PROPOSED INTEGRATED MARINA CENTRAL OFFICE

AND TRAINING COMPLEX

A Thesis Presented to the

School of Architecture, Industrial Design & the Built Environment
Mapua Institute of Technology

In Partial Fulfillment of the Requirements in Architectural Design 9/ AR200/ AR200S

for the Degree of BACHELOR OF SCIENCE IN ARCHITECTURE

Presented by

Cruz, Kristiana Louise E.

2010122514

Architect Junar Pakingan Tablan, uap, MSAE

Adviser

December 2014

TABLE OF CONTENTS
_______________________________________________________________________________
Part I.
The Problem and Its Background
Chapter I.1

General Overview
Introduction4
Background of the Study.4
Statement of the Problem..4
Project Goals, Objectives and Strategies5
Significance of the Study5
Scope and Limitation.5
Assumptions..5
Conceptual Framework6
Definitions of Terms.6
Acronyms6

Chapter I.2

Review of Related Literature and Studies

Related Literature..7
Related Studies/ Projects.10

Chapter I.3

Research Methodology
Research Design19
Population and Sampling..19
Research Instruments.20

Chapter I.4

Summary of Findings and Analysis

Presentation of Collected Data..20
Need Analysis..25
Qualitative or Quantitative Analysis.26

Chapter I.5
Part II.

Conclusions and Recommendations...31

Research Focus

Chapter II.1

Rationale.32

Chapter II.2

Principles and Relevance to the Project.33

Chapter II.3

Application to the Project..34

Part III.

Site Identification and Analysis

Chapter III.1 Site Selection Process

Criteria for Site Selection.34
Site Option Description.35
Site Selection and Justification.38

Chapter III.2 Site Evaluation and Analysis

The Macro Setting38
The Micro Setting..40
Related Laws and Ordinances.60

CHAPTER I.1 GENERAL OVERVIEW

I.1.1 Introduction
The Proposed integrated MARINA Central office and training complex aims to answer the
problems of the existing office in terms of space and design. The proposal also seeks to provide
the best strategic location of the new building so as to provide convenience to the people it will
cater and also to a way to provide the adequate and improved training facilities.

I.1.2 Background of the Study

The Philippines holds the greatest number in terms of the population of overseas workers. The
overseas workers are classified into two: land-based and water-based.
According to the Philippine Overseas Employment Administration (POEA), the Philippines is the
worlds main supplier of seamen since 1987, making the Philippines the manning capital of the
world. It is also cited that a figure of 280,000 students who graduates every year are products of
a maritime school which only shows the continuous production of the country for Filipino seafarers.
It is also recorded that the current population of Filipino seafarers are around 400,00 wherein more
than half of them are working at sea at any time of the year.
The Maritime Industry Authority (Pangasiwaan ng Kalakalang Pandagat) or also abbreviated
as MARINA is a government office under the Department of Transportation and Communication
(DOTC). MARINA office has two branch wherein one is located in Cebu City and the other, which
is the main office, and will be the focus of this study, is located in Manila, Philippines. The existing
MARINA office leases five floors of Parkview Plaza building, a commercial building, located along
Kalaw Street, Manila. MARINA is responsible in producing legal documents and certificates of
Filipino seaman as well as to promote and regulate the maritime industry in the Philippines. Added
to the departments responsibility is the full authority of heading the marine deck and engineer
licensure exams which is to be practiced from the start of September 2014. The department also
has power in developing and regulating all trades and transactions at sea which also includes the
operation of vessels and management of shipping yards and lines.
I.1.3 Statement of the Problem
With the presented data above, it is a fact that the Philippine maritime industry needs a
more improved facility to properly cater the increasing population of the Filipino seafarers. The
research is conducted to address the following problems cited above.
As the research carry on, it is needed to specifically address the following questions:
1. Why is there a need to develop the proposal? How can the proposed new MARINA
building provide solutions being addressed on the study?
2. What are the architectural design considerations necessary in order to plan a facility or
structure for the users of the proposed building?
How can the architecture of the project provide ease for the beneficiaries?
3. What are the space requirements of the proposed building?
4. What are the existing conditions of MARINA that does not comply in the international
standards?
5. Where is the best site for the proposal?
6. How many people are being observed and catered in this study?

I.1.4 Project Goals, Objectives and Strategies

Goals
This research is to create and promote a structure mainly for the office dedicated for the
countrys maritime industry. It also seeks to create improved facilities and introduce innovations
mainly to enhance the experience of those who will be using the structure. The goal of this study
is to seek, determine and be able to point out the problems present in MARINA and to rectify
them accordingly through a thorough study and design of the spaces of the proposed new
MARINA Building and to be able to incorporate a green and sustainable design so as to be
inclined to the environment and as an advocacy as well.
Objectives

To study the spaces of the existing building and incorporate new and improved spaces.
- conduct a case study on the current MARINA building

To train and upgrade the country's maritime manpower resources through upgrading and
specialization of facilities

To assess the most appropriate site for the new structure

- conduct a survey about the most convenient site for the primary users
- conduct a case study in the possible sites of the new structure

To introduce new spaces and innovation for improved experience in the structure.

I.1.5 Significance of the Study

This study will be a significant endeavour that will provide a well-planned detail for the
improvement of the MARINA building that will aid not only the staff of the department but the
correspondingly the maritime community. Moreover, this study suggest empirical ideas on how to
implement effective architectural planning that would greatly help the department, specifically,
suggesting a more accessible and convenient planning to facilely regulate the flow of operation.
Furthermore, this study also highlights the concept that with the application of effective
architectural planning, the structure shall guarantee the proper security of the building and to the
market it serves.
I.1.6 Scope and Limitation
This study is limited to provide an improved architectural plan for a new MARINA building.
This includes the analysis for the best location of the building as well as the enhancement of the
buildings security and flow of people which can be answered through a strategic architectural
planning. This study also aims and is limited to provide complete facilities that will enable the
office to function to its full extent specifically to its responsibility to provide service for the Filipino
seafarers and also to provide facilities that will help the department to make an additional
revenue.
I.1.7 Assumptions
The results of the study will confirm the need to develop the proposal. It will verify that the
structure will not only be beneficiary to the Filipino seafarers but also the government and the
Filipinos who are also into the maritime industry.Through intensive research, important data are
also expected to be learned by the researcher and provide a more realistic proposal.
This project will be of huge significance to the improvement of the flow of the processing of
papers of the seafarers. It will also provide the proper and necessary accommodation when they

wait for their papers to process. There shall be no more long and ridiculously overnight lines that
will be discussed later.
The project will not cause significant, negative changes in the vicinity; one of which is traffic
congestion. The project will not cause any major traffic congestion since, according to the
conducted survey, most of the target users do not have vehicles and therefore rely on public
transportation only, which shall be provided proper and adequate drop offs in the Site
Development Plan. The site is also away from intersections which are critical points to traffic
jams.
In brief, this project can greatly improve the wellness, self-esteem, education, skills, and
over all well-being of every Filipino seafarer.
I.1.8 Conceptual Framework

I.1.9 Definitions of Terms

Maritime of or relating to sailing on the sea or doing business (such as trading) at sea
Seafarers - A sailor, seaman, mariner, or seafarer is a person who navigates waterborne
vessels or assists as a crewmember in their operation and maintenance.
I.1.10 Acronyms
MARINA Maritime Industry Authority
DOTC Department of Transportation and Communication
POEA Philippine Overseas Employment Administration
STCW - Standards of Training, Certification and Watchkeeping
NMP National Maritime Polytechnic
SOLAS Safety of Life at Sea
SOP Standard Operating Procedure

SIRB Seafarers Identification and Record Book

TUCP Trade Union Congress of the Philippines
CHAPTER I.2
REVIEW OF RELATED LITERATURE AND STUDIES
I.2.1 Related Literature
Marine deck and engine licensure exams to be headed by MARINA
Last March 2014, MARINA administrator, Dr. Maximo Q. Mejia Jr. confirmed that through
the approval of Republic Act No. 10635, the authority of conducting licensure exams for marine
deck and officers has been transferred from the Philippine Regulatory Commission (PRC) to the
office of MARINA. R.A. 10635 was signed and approved by Rep. Jesulito Manalo, Angkla party- list
representative, Senate President Franklin Drilon and President Benigno Aquino. It was stated in the
law that, all powers, duties and functions of PRC on examination, licensing and certification
system for marine deck and engine officers as provided in RA No. 8544, otherwise known as the
Philippine Merchant Marine Officers Act of 1998, shall henceforth be exercised by MARINA. The
implementing rules and regulations will be issued six months from the day of its implementation
which marks on September 2014. The act aims to establish MARINA as the single and only maritime
government office to practice its responsibility to its fullest extent.
COA requires MARINA to have its own building, as office rentals ballooned to P368M

Fig. 1 Parkview building that

houses the MARINA office
The Commission on Audit questioned the rental fee of Maritime Industry Authority (MARINA)
as it ballooned to the amount of P368 million pesos from the start of its office since 1974 up to
March 2012.
MARINA is renting five floors of the former Masagana Superstore in Parkview building located
at Taft avenue. It started renting with only one floor in 1974 wherein the annual rental fee costs P
1.484 million with an imposed ten percent increase every year. Their office have to be relocated in
its current location due to the fire that hit MARINA in their former office in PPL wherein they spent
P93 million pesos for leasing from year 1974 to 2007. Since the incident happened, MARINA has
transferred and continued their work in the Parkview building where it also houses the Metropolitan
Trial Court, Savemore supermarket, a maritime training center, a lotto outlet, cellphone store,
bakery and a used clothing store.

The memorandum that was addressed to the MARINA Administrator reads that with the total
amount of money the department spends for renting, MARINA could already have a building of
their own.
Filipino seafarers leads the world marine community with 35-40% account
With a number of 400,000 Filipino seafarers deployed at sea, Philippines topped the chart as
the country with greatest number of seamen. The Filipino seafarers continually increases the money
that they sent home to the country which is estimated to be $2.501 billion. According to Trade
Union Congress of the Philippines (TUCP) secretary general and former Senator Ernesto Herrera,
Foreign employers find Filipino sailors quick learners, and easier to train compared to other
nationals. This may be due to their superior instruction here, apart from their ability to understand
English. This just shows that the Filipino seafarers are well-competitive in the industry and are
flexible kind of workers. This statement from Senator Herrera also shows that the maritime schools
and training centers are still in line in world-class standard of maritime training. With these number
gathered, it is in right term to provide world-class facilities as a vital element in the value formation
of world-class seafarers.
Filipino seafarers letter to the President
The Philippine maritime community raise
their voices on calling out President Benigno
Aquinos
attention
regarding
the
incompetence of MARINA. The United Filipino
Seafarers (UFS) leads the complaint in behalf
of over 400,000 Filipino seaman who had
enough of the low quality facilities of MARINA
and as well as its management. One of the
things that they pointed out is the hardship
they experience in getting certificates and
other legal documents which acquires at least
Fig. 2 - Ralliers infront of MARINA
two days. With the great amount of money
that they bring to our country, these group of
hardworking men wants to receive the proper treatment even at least, in their applications and
issuance of certificates, which is currently a big ache into the heads of these seamen. According to
them, since the current MARINA President Dr. Max Mejia was placed into seat, the management
inside MARINA was worse than ever and can lead to the incompetence of the Filipino seaman when
at sea.

MARINA being sued for long lines

Fig. 3 Filipino seafarers sleeping outside MARINA

Seeing a number of men sleeping outside a building along Taft Avenue is no longer a new
scenario to anyone who will be passing by the area, but this still remains an issue not just to the
people involved but to the government as well. These men shown in the picture are Filipino
seafarers who are applying for COP, an essential document for every seafarer. In order to avoid
the greater volume of people for the next day, these men sacrificed sleeping outside the MARINA
office as early as 7 pm to be able to get first in line the next day 7 am as the office opens. Most of
them are living outside Metro Manila, some as far as Cotabato City, but has to come to the office
to process their papers in order to work at sea.

Remittances from Filipino seamen to hit $5.5B

TUCP gave a new statistics showing the increase in the amount of remittance being brought
to our country by Filipino seafarers aboard foreign vessels. From the previous $2.746 billion, the
remittances showed up to be 8.84 percent higher than last year, expecting it to hit $5.5B until the
end of 2014. Remittances from Filipino seafarers increased twice compared to the land based
Filipino workers abroad. From January to June, Filipino seafarers sent home $223 million more
than last year and the growth was due to boost in hiring, TUCP said in a statement. TUCP stated
that most of the Filipino sailors were deployed to the United Kingdom, Germany, Norway, Greece,
and the Netherlands. Some of the increase may also be attributed to rising inflation here at home,
prompting sailors to send more money to their families to enable them to cope with the surge in
food and other consumer prices, TUCP noted.
The top 10 sources of remittances from Filipino sailors in the first semester of 2014 are as
follows: the United States ($1.326 billion); the United Kingdom ($237.583 million); Germany
($194.844 million); Norway ($183.529 million); Japan ($149.295 million); Greece ($141.452 million);
Hong Kong ($123.084 million); Singapore ($110.194 million); The Netherlands ($45.726 million);
and Italy ($23.511)

I.2.2 Related Studies/ Projects

Local
Far East Maritime Foundation, Inc.

Fig. 4 - Simulation Room

The Far East Maritime Foundation, Inc. was established in year 1992 with its goal to provide
high standard training and facilities as an aid in the formation of world-class seafarers. The
company started with one room to start providing maritime training services which later on
expands south through its first branch in Cebu, making it the first training center in the countrys
south.
Far East in one of the pioneer maritime training centers in the Philippines which has two
locations, one in Manila and the other in Cavite City. Their training center in Manila focuses more
on lectures and indoor training sessions such as simulation and first aid training. It also includes
lecture rooms and their main office. On the other hand, Far East Cavite branch provides training
facilities for SOLAS training (Safety of life at sea training) which is more on outdoor activities.
Their Cavite branch happens to be located near the sea which made way for the company to
expand their training program. Far East Maritime Foundation, Inc. acquired ISO 9002 certification
from BVQI in year 1999 and was given a re-accreditation in year 2001. It also has its promotion
in years 2003 and 2008.

10

Fig. 5 - Outdoor pool

Far East offers outdoor trainings wherein students, mostly maritime students and seafarers, are asked
to do SOPs when in water. A swimming pool, which is a more controlled and safe training facility than an
open sea training, is built together with other training equipment. This kind of training is called as SOLAS
which is undertaken by anyone in the maritime industry in an interval of five years.

Fig. 6 - Lecture rooms

However, most trainings are still being conducted in a closed and indoor facility like that
of a classroom. Providing the trainees with a lecture room that is conducive to learning can give
them more eagerness to do trainings since they are undergoing numerous trainings before and
after working at sea.

11

National Maritime Polytechnic

Fig. 7 - NMP Administration Building

Fig. 8 - NMP Training Building

Through the virtue of Presidential Decree No. 1369, the NMP was established on May 1,
1978, to answer the countrys need for a maritime training center. It had its biggest expansion in
1980 upon owning a 17-hectare lot in Cabalawan, Tacloban City. The NMP is placed under the
Department of Labor and Employment (DOLE) due to the power of executive order no. 126. NMP
Phase One consists of the Administration, Training and Generator buildings where the donated
simulator equipment and references are located. Some of the courses offered under NPM are the
following: PSCRB (Proficiency in Survival Craft and Rescue Boat other than Fast Rescue Boat),
MARPOL Annex 1 and 2, PADAMS (Prevention of Alcohol and Drug Abuse in the Maritime Sector),
PSSR (Personal Safety and Social Responsibility), and SHAPIMS (STD,/HIV/AIDS Prevention in the
Maritime Sector).

12

Fig. 9 Along Maharlika Highway

This is a closer picture of NMPs entrance wherein the first building to be seen is
the agencys administration building. Most of the spaces in this building are the offices wherein
documents and certificates are being processed. NMP is a closed community wherein the
buildings are divided from the offices, training complex, and maritime institute.

Fig. 10 NMP Administration building facade

National Maritime Polytechnic has a wide range of responsibilities when it comes
to the Philippines maritime industry. The agency is divided into three major tasks: assessment,
training and research. In order to make a full work potential, the agency was put into a closed
and controlled community wherein buildings are divided according to its task which makes it
convenient to both employees and clients. NMP is the only government agency that provides
complete maritime training facility including open sea trainings. The agency is in cooperation with
TESDA, PRC and MARINA-STCW Office, the same agencies that is related to MARINA. According
to NMP, a branch of the office was establish in Manila in order to give convenience to the Filipino
seafarers who would like to be catered by their agency however, their office in Manila provides a
limited facility compared to their main office in Cabalawan, Tacloban City.

13

Fig. 11 NMP Simulator room

Fig. 12 Seafarers undergoing training in the simulator room

All seafarers gets a chance to be inside a simulator room. The simulator room is
a resemblance of a ships control and navigation room wherein most of the tracking devices,
direction preferences, ships status and other navigation equipment are placed. In this training,
seafarers are trained on how to navigate the ship even under circumstances and to teach them
how to operate the equipment in the room. Flat screen televisions are placed around the wall of
the simulator room where it shows a scenario like that in the sea. This interactive scenes are
being controlled by the training instructors to test the seafarers.

14

Fig. 13 Open sea training at NMP

Fig. 14 Training Facility of NMP

As shown in figure 12, NMP is located near the San Juanico bridge which is a
main and famous transport mode in Tacloban City. This just shows on how convenient and
accessible is NMP especially for the clients who are only new to the area. The open sea training in
NMP is done in San Pedro and San Pablo Bay which is extends until Marabut, Tacloban City. Open
sea trainings such as open fast rescue boat training are done every five years for every seafarers.

15

Foreign
Singapore Maritime Academy Singapore Polytechnic

Fig. 15 - Engineering
Workshop room

Fig. 16 - Machinery
Simulator room
The Machinery room shows a resemblance of a ships engine and machinery room. Through
this, students and trainees will be able to be more familiarize to the different equipment, making
them more competitive in doing their work at sea.
Maritime industry also includes maritime engineering wherein most of the people in this field
are in charge of the ship engines maintenance, navigation and upgrading.

16

Fig. 17 - Marine workshop

room
The Singapore Maritime Academy was established in 2000 as the product of the merging of
Maritime Technology and Transportation Department of the Singapore Polytechnic and the
National Maritime Academy (NMA) of MPA. It is mainly concerned on the maritime industrys key
areas in navigation, marine transportation and marine engineering. SMA offers advanced facilities
and spaces to comply with the courses they offer to the people. This makes SMA as the pioneer
in offering maritime services in Singapore. Some of the facilities created in the SMA building are
the Engineering workshop room, machinery simulator room, marine workshop room,
Thermodynamics laboratory, Full bridge simulator room which are all of world-class standard and
are not being offered in all training centers.

Fig. 18 Simulator room

17

Fig. 19 Maritime Gallery

The function and work of Singapore Maritime Academy or Singapore Polytechnic is somehow
similar to the National Maritime Polytechnic of the Philippines. They are also in-charge in
assessing, research and training their countrymen who are in the maritime industry.
Australian Maritime Safety Authority, Canberra

Fig. 20 - AMSA Building Facade

The Australian Maritime Safety Authority (AMSA) was established in 1990, and governs and
oversees the shipping fleet and management of Australians international maritime obligations,
these obligations may are providing operation and maintenance as navigation aids. It also
ensures safe operation of vessels on Australian territory. Part of its obligations too is to
administer certification of seafarers and provide maritime distress and safety communications
network. Some of its other functions are rescue operations and other functions that are legislative
in nature. In summary, functions of the AMSA are both field operational and office-based in
nature.

18

Fig. 21 AMSA Search and Rescue Office

These offices require equipment that aid marines in navigation and guiding cruising ships.
Also, part of the functions are for the registry of seafarers; spaces that are adequate for the
accommodation of seafarers that are to register must also be considered. On the other hand, the
other function of the AMSA can be dismissed; as a field operational station, for the main function
of the proposal in this study are for office-based functions in nature only.
However, AMSA is more dedicated in the maritime safety which adds another department in
their office, the search and rescue department. Equipment in this office are provided to full
monitor seafarers state while at sea as well the ships. In the recent MH370 loss, AMSA was one
of the offices that cooperated in tracking the lost plane.

CHAPTER I.3

RESEARCH METHODOLOGY

I.3.1 Research Design

This study is designed to provide a representation of feedback of the concerned individuals to
support the proposition for need of the study.
A combination of methods to derive a credible and authentic result was used by the researcher
for this study. These methods are survey, case study, interview and research of facts and figures.
Random sampling was applied in most of the method one of which is for the method of survey.
The researcher picked 50 respondents as a representation of the entire population of the concerned
individuals with the same variable that is their involvement in the Philippine maritime industry.
Moreover, the researcher also conducted a case study as a strong support to the first method
that was used, which presents empirical evidenced such as photo documentation. This method
made the researcher familiar with the spaces that is present in the current MARINA building.
I.3.2 Population Sampling
The target population of this research includes seafarers, maritime students and graduates,
MARINA employees, maritime training center owner and employees and maritime manning agency
owner and employees. Listed below are the groupings of the individuals and the number of
respondents for each group.

19

Table 1
Respondents grouping and population
1
2
3
4
5

Seafarers
Maritime Students / Graduates
MARINA Government Employees
Maritime Training Center Owner / Employees
Maritime Manning Agency Owner / Employees
TOTAL

36
16
4
3
3
62

I.3.3 Research Instruments

The researcher used a questionnaire that is divided into three parts for three different types
of market. The first part contained questions that are only intended to be answered by seafarers,
maritime students, graduates and others who works at sea. The questions dedicated for the first
type of market are made to know their experience as a client of the MARINA office, and to know
how the architecture of the building affects the process that they undergo every time they visit the
office. The second part of the questionnaire intends to find out the planning of training centers
based on the employees and owners feedback regarding its spaces. Since the proposed new
MARINA building will allot leasable spaces for training centers, the researcher had to know the
standard spaces that are needed for a properly planned training center. The last part of the
questionnaire is made to know the working experience of the MARINA employees in its current
building. As the main users of the building, it is of much importance to know which departments
are lacking proper spaces and planning which can highly effect the work performance of ther
MARINA employees.
The questionnaire was executed in two ways, the face-to-face survey and an online survey.
Out of the two ways of how the survey was given, a greater number of response were collected
from the face-to-face survey. It is due to a greater market present in a single setting that a greater
number of data was collected rather than a selected market through the online survey.
Apart from the questionnaire, a site visit was also conducted by the researcher. In the said
visit, the researcher personally see the spaces of the current building and made an assessment on
each in line with the proper planning of spaces. Pictures were gathered as a proof of the existing
conditions of the MARINA building which is vital in further assessments and process of this study.
CHAPTER I.4
SUMMARY OF FINDINGS AND ANALYSIS
I.4.1 Presentation of Collected Data

Google.com

20

Fig. 22 Masagana Superstore

The figure above shows the old function of the Parkview building as a supermarket which
was called the Masagana Superstore. This shows that the building was designed for commercial
purposes that is not in line with its current use as the MARINA office. Presently, MARINA is
renting the building with a monthly rental of PHP 3.50 million.
Case Study

Fig. 23 Faade of MARINA bldg.

Located along Taft avenue corner Kalaw St., Manila is the Parkview building, a commercial
building wherein one of its tenant is the agency of MARINA. Far from its previous use, the Parkview
building now houses the Metropolitan Trial Court, a supermarket, fast food chain and commercial
stalls. Those listed are the facilities and offices that seizes the office of MARINA therefore, like the
other tenants, limit its full potential for being an ideal working space.

Fig. 24 Along Kalaw Street

Fire exits are located on this side of the building which is not in compliance to the present
standards indicated in the Fire Code of the Philippines. Utilities and other hazardous equipment
must also be located away from the fire exits.

21

Figure 15 shows the congestion that happens every

day in front of the MARINA office. People who wants
to enter the premises would fall in line for bag
inspection which results to congestion that reaches
the outdoor part of the office. Outside of the office
are also full of people who stands while waiting or
smoking under the provided shed of the building,
another cause of congestion. The main door which is
the one on the left side in the picture, is not enough
for the volume of people that enters the office. This
also goes the same for the main egress of the office
which is right beside the main entrance. These two
doors are the only entry and exit points provided for
the public to use.
Fig. 25 Main entrance of MARINA
Another view of the main entrance and exit
Point of MARINA is shown in Figure 16. This
is taken from the inside part of the office.
However, another exit and entry point is
located on the right side of the lobby which
based on the researchers observation is a
space provided for commercial stalls that also
has a different entry point that is accessible
to the public. Based on the researchers
observation, the placement of this entry/exit
point adds to the congestion and security
problems of the office.

Fig. 26 Lobby of MARINA

Fig. 27 Third floor of MARINA building

On this part of the building, different diagrams and notices are being posted and placed which
implies that this area is the information area of the building. Due to improper placement and lack
of planning, this area also tends to produce congestion that starts to block the way of those who
transports from the third to the fourth floor as the stairways are located just beside the information
area.

22

This image above is a photo taken inside the MARINAs

Human Resource Department office. This shows a low
headroom clearance that is also present in the other areas
of the building. Low headroom clearances can produce
accidents which can result for the users of those area to
be hurt.

Fig. 28 Inside the

Administration Department

Figure 19 shows an image of the researcher while

using one of the escalator that is present
In the office, with the large volume of people that visits
the office and uses the escalator and stairs to transport
from one floor to another, the researcher find these
stairways to be insufficient therefore leads to congestion
and, if ever, serious accidents in case of fire and other
emergencies.

Fig. 29 Escalators in
MARINA office

Fig. 30 Fourth floor diagram

The figure above shows the diagram made based from the researchers observation. In order
to access the fire exits, one must first enter a big room that has been divided into the
administrations offices. This type of planning is restricted under the NBC which indicates that fire
exits must be of full access to the public and must not be inside another room. It is also in this floor
that almost all of the important offices are located which means that it is where most of the regular

23

employees and regular users of the office is working. A fourth floor provision for administration
office, regarding that these people are the ones who used the building the most, is improper.

Fig. 31 Manpower Development Office

Manpower Development office is located at the 5th floor of the current MARINA building.
According to MARINA, this department receives the highest number of people that they cater on a
daily basis. They were also planning to relocate this department to give way for the new authority
that was given to them by PRC/TESDA. The figure above shows the great volume of seafarers who
are waiting and processing their papers to complete their SIRB. SIRB or Seamans Book contains
the record of all the professional experiences and accreditation of every seaman.

Fig. 32 Administrators Office

The Administrators office is located on the 4th floor of the current MARINA office. This is where
the administrator, Dr. Maximo Q. Mejia Jr, took his office. As shown in the figure, the division of
tables and offices are only done by placing cabinets and tables because the office has an open type
of plan, which is ideal for commercial purposes. The placement of exhaust fans inside the office
only proves the lack of adequate ventilation in the area.

24

This image is taken in another department of

inside MARINA. Due to the high volume of
clients that they serve, and the lack of space,
clearances for proper seating are being
sacrificed, which can add to the agony of the
people sitting and waiting for hours.

Fig. 33 Waiting Area

Shows the lack of chairs versus the

number of the people being catered.
The flooring of this office is also
unfinished and is not suitable for an
office space that caters a large volume
of people.

Fig. 34 Located at 5th floor of MARINA

I.4.2 Need Analysis

Through the data gathered by the researcher, a need analysis was produced. From the
different methods performed, the researcher has determined all of the problems regarding space
adjacencies, physical attributes, and insufficiency and lack of other necessary spaces and facilities.
As a result, the data indicates the researcher to focus on the following matters:
- Since the root of all the problems in the process of papers is the incorrect adjacencies
of the offices inside the existing MARINA, there is a need to rearrange the offices in
the proposal so as to give way to a smooth flow of the processing of papers
- Included in the survey below is the response of the respondent seafarers that they
would very much like to have a training facility already inside the MARINA building,
and so there is a need to include new facilities that can be used for training purposes.
- Also, as discussed in the related study and the survey, processing of the documents
can take overnight with the number of seafarers that come by every day, and that
most of these seafarers are from provinces not from Metro Manila, that is why there is
a need to include affordable accommodation facilities should there be a need to stay
longer.

25

As a response to the current environmental issues, there is also a need to design the
building inclined to the environment and sustainability through concepts and methods
in green architecture.

I.4.3 Qualitative or Quantitative Analysis

The purpose of this study is to provide a new building for the MARINA office that complies
with the global standards and presents a better way of serving the people. The following charts
depict the data gathered based from the survey provided by the researcher.

RESPONDENT'S AGE
15-20 y.o

21-30 y.o

31-40 y.o

41-50 y.o

51-60 y.o

4% 4%
19%

35%

38%

Fig. 35 - Age

GENDER
Male

Female

4%

96%

Fig. 36- Gender

26

RESPONDENT'S ADDRESS
Living w/in Metro Manila

Living outside Metro Manila

39%

61%

Fig. 37- Address

The respondents age are divided into five age brackets wherein majority of them ages 21-30
years old followed by 15-20 years old and a very high percentage of male respondents wherein
most of are living within Metro Manila.

RATINGS FOR THE CURRENT MARINA BUILDING

90
80
70
60
50
40
30
20
10
0
Air Ventilation

Adjacency of Spaces

Parking Space

Security

Organization of lines

Enoguh entry/exit points

Maintenance of facilities

Fig. 38 - Respondents rating

Based from their experiences in visiting the current MARINA building, the respondents were
able to give a rating on the following criteria. The criteria given were a way to know how well the
MARINA office was able to provide the proper security, comfort, spaces and facilities to the people
they are serving.
As shown from the data above, it is very clear to that the respondents have a high rating for
the security inside the MARINA office. This indicates that they are comfortably safe while inside the

27

office. Second highest rating was the organization of lines wherein the respondents were asked if
they find are satisfied on how the MARINA handles the long lines in the processing of the
respondents concerns. Maintenance of facilities was third in rank with the highest rating, the
respondents were asked on this part if they see all facilities in its good working condition as they
visit the office. It is followed by the criteria for enough provision of entry and exit points, this criteria
was asked to know if there are any congestions in the entry and exit points of the office which can
lead into serious problems. On the other hand, out of the seven criteria, three of which are given
a rating that is below fifty percent. These are adjacency of spaces wherein the respondents were
asked if they see a reasonable placement of offices as a person who processes papers which
includes going to different offices. Second least and also below fifty percent is air ventilation,
respondents were asked if they feel comfortable while inside the office or if they find it too hot
which is not good in serving clients. Lastly, rating below thirty percent is the parking space, wherein
respondents were asked if they find enough parking spaces provided by the MARINA office and if
it is well-secured.

During your visit,

how many hours do you stay at the office?
More than 24 hours

12-24 hours

6-12 hours

Less than 6 hours

5%0%

55%

40%

Fig. 39 Hours the respondents consume while at the office

Majority of the respondents say that during their visit in the MARINA office, they were able
to consume less than six hours inside the office while waiting or reporting for any update on their
concerns. Forty percent of the respondents somehow says that they are able to consume atleast
six to twelve hours as they visit the office which is already quite a long time. However, some
respondents told the researchers that there are times wherein they experience to wait more than
a day before all their concerns are properly processed.

28

While waiting,
Where do you like/ or usually stay?
Waiting Lobby

Canteen/ Food Stores

Parking Area/ Outdoor areas

Along the corridors

9%
14%

14%

63%

Fig. 40 Pulse on the most comfortable place to wait

A large percentage of the respondents seems to agree that as they wait, they usually or
would glad to stay at the offices waiting lobby so that they would also be able to know if their
names are already being called for the next step of processing. There is a tie between
canteen/food stores and parking/outdoor areas as the place where the respondents would like to
wait while they are being catered by the office. Least place for the respondents to stay at while
waiting showed to be along the corridors wherein according to them, they find it improper as it
cause congestion in any area of the office.

If training facilities will be provided in the

new MARINA center, will you avail their
training programs?
Yes

No

33%

67%

Fig. 41 - Provision of training facilities

It would be very vital in this study to know whether seafarers and everyone that is in the
maritime industry will be interested of applying for trainings if there will be proper training facilities
in the proposed new MARINA center. Based from the data above, majority of the respondents are
willing to shift and undergo training programs in a structure that will design the proper types of
facilities.

29

Will you undergo training programs in the

training centers located inside the MARINA
office?
Yes

No

36%

64%

Fig. 42 - Seafarers pulse on training under MARINA

Similar in fig. 28 , the respondents also showed a high rate that they agree if there would be
training centers located in the proposed MARINA office as most of them want a one-stop building
for all their training matters. They showed a positive feedback in being a possible market for the
training centers that will be leasing in the proposed MARINA office.

If no, then why?

Category 1

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

Affordability/ Price

Location/Convenience

Incomplete/ limited facilities

Few training centers to choose from

100%

Fig. 43 - Seafarers pulse on training

As some respondents are not interested for in registering, showed above are the reasons for
their response wherein most say that if training centers will be leasing under the MARINA office,
it would be of high possibility that prices for enrolling in training programs will increase. However,
it also showed that they see a limited facility in the current MARINA office that is why they would
prefer to enrol to the training centers that are well-equipped in giving trainings and seminars.

30

CHAPTER I.5

CONCLUSIONS AND RECOMMENDATIONS

1.5.1 Conclusions
With the basis of the findings and data gathered above, the following conclusions
were derived:
1.5.1.1 based on the analysis and data collected from the previous chapters, there is a need for
creating the proposal due to the following reasons:
1.5.1.1.1 The ballooning amount of MARINAs leasing fee for its office space shows the
practicality and the high need of the department to have its own office building that is dully
designed to fit office works and properly serve its clients.
1.5.1.1.2 Most of the clients of MARINA are seafarers who travels to different places in order to
complete their trainings and certificates, the clients however would like to have a structure that
could provide a complete training facility for them that would also be near to the main office of
MARINA.
1.5.1.1.3 Since MARINA is only leasing a part of an old department store, therefore is only
suitable for commercial purposes and not for office use that the department needs.
1.5.1.1.4 With the new authority given to MARINA, in facilitating licensure exams, it is therefore
greatly needed to produce examination rooms under MARINA in order to execute their authority
properly.
1.5.1.1.5 Since, Philippines ranks first as the country with the highest number of seafarers that is
being deployed throughout the globe, provision and support of the government for proper
facilities and services must be improved and must also comply the international standards.
1.5.1.1.6 The inclusion of training facilities and leasable spaces for manning agencies will be
beneficial to both MARINA and its clients.
1.5.1.2 In general, there is no architectural provision that functions correctly as a department of
the government that shall serve the marine sector of the Philippines.
1.5.1.3 A stacking design in a government office is not advisable since most of the people are
processing papers requiring them to transfer to different rooms.
1.5.2 Recommendations
Based on all the data gathered and conclusions given, is highly recommended that
there be a major replanning and rearranging of the spaces inside the existing MARINA according
to its function. Also, it is recommended that each office be studied individually. The behavioural
analyses of each office involved in processing papers are of course different from each other, and
therefore require different sets and sizes of spaces. A study on the internal circulation of each office
is recommended aside from studying the correct sequence of these offices that would offer a much
smoother flow in terms of paper processing.
Also, backed up by the survey, it is recommended that there be an accommodation
facility for the target users/seafarers and so a capsule hotel is proposed. As another
recommendation, there are other facilities that offer the same function as a capsule hotel does It
is recommended by the researcher that these be studied and compared with the capsule hotel so
as to determine which would be more ideal in terms of cost and practicality.
There are also other methods in determining the spaces required other than a survey
and a case study. An interview with a person highly familiar with the system, organizational chart,
and circulation of the spaces would be greatly ideal but since due to time constraint of the
requirements of setting an interview with the head of MARINA, the researcher was not able to

31

conduct an interview. And so it is recommended by the researcher that requests such as these be
submitted prior, by months, so that these requests can be duly noted and processed by the proper
personnel leading to a successful interview.
Part II.

RESEARCH FOCUS

Chapter II.1 RATIONALE

The Earth Summit and the Kyoto Protocol are conferences held by the United Nations on 1992
and 1997 respectively. These are all environmental awareness regarding climate change and the
growing scarcity of potable water. Countries like Canada, USA, Japan, Philippines, and many more
have signed and agreed to comply with the advocacy of these programs. Canada, USA, Japan, and
even Singapore now design most of their buildings with a more sustainably inclined design, only
the Philippines is the country left that does not comply with their signed treaty or agreement since
1992. Sooner or later, the Philippines will be required to design its buildings accordingly; towards
a Green, Sustainable Design.
On the other hand, MARINA 2016: A premiere maritime administration in Southeast Asia
propelling the Philippine maritime industry to global competitiveness. This statement serves as the
vision of Maritime Industry Authority as published in their official website. It clearly states how
MARINA would likely to be in 2016 and also shows the improvements needed in the department to
fully accomplish their set mission. There are three descriptive words in their mission statement that
gives a glimpse of what the department wants namely, premiere, propelling and global
competitiveness. This three terms just shows that the department wants a boost in their system
and office.
It is therefore properly timed to produce MARINA their own structure that will improve the
working potential of the department and to accommodate the future authorities it shall serve.
MARINA located in Kalaw St. Manila serves as the main office which indicated the high rates of
clients it serves on a daily basis and the complex tasks it executes being the head of all MARINA,
the only government sector that certifies, accredits, awards and licences all that is under the
Philippines maritime industry. Aside from the proposed MARINA central office, additional spaces
and facilities will be added to the site which is in response to the mission held by the agency. These
spaces and facilities for maritime training will be leasable to any accredited manning agency or
training center, which can give them and their clients a more convenient, complete and accessible
training place.

Fig. 44 Seafarers sleeping in the parking area of MARINA

As a last point, referring to Fig 23, 61% of the respondents are not from Manila, and so they
visit MARINA only either for applications or renewals. These people travel from provinces and it
cannot be denied that not everyone can be accommodated every day for processing of papers. As
a result, these people sleep at the door step of the Masagana Building itself, open to all kinds of

32

crime and sickness. And so, a small Capsule Hotel will be proposed along with the proposed new
office of MARINA.

Chapter II.2 PRINCIPLES AND RELEVANCE TO THE PROJECT

According to Arch. Ken Yeang, Sustainability has many principles or strategies for a
green building. Some of these are eco-mimicry, seamless + benign bio-integration, green
certification, bio-simulation, urban biosphere reservation, retrofitting, and many more. Green
certification for example, is a program held by green advocates such as the Building for Ecologically
Responsive Design Excellence (BERDE). BERDE has guidelines for materials and building systems
and accredits a building if it is worthy of a green certification or not. It is checked annually if the
building still complies with the requirements and in failing so will cause the withdrawal of the green
certification.
Another principle would be retrofitting. It is the act of incorporating new, either simple or
sophisticated, technologies or systems into an existing, and at times, old buildings. Retrofitting
came about from environment awareness; the need for sustainable green structures in hopes of
countering the inevitable future of overloaded brownlands and lack of certain supplies. As an
example, retrofitting a structure can renew its water utilities, recycling grey water for a repeated
consumption, saving liters of potable water in the process. Yet, doing so would either nullify the
use of the already existing pipe lines of the structure, or would require the installation of complex
piping and addition of tanks or cisterns, or both. Obviously, it would be costly, but it is an investment
for the betterment of the environment and for the users of the structure. As the common advocacy
of green advocates go The greenest building is the one already built it would be much ideal to
retrofit the old building in Kalaw but since it is proven that there is a need to build a new facility,
the priorities must be weighed and so there is a more dire need to build a new facility than to
retrofit the old building in Kalaw, as justified before with supporting data.
Going back to MARINA matters, The Philippines is titled to be the first in line when
it comes to maritime manpower. Based from the data, 40 % of seafarers came from the Philippines,
giving the country 5.5 billion dollars of remittance, a strong proof that the maritime industry is
hands a big help in our economy. In response to it, this proposal seeks to find ways to improve the
Philippines standing in the maritime industry and our fellow countrymen who are our front liners
in the industry. The idea for this proposal is to produce a central office for The Maritime Industry
Authority and introduce an improved and global standard of training facility for the Filipino
seafarers. The main focus for the central office is to provide a systematic and scientific adjacency
of spaces as well as the enhancement of main public areas. As the agency operates at least 10
hours a day and five times a week, incorporating sustainable designs.

Fig. 45 A capsule hotel in Osaka, Japan

Moving on, capsule hotels as seen in Figure

45 originated in Japan in 1979 by Arch.
Kisho Kurokawa, according to gizmag.com.
These are usually two stacks of capsules
that are usually 1.00 x 2.00 x 1.25 meters
in dimension. Capsule hotels are solely for
sleeping only, other facilities such as
toiletries and locker rooms are common and
are separate. Since most hotels offer rates
based on square meter, quality, and
amenities, a capsule hotel would be much
more ideal for a sleeping quarter in the
proposed new MARINA building.

33

Chapter II.3 APPLICATION TO THE PROJECT

As mentioned before, a green and sustainable design would sooner be a must here
in the Philippines, and so the project will adhere to the advocacy of green architecture. Since the
project is majorly a government office, it operates mostly at daytime and therefore shall be planned
accordingly so as to maximize daylight while not compromising circulation. The project shall be so
oriented with proper orientation to the sun path and prevailing winds to maximize natural energies
and forces. The project will also include the recycling of grey water since it is an office used by
thousands of people per day, doing so can save hundreds of liters of potable water from sanitation
purposes alone.
Also, since the main issue here is the overall system that is brought about by
inadvertent planning of the current office, another research focus would be a thorough study and
plan of the office spaces that can lead to a better system and flow of the users.
Lastly would be the incorporation of the capsule hotels in the proposal for the
seafarers especially those who are from provinces. A capsule hotel would be ideal since its only
function is for sleeping and resting purposes and no other. It would be cheaper than renting any
hotels in the vicinity.

Part III. SITE IDENTIFICATION AND ANALYSIS

Chapter III.1 SITE SELECTION PROCESS
Criteria for Site Selection
Site Selection is a critical aspect to be well thought-out when planning a
development for a government agency in view of the fact that it can greatly impact and affect its
users as well as the development itself.
Due to unavailability of established site selection criteria, the following are site
criteria based on the case studies conducted:
-

The site should

The site should
The site should
The site should
The site should
The site should
The site should
the Manila

be
be
be
be
be
be
be

near the capital city, Manila

accessible to major roads
easily accessed by public transportations
owned by MARINA or by the Philippine government
large enough to accommodate horizontal expansions
relatively flat
near a transport terminal that transports people from provinces to

34

Site Option Description

Fig. 46 Site option no.1

Site option no.1 is being bounded by the Manila Film Center on the north, Manila
bay on the west, J.W. Diokno Blvd on the east and a few vacant lots on its southern part. The lot
is named under the Republic of the Philippines and is considered to be vacant.
Strengths:
-

The site has a total area of 10 hectares, making it a good option for horizontal
development and expansion
The sites adjacency to the sea can be used to expand and improve the training
facilities that will be developed in the proposal
The site is near Manila and the location of previous office of MARINA

Weakeness:
-

The site is quite far from Roxas Blvd., which is a known major road near the site
There are no public vehicles that travels along the stretch of the site

Opportunities:
-

The distance of the site from commercial developments is quite far, which can give
an opportunity for commercial spaces for the users convenience
The proposed structure being located on the site can increase the number of people
who goes to the area, which can make the area bring back its life

Threats:
-

The site is beside an abandoned building where dogs are put to guard it this makes it
dangerous for the people who will be staying near it
The site is considered as a coastal area; high susceptibility in flooding

35

Fig. 47 Site option no.2

Site option no.2 is bounded by four different roads in all of its side. The lot is
owned by the government, vacant and is located in Pasay City.
Strengths:
-

The site is connected to roads which makes it accessible

The site is adjacent to a Diosdado Macapagal Blvd., which is considered as a major
road
The site is near other government offices like Department of Foreign Affairs and GSIS
Public vehicles travel along the roads that bounds the site, making it convenient for
commuting clients and employees
The site is relatively flat which is ideal for offices
The site is near a commercial complex with transport terminal
The site is a regular shape which gives a more convenient planning and division of
spaces
The site is near Manila and the location of previous office of MARINA

Weakness:
-

The sites future could only expand vertically due to small lot size

Opportunities:
-

The proposal can introduce cheaper quarters for the clients who are living outside
Metro Manila since the nearby hotels are expensive
Families or even the clients themselves, can use the adjacency of the site to SM Mall
of Asia while waiting for their concerns to be catered by the office

Threats:
-

The site is still a part of a reclaimed land

36

Fig. 48 Site option no.3

Site option no.3 is bounded by three major roads in Pasay City namely EDSA
Extension on the north side, Roxas Boulevard on its eastern part and Disodado Macapagal
Boulevard on its west.
Strengths:
-

The site is connected to roads which makes it accessible

The site is near other government offices like Department of Foreign Affairs,
Public vehicles travel along the roads that bounds the site, making it convenient for
commuting clients and employees
The site is relatively flat which is ideal for offices
The site is near a commercial complex with transport terminal
The site is at least 5 hectares in land area
The site is near Manila and the location of previous office of MARINA

Weakness:
-

The site is not owned by the government

The acquisition of the site is expensive

Opportunities:
-

The proposal can introduce cheaper quarters for the clients who are living outside
Metro Manila since the nearby hotels are expensive

Threats:
-

There is too much vehicular and foot traffic surrounding the site
The site is adjacent to a small channel of water which makes it susceptible to
flooding

37

Site Selection and Justification

Site no.2 is selected as the most ideal site for the proposal because of the strong
and numerous advantages that it can offer for the proposal. Despite its weakness and threats
which is considered to be minimal compared to the two other site option, the its strengths and
offered opportunities overpowered it.

Chapter III.2

SITE EVALUATION AND ANALYSIS

The Macro Setting

Introduction to Site
The City of Pasay, which is
coined as the Travel City is the third smallest
political city in the National Capital Region and
fourth for the whole country. It is bordered by
the City of Manila to the North, Makati and
Taguig City to the northeast, Paranaque to the
South and Manila Bay to the western part.
Despite of the city being one of the smallest
political city, Pasay City shows a quick
improvement in being an urban city.
The City is known for the Bay
City wherein a part of the Manila Bay was
reclaimed. There are also a number of
attractions and historical landmarks in the city
that makes it as one of the city to go to for
tourists.
Fig. 49 Location Map of Pasay City

38

Economy
After four decades of rapid urbanization, Pasay City is now transformed as one of
the important sector in the urban center. The city houses the headquarters of most of the leading
airlines and the main airport terminal of the country. There are also government offices that
resides in city namely Department of Foreign Affairs, Senate of the Philippines, Department of
Trade and Industry and other public agencies. Through the relatively flat terrain and strategic
location, the city has the capacity to absorb a large population and intense commercial
enterprises. A feature that could work along with the expansion of the city through the
reclamation of lands along Manila Bay wherein a part of the bay has already been reclaimed to
house large prominent landmarks and national government offices.

History
Pasays historical past can be traced back to 1863. It was first known as the town
of Pineda and was incorporated into the Province of Rizal at that time. Antonio Dancel was the
first appointed provincial governor while Pascual Villanueva stood as the Citys first president. On
August 4 1901, the town revert to its original name, Pasay, through a resolution. After two years,
the pueblo of Malibay was added to Pasay, with a population of 8,100, the city was placed under
the fourth-class category.
Through the offer of Pasay Real Estate Company, residential lots were made available for the
leasing of foreign investors as the friars landed in the city to make a subdivision. Through the
continuous progress, telephone lines, telegraphs and postals were installed as well as the
establishment of the Philippines Savings Bank.
It was in 1907 that a first-class road connecting Pasay to Camp Nichols was completed. It was
then followed by other road constructions including the old Avenida Mexico, now known as Taft
Avenue extension. Linking the city to Intramuros, Escolta, San Miguel, San Sebastian and San
Juan, so called tranvia or electric streetcars were launched by the citys government.
Real estate in Pasay was cheap before. Much of the bayside area, now known as the bay city,
were swamps but the American soldiers were quick to seize the opportunity to develop it into
residential areas and by 1918, Pasay already had a population of 18,967.
World War II broke out on December 26, 2941 where MacArthur issued a proclamation declaring
Manila and its suburbs including Pasay an open city. Many residents of Pasay joined the
resistance during the Japanese occupation. There were people who were born and residing in
Pasay that stood up and helped the city to be exempted from the capture but in October 14,
1943, Japan proclaimed the Second Philippine Republic which was also the time when Pasay
residents started to leave the city because of the worsening food shortage.
After MacArthur fulfilled his promise to return and helped the Philippines, the Greater Manila Area
including Pasay city was recovered and rebuilt. Not long after the decree given by Ferdinand E.
Marcos, the Metropolitan Manila Commission and the Department of Local Government instructed
Pasay City to create its own barangays. Mayor Cuneta started the creation of 487 barangays and
was later trimmed down by Secretary Jose Rono of the Department of Local Government.
In the middle of 1997 Vice Mayor Wenceslao "Peewee" Trinidad took over the reins of
government from an ailing Mayor Pablo Cuneta. Mayor Cuneta was the Chief Executive of Pasay
City for thirty-seven years and served between the years 1949, when he was appointed city
mayor by President Elpidio Quirino, and 1997.
The onset of globalization in the 1990s has drastically changed the countrys economic landscape.
Amidst all these changes, the city of Pasay has the opportunity to become the countrys next

39

important center of business, trade, and commerce. This, however, must be achieved through the
effective management of its resources and with the improvement of the living standards of its
people.
Geography
The city of Pasay occupies 18.50 square kilometres (7.14 sq mi) of land which
marks it as the third smallest political city in the National Capital Region. It lies in the western
section of the Manila Bay and is divided into three main areas: the urban area of the city which is
composed of an area of 5.505 square kilometres (2.125 sq mi), the Civil Aeronautics
Administration Complex, including the Ninoy Aquino International Airport, Villamor Air Base, with
an area of 9.5 square kilometres (3.7 sq mi) and the reclaimed area of Manila Bay with an area of
4.00 square kilometres (1.54 sq mi).
Pasay is composed of seven districts that is partitioned into twenty zones, with a
sum of 201 barangays. The barangays in Pasay City are not designated with names instead,
numbers. Zone 1 shows to be the smallest zone with an area of 10 hectares (25 acres), which
covers Barangays 1 to 3 and as well as Barangay 14 to 17.
The Micro Setting

Fig. 50 The Site

The site is located in Pasay City specifically in the Manila Bay Reclamation area. The site is
approximately 2 hectares in land area. It is facing both Diosdado Macapagal Blvd and Metro Bank
Ave. The site can be reached by foot from the public transportation terminal located at SM Mall of
Asia.
The soil of the site is quaternary alluvium. The site is open grassland and there are no
presences of significant trees in the site that can hinder construction. The topography of the site

40

is relative flat. In terms of geo-hazard, the site is susceptible to floods since it is included in the
flood prone areas of Pasay City and is also located in the Manila Bay reclamation area, places that
are near the Manila Bay. It is also not in close proximity with any fault line and mountains that
can make it susceptible to landslides as well as big damages during earthquakes. The site is
considered as a planned unit development in terms of zoning.
The table below shows the summary of the sites description. It contains the natural,
cultural, hazardous conditions of the site based upon the maps and analysis gained from the
research.

Table No. 2

Cultural Factors

Natural Factors

Site Description Summary

Soil
Geological
Wildlife
Vegetation
Topography
Geo-Hazard
Land Use
Zoning
Roads
Vehicular Traffic
Foot Traffic
Existing Buildings
Land Suitability

Hazards

Flood Susceptibility
Fault Line
Storm Surge
Severe Wind

Type of rock is classified as quaternary alluvium

(See Geological Map)
None
Grasslands and Palm trees are present in the site
(See Site Documentation)
Site is relatively flat
New Coastal Reclamation Zone
(See Existing Land Use Map)
Planned Unit Development
(See Zoning Map)
Site is facing Diosdado Macapagal Blvd. and is adjacent
to Roxas Blvd.
(See Transportation Map and Site Analysis)
(See Traffic Analysis)
(See Traffic Analysis)
Blue Wave, Manila Tytana Colleges, SM Mall of Asia, Bay
Garden Towers
(See Exiting Buildings)
Moderate Suitability
(See Land Suitability Map)
Low Flood Susceptibility
(See Flood Hazard Map)
Intensity High 8
(See Ground Shaking Map)
The site is shows no storm surge risk
(See Storm Surge Hazard Map)
141-171 kph
(See Severe Wind Hazard Map Analysis)

41

Maps
Zoning Map

Fig. 51 Zoning Map of Pasay City

The 2003 zoning map of Pasay shows the site to be under the Planned Unit Development zone.

42

Geologic Map

Fig. 52 Geologic Map of Pasay City

The site is consist of quaternary alluvium which are loose soil sediments that undergone erosion
and later on formed and reshaped through some water elements, but is returned through a nonmarine locale. Quaternary alluvium is consist of variety of particles like clay, silt, sand and gravel.

43

Flood Hazard Map

Fig. 53 Flood Hazard Map of Pasay City

As shown in Figure 32, the site has a low flood risk which varies from 0.1 to 0.5 meters,
which is at least an ankle to knee deep flood. This low flood hazard in the site proposes a minimal
problem as it is answerable by an increase in the structures elevation.

44

Storm Surge Hazard Map

Fig. 54 Storm Surge Hazard Map of Pasay City

The site is safe from any chances of storm surge as shown in this map.

45

Severe Wind Hazard Map

Fig. 55 Severe Wind Hazard Map of Pasay City

Based from the figure above, the site is susceptible to 141 to 171 kph speed of wind. This
wind speed can be an advantage in improving the proposed green architecture for the building.

46

Land Suitability Map

Fig. 56 Land Suitability Map of Pasay City

The site falls under moderate suitability which is described as the land having minor limitations to
the given type of use.

47

Flood Prone Analysis Map

Fig. 57 Flood Prone Area Map of Pasay City

Since the site is located on the reclaimed area of Pasay and is near Manila Bay, it only shows
that the site is a flood prone area but with low frequency.

48

Transportation System Map

Fig. 58 Transportation System Map of Pasay City

There are a variety of transportation systems that is present in the City of Pasay. Having the
site located in the city proves it convenience and accessibility to the employees and clients
specifically those who are commuters.

49

Ground Shaking Map

Fig. 59 Ground Shaking Map of Pasay City

Since Pasay City is not included in the cities that is covered by fault lines, a ground
shaking map and analysis is given instead. According to PHIVOLCS, he site is susceptible to an
intensity high 8 of earthquake.

50

Existing Land Use Map

Fig. 60 Existing Land Use Zone Map of Pasay City

The site falls under the New Coastal Reclamation Zone.

51

Sun and Wind Diagram

Fig. 61 Sun Path and Wind Diagram

The figure above indicates the sun path diagram. As you can see the southern part of the
site is the most exposed in heat gain from the sun therefore any habitable or primary spaces
should be as much as possible should not be positioned on the southern portion of the site. Open
spaces and service area can be placed in this part to serve as buffer from heat gain.
From October-February prevailing winds are from the northeastern direction, from MarchApril winds come from southeast direction. Southern Winds prevail during May and southwesterly
winds prevail during the months of June, July, August and September. (For wind direction and
speed, refer to Wind direction and Wind speed Map) these information is relevant since the
development seeks as much as possible on following principles of sustainability and one way to
do that is through passive cooling and air ventilation with this data it is possible to achieve.

52

Noise Analysis

Fig. 62 Noise analysis diagram

The figure above shows the possible causes or sources of noise on the site. Main source of
noise is the vehicular noise since it is a major road where jeepneys, cars and buses are passing
therefore noise from cars and public are inevitable. There are noises coming from Blue wave and
the nearby auto shop although it is only minimal compared to the vehicular noise. The adjacency
of the site to major roads as well as its adjacent commercial areas is also a disadvantage like in
this case, major roads that is in close proximity to the site is one of the noise generators
especially in intersections.

53

Proximity Analysis

Fig. 63 Proximity analysis of site

Table No. 3
Site Proximity Summary
Legend

Location
Mall of Asia Transportation
Terminal

Distance (km)
0.57

Department of Foreign Affairs

0.90

LRT-1 EDSA Station/ MRT-3

Taft Station

1.09

Government Service
Insurance System

0.75

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Traffic Analysis

The following table show the data concluded through the researchers observation during
site visit.

Table No. 4

Traffic Analysis
TRAFFIC

Foot Traffic

Vehicular Traffic

TYPES
Groups and individuals who
visits Blue wave
Students and Employees from
Manila Tytana College
People heading to SM Mall of
Asia and SM Transport
Terminal
People waiting for jeepneys
and buses to pass by
Employees and residents from
Bay Garden Towers
Private Cars

REMARKS
Light to Moderate

Public Vans/Buses/Jeepneys

Moderate to High

Shuttle Service

Light to Moderate

Construction
Equipment/Transports

Light to Moderate

Moderate
Moderate to High
Moderate to High
Light to Moderate
Moderate to High

The Light to Moderate traffic suggests that there are no signs of congestion in within the
site. Since the site is located in an area that is newly developed and is near a big commercial
complex, foot traffic can really be from a moderate to high risk.
The moderate vehicular traffic on the site is still desirable for the development since it
indicates that it is accessible to public transportation therefore it will not be a hindrance to the
accessibility of the development in terms of target population. Though there are times when the
vehicular traffic hits high especially during peak hours.

55

Nearby Establishments

Fig. 64
Manila Tytana Colleges (formerly Manila
Doctors College)

Fig. 65
SM Mall of Asia

56

Fig. 66
Bay Garden Towers

Fig. 67
Blue Wave

57

Site Documentation

The site stands open and shows that there is no trace of any construction being done in the
site. It is an open grassland with some small trees that are planted along the street.

58

Fig. 68 Map from Pasay City Assessors office

Figure 69 Site TCT Number

The figures above is a proof that the site, numbered as site no. 143, is solely owned by the
government or public estate authority as written in the tax map control sheet.

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Related Laws and Ordinances

Republic Act No. 9514 or an Act Establishing a Comprehensive Fire Code of the
Philippines, Repealing Presidential Decree No. 1185
(Retrieved from: https://www.architectureboard.ph/uploads/1234414677RA%20No.%209514.pdf)
It is the policy of the State to ensure public safety and 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. Towards this end, the State shall enforce all
laws, rules and regulations to ensure adherence to standard fire prevention and safety measures,
and promote accountability for fire safety in the fire protection service and prevention service.
A law that established rules and regulations for the fire safety provision and fire protection
provisions of buildings and structures. It regulates dimensions of doors, hallways, and means of
egress, travel distance, specifications like fire rating and fire exits and stairs. It regulates
designers in designing in terms of fire safety and protections.
Presidential Decree1096 or the National Building Code of the Philippines
(Retrieved from: www.mysubicbay.com.ph/files/forms-manuals/20130701-153916-201.pdf)
The policy of the State of safeguard life, health, property, and public welfare, consistent with
the principles of sound environmental management and control; and to this end, make it the
purpose of this Code to provide for all buildings and structures, a framework of minimum
standards and requirements to regulate and control their location, site, design, quality of
materials, construction, use occupancy, and maintenance.

The Physical Environment of Pasay City and Ordinances Related

(Retrieved from Pasay City Comprehensive Land Use Plan: The Physical Environment:
https://www.pasay.gov.ph/Pdf/socio-eco/Physical%20Environment2.pdf)
Topography, Elevation and Slope
The western part of Pasay City is level to nearly level while its southeastern part is gently sloping
to gently undulating. It is characterized by coastal plains along the Manila Bay in the west and
sloping areas extending in the south-east direction. Surface elevations range from 2 meters above
the mean sea level on the coastal plains and 24 meters on the southeast part of the city.
2.5 Land and Associated Soil Characteristics
As per Metro Manila Land Resource Evaluation Project by BSWM, Pasay has the following land and
soil characteristics: Active Tidal Flats (Coastal Landscape) Active tidal flats, with an almost flat relief,
have an elevation that ranges from 0 to 1.5 meters, sometimes reaching up to 3 meters above the
mean sea level. This land system has very poor drainage characteristics. Waterlogged areas may
pose a corrosion problem to underground uncoated steel pipes or structural reinforcement. Poor
drainage is also a problem in sewage disposal in areas which are not served by public sewer
facilities. It is further characterized by slow permeability, high compressibility, and possible flooding
during seasonal high water table. Soil texture or the different sizes of particles in the soil mass are
clay, silty clay, and sandly clay loam. The parent materials of this land classification are tidal
mudflats with muck and peat locally, alluvial sediments. Former Tidal Flats (Coastal Landscape)
The former tidal flats consist of areas more inland and slightly higher than the active tidal flats.
They occupy the almost flat plains, backswamps and depression of the coastal landscape formed
from marine and flovio-marine deposits. Slightly lower then the alluvial plain, its elevation ranges
from 2 to 5 meters. It has slow to moderate permeability and a soil texture of clay to silty clay

60

loam. Moreover, it is poorly drained, prone to moderate seasonal flooding, highly compressible,
and corrosive to uncoated steel. Its parent materials are alluvial
sediments, former tidal mudflats underlain with peaty and mucky materials.
2.6 Water Resources Characteristics
2.6.1 Surface Waters
Pasay City is bounded in the west by Manila Bay. It is traversed by two minor rivers that
feed the Paranaque River namely the Estero de Tripa de Gallina and Maricaban Creek. The
city lies within the Manila Bay Watershed area. The bay has a catchment area of about
17,000 square kilometers that is made up of about eight river basins, nearest of which to
the city is the Paraaque-Las Pias river basin. This river basin is subsequently made up of
three major rivers, the Paraaque, Las Pias and Zapote Rivers. These river systems
essentially serve about 1,500 hectares of low-lying areas along the Manila Bay and
functions as the principal drainage channel of the area. The geomorphic setting of these
lowlying areas and the hydraulic action of the Manila Bay basin and the South China Sea
make the area vulnerable to flooding, a condition aggravated by the inadequate capacity
and poor maintenance of the drainage facilities.
2.6.2 Groundwater
Pasay is situated on a delta which has produced locally-confined aquifers. Groundwater
utilization, however, has resulted in significant draw-down causing much land subsidence
and saline water intrusion particularly in the coastal areas. The groundwater basin contains
several connected and interrelated aquifers, composed of tuffaceous sandstone and
conglomerates belonging to the Guadalupe Formation. These facets of Guadalupe
Formation in the southeastern part of the city have thickness of approximately 1,300 to
1,200 meters. Recharge to the aquifers comes from rainfall and inflow from the extension
of these aquifers. However, these are already over exploited due to uncontrolled pumping
and excessive underwater withdrawal, a practice done principally by high-density
residential, commercial and industrial establishments. This situation leads to a partial
depletion of the aquifers resulting in the lowering of water levels and high pumping costs.
Almost 2000 wells have been drilled in the aquifers of the Guadalupe Formation for the
commercial and residential users. Some of these wells go as deep as 300 meters. In 1990,
total pumpage reached 339.6 million cubic meters.
2.6.3 Water Quality
Available data from government agencies such as the DENR-EMB have indicated that the
near-the-shore waters of Manila Bay, together with the major rivers in Metro Manila, are
considered biologically dead. The water quality in Manila Bay has progressively deteriorated
due to domestic, industrial and agricultural wastes being dumped uncontrollably in the
waterways. This present state is likewise being attributed to inadequate drainage facilities
and the discharge of untreated domestic and industrial wastewater due to inadequate
wastewater collection, treatment and disposal facilities.
Based on the sampling conducted by the Department of Environment and Natural
Resources (DENR) in each month of the year 2000, water quality as per dissolved oxygen,
Biological Oxygen Demand (BOD) and the total suspended solid level in various stations of
the Paranaque-Zapote River are shown in the following tables. Two stations were located
within Pasay City, Tramo and MIA Road.

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2.7 Atmospheric Characteristic

From the nearest PAGASA station at Ninoy Aquino International Airport (NAIA), climatological data
from 1950-1995 were obtained. Tables 2.6 and 2.7 show some of the significant data.
2.7.1 Climate
The climate of Pasay is classified as Type 1 under the Corona classification used by
Philippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA)
depending on rainfall pattern. It is characterized by two pronounced seasons: rainy season
from May to October and dry season from January to April, when rainfall drops to 10-30mm/ month. In general, Metro Manila is directly influenced by an average of 2 to 3 tropical
cyclones per year.
2.7.2 Rainfall
The PAGASA station recorded an annual rainfall amount of 1,149.2 mm with a total of 113
rainy days between the years 1961-1995. The rainy months of May October indicated
monthly rainy days of 7- 20 with the month of July recording the highest at 20. The highest
amount of rainfall for the period 1949-1995 was 427.4 mm recorded on February 1,1962.
2.7.3 Temperature
Pasay has an average normal annual temperature of 27.5 C. The warmest months are
April, May and June while the coldest months are December, January and February with
the minimum temperature of 25-26C. The highest temperature was recorded on May
18,1969 at 38.1C while the lowest was recorded at 14.6C on February 1, 1962.
2.7.4 Relative Humidity
Relative humidity or the percentages of water vapor in the air ranges, in monthly values,
from 66% to 81% with an annual average of 75%. These values indicate that Pasay is
relatively humid.
2.7.5 Wind Speed and Direction
The annual prevailing wind direction in the area is towards the east. The average annual
wind speed is 3.0 meters per second (mps). High wind speed occurs in March to April while
low wind speed happens in September to November. The highest wind speed of 56 mps
was recorded on November 14, 1977, going in a western direction.
2.9 Geologic and other Natural Hazards
No traced earthquake fault line traverses the city of Pasay. However, the city is not spared from
other related geologic hazards such as tsunamis, ground shaking, and liquefaction. Tsunamis are
giant sea waves generated by under the sea earthquakes and volcanic eruptions. Not all submarine
earthquakes, however, can cause the occurrence of tsunamis. Tsunamis can only occur when the
earthquake is shallow-seated and strong enough (M 7.0) to displace parts of the seabed and disturb
the water over it (PHIVOLCS). The coastal area of Pasay City is among the most hit by tsunamis
and have a high potential for future tsunamis.
Typhoons and their associated hazards, such as strong winds, storm surges, and floods, are among
the most recurrent and damaging calamities our country is prone to. Some 20 typhoons pass the
Philippine Area of Responsibility (PAR) every year. These are most frequent during the months of

62

May to December with peak occurrences in the month of November. Of the total 325 typhoons
recorded to have crossed the PAR from 1948 to 1978, about 20 passed through Metro
Manila. One of these, Typhoon Yoling, was the most severe, registering amaximum wind speed of
200 kph and bringing 24-hour rainfall on the Metropolis. Residential areas, infrastructure, power
systems, and other utility installations experienced heavy damages, some of which took months to
restore.
2.10 Environmental Management
2.10.1 Water Management To address the countrywide water crisis which adversely affects
the health and well-being of the population, food production and industrialization process,
the National Water Crisis Act of 1995 was enacted. Some of the issues related to the water
crises are: water supply, water distribution, financing aspects, privatization of state-run
water facilities, the protection and conservation of watersheds, and pilferage of water,
including the serious matter of graft and corruption in all the water agencies.
2.10.2 Air Quality Management
The Clean Air Act of 1999 recognizes that the responsibility of cleaning the habitat and
environment is primarily area-based, thus, a local government concern. In terms of air
quality management, it stipulates that: LGUs shall share the responsibility in the
management and maintenance of air quality within their territorial jurisdiction. LGUs shall
implement air quality
standards set by the Pollution Adjudication Board (PAB) in areas within their jurisdiction.
Provided, however, that in cases where the board has not been duly constituted and has
not promulgated its standards, the standards set forth in this Act shall apply. The
Department of Environment and Natural Resources shall provide the LGUs with technical
assistance, training and a continuing capabilitybuilding program to prepare them to
undertake full administration of the air quality management and regulation within their
territorial jurisdiction. The LGU, for one, is responsible for attaining and maintaining the
ambient air quality standards within their respective airsheds. The designation of airsheds
shall be on the basis of, but not limited to, areas with similar climate, meteorology and
topology which affect the interchange and diffusion of pollutants in the atmosphere, or
areas which share common interest or face similar development programs, prospects or
problems. The DENR bases such ambient air quality standards on World Health
Organization (WHO) standards, but shall not be limited to nor be less stringent than such
standards. The initial lists and values of the hazardous air pollutants are provided in the
DENR mandate.
2.10.3 Land Management
All the barangays of the city have Cadastral Maps which are being used for taxation and
other legal purposes. On the other hand, prior to this undertaking, a Zoning Ordinance in
1981 was being used to guide developments and land uses in the city.
2.10.4 Solid Waste Management (SWM)
At present, the city of Pasay disposes of its solid waste in the San Mateo Sanitary Landfill
and the Payatas dumpsite. As per a JICA study on Solid Waste Management for Metro
Manila involving government agencies such as DECS, DENR and MMDA, Pasay City along
with Taguig, Pateros and the city of Makati shall be accommodated in the proposed
Transfer Station within Fort Bonifacio and then dumped in an inland landfill site to be later
specified. (Figure 2.5 refers) All barangays are covered by solid waste collection, which is

63

handled by the local government and private contractors. Solid wastes are collected daily
on main thoroughfares and every other day in the rest of the city. However, the collection
systems accommodate urgent requests by residents.

Fig. 70 Solid Waste Disposal Method Table

2.10.5
Drainage and Flood Control System
The Tripa de Gallina and Libertad pumping stations (PS), the Buendia and Libertad Outfalls
or Channels are currently servicing the drainage requirement of the city. The Tripa de
Gallina PS has a drainage area of over 1,700 hectares. Part of the storm runoff from the
Estero de Tripa de Gallina enters the Libertad PS via the Buendia and Libertad Outfalls. The
rest are discharged into the Paraaque River. The Estero, however, shows a fluctuation in
profile due to the deposit of sediment and garbage, and insufficient improvement of the
Buendia Channel. This condition is caused largely by poor sewerage and improper solid
waste disposal. A considerable volume of wastes accumulates in the retention pond of the
reclamation area. In areas along esteros and creeks occupied by a number of squatter
shanties, wastes are directly discharged into the waterway. At present, the local
government employs flood control measures such as annual
clearing of all waterways and sedimentation (desilting of riverbeds) accompanied by a
proper garbage and waste disposal system. The adjoining upstream areas of the Libertad
Reclamation Area is being drained through the Libertad, Buendia, and EDSA outfalls. Their
existing discharge
capacities are much smaller than their design capacities due to siltation. Garbage inflow at
the inlets of these outfalls aggravates the problem.
2.10.6 Disaster Management
The warning system for both typhoons and floods in Metro Manila are operated by the
Philippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA).
It monitors the meteorological and hydrological conditions and issues periodic reports. This
report contains a warning if the conditions entail risks to the population. The warning
system for typhoons works separately from the warning system for floods.

64

2.11 Land Suitability Assessment

In coming up with an effective land utilization system, the physical and environmental attributes of
Pasay City must be considered. Areas of physical constraint for further developments in the city
should be delineated. Maps indicating the city's relevant physical and environmental attributes are
generated and translated into degrees of concern. References used for this purpose include
materials from the local government, BSWM, and PHIVOLCS. Some of the environmental concerns
such as flooding, drainage, river preservation, liquefaction hazard, and industrial zones were
reflected in maps and discussed briefly. These are subsequently used to delineate the areas of
various degrees of development suitability.
Flood Hazard Areas
Besides natural factors, other aspects that tend to aggravate flooding problems in Metro Manila
include the following:

Infrastructure development leading to the creation of more impervious areas, resulting to

higher peak run-offs that usually cause standing floods;
Inadequate or non-existent drainage system;
Improper solid waste disposal that leads to the clogging of drainage systems, further
lowering their water retaining capacity;
Heavy siltation of rivers due to previous floods, indiscriminate dumping of garbage,
encroachment of squatters and slum dwellers, and limited maintenance works; and
Institutional problems and financial constraints which delay implementation of proper flood
control measures.

Flooding within Pasay City are generally concentrated along Taft Avenue and the areas along the
Estero de Tripa de Gallina and Maricaban Creek (Figure 2.6). River and Coastal Preservation As
shown in Figure 2.7, the following are the river preservation zones of the city:

Rivers and streams These critical areas consist of easements of about 3 to 20 meters
from both sides throughout the entire length of any river or stream. Areas within this range
are subject to easement of public use in the interest of recreation, fishing, floatage, etc.
Coastal Zone This includes areas one kilometer from the coastline of the Manila Bay,
which is city waters, and 200 meters from the coastline inland.
Areas of no significance - Areas outside the range mentioned above are nonenvironmentally-critical areas.

Liquefaction Hazard
Liquefaction is associated with the phenomenon of quick-condition failure which is generally
obtained when pore water in a liquefied layer rises into overlying near-surface sediments that
results in a condition resembling quicksand. Areas that are prone to liquefaction are those underlain
by water-saturated, thick fine to coarse sand layers such as those along the Pasig River Delta Plain,
lake shore areas of Laguna de Bay and the shorelines of Manila Bay. Figure 2.8 shows the citys
Liquefaction Hazard Map with potential zones classified into high, moderate
and low based mainly on the presence of clay layers which help inhibit liquefaction.
Industrial and Airport Zones

65

The attribute features of this map are based on the constraints on acceptable noise and air pollution
levels for developments around existing industrial establishments. These noise and air pollution
levels conform with the DENR Guidelines (Figure 2.9).
Development restriction guidelines for various noise zones are:
- from 45 to 55 dBA. Section of contiguous areas which are primarily used for
residential purposes.
- from 55 to 65 dBA. Primarily for commercial area
- from 60 to 70 dBA. Reserved as a light industrial area
- from 65 to 75 dBA. Primarily reserved as a heavy industrial area.
Development restriction guidelines for various source-specific air pollutants, such as
emission of dust, dirt or fly ash based on DENR standards.

Resolution No. 2765, Series of 2011

(Retrieved from Pasay City Archives and Records:
https://www.pasay.gov.ph/images/Archives&Records/res-2765-001.html)
A RESOLUTION AUTHORIZING THE CITY MAYOR, HONORABLE ANTONINO G. CALIXTO TO ENTER
INTO A CONTRACT OF LOAN AND TO MORTGAGE OR ASSING OR OTHERWISE TO ENTER INTO A
COLLATERAL AGREEMENT TO SECURE THE PAYMENT OF THE LOAN APPLIED FOR WITH THE
PHILIPPINE NATIONAL BANK (PNB) IN THE AMOUNT OF TWO BILLION PESOS (Php
2,000,000,000.OO) FOR THE PURPOSE OF FINANCING THE CONSTRUCTUION OF THE CITY
GOVERNMENT'S VARIOUS PRIORITY INFRASTRUCTURE PROJECTS PROVIDED ALL APPLICABLE
LAWS, RULES AND REGULATIONS ON THE MATTER ARE COMPLIED.
WHEREAS, the records of the sanggunian show that the City Mayor was already authorized by the
Sangguniang Panlungsod to apply for a credit line with any banking or financial institution for the
amount of Two Billion Pesos (Php 2,000,000,000.00) to finance various priority infrastructure
projects.
WHEREAS, the Two Billion Pesos (Php 2,000,000,000.00) loan term facility in favor of the City
Government of Pasay has been approved by the Philippine National Bank
NOW, THEREFORE, BE RESOLVED AS IT IS HEREBY RESOLVED, by the Sangguniang Panlungsod
in session duly assembled, authorizing the City Mayor, Honorable Antionio G. Calixto to enter a
contract of loan and to mortgage or assign or otherwise to enter into a collateral agreement to
secure the payment of the loan applied for with the Philippine National Bank (PNB) in the amount
of Two Billion Pesos (Php 2,000,000,000.00) for the purpose of financing the construction of the
city governments various priority infrastructure projects provided all applicable laws, rules, and
regulations on the matter are complied.
RESOLVED FURTHER, that the contract of loan deeds of mortgage and assignment and all
other documents hereto referred are subject to ratification by the Sangguniang Panlungsod.
ADOPTED in the City of Pasay, Metro Manila, Philippines, this 25 th day of July, in the Year of
Our Lord, Two Thousand Eleven.
CERTIFIED APPROVED BY THE SANGGUNIANG PANLUNGSO

66

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