II.

Review of Related Literature

A. CURRENT SITUTION OF THE PASIG RIVER
The Pasig River system runs through five cities and four municipalities and it
connects two large, important bodies of water; Manila Bay in the west and Laguna de
Bay in the east (the largest freshwater lake in the country and connects 30 suburban
towns to the metropolitan center). Pasig River is 27 kilometer long that connects Manila
Bay and Laguna de Bay.
Polluted water is the main problem of the Pasig River due to various factories and
informal settlers totaling to 10,000 families. Environmental laws were strengthened
through the relocation of the informal settlers. Industrial waste was considered as main
pollutants of Pasig River but waste from informal settlers along Pasig River is the main
source of pollutants in the river (Dapito et, al, 2014). Based from the 90s record, an
estimated 65% of the pollutants in the Pasig River come from households, 30% from the
industrial sector and 5% from solid wastes. A total of 8000 families were relocated out of
1000 families residing near Pasig River. Relocation sites were at Rodriguez Rizal, C5
Taguig City, Trece Martires and General Trias in Cavite, and Cardinal Sin Village in Sta.
Ana, Manila. Nearby elementary schools, high schools, daycare centers and health
centers were also built in each relocation sites (Land Based projects of the PRRC, 2010
Karen Marie J. Pastor et, al, as cited in Dapito et, al, 2014).
The latest environmental problem encountered in Pasig River was the Sta. Ana
Oil Spill (Pasig River Oil Spilled, 2013 Philippine Star). Based from the report, the pipe
connected to a large tank connected at a warehouse owned by L&M Merchandising at
Old Panaderos Street burst causing spill of around 15000 liters of oil.
B. PROPOSAL OF VERTICAL FARMING
In an almost full recovery of many of the worlds endangered terrestrial
ecosystems that occur simply by abandoning a given area of encroachment and allowing
the land to cure itself, this project also aims to create building that will serve as an
organic machine through Vertical Farming synthesis that defined as farming fruits,
vegetables, grains, etc. in the middle of a city inside of a building where different floors
have different purposes (one floor for a certain crop, another floor for a vegetable, etc.)
using hydroponics (water with nutrients. Hydroponics is a system of agriculture that
utilizes nutrient-laden water rather than soil for plant nourishment (Bridgewood, 2003).
Because it does not require natural precipitation or fertile land in order to be effective.
The re-use of nutrient water supplies makes process-induced eutrophication (excessive

plant growth due to overabundant nutrients) and general pollution of land and water
unlikely, since runoff in weather-independent facilities is not a concern. Moreover,
vertical farming advantages include more efficient use of land and resources, year-round
high yield production, protection from severe weather events, enabling food security,
water savings (70-90% less), energy savings and lower logistical costs (Growing Power,
2011; Marginson, 2010). Resources can be better utilized and recycled by leveraging
synergies between agriculture and buildings, such as residential or industrial wastewater,
waste heat, and much more.

Illustration of a typical drip-style hydroponic system

Resources: Simply Hydro, 2008
In addition, as stated, vertical farming practiced on a large scale in urban centers
has great potential to allow large tracts of land to revert to the natural landscape restoring
ecosystem functions and services, remediate black water creating a much needed new
strategy for the conservation of drinking water, and break the transmission cycle of
agents of disease associated with a fecally-contaminated environment (Despommier,
1999). It can help alleviate the problem and enhance the beauty of communities and
homes. Above all, it can start for the future a successful massive city farming whose
participants have a change behavior and thinking pattern about production of food,
recycling of wastes, protection of the environment, nutrition, working together, and
dignity of labor.
C. REVIVAL OF PASIG RIVER FERRY STATIONS
As of the present, there were two major projects: Skyway 3 extension and Ninoy
Aquino International Airport Expressway Phase 2 have started. The projects have been
initiated to worsen traffic in Metro Manila for at least two years. The Pasig River runs
through the central urban section of Metro Manila, so the Pasig River ferry service was
taken to be an alternative service for commuters (Tolentino, 2014).

On Jan. 6, 1999, a presidential mandate established the Pasig River Rehabilitation

Commission (PRRC), tasked with coordinating all rehabilitation efforts, with the goal of
restoring Pasig River to Class C levelthat which can sustain life, with Biological
Oxygen Demand (BOD) less than 7mg/liter throughout a 15-year program, a target
hoped to be achieved by 2014, (Gilles, 2009)
Moreover, the Pasig River Ferry Service was also revived as an alternative mode
of transportation to decongest city traffic and as a vehicle towards greater awareness of
this advocacy to revitalize the river. Inaugurated in February 2007 by the former president
Gloria Macapagal Arroyo, the ferry service had a total of 14 fully operational stations,
where ferries pick up passengers at regular intervals.

Map showing the Pasig Ferry Stations

D. DESIGN PRINCIPLES ON FERRY TERMINALS
1. Urban Design

1.1 Urban Design Principles

Each terminal forms part of the ferry network and part of a community. The
guidelines provide a balance between the need for the terminal to be a readily identifiable
part of a passenger transport network and a local community.

The planning and design of large, full interchange terminal facilities may be proposed
on a unique design concept, and should utilize the physical and topographic conditions to
maximize the terminals operational, functional and construction effectiveness.
The transportation functions and operational requirements of a terminal are the
highest priority consideration in terminal design. However, terminal design and precinct
planning should also incorporate urban design principles including:

Design strategies for maximizing integration with the environment

Design strategies for minimizing negative urban impacts

Good visibility along corridors leading to the terminal should be provided. The
architectural concept for the new ferry terminals should reflect their context and become
recognizable and accepted by users within the local and wider catchment areas as their
transit terminal.
The developed concept should consider the heritage value and history of the site and
the surrounding environment as well as possess positive social attributes and serve to
enhance the identity of the public transport system to the community. Linking into
existing pedestrian and vehicle networks to provide fast and easy access into and out of
the terminal is vital for the terminal to function efficiently.
1.2 Pasig River Ferry Service Committee (DOTC, MMDA, PRRC, PCG)
The Pasig River Rehabilitation Commission (PRRC) is mandated to ensure that
the Pasig River is rehabilitated to its historically pristine condition conducive to transport,
recreation and tourism. Thus, the PRRC has completed the master plan for the
rehabilitation of the Pasig River, to include easement regulations, integration and
coordination of all programs pertaining to the Pasig River, industrial wastewater and
sewerage control, and the relocation of riverbank settlers.
Seeing the Pasig River as an alternative transport corridor through the metropolis
to decongest the traffic to and from the nearby towns and provinces, the Department of
Transportation and Communications (DOTC), the Metropolitan Manila Development
Authority (MMDA), and the PRRC combined their efforts to revive and develop the
transport system utilizing the river and its tributaries, and to extend its operations to the
Laguna de Bay and Manila Bay areas.

The Philippine Coast Guard (PCG) shall continue to spearhead the promotion of
safety, security of transportation, and protection through governance of the marine
ecosystem of the Pasig River and its tributaries in order to sustain a viable, efficient, and
dependable transportation system as an effective instrument for national development.
The DOTC, MMDA, and PRRC, shall be governed by their respective roles and
responsibilities as embodied in the Memorandum of Agreement for the Establishment and
Operation of the Pasig River Ferry Service.

2. Environmental Sustainable Design

2.1 Environmental Sustainable Design Principles
Ferry terminals should be designed in context with the surrounding urban and natural
environment to minimize impact while designing to a level appropriate to the scale and
nature of the network.
Materials should be considered carefully and preference for renewable and
sustainable resources selected where appropriate, with consideration also made to their
durability, and maintainability. Key considerations are:

Design environmental impact and sustainability

Materials renewable sources, durability, maintainability
Construction minimizing environmental impact, maximizing standardized elements,
efficiencies and economies
Permeability water collection and run off
Lighting light spill, levels, typology - efficiency
Audio sound spill
Access designs that encourage passengers to walk, cycle, and even car pool
2.2 Security and Safety
a. Principles
Crime prevention through environmental design is one important strategy to
achieve this. It aims to provide a safe and secure environment within the ferry
network through the implementation of crime prevention through environmental
design. The design of the ferry terminals and access within the network and the
surrounding environs and the arrangement of streets, parks and other outdoor spaces
can influence the opportunity for crime and the level of fear of crime.
b. Strategies

Natural Surveillance - A design concept promoted by features that maximize

visibility of people, parking areas and openings.
Territorial Reinforcement - Physical design promoted by features that define
property lines and distinguish private spaces from public spaces using
landscape plantings, pavement designs, gateway treatments, and fences.
Natural Access Control - A design concept gained by designing streets,
sidewalks, building entrances and neighborhood gateways to clearly indicate
public routes and discouraging access to private areas with structural
elements.
Target Hardening - Accomplished by features that prohibit entry or access:
window locks, dead bolts for doors, interior door hinges.

c. Implementation
Ferry terminal environs due to their nature are susceptible to issues of crime and
should be designed with consideration to:
Natural surveillance see and be seen people are usually less likely to
commit crime if they are (or think they may be) being watched.
Conversely people are likely to feel safer if they think someone is looking
out for them.
Ensuring there are clear sightlines along routes avoiding sudden corners
or blind bends along pedestrian or cyclist routes; planting does not grow to
obscure the view or provide hiding places for offenders.
Providing good standards of lighting providing consistently placed, high
quality lighting which will not conflict with planting or create areas of
shadow.
Ensuring there is plenty of activity designing pedestrian/cycling routes
to ensure that they will be well used to prevent them becoming isolated
and unsafe.
Avoiding potential entrapment situations clear signage can be used to
warn people of potential entrapment spots.
Keeping up good appearance regular maintenance of buildings and
garden area along with the removal of graffiti and litter all help to make
people feel more comfortable in outdoor spaces.

Clear ownership where there is no clear ownership of space, offenders

can be indistinguishable from legitimate users. Therefore communal or
left over spaces which no-one assumes ownership are best avoided.
Not everywhere can be safe some areas will be off limits particularly
at night.

2.3 Scope Enhancement

The standards have been reviewed in terms of their cost implications and are
considered appropriate in terms of the Regions anticipated expenditure levels on
ferry terminals. The standards set in this chapter also reflect the operational
requirements of the ferry network and the functional requirements of terminals to
meet the needs of users. Where another party, for example, a private developer seeks
to vary from the standards adopted in this chapter, this can be considered at the
discretion of Pasig River Ferry System. Design exceptions must be agreed to and
signed-off by the relevant engineer.
The standards should not be varied to reduce scale, quality or construction
standards or to affect any stated priorities, however, enhancements may be
considered. In such cases, the standards in this chapter should be adhered to as far as
practicable and be used as a minimum provision. In the adoption of alternative
materials and designs, proposals should be guided by the demands of the environment
and principles outlined in this chapter.
2.4 Holistic Design
a. Future proofing
As the design of a remodeled or new terminal evolves, due care must be taken to
not preclude further enhancements, changes in patronage or services. The design must
meet the service levels specified to some future date that should make provision for
increases in services and an increase in the level of amenities provided.
b. Constructability
All elements of the proposed design may be subject to a review of their ease of
construction within a live ferry network and urban environment. The design should
allow for offsite fabrication and precast elements that will minimize the onsite
activities
c. Cost effective
The principle that solutions should be cost effective in capital terms and minimize
ongoing operational costs applies to all aspects of terminal design.
3. Functional Design Principles
3.1 Accessibility and Connectivity
A ferry terminal should have good connectivity and accessibility to the community it
serves, between the available transport modes and within its precinct. Safe and

convenient access is fundamental to the attractiveness of the ferry network and terminals
are the front door of the system.

Access for pedestrians should be safe, well lit and convenient for use in particular by
children and passengers with physical disabilities.
Access to terminals and ferries for disabled people should be provided in accordance
with the National Building Code. Consultation should be made with representatives
of organizations such as the National Council on Disability Affairs (NCDA).
Access paths connecting to the street and to bus stops and car parks should also meet
universal accessibility criteria. Paths should be wide enough for two-way streams of
passengers to pass allowing also for wheelchairs and cycles.
Ferry terminals will have common features or themes that identify them as part of the
Pasig River Ferry Network but, where possible, will also have a connection to local
identity and heritage - subject to cost and design practicality.
Where there are heritage issues, consultation must be undertaken with the relevant
stakeholders e.g. National Historical Commission of the Philippines (NHCP) and any
relevant local preservation groups. Infrastructure such as shelters and seating may be
designed to integrate with the heritage character of the terminal where it exists and
will remain.

3.2 Integration
Design must be undertaken in consultation with the DOTC and MMDA to ensure that
land-side access (footpaths, cycleways, bus stops, car parking, and Park & Ride car
parks) will facilitate and encourage use of the terminal and services.
To encourage use of ferry services it is important that modal integration (linking the
various modes of transport) is as seamless as possible and transfers are short, convenient
and comfortable. A basic objective is to maximize the potential passenger numbers
carried on the ferry network.
The modal hierarchy ranks different modes in priority order and this determines each
modes access to terminals. Layout and amenity for these modes is determined on the
basis of this hierarchy, so that pedestrians, cycle and bus users are rewarded with shorter
distances, higher convenience and higher comfort levels than private car users.
The principles of modal hierarchy are that:

Buses are given priority of access with set down areas located as close as possible
to the terminal entry linked by covered access ways.
Walking and cycle facilities are planned around the terminal entry with
convenient access paths as part of the approach.

Park & Ride is generally the furthest from the terminal. Ideally, walking distance
between the car park and the terminal should be reduced where the distance
between the terminal entry and the embarkation point is longer than 80 meters.
Provision will be made to allow installation of equipment for integrated ticketing,
if immediately, at a later stage.
Provision should be made for secure cycle storage or cycle lockers at all
terminals.

3.3 Functionality
Ferry terminals occupy a valued waterfront location and the local community often
sees them as a neighborhood recreation facility. Where feasible, design can allow for
community use for passive recreation but should not facilitate swimming and diving
(safety concerns) or fishing (safety, cleanliness, access concerns). Design must take into
account local sea and weather conditions and the vessels to be used and provide what is
needed to minimize chances for damage to the wharf structure or to the ferry vessel and
to avoid the possibility of injury to crew or passengers.
In general, MMDA will provide a basic, functional ferry terminal in accordance with
these guidelines. If a private developer wishes to have a more highly specified terminal,
DOTC will expect the extra elements to be funded by the other party and that an ongoing
maintenance contribution will be made.

Terminals will be designed for efficient passenger movement to reduce delays and
congestion and for logical passenger flows from entrance, through ticketing (if
provided) to a waiting area, and to the embarkation point.

Design must consider whole of life costs, and provide for easy maintenance,
replacement and repair. Cleaning considerations include graffiti-proof surfaces
where feasible and reduced opportunities for vandalism e.g. no access to
hydraulic ramps except for boarding/alighting. Access should be available for use
by emergency vehicles, delivery and rubbish removal vehicles. This should
generally be kept separate from pedestrian access.
Commercial uses appropriate to the ferry transport primary business may be
accommodated provided this is without disrupting the movement of passengers,
supply vehicles or ferries and at no additional cost to MMDA.
Terminals will be designed to minimize chances for vessel damage, to allow for
easy movement in and out of berths, with all necessary aids in place. To some
extent, the profile of the vessels to be used will determine what is provided. A
standard terminal design should be developed for a range of vessel profiles to
ensure that operators are aware what can be accommodated.
It is preferred that terminal design is standardized in terms of materials, fittings
and fixtures to reduce overall costs and ensure supplies can readily be made

available (e.g. for repairs). This may take some time to achieve as upgrades and
renewals are carried out.
3.4 Amenity Principles
Ferry terminals are functional infrastructures that must provide for the safety and
comfort of passengers. The main role of a terminal is to provide for the effective and
efficient movement of people to and from the terminal and ferries and to provide safety
and shelter during waiting periods. Given the water edge locations, terminals are often
exposed to strong winds and inclement weather. Amenity at ferry terminals should be
functionally focused, driven from the perspective of the user.
New terminal designs and precinct planning must incorporate user amenity features
including:

Safe, convenient and unobstructed access to all parts of the terminal infrastructure,
including between waiting areas and boarding ramps
Passenger comfort, including reasonable weather protection from wind and rain;
General security and safety including appropriate levels of lighting;
Sufficient logical, clear, understandable, easy to read and well located signage and
timetable display board systems;
Adequate and well laid out vehicle access, drop off and parking facilities with clear
lines of sight and pedestrian access through parking and approach areas;
Adoption of good urban design practice and landscaping principles;
Adoption of concepts to minimize accidental and willful damage;
Convenient, safe, and comfortable bus transfer facilities;
Easy recognition and high visibility from and to pedestrian access paths through the
terminal precinct (for passengers and crew)
Durable, slip-resistant surfaces with safety barriers where appropriate

3.5 Maintenance
a. Life cycle costs
In the implementation of the standards contained in this chapter, thought must be
given to the overall Life Cycle Costs of the proposed design. As the existing ferry
terminals are upgraded or new ferry terminals added, the costs of operating and
maintaining must be given due consideration in both the design and selection of
materials and finishes.
b. Maintainability
Consideration should be made in the design of ferry terminals regarding issues of
maintenance and ongoing maintainability. Terminal elements should be suitably

designed and of durable materials appropriate to the nature of the environment to

minimize maintenance costs.

A. PLANNING CONSIDERATIONS ON FERRY TERMINALS

1. Key Drivers
1.1 Safety
Safety has two distinct aspects.
1.
2.

Safety of the terminal environment relates to avoiding hazards such as trip hazards,
obstructions and avoidance of conflicts between pedestrians and vehicles / vessels.
Safety also relates to personal security of the user. This has implications for terminal
design in terms of sight lines, lighting, avoiding hidden areas, provision of CCTV and
design for passive surveillance.

1.2 Functionality
This means designing for the appropriate provision of parking, drop off areas, bus
facilities, ferry berths and pedestrian facilities sized to meet the expected demands.
1.3 Operationality
This relates to ensuring that the design does not inhibit the ability of the ferries to run
on time by affecting turn-around, waiting and loading / off-loading times.
1.4 Maintainability
Terminals need to be designed to make cleaning and maintenance as easy and as safe
as possible. This means using fit-for-purpose materials and seeking design solutions that
provide low levels of maintenance and replacement/repair.

2. General Planning Considerations

The terminal is the primary entry point to the ferry network. It is the point where
ferry users:

Board (and alight from) ferries

Obtain information
Transfer to and from other methods of transport

Terminal users will arrive as:

Pedestrian and cycle users

Intermodal passenger transport
Drivers and passengers of private vehicles

The overall appearance of Pasig River ferry terminals should be bright, clean,
efficient and consistent with a modern public transport system.
3. TerminalSpecific Planning and Design Considerations

Site location and geographic / topographic layout

Level of Service to be provided (e.g. full-cover terminal or shelter only)
Forecast passenger numbers
Forecast vessel numbers, types, dimensions and tonnage, schedule of
arrivals/departures, berthing and layover requirements
Checklist of Amenities to be provided (e.g. staff facilities, CCTV, PA system
etc.)

3.1 Vessel Specifications

Vessel plans/design which
shall be pre-approved by
MARINA, to include
compliance with the applicable
provisions of MC 65, 65A, and
89. Vessels must also comply
with the following operating
standards:

Hull Configuration..Catamaran (Twin-hulled)

Hull Material.FRP/Steel/Aluminum
Propulsion/Drive SystemBrand New, Inboard Diesel, Lower RPM, Keel
Cooling, Propeller Type (Twin Screw, Commercial,
Medium Continuous and higher duty rating; and
IMO-compliant emission
Average Speed..12.5 knots
WindowsPanoramic
VentilationAir-conditioned
Passenger Capacity..at the option of the winning operator to
determine the capacity
Freeboard, average..two (2) feet
Operating Draft...four (4) feet maximum
Air Draft..ten (10) feet maximum
Lengthto consider a.14
Accessibility..BP 344 Compliant
ClassBuilt under class by any MARINA-accredited
Classification Society
Access Pointstwo (2) at each side, for ingress and egress,
located approximately three (4-5) meters apart

3.2 Safety
All ships/vessels must be duly registered and licensed by the appropriate regulatory
authority to ply their trade along Pasig River. Anent thereto, they shall comply with the
Philippine Merchant Marine Rules and Regulations (PMMRR) and other applicable rules
and regulations pertaining to the carriage onboard of the appropriate number of lifesaving
appliances and firefighting equipment.
All ships/vessels shall comply with applicable rules and regulations on the carriage
onboard of navigational aids, running lights, day and night signaling devices, charts, etc.

3.3 Traffic Management

All vessels transiting the Pasig River shall not exceed the maximum speed of twelve
(12) knots and will observe caution during meeting, overtaking situations and when
passing through areas where other vessels are docked. If necessary, they shall slow down
to a safe speed under these circumstances to avoid damage to property caused by wave
action or vessel wash.

When navigating during nighttime, all tankers loaded with petroleum products shall
show a blinking red light on top of the bridge with 360degree visibility at a range of three
(3) nautical miles in addition to those prescribe by the Rules of the Road.
3.4 Berthing
Berthing of ships/vessels in specifically designated areas shall be parallel to the river
banks and shall not be more than (2) abreast on a first-served basis. Areas within the
distance of thirty (30) meters before and after the location of the ferry stations shall be for
single berthing only.

3.5 Security
All ships/vessels, ports and other facilities along the Pasig River may be subjected to
random security inspection by the PCG. The use of cameras and binoculars is prohibited
while passing the Restricted Area.

4. Site Specific Design Considerations

4.1 Amenities
The following information must be provided to the designer in the Design Brief for
each particular Ferry Terminal:

Resource Consents status / requirement for / responsibility for obtaining

Consultation major stakeholder entities / status of consultation
Prior designs any design work carried out to establish planning constraints
Heritage constraints and considerations
Interfaces with other modes of transport (bus, train, tricycle, etc.)
Site location and geographic/topographic layout
Level of Service to be provided (e.g. full-cover terminal or shelter only)
Forecast passenger numbers
Forecast vessel numbers, dimensions and tonnage, schedule of arrivals /
departures, berthing and layover requirements
Requirements for future-proofing for expanded services, if any
Checklist of Amenities to be provided, including consideration of:

Shelter (canopy or enclosed structure)

Seats
Rubbish Bins
Cycle Racks
Lighting & Power
Surveillance / CCTV / Help-points
Way-finding Signage and Information
Public Address System
Ticketing & Staffing Facilities
Commercial opportunities
Clock
Time Tables (ferry and other integrated modes)
Water Tap (vandal proof)
Electricity
Food & Beverage Power supply and distribution boards should be able to
accommodate 3-phase supply (essential for some retail uses and should
also be located in main public activity zones).
Water supply include separate metering for commercial users and back
flow prevention devices (a pre-requite for food license)
Gas supply
Drainage to include provision for grease traps
Extraction and other HVAC services (necessary for most commercial/retail
uses)
Access to communal toilets
Accessibility for delivery vehicles to service retail uses (especially food
and beverage)
Provision for appropriate waste management area, hidden from customers
view

4.2 Common Elements

Canopy structures
Seating units
Trash bins
Cycle racks
Help Points
Signage and Information Panels
Wharf edge handrails
Passenger Information Display (PID) units
Acceptable Finishes for Marine Environments
Corrosion Protection & Paint Systems
Metalwork (stainless steel, aluminum or corrosion-protected mild steel)

4.3 Shelter
Canopies and shelters are an important component in the provision of comfort and
amenity at ferry terminals. The level of shelter to be provided is determined by the
specific requirements of the terminal in conjunction with peak patronage levels of the
terminal.
Where provided, canopies should provide reasonable shelter and rain and sun
protection. Shelters should adhere to the safety and security principles outlined in this
document and maintain clear sightlines.
Areas covered by canopies should be well lit, covered by CCTV, contain a safety
point and key information such as timetables and network and local area maps.
4.4 Seating
Seating should be arranged in a manner that does not obstruct passenger flow and
access to information and is integrated with other terminal elements.
4.5 Trash Bins
Trash bins are to be provided. Bins are generally stainless steel frames and liners.
4.6 Cycling
All ferry terminals should be designed to encourage use by cyclists. Secure cycle
parking (short term and long term preferably lockable) should be provided within the
terminal precinct, particularly at major ferry terminals. Terminal design should not be
responsive to existing patronage level by cyclists, but should aim to attract and promote
increased patronage by cyclists.

4.7 Lighting and Power

Terminals should be well lit after dark up to the last trip with after hours lighting
adequate for CCTV operations and to deter vandalism. Lighting should cover the
passenger waiting area and access points, avoiding shadows and glare, and should cover
areas containing any equipment, features or walls that may be the subject of acts of
vandalism.
Lighting design should minimize overspill onto adjacent residential properties and
prevent lighting pollution (i.e. downwards beam only), however it should also provide a

safe transition into the surrounding area. While meeting safety requirements, lighting
should also be as energy efficient as possible.
Specific power requirements may be required for vending machines, ATMs, public
phones, sullage/waste pump-out facilities and shore-power to vessels. Where required,
these requirements must be specified in the design for individual terminals.
4.8 Surveillance, CCTV and Help-points
Terminals shall be fitted with color CCTV cameras with low light capability and
associated control/transmission equipment that permits the remote control and real time
recording of images. Coverage should provide for passenger waiting areas, access and
egress points, help point, rubbish bins.
Design should also consider where integration opportunities exist to provide for
CCTV coverage of precinct areas including bus stops, car parks, kiss-and-ride and Park&-Ride areas immediately adjacent to the terminal. The monitoring activity should be
linked to a rapid response security patrol. There should be an emergency help point with
CCTV coverage, where waiting passengers can call for assistance.
At terminals where ferries are berthed overnight, provision must be made for security
cover for vessels to prevent vandalism, interference and graffiti. A safe environment shall
be provided for any crew or passengers leaving terminals late at night after the last trip.
Help-points shall be provided and located in visually prominent and accessible
positions. Particular consideration should be given to the access route passengers will
take after dark. Signs indicating the location of the help points should be clearly
displayed. Clearly visible and signed CCTV should be provided at the help points, as part
of the overall video monitoring system.
4.9 Way-finding Signage & Information

4.10

Public Address System

All terminals should be designed to be fitted with remote Public Address systems,
linked to a central operations room. The PA system will serve both as an announcement
for departures/delays and for use as a security measure linked to CCTV monitoring.
Music over the PA system is not required.

4.11

Ticketing and Staffing Facilities

a. Integrated Ticketing and Fares

Integrated ticketing and fares will be introduced in the Metro Manila by
2016 by the Public-Private Partnership (PPP) of DOTC, LRTA and AF
Consortium. The group comprises Ayala Corporations BPI and Globe
Telecom, Metro Pacific's Smart Communications and Meralco. This will be
implemented first in Metro Manila Mass Rapid System (LRT-1, 2, & MRT3) and sooner, other transport systems including the Pasig River Ferry
Network. An integrated ticket is a smart-card that is reloadable. The concept
is that a person can use a single ticket for travel on any public transport
service in Metro Manila (bus, e-jeep, rail or ferry) regardless of operator or
transfer activity (integrated ticket) for the payment of a fare no greater than
the equivalent fare of the same journey by a single mode (integrated fares
between bus, e-jeepneys, and rail).
Multi-use smart cards can be purchased at selected locations and will be
able to be recharged at ticket vending machines, or Vending and Reload
Devices (VRD) located at all railway, ferry terminals, transport centers, or at
agencies. VRDs will accept cash, and credit card payments.
b. Staffing Facilities
Where required, staffing facilities must be specified in the design for
individual terminals. In principle, staffing and cleaners facilities must only
be provided at full-cover terminals.
4.12

Commercial Opportunities

The aim is to provide appropriate levels of amenity for customers using the
infrastructure. Commercial opportunities should be identified through consideration of
customer segmentation using the facilities in the first place. It should be kept in mind that
the right commercial opportunity with the right design - as part of an attractive facility
and ambience - can and should be used to attract new customers to the ferry terminal.

Consideration should be given to:

Retail outlets (all forms including kiosks, cafes, dry-cleaning pick up and drop
off, flowers, shoe repair, key cutting and shops)
Travel agents, real estate agents

Vending machines, photo booths

ATMs
Public telephones
Wi-Fi hotspot and mobile device charging points
Advertising and promotional opportunities
Temporary exhibition spaces
Any other commercial opportunity

Sources:
Mission 2015: Biodiversity, Hydroponics
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