, in lieu thereof, other measures are taken to provide

equivalent safety.

b) Flammable or explosive substances or equipment necessary for the repair

or alteration of a building or structure may be introduced therein while it is

occupied, only if the conditions of use and the safeguards therefore

provided will not create any additional danger or impair the use of the

means of egress.

J. ECOLOGICAL SOLID WASTE MANAGEMENT

SECTION 21: MANDATORY SEGREGATION OF SOLID WASTES

The segregation of wastes shall primarily be conducted at the source, to include

household, institutional, industrial, commercial and agricultural sources: Provided, further

that wastes shall be segregated into the categories provided in Sec. 22 of this Act.

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SECTION 22: REQUIREMENTS FOR THE SEGREGATION & STORAGE OF SOLID

WASTE

The following shall be the minimum standards and requirements for segregation and

storage of solid waste pending collection:

a. There shall be a separate container for each type of waste from all sources:

Provided, that in the case of bulky waste, it will suffice that the same be collected and

placed in a separate and designated area; and

b. The solid waste container depending on its use shall be properly marked or

identified for on-site collection as “compostable”, “non-recyclable”, “recyclable” or

“special waste”, or any other classification as may be determined by the Commission.

SECTION 30: PROHIBITION ON THE USE OF NON-ENVIRONMENTALLY

ACCEPTABLE PACKAGING

No person owning, operating or conducting a commercial establishment in the

country shall sell or convey at retail or possess with the intent to sell or convey at retail any

products that are placed, wrapped or packaged in or on packaging which is not

environmentally acceptable packaging. Provided that the Commission shall determine a

phase out period after proper consultation and hearing with the stakeholders or with the

sectors concerned. The presence in the commercial establishment of non-environmentally

acceptable packaging shall constitute a rebuttable presumption of intent to sell or convey the

same at retail to customers.

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K. NATIONAL PLUMBING CODE OF THE PHILIPPINES

SECTION 302: GRADE OF HORIZONTAL DRAINAGE PIPING

Horizontal drainage pipes shall be run in practical alignments and at a uniform slope

between manholes of not less than 20 mm/m or 2% toward the point of disposal, provided

that, where it is impracticable to obtain a 2% slope due to the following constraints in: (1)

excessive depth of the proposed drainage line, (2) structural and/or geological features of the

terrain; and (3) existing adverse in arrangements of building or structure, any such pipe or

piping 102 mm or larger in diameter may have a slope of 10 mm/m or 1% provided it is first

approved by the Administrative Authority.

SECTION 401: MATERIALS - GENERAL REQUIREMENTS

Quality of Fixtures - plumbing fixtures shall be manufactured of dense, durable, non-

absorbent materials and must have smooth, impervious surfaces, free from unnecessary

concealed fouling surfaces. Except as permitted elsewhere in this Code, all fixtures shall

conform in quality and design to nationally recognized applicable standards or to other

approved standards acceptable to the Administrative Authority. All porcelain enamel surfaces

on plumbing fixtures. shall be acid resistant.

Water closet bowls for public use shall be the elongated bowl types equipped with

open-front seats. Water closet seats shall be of smooth non-absorbent material and properly

sized for the water closet bowl used.

SECTION 410: PLUMBING FIXTURES REQUIRED

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 Each building shall be provided with sanitary facilities as prescribed by the National

Building Code or other authorities having jurisdiction.

SECTION 601: RUNNING WATER REQUIRED

Each plumbing fixture shall be provided with an adequate supply of potable running water. so

arranged as to flush and keep the same in clean and healthful conditions without danger of

backflow or cross-connection. Water closets and urinals shall be flushed by means of an

approved flush tank or flushometer valve. Faucets and diverters shall be connected to the hot

and cold water distribution supplies so that the hot water supply is located at the left side of

the combination fittings.

L. SAFETY REQUIREMENTS

The aviation industry rightfully takes pride in the phrase "flying is the safest mode of

transportation." No accident led to our air transportation system's safety and security. Safety

has always been a key concern throughout aviation history. While most people are aware that

the aviation industry is safe, those outside of the industry are rarely aware of the

extraordinary efforts made by airport operators, airlines, pilots, aircraft manufacturers, air

traffic control organizations, and service providers to maintain this stellar reputation and

constantly seek out improvement.

This commitment to safe operations is evident throughout the entire aviation industry,

from the enormous advancements made in aircraft design, including avionics, engine

reliability, and system reliability, to less well-known topics like dimensional standards for

77
airfield layouts. Standard operating procedures, the adoption of new technology, and making

sure that safety is the first consideration in all aspects of airport operations are just a few

examples of the industry-wide safety culture.

M. ELECTRICAL SAFETY

1.1 General Requirements

A. All electrical rooms shall be provided with Access Control & Alarm

Monitoring Systems (ACAMS) in addition to manual key access. ACAMS

design & installation shall be per LAWA IMTG guide specification 28-13-00

“ACCESS CONTROL AND ALARM MONITORING SYSTEM (ACAMS)”;

additionally, coordinate with LAWA IMTG.

B. B. Main Electrical Room fire protection systems shall be provided per Section

1.4B1, “Fire Protection Systems - Building Main Electrical Room” of the

Airport Plumbing Design Standards.

1.2 Power Distribution System

A. System Type

1. The main service at each building shall be 5,000amp, 277/480V – 3 phase,

4 wire. The switchboard shall be a double-ended arrangement with a

normally open tie-breaker and metering compartments complying with

LADWP requirements. Each end is fed from a separate LADWP

transformer/circuit for redundancy and reliability. The main circuit

breakers and the tie-breaker shall all be rated at 5000A. The system shall

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 provide 100% redundancy and the total electrical load for the building

shall be less than 5000A. If the connected load for a building exceeds

5000A, then provide a load-shedding scheme to allow one service to serve

the entire electrical load through the closed tiebreaker. The load shedding

scheme may be a manual type utilizing kirk-key interlocks on the breakers.

B. Main Electrical Room

1. The Main Electrical Room shall be adjacent (common wall) to the

LADWP Utility Vault. Do not route unprotected service conductors

through the building. Provide 5000A busway for the service entrance from

the DWP vault to the main switchgear. Route busways separate directions

into DWP vault and maintain distance between the two busways for safety

and reliability. Piping unrelated to the function of the main electrical room

is not permitted. The use of protection methods against condensation, leaks

or breaks in piping is not permitted to justify unrelated piping in main

electrical rooms. The Main Electrical Room shall be dedicated solely to

electrical equipment except that required HVAC and Fire Protection

serving the specific room is allowed.

C. Utilization Voltage

1. The building distribution system shall be a radial type. Where possible the

utilization equipment shall be served at 277/480V including lighting,

mechanical equipment and any other equipment specified by LAWA.

Provide 120/208V transformers and distribution gear for other devices and

equipment.

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 1. Short Circuit/Arc Flash

1. Provide an Overcurrent Protection Device Coordination Study and Arc

Flash Study that includes all existing and new equipment. The Study can

be provided by the Contractor. All electrical panels shall have a fault

rating equal to at least 130% of the available fault current. All equipment

must be fully rated. Series ratings are not allowed.

E. Segregation of Power

1. Power to tenants varies in each building. Some buildings have separate

DWP meters for tenants and for LAWA and some do not separate the

service. Verify the requirements with LAWA. Concessions, however, shall

be separated from other powers. The Concessions branch provides power

to all concessionaires. The Concessions branch will have dedicated

distribution all the way from the Main Service Switchboard. Where the

separation of branches does not exist, each major renovation will require

establishment of branches for the renovated area. Minor renovations

require that only distribution within the project area will require separation.

F. Equipment Rooms

1. All electrical distribution equipment shall be located in dedicated electrical

rooms. Rooms shall be dedicated solely to electrical equipment except that

required HVAC and Fire Protection serving the specific room is allowed.

Equipment rooms shall not be located beneath areas where water service is

provided (e.g. open courtyards, toilets).

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 Piping unrelated to the function of equipment rooms is not permitted. The use

of protection methods against condensation, leaks or breaks in piping is not

permitted to justify unrelated piping in equipment rooms. Each room,

regardless of size, shall have exposed grounding bars installed along walls for

ease of equipment grounding.

Provide additional space in all rooms to allow the addition of one future section for all

switchboards. Provide the additional space so the future section can be added to either side of

the switchboards. Designate all conduit entry points and routing paths within the equipment

rooms to verify that future loads can be served from the panels in the rooms. Switchgear,

switchboards, panelboards and motor control centers shall have adequate vertical wireways to

serve spares circuit breakers or spaces for future circuit breakers. Spaces shall be designed to

allow maintenance equipment access, to facilitate equipment replacement without significant

demolition & reconstruction.

Provide accessible route or space for portable crane to replace or maintain electrical

equipment.

G. Emergency & Standby Power

1. Only equipment related to fire/life-safety shall be connected to the

emergency power distribution system. Review telecom/IT design

guidelines for emergency & standby power requirements; any variances to

be approved by LAWA. Other tenant related loads that are not fire/life-

safety shall be supplied by a tenant provided standby power source. Any

tenant provided systems shall utilize batteries as a source. Concessions

spaces and Passenger Boarding Bridges may utilize battery units for all

required emergency power sources including any life-safety/egress

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 lighting. The emergency power system shall be fed from an on-site diesel

driven emergency generator set through automatic transfer switch(es).

Generators shall be equipped with an active diesel particulate filter

compliant with current SCAQMD and CARB emissions standards for a

major source facility. Generator emission control devices shall meet

SCAQMD, CARB and EPA emission tier standards at the time of

installation. Generators must utilize sub-base fuel oil tanks. Underground

or separate above ground tanks are not allowed.

H. Single line

1. Draw “top/down” with levels/room no.’s/grid lines, identify (split-

bus/smart) panels required for title 24 compliance, separate

normal/emergency power sheets, additionally include feeder/branch

lengths & voltage drop & kaic/afc available at distribution equipment &

transformers.

2. Additionally, include simplified single line diagrams for normal &

emergency/standby power:

a. Illustrating distribution board names & the associated

BUILDINGSYSTEM/ELECTRICAL LOAD TYPE they support

(e.g. “3S4BL1 - LIGHTING”).

b. Include a connected Load Summary categorized by

BUILDINGSYSTEMS/ELECTRICAL LOAD TYPES (e.g.

“LIGHTING – 40KW).

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1.3 Equipment

A. General

1. Manufacturers: For standardization purposes all panelboards, switchboards,

switchgear, and transformers shall be limited to General Electric, Square D and Eaton.

2. Seismic Criteria: All equipment, major components and anchorage must be certified

to meet all seismic requirements of the Code.

3. Certification: All equipment must have LARR numbers where applicable.

4. LAWA requires a unique system of identification for all conduits, feeders, wiring,

enclosures, devices, panels and equipment. Refer to Guide Specifications for complete

details.

5. No electrical equipment shall be installed in Custodial Rooms, Restrooms, Nursing

Rooms, and Pet Relief Rooms.

B. Main Switchgear

Main switchgear (gear fed directly from DWP transformers) shall be metal-enclosed

switchgear utilizing insulated case draw-out type circuit breakers for long-term 1.

maintenance and reliability. Provide breakers with metering capability compatible

with the electrical submetering system. Provide sufficient switchgear sections to allow

enough conduit entry space to accommodate all feeders including feeders for future sections.

Main Service switchgear shall be rated NOT less than 100 kaic.

C. Distribution Switchboards/Panelboards

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 1. Panels rated greater than 800A shall be switchboards. Panels 800A or less shall be

distribution panelboards. All boards shall utilize full-length copper bussing with fullsize

neutrals. Circuit breakers may be group mounted molded case circuit breakers. Fused

switch assemblies are not allowed. Circuit breakers in switchboards shall be electronic

trip type breakers. Provide 20% spare fully bussed space in all boards. All boards shall be

fully rated for 130% of the available short circuit fault current. All devices must be fully

rated. Series-rating of breakers is not allowed. Provide sufficient sections to allow enough

conduit entry space to accommodate all feeders including feeders for future sections.

D. Raceways and Enclosures:

1. Definitions:

a. Outdoor Locations: Locations directly exposed to weather, including under building

overhangs.

b. Wet Locations: Unprotected locations exposed to weather or subject to saturation

with water or in direct contact with concrete, masonry or earth.

c. Damp Locations: (1) Locations protected from weather, not subject to saturation with

water. Covered locations with open sides that are subject to wind-driven rain shall be

considered damp. (2) Areas below the soffit/header line and within 10’ of a wet location shall

be considered damp locations.

d. Dry Locations: (1) Locations not normally subject to dampness or wetness. (2) Areas

above the soffit/header line or greater than 10’ from a wet location shall be considered dry

locations.

2. Raceways:

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 a. Outdoor Locations: Use Galvanized Rigid Steel.

b. Wet and Damp Locations: Use Galvanized Rigid Steel.

c. Dry Locations: Zinc Plated EMT or Galvanized Rigid Steel is allowed in all

locations.

d. Where Subject to Physical Damage: Use Galvanized Rigid Steel

e. Tug Routes, bag tug areas and other drive aisles: (1) Above the tallest vehicle,

tug, cart, trailer, etc., use Zinc Plated EMT, unless area is defined as Damp or

Wet. (2) Below the tallest vehicle, tug, cart, trailer, etc., use Galvanized Rigid

Steel.

f. Type MC Cable, Romex, or aluminum conduits are not allowed.

g. Flexible Conduits: Use flexible steel conduits for termination to equipment.

3. Enclosures at LAX:

a. Due to the highly corrosive exterior environment at LAX, for all outdoor electrical

enclosures, including switchboards / panelboards, use NEMA Type 4 or NEMA Type

3R stainless steel gasketed enclosures. Top entry conduits to switchgear, switchboards,

distribution panelboards and outdoor enclosures shall not be allowed. See

Specification Section 26 05 02 for additional information.

4. All conductors shall be routed in raceways (e.g. plenum rated cables not acceptable).

1.4 Metering

D. Utility (DWP) metering varies in each building. Confirm the metering arrangement

with LAWA.

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 E. Provide Submeters for:

1. Concessions as per CDG lease agreement;

2. Electrical loads as per LAWA Sub-metering Policy;

3. Any major electrical loads not covered by CDG lease agreement or LAWA

Submetering Policy.

F. Provide methods, materials, & services required for meter(s) compatible integration

with power monitoring control system, network lighting control system, building

automation system & CUP FMCS.

1. Consolidate meters as much as possible in multi-meter enclosures within

electrical rooms.

1.5 Lighting

A. General

1. Lighting fixtures and design shall provide the lighting levels, visual comfort, color

rendering and aesthetics to complement the area where it is installed. Lighting of public areas

is especially important to LAWA and all lighting design in public areas shall be approved by

LAWA prior to submitting documents for plan check. All lighting shall be installed in areas

accessible by ladder or lift for ease of maintenance.

B. Lamp Sources

1. All lighting design shall be as energy efficient as possible and shall comply with the latest

Title 24 requirements. Dimmable LED’s shall be required in lieu of fluorescent luminaires

utilizing the appropriate color temperatures; provide consistent color temperature (tight

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binning), high CRI (85+), and rated life>50,000 hours. Where necessary provide pulse-start

metal halide HID sources.

E. Lighting Controls

1. Provide a complete programmable system allowing for daylight harvesting, DMX 512

fixture control, and interfacing with Building Automation Control system in accordance with

Title 24 guidelines. Provide distributed or centralized relay network control utilizing Cat 5

network cabling, routers, bridges, control devices and fixtures for a fully addressable control

system. The lighting control system shall be programmable for individual fixtures or zones

and shall be enunciated at the building engineer’s office and at LAX, the Central Utility Plant.

All lighting controls shall be from the same manufacturer.

2. Lighting controls shall be located in LAWA Electrical rooms or closets that are accessible

to LAWA Personnel without causing interruption to tenants. Lighting controls shall not be

located in ceilings, on office space walls or in tenant spaces not accessible to LAWA.

G. Lighting Levels

1. Interior - The following lighting levels are recommended for building public areas. Other

areas should conform with Title 24, IES standards and industry standards.

a. Arrival (Exterior) = 5-10FC.

b. Artwork and Displays = 40-50FC.

c. Back of House Areas.

(1) General illumination for working areas = 25-35FC.

(2) Corridors and stairways = 5-10FC.

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d. Baggage Handling = 35-45FC.

e. Concessions and Food Courts.

(1) General illumination = 15-20FC.

(2) Work surfaces = 35-45FC.

f. Concourse = 10-15FC.

g. Departure (Exterior) = 5-10FC.

h. Information Desks = 30-40FC.

i. Restrooms = 10-15FC.

j. Retail.

(1) General illumination = 20-25FC.

(2) Accenting = 40-50FC.

k. TSA / Security.

(1) General illumination = Per current TSA guideline.

l. Ticketing.

(1) General illumination = 15-20FC.

(2) Work Surfaces = 35-45FC.

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2. Exterior - Apron Lighting Levels:

a. Minimum horizontal illuminance at ground level: 2.0 foot-candles at 200

feet.

b. Maximum horizontal illuminance at ground level: 0.5 foot-candles at 300

feet.

c. Minimum vertical illuminance at a height of 3 feet above ground level: 5.0

foot candles at a distance of 200 feet.

d. Maximum vertical illuminance at a height of 50 feet: 0.25 foot-candles at

250

feet.

e. Fixture Type: LED type. Mount fixture on lowering device with ballasts

installed within the fixture. For non-lowering devices, provide remote

ballast at the base of the pole. Round, tapered steel poles. For two-piece

poles; minimum 3 gauge for lower section and 7 gauge for upper section.

3. Exterior – Parking Lot Levels:

a. Minimum horizontal illuminance at ground level: 1.5 foot candles.

b. Recommended Fixture Type: Cree OSQ Series; Autobahn ATB2 Series.

c. Driver, voltage, & optic types, as well as other fixture options are selected

based

d. on design considerations (e.g., pole height, pole distance, # of fixtures per

pole).

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 4. Building Exteriors and Parking - Provide fuses and fuse holders for outdoor

lighting ballasts and light pole fixtures. For exterior wall packs use induction

type lamps.

N. MECHANICAL SAFETY

1.2 General

A. Design Requirements

1. All systems and equipment shall comply with applicable building and mechanical

codes, LAWA criteria, and the scope of project work.

2. Provide design, engineering, permits, installation, start-up, testing, adjusting,

balancing, and commissioning of complete HVAC, plumbing and fire protection

systems. The Contractor shall review all the documents and comply with the

requirements.

3. Address the presence of hazardous materials. There is a high probability that

portions of the existing HVAC systems, piping, insulation and the like may contain

lead based paint, asbestos containing materials (ACMs) and/or other materials

classified as toxic or hazardous by LAWA, State or Federal regulations. The

Contractor, and the Contractor’s designer, must include the impact and abatement of

hazardous materials on this project.

4. Designs shall utilize systems and products that are/have:

a) Long-life, industrial quality.

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 b) Readily-available products and components with service support available.

c) Maintainable arrangements with multiple units.

d) Readily available spare parts and materials that incorporate multiple

equipment elements in key systems that can be provided for reduced

capacity operation when portions are down for maintenance or failure.

5. The Design Consultant/Contractor shall perform a quality control review of all

documents for completeness, constructability and coordination with all building trades.

6. Large Equipment Installation Sequencing: a. In conjunction with other design

disciplines, provide the necessary scheduling, sequencing, movement and positioning of

large equipment into the building during construction, including provisions for temporary

removal/replacement of existing building components.

7. Equipment Protection and System Protection:

a) Project specifications shall clearly indicate that all equipment and systems

intended for a project shall be properly protected from damage, corrosion

and weather during shipment, in-transit storage, job-site storage, field/shop

prep, installation and checkout until the work is accepted by LAWA. Ends

of piping, valves and fittings shall be protected from abuse and the entry of

moisture.

Electrical equipment controls and insulation shall be protected against

moisture and water damage. LAWA may, at Contractor’s risk and expense,

disallow or reject the installation of previously approved equipment, if it is

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 later determined to have deteriorated considerably during the Contractor’s

custody, such as during shipment, storage and/or installation.

8. Special and LAWA-Furnished Equipment:

a) Special types of equipment, including LAWA-furnished and contractor-

installed materials, shall be coordinated for correct rough-in and

attachment requirements.

9. Special Support and Anchors:

a) All equipment including piping supports, anchors, support guides, and pre

insulated versions thereof, which exerts force on the structure other than

those forces produced by gravity, shall be designed to meet Code and

detailed on the drawings and coordinated with structural engineer and

appropriate fire protection drawings.

10. Maintenance Access and Clearance Requirements:

a) Maintenance Access is defined as the unobstructed space required for

maintenance personnel to get to the equipment with the necessary tools

and perform routine maintenance and repair of equipment. Maintenance

Access may be provided from the floor, equipment platform, catwalk,

maintenance lift,ladder, etc., depending on the specific location. AC units,

valves, fans, piping, pumps and other equipment shall be coordinated with

building construction to provide a minimum 30”x30” access door for

maintenance and repair, unless an approved Exemption Request Form is

obtained from LAWA PDG and FTSD Management. Equipment, piping

and ducts shall be coordinated with other engineering disciplines.

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 Accessibility for maintenance and repair shall be demonstrated graphically

in the drawings.

a) AC units, valves, fans, piping, ducts, pumps and other equipment shall be

reviewed for interferences that would prevent proper installation.

Coordinate with LAWA Planning & Development Group (PDG) and

Facilities & Technical Services Division Management (FTSD

Management).

b) AC units, valves, fans, piping, pumps and other equipment shall have a

minimum of 30” clearance on all sides, including above and below.

Deviation from the code-mandated minimum 30” clearance and factory

recommendations, whichever is greater, is not acceptable, unless an

approved Exemption Request Form is obtained from LAWA PDG and

FTSD Management. Clearance shall be demonstrated graphically in the

drawings.

c) Where feasible, all equipment shall be arranged for maximum maintenance

access, while reserving space for future equipment and future uses. Ensure

that all components and equipment are easily accessible for maintenance

and replacement. Coordinate with PDG and FTSD Management.

1. All mechanical systems, equipment and installations mentioned in the Code

shall conform to the provisions of the Philippine Mechanical Code, as adopted

by the Board of Mechanical Engineering pursuant to RA 8495 as amended,

otherwise known as the Philippine Mechanical Engineering Law.

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 2. Guarding of Moving and Dangerous Parts

All prime movers, machines and machine parts, power transmission equipment

shall be so guarded, shielded, fenced or enclosed to protect any person against

exposure to or accidental contact with dangerous moving parts.

3. Cranes

a. Adequate means like ladders, stairs or platforms shall be provided for cranes

having revolving cabs or machine houses, to permit the operator to enter or leave

the crane cab and reach the ground safely, irrespective of its position. If a step-

over is provided, the gap must not exceed 300 millimeters.

b. A gong or other effective warning device shall be mounted on each cage or cab.

c. Temporary crane operation without a warning device may be allowed provided

there is a flagman whose sole duty is to warn those in the path of the crane or its load.

d. The maximum rated load of all cranes shall be plainly marked on each side of the

crane. If the crane has more than one hoisting unit, each hoist shall have marked on it

or its load block, its rated capacity clearly legible from the ground or floor.

4. Hoists

a. Operating control shall be plainly marked to indicate the direction of travel and

provided with an effective warning device.

b. Each hoist designed to lift its load vertically shall have its rated load legibly

marked on the hoist or load block or at some easily visible space.c. A stop, which

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shall operate automatically, shall be provided at each switch, dead end rail or

turntable to prevent the trolley running off when the switch is open.

d. Each electric hoist motor shall be provided with electrically or mechanically

operated brake so arranged that the brake will be applied automatically when the

power is cut off from the hoist.

5. Elevators

Elevators shall be installed in all private and public buildings for public use

accessible to disabled persons, pursuant to the objectives of Batas Pambansa

Bilang 344 (Accessibility Law).

a. Hoistways for elevators shall be substantially enclosed throughout their height,

with no openings allowed except for necessary doors, windows or skylights.

b. Ropes, wires or pipes shall not be installed in hoistways, except when necessary

for the operation of the elevators.

c. Hoistway pits shall be of such depth that when the car rests on the fully

compressed buffers, a clearance of not less than 600 millimeters remains between

the underside of the car and the bottom of the pit.

1. Escalators

a. The angle of inclination of an escalator shall not exceed 30° from the horizontal.

b. The width between balustrades shall not be less than 560 millimeters nor more

than 1.20 meters. This width shall not exceed the width of the steps by more than

330 millimeters.

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c. Solid balustrades of incombustible material shall be provided on each side of

the moving steps. If made of glass, it shall be of tempered type glass.

d. The rated speed, measured along the angle of inclination, shall be not more than

38 meters per minute.

2. Boilers and Pressure Vessels

a. Location of Boilers

i. Boilers may be located inside buildings provided that the boiler room is of

reinforced concrete or masonry and that the boiler room shall not be used for

any other purpose. No part of the boiler shall be closer than 1.00 meter from

any wall and shall have at least two (2) separate exits.

ii. In case the main building is not made up of fire resistive materials, boilers

shall be located outside the building at a distance of not less than 3.00 meters

from the outside wall of the main building and the building housing the boiler

shall be made up of fire-resistive materials.

b. Smokestacks, whether self-supporting or guyed, shall be of sufficient capacity

to handle fuel gasses, shall be able to withstand a wind load of 175 kilometers per

hour and shall rise at least 5.00 meters above the eaves of any building within a

radius of 50.00 meters.

c. Manufacturers/assemblers of boilers/pressure vessels/pressurized water heaters

shall stamp each vessel on the front head or on any other suitable location with the

name of the manufacturer, serial number, year of manufacture maximum

allowable working pressure, heating surface in sq. meters, and thickness of shell.

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3. Refrigeration and Air Conditioning

a) The effective temperature and relative humidity of the air to be used for

comfortable cooling shall be maintained at 20°Celsius to 24°Celsius and

50% to 60%, respectively, with 4.60 to7.60 meters per minute air

movement within the living zone.

b) Water from evaporators, condensers and other machinery shall be properly

collected into a suitable water or drainage system.

c) Ducts shall be constructed entirely of non-combustible materials such as

steel, iron, aluminum or other approved materials. Only fire-retardant

lining shall be used on the inside of ducts.

d) Access doors shall be provided at all automatic dampers, fire dampers,

thermostats and other apparatus requiring service and inspection in the

duct system.

e) Where ducts pass through walls, floors or partitions, the space around the

duct shall be sealed with fire resistant material equivalent to that of the

wall, floor or partition, to prevent the passage of flame or smoke.

f) When ducts or their outlets or inlets pass through firewalls, they shall be

provided with automatic fire dampers that automatically close on both

sides of the firewall through which they pass.

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P.D. 1096 - PHILIPPINE GREEN BUILDING CODE

The Philippine Green Building Code states that “the State shall safeguard and foster”,

in accordance with the rhythm and harmony of nature, the right of people to a balanced and

stable environment against the harmful effects of climate change. The GREEN BUILDING

Code aims to increase the quality of construction performance through an appropriate

collection of criteria that will improve sound environmental and resource management to

combat the toxic gasses that are responsible for the adverse effects.

Section 9. Performance Standards the GB Code shall be subject to the following performance

standards:

9.1 Energy Efficiency - Energy efficiency requires the adoption of efficient practices,

designs, methods and technologies that reduce energy consumption resulting in cost savings.

A. BUILDING ENVELOPE

a. General

As the humidity levels are very high in the Philippines, the unwanted

infiltration and humidity ingress into the spaces can cause additional load on

the air conditioning system and a detrimental impact on air quality. Buildings

must be planned and designed with specific details to ensure that air tightness

is maximized. Details should precisely include joints, service entry points,

windows and doors. The implementation of these measures requires only

increased attention to the construction details and it can be implemented at

practically no cost.

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b. Requirements

Buildings shall be planned and designed with:

a) Complete gaskets, weather-stripping, door bottom sweeps and seals

within and around window and door assemblies

b) Moisture protection on the surface of the external façade to reduce

vapor or moisture migration from external spaces

A. NATURAL VENTILATION

a. General

This measure will give building occupants the flexibility and

opportunity to use natural ventilation for free cooling and fresh air in

regularly occupied spaces. This measure will limit the tendency to

create glass sealed box type buildings. Size of each room and space

shall be consistent with the occupancy load of the NBC.

b. Requirements

Operable windows or balcony doors shall be provided in regularly

occupied spaces. The size of the opening shall be equal to at least ten

percent (10%) of the floor area of regularly occupied spaces.

A. BUILDING ENVELOPE COLOR

a. General

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 Light-colored building envelopes, especially the roof areas which are

the most vulnerable, can reduce heat transfer from the outside to the

inside of the building by having surfaces with high Solar Reflectance

Index (SRI).

b. Requirements

Building metal roof surfaces shall either be colored white or have a

minimum SRI of 70.

B. ROOF INSULATION

a. General

Insulation can help reduce heat gain in a building thus improving

thermal comfort, acoustic quality and reducing the load on the air

conditioning system.

b. Requirements

Buildings shall be provided with roof insulation so that the average

thermal resistance value (R-Value) of the roof is at least R-8.

C. MECHANICAL SYSTEMS

Air Conditioning System

Air conditioning typically accounts for more than fifty percent (50%) of total

electricity costs in a centrally air-conditioned building. Hence, the efficiency

of an air conditioning system is of prime importance. The heart of the air

conditioning system is the cooling system, typically chillers in large.

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Water Heating System

The use of energy-efficient water heating systems in buildings, by observing

minimum power performance requirements, will help reduce energy

consumption due to heating of water.

Variable Speed Drives and High Efficiency Motors

Variable Speed Drive (VSD) describes the equipment used to control the

speed of machinery by changing the frequency of the motor that is being

operated. Where process conditions demand adjustment of flow from a pump

or fan, varying the speed of the drive may save energy compared with other

techniques for flow control.

Enthalpy Recovery of Exhaust Air

When buildings have outside air or fresh air supply and extract system through

mechanical means, using heat exchangers can use the air extracted from the

building areas to precondition the incoming outdoor air. This process exploits

the fact that the extract air is usually already conditioned and therefore colder

and drier.

D. ELECTRICAL SYSTEMS

Daylight Provision

Buildings should be planned and designed to maximize the use of natural light

so as to reduce the use of artificial illumination.

Daylight Controlled Lighting System

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 Building interior perimeter zones exposed to daylight generally do not require

artificial lighting during the day. However, sub-optimal design and operation

of the building results in use of artificial lighting when not required.

Lighting Power Density (LPD)

Limitation of LPD will help to design the lighting system in the most efficient

way and reduce the lighting and cooling load in the buildings

Occupancy Sensors for Lighting Control

Occupancy sensors linked to lighting shall be installed in areas with variable

occupancy.

Elevators and Escalators / Moving Ramps / Walkways

Escalators / Moving Ramp / Walkway must be fitted with controls to

automatically reduce speed or stop when no traffic is detected. Elevators must

be fitted with mechanisms to reduce energy demand.

G. WATER EFFICIENCY

Water efficiency requires the adoption of efficient practices, plan, design,

materials, fixtures, equipment and methods that reduce water consumption

resulting in cost savings.

Water Fixtures

Efficient water fixtures include faucets, showerheads and water closets that use less water in

order to perform the same function of cleaning as effectively as standard models. Water

efficiency is an important aspect, especially as fresh water resources start getting depleted at

102
a rate faster than they are replenished. Use of efficient plumbing fixtures, sensors, auto

control valves, aerators, flow control and pressure-reducing devices, wherever possible, can

result in significant reduction in water consumption.

Rainwater Harvesting

Rainwater is one of the purest sources of water available. Rainwater from

roofs and hardscape must be collected and reused for non potable purposes.

Water Recycling

Recycled water from Sewage Treatment Plants (STP) shall be reused for non-

portable purposes.

H. MATERIAL SUSTAINABILITY

Material Sustainability governs all matters related to resource efficiency and

material selection and use with the least impact on the environment.

Non-Toxic Materials

Non-Toxic building materials refer to building materials without hazardous or

toxic chemicals that could cause Sick Building Syndrome (SBS) and

eventually lead to Building Related Illness (BRI).

I. SOLID WASTE MANAGEMENT

Efficient waste management requires the adoption of efficient waste

management practices and use of eco-friendly materials.

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Material Recovery Facility (MRF)

MRF shall be provided for the collection and segregation of solid waste

materials.

J. SITE SUSTAINABILITY

Site sustainability requires the adoption of planning, design, construction and

operation practices that minimize the adverse impact of buildings on

ecosystems and water resources.

Site / Ground Preparation and Earthworks

Site clearing, grading and excavation shall be planned at the start of

construction to mitigate pollution caused by erosion and sedimentation taking

into consideration existing endemic foliage as regulated by the DENR.

Open Space Utilization

The inclusion of green areas or landscaped areas for indigenous or adaptable

species of grass, shrubs and trees will help in providing more permeable

surface for the building development’s open space and thus allow the re-

charging of natural groundwater reservoir, control stormwater surface run-off,

cool the building surroundings, and provide indoor to outdoor connectivity for

the building occupants.

K. INDOOR ENVIRONMENTAL QUALITY

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 Indoor Environmental Quality requires the adoption of efficient design and

operation practices that take into consideration the building environment to

improve occupant health, productivity and safety.

Minimum Fresh Air Rates

The building's indoor environment can contain more contaminants many times

over than the outside. Various studies have shown that indoor air contaminants

can cause health disorders, through symptoms of SBS and BRI.

Designated Smoking Area

Environmental Tobacco Smoke (ETS) is one of the leading causes of

respiratory illnesses in building occupants. RA 9211, the Tobacco Regulations

Act, restricts tobacco smoking in public spaces and the prescription of

designated smoking areas inside buildings.

9.2 Water Efficiency - Water efficiency requires the adoption of efficient practices,

plan, design, materials, fixtures, equipment and methods that reduce water consumption

resulting in cost savings.

Water Fixtures

a. General Efficient water fixtures include faucets, showerheads, and water

closets that use less water in order to perform the same function of cleaning as

effectively as standard models. Water efficiency is an important aspect, especially as

freshwater resources start getting depleted at a rate faster than they are replenished.

Use of efficient plumbing fixtures, sensors, auto control valves, aerators, flow control

105
 and pressure-reducing devices, wherever possible, can result in a significant reduction

in water consumption.

Rainwater Harvesting

a. General Rainwater is one of the purest sources of water available. Rainwater

from roofs and hardscape must be collected and reused for non-potable purposes.

Water Recycling

a. General Recycled water from Sewage Treatment Plants (STP) shall be

reused for non-potable purposes.

9.3 Material Sustainability - Material Sustainability governs all matters related to

resource efficiency and material selection and use with the least impact on the environment.

9.4 Solid Waste Management - Efficient waste management requires the adoption of

efficient waste management practices and use of eco-friendly materials.

9.5 Site Sustainability - Site sustainability requires the adoption of planning, design,

construction and operation practices that minimize the adverse impact of buildings on

ecosystems and water resources.

9.6 Indoor Environmental Quality - Indoor Environmental Quality requires the

adoption of efficient design and operation practices that take into consideration the building

environment to improve occupant health, productivity and safety.

Designated Smoking Area

a. General Environmental Tobacco Smoke (ETS) is one of the leading causes

of respiratory illnesses in building occupants. RA 9211, the Tobacco Regulations Act,

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 restricts tobacco smoking in public spaces and the prescription of designated smoking

areas inside buildings.

10.2 Natural Ventilation

a. General. This measure will give building occupants the flexibility and opportunity

to use natural ventilation for free cooling and fresh air in regularly occupied spaces. This

measure will limit the tendency to create glass-sealed box-type buildings the size of each

room and space shall be consistent with the occupancy load of the NBC.

10.4 Roof Insulation

a. General. Insulation can help reduce heat gain in a building thus improving thermal

comfort, and acoustic quality and reducing the load on the air conditioning system.

10.6 Electrical Systems

10.6.1 Daylight Provision. General. Buildings should be planned and designed to

maximize the use of natural light so as to reduce the use of artificial illumination.

10.6.6 Transformer

a. General. The transformer shall be tested in accordance with relevant Philippine

National Standards (PNS) at test conditions of full load, free of harmonics and at unity

power factor.

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HISTORY OF AIRPORTS

Airports are one of the few uniquely 20th-century building types and the terminals

their defining piece of architecture. Early airports date from the 1930s but the bulk have their

origins in the post-war period. The tailor-made modern terminal began its life in the 1950s,

with notable prototypes such as the TWA Terminal at Kennedy Airport, New York (1956) by

Eero Saarinen, Turnhouse Airport Edinburgh (1956) by Robert Matthew and O’Hare,

Chicago (1955) by C. F. Murphy. These effectively established the typology of the terminal

as a split-level container handling arriving and departing passengers on different levels.

Today the airport has matured into a second generation and largely hybrid building

type. Modern terminals are no longer simple structures for the processing on to the plane of a

few hundred passengers per day. They are multi-level megastructures (four main levels at

Kansai in Japan by the Renzo Piano Building Workshop and five levels in the plans for

Heathrow’s Terminal 5 by the Richard Rogers Partnership) of check-in, lounge, leisure and

retail floors serving thousands of passengers an hour. The world’s busiest airports now handle

in excess of 60 million passengers a year, have considerable economic and environmental

impacts and provide one of the toughest challenges for today’s architects and space planners.

London Heathrow is a good example. In 1997 over 56 million passengers passed

through its four terminal buildings, many using the airport as a hub to other UK or European

destinations. Heathrow has enormous economic influence upon the western quadrant of

London, employing 62000 people (more than the City of Oxford) at the airport or in service

industries in the hinterland. Of these, half are employed in security in one form or another,

about a quarter in serving passenger needs directly and a further quarter in retail. As airports

expand (growth rate world-wide is about 6% per annum and 8-9% in the Asian region) they

take on the characteristics of cities. Leisure and retail sales at Heathrow now exceed the

108
revenue generated by the airline companies using the airport, leading to the situation where

the modern terminal has become rather like a shopping mall with a runway to one side.

The modern terminal is, therefore, a complex structure functionally, socially and

aesthetically. As more activities are added to enhance the passengers' experience and to

generate additional sources of revenue, the task for the airport designer becomes ever more

difficult. The key to good design is flexibility and legibility - the first in order to meet ever

changing marketing and operational needs in the terminal, the second to allow passengers to

steer their way through the often labyrinthine airport environment. As the envelope of the

terminal becomes larger, there is a growing need for designers to consider user needs as well

as those of the client. In contrast to 20 years ago, the majority of the world's airports are now

privately owned. They are highly profitable undertakings and airport authorities have become

expert at diversifying sources of revenue. In the process, passenger satisfaction levels have

declined, especially at airports such as Kennedy, Heathrow and Charles de Gaulle, which

developed mainly in the 1960s. Many recently built terminals have been constructed in

response to the poor conditions experienced in overcrowded facilities (e.g. Stansted and Chek

Lap Kok as relief for Heathrow and Hong Kong's Kai Tak). These new terminals mark a

change in approach in which the psychological and physical needs of the passenger are given

greater priority. Today's terminals tend to be lofty, spacious, well-lit containers where

tranquility and efficient movement sit side by side.

Bacolod Airport was an private airport owned and operated by Negros lloilo Air

Charter before Philippine Airlines took it over some 50 years ago. Because of this origin, the

original part of the airport including the whole terminal area are PAL's property. The

extension of tho runway was also undertaken by PAL in the initial years. The concrete

109
cement paving of the runway, taxiways and apron was said to have completed in 1967. Then

the runway development was succeeded by the DOTC, and the airport now has 1,958m long,

30m wide runway. The latest developments completed at the airport are the overlay of the

runway and taxiway pavements in 1993.

PAL constructed a part of the present terminal building in the early 1970. It consisted

of an existing departure area, an existing ticketing office formerly used as an arrival area and

an existing ATO office formerly used as ticketing office. The DOTC constructed the control

tower on the top of the terminal. In the mid 1980s, the building was extended to the south to

accommodate a cargo terminal. The existing arrival are is the latest addition to the terminal in

the early 1990s when the previous arrival area was renovated for the ticketing office. The

building, except the control tower, is still owned and maintained by PAL. The ATO presently

occupies the previous ticketing office for its administration office. There were two major

accidents at Bacolod Airport in the past. In 1988, a general aviation aircraft fall down shortly

after takeoff on the western side of the runway within the airport, and the pilot was injured.

PAL's B737-300 in 1994 ran off the runway, according to PAL, due to a hydroplane effect on

the wet runway. The left wing and left engine were damaged by the accident, but fortunately

there were no injuries.

New Bacolod Airport, which opened on 18 January 2008, is a new domestic airport

that was constructed from scratch on a 187ha greenfield site in Barangay, Bagtic, Silay City;

located 24km north of the 72-year-old existing airport that it has now replaced – also called

Bacolod Airport – in Bacolod City on Negros Island.

It generally caters to traffic for Negros Island - including Bacolod-Silay city - which

is one of the most populous cities in the Western Visayas region. Bacolod-Silay Airport

presently provides direct connectivity to 4 domestic destinations. The airport does not

110
currently operate any international flights, but is soon expected to commence international

operations. The airport was constructed as part of a major Philippine government transport

infrastructure development plan covering air, road and sea transport.

A. BEST AIRPORT IN THE WORLD

CHANGI SINGAPORE AIRPORT

With eight cargo terminals, five-passenger terminals, and three runways planned to be

ready in 2030 (Changi Airport Group, 2020b), Singapore International Airport offers value

propositions such as newness, airport performance, customization, design, and usability to

each customer segment. Daily airport operations and airside management serve thousands of

aircraft taking off and landing every day. Aprons, taxiways, baggage belts, safety inspections,

and other tasks relevant to in-and-out airport areas are delivered to the airlines. Creating

passengers’ experiences is the heart of the value proposition. The airport arranges attractions

for children to adult passengers and residents. Everything is laid out in green environments.

They include event spaces, indoor gardens, community spaces with seating areas, activities

for the family, an inflatable playground, entertainment zones, movie theaters, lounges,

Sesame Street exhibitions (Changi Airport Group, 2019, 2020a, 2020b)

The airport also provides Terminal Operations and Planning to serve passengers’

demands and innovate passenger experiences. Changi International Airport offers customized

and personalized services to enhance the experience of passengers of every age. The Changi

Lounge provides fly-ferry and fly-cruise passengers comfortable and seamless luggage

delivery. The baggage-transfer services are available from the airport on arrival to the local

maritime terminals. While waiting for flights or ferries, passengers can enjoy the lounge

facilities, such as showers, refreshments, seating areas, Etc. Furthermore, retail shops, dining

services, and to-go destinations are available in the departure terminals and the Jewel project

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within Terminal 1 (Figure 4). This project is a human-made destination that combines

gardens, attractions, over 500 retail stores, and more than 260 dining choices across the

terminals and Jewel Project, along with accommodations and aviation facilities to support the

airport’s operations. Engineering and Development provide a safe airport environment for

stakeholders. The Sky Train, boarding bridges, airfield lighting, capacity planning, and

terminal design are the values delivered to airlines, passengers, residents, and airport clients.

Because of its high safety awareness, the airport has been awarded by the International

Federation of Air Line Pilots’ Associations (IFALPA) for almost 40 consecutive years. For

these reasons, Singapore Changi International Airport offers baggage storage during

passenger layovers. It applies the Explosive Trace Detector (ETD) to scrutinize luggage for

safety and security (Changi Airport Group, 2019, 2020a, 2020b).

There are several customer segments involving airport operations (Figure 3). They

can be classified into the aeronautical customer segments: airline, airports, passengers, and

non-aeronautical customer segments. Thus, contrary to the conclusion said by Gillen (2011)

that an airport is a two-sided platform involving passengers and airlines, we argue that an

airport should be considered a multiple-sided platform. The customer segments of Singapore

Changi International Airport support this argument.

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 This unique airport serves businesses and passengers and pays attention to residents of

all ages as Changi regards itself operating as a transportation platform and, performing as a

destination (Hui & Wan, 2003; Lohmann, Albers, Koch & Pavlovich, 2009). Several business

activities beyond aircraft taking-off and landing, such as special events and holiday activities

are held to attract diverse customer segments. For example, the Changi Love Kid, this project

is arranged to serve the family segment. Such projects encourage residents to stay within

airport areas (Wu & Tsui, 2020). Because the company’s vision prioritizes customers, the

airport targets everyone from young children to the largest corporations. Changi has been in

the process of developing terminals with a variety of universal design programs, which

include facilities for disabled passengers as Changi posits itself as a user-friendly airport

(Dawes & Rowley, 1996).

B. SAMPLE OF AIRPORTS

1. Helsinki Airport Extension

Figure 6

The recently completed Helsinki Airport in Vantaa, Finland extension enhances the

functionality of the airport, which was constructed over several phases beginning in the 1950s.

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The departures and arrivals halls had to be moved to a new structure so that the terminal 2

departures hall could be converted into gate areas. The airport operator Finavia held a design

competition for the expansion and alteration of terminal 2 in 2016. Two separate volumes

make up the 43,000 square-meter departures and arrivals structure; the first is distinguished

by its wooden ceiling and the second by its blue hue. The first volume includes a multimodal

travel center in addition to the departures and arrivals halls, and the second volume includes

the spaces for security screening, customs, and baggage reclaim. The new building adheres to

the established logic of splitting the flows of departing and arriving passengers onto distinct

levels because it is immediately connected to the old one.

2. Te Hono – New Plymouth Airport Terminal

Figure 7

Te Hono, Beca Design Practice, New Plymouth Airport Terminal located in New

Plymouth, New Zealand. In order to develop a site-specific solution that specifically reflects

the Taranaki region that the airport serves, the local hap (subtribe), Puketapu, was invited to

join the design team for this huge project, which was intended to be a strong architectural and

cultural gateway. Six design narratives were chosen with The Ascension from the Earth;

Descending from the Sky being the main theme in order to depict significant ancestral tales in

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the structure of the building. It narrates the tale of Tamarau, a celestial creature who was

drawn to Rongo-ue-(a roa's terrestrial person) earthly beauty and descended to meet her. It

made perfect sense for an airport's design.

3. Nelson Airport Terminal

Figure 8

The Nelson Airport Terminal is a brand-new, large-span timber structure that overlooks

the runway in Nelson, New Zealand, against the breathtaking backdrop of Tasman Bay and

the Western Ranges. The need for a new terminal building resulted from the fact that the

1975 structure no longer complied with construction codes or operated effectively with the

growing number of travelers passing through Nelson. The goal was to create an airport that

served as a successful transit center, a secure place to conduct business, and aspirationally,

one that was distinctive to Nelson, connected to the surrounding landscape inside the

structure, and made considerable use of local materials. Natural ventilation and the use of a

mass timber construction in conjunction with a resilient seismic structural solution have been

selected as the two major solutions to meet the demand for an environmentally sustainable

design.

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 4. Mactan Cebu International Airport

Figure 8

In the Philippines, Mactan-Cebu International Airport (MCIA) is the second-largest

airport. A new Terminal 2 for international traffic is planned to complement the current

Terminal 1, which will be switched to domestic usage once T2 is complete, in order to

meet traffic demands. The new terminal was to be designed by Integrated Design

Associates; an architect firm based in Hong Kong. As the primary entry point to the

central Philippine region, MCIA is anticipated to undergo a transformation from a small

municipal airport into a top-tier international hub. The new Terminal 2 is initially planned

to accommodate 4 million passengers annually (MPPA), however it is predicted that this

number would increase to 8 mppa within the next ten years. The terminal's modular

design enables gradual expansion, and each fundamental building component is set up to

be as adaptable as possible to future change as possible. The new Terminal 2, as the

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 gateway to tourist resorts in the region, is designed to echo a resort-like feel while

function as a transport interchange. Its concept is contextual. Like a tropical grand

indigenous house in The Philippines, the terminal has a high pitch roof and low eaves to

fend off solar heat and glare. The uppermost structure is lightweight to withstand seismic

activity and its form is well braced against typhoons. The superstructure is made from

sustainable material and capable to be built by local craftsmen. The building exudes

simplicity and warmth to stand it apart from the institutional coldness typified by many

airports. The new Terminal 2 is designed to offer a new experience for passengers.

5. Hulunbuir Hailar Airport

Figure 9

The Hailar District in Hulunbuir, Inner Mongolia, is home to the Hulunbuir Hailar

Airport. One of the Top 10 Snowy Cities in China, Hulunbuir is renowned for having some of

the most breathtaking plains on earth. T1 Terminal has a built-up area of 7,600 m2. The need

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for an ever-increasing passenger volume for prairie tourism could not be met. It goes without

saying that the existing terminal has to be extended. An innovative architectural form was

produced - frame columns support the huge roof on the second floor by several double-V-

shaped diagonal structures. The boundary between vertical and horizontal interfaces is

eliminated by the structural integration of columns, ceiling and roof, to create a continuous

Mongolian-yurt-like space. This golden and white huge space also makes people feel like

they were in the sunny birch forest. An under-eave space with double height is created in the

landside system by the altitude difference designed between the south and north facades.

Clouds and herds, the typical local elements, are beautifully expressed by the elegantly

curved roof with bi-directional single-layer reticulated shells. A broad undulating and

rhythmic view are shown to the passengers in everywhere of this layering T2 Terminal space.

6. Madrid-Barajas Airport Terminal 4

Figure 10

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 Three kilometers north of the former Barajas terminals TI, T2, and T3 is where the

NAT (T4) is located at the International Madrid-Barajas Airport. The completed building

maintains the original architectural concept and responds to the detailed and complex

needs of the specification by organizing activity across three buildings. Due to

aeronautical factors including the size and position of the takeoff and landing runways,

the Terminal and Satellite buildings are separated (existing and new). A tunnel that passes

beneath the runways links the two structures. There are three voids on each of the tunnel's

two floors. The automatic people mover (APM) is located in the upper level's central

space, which has a 13-meter width, and two side areas with a width of about 10 meters

each for authorized vehicle circulation. The lower level's three identically sized spaces are

entirely dedicated to the automatic baggage handling system (SATE). Regardless of the

type of flight, all the passengers who use the NAT Barajas have to go through the

Terminal building as all checking-in and luggage collection are concentrated in here. The

use of the APM systems together with SATE allows the simultaneous movement of both,

luggage and passengers.

7. Kempegowda International Airport

Figure 11

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 The busiest airport in South India has been repositioned as a significant hub for

international passengers and cargo thanks to the expansion of Terminal 1. The airport's open,

welcoming environment is simple to navigate and can accommodate the growing number of

travelers using it thanks to a design that makes the curbside-to-aircraft passenger experience

quick and enjoyable. The building has an imposing, dramatic presence that melds perfectly

with the current terminal. The modern and old buildings are connected by a tastefully curved

roof, giving the airport a distinctive physical presence and aesthetic. Passengers and visitors

are shielded from the elements by the roof's undulating design, which creates a canopy. The

building's structural system consists of a monolithic base with graceful steel branches that

meet the structure above through a suspended ceiling.

8. Hamad International Airport Passenger Terminal Complex

Figure 12

The terminal features 41 unrestricted contact gates and serves as the nation's flag

carrier, Qatar Airways. The famous terminal leaves a lasting impact on visitors because to

expressive architecture that is based in its surroundings. The airport pays attention to the

country's rich cultural heritage and natural surroundings while maintaining a

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contemporary aesthetic to reflect Qatar's continuous expansion. The striking, curved

architectural silhouette conjures images of sand dunes and ocean waves to powerfully

convey Qatar's position as a global hub. The longest concourse features a massive wood

ceiling that contrasts with the modern metal and glass surfaces by visually adding warmth.

Other concourses have vaulted metal ceilings that resemble the sloping roof. The

expansive hold rooms, quiet rooms, passenger activity hubs, and 17 airline lounges are all

encased in glass. Natural light and breathtaking views of the setting desert are provided

by skylights and interconnecting glass "zippers" in the ceiling.

9. John F. Kennedy International Airport

Figure 13

The constructed terminal, a three-level structure with a capacity for seven million

people annually, restored JFK's position as the premier entrance to North America. The

structure embraces efficiency and utility as thrilling parts of the travel experience and was

at the time of its completion regarded as a model terminal for the twenty-first century.

The steel and glass structure is reminiscent of earlier major civil transit hubs. Light is

allowed in through a sweeping roof with linear skylights, resulting in significant energy

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savings. Two-level highways have been added (one for pick-ups, one for drop-offs),

which makes it easier for traffic to move freely outside the building. Passengers can

easily navigate the sizable terminal thanks to updated signage and a clean layout inside.

10. Amsterdam Airport Schiphol Terminal

Figure 14

Through architectural clarity and spatial openness, KAAN Architecten's terminal

design considers functionality and urban integration. In addition to the 50 million

passengers being handled by the current airport each year, the new terminal will

accommodate 14 million passengers. The main motivators for KAAN's spatial

arrangement and facade design were proximity to the plaza, the railway, and the

possibility of future extensions. Passengers will have a clear awareness of their

surroundings both within and outside the terminal thanks to the usage of glass. Baggage

claim and check-in are located on a raised platform in the center of the structure.

Passengers will enter this room with a high ceiling and panoramic views of the entrance

hall as well as above latticework that will enclose the Dutch sky when they arrive at

check-in. The impressive greeting hall that extends over the elevated plateau will be used

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by departing travelers. The ecological aspects of the design will be highlighted with wood

floors and vegetation positioned beneath light wells.

11. Shenyang Taoxian International Airport

Figure 15

One of the major airports in North China is Shenyang Taoxian Airport, and the new

T3 will not only boost the airport's capacity for air travel and the caliber of its services but

also its integrated transportation system. Additionally, it will improve the investment

climate, increase economic exchange, and support quick economic growth and

development in the Northeast's ancient industrial base. The passenger-friendly design

philosophy, meantime, has a powerful demonstration effect and will influence terminal

design in the future.

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 12. Guelmim Airport

Figure 16

Three kilometers north of the city, the new Guelmim airport is integrated within an

existing military facility. The project's goals were environmental management, simplicity,

efficiency, and extensibility, which are requirements for an airport's long-term viability.

With this goal in mind, the building's construction was planned in two stages, resulting in

a linear design that runs parallel to the runways. The project's key challenge was to

provide as much natural light and ventilation as possible without using expensive

technical equipment, while also maximizing the view of the surrounding area to

encourage user mobility and flow through the structure. The terminal structure is made up

of two double-height halls that house the waiting rooms, protecting them from the

elements with large overhangs and a light-filtering façade on one side and the landscape

and the runways on the other. The patchwork of perforated panels that make up the low-

emissivity metal filter draw the shadow and color the light, softly evoking regional design

trends. A patio on top of the long main structure, which is sandwiched between the duty-

free and bond zones, lets natural light into the building's interior.

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 13. Zhengzhou Xinzheng International Airport

Figure 17

Zhengzhou Xinzheng International Airport's Terminal 2 is located in the eastern

part of the terminal area, 270 meters from Terminal 1's closest point and northeast of it. It

is perpendicular to the airport entrance entry and located at the end of Yinbing Road.

Terminal 2, Terminal 1, and the upcoming Terminal 3 enclose a plaza. The main building,

the concourses in the southeast, northeast, southwest, and northwest, as well as the

internal link concourses, are all included in T2's X-layout. It is a four-story structure that

houses both domestic and foreign travelers. Phase 2 of Zhengzhou Xinzheng International

Airport is being planned with the most recent lessons learned from large local and

international airports. Following the design principle of establishing an integrated

transportation system, an airport ground transportation center is constructed concurrently

to create a transportation hub for the Central Chinese city group, with high-speed trains,

intercity railways, urban rail transit, speedways, and other modes of transportation all

entering this hub.

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 14. Taiwan Taoyuan International Airport

Figure 18

UNStudio's plan breaks the airport typology that relies on a "excessive and

monotonous use of space," generating efficient, short walking distances, guided by

natural wayfinding, and needs to accommodate over 45 million people yearly. Because of

the terminal's modest footprint, prefabricated components can be quickly assembled,

which helps the project be done well. A sequence of spaces privileges the comfort, ease

of use and orientation of the airport users, defining the unique “place” of the terminal.

The different micro-climates are defined by environmental conditions such as daylight,

humidity, temperature and air flow according to the program of each zone; an outer and

inner shell work together to ensure the performance of these spaces. Vegetation, media,

art and Taiwanese culture constitute the integral elements of these different zones,

solidifying their identity.

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 15. Regeneration of Taoyuan International Airport

Figure 19

The regeneration's objectives included expanding the terminal to meet those needs

without demolishing the current building and re-establishing a new main entrance for the

nation. This made it possible for the project to maintain historical continuity. Thus, the

goal to combine the ancient with the new was one of regeneration. A five million

passenger per year estimate was made for the old Terminal 1. However, a plan to

accommodate fifteen million passengers yearly was necessary due to the ensuing

significant expansion in passenger numbers. In this project, a technique was developed to

widen the area without adding any new floors while also seismically strengthening the

structure of the existing Terminal 1 by framing the big roof—which included the outdoor

terrace that guests could not access—on both wings. The terminal's distinctive diagonal

pillars, which lined the external walls of the prior facility, were incorporated into its

interior in this way. As a result, these pillars were changed from being the dominant

outside aspect of the internal area.

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 16. Heydar Aliyev International Airport Baku

Figure 20

The Heydar Aliyev International Airport in Baku, the nation's capital, will soon

launch its new terminal. The renowned Autoban company from Istanbul created the

interior architecture and experiential design for the iconic terminal. The contemporary

interiors, which bear all the hallmarks of the multidisciplinary studio's experimental,

genre-defying style, challenge airport standards of impersonal service and vast spaces.

The Red Dot-winning design by Autoban, which was inspired by Azerbaijani hospitality,

encompasses all of the terminal's passenger areas and features eye-catching, specially

built wooden 'cocoons' that foster a sense of welcome and exploration as well as

possibilities to either mingle or retreat.

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 17. Shenzhen Bao’an International Airport

Figure 21

The design of Terminal 3 at Shenzen Bao'an International Airport is inspired by

the manta ray, a fish that can breathe, change its shape, go through transformations, and

transform into a bird to commemorate the emotion and imagination of flying. The internal

and external double "skin" honeycomb motif that encircles the structure is the plan's

symbolic component. The "skindouble "'s layers allows natural light to enter, which

produces lighting effects inside the interior spaces. Metal panels in the shape of alveoli

and glass panels of various sizes that may be partially opened make up the cladding.

18. Shanghai Pudong International Airport

Figure 22

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 The planned Terminal 1 is a two-story linear structure with a central hall that is

400 meters long and 170 meters wide and connects to the embarkation gallery, which is

1400 meters long and has 28 spots for touch planes, via glass footbridges. Approaching

travelers can see the winged aspect of the terminal buildings and elevated highways that

curve over the sea. Aside from that, the "Middle Kingdom's" growing economic might is

symbolized by this new airport in China.

19. Hanoi’s Noi Bai International Airport

Figure 23

When heads of state and dignitaries arrive or depart from Hanoi, the lotus flower-

inspired design with its signature petal-shaped pavilion roof will give a formal welcome.

The welcome hall, state lounge, and president lounges will constitute the heart of the new

VIP Terminal's octagonal geometry, while the VIP lounges and event spaces will make

up the angled portion of the periphery. After the break, more pictures and an explanation

of the architects. The Lotus Pavilion rises from the landscape element of a reflection pool

to highlight the pure form of the recognizable petal-shaped pavilion roof, much like the

lotus flower, a cultural emblem of Vietnam. Each layer of this construction is a dynamic

form element that plays with surface, shape, or support. The roof, which has an arching

130
petal shape and peels away at the top to reveal supporting truss ribs that connect in the

middle in a crisscross pattern, ends in a six-segmented vaulted-dome structure.

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DESIGN PHILOSOPHY

Esteves, Joineen M.

“Less Is More”

-Architect Ludwig Mies van der Rohe

Architecture is more than just an assemblage of various elements to create a masterpiece.

Most of the time, we tend to put components that has zero contributions to the design itself

but rather for the aesthetics. I believe that when a design focuses solely on what matters; its

needs and the constituents that serve its purpose, the more effective it becomes.

Pizarro, Daenna Miles T.

“Form and Function are One”

-Frank Lloyd Wright

In design, the purpose and function of a structure is what matters most; this is where

everything roots from. Thus, I believe that the form of a building should be one with its

function. The lone basis of a design is influenced by the reason of why it is created in the first

place. Both of these components should be considered as one.

Villamin, May Reynel Anne

"Architecture is a product of the culture that it was designed for."

At its core, architecture exists to create the tangible environment in which people live;

nevertheless, architecture is more than simply the built environment; it is also a component of

our culture. It represents how we view ourselves as well as how we see the world.

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