Design of an Integrated Port Passenger Terminal Building in the Port of

Iloilo City, Iloilo

Project By

Cuison, Christian Dave N.

Monjardin, Cris Edward F.

Ramos, Sundayherson Jr.

Submitted to the School of Civil, Environmental and Geological

Engineering (SCEGE)

In Partial Fulfillment of the Requirements

For the Degree of Bachelor of Science in Civil Engineering

Mapua Institute of Technology

Manila City

March/2013
ii
 Executive Summary

With this project, the researchers were given the opportunity to provide a design
of an Integrated Port Passenger Terminal Building in the port of Iloilo City for the
accommodation of the passengers of the said seaport. Moreover, the project would
provide additional functional facilities for the passengers’ different wants and needs like
waiting areas, amenities such as comfort rooms and etc.., canteens and security. The port
as well as the building will rest on an area near the sea, having a vertical expansion of the
building rather than a horizontal will conserve spaces that can be used for port operations
in this way we can avoid reclamation. This building will also make use of indigenous
materials available for the construction. This project will help the port authorities to solve
issues regarding the convenience of the growing number of passengers and to improve
the quality of service.

In this project the researchers found out that having a terminal building the
authorities can give the basic wants and needs of the passengers especially the amenities.
We all know how important amenities are especially in this type of building where great
number of people coming in and out.

In constructing a terminal building a thorough research was done by the

researchers, especially in conceptualizing the floor plan. Floor plans must be based on the
flow of people inside the port. Each facility has been carefully organized and placed
according to the activities done by the people inside the building. Faster flow of people
was carefully considered in designing the terminal for it is very important in the
productivity of the building.

The researchers recommends that the sewage facility of the building must be
establish well and must be consulted to a Sanitary Engineer. The design must be carefully
done considering that the building operation must not affect the environment especially
the body of water near it. We must always take into consideration always our
environment before anything else.

ii
 Table of Contents

Chapter 1 Introduction 1
Chapter 2 Presenting the Challenges 2
2.1 Problem Statement 2
2.2 Project Objective 2
2.3 Design Norms Considered 2
2.4 Major and Minor Areas of Civil Engineering 3
2.5 The Project Beneficiary 3
2.6 The Innovative Approach 4
2.7 The Research Component 4
2.8 The Design Component 4
2.9 Sustainable Development Concept 5
Chapter 3 Environmental Examination Report 6
3.1 Project Description 6
3.1.1 Project Rationale 6
3.1.2 Project Location 7
3.1.3 Project Information 9
3.1.4 Description of Project Phases 9
3.1.5 Pre-construction/Operational phase 9
3.1.6 Construction phase 10
3.1.7 Operational phase 11
3.1.8 Abandonment phase 11
3.2 Description of Environmental Setting and
Receiving Environment 11
3.2.1 Physical Environment 11
3.2.2 Biological Environment 12
3.2.3 Socio-Cultural, Economic and Political Environment 12
3.2.4 Future Environmental Conditions without the Project 13
3.3 Impact Assessment and Mitigation 13
3.3.1 Summary Matrix of Predicted Environmental
Issues/Impacts and their Level of Significance at
Various Stages of Development 14
3.4 Environmental Management Plan 16
3.4.1 Summary Matrix of Proposed Mitigation and
Enhancement Measures, Estimated Cost and
Responsibilities 16
3.4.2 Brief Discussion of Mitigation and
Enhancement Measures 16
3.4.3 Monitoring Plan 17
3.4.4 Contingency Plan (if applicable) 17
3.4.5 Institutional Responsibilities and Agreements 18

iii
Chapter 4 The Research Component 19
4.1 Abstract 19
4.2 Introduction 20
4.3 Review of Literature 21
4.4 Methodology 25
4.5 Conclusion and Recommendation 26
Chapter 5 Detailed Engineering design 27
5.1 Forecasting Number of Passengers 27
5.2 Forecasting of Required Parking Spaces 38
5.3 Loads and Codes 39
5.3.1 Introduction 39
5.3.2 Dead Load 39
5.3.3 Live Load 40
5.3.4 Earthquake Load 40
5.3.5 Wind Load 40
5.4 Structural Design 41
5.4.1 Slab Design 42
5.4.2 Beam Design 47
5.4.3 Column Design 57
5.4.4 Foundation Design 58
5.4.5 Stair Design (Fire Exit) 63
5.4.6 Roof Design 65
Chapter 6 Promotional Material
6.1 Introduction 67

Chapter 7 Budget Estimation 71

Chapter 8 Project’s Schedule 82
Chapter 9 Conclusion and Summary 89
Chapter 10 Recommendations 90
Chapter 11 Acknowledgements 91
Chapter 12 References 92
Chapter 13 Appendix 93

iv
 LIST OF FIGURES

Figure Page
Title
No. No.

This figure shows where the structure will be constructed and nearby
1 7
structures existing on the proposed site.

This figure shows the exact location of the proposed structure and
2 8
the nearby streets.

3 Project View from the street 67

4 Rear Elevation of the Terminal Building 68

5 Bird’s Eye View Showing the Top View of the Building 68

Rear Elevation showing the Passage way to the Arriving and

6 69
Departing Ship

7 Front elevation showing the Parking Lot 69

8 Site Development Plan 70

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 Chapter 1
Introduction
This paper is all about the design development of integrated sea port passenger
terminal in Iloilo City, Philippines. This country, as an archipelago, makes the maritime
industry an important factor in achieving economic progress. In fact, shipping remains
the major means by which islands are linked and through which movement of goods and
people is achieved. There is no known island that cannot be reached by ship or small
boat. The significant role of shipping is even more emphasized if one is to consider the
government’s objective of achieving national unity by bridging cultural values and social
norms.

The Port of Iloilo is considered as one of the safest natural seaports in the
Philippines. Also, this city is located near the sea that's why shipping is one of the means
of connecting people from one place to another. Actually, a number of shipping
companies operate in the Port of Iloilo, including Lorenzo Shipping Corporation, Aboitiz
Shipping Company, Amigo Shipping Company, New Panay Shipping Company, Negros
Navigation Company, Sulpicio Lines, and Trans-Asia Shipping Lines Inc. Fast ferries
serve Iloilo-Bacolod routes eight times daily. Negros Navigation and Superferry dock to
the city where it serves routes going to Manila, Bacolod, Cebu, Zamboanga and Cagayan
de Oro City.

The reality of seaport terminals in Iloilo City:

Iloilo seaport is truly beautiful because most of these seaports were made
naturally meaning the places is perfect enough for a ports operation and doesn’t need to
do reclamations. But in order for these seaports to be good enough, the government
especially the Philippine Ports Authority must also consider the terminals where the
people could stay on before or after the trip. Philippine Ports Authority is a government-
owned corporation that is responsible for financing, management and operations of public
ports throughout the Philippines.

With these conditions drawn together, the group has proposed a Three (3) - Storey
Seaport Passenger Terminal Building that will address the problems regarding seaports
that cannot provide good accommodation to passengers. The building will make use of
indigenous materials and will avoid using import materials to construct a low cost
building.

1
 Chapter 2
Presenting the Challenges
2.1 Problem Statement

At present, the reality of Iloilo City's seaport terminals are not improving
at all or even becoming worse. Several passengers have experienced worse
scenarios that lead to inconveniences which involve the lack of accommodation
facilities that will give shelter to the passenger from all types of weather, lack of
secured place and disorganized flow of passengers inside the port. Also the
authorities experiences problems due to the lack of accommodation facilities the
passenger are staying everywhere inside the port and thus leaving wastes that can
give a bad effect to their operation. The fact that these happen, the group proposes
to design a three storey Port Passenger Terminal Building that can be constructed
in an existing area near the seashore because it is the only available area where
the passenger terminal can be built. This building aims to lower the cost of the
project because the budget will come from the government and must be
minimized as much as possible. The building is integrated this means that it must
incorporate inside all the amenities that a typical port has. This is to improve the
level of service that a passenger must experience.

2.2 Project Objective

The main objective of this project is to design a three storey Port

Passenger Terminal Building that can conserve space so it can be used to other
port operations, thus reclamation in the future can be avoided without affecting
the productivity of the port. Another objective is to organize the flow of
passenger inside, to provide passengers safe and sound structure that can rest on
an area near the sea, a place that can accommodate the passengers, a
comfortable place to stay in while waiting, a place where the passengers can
secure their belongings, a place where they can get an easy access of
transportation going home, a shelter that can protect them from different types
of weather. Also to organize the basic operations happening in the port. Lastly
with the use of indigenous materials, low cost can be ensured.

2.3 Design Norms Considered

The design norms considered for this project consist of cost effectiveness,
minimalism and eco-friendliness.

The design should be cost effective. Every material to be used must be

carefully analyzed to meet the standard of cost and quality. This project is not
2
 aiming for high cost and high quality building but rather the maximum quality
we can get with optimum cost without risking the safety of occupants.

The design should follow the minimalism concept. The term minimalism
is used to describe a trend in design and architecture where the subject is reduced
to its necessary elements. Space is very important in designing a terminal
building because this space will determine the capacity of the passengers that
could occupy the building. Thus, designing with minimalism concept will help
provide ample space for the needs of the passengers.

Finally, the design should be eco-friendly. In the world where global

warming and climate change threatens human existence, we should find
alternative and eco-friendly approach for us not to contribute to such bad effects.

2.4 Major and Minor Civil Engineering Fields

The major civil engineering field to be covered is Structural, the design of

the superstructure will be a three-storey building that will make use of our local
materials and the minor areas to be covered are Geotechnical and Transportation.
For Geotechnical, the design will cover the substructure which is the foundation
of the building. Since it will rest on an area near the sea, appropriate foundation
must be designed carefully. For Transportation, the forecasting of number of
people that will be using the port will be the basis in determining the needed total
lot area of the terminal building. Also appropriate design of facilities will be
constructed accordingly to flow of people that will be using the ships to travel.

2.5 Beneficiary

The design of a three-storey passenger terminal building will benefit the

Philippine Ports Authority (PPA). The researchers together with the said
authorities are planning a one-stop “shop” passenger terminal providing all the
needs of the passengers, after learning that there is no such facilities providing
terminal necessities. The passenger terminal building will be a great solution for
the problems that the passenger and the port authorities are experiencing.

This project can also benefit the Philippine Ports Authority (PPA) in the
future. The project can serve as basis for the future developments.

3
MAJOR FIELD:
STRUCTURAL ENGINEERING
To construct a building means to have safe and sound building. Safe and Sound,
two different words but have the same agenda, which is to provide people shelter against
bad weather, to give people a place to stay-in whenever possible, and to attract tourists to
come to our country by means of providing a structure that is aesthetically beautiful in
appearance. This thesis project involves the design of an integrated seaport passenger
terminal building in the port of Iloilo City, Iloilo. And from here, we can already say that
the safety of the building is more prioritized than the aesthetic beauty of the building,
since it is the objective of the Philippine Ports Authority to give passengers a safe
terminal building before they go out of the sea for a journey. But is it really right to give
more priorities for the safety of a building rather than to have an aesthetically beautiful
building? The answer lies on the available budget that was distributed to the Philippine
Ports Authority by the local government. The said budget was so limited that the PPA,
and us have decided to give more priority to the safety of the building, and that was by
using indigenous materials for construction. Yes, the researchers were certain about the
result of this project by using indigenous materials. The usage of the said materials is
very useful not only to the PPA but also to the economy. The building of seaport terminal
is also an act of wealth generation. Constructing this terminal building is generally not
the major focus of this project and using local materials are useful to assure sufficient
materials at reasonable prices. And also due to construction of this building, more jobs
can be offered by the local government and therefore might affect the economy of our
country in a good way.

The design should be cost effective. Every material to be used must be carefully
analyzed to meet the standard of cost and quality. This project is not aiming for high cost
and high quality building but rather the maximum quality we can get with optimum cost
without risking the safety of occupants. The design should follow the minimalism
concept. The term minimalism is used to describe a trend in design and architecture
where the subject is reduced to its necessary elements. Space is very important in
designing a terminal building because this space will determine the capacity of the
passengers that could occupy the building. Thus, designing with minimalism concept will
help provide ample space for the needs of the passengers. Finally, the design should be
eco-friendly. In our world where global warming and climate change threatens our very
own existence, we should find alternative and eco-friendly approach for us not to
contribute to such bad effects.
 In this project, various technical programs will be utilized to help in modelling,
conceptualizing and designing the project. We use STAADpro to help us in designing the
entire structural member. We use AutoCAD to help us in modelling and laying out the
plan and specification of the project. And lastly, we use Google Sketchup to help us make
the perspective of the building to visualize the image.

Since the project is located near the sea, a thorough research must be done prior to
this.
There should be a research on the land condition where the terminal building will be
rested. Now, for the specification of the project, a thorough research of very efficient
materials available in our country must be done and also for the installation of Reflective
Tempered Walls, and also a thorough research of the material’s property must be done if
it will really be effective to use.

Now for the design components of our project, the superstructure will be
composed of reinforced concrete beams, columns, and slabs. The design will depend
from the loads like weight, superimposed, wind and seismic. The basis of our design is
based on NSCP 2010. Also, we used a reflective tempered glass walls for the exterior
windows of the building. With this, the scenic views of our beautiful nature in Iloilo will
be seen by the passengers waiting inside the terminal building and therefore could make
them feel relax and comfortable. The passenger’s waiting area will be available at the
first and second floor. Passenger must have an enough space to stay-in upon waiting
inside the terminal building. Utilities will also be available on each floor for this is very
important for the passengers staying inside. Terminal offices will be located at the ground
floor as per requirement by the Port Authorities and also in order for the passengers to
have an easy access to them. Canteens and other entertainment facility will be located at
the third floor. And lastly, port facilities such as parking lots, entrance gates, etc. will also
be introduced in order for the passengers to have conveniences in using the port.

From the previous paragraphs, we have already said about the meat of this
project. When we say meat, it has nutrients that we can absorb. So with this, what are the
possible nutrients, or importants that this project could offer to us? To answer this
question, we must first understand the concept of sustainable development. The concept
of sustainable development means sustainable in three areas- environment, economy and
community. For environmental aspect, we chose to have a vertical expansion rather to
have it horizontal in order to save space. Our land is very limited so we must make a way
how to conserve space without affecting the productivity of the port. On economic
aspect, we tend to use indigenous materials to produce low cost terminal building and
upon maintaining and repairing the said building in the future, materials will always be
available and cheap around. Another is this project can help the ports to improve their
operation by giving the passengers a convenient and secured place to stay in where they
can get an easy access for their different wants and needs. Thus, organized flow of
passengers inside will result to an increase in number of passenger patronizing the port.
On the community aspect, this project can produce more jobs for the people in the
community. With the said types of sustainable development, we could say that in order to
have the best structural building, we must always try to ask the help of the experienced
one about anything that could help us to construct this terminal building in economic and
environmental ways.

The structural codes used in the structural design of an integrated port passenger
terminal building structure conform to the National Structural Code of the Philippines
2010 for volume 1. All values used in the design are found in NSCP 2010.

In the design of the building, several loads were used. The first one is the dead
load. The dead loads that were considered in the computation are the slab weight, floor
finish, masonry, mechanical, and electrical. These dead loads are typical for second to
third floor of the building.
Now for the roof deck dead load, we considered the slab weight, floor finish,
waterproofing, mechanical, electrical, and parapet. Then, for the live load, we considered
the hallways, roof deck, and the water tank which is located on the roof deck. Lastly for
the seismic load, we used the 1997 UBC Seismic Loading.

The structural design of the 3-storey port passenger terminal building structure
has been done using Design Softwares. For the design of concrete beams and columns,
STAAD was used. On the other hand, for the design of foundation footings, MIDAS was
used. And laso for the design of slabs, it is computed using the manual analysis with the
aid of Microsoft Excel.
MINOR FIELD:
TRANSPORTATION ENGINEERING
Our country is composed mainly of body of water. Thus, the shipping industry is
very important to us. And since this place where we live in is a big island, we must
expect several people to go to different seaport terminal buildings in order for them to
have a safe journey from the origin to their destination. In present times, the reality of
Iloilo City's seaport terminals are not improving at all or even becoming worse. Several
passengers have experienced worse scenarios that lead to inconveniences which involve
the lack of accommodating facilities that will give shelter to the passenger from all types
of weather, lack of secured place and disorganized flow of passengers inside the port.
And also the authorities experiences problems due to the lack of accommodation facilities
the passenger are staying everywhere inside the port and thus leaving wastes that can give
a bad effect to their operation. The fact that these happen, the group proposes to design
the Port especially the Three storey Port Passenger Terminal Building that can be rested
in an existing area near the seashore because it is the only available area where the
passenger terminal can be constructed. This building aims to lower the cost of the project
due to the fact that the budget will come from the government and must be minimized as
much as possible.

For Transportation, the forecasting of number of people that will be using the port
will be the basis in determining the needed total lot area of the terminal building. And
also appropriate design of facilities will be constructed accordingly to the flow of people
that will be using the ships to travel. Also in connection with the project itself, the
researchers must have a proper design of floor plan for different passenger’s activities
inside the building so that there will be a nice flow of passengers and therefore promote
safety. Also, we study carefully the different rules and regulations inside the seaport
terminal that will be used very carefully so that the passengers could easily understand
the said rules.

Our main objective or aim in using the transportation principles in our thesis is to
maintain or improve human and ecosystem well-being together. Due to varying
environmental, social and economic conditions between and within countries, there is no
single best way to achieve sustainable transportation systems. A set of guiding principles
can be described, however, upon which transition strategies should be built. In here, we
recognized the fundamental importance of access. Access to people, places, goods and
services is important to the social communities. Transportation is a key means, but not
the only means, through which access can be achieved. And according to the principle of
access in transportation, all people are entitled to reasonable access to other places. And
in relation to our thesis, it is a must and required for the researchers and PPA to provide
the complete access for the seaport terminal to the passengers.

Transportation systems are a critical element of a strong economy, but can also
contribute directly to building community and enhancing quality of life. According to
another principle of people and communities in transportation, nation states and the
transportation community must strive to ensure social, equity, and meeting the basic
transportation-related needs of all people. In relation to our thesis, the PPA must provide
equal rights for the passengers so as to promote peace.

Other principles involve the following: Health and safety, Individual

responsibility, integrated planning, pollution control and prevention, and land and
resource use. These principles have helped us with our thesis by means of giving us ideas
on how a transportation system in a terminal building can be designed and operated in a
way that protects the health and safety of all people, and enhances the quality of life in
communities. It also helps us to know the responsibilities that each of us must follow.
Good example of this is by following the rules and regulations of the seaport terminals. It
also helps us to appreciate more the environment and that is by including on our design
some factors that may prevent and control pollution. With this, we could help our
environment to fight against global warming. Also, we learned how to use our own
knowledge and experiences in order to come up with a greater idea that we can use in
solving the different problems in the terminal building.

The method we used in forecasting the number of passengers in the port is also
used by the port authorities. The data gathered based on the computation will be used in
determining the needed floor area of the terminal building to be considered. In the
computation of the required floor area, we use the years from 2003 to 2020. And from the
resulted data, we highlighted the result in the year 2012 and 2020.

In the computation proper of the required floor area, we considered the

disembarked and embarked passengers and also the ship calls. Then we computed the
average total ship calls that can be used for the computation of the port traffic projection.
In this case, we used the growth rate method or the passenger disembarked and embarked
method.

In order for us to have accurate and consistent result, we tend to increase the ship
calls yearly by 5. And as a result of this, we got the result of 8567 ship calls. Together
with this figure, we can also compute for the total embarking passenger, and the number
of ship calls in a given time which resulted to a value of 466 pax.

Now, after solving all of the basic requirements, we may now proceed with the
area computation proper. And in here, we used the manual that can be found in the PPA.
This manual has set of standards that we must follow. And by using the NEPGT, we can
solve the required area and that is by using the table that were given to us the PPA
officials. After of careful search for the value, we used interpolation and resulted to a
value of 1165 square meter which is the floor area of the seaport passenger terminal
building.

From the above statements, we must be noted that having a three storey terminal
building, we must distribute the computed area among the first and second floor only.
The third floor will be used for commercial establishments. Due to the flow of the
escalator, the allotted area per floor had been increase from 582 square meter to 700
square meter. Therefore, the total area of the passenger terminal building is equal to 2100
square meter. And in order to prove the correctness of our data and computation, the
architect of the PPA have checked our works and ended up having no errors. With this,
we could proudly say that we made a very good and careful work in computing for the
required area of the building.

The method we used in forecasting the number of parking spaces in the port came
from the port authorities. The data that we got in the manual will be used in determining
the needed total parking space/s of the terminal building to be constructed. In order to
solve this, we must first know the basic requirements such as the parking slots and the
percentage of arriving passengers. With these data, we got results. Using these result, we
looked through the building code and it gave us this dimension, a width of 3 meters and a
length of 5 meters.
MINOR FIELD:
GEOTECHNICAL ENGINEERING
Iloilo is just one of the islands of Philippines which are being surrounded by body
of water. Therefore, it is a must to have a seaport terminal somewhere in Iloilo so that
people living there could travel everywhere they want. To travel means to search for jobs,
to go to school, to find foods, to go home, and to recreate. That’s why the researchers
have considered this project a necessity for the residents of Iloilo City. But before we
started this project, several things and standards must be considered. First of all, the place
where our project will be rested is to be placed near sea. Due to this, the soil properties of
the said place will be soft and weak. That is why there should be an accurate design for
its foundation so that the terminal building will last longer in the future.

To be able to have a proper design, a study on substructures with an appropriate

design to address such land condition must be researched. A soil investigation is
necessary to provide information for design and construction. Some of the purposes of
soil investigation are to evaluate the general sustainability of the site for the proposed
project, to enable an suitable and economical design to be made, and to make provisions
for difficulties that may arise during construction due to ground and other local
conditions.

In order to limit our discussion in our research paper, we just chose some of the
important phases of soil investigation that shall be used. The soil investigation depends
on the size, the client, the engineer’s familiarity with the soil at the site, and the codes
that will be used. It is true that structures are sensitive to settlement therefore there must
be a thorough soil investigation of it so that assurance of having safety will be given to
the client. In this case, the said client is the passengers of the terminal buildings.

Some local building codes have provisions that set out the extent of site
investigation. It is a obligatory that a visit be made to the proposed site. In the beginning,
available information is often not required to allow a detailed plan to be made. So with
this, what are the phases of site investigation that must be developed?

For phase 1, there should be a collection of available information such as site

plan, the type structure to be used, the loading conditions to be used, the previous
geotechnical report of the said site, and the topographic maps of the site. Luckily for us,
our site in Iloilo City has past geotechnical reports that we can already use for soil
investigation and for the design of the foundation. In other words, there was already an
unfinished foundation in our site for us to continue. What we need to do was just to use
our own knowledge and just follow the foundation standards that the port authorities have
given to us. With this, we can already design the foundation in the easiest way possible.

For phase 2, we should have a site visit to provide a general picture of the
topography and geology of the site. It is important that you take with you on the site visit
all the information gathered in phase 1 to compare with the current conditions of the site.
In this case, one of my group mates has gone to Iloilo City to see the site personally. And
when he went home to manila, he told us everything that he saw. And from that, we used
this imagination of him to draw our perspective of the entire port and the possible image
for our perspective.

For phase 3, we should have a detailed soil exploration of the site in order for us
to determine the geological structure of site, the groundwater condition, the sample of
soil from the site. And with these results, we can use them to obtain a situ test. Again,
luckily for us, the PPA has provided us some examples of situ test result and also they
gave us some soil sample analysis that we can use for our thesis. The said data were
came from the manual of the PPA. In here, the PPA officials have guided us in order for
us to find what we needed from that manual.

And for phase 4, using the soil tests results that we got from the PPA, we are now
ready to write a report. The report must contain the clear description of the soil of the
site, the methods of exploration used, the soil profile, the test methods used, and the
location of groundwater.

Now to summarize the series of events that shall be done on the site, first we must
start with the site preparation. It begins with the staking out of the site. It involves the
surveying of the site and by introducing markings of the lot boundaries. Next, the
clearing of the site is to be done and that is by removing the obstructions which can
hinder the construction activities in the site. And lastly, the excavation works where land
is being excavated for the preparation of the construction of foundations and footings.

Now for the construction preparation itself, it involves the construction of

substructure elements which include the foundation to be used in the site. It also includes
some of the superstructures that are still under or connected under the substructure like
slab on grade, the beams, and the columns.
 Next, after of rigorous preparation, now we are ready to install the water and
sewer line along the ground level. In here, final inspection must be done so that
unnecessary things can already be removed from the site that may cause future problems.

In this project, we used shallow foundation consisting of seven reinforced

concrete isolated footings. The structure rises 4 meters from the ground and 6 meters
from the second level to the roof deck, with 3 meters per level. According to the soil
report that was given to us by the Philippine Ports Authority, the soil in the area has a net
allowable soil bearing capacity of 250 Kpa for 2 meters deep bore hole. In reality, in
compressible soils such as clays, the borings should penetrate either 1.5 to 2 times the
least dimensions of the foundation or until the stress increment due to the foundation
loads is less than 10 %, whichever is greater. Borings should penetrate at least 1 meter
into the rock. In very stiff clays, borings should penetrate 5 meters to 7 meters to prove
that the thickness of the strata is enough and adequate.

For the design consideration, we used the 28 th day compressive strength of

concrete of 27 Mpa, yield strength of reinforcing steel of 414 Mpa, an allowable soil
bearing capacity of 250 Kpa, a diameter of steel reinforcing bar of 12 mm and 16 mm,
and a minimum concrete cover of 75 mm. This concrete cover was based on NSCP which
tells us that if the concrete is casted against and permanently exposed to earth, therefore
we must use a concrete cover of 75 mm.

In computing the punching shear of the footings, the main variables that were
used in the concrete were the strength, the ratio of flexural reinforcement, the type of
anchorage of the reinforcement, and the type of shear reinforcement. The tests showed
that the concrete strength had a strong influence on the punching shear strength. The ratio
of flexural reinforcement only slightly influenced the punching shear strength. The type
of anchorage did not influence the punching shear strength. The use of inclined bent-up
bars as shear reinforcement gave higher punching shear strengths than the use of stirrups.
The resistance to the transverse effects of concentrated forces acting on concrete slabs is
an essential problem in design of column footings, flat plates and bridge slabs. The
design methods should be based on physical models, which in a relevant way describe the
behaviour of the structure and consider the mechanical properties of the materials.

In computing for the beam shear, the resistance to the transverse effects of
concentrated forces acting on concrete slabs is an essential problem in design of column
footings, flat plates and bridge slabs. The design methods should be based on physical
models, which in a relevant way describe the behaviour of the structure and consider the
2.6 Innovative Approach

In this project, various technical programs will be utilized to help in

modeling, conceptualizing and designing the project.

 STAADPro
This program will help in designing all of the structural members.

 AutoCAD
This program will help in modeling and laying out of the plan and specification of
project. This includes the architectural and structural plan.

 Google Sketchup 8
This program will be used in making the perspective of the building to visualize
the image and shall be used in presentations.

2.7 Research Component

The proposed passenger terminal building is located at the Port of Iloilo

City, which is near the sea. To be able to have a proper design, a study on
substructures with an appropriate design to address such land condition must be
done. There should also be a thorough research on the land where the terminal
building will be constructed during different weather conditions to ensure the
safety feature of the structure. To be able to design the proper floor plan for
different passenger activities inside the building, enough research about nimber of
passengers and flow inside the port must be done. For safety of the terminal
building, thorough research on safety, rules and regulations and standardization of
port terminals shall be researched.

For the specification of project materials, a thorough study on very

efficient materials available in the country must be done and also for the
installation of Reflective Tempered Walls, thorough research of the materials’
property must be done if it will really be effective to use.

2.8 Design component

In this project, there are several designs to be considered:

 Substructure
This will cover the design of pile foundation of the building. The design will
depend on the type and stability of soil of the area from soil investigation.

 Superstructure
4
 -The superstructure will be composed of reinforced concrete beams, columns and
slabs. The design will depend from the loads like weight, superimposed, wind and
seismic. NSCP 2010 will be use for designing such.
-Reflective Tempered Glass walls will be used as exterior windows

 The Passenger’s waiting and utilities area.

Passenger’s waiting area will be available at the 1st and 2nd floor. Passengers must
have an enough space to stay in upon waiting inside the terminal building.
Utilities will also be available on each floor for this is very important for the
passengers staying inside.

 Terminal offices will be located at the ground floor as per the requirement by the
Port authorities.

 Canteens and any other entertainment facility will be located at the third floor

 Port Facilities such as Parking lots, entrance gates and etc..

2.9 Sustainable Development

“The concept of sustainable development means sustainable in three (3)

areas – environment, economy and community” (Global Development Research
Center, GDRC) For environmental aspect, the researchers chose to have a vertical
expansion rather than to have it horizontal, to save space and prevent reclamation
in a body of water. Our land to be use is very limited so we must make a way how
to conserve space without affecting the productivity of the port because if not,
reclamation will be done which is not good for our environment. On the economic
aspect, the building will make use of indigenous/local materials to produce low
cost terminal building and upon maintaining and repairing the said building in the
future, materials will always be available and cheap around. Another is this
project can help the ports to improved their operation by giving the passengers a
convenient and secured place to stay in where they can get an easy access for their
different wants and needs. Thus, organized flow of passenger inside will result to
an increase in number of passenger patronizing the port. On the community
aspect, this project can produce jobs for the people in the community, jobs
pertaining to the operation of the said terminal.

5
 Chapter 3
Environmental Examination Report

3.1 Project Description

3.1.1 Project Rationale

The poor state of some ports in the country is definitely alarming,

travelling by ship is one of the most affordable ways of transportation an ordinary
individual can take. It is the goal of the project to provide a safe and sound
passenger terminal building that will accomodate and can give a comfortable
place for each passenger to stay in and also to have a place where they can get an
easy access of their necessities like foods and some of their needs inside the port.
It will also be the aim of the project to be a high quality passenger terminal
building so that the passengers can be satisfied for the service that they had paid
for.

The objectives are as follows:

 To design appropriate facilities for the operation of the port

 To build a modern building that can accomodate passengers while waiting
 To introduce self-sustaining building

6
3.1.2 Project Location

The Integrated Passenger Terminal Building will be located at the port in

Brgy. Progreso La Paz District, Iloilo City. The proposed building will be rested
on the area near the sea. The location is already an operating port. The whole area
covered is enough for a Port Terminal Building to be constructed. It is also a little
bit far from the main road but still reachable.

Figure 1: This figure shows where the structure will be constructed and nearby structures
existing on the proposed site.

7
Figure 2: This figure shows the exact location of the proposed structure and the nearby
streets.

8
3.1.3 Project Information

Ports in the Philippines have been serving great number of passengers due
to the demand for affordable transportation. The lack of place and facilities to
accommodate such passengers is what the project amis to solve. This three-storey
port terminal building will provide a proper and orderly accommodation for the
passengers. This will include waiting areas which will have a design that can
contain a great number of passengers. Also, since it is a three-storey terminal
building, the safety of the passenger will be the main concern in designing the
structure.

Furthermore, to lessen the cost of constructing the building, the project

will make use of local materials which will always be available around and are
cheap not in terms of the quality but in terms of the cost.

3.1.4 Description of Project Phases

The project comprises of four (4) phases. pre-construction/pre-

development phase includes the things to be done prior to the construction of the
project like Feasibility study and procurement of necessary permits next,
construction/development phase is the phase where excavation and construction
of the structure is at full-swing then operational phase is the phase where the
building is ready to be used by the occupants and serves its purpose to the
community. Finally, abandonment phase is the phase where the building can no
longer service the occupants due to wear/tear, age and damage it accumulated
during the years of service.

3.1.5 Pre- Construction/ Pre-Development Phase

 Planning stage
In this first stage, the project will be carried out. The project’s
purpose, need, the design criteria and the location of the project will be
considered.

 Preparation of Construction Documents

The construction documents are important to obtain bids from
contractors and price from subcontractors. These documents establish the
contractual obligations between the owner and the contractor, and define
the roles of the construction team members.

 Selection of Contractor
The construction contract will be awarded to the contractor with
least bid. If the bid of contractor is less than the limit establish, the
contract will be awarded as negotiated contracting.
9
  Construction Planning
Construction Planning includes site investigation, site
management, obtaining permits, scheduling, excavation planning,
estimating, value engineering and quality control.

3.1.6 Construction/ Development Phase

Site Preparation includes:

 Staking out
 Surveying and marking of lot boundaries

 Clearing
 Removal of obstructions which can hinder the construction of the
structure.

 Excavation works
 Excavation of land for the construction of foundations and footings

Construction Preparation includes

 Construction
 Construction of Substructure elements includes the foundation to
be used in a reclaimed area
 Superstructure element Includes beams, columns and the
installation of the Reflective Tempered Glass walls

 Installation of Water and Sewer Lines

 Installation and organization of water and sewer piping system to
be connected to the water company
 Installation of Power Distribution System
 Installation of Power Lines to be connected to the electrical
company

 Finishing
 Detailing works and final inspection of the building.

Clear-out includes:
 Abandonment of the construction
 Restoring the affected plants and trees ( if there are any)
 Full operation of the structure

10
3.1.7 Operational Phase

The operational phase is one of the most important phases in every construction,
because this will show the effectiveness of the structure. In the operational phase, full –
function, usage, maintenance and enhancement are reviewed. Since the project is a Port
Terminal Building with a waste water treatment system, proper maintenance and
observation are required. The tasks included in this operational phase are:

 Regular inspection of the place

 Collect reports of problems to ensure suitable actions needed to be done

3.1.8 Abandonment Phase

Since the structure will be used to serve the many passengers, safety must
be ensured at all times. Thus, certain conditions were set in determining whether
the structure must be abandoned or not.

a) When the damages in structural elements had been accumulated as a result

of the number of years it has been used and the damages from the disasters
it had resisted in its service life.

b) When the damages threatens the safety of passengers.

Once the building is to be abandoned, the abandonment phase will begin with:
 Removal and Relocation
 Demolition
 Transfer of Unused Materials
 Scraps and Wastes Transport Removal
 Remediation of Contaminated Sites

3.2 Description of Environmental Setting and Receiving Environment

3.2.1 Physical Environment

The proposed project location will be at Brgy. Progreso La Paz District

Iloilo City, Iloilo. The project will cover the whole port area but the passenger
terminal building will mostly cover 700 square meter. It will be rested on an area
near a body of water. No animal and plant life will be affected. The area is already
an operating port but there is no existing Terminal Building. There are no
residential houses nearby and it is far from the main road but it still reachable.

11
3.2.2 Biological Environment

The location of the proposed project is near the sea, near the area there are
no residential houses but there are informal settlers that will be forced to leave
upon the construction for their safety. The area to be used for the building was
minimized so if ever there is a need for expansion in the future, reclamation will
be avoided. There are no wildlife that will be affected upon the construction and
as well as with trees. The site, is about 1 km away from the main road.

3.2.3 Socio-Cultural, Economic and Political Environment

According to the website “www.1stphilippines.com” Iloilo City is the

capital city of the province of Iloilo, Philippines. It is the regional center and the
main economic hub of the Western Visayas region. This is situated in the center
of the Philippine archipelago, approximately 283 statute miles from Manila and
serves as the gateway to the Western Visayas. The province comprises the
southeastern part of Panay Island.

Iloilo City is politically subdivided into 180 barangays which are grouped
into six districts Arevalo (13 barangays), Arevalo (13 barangsays), Jaro (42
barangays), Mandurriao (18 barangays), Molo (25 barangays) and La Paz (37
barangays) where the location of the study is. The local government of Iloilo City
is headed by Mayor Jed Patrick E. Mabilod and Vice Mayor Jose Espinosa III.

In terms of the economy, the strategic location of Iloilo favorably resulted

in making the city the hub of trade, commerce and industry. The place also boasts
of its excellent port facilities, extensive infrastructure, modern
telecommunications system and reliable utilities. Iloilo City has a business-
friendly local government that provides incentives to business in preferred
investment areas. Identified investment areas offer attractive incentives such as
income tax holidays and free issuance of permits and licenses.

Currently, there are 8,407 business establishments of which 1,182 are new.
Total capital investments for new business establishments are P 365,506,020.92.
The city has 40 universal, 24 commercial, 11 governments, 9 thrift, 1
development, 9 savings, and one Thrift/Government and two rural banks which
include branches/extension offices in the different districts. Average per Capita
Income is P 65,036 and Average Per Capita Expenditures is P 51,557.

Iloilo is home to several commercial, savings, universal and rural banks.

The city also has some foreign banks, three of which are Malaya, Standard
Chartered and China Bank. All in all, there are about 112 banks in the city.
Pawnshop and Jewelry stores can also be found in the city. Iloilo City continues
to stride towards revitalizing socio-economic growth. The coming in of multi-

12
 million investments and the rise in private building construction and emergence of
new industries give a beam to its business atmosphere.

Rice is the major crop in the province of Iloilo. Fish and marine products
are also considered the main source of livelihood in districts of Iloilo, as well as
Non-traditional products such as processed food, fruits and vegetables, gifts,
furniture, and others. Traditional products include sugar, coco oil, and lime
products, among others.

3.2.4 Future Environmental Conditions without the Project

Without the project, the port cannot provide passengers a comfortable

place to stay in, thus the passenger can feel inconvenience and unsecured inside
the port. And in the part of the Port Authorities, it is a big problem if they take no
action about the right accommodation of the passengers because waste from these
passengers are seen everywhere which can affect the ports and its operations. And
also the operation or quality service of the port will not be improved.

3.3 Impact Assessment and Mitigation

 Air Quality
In the implementation of our project, the source of dust may come
from the clearing operations, especially during the excavations of soil
and during the construction, coming from the materials and emissions
of equipments to be used.

 Noise Pollution
Noise Pollution is not always avoided especially for the construction
of structures. Source of noise may come from the equipments use in
construction itself.

 Aesthetic human interest

The passengers will see the development of the project, since it is
inside the Seaport they will be observant until the project will be
available for operation and service.

 Solid Waste
It is the waste produced by the construction activities

 Water Pollution
The project will not cause much water pollution because the location
has still distance away from the sea. Contribution to water pollution is
not avoided; and it is only during the construction period.
13
  Population Density
Since the project will be located inside the Seaport and near the sea, it
could make the place crowded but still attractive because of its good
use for future service.

3.3.1 Summary Matrix of Predicted Environmental Issues/Impacts and their Level

of Significance at Various Stages of Development

STAGE ENVIRONMENTAL LEVEL OF SIGNIFICANCE

ISSUE/IMPACT

Pre – Construction Noise Low Impact

Air Quality/Dust Low Impact

Population Density Low Impact

Aesthetic Human Interest Moderate Impact

Construction Noise Low Impact

Air Quality/Dust Low Impact

Water Pollution Low to Moderate Impact

Population Density Low Impact

Aesthetic Human Interest Moderate Impact

Animal and Plant life None

Solid Waste High Impact

14
3.3.2 Brief Discussion of Specific Significant Impacts on the Physical and
Biological Resources

Sources of Environmental Impact:

3.3.2.1 Noise Pollution (Low Impact)

Noise will not be a problem since the area is far from the main
road and from the residential areas. And also noise doesn’t have much effect on
the physical and biological aspect because the noise that it will produce will be
minimal knowing that the passengers who will benefit our project can understand
it and this noise is still manageable.

3.3.2.2 Air Quality (Low Impact)

The proposed project will have no effect on the vicinity because

the project will not generate any air pollution that will affect the air quality of the
area.

3.3.2.3 Solid Waste (High Impact)

For every project Solid Waste is unavoidable, construction always

produce large amount of solid waste. So in order to avoid the said impacts, proper
disposal of such waste must be well observed.

3.3.3 Brief Discussion of Significant Socio-economic Effects/Impacts of the Project

 Changes in community demographics

The change in community demographic will eventually have an effect
on the population of the passengers using the port, if they like the services
that our port terminal building will give, they will have an increase in
number of passengers that will avail such transportation services.

 Demand for public services

With an increase of population in the vicinity, there will be a
greater demand for public services like public transportation (jeepneys,
taxis and trike).

15
  Changes in employment
With the operation of the Terminal building, employment will
increase not only in construction but also as an employee of maintaining
the operation of the said building.
3.4 Environmental Management Plan

3.4.1 Summary Matrix of Proposed Mitigation and Enhancement

Measures, Estimated Cost and Responsibilities

Impacts Mitigation Responsibilities

Air Quality Limit Dust and air Contractor

emissions from
construction works.

Wear mask for laborers

Noise Pollution Proper Selection of Contractor

equipment

Aesthetic Human Interest Maintain cleanliness and Contractor

orderliness inside and
outside the site

Solid Waste Proper disposal of solid Contractor

wastes

Water Pollution Proper disposal of used Contractor

water

Population Density Shifts for workers; Contractor

Secure a perimeter for
the project;
Ensure safety to prevent
harms and accidents to
workers and other people
and property;

3.4.2 Brief Discussion of Mitigation and Enhancement Measures

The researchers will be using the traditional method in constructing our

building for our mitigation and enhancement measures. Impacts such as air
quality, noise pollution, aesthetic human interest, water pollution and population
16
 density will be integrated in our mitigation measures. Since air quality will be
affecting people inside and out of the site, the researchers will be limiting dust
and air emissions from the construction. Noise pollution caused by construction
works may be reduced by carefully selecting the equipments that will be used.
Also, the researchers can maximize the time for construction during the day so
that there are less disturbances for the residents at night. For the construction site
to have an impact on aesthetic human interest, we will be placing a tarpaulin of
the image of the building after the construction. The researchers should also make
sure to maintain cleanliness inside and outside the premises of the site. The
researchers will be following the Waste Management of the city for us not to be
able to contribute to water pollution since the site is near the sea. Workers will be
asked to enter and exit the site following their corresponding shifts. The
construction site will also have a space for a temporary toilet and bath room and
workers’ accommodation.

3.4.3 Monitoring Plan

A person will be assigned in securing the mitigation and enhancement

measures to be followed to ensure the safety of workers, residents, neighboring
structures and the environment.

Impact Measure Monitoring

Air Quality Masks, Suits Daily

Noise Noise Control Daily

Aesthetic Clean Weekly

Water Check of waste Daily

Population Crowd control Daily

3.4.4 Contingency Plan

This contingency plan will describe the procedures to be implemented if

unforeseen events occur that could have environmental or socio-economic impact
during construction or operation of the project. It will include response actions
17
 that might be undertaken to control an event that will give a negative to the
environment, mitigation that can be applied in a specific situation that would
reduce or control negative environmental or socio-economic impacts and a
protocol for proper communication procedures if a plan were implemented.
Schedule delays of suspending work at site-specific locations are some likely
result of unexpected events during construction. To avoid this construction delays,
we will develop a decision-making process before the construction begins. It will
also be the responsibility of the proponent to provide the laborers their safety in
the construction site so first aid kits will be supplied in case of emergency needs.

3.4.5 Institutional Responsibilities and Agreements

The purpose of the project is to design a Port Terminal Building. The

design of the project will be based on the NSCP (National Structural Code of the
Philippines). The project will also follow and comply with the requirements
needed by the local government of Area. We also need to meet the terms of the
Philippine Ports Authority concerning the rules and regulations in designing a
Terminal Building. Regarding the environmental concern, the project will follow
the Republic Act No. 6541, an act to ordain and institute a National Building
Code of the Philippines. This act is also known as the “National Building Code of
the Philippines”. The purpose of this code is to provide for all buildings a
framework of minimum standards and requirements by guiding, regulating and
controlling their location siting, design, quality of materials, and maintenance.
The code also state to safeguard life, health property, and public welfare,
consistent with the principles of environmental management and control.

18
 Chapter 4
Research Component

4.1 Abstract

This thesis is entitled “Design of an Integrated Seaport Passenger

Terminal Building in the Port of Iloilo City, Iloilo.” Nowadays, the number of
passengers that are going in and out of the seaport terminals is increasing
exponentially. Several problems may arise that in worst scenario could cause the
entire operation of the said terminal to stop. Therefore, the researchers provide the
necessary solutions in order to solve these problems. These solutions involve the
following: the said terminal should provide the necessary security and
accommodation for the passengers and to apply the concept of minimalism in
order to provide ample space for the needs of the passengers. This thesis also
provides the study of the project location, the environmental examination report,
and the detailed engineering design. In designing, the researchers focus
themselves with the foundation design and the superstructure design. Next, the
researchers estimated the budget for the overall design. Lastly, the researchers
found out that this design could really help the passengers as well as the
Philippines Ports Authority, which is responsible for financing and operation of
the ports throughout the Philippines.

19
4.2 Introduction

Seaports in Iloilo City became really useful to the people there but it
lacks accommodation facilities that results to the inconveniences of the passenger.
Every concern has its corresponding solution. The Port Authorities can’t of course
control the number of passenger using the seaports even though they lack such
accommodating facilities. There are several measures that can be done in giving a
solution to this problem. Convenience of the passengers must be prioritized by the
port authorities.

It is important that Seaports nowadays must provide a Passenger

Terminal Building due to the increasing demand of such cheap mode of
transportation. The Philippine Port Authorities are making actions to address such
problem not only in Iloilo city port but also to all the ports under them. In fact
they already finished constructing some port terminals that have been a great use
and gave an ease to the operation of their seaports. But constructing the said
Terminal building is not an ordinary task for it will be rested on an area near the
sea.

The coverage of the project is to construct a safe and sound terminal

building. The building will be use for the accommodation of the passenger to give
them a better place to stay in. This project will benefits greatly the port authorities
for they can the needs of their passengers and can make their operation more
organized and eventually faster.

20
4.2 Review of Related Literature

Guidelines for Ferry Operations *see ref. 3

U.S. Customs and Border Protection (CBP) Technical Design Standards for all
Seaport Passenger Processing Facilities, including Cruise Terminals, Ferry
(Passenger/Vehicle), Seaplane Processing Facilities, and Private Craft Facilities are
currently under revision. These standards apply to all new facilities and facility
renovation projects.

In the interim, all transportation lines and/or port operators must contact the local
CBP office to coordinate required CBP project approval(s) and assistance in determining
project specific requirements. This early coordination with CBP will help ensure the
proposed facility meets all CBP operational, security, and safety requirements necessary
for CBP approval, occupancy, and operations.

Upon notification, the CBP Field Office will contact the CBP Headquarters Office of
Field Operations, Facilities Division, with the following information to be provided by
the requesting transportation line and/or port operator in coordination with the CBP Field
Office:

 Location of project
 Type of operation and CBP areas affected
 Estimated project commencement date
 Estimated project completion date
 Frequency of vessels/crafts
 Number of arrival passengers per hour (maximum)
 Passengers expected (year 1)
 Passengers expected (10-year projected)
 Anticipated functional space required
 Number of passport control booths
 Project staffing implications/requirements
 Information Technology (IT) implications
 Security considerations
 Scheduled, charter, or seasonal arrivals
 Port(s) of Embarkation (foreign) from where aircraft/vessels will arrive
 Special interests, if any
 Port Operator/Transportation Line Project Coordinator POC, title, address, e-mail
and telephone number

Upon receipt of this information and once a project has been approved by CBP, OFO
Facilities Division work with the Office of Administration, Asset Management (AM),
and the Field Office to begin coordination and development of all project specific
requirements to include functional space, security, operational, and other
requirements.
21
Land Productivity of Seaport Terminal *see ref. 4
When considering the terminal performance, attention is mostly directed toward
production factors such as labor, capital and technology within the confines of the
physical terrain. Operations on seaport terminals can be further enhanced by optimizing
processes and technical upgrades. The role of the general environment, however, often
remains neglected.

Factors affecting seaport capacity *see ref. 5

One of the most important dynamic problems that decision makers face in today’s
maritime ports is where and how to upgrade the existing port capacity for rising port
demands due to continuous growth in containerized trade and the tendency for bigger
ships to visit ports. Academia and corporate interests in capacity planning and capacity
management have risen considerably in recent years. To establish the field further, the
purposes of this paper are three fold. It (1) identifies consequences of capacity shortage at
seaports and corresponding supply chains; (2) offers a conceptual framework to
summarize the research in the field concerned with the factors influencing seaport
capacity using a holistic approach after reviewing academic and industry-related papers;
(3) and finally, concludes by suggesting promising research tracks on factors affecting
capacity. In Particular, we explore the specific roles of deterministic simulation and
stochastic simulation as future research directions in this rapidly changing and
challenging maritime domain. This study is significant as there is limited literature on this
subject concerning factors affecting capacity and studies carried out so far on capacity
improvement mechanisms are constrained principally by the lack of integrated points of
view

Port Terminals *see ref. 6

A. Ports and Port Sites
Ports are points of convergence between two domains of freight circulation
(sometimes passengers); the land and maritime domains. The term port comes from the
Latin portus, which means gate or gateway. Ports are bound by the need to serve ships,
and so access to navigable water has been historically the most important site
consideration. Before the industrial revolution, ships were the most efficient means of
transporting goods, and thus port sites were frequently chosen at the head of water
navigation, the most upstream site. Many major cities owed their early pre-eminence to
this fact, such as London on the Thames, Montreal on the St. Lawrence River or
Guangzhou on the Pearl River. Ship draft was small, so many sites were suitable. Sites on
tidal waterways created a particular problem for shipping because of the twice-daily rise
and fall of water levels at the berths, and by the Eighteenth Century the technology of
enclosed docks, with lock gates was developed to mitigate this problem. Because
ship transfers were slow, and vessels typically spent weeks in ports, a large number of
berths were required. This frequently gave rise to the construction of piers and jetties,
often called finger piers, to increase the number of berths per given length of shoreline.

22
B. Port Functions and Traffic
The main function of a port is to supply services to freight (warehousing,
transshipment, etc.) and ships (piers, refueling, repairs, etc.). Consequently, it is
misleading to consider a port strictly as a maritime terminal since it acts concomitantly as
a land terminal where inland traffic originates or ends. Ports are becoming increasingly
regional in their dynamics, which represents a new development from their traditional
local function, namely as industrial complexes. For instance, the port of Hong Kong owes
its wealth to its natural site and its geographical position of a transit harbor for southern
China. A similar function is assumed by Shanghai for central China with the Yangtze
river system. Singapore, for its part, has been favored by its location at the outlet of the
strategic Strait of Malacca and is therefore a point of convergence of Southeast Asian
transportation. More than 90% if the traffic it handles is strictly transshipments. New
York has traditionally acted as the gateway of the North American Midwest through the
Hudson / Erie Canal system, a function which Western European ports such as Rotterdam
or Antwerp perform with their access to the Rhine system.

C. Port Authorities and Port Holdings

Due to the growing level of complexity of port operations, public port
authorities were created at the beginning of the 20th century. For instance, the London
Port Authority, the world's first, was established in 1908 by consolidating all the existing
harbor facilities. Such a management structure became a standard that was adapted to
many other ports. For North America, in 1921, the States of New York and New Jersey
created the Port Authority of New York and New Jersey, which has become one of the
world's most diversified port authority with a portfolio including port facilities, bridges,
airports and public transit systems. Administratively, port authorities are regulating
infrastructure investments, its organization and development and its relationships with
customers using its services. Port Authorityis an entity of state or local government that
owns, operates, or otherwise provides wharf, dock and other marine terminal investments
and services at ports.

The main rationale behind the setting of many port authorities was their ability to
manage more efficiently port facilities as a whole rather than privately owned and
operated terminals. Since port facilities were becoming more complex and more capital
intensive, it was perceived that public agencies would be better placed to raise investment
capital and mitigate the risk of such investments. Port authorities tend to be vertically
integrated entities as they are involved in most of the activities related to port operations,
from the construction and maintenance of infrastructure to the marketing and
management of port services. Yet, their activities were limited within their jurisdictions,
an attribute that became increasingly at odds with the transformations of the maritime
shipping industry through globalization.

D. Regionalization and Transshipment Hubs

The current port development phase underlines that ports are going beyond their
own facilities to help accommodate additional traffic and the complexity of freight

23
distribution, namely by improving hinterland transportation. Port regionalization is such
an outcome and indicates a higher level of integration between maritime and inland
transport systems, particularly by using rail and barge transportation, which are less prone
to congestion than road transportation. The development of global supply chains
increased the pressure on maritime transport, port operations, and on inland freight
distribution, which in turn has incited active container transloading activities in the
vicinity of port terminals. Inland accessibility has become a cornerstone in port
competitiveness since it can be serviced by several road, rail and barge transportation,
notably in Europe. Port regionalization is characterized by strong functional
interdependency and even joint development of a specific load center and logistics
platforms in the hinterland. This leads ultimately to the formation of a regional load
center network, strengthening the position of the port as a gateway. Cargo at ports always
required some transshipment to smaller ships used a feeders to smaller ports. For obvious
reasons, it is impossible to connect directly all possible port pairs, so transshipment is
required to insure connectivity within the global trading system. With the growth of
container volumes, many gateway ports were facing the challenge of handling export,
import and transshipment containers. This went on par with the growing share of
transshipments in regard to the totality of maritime containerized traffic, from around
11% in 1980, 19% in 1990, 26% in 2000 to about 29% in 2010. The number of times a
container is handled at a port is also increasing, underlining the setting of complex
containerized transport chains as well as the growing difficulties of transferring cargo
into large containerships.

24
4.3 Methodology

25
4.4 Conclusion and Recommendation

The building project is situated in a 700 square meter property duly owned by the
government and is allotted for the construction of a Port Terminal building for the
benefits of passengers using the ports. Modernization of ports nowadays is very
important; this provides an effective way of transportation.

According to the Philippines Ports Authorities, Terminal Buildings greatly

increased the level of comfort and security of the passengers using the port. With this,
more passengers will be encouraged to use ships in travelling which is cheaper than
riding a plane.

We chose the building to have a vertical expansion rather than horizontal because
our area is limited and considering port operations, the building must conserve a space as
possible. In this way can avoid reclamation and the existing land will be enough for the
operations inside the port.

Vertical expansion will require big initial investment but the savings of this
project will be seen in the long run. As time will pass by, operation in the port will
increase and will require a larger area for its operation. We can use the portions of land
we save in having a vertical expansion; thus we can prevent reclamation that can affect
our environment. We can also avoid to spend lots of money in reclamation because this
process is very expensive.

26
 CHAPTER 5

DETAILED ENGINEERING DESIGN

5.1 FORECASTING NUMBER OF PASSENGERS

Introduction

The method we used in Forecasting the number of passengers in the port is also
used by the port authorities. The data gathered below will be used in determining the
needed floor area of the terminal building to be constructed.

5.1.2 COMPUTATION OF THE REQUIRED FLOOR AREA

ACTUAL YEARLY STATISITICS DATA

PORT TRAFFIC

YEAR PASSENGERS SHIPCALLS

DISEMBARKED EMBARKED TOTAL DOMESTIC

2003 935,905 920,453 1,856,358 9,303

2004 994,027 929,082 1,923,109 9,558

2005 823,236 801,285 1,624,521 8,603

2006 762,603 684,207 1,446,810 7,408

2007 813,876 760,395 1,574,271 7,992

2008 736,225 745,898 1,482,123 7,316

2009 696,924 710,344 1,407,268 8,020

2010 815,527 806,747 1,622,274 9,062

2011 707,562 688,249 1,395,811 9,001

2012 777,739 768,994 1,546,733 8,659

27
AVERAGE TOTAL PASSENGERS (Ap) 1,587,928 AVERAGE 8492.2
TOTAL
SHIPCALLS
(As)

PROJECTED PORT TRAFFIC, 2013 – 2020

YEAR PASSENGERS SHIPCALLS

(Sc)

DISEMBARKED EMBARKED TOTAL DOMESTIC

(Pd) (Pe) (Pt)

2013 803,404 794,371 1,597,775 8,532

2014 829,917 820,585 1,650,502 8,537

2015 857,304 847,664 1,704,968 8,542

2016 885,595 875,637 1,761,232 8,547

2017 914,820 904,533 1,819,353 8,552

2018 945,009 934,383 1,879,392 8,557

2019 976,194 865,218 1,941,412 8,562

2020 1,008,408 997,070 2,005,478 8,567

28
 COMPUTATION PORT TRAFFIC PROJECTION

 Growth Rate Method (Passenger Disembarked and Embarked)

Where: S = Latest Year figure (Year Variable)

P = First Year figure (figures from base year)

r = Average growth rate per year = 3.3%

n = period of time

Base Year used: 2012

Disembarked Passengers: 777,739

Embarked Passengers: 768,994

For year 2020:

Pd = 1,008,408

Ps = 997,070

 AVERAGE SHIPLOAD (SHIPCALLS)

29
 YEAR SHIPLOAD

2003 199.544

2004 201.204

2005 188.831

2006 195.304

2007 196.980

2008 202.587

2009 175.470

2010 179.019

2011 155.072

2012 178.627

AVERAGE SHIPLOAD 187.261

FOR SHICALL PROJECTION

For 2013:

PASSENGER TOTAL FOR 2013 = 1,597,775

AVERAGE SHIPLOAD = 187.261

30
 Shipcalls = 8,532

For Consistent Projection, an increase in 5 shipcall yearly ; for Shipcall 2020 = 8567

PASSENGER FORECAST

PROJECTED YEAR: 2020

TEP – Total Embarking Passenger for 2020 (Pe) = 997,070 Pax

TSC – Total Shipcalls for 2020 (Sc) = 8,567 vessels

NSGT (No. of Shipcalls at a Given Time) = 4 vessels

1. DEP (Daily Embarking Passenger for 2020)

2. DSC (Daily Shipcalls for 2020)

3. DEPV ( Daily Embarking Passenger per Vessel)

31
 4. NEPGT (No. of Embarking Passenger at a given Time)

PASSENGER TERMINAL BUILDING (PTB) AREA COMPUTATION

Philippine Port Authority (PPA) Standards

Passengers (NEPGT) Area

50 125

100 250

200 500

300 750

400 1000

500 1250

750 1875

1000 2500

1500 3750

For 466 pax: use INTERPOLATION

400 1000

466 X

500 1250

32
 X = 1165 sqm.

Note: Having 3 Storey Passenger Terminal Building (PTB)

First and Second Floor will be allotted from the computed area, therefore : 582.5sqm per
floor

Third Floor will be used for Commercial Establishments.

Due to the flow of the escalator, the allotted area per floor had been increase from 582
sqm to 700sqm.

Therefore the total area of the Passenger Terminal Building (PTB) = 2100 sqm.

Note: APPROVED BY THE ARCH. MARIA FE ESGUERRA, principal architect of the

Philippine Port Authority.

Forecasted Passengers that will use the Terminal Building after its
completion until it reach the year target 2020

YEARLY FORECAST OF NUMBER OF PASSENGERS (PAX)

TEP – Total Embarking Passenger

TSC – Total Shipcalls for

NSGT – No. of Shipcalls at a Given Time

DEP – Daily Embarking Passengers = TEP/365

DSC – Daily Shipcalls = TSC/365

DePV – Daily Embarking Passenger per Vessel = DEP/DSC

NEPGT – No of Embarking Passenger at a given Time = DEPV x NSGT

33
YEAR 2013

TEP TSC NSGT

794,371 8532 4

DEP (pax/day) 2176

DSC (vessels/day) 23

DePV (pax/vessels) 93

NePGT (pax) 372

YEAR 2014

TEP TSC NSGT

820,585 8537 4

DEP (pax/day) 2248

DSC (vessels/day) 23

DePV (pax/vessels) 96

NePGT (pax) 384

YEAR 2015

TEP TSC NSGT

847,664 8542 4

DEP (pax/day) 2322

DSC (vessels/day) 23

DePV (pax/vessels) 99

NePGT (pax) 397

34
YEAR 2016

TEP TSC NSGT

875,637 8547 4

DEP (pax/day) 2399

DSC (vessels/day) 23

DePV (pax/vessels) 102

NePGT (pax) 410

YEAR 2017

TEP TSC NSGT

904,533 8552 4

DEP (pax/day) 2478

DSC (vessels/day) 23

DePV (pax/vessels) 106

NePGT (pax) 423

35
YEAR 2018

TEP TSC NSGT

934,383 8557 4

DEP (pax/day) 2560

DSC (vessels/day) 23

DePV (pax/vessels) 109

NePGT (pax) 437

YEAR 2019

TEP TSC NSGT

965,218 8562 4

DEP (pax/day) 2644

DSC (vessels/day) 23

DePV (pax/vessels) 113

NePGT (pax) 451

36
YEAR 2020

TEP TSC NSGT

997070 8567 4

DEP (pax/day) 2732

DSC (vessels/day) 23

DePV (pax/vessels) 116

NePGT (pax) 466

ADOPT NePGT of 2020 (466 pax)

TABLE OF PASSENGERS YEARLY FORCAST

W/ REQQUIRED COMPUTED AREA OF PASSENGER TERMINAL BUILDING

Year Passengers( Area (sqm) Waiting Area Ammenities

pax) (sqm) (sqm)

2013 372 930 558 372

2014 384 960 576 384

2015 397 993 596 397

2016 410 1025 615 410

2017 423 1058 635 423

2018 437 1093 656 437

2019 451 1128 677 451

2020 466 1165 699 466

ADOPT YEAR 2020 with area of 37

1165 sqm for 466 passengers
5.2 Forecasting of Required Parking Spaces

Introduction

The method we used in Forecasting the number of Parking Spaces in the port
came from the port authorities. The data gathered below will be used in determining the
needed total parking spaces/area of the terminal building to be constructed.

PARKING COMPUTATION

 Passenger Terminal Parking Slots:

Pslot = 0.20 (VST) ( Percentage of AP)

where;

Volume within the stay time (VST) : 1 hour

Percentage of Arriving Passerngers (AP) :

(100%) (100%)
=50.28 %
Pslot = 0.20 (1) (50.28)

Pslot = 10 slots

- Having 4 vessels at a time.

Pslot = 10 (4) = 40 slots

 Dimension of the Parking Slot (Standard width and length of a Parking Slot From
the Building Code)

Width = 2.5 m

Length = 5 m

38
5.3 LOADS AND CODES

5.3.1 Introduction

The structural codes used in the structural design of an Integrated Port

Passenger Terminal Building structure conform to the National Structural Code of the
Philippines 2010 for Volume 1: For Building and other Vertical Structures and to
American Concrete Institute Code for Buildings. All values used in the design are found
in NSCP 2010: Minimum Design Loads. The considered major loads are the Seismic,
Wind, Dead and Live loads.

5.3.2 Dead Load

Typical Second to Third Floor Dead Load

Component Load (KPa)

Masonry (150 mm plastered on both sides)

3.11
External

Slab Weight (100mm thick) 2.36

Masonry (100mm plastered on both sides)

1.98
Internal

Floor Finish (Ceramic or Quarry Tile 20mm) 1.10

Mechanical 0.2

Electrical 0.1

Typical Roof Deck Dead Load

Component Load (KPa)

Slab Weight 2.95

Floor Finish 1.53

Waterproofing 0.07

Mechanical 0.2

Electrical 0.1

39
 Roofing 0.576

Parapet 1.4

Water Tank (Filled with Water) 14.8

5.3.3 Live Load

Location Load (KPa)

Hallways 4.8

Waiting Areas 4.8

Roof Deck 2.4

Water Tank (Roof Deck) 1.9

Roofing 0.75

5.3.4 Seismic Considerations (1997 UBC Seismic Loading x and y direction)

Ct = 0.035
Overstrength Factor, R = 8.5
Soil Profile Type = Sc
Seismic Zone Factor, Z = 0.4
Ca = 0.432
Cv = 1.536
Seismic Source Type = B
Distance to Source = 10km
Na = 1.00
Nv = 1.00
Importance Factor I = 1.0 (Standard Occupancy Structure)

5.3.5 Wind Considerations

The design shall conform to the NSCP Zone Classification Basic Wind Speed:
Zone 2 Iloilo

Category III
V = 200 kph = 125 mph
40
 Closed Building
Damping Ratio = 0.012
Natural Frequency = 6.7 Hz
Load Combinations

U = 1.4D
U = 1.2D + 1.6L + 0.8W
U = 1.2D + 1.6L + 0.5Lr
U = 1.2D + 1.6W + 1.0L + 0.5Lr
U = 1.2D + 0.5CaID + 1.0E + 1.0L
U = 0.9D + 1.6W
U = 0.9D + 0.5CaID + 1.0E

Where:
D = dead load
L = live load
E = load effects of earthquake
W = wind load
Lr = roof live load

5.4 STRUCTURAL DESIGN

Introduction

The Structural Design of the 3-storey port passenger terminal building structure
has been done using Design Softwares. For the design of Reinforced Concrete Beams
and Columns, STAAD was used. On the other hand, for the design of Foundation
Footings, MIDAS was used. Design for slabs is computed through manual analysis
with the aid of Microsoft Excel. The analysis of calculation and results of these
designs are shown below

41
5.4.1 Slab Design
(2nd Floor Level)

For Computation and Analysis, see Appendix A

For Detailed Engineering Drawing, see Appendix F

42
 (3rd Floor Level)

For Computation and Analysis, see Appendix A

For Detailed Engineering Drawing, see Appendix F

43
 (Roof Deck)

For Computation and Analysis, see Appendix A

For Detailed Engineering Drawing, see Appendix F

44
45
46
5.4.2 Beam Design
(2nd Floor)

For Detailed Engineering Drawing, see Appendix F

For Sample Computations and Analysis, see Appendix B

47
 3

For Detailed Engineering Drawing, see Appendix F

For Sample Computations and Analysis, see Appendix B
48
 (3rd Floor)

For Detailed Engineering Drawing, see Appendix F

For Sample Computations and Analysis, see Appendix B

49
For Detailed Engineering Drawing, see Appendix F
For Sample Computations and Analysis, see Appendix B
50
 (Roof Deck)

For Detailed Engineering Drawing, see Appendix F

For Sample Computations and Analysis, see Appendix B
51
52
For Detailed Engineering Drawing, see Appendix F
For Sample Computations and Analysis, see Appendix B

53
 (Footing Tie Beam)

For Detailed Engineering Drawing, see Appendix F

For Sample Computations and Analysis, see Appendix B

54
55
56
5.4.3 Column Design
Schedule of Columns

For Computation and Analysis, see Appendix C,

For Detailed Engineering Drawing, see Appendix F
57
5.4.4 Footing Design

Introduction

For this project entitled “Design of an Integrated Port Passenger Terminal

Building in the Port of Iloilo City, Iloilo” it used a shallow foundation consisting of seven
reinforced concrete isolated footings. The structure rises 4m from the ground and 6m
from the second level to the roof deck, with 3m per level. According to the soil report
given by the Philippine Ports Authority, the soil in the area has a net allowable soil
bearing capacity of 250 KPa for 2m deep Bore Hole.

Design Considerations:

28th Day Compressive Strength of Concrete (f’c): 27MPa

Yield Strength of Reinforcing Steel (fy): 414 MPa
Allowable Soil Bearing Capacity (qa): 250 kPa**
Diameter of Steel Reinforcements (db): 12mm, 16mm
Minimum Cover (Concrete cast against and permanently exposed to earth): 75mm

Code Specifications: (National Structural Code of the Philippines 2010)

Beam Shear:

Punching Shear:

Where:
Vu = Factored Shear Force at the section
Φ = Strength Reduction Factor (0.75 for shear)
f’c = 28th day compressive strength of concrete
bo = perimeter for critical section for footings
bw = web width
d = distance from extreme compression fiber to centroid of longitudinal tension
reinforcement

Schedule of Footings
58
For Computation and Analysis, see Appendix D,

For Detailed Engineering Drawing, see Appendix F

59
60
Problem about Foundation: the substructure might experience corrosion if we
don’t take into consideration the body of water near the structure

Solution : Use Polyethylene sheet / Vapor Barrier

What is a Vapor Barrier?

A vapor barrier is an impermeable membrane that blocks the flow of air through
the building envelope. A vapor barrier is an essential part of the building envelope.
Because the purpose of a vapor barrier is not obvious, this important component is often
omitted or installed incorrectly.

The main purpose of a vapor barrier is preventing the passage of the water vapor
that is contained in air. Vapor barriers and the insulation affect each other. They must
both be installed so that they interact beneficially rather than harmfully.

Vapor barriers are traditionally specified to minimize moisture inflow through

concrete that’s in contact with water or water vapor from a high water table.

Sample of Companies Manufacturing this material

Polyethylene / Vapor Barrier

Construction Film

4 mil

 8’4″ x 100′, 9’4″ x 100′

 10’4″ x 100′, 12’4″ x 100′
 16′ x 100′, 20′ x 100′

6 mil

 8’4″ x 100, 9’4″ x 100′

 10′ x 100′, 12’4″ x 100′
61
  16′ x 100′, 20′ x 100′

Any size up to 24 feet available. Please call for quote.

Fireproof

 8’4″ wide (100′ roll)

 9′ wide (100′ roll)
 5′ wide (300′ roll)

FSK25

 5′ wide (300′ roll) flame rated both sides

 4’6″ wide (300′ roll) flame rated foil side exposed only

Regular – All commonly used sizes readily available

Rufco & Duraskrim

Perfect as an internal air barrier or an underslab vapor barrier, this

poly is made of two-ply, cross-laminated, high density
polyethylene to ensure quality construction and energy savings.
Rufco Vapor barriers reduce moisture migration through
underslabs and foundations, inner walls and ceilings.

Available in two forms:

 SS-300 to reduce moisture through walls, ceilings and

underslab
 Duraskim Reinforced Laminated Poly, a heavier barrier to
decrease moisture migration through the underslab.

Available in White or black.

62
5.4.5 Stair Design (Fire Exit)

(Schedule of Stair)

63
64
5.4.6 Roof Design (Purlins and Concrete Rafters)

65
Rafter Detail

66
 Chapter 6

Promotional Material

6.1 Introduction
We have provided several perspectives in order to easily imagine how the
structure would come about after construction. The models are created and rendered via
Google SketchUp.

Promotional Material
Images may vary from actual structure since these perspectives are entirely
computer generated and variations may occur before or during commencement of
construction.

Fig. 3. Project View from the street.

67
 Fig. 4. Rear Elevation of the Terminal Building

Fig. 5. Bird’s Eye View Showing the Top View of the Building

68
Fig. 6. Rear Elevation showing the Passage way to the Arriving and Departing Ship

Fig. 7. Front elevation showing the Parking Lot

69
Fig. 8. Site Development Plan

70
 Chapter 7
Budget Estimation

Below is the list of materials and their quantities that shows how much of each
material will be used in the overall construction of the structure. This will also be the
basis for the overall cost that the owner will be charged depending on the contracts
signed.

Most unit prices were found over the internet which are up to date and some were
asked to experienced people in this field.

Summary of Cost Estimates

Construction cost 22,440,763.67

Contingency 1,122,038.18
Markup 4,712,560.37
EVAT 3,393,043.47

TOTAL AMOUNT 31,668,405.69

71
 DETAILED ESTIMATE

Unit Cost Cost Total

Material Labor Material Labor

Description Unit Qty Cost Cost Cost Cost Cost
1.1 Mobilization lot 1 50000 50000 0 50,000.00
1.2 Permit
Sidewalk Permit lot 1 15000 15000 0 15,000.00
Contractor's Tax lot 1 50000 50000 0 50,000.00
Mayor's Permit lot 1 15000 15000 0 15,000.00
1.3 Temporary Fence
GI Sheet lm 34 700 23800 0 23,800.00
Coco Lumber bdft 2000 25 25000 0 50,000.00
CW Nails kg 15 80 1200 0 1,200.00
1.4 Temporary facilities
Container Van lot 1 25000 25000 0 25,000.00
Portalet unit 1 15000 15000 0 15,000.00
1.5 Temporary Power
Application to
Meralco lot 1 30000 30000 0 30,000.00
Monthly Elec
Payment mo 5 1200 6000 0 6,000
1.6 Temporary Water
Monthly Water
Consumption mo 5 200 1000 0 1000.00

72
 Others (please
1.7 specify)
SUB
TOTAL 282,000.00
EARTHWORK
S
2.1 Clearing sm 700 200 70 140000 49000 189, 000.00
2.2 Layout lot 1 4500 1575 35000 12250 47, 250.00
2.3 Excavation cm 90 1200 420 168,000 58800 226,800
35447.38
2.4 Backfilling cm 90 400 140 101278.08 2 136,725.41
2.5 Compaction cm 90 600 210 126597.6 44309.16 170,906.76
2.6 Hauling of Debris cm 90 3000 1050 30000 10500 40,500.00

subtotal 811,182.00

3 Formworks

3.1 column
680 630 220.5 428400 149940 578340
plywood pc
955 32 11.2 30560 10696 41256
2"x3" pc
750 32 11.2 24000 8400 32400
2"x4" pc
50 75 26.25 3750 1312.5 5062.5
cw nails kg
1.5 40 14 60 21 81
oil li

73
3.2 grade beam
365 630 220.5 229950 80482.5 310432.5
plywood pc
560 32 11.2 17920 6272 24192
2"x3" pc
427 32 11.2 13664 4782.4 18446.4
2"x4" pc
25 75 26.25 1875 656.25 2531.25
cw nails kg
0.75 40 14 30 10.5 40.5
oil li

3.3 beams
465 630 220.5 292950 102532.5 395482.5
plywood pc
837 32 11.2 26784 9374.4 36158.4
2"x3" pc
767 32 11.2 24544 8590.4 33134.4
2"x4" pc
24 75 26.25 1800 630 2430
cw nails kg
1.75 40 14 70 24.5 94.5
oil li

3.4 susp slab

560 630 220.5 352800 123480 476280
plywood pc
1120 32 11.2 35840 12544 48384
2"x3" pc
980 32 11.2 31360 10976 42336
2"x4" pc

74
 60 75 26.25 4500 1575 6075
cw nails kg
2.5 40 14 100 35 135
oil li

3.5 stair
480 630 220.5 302400 105840 408240
plywood pc
864 32 11.2 27648 9676.8 37324.8
2"x3" pc
763 32 11.2 24416 8545.6 32961.6
2"x4" pc
25 75 26.25 1875 656.25 2531.25
cw nails kg
1.5 40 14 60 21 81
oil li

2534431
Subtotal

4 Concrete
1282489.18
4.1 Beams and Columns cu.m 127.56 3993.57 2 1282489.182

4.2 Slabs
220493.6
Cement bags 1679.951 250.00 629981.71 0 566,983.54

Sand cu.m 90.143 1,400.00 189301.82 66255.64 170,371.64

Gravel cu.m 180.2874 1,950.00 527340.79 184569.2 474,606.71

75
 7

2,494,451.06
subtotal

5 Masonry

5.1 CHB Laying

110545 12 4.2 1326540 464289 1,790,829.00
6"x8"x16" CHB pc

Mortar
1205 250 87.5 301250 105437.5 406,687.50
Cement bag
175 1350 472.5 236250 82687.5 318,937.50
Sand cm
Mortar Bedding 1/2"
Thick
629.5 250 87.5 157375 55081.25 212,456.25
Cement bag
273 1350 472.5 368550 128992.5 497,542.50
Sand cm

5.2 Plastering 1/2" Thick

650 250 87.5 162500 56875 219,375.00
Cement bag

76
 147.5 1350 472.5 199125 69693.75 268,818.75
Sand cm

5.3 Rebars
65787.99
1445.89 130 45.5 187965.7 5 253,753.70
10mm x 6m pc
0.998 2800 980 2794.4 978.04 3,772.44
Tie Wires #16 kilo

3,972,172.64
SUB
TOTAL

6 Architectural Finishes

6.1 Ceiling Works

51762.82
Plywood 1/2"x4'x8' pc 616 240 84 147893.788 6 199, 656.61

Baseboards 5"x10' pc 15 450 157.5 6750 2362.5 9,112.50

Doors set 39 3000 1050 117000 40950 157,950.00

113.8645 91013.5374 31854.73
6.2 Windows sqft 280 325.3272 2 7 8 122,868.28

6.3 Floor Finishes

Tiles 400mm x
6.4 400mm pc 529 60 21 31734 11106.9 42, 840.90

77
6.5 Tile Grout bag 40 350 122.5 14000 4900 18, 900.00

Tile Adhesives bag 67 300 105 20100 7035 27, 135.00

CR Floor Finishes
Non skid Tiles 23208.06
300mm x 300mm pc 1474 45 15.75 66308.75 3 89, 516.81

6.6 Tile Grout bag 33 70 24.5 2310 808.5 3, 118.50

Tile Adhesives bag 109 300 105 32700 11445 44, 145.00

CR Wall Finishes
Non skid Tiles
300mm x 300mm pc 940 45 15.75 42312 14809.2 57, 121.20

6.7 Tile Grout bag 5 70 24.5 350 122.5 472.50

Tile Adhesives bag 20 300 105 6000 2100 8,100.00

Non skid Tiles

300mm x 300mm pc 400 45 15.75 18000 6300 24,300.00

6.8 Tile Grout bag 2 70 24.5 140 49 189.00

Tile Adhesives bag 10 300 105 3000 1050 4,050.00

78
 SUB
TOTAL 809, 476.30

7 Painting Works

7.1 Exterior Walls

Primer Paint gal 65 600 210 39000 13650 52, 650.00

Acrytex Paint (2
coats) gal 130 700 245 91000 31850 122, 850.00

7.2 Interior Wall

Primer Paint Gal 81 600 210 48600 17010 65, 610.00

Sand Paper lm 404 50 17.5 20200 7070 27, 270.00

Patching Compound kg 323 40 14 12920 4522 17, 442.00

Semi-gloss Paint (2
coats) gal 162 600 210 97200 34020 131, 220.00

7.3 Ceiling

Primer Paint gal 103 600 210 61800 21630 84, 430.00

Sand Paper lm 513 50 17.5 25650 8977.5 34, 627.50

Patching Compound kg 410 40 14 16400 5740 22, 140.00

79
 Flat Wall Finishes gal 103 600 210 61800 21630 83, 430.00

SUB
TOTAL 640, 669.50

8 Miscellaneous Works

Waterproofing 86046.28
8.1 (brochure) sqm 2048.7 120 42 245846.52 2 331, 892.80

8.2 Finishing Hardwares -

Door Knob set 47 600 210 28200 9870 38, 070.00

Door Closer set 47 500 175 23500 8225 31, 725.00

Stopper set 47 500 175 23500 8225 31, 725.00

8.3 Escalator Set 6 1,000,000 - - 6,000,000

8..4 Plumbing Works Lot 2 150,000 52500 300000 105000 405,000

Electrical Works lot 2 110,000 38500 220000 77000 297,000.00
8.5
Reflective Tempered
4,300
Glass sqm 197 1505 847100 296485 1,143,585.00
8.6
Sanitary Works lot 2 100,000 35000 200000 70000 270,000.00
8.7

80
 Others (specify) -
8.8
500
water tanks L 2 20000 7000 40000 14000 54,000.00

8,602,997.80
SUB
TOTAL

9 Rebars
9143.63530
7 40 365745.4 128010.9 493756.3 9143.635307
9.1 diam 12 kg
15350.2337
7 40 614009.4 214903.3 828912.6 15350.23377
9.2 diam 16 kg
11504.746 40 460189.8 161066.4 621256.3 11504.746
9.3 diam 20 kg
4076.717 40 163068.7 57074.04 220142.7 4076.717
9.4 diam 25 kg

2,188,555.62
subtotal

81
 Chapter 8

Project Scheduling

Introduction:

The INTEGRATED PORT PASSENGER TERMINAL BUILDING in the Port of

Iloilo city, Iloilo has been planned to be completed in 218 working days. The project
schedule is realized using a Project Management Software, Microsoft Project. The
Project is composed of eight stages. Manpower and equipment schedules are dependent
on whichever activities are to be done

Schedule of Activities with Corresponding Duration:

Task Name Duration

PROJECT DURATION 218 days
I. PRELIMINARIES 7 days
MOBILIZATION 6 days
TEMPORARY FACILITIES 6 days
PERMITS AND OTHER FEES 7 days
II. SITEWORK 19 days
SITE CLEARING AND GRABBING 4 days
STAKING ANG LAYING OUT 4 days
EXCAVATION 5 days
BACKFILLING AND COMPACTION 3 days
GRAVEL BEDDING 3 days
III. CIVIL STRUCTURAL WORKS 102 days
LINE AND GRADE 2 days
FOOTING 16 days
COLUMN FOOTING 8 days
REINFORCING BARS 5 days
FORMWORKS 5 days
CONCRETING 3 days
WALL FOOTING 8 days
REINFORCING BARS 5 days
FORMWORKS 5 days
CONCRETING 3 days
SLAB ON GRADE 8 days
REINFORCING BARS 5 days

82
 CONCRETING 3 days
LINE ON GRADE 5 days
FIRST FLOOR 17 days
COLUMN 12 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
BEAM 12 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
SLAB 12 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
CHB 5 days
CHB LAYING 3 days
REINFORCING BARS 3 days
CONCRETING 2 days
STAIRS 8 days
FORMWORKS 4 days
REINFORCING BARS 4 days
CONCRETING 4 days
LINE ON GRADE 5 days
SECOND FLOOR 17 days
COLUMN 12 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
BEAM 7 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
SLAB 7 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
CHB 5 days
CHB LAYING 3 days
REINFORCING BARS 3 days
83
 CONCRETING 2 days
STAIRS 5 days
FORMWORKS 4 days
REINFORCING BARS 4 days
CONCRETING 4 days
LINE AND GRADE 5 days
THIRD FLOOR 17 days
COLUMN 12 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
BEAM 12 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
SLAB 12 days
REINFORCING BARS 7 days
FORMWORKS 7 days
CONCRETING 5 days
CHB 5 days
CHB LAYING 3 days
REINFORCING BARS 3 days
CONCRETING 2 days
STAIRS 8 days
FORMWORKS 4 days
REINFORCING BARS 4 days
CONCRETING 4 days
LINE AND GRADE 5 days
ROOF DECK 8 days
COLUMN 8 days
REINFORCING BARS 5 days
FORMWORKS 5 days
CONCRETING 3 days
BEAM 8 days
REINFORCING BARS 5 days
FORMWORKS 5 days
CONCRETING 3 days
SLAB 8 days
REINFORCING BARS 5 days
FORMWORKS 5 days
84
 CONCRETING 3 days
ROOFING 5 days
INSTALLATION OF TRUSSES 3 days
PURLINS 2 days
IV. PLUMBING WORKS 28 days
FIXTURES 20 days
LAUNDRY SINK 2 days
DRAINAGE 8 days
PIPING 12 days
OTHER PLUMBING WORKS 8 days
FIRE PROTECTION 8 days
V.ELECTRICAL WORKS 24 days
PANEL BOARDS 7 days
WIRING DEVICES 7 days
CONDUITS 8 days
WIRINGS 10 days
VI. MECHANICAL WORKS 8 days
ESCALATORS 8 days
VII. ARCHITECTURAL WORKS 34 days
FLOOR FINISHES 10 days
FLOOR TOPPING 10 days
CEILING FINISHES 5 days
CEILING WORKS 5 days
WALL FINISHES 11 days
PLASTERING WORKS 5 days
PAINTING WORKS 6 days
DOORS AND WINDOWS 8 days
WINDOWS 3 days
DOORS 3 days
CABINETS 2 days
VIII. DEMOBILIZATION 5 days

85
86
87
Manpower Resources Schedule

Equipment Resources Schedule

88
 Chapter 9
Conclusion and Summary
One of the biggest problems in our ports today is the lack of facilities that can
accommodate and give the passenger’s wants and needs. Ports is one of the most
important type of transportation, many are using it for it is cheap and affordable. The
increasing number of passengers in the port gives the authorities a problem where the
people can stay. Having a port terminal building is the main solution for this type of
problem. Terminal buildings were already established to other ports in our country and it
greatly shows an increase to its productivity. This can prove that having a terminal
building is not only a waste of money but it can help the ports to have a better operation
and service to the people.

Having a terminal building the authorities can give the basic wants and needs of
the passengers especially the amenities. We all know how important amenities are
especially in this type of building where great number of people is coming in and out.
With a terminal building we can put all the amenities in one place and maintain its
cleanliness unlike when there is no such building all the amenities were scattered in the
port area and some people might not feel comfortable to use it.

Since the land in the port is very limited we chose a vertical expansion so we can
save land spaces for future use in the port’s operation and to avoid reclamation. The 3-
storey port passenger terminal building will accommodate the people, it will be a modern
type of terminal building having it air-conditioned and escalators for ease of going up and
down the building. It will also have commercial facilities such as cafes and restaurants on
the 3rd floor of the building. The main reason of the authorities for making the terminal
building a modern one and air conditioned, is that the passengers is paying a terminal fee
so they want to return to the passengers what are they paying with a good service. The
building will also have a passage that will lead the passenger to the arriving and departing
ships. With the modernization of the terminal building we can provide the passengers the
right level of service; thus we can improve and organize well the operations inside the
port for faster services.

In constructing a terminal building a thorough research was done, especially in

conceptualizing the floor plan. Floor plans must be based on the flow of people inside the
port. Each facility has been carefully organized and placed according to the activities
done by the people inside the building. Faster flow of people was carefully considered in
designing the terminal for it is very important in the productivity of the building.

89
 Chapter 10
Recommendations

The project entitled “Design of an Integrated Port Passenger Terminal Building in

the port of Iloilo City, Iloilo” strongly recommends to the officials of the Philippine
Ports Authorities for they are the beneficiary of this project.

The group recommends to the port officials to review our site development plan
for we just conceptualize it based on the plans the other existing ports have. They can
modify it and put some other facilities needed in the port’s operation for it to be more
productive.

The group also recommends that the sewage facility of the building must be
establish well and must be consulted to a Sanitary Engineer. The design must be
carefully done considering that the building operation must not affect the environment
especially the body of water near it. We must always take into consideration always
our environment before anything else.

This type of structure is to be highly deliberated when it comes to service, safety

and security for it is a kind of building that many people will be using for
transportation is part of our daily life. The design of the structure is compromised by
these factors. Not just the architectural aspect, but also its structural component.

If in case this project is accepted by the beneficiary and adopt it the researchers
recommend Value Engineering, because the values and data obtained in this project
have been calculated using the standard procedure in designing. Economic
considerations are yet to be applied. And also, the group recommends them to have the
estimation of the implementation of the site development for it is not the focus scope
of this study.

This study presents how aspiring Civil Engineers of Mapua Institute of

Technology address the need of port in Iloilo City, Iloilo in their plan of having a
modern Passenger Terminal Building. In this way we can help the said port to improve
their operation and level of service.

90
 Chapter 11
ACKNOWLEDGEMENT

The group would like to extend their whole-hearted gratitude and appreciation to
the following personages and establishments whose never- ending assistance, support,
and efforts helped for the accomplishment and success of this project proposal.

First, to our dear and ever understanding parents, Mr. and Mrs. Cuison, Mr. and
Mrs. Monjardin, and Mr. and Mrs. Ramos, we extend our deepest appreciation for your
financial and moral support that helped the development of our thesis proposal. Also, we
would like to say thank you for comprehending us when we stayed late all night working
and for encouraging us during the darkest days of our lives.

To our friends who are always there for us in times when we are in need. They are
always sharing important knowledge and information that we can use in making this
project.

To our very industrious and patient Thesis Adviser, Engr. Geoffrey Cueto, whose
support and trust kept us to get going to what we have started. In times of hopelessness,
her words of teachings let us set aside our doubts and uncertainties regarding the
feasibility of our thesis proposal. Thank you for staying with us and guiding us
throughout the term.

To our Panels, Engr. Divina Gonzales, Engr. Bienvenido Cervantes and Engr.
Victor Sabandeja, for their advices on how we can improve this project. They never get
tired of teaching us the things we have to learn to make this project.

To the employees of the Philippine Ports Authority, Manila City especially Arch.
Maria Fe V. Esguerra, Engr. Christopher Hidalgo Ornum and Engr. Maynard Parafina
for the heart whelming reception you gave us during the time when we were looking for a
potential site to be our project location for our proposal up to now that we already
finished our project. You became an instrument for us to complete this project.

And lastly, we really thank the heavenly Father for keeping us in His safe arms
and guiding us throughout the duration of this study. Without His presence, it would be
next to impossible for us to finish and complete this thesis proposal. For the past three
months, He was the one who kept us safe from harm whenever we proceed to different
institutions to ask for help and answers to our inquiries.

91
 Chapter 12
REFERENCES

1. Ports in Philippines.[Online], Available :

http://www.tradechakra.com/economy/philippines/ports-in-philippines-260.php
Copyright © : 2008 Trade Chakra All rights reserved

2. Port of Iloilo.[Online], Available:

http://en.wikipedia.org/wiki/Port_of_Iloilo

3. Guidelines for Ferry Operations , Available:

US Department of Homeland and Security
CBP.gov (Securing America’s Borders)

4. Land Productivity of Seaport Terminals

Port Economics, by Thanos A. Pallis

5. Factors affecting seaport capacity

Department of ISOM, University of Auckland, New Zealand
By S. Islama and T.L. Olsena

6. Port Terminals
The Geography of Transport System
By Dr. Jean-Paul Rodrigue, Dr. Brian Slack and Dr. Theo Notteboom

92
APPENDICES

93
 SAMPLE
COMPUTATIONS

94
Appendix A: Slab Design

2S-1
2S-2
2S-3
2S-4
2S-5
2S-6
2S-7
2S-8
3S-1
3S-2
3S-3
3S-4
3S-5
3S-6
3S-7
3S-8
RS-1
RS-2
RS-3
RS-4
RS-5
RS-6
RS-7
RS-8
Appendix B: Beam Design

Sample Beam Computations and Analysis

2B1
2B2
2B-3
2B-4
2B-5
2B-6
2B-7
2B-8
2B-9
2B-10
3B-1
3B-2
3B-3
3B-4
3B-5
3B-6
3B-7
3B-8
3B-10
RB-1
RB-2
RB-3
RB-4
RB-5
RB-6
RB-7
RB-8
RB-9
RB-10
FTB-1
FTB-2
FTB-4
FTB-5
Appendix C: Column Design

C1 (1st to 2nd Floor)

C2 (1st to 2nd Floor)
C3 (1st to 2nd Floor)
C4 (1st to 2nd Floor)
C5 (1st to 2nd Floor)
C6 (1st to 2nd Floor)
C7 (1st to 2nd Floor)
C1 (2nd floor to RD)
C2 (2nd floor to RD)
C3 (2nd floor to RD)
C4 (2nd floor to RD)
C5 (2nd floor to RD)
C6 (2nd floor to RD)
C7 (2nd floor to 3rd)
Appendix D: Footing Design

F1
F2
F3
F4
F5
F6
F7
ARTICLE
I. INTRODUCTION

This paper is all about the design development of integrated sea port passenger terminal in Iloilo City,
Philippines. This country, as an archipelago, makes the maritime industry an important factor in achieving
economic progress. In fact, shipping remains the major means by which islands are linked and through
which movement of goods and people is achieved. There is no known island that cannot be reached by
ship or small boat. The significant role of shipping is even more emphasized if one is to consider the
government’s objective of achieving national unity by bridging cultural values and social norms.

The Port of Iloilo is considered as one of the safest natural seaports in the Philippines. Also, this city is
located near the sea that's why shipping is one of the means of connecting people from one place to
another. Actually, a number of shipping companies operate in the Port of Iloilo, including Lorenzo
Shipping Corporation, Aboitiz Shipping Company, Amigo Shipping Company, New Panay Shipping
Company, Negros Navigation Company, Sulpicio Lines, and Trans-Asia Shipping Lines Inc. Fast ferries
serve Iloilo-Bacolod routes eight times daily. Negros Navigation and Superferry dock to the city where it
serves routes going to Manila, Bacolod, Cebu, Zamboanga and Cagayan de Oro City.

The reality of seaport terminals in Iloilo City:

Iloilo seaport is truly beautiful because most of these seaports were made naturally meaning the places is
perfect enough for a ports operation and doesn’t need to do reclamations. But in order for these seaports to
be good enough, the government especially the Philippine Ports Authority must also consider the
terminals where the people could stay on before or after the trip. Philippine Ports Authority is a
government-owned corporation that is responsible for financing, management and operations of public
ports throughout the Philippines.
With these conditions drawn together, the group has proposed a Three (3) - Storey Seaport Passenger
Terminal Building that will address the problems regarding seaports that cannot provide good
accommodation to passengers. The building will make use of indigenous materials and will avoid using
import materials to construct a low cost building.

II. THE DESIGN PROJECT

2.1 Problem Statement

At present, the reality of Iloilo City's seaport terminals are not improving at all or even becoming worse.
Several passengers have experienced worse scenarios that lead to inconveniences which involve the lack
of accommodation facilities that will give shelter to the passenger from all types of weather, lack of
secured place and disorganized flow of passengers inside the port. Also the authorities experiences
problems due to the lack of accommodation facilities the passenger are staying everywhere inside the port
and thus leaving wastes that can give a bad effect to their operation. The fact that these happen, the group
proposes to design a three storey Port Passenger Terminal Building that can be constructed in an existing
area near the seashore because it is the only available area where the passenger terminal can be built. This
building aims to lower the cost of the project because the budget will come from the government and must
be minimized as much as possible. The building is integrated this means that it must incorporate inside all
the amenities that a typical port has. This is to improve the level of service that a passenger must
experience.
2.2 Project Objective

The main objective of this project is to design a three storey Port Passenger Terminal Building that can
conserve space so it can be used to other port operations, thus reclamation in the future can be avoided
without affecting the productivity of the port. Another objective is to organize the flow of passenger
inside, to provide passengers safe and sound structure that can rest on an area near the sea, a place that can
accommodate the passengers, a comfortable place to stay in while waiting, a place where the passengers
can secure their belongings, a place where they can get an easy access of transportation going home, a
shelter that can protect them from different types of weather. Also to organize the basic operations
happening in the port. Lastly with the use of indigenous materials, low cost can be ensured.

2.3 Major and Minor Areas of Civil Engineering

The major civil engineering field to be covered is Structural, the design of the superstructure will be a
three-storey building that will make use of our local materials and the minor areas to be covered are
Geotechnical and Transportation. For Geotechnical, the design will cover the substructure which is the
foundation of the building. Since it will rest on an area near the sea, appropriate foundation must be
designed carefully. For Transportation, the forecasting of number of people that will be using the port will
be the basis in determining the needed total lot area of the terminal building. Also appropriate design of
facilities will be constructed accordingly to flow of people that will be using the ships to travel.

2.4 The Beneficiary

The design of a three-storey passenger terminal building will benefit the Philippine Ports
Authority (PPA). The researchers together with the said authorities are planning a one-stop “shop”
passenger terminal providing all the needs of the passengers, after learning that there is no such
facilities providing terminal necessities. The passenger terminal building will be a great solution
for the problems that the passenger and the port authorities are experiencing.

This project can also benefit the Philippine Ports Authority (PPA) in the future. The project can
serve as basis for the future developments.

2.5 The Innovative Approach

This project will use design software to help us produce optimum designs and more time in computations.
The tools that the researchers will use are: AutoCAD, STAAD, and Sketch-up.

2.6 The Research Component

The proposed passenger terminal building is located at the Port of Iloilo City, which is near the
sea. To be able to have a proper design, a study on substructures with an appropriate design to address
such land condition must be done. There should also be a thorough research on the land where the
terminal building will be constructed during different weather conditions to ensure the safety feature of the
structure. To be able to design the proper floor plan for different passenger activities inside the building,
enough research about nimber of passengers and flow inside the port must be done. For safety of the
terminal building, thorough research on safety, rules and regulations and standardization of port terminals
shall be researched.

For the specification of project materials, a thorough study on very efficient materials available in the
country must be done and also for the installation of Reflective Tempered Walls, thorough research of the
materials’ property must be done if it will really be effective to use.

III. ENVIRONMENTAL EXAMINATION REPORT

3.1 Project Description

3.1.1 Project Rationale

The poor state of some ports in the country is definitely alarming, travelling by ship is one of the most
affordable ways of transportation an ordinary individual can take. It is the goal of the project to provide a
safe and sound passenger terminal building that will accomodate and can give a comfortable place for
each passenger to stay in and also to have a place where they can get an easy access of their necessities
like foods and some of their needs inside the port. It will also be the aim of the project to be a high quality
passenger terminal building so that the passengers can be satisfied for the service that they had paid for.

3.1.2 Project Location

The Integrated Passenger Terminal Building will be located at the port in Brgy. Progreso La Paz District,
Iloilo City. The proposed building will be rested on the area near the sea. The location is already an
operating port. The whole area covered is enough for a Port Terminal Building to be constructed. It is also
a little bit far from the main road but still reachable.

3.1.3 Project Information

Ports in the Philippines have been serving great number of passengers due to the demand for affordable
transportation. The lack of place and facilities to accommodate such passengers is what the project amis to
solve. This three-storey port terminal building will provide a proper and orderly accommodation for the
passengers. This will include waiting areas which will have a design that can contain a great number of
passengers. Also, since it is a three-storey terminal building, the safety of the passenger will be the main
concern in designing the structure.

Furthermore, to lessen the cost of constructing the building, the project will make use of local materials
which will always be available around and are cheap not in terms of the quality but in terms of the cost.
3.2 Description of Environmental Setting and Receiving Environment

3.2.1 Physical Environment

The proposed project location will be at Brgy. Progreso La Paz District Iloilo City, Iloilo. The project will
cover the whole port area but the passenger terminal building will mostly cover 700 square meter. It will
be rested on an area near a body of water. No animal and plant life will be affected. The area is already an
operating port but there is no existing Terminal Building. There are no residential houses nearby and it is
far from the main road but it still reachable.

3.2.2 Biological Environment

The location of the proposed project is near the sea, near the area there are no residential houses but there
are informal settlers that will be forced to leave upon the construction for their safety. The area to be used
for the building was minimized so if ever there is a need for expansion in the future, reclamation will be
avoided. There are no wildlife that will be affected upon the construction and as well as with trees. The
site, is about 1 km away from the main road.

3.2.3 Socio-Cultural, Economic, and Political Environment

According to the website “www.1stphilippines.com” Iloilo City is the capital city of the province of Iloilo,
Philippines. It is the regional center and the main economic hub of the Western Visayas region. This is
situated in the center of the Philippine archipelago, approximately 283 statute miles from Manila and
serves as the gateway to the Western Visayas. The province comprises the southeastern part of Panay
Island.

Iloilo City is politically subdivided into 180 barangays which are grouped into six districts Arevalo (13
barangays), Arevalo (13 barangsays), Jaro (42 barangays), Mandurriao (18 barangays), Molo (25
barangays) and La Paz (37 barangays) where the location of the study is. The local government of Iloilo
City is headed by Mayor Jed Patrick E. Mabilod and Vice Mayor Jose Espinosa III.

In terms of the economy, the strategic location of Iloilo favorably resulted in making the city the
hub of trade, commerce and industry. The place also boasts of its excellent port facilities,
extensive infrastructure, modern telecommunications system and reliable utilities. Iloilo City has
a business-friendly local government that provides incentives to business in preferred investment
areas. Identified investment areas offer attractive incentives such as income tax holidays and free
issuance of permits and licenses.

Currently, there are 8,407 business establishments of which 1,182 are new. Total capital
investments for new business establishments are P 365,506,020.92. The city has 40 universal, 24
commercial, 11 governments, 9 thrift, 1 development, 9 savings, and one Thrift/Government and
two rural banks which include branches/extension offices in the different districts. Average per
Capita Income is P 65,036 and Average Per Capita Expenditures is P 51,557.
Iloilo is home to several commercial, savings, universal and rural banks. The city also has some
foreign banks, three of which are Malaya, Standard Chartered and China Bank. All in all, there
are about 112 banks in the city. Pawnshop and Jewelry stores can also be found in the city. Iloilo
City continues to stride towards revitalizing socio-economic growth. The coming in of multi-
million investments and the rise in private building construction and emergence of new industries
give a beam to its business atmosphere.

Rice is the major crop in the province of Iloilo. Fish and marine products are also considered the main
source of livelihood in districts of Iloilo, as well as Non-traditional products such as processed food, fruits
and vegetables, gifts, furniture, and others. Traditional products include sugar, coco oil, and lime products,
among others.

3.2.4 Future Environmental Conditions without the Project

Without the project, the port cannot provide passengers a comfortable place to stay in, thus the passenger
can feel inconvenience and unsecured inside the port. And in the part of the Port Authorities, it is a big
problem if they take no action about the right accommodation of the passengers because waste from these
passengers are seen everywhere which can affect the ports and its operations. And also the operation or
quality service of the port will not be improved.

3.3 Impact Assessment and Mitigation

Summary Matrix of Predicted Environmental Issues/Impacts

STAGE ENVIRONMENTAL LEVEL OF SIGNIFICANCE

ISSUE/IMPACT
Pre – Construction Noise Low Impact
Air Quality/Dust Low Impact
Population Density Low Impact
Aesthetic Human Interest Moderate Impact
Construction Noise Low Impact
Air Quality/Dust Low Impact
Water Pollution Low to Moderate Impact
Population Density Low Impact
Aesthetic Human Interest Moderate Impact
Animal and Plant life None
Solid Waste High Impact

IV. THE RESEARCH COMPONENT

4.1 Introduction

Seaports in Iloilo City became really useful to the people there but it lacks accommodation facilities that
results to the inconveniences of the passenger. Every concern has its corresponding solution. The Port
Authorities can’t of course control the number of passenger using the seaports even though they lack such
accommodating facilities. There are several measures that can be done in giving a solution to this
problem. Convenience of the passengers must be prioritized by the port authorities.

It is important that Seaports nowadays must provide a Passenger Terminal Building due to the increasing
demand of such cheap mode of transportation. The Philippine Port Authorities are making actions to
address such problem not only in Iloilo city port but also to all the ports under them. In fact they already
finished constructing some port terminals that have been a great use and gave an ease to the operation of
their seaports. But constructing the said Terminal building is not an ordinary task for it will be rested on
an area near the sea.

The coverage of the project is to construct a safe and sound terminal building. The building will be used
for the accommodation of the passenger to give them a better place to stay in. This project will benefits
greatly the port authorities for they can the needs of their passengers and can make their operation more
organized and eventually faster.

Conclusion and Summary

One of the biggest problems in our ports today is the lack of facilities that can accommodate and
give the passenger’s wants and needs. Ports is one of the most important type of transportation, many are
using it for it is cheap and affordable. The increasing number of passengers in the port gives the
authorities a problem where the people can stay. Having a port terminal building is the main solution for
this type of problem. Terminal buildings were already established to other ports in our country and it
greatly shows an increase to its productivity. This can prove that having a terminal building is not only a
waste of money but it can help the ports to have a better operation and service to the people.

Having a terminal building the authorities can give the basic wants and needs of the passengers
especially the amenities. We all know how important amenities are especially in this type of building
where great number of people is coming in and out. With a terminal building we can put all the amenities
in one place and maintain its cleanliness unlike when there is no such building all the amenities were
scattered in the port area and some people might not feel comfortable to use it.

Since the land in the port is very limited we chose a vertical expansion so we can save land spaces
for future use in the port’s operation and to avoid reclamation. The 3-storey port passenger terminal
building will accommodate the people, it will be a modern type of terminal building having it air-
conditioned and escalators for ease of going up and down the building. It will also have commercial
facilities such as cafes and restaurants on the 3 rd floor of the building. The main reason of the authorities
for making the terminal building a modern one and air conditioned, is that the passengers is paying a
terminal fee so they want to return to the passengers what are they paying with a good service. The
building will also have a passage that will lead the passenger to the arriving and departing ships. With the
modernization of the terminal building we can provide the passengers the right level of service; thus we
can improve and organize well the operations inside the port for faster services.
Recommendations
The project entitled “Design of an Integrated Port Passenger Terminal Building in the port of Iloilo City,
Iloilo” strongly recommends to the officials of the Philippine Ports Authorities for they are the beneficiary
of this project.

The group recommends to the port officials to review our site development plan for we just conceptualize
it based on the plans the other existing ports have. They can modify it and put some other facilities needed
in the port’s operation for it to be more productive.

The group also recommends that the sewage facility of the building must be establish well and must be
consulted to a Sanitary Engineer. The design must be carefully done considering that the building
operation must not affect the environment especially the body of water near it. We must always take into
consideration always our environment before anything else.

This type of structure is to be highly deliberated when it comes to service, safety and security for it is a
kind of building that many people will be using for transportation is part of our daily life. The design of
the structure is compromised by these factors. Not just the architectural aspect, but also its structural
component.

ACKNOWLEDGEMENT

The group would like to extend their whole-hearted gratitude and appreciation to the following
personages and establishments whose never- ending assistance, support, and efforts helped for the
accomplishment and success of this project proposal.

First, to our dear and ever understanding parents, Mr. and Mrs. Cuison, Mr. and Mrs. Monjardin, and Mr.
and Mrs. Ramos, we extend our deepest appreciation for your financial and moral support that helped the
development of our thesis proposal. Also, we would like to say thank you for comprehending us when we
stayed late all night working and for encouraging us during the darkest days of our lives.

To our friends who are always there for us in times when we are in need. They are always sharing
important knowledge and information that we can use in making this project.

To our very industrious and patient Thesis Adviser, Engr. Geoffrey Cueto, whose support and trust kept us
to get going to what we have started. In times of hopelessness, her words of teachings let us set aside our
doubts and uncertainties regarding the feasibility of our thesis proposal. Thank you for staying with us and
guiding us throughout the term.

To our Panels, Engr. Divina Gonzales, Engr. Bienvenido Cervantes and Engr. Victor Sabandeja, for their
advices on how we can improve this project. They never get tired of teaching us the things we have to
learn to make this project.

To the employees of the Philippine Ports Authority, Manila City especially Arch. Maria Fe V. Esguerra,
Engr. Christopher Hidalgo Ornum and Engr. Maynard Parafina for the heart whelming reception you
gave us during the time when we were looking for a potential site to be our project location for our
proposal up to now that we already finished our project. You became an instrument for us to complete this
project.
And lastly, we really thank the heavenly Father for keeping us in His safe arms and guiding us throughout
the duration of this study. Without His presence, it would be next to impossible for us to finish and
complete this thesis proposal. For the past three months, He was the one who kept us safe from harm
whenever we proceed to different institutions to ask for help and answers to our inquiries.

REFERENCES
1. Ports in Philippines.[Online], Available :
http://www.tradechakra.com/economy/philippines/ports-in-philippines-260.php
Copyright © : 2008 Trade Chakra All rights reserved

2. Port of Iloilo.[Online], Available:

http://en.wikipedia.org/wiki/Port_of_Iloilo

3. Guidelines for Ferry Operations , Available:

US Department of Homeland and Security
CBP.gov (Securing America’s Borders)

4. Land Productivity of Seaport Terminals

Port Economics, by Thanos A. Pallis

5. Factors affecting seaport capacity

Department of ISOM, University of Auckland, New Zealand
By S. Islama and T.L. Olsena

6. Port Terminals
The Geography of Transport System
A. By Dr. Jean-Paul Rodrigue, Dr. Brian Slack and Dr. Theo Notteboom
 PANEL
ASSESSMENT
ENGLISH EDITOR
CONSULTATION
FORMS
RUBRICS
 ENGINEERING
DRAWINGS AND
PLANS
Appendix F : Architectural Plan

Consulted and Approved by

Arch. Ma. Fe Esguerra
(Principal Architect of Philippine Ports Authority)

Ground Floor Plan

2nd floor Plan
3rd Floor Plan
Roof Deck Floor Plan
Front Elevation

Rear Elevation
Right Elevation

Left Elevation
Appendix G : Framing Plans

Foundation Framing Plan

 2nd
Floor Framing Plan
 3rd
Floor Framing Plan
Roof Deck Framing Plan
Appendix G: Soil Profile
PROJECT
POSTER
RECEIPTS
RELEVANT
PICTURES
Relevant Pictures
 FORMS
REQUIRED
REFLECTIONS
RESUME
CHRISTIAN DAVE N. CUISON
8411 Isarog St. Sto. Nino, Paranaque City
Contact No. : +639328606651
Email Add. : dave.cuison@yahoo.com

CAREER OBJECTIVE
To obtain a profession in a technical-oriented company in the field of Civil Engineering that will
allow me to enrich my professional skills and practical knowledge to contribute towards the
growth of the organization by means of achieving the company’s objectives and goals.

EDUCATIONAL ATTAINMENT

2009- Present Mapúa Institute of Technology

(Tertiary)
Bachelor of Science in Civil Engineering
Muralla St. Intramuros, Manila

2007-2009 Bernardo College

(Secondary)
Pulang-Lupa, Las Pinas City
1st Honorable Mention

2001-2005 Sto. Nino, Elementary School

(Primary)
Sto. Nino, Paranaque City

SKILLS
 Computer Literate with (MS Word, MS PowerPoint, MS Excel, MS Project, etc.)
 Knowledgeable in using AutoCAD 2013, STAAD Pro, and Google Sketchup
 Good Communication and Interpersonal Skills
 Quick Learner and Critical Thinker that can work under pressure
 Can work independently and has leadership skills
AFFILIATIONS
Mapúa Engineering Management Organization (MEMO)
Member, 2012-present
Eastern Asia Society for Transportation Studies (EASTS)
Member, 2012-present
Transportation Science Society of the Philippines (TSSP)
Member, 2012-present

SEMINARS ATTENDED
October 29, 2012
November 13, 2012
March 9, 2013
June 29, 2013
NSCP Orientation and Concrete Technology - MIT
Building Information Modeling (BIM) - MIT
Build and Yield: Engineering Methods towards a Sustainable
Future - MIT
Advancement of Sustainable Transportation System towards
Quality of Life - MIT

WORKING EXPERIENCES
July 2013 – September 2013
October 2013 – November 2013
June 2009 – July 2009
Makati Development Corporation (MDC)
Amaia Skies Avenida - OJT
Ironcon Builders and Development Corporation
Michael Lo Project Sta. Cruz - OJT
Special Program for the Employment of the
Students (SPES)
Paranaque City - Encoder

CHARACTER REFERENCES

Name Address Occupation Tel./Cp. No.

Dennis Galvez Tambo, Paranaque City Supervisor(CCA) 854-78-07

Dorris Catanghal Sto. Nino, Paranaque Businesswoman 09228527570

City
Sundayherson A Ramos Jr.
Blk. 85 Lot 12 Daffodil St. Brgy. Rizal Makati City
Telephone: 892-20-15 (Home); 09157876872 (Mobile)
Email: sunday_ramos@yahoo.com

Objective

Acquire the necessary training to gain useful skills in the field of Civil Engineering and be able to contribute my
knowledge and service to achieve the company’s goal.

Skills

 Proficient in Microsoft Office 2010 ( Word, Excel, Powerpoint)

 Knowledgeable in AutoCad, MD Solids, STAAD

Educational Background

College: Mapua Institute of Technology

Muralla St., Intramuros, Manila

Secondary: St. Paul College Makati

D.M. Rivera street Brgy. Poblacion, Makati City

Elementary: St. Paul College Makati

D.M. Rivera street Brgy. Poblacion, Makati City

Personal Details

Born on February 14 1992, Filipino citizenship, Roman Catholic, Good command communication skills both in oral
and written (English and Filipino). Able to learn quickly, highly adaptable, positive, resilient, patient risk-taker who
is open to new ideas, responsible contributor committed to excellence and success.

Seminars Attended

March 9, 2013 Build and Yield: Engineering Methods Towards A Sustainable Future
Mapua Institute of Technology
June 22. 2013 Advancement of Sustainable Transportation System
Mapua Insitute of Technology

Affiliations:

 Member, American Concrete Institute - Mapua Student Chapter 2012-present

 Member, Philippine Institute of Civil Engineers - Mapua Student Chapter 2013-present
 Member, Transportation Science Society of the Philippinees – Mapua Student Chapter 2012 - present
 Member, Eastern Asia Society for Transportation Studies – Mapua Student Chapter 2012 - present