Thesis Manuscript

ATENEO DE DAVAO UNIVERSITY
SCHOOL OF ENGINEERING AND ARCHITECTURE

ARCHITECTURE DEPARTMENT
ARCHITECTURE THESIS 2019-2020

Volume No. 18
THEME: PHILIPPINE CULTURE AND HERITAGE IN THE

21ST CENTURY ARCHITECTURE
REIMAGINING DAVAO INTERNATIONAL AIRPORT

A Study on Understanding the connection between
Filipino Behaviors and Airport Passenger Experience through
Normative Pedestrian Behavior Theory
Senforiano B. Alterado IV
BS Architecture 5-G
Proponent
February 2020
ACKNOWLEDGEMENTS
With boundless love and appreciation, the researcher would like to extend his
heartfelt gratitude and appreciation to the people who helped him bring this
study into reality.
Foremost, I would like to express my deep and sincere gratitude to my thesis
adviser, Ar. Jim Immanuel Palma, for giving me the opportunity to go beyond
and providing invaluable guidance throughout this research study. His
dynamism, vision, sincerity and motivation have deeply inspired me to do more
and to not give up. It was a great privilege and honor to work and study under
his guidance. I am extremely grateful for what he has offered me. I would also
like to thank him for his friendship, empathy, and great sense of humor. I could
not have imagined having a better advisor and mentor for my thesis study.
Thank you, Sir Jim.
Besides my advisor, I would like to thank my thesis moderator, Ar. Joe Allen
Tan, for guiding us and for not being harsh to us throughout the whole
semester. Also, I would like to thank my thesis panels, Ar. Ronald Bryan Ancla,
Ar. Ace Mark Clapis, Ar. Jankin Davies Go, Ar. Daem Mark Panizales, Ar. John
Jelbert Gan, and Ar. Martha Gee Torres, for their thoughtful insights,
encouragement, feedbacks, and hard questions.
I am extremely grateful to my parents, Rolina Morales and Senforiano Alterado
Jr., for their love, prayers, caring and sacrifices for educating and preparing me
for my future. This is also for you mami and papi, I love you. Also, I express my
thanks to my whole family for their support throughout this journey.
I also cannot express enough thanks to my friends, Team BEB: Christian
Pagaran, Gelo Magbanua, Nikki Palermo, Nathaniel Plasabas, Zyrah Asequia,
Odi Simon, Jan Duban, Jaynefel Tabanao, Beah Mangulamas and Claudine
Sandoval, for their continued support and encouragement. My completion of
this thesis project could not have been accomplished without their support. In
particular, I am grateful to Lloyd Matthew Yap, for helping and encouraging me
numerous times with my thesis throughout my second semester journey even
though you do not have to.
Finally, to my caring, loving, and supportive girlfriend, Abigal Depositaro: my
deepest gratitude. Her encouragement when the times got rough are much
appreciated and duly noted. It was a great comfort and relief to know that she
is with me throughout my journey and was willing to help and support me in any
way that she can during our hectic schedules even though she had academic
problems of her own. I am very much thankful for her love, understanding,
prayers and continuing support to complete this thesis. I love you babu, my
sexy pumpkin.
ABSTRACT
An airport, being a gateway to the country, is one of the most complex systems
in modern society. Its optimal operation is a major role in the economic development
of nations. However, Davao International Airport (DIA) needs to be redeveloped
because it is experiencing inefficiency within the facility. Today, the airport’s traffic
volume has already overreached the designed capacity. These problems, then, leads
to a stressful passenger experience.
Passengers are the main customers of an airport, and so their needs must be
understood. The study’s main goal is to help optimize the passenger experience by
improving their circulation and movement. However, management of pedestrian flows
requires knowledge of pedestrian flow behavior.
The study’s focus, then, is to understand the different behavior of Filipinos in
an airport and its connection between the passenger’s experience to help apply the
Normative Pedestrian Behavior Theory throughout the study. Using quantitative
research methods through statistics, units for data collection, and analysis of
pedestrian behavior. The aim of this research is to achieve an appropriate airport
facility that will have a better understanding of the passengers’ needs to improve their
passenger experience.
Reimagining Davao International Airport
A Study on Understanding the connection between Filipino Behaviors and Airport Passenger
Experience through Normative Pedestrian Behavior Theory
Table of Contents
Title Page ………...………...………...………...………...………...………...………...… i

Approval of Thesis Defense ………...………...………...………...………...………... ii
Thesis Adviser Endorsement Form ………...………...………...………...……….... iii
English Editor Endorsement Form ………...………...………...………...………...... iv
Acknowledgments ………...………...………...………...………...………...………..... v
Abstract ………...………...………...………...………...………...………...………...…. vii
CHAPTER 1: INTRODUCTION
1.1 Background of the Study………………………………………………………………..2
1.2 Statement of the Problem……………………………………………… ...................... 4
1.3 Goals and Objectives…………………………………………………… ..................... 7
1.4 Research Framework…………………………………………………… ..................... 9
1.4.1 Theoretical Framework ..................................................................................... 9
1.4.2 Conceptual Framework ................................................................................... 12
1.5 Assumptions…………………………………………………………….. .................... 13
1.6 Hypothesis………………………………………………………………. .................... 14
1.7 Scope and Limitations…………………………………..……………… .................... 15
1.8 Significance of the Sudy………………………………………………. ..................... 17
1.9 Definition of Terms……………………………………………………… .................... 19
CHAPTER 2: REVIEW OF RELATED LITERATURE

2.1 Filipinos…………………………………………………………………… ................... 22
2.1.1 Filipino Identity and Culture ............................................................................ 22
2.1.2 Phenomenology of Filipino Behaviors/Personalities ...................................... 23
2.1.3 Filipino Belief System, Values, and Ideology ................................................. 25
2.2 Planned Behavior……………………………………………………………………… 27
2.2.1 Theory of Planned Behavior ........................................................................... 27
2.2.2 Normative Pedestrian Behavior Theory.......................................................... 30
2.2.3 Nomad Model Theory ..................................................................................... 35
2.2.4 Factors in Choosing an Activity and Route Location...................................... 37
2.2.5 Factors in the Airport Passenger Experience ................................................. 39
2.3 Planning the Movement System……………………………………….. ................... 44
2.3.1 Expression of Movement ................................................................................ 44
2.3.2 Passenger Movement ..................................................................................... 45
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2.3.3 Passenger Flow Principles ............................................................................. 47

2.3.4 Passenger Space Standards .......................................................................... 48
2.3.5 Considerations for Disabled Passengers ....................................................... 49
2.3.6 Wayfinding through terminals ......................................................................... 50
2.3.7 Signages ......................................................................................................... 50
2.4 Airport Facility………………………………………………………………………….. 51
2.4.1 Airports ............................................................................................................ 51
2.4.2 Airport as a Marketplace ................................................................................. 52
2.4.3 Airport design in the Philippines ..................................................................... 54
2.4.4 Terminal Facilities ........................................................................................... 56
2.4.5 Forecasting for Planning Purposes ................................................................ 57
2.4.6 Commercial Aircrafts in Davao International Airport ...................................... 57
2.4.7 Passenger Types ............................................................................................ 59
2.5 People and Activities in the Airport………………………………………………….. 60
2.5.1 Passenger and their activities ......................................................................... 60
2.5.2 Types of Airport User other than the Passengers .......................................... 61
2.5.3 Key Functions and Qualities of the Terminal.................................................. 62
CHAPTER 3: METHODOLOGY
3.1 Research Design……………………………………………………………………… 65
3.1.1 Descriptive Research Design ......................................................................... 65
3.2 Research Subject………………………………………………………. ..................... 66
3.3 Research Instruments………………………………………………………………… 66
3.3.1 Primary Sources .............................................................................................. 66
3.3.2 Secondary Sources ......................................................................................... 67
3.4 Data Gathering Procedure…………………………………………………………. ... 68
3.4.1 Interviews ........................................................................................................ 68
3.4.2 Ocular Inspection ............................................................................................ 70
3.4.3 Survey ............................................................................................................. 71
3.5 Directory of Experts and Organizations………………………………..................... 72
3.5.1 Experts ............................................................................................................ 72
3.5.2 Organizations .................................................................................................. 76
CHAPTER 4: RESULTS, ANALYSIS, INTERPRETATION

4.1 Presentation of Results acquired from Experts……………………..………………78
4.1.1 Interview with Ar. Francisco Santos Jr. .......................................................... 78
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4.1.2 Interview with Ar. Chester Lennard Jusi and Ar. Janina Victoria Lu…………80
4.1.3 Interview with Ar. Henna S. Dazo ................................................................... 82
4.1.4 Interview with Ar. Steven Adrianne M. Chua .................................................. 83
4.1.5 Interview with Engr. Rex Obcena ................................................................... 84
4.1.6 Interview with Engr. Sarah Jane Saladaga .................................................... 86
4.1.7 Interview with Mr. Enrico B. Gonzales ............................................................ 88
4.1.8 Interview with Atty. Steve Y. Dicdican ............................................................ 91
4.1.9 Interview with Ma. Vilma Belches ................................................................... 93
4.1.10 Interview with Mr. John Paul Valle................................................................ 96
4.1.11 Interview with Mr. Christian D. Cambaya ..................................................... 98
4.1.12 Interview with Mr. Nicarter N. Rivas and Ma. Christina Matonizo ................ 99
4.1.13 Interview with Dr. Nelly Limbadan .............................................................. 101
4.2 Presentation of Results acquired from Informal Interviews………………………104
4.2.1 Interview with CAAP Davao Officer .............................................................. 104
4.2.2 Interview with MIAA Employee ..................................................................... 104
4.2.3 Interview with MCIA Security Officer ............................................................ 104
4.2.4 Interview with CAAP Davao Officer .............................................................. 105
4.2.5 Interview with Mr. Roberto Amad Guipitacio ................................................ 105
4.2.6 Interview with AdDU Psychology Scholar .................................................... 105
4.2.7 Interview with Mr. Takeshi Maeda ................................................................ 106
4.3 Presentation of Results acquired from Survey Questionnaires …………………106
4.3.1 Questions about the respondent’s airport assessment ................................ 107
4.3.2 Questions about the different Filipino behaviors in airports ......................... 118
4.3.3 Questions about Davao International Airport passenger experience .......... 128
4.3.4 Questions about the stressors in the Davao International Airport ............... 131
4.3.5 Questions about the Route and Activity Location ........................................ 136
4.4 Presentation of Results acquired from Ocular Inspections.………………………143
4.4.1 Ocular Inspection in Ninoy Aquino International Airport ..........................14444
4.4.2 Ocular Inspection in Mactan-Cebu International Airport .............................. 152
4.4.3 Ocular Inspection in Davao International Airport .......................................... 161
4.4.4 Ocular Inspection in Suvarnabhumi International Airport …………………..170
4.5 Analysis, Interpretations, Recommendations ……………………………….…….181
4.5.1 Analysis Based on Filipino Behavioral Aspects in Airport Facilities............. 181
4.5.2 Analysis Based on Architectural Characteristics .......................................... 187
4.5.3 Analysis Based on Stressors of the Filipino Passengers ............................. 192
4.5.4 Analysis Based on Elements of Normative Pedestrian Behavior Theory .... 200
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4.5.5 Analysis Based on Filipino and Foreign Behaviors in the airport................. 208
4.5.6 Analysis Based on the Passenger Movements ............................................ 222
4.5.7 Analysis Based on the Aircraft Movements .................................................. 229
4.5.8 Analysis Based on the Cargo Movements ................................................... 232
CHAPTER 5: THE PROJECT

5.1 Site Analysis…………………………………………………..………………………247
5.1.1 General Profile .............................................................................................. 247
5.1.2 Context of the Site......................................................................................... 254
5.1.3 Location, Accessibility and Vicinity Map ....................................................... 256
5.1.4 Sun Path and Wind Direction........................................................................ 258
5.1.5 Noise and Water Flow due to Topography ................................................... 259
5.1.6 Utility Access and Landscape ....................................................................... 260
5.1.7 Zoning ........................................................................................................... 261
5.1.8 Climate Information ....................................................................................... 262
5.1.9 SWOT Analysis ............................................................................................. 264
5.1.10 Conceptual Site Development Plan ............................................................ 265
5.1.11 Vehicular Traffic Flow Circulation ............................................................... 267
5.2 General Space Requirements ……………………………………………………272
5.3 Design Philosophy……………………………………………………………………273
5.4 Programmatic Concept………………………………………………………………274
5.5 Organizational Structure…………………………………………………….………276
5.6 Specific Space Requirements………………………………………………………277
5.7 Bubble Diagram………………………………………………………………………285
5.8 Space Matrices……………………………………………………………………….288
5.9 Behavioral Analysis……………………………………………………..……………292
5.10 Space Programming…………………………………………..……………………297
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List of Figures
Figure 1.1 Theoretical Framework .............................................................................. 10

Figure 1.2 Conceptual Framework ............................................................................ 11
Figure 2.1 Crowd movement phenomena .................................................................. 30
Figure 2.2 Framework of pedestrian behavior............................................................ 31
Figure 2.3 Elements of Airport passenger experience ............................................... 40
Figure 2.4 Passenger and their activities in the airport .............................................. 60
Figure 4.1 Gender of the Respondents .................................................................... 107
Figure 4.2 Age of the Respondents .......................................................................... 107
Figure 4.3 Travelling with Persons with Disability .................................................... 108
Figure 4.4 Travelling companion .............................................................................. 109
Figure 4.5 Travel frequency via Davao International Airport.................................... 110
Figure 4.6 Travelled internationally via Davao International Airport ........................ 111
Figure 4.7 Trip Purpose ............................................................................................ 112
Figure 4.8 Arrival Time before Departure ................................................................. 113
Figure 4.9 Reasons to Arrive Earlier ........................................................................ 114
Figure 4.10 Mode of transportation .......................................................................... 115
Figure 4.11 Wayfinding Guide .................................................................................. 116
Figure 4.12 Mindanao Culture knowledge ................................................................ 117
Figure 4.13 Filipino behavior of accompanying in the airport .................................. 118
Figure 4.14 Filipino behavior of fetching in the airport ............................................. 119
Figure 4.15 Filipino behavior of walking side by side ............................................... 120
Figure 4.16 Filipino behavior of rushing in line ......................................................... 121
Figure 4.17 Filipino behavior of waiting near the gate ............................................. 122
Figure 4.18 Filipino behavior of buying pasalubong................................................. 123
Figure 4.19 Filipino behavior of being late ............................................................... 124
Figure 4.20 Filipino behavior of using cellphones while walking ............................. 125
Figure 4.21 Filipino behavior of taking pictures ........................................................ 126
Figure 4.22 Filipino behavior of pakikisama ............................................................. 127
Figure 4.23 Davao International Airport advantages compared to other airports.... 128
Figure 4.24 Davao International Airport rating based on customer satisfaction ...... 129
Figure 4.25 Davao International Airport passenger efficiency rating ....................... 131
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Figure 4.26 Stressors in the airport .......................................................................... 132

Figure 4.27 Factors to be considered to improve airport experience ...................... 134
Figure 4.28 Planning airport activities beforehand ................................................... 136
Figure 4.29 Walking orientation ................................................................................ 137
Figure 4.30 Duration time staying in airports............................................................ 138
Figure 4.31 Preferred travel time .............................................................................. 139
Figure 4.32 Importance of visible route .................................................................... 140
Figure 4.33 Importance of travel time ....................................................................... 141
Figure 4.34 Importance of distance .......................................................................... 142
Figure 4.34 Departure Lobby .................................................................................... 144
Figure 4.35 Passenger Holding Area ....................................................................... 144
Figure 4.36 2nd Floor Balcony ................................................................................... 145
Figure 4.37 Departing Immigration Area .................................................................. 145
Figure 4.38 Security .................................................................................................. 145
Figure 4.39 Pre-departure Lobby.............................................................................. 146
Figure 4.40 Departure Gates .................................................................................... 146
Figure 4.41 Boarding Gate........................................................................................ 146
Figure 4.42 Baggage Assistance Counter................................................................ 147
Figure 4.43 Arriving Immigration Area ...................................................................... 147
Figure 4.44 Terminal 1 Arrival .................................................................................. 147
Figure 4.45 Dignitaries Lounge................................................................................. 148
Figure 4.46 Kiddie Lounge ........................................................................................ 148
Figure 4.47 Service Hallway ..................................................................................... 148
Figure 4.49 Pre-departure Lobby.............................................................................. 149
Figure 4.50 Arrival Area of Terminal 1...................................................................... 149
Figure 4.51 Greeters and Meeters Area ................................................................... 150
Figure 4.52 Waiting Bay in Terminal 2 ..................................................................... 150
Figure 4.53 Terminal 4 Apron ................................................................................... 150
Figure 4.54 Terminal 4 Arrival Gate ......................................................................... 151
Figure 4.55 Terminal 4 Baggage Reclaim ................................................................ 151
Figure 4.56 Terminal 1 Arrival Area.......................................................................... 152
Figure 4.57 Meeters and Greeter Area..................................................................... 152
Figure 4.58 Arrival Area Transport Hub.................................................................... 153
Figure 4.59 Taxi Bay ................................................................................................. 153
Figure 4.60 Stairs ...................................................................................................... 153
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Figure 4.61 Mode of Transport ................................................................................. 154

Figure 4.62 Terminal 1 Departure Entrance ............................................................. 154
Figure 4.63 CAAP Cebu ........................................................................................... 154
Figure 4.64 Smoking Area ........................................................................................ 155
Figure 4.65 Terminal 1 Departure Lobby.................................................................. 155
Figure 4.66 Terminal 1 Boarding Gate ..................................................................... 156
Figure 4.67 Comfort Room ....................................................................................... 156
Figure 4.68 Terminal 1 Roof ..................................................................................... 156
Figure 4.69 Terminal 2 Ground Floor ....................................................................... 157
Figure 4.70 Check-in Counter................................................................................... 157
Figure 4.71 International Departures ........................................................................ 157
Figure 4.72 Terminal 2 Departure............................................................................. 158
Figure 4.73 Terminal 2 .............................................................................................. 158
Figure 4.74 International Departure Drop off............................................................ 158
Figure 4.75 Meet and Greet Area ............................................................................. 159
Figure 4.76 Smoking Area ........................................................................................ 159
Figure 4.77 Food Avenue ......................................................................................... 159
Figure 4.78 Baby Care .............................................................................................. 160
Figure 4.79 Transit Hall............................................................................................. 160
Figure 4.80 Departure Curb ...................................................................................... 160
Figure 4.81 CAAP Davao.......................................................................................... 161
Figure 4.82 Path walk going to the Admin Building.................................................. 161
Figure 4.83 Terminal Employee Entrance ................................................................ 162
Figure 4.85 Check-in Counters ................................................................................. 162
Figure 4.86 Boarding Gates ...................................................................................... 163
Figure 4.87 Breastfeeding Station ............................................................................ 163
Figure 4.88 Command Center .................................................................................. 164
Figure 4.89 International Food Option ...................................................................... 164
Figure 4.90 VIP Lounge ............................................................................................ 165
Figure 4.91 International Pre-Departure ................................................................... 165
Figure 4.92 International Boarding Gate .................................................................. 165
Figure 4.93 Arrival Immigration Area ........................................................................ 166
Figure 4.94 Arrival Area ............................................................................................ 166
Figure 4.95 Government Offices............................................................................... 167
Figure 4.96 Airline Agencies ..................................................................................... 167
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Figure 4.97 Cargo Terminal ...................................................................................... 167

Figure 4.98 Entrance of Cargo Terminal .................................................................. 168
Figure 4.99 Office of Philippine Airlines.................................................................... 168
Figure 4.101 ARFF.................................................................................................... 169
Figure 4.102 Boarding Tube ..................................................................................... 170
Figure 4.103 Building Identity ................................................................................... 170
Figure 4.104 Terminal Pier ....................................................................................... 171
Figure 4.105 Interior Finishes ................................................................................... 171
Figure 4.106 Information Screens ............................................................................ 171
Figure 4.107 Immigration Entrance .......................................................................... 172
Figure 4.108 Baggage Claim Area ........................................................................... 172
Figure 4.109 Concessionaires .................................................................................. 172
Figure 4.110 Façade ................................................................................................. 173
Figure 4.111 Multi-levels of the Airport ..................................................................... 173
Figure 4.112 Public Car Parking Building ................................................................. 173
Figure 4.113 Air Traffic Control (ATC) ...................................................................... 174
Figure 4.114 Departure Curb .................................................................................... 174
Figure 4.115 Departure Curb Walkway .................................................................... 175
Figure 4.116 Bollards ................................................................................................ 175
Figure 4.117 Departure Hall ..................................................................................... 176
Figure 4.118 Waiting Area ........................................................................................ 176
Figure 4.119 Self-service Counters .......................................................................... 176
Figure 4.120 Check-in Counters ............................................................................... 177
Figure 4.121 Art Sculptures ...................................................................................... 177
Figure 4.122 International Departures ...................................................................... 177
Figure 4.123 Passport Control Area ......................................................................... 178
Figure 4.124 Snake Queue ....................................................................................... 178
Figure 4.125 Push Carts ........................................................................................... 178
Figure 4.126 Wayfinding ........................................................................................... 179
Figure 4.127 Boarding Hall ....................................................................................... 179
Figure 4.128 Airport Pier ........................................................................................... 179
Figure 4.129 Boarding Gate Ramps ......................................................................... 180
Figure 4.130 Boarding Gate ..................................................................................... 180
Figure 5.1 Davao International Airport Site .............................................................. 247
Figure 5.2 Context of the Site ................................................................................... 254
Figure 5.3 ICAO RFFS Category Chart .................................................................... 255
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Figure 5.4 Location, Accessibility, and Vicinity Map ................................................ 256

Figure 5.5 Sun Path and Wind Direction .................................................................. 258
Figure 5.6 Noise and Water Flow due to Topography ............................................. 259
Figure 5.7 Utility Access and Landscape ................................................................. 260
Figure 5.8 Zoning ...................................................................................................... 261
Figure 5.9 Temperature ............................................................................................ 262
Figure 5.12 Site Development Plan Airside............................................................. 265
Figure 5.13 Site Development Plan Landslide ........................................................ 266
Figure 5.14 Private vehicle traffic flow circulation .................................................... 267
Figure 5.15 Taxi traffic flow circulation ..................................................................... 268
Figure 5.16 Employee / VIP traffic flow circulation ................................................... 269
Figure 5.17 Cargo truck traffic flow circulation ......................................................... 270
Figure 5.18 Jeepney traffic flow circulation .............................................................. 271
Figure 5.19 Organizational Structure........................................................................ 276
Figure 5.20 Site Bubble Diagram.............................................................................. 285
Figure 5.21 PTB Lower Floor Bubble Diagram ........................................................ 286
Figure 5.22 PTB Upper Floor Bubble Diagram ........................................................ 287
Figure 5.23 Site Development Plan Space Matrix ................................................... 288
Figure 5.24 PTB Lower Floor Space Matrix ............................................................. 289
Figure 5.25 PTB Upper Floor Space Matrix ............................................................. 291
Figure 5.26 Enplaning Passenger Flow.................................................................... 292
Figure 5.27 Domestic Deplaning Passenger Flow ................................................... 293
Figure 5.28 International Deplaning Passenger Flow .............................................. 294
Figure 5.29 Enplaning Baggage Flow ...................................................................... 295
Figure 5.30 Enplaning Cargo Flow ........................................................................... 296
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List of Tables
Table 2.1 Passenger Space Standards ...................................................................... 48

Table 2.2 Commercial Aircrafts Specifications ........................................................... 58
Table 4.1 Ocular Inspection in Ninoy Aquino International Airport........................... 151
Table 4.2 Ocular Inspection in Mactan-Cebu International Airport .......................... 160
Table 4.3 Ocular Inspection in Davao International Airport ...................................... 169
Table 4.4 Analysis Based on Filipino Behavioral Aspects in Airport Facilities ......... 186
Table 4.5 Analysis Based on Architectural Characteristics ...................................... 191
Table 4.6 Analysis Based on Stressors of the Filipino Passengers ......................... 199
Table 4.7 Analysis Based on the Elements of Activity and Route Choice ............... 207
Table 4.8 CAAP Passenger Movements Statistics ................................................... 222
Table 4.9 Passenger Movement Changes in Growth Rate ...................................... 223
Table 4.10 Total Passenger Movement .................................................................... 224
Table 4.11 CAAP Aircraft Movements Statistics ...................................................... 229
Table 4.12 Aircraft Movements Changes in Growth Rate ........................................ 230
Table 4.13 Total Aircraft Movement .......................................................................... 231
Table 4.14 CAAP Cargo Movements Statistics ........................................................ 232
Table 4.15 Cargo Movements Changes in Growth Rate .......................................... 233
Table 4.16 Total Cargo Movement ........................................................................... 234
Table 5.1 Lot Bearing ................................................................................................ 249
Table 5.2 Francisco Bangoy International Airport General Info ............................... 250
Table 5.3 Francisco Bangoy International Airport Runways .................................... 250
Table 5.4 Existing Passenger Terminal Processing Areas ...................................... 252
Table 5.5 Davao International Airport Existing Airside Information .......................... 253
Table 5.6 Establishments near the site ..................................................................... 257
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1.1 Background of the Study 2
1.2 Statement of the Problem 4
1.3 Goals and Objectives 7
1.4 Research Framework 9
1.5 Assumptions 13
1.6 Hypothesis 14
1.7 Scope and Limitations 15
1.8 Significance of the Study 17
1.9 Definition of Terms 19

1.1 BACKGROUND OF THE STUDY
In the 21st century, airports are one of the most uniquely designed
structures. Airports are considered to be a key transportation modal point for it
is a facility that serves as the gateway to cities and countries. An airport can be
an iconic structure in a city as it has a first and last impression for the users,
making the design of the building aesthetically pleasing as viewed by the
visitors from the ground and the air memorable. The plan, however, should be
remembered through time and be appreciated by past, present, and future
generations.
Davao International Airport (DIA), formerly known as the Francisco
Bangoy International Airport (FBIA), is the main airport serving the Davao
Region in the Philippines. According to Ajero (2003), the airport started its
operations when Don Francisco Bangoy donated their land in Barangay Sasa,
located in Buhangin District in the 1940s. Today, it is dubbed to be the busiest
airport in Mindanao and the third in the country. In less than a year, foreign
airlines began to provide Dabawenyos with more air links to selected
international destinations. This connectivity does not only benefit the
Dabawenyos but the Mindanaons, as well.
More people are becoming interested in Davao City based on the
number of passengers using the city’s airport. According to the data from the
Civil Aviation Authority of the Philippines (CAAP) in 2019, the Davao
International Airport accommodated 4.48 million passengers, exceeding the
facility's two million marks in terms of passengers that it can cater. These
numbers show that if there is a movement of people, there will also be
movements in business. Thus, making air connectivity essential in the progress
and development of the city.
2|Alter ado IV
The primary problem of the Davao International Airport that needs to be
addressed is the inefficient airport passenger experience. The airport today
lacks some facilities and amenities that the passengers need. Common
problems found in the airport are the lack of chairs in the departure area and
the congested check-in counter. Therefore, there is a need for the rehabilitation
and expansion of the currently congested terminal building. In this way, the
holding capacity and efficiency of the airport will be increasing.
Concerning the theme of the project, which is to incorporate the
Philippine culture and heritage in the 21st century, the researcher specifically
chose Filipino behaviors and their values that are found in the airport and its
connection to the inefficiency of the facility. The objective of this study is to
discover and understand Filipino behaviors to adapt it to the research and the
design of the facility. These different Filipino behaviors in the airport will then
lead to the exploration of Normative Pedestrian Behavior Theory and its
potentialities in optimizing the design of the airport.
The study of Filipino behaviors or personality is the understanding and
explaining the interaction between Filipinos and how they influence their
manners ---- think, feel, and act. Hence, the researcher will focus the study on
the Normative Pedestrian Behavior Theory, as defined by Hoogendoorn and
Bovy (2009), is presented as the theory and models predicting Spatio-temporal
pedestrian flow patterns and individually experience walking conditions.
Wherein the key in predicting the pedestrian behavior is activity scheduling,
route choice between activities in two-dimensional continuous space, and
multi-directional walking behavior. The theory is an analysis that can help
reflect the thought, expression, culture, and society of Filipinos.
3|Alter ado IV
The researcher will study normative Pedestrian Behavior Theory
thoroughly since it tackles behavioral patterns of the users and passengers in
the airport, and ways to improve the efficiency of the facility. Improvements to
enhance the passenger movement efficiency of the airport will be considered.
Thus, this research paper envisions an improved establishment by developing
proper circulation and movement through understanding the different Filipino
behaviors.
1.2 STATEMENT OF THE PROBLEM
The problem of expressing the nation’s cultural identity in architecture
is commonly found in the Philippine context, specifically in the architecture of
identifying proper gateway airport terminals. Airports is one of a nation’s
necessity in the transportation system for serving as the gateway in entering
countries and at the same time providing thousands of jobs to the people. It is
a large complex that composes a massive variety of facilities, users, workers,
rules, and regulations. The passenger terminal building, however, has an
opportunity to represent such architectural expressions in the 21 st century for
being considered as the main airport building. Although, it is known that the
airport’s reputation is decided by the efficiency of its passenger building, not
only by its aesthetics, but providing the needs of the passengers.
Today, the inefficiency in the Davao International Airport is growing
from time to time and is getting out of hand. The airport lacks some spaces and
facilities to cater to the needs of the users and the Filipino people. Spaces such
as a proper arrival and departure area wherein Filipino activities like the
greeting and well-wishing of families and loved ones occurs will help in
4|Alter ado IV
understanding the connection of Filipino behaviors in the efficient passenger
experience. However, the current airport does not follow the standard and
design guidelines based on the airport planning manual that is provided by the
government.
Another problem that is causing the inefficiency of the passenger
experience is the improper pedestrian flow patterns that lead to pedestrian
traffic and congestion in the facility. In line with this, the researcher will use the
Normative Pedestrian Behavior Theory and its principles as a solution to the
problem to optimize the facility. The study will focus on exploring different
Filipino behaviors found in the airport and predicting its Spatio-temporal
pedestrian flow patterns to provide a pedestrian behavior activity scheduling.
The researcher, then, seeks to respond to the following inquiry:
o What is the current state of the existing airport facility?
▪ What are the different airport facilities that need to be
developed?
▪ How can the redevelopment help the environment?
▪ How can the redevelopment help the airport passenger
efficiency?
▪ How does Filipino Behavior contribute to the target
user’s daily and societal activities in the airport?
o What are the different Filipino Values and Behaviors?
▪ What are the specified components of the Filipino
behaviors?
o What is Normative Pedestrian Behavior Theory?
▪ What are the principles or guidelines that make up
Normative Pedestrian Behavior Theory?
5|Alter ado IV
▪ What are the implications of these principles and
guidelines to an individual? (problems and issues)
o How can Normative Pedestrian Behavior Theory be applied in
the formulation of efficient passenger experience in an airport
facility?
▪ What are the specified components of an efficient airport
passenger experience?
▪ How can Normative Pedestrian Behavior Theory’s
principles or guidelines be applied and correlated to the
components of an efficient airport passenger
experience?
o How will the redeveloped environment be designed to
compensate for the formulation of an efficient airport passenger
experience through the application of Normative Pedestrian
Behavior Theory?
o How will this airport's pedestrian behavior activity scheduling
method be useful in individual facilities and amenities around?
6|Alter ado IV
1.3 GOALS AND OBJECTIVES
As the thesis study is set to be affecting the international reputation of
the airport, the main objective of the study is to involve the different Filipino
culture and behavior that can be found within the vicinity towards an efficient
airport facility through the application of Normative Pedestrian Behavior
Theory. Also, the proposed project of a new Davao International Airport
terminal is backed up by its characteristics of focusing on the exploration of
Filipino behavioral flow patterns in architectural form and function in the facility,
eventually leading into the planning and design of an airport terminal building.
Therefore, providing bigger spaces and more building facilities for the
people will not be enough to create an effective establishment. It will then
challenge the researcher to design an environment that will create a unique
role in society by creating public significance. Thus, formulating the different
Goals and Objectives is essential for the development of the study. The main
goal of the study will help the researcher in envisioning a specific aim for the
project. On the other hand, the objectives will serve as the guideline and steps
that the researcher needs to achieve and consider in reaching the goal.
The researcher, then, aims to attain the following objectives:
o To consider and study the existing facilities around the current
location.
▪ To classify each of the existing facilities.
▪ To have a minimal environmental impact as possible to
preserve the sloping landscape of the site.
▪ To understand the principles of efficient airport
7|Alter ado IV
▪ To determine strategies and means on how problems
tackled by Normative Pedestrian Behavior Theory are
compensated.
o To identify and determine the different Filipino behaviors that
could be found in the facility.
▪ To classify and study further the specific points that
make up a Filipino behavior.
o To understand and optimize the pedestrian flow patterns and
individually experienced walking conditions.
▪ To identify and understand each of the issues, themes,
and concepts under the Normative Pedestrian Behavior
Theory.
▪ To emphasize the involvement of the target users to
these specific points of theories.
o To provide a guideline of Normative Pedestrian Behavior Theory
to be integrated into the formulation of an efficient airport
▪ To classify and study further the specific points that
make up an efficient airport passenger experience.
▪ To integrate and correlate the principles or guidelines of
Normative Pedestrian Behavior Theory to the
components of an efficient airport passenger
experience.
o To design a redeveloped environment that provides the
administration of Normative Pedestrian Behavior Theory in the
efficient airport experience.
8|Alter ado IV
o To investigate how the method can be utilized in the airport’s
facilities and amenities.
1.4 RESEARCH FRAMEWORK
To establish a legitimate backbone of the study, a theoretical and
conceptual framework is formulated. These frameworks break down the
different components that will form the study creating an over-all basis that will
internally and externally guide the researcher throughout the development of
the study.
1.4.1 Theoretical Framework
As shown in the illustration below, the Theoretical Framework clearly
designates the different variable into three parts; the Independent Variable,
which is the chosen variable by the researcher in the research paper to
determine its relationship to an observed event; the Dependent Variable, which
is the response variable or the overall effect of the framework, and the
Intervening Variable that serves as the processing connection or the bridge
between the two variables.
9|Alter ado IV
INDEPENDENT VARIABLE INTERVENING VARIABLE DEPENDENT VARIABLE
The current site of Davao Application of Normative Improvement of the

International Airport Pedestrian Behavior
Airport Passenger
Theory
Experience
-Strategic Level
The Filipino Behaviors
-Tactical Level New Davao International
Ibang Tao (outsider)
-Operational Level Airport; a redeveloped
Hindi Ibang Tao
establishment is improving
-Behavioral Intentions
(one-of-us)
the passenger experience
through understanding
Standard Guidelines for
Airport Passenger different Filipino Behaviors.
Airport Facilities
Experience
Passenger focus Local Government

Recommendations
Personal control
Fairness Planning guidelines that

can help the local
government
Figure 1.1 Theoretical Framework
10 | A l t e r a d o I V
Figure 1.2 Conceptual Framework
1.4.2 Conceptual Framework
Similar to the Theoretical Framework, the Conceptual Framework
designates the following variables into three parts, respectively: The
Independent Variables, the Intervening Variables, and the Dependent
Variables. Although, this framework below illustrates a detailed representation
and the flow of the given variables and their specific branches to understand
further the study being the backbone of the research.
As stated in the Theoretical Framework, the investigation chosen by the
researcher for applying the study is the independent variable. In the illustration
below, the current Davao International Airport and its Environs are the
independent variables. The researcher will study the present condition of the
site to be redeveloped and its users in the vicinity.
The independent variable, however, needs to answer different
obstacles in the research to achieve the dependent variable. These obstacles
are then referred to as the intervening variables or the bridge to the study. In
the second part, the framework below illustrates the procedures and theories
that the study will need to answer. The Normative Pedestrian Behavior Theory
is composed of different branches. In this process, each of these branches will
be studied accordingly to come up with different strategies in developing the
project. Thus, to create an efficient airport passenger experience through
understanding the Filipino’s behavior, Normative Pedestrian Behavior Theory
and its branches will be applied to the different users within the area.
The dependent variable will then be the last in the framework below. It
will be the end goal or the effect of the study because of the intervening
variables and the independent variables. With this, the end goal is to formulate
an efficient airport passenger experience by understanding its connection
between Filipino Behavior through the application of Normative Pedestrian
Behavior Theory.
1.5 ASSUMPTIONS
First of all, the researcher assumes that redeveloping the current Davao
International Airport by understanding the user’s behavior, specifically the
Filipinos, will be able to improve the airport passenger experience of the
currently congested terminal and ever-growing visitors that is going in and out
the city. This way, the holding capacity of the airport will be increased, and the
facility will improve its efficiency.
The researcher will also assume the unsolicited proposal of the Chelsea
Logistics Holdings Corp. of the Udenna Group to develop, finance, operate,
maintain, and manage the Davao International Airport (DIA) that will start by
July 2019 according to Padillo (2019). The proposed urban railway transport
system in Davao City and the redevelopment of the airport follows a Public-
Private-Partnership (PPP) scheme. The project cost is about PHP48.8 Billion
for a concession period of 35 years, inclusive of the four-year construction
timetable. Hence, the general assumption of this research paper is to get full
support from the Local Government Unit of Davao and especially the Civil
Aviation Authority of the Philippines (CAAP) to receive the appropriate amount
of funding for the redevelopment since the proposal's project is to aim for the
efficiency of the visitors and public to engage in an improved establishment for
the betterment of their current airport passenger experience.
Through the application of Normative Pedestrian Behavior Theory and
its principles, the researcher also assumes that this exploration of the study will
aid the universal development for designing a better airport passenger
experience while dealing with the behavioral-related functionalities of the users
towards the factors of inefficiency.
As being part of the development of the city and the country mainly in
the Mindanao region, it is assumed that the present condition of the airport
facility will acknowledge the proposal of the New Davao International Airport. It
is, then, imagined that the current airport facility will be incorporated within the
redeveloped environment since its over-all functionality will still be in the
infrastructure/utility zone in the comprehensive zoning ordinance of Davao City.
1.6 HYPOTHESIS
Today, the Davao International Airport (DIA) is experiencing high
passenger traffic that the airport’s capacity can hold, and it is evident that the
facility is in dire need of improvement to make its operations more efficient and
welcoming to passengers. With that, the redevelopment proposal of the
researcher is feasible for it will improve the economic growth and opportunities
in Davao City and its neighboring cities. This redevelopment will not only bring
tourists and investments; it will also bring new opportunities for the
Dabawenyos and the rest of Mindanao.
It is also known that the airport is consists of different people either
working in the airport or a visitor in the city. Normative Pedestrian Behavior
Theory and its specific branches will, then, be applied and administered to the
airport’s environs. The theory will address the need for efficient passenger
experience in the airport wherein Filipino pedestrian behaviors are studied and
used in the structure.
Hence, the researcher declaratively hypothesizes that understanding
the connection of the different Filipino behaviors will be formed out from the
components and applications of Normative Pedestrian Behavior Theory to the
existing Davao International Airport and its environs, to be able to formulate an
efficient passenger experience to maximize its effectiveness involving different
types of diverse culture and their behaviors towards a proper airport facility.
1.7 SCOPE AND LIMITATIONS
Considering the Scope and Limitations of the project will be relevant to
the over-all study since it will help in making it possible and feasible. Firstly, the
unsolicited proposal of the Chelsea Logistics Holdings Corp. of the Udenna
Group in the Davao International Airport already has a proposed urban railway
transport system called Davao People Mover, Udenna Mall, and an intermodal
facility. However, Udenna has not yet engaged a designer for the redeveloped
passenger terminal building of the airport, but the company already opened a
design competition. Thus, the scope of the researcher’s study is only limited to
the airport’s passenger terminal building and its support buildings that can help
in improving the passenger’s airport experience.
Hence, since the project is deemed to be an efficient airport passenger
experience, the research will not focus on airport management strategies and
airport organizational matters. Thus, the study will focus on the overall
passenger experience design of a redeveloped airport facility that will be
convenient and feasible for the upcoming users of the facility.
The proposed redevelopment of the Davao International Airport will be
mainly composed of an international and domestic airport, airport
administration, cargo building, and concessionaires in the terminal building.
The Philippines’ Airport Planning Manual will still be followed for the designing
and planning of the redeveloped facility. The focus will be on the primary users
who are Filipinos that use the facility, individually the passenger, and not the
employees.
The data gathering will be limited to some spaces that are not
accessible to the researcher; thus, they will automatically follow the different
codes and manuals for planning. The researcher will also use quantitative and
qualitative data provided by interviews and surveys. Ocular inspections will also
be conducted at the current location since the over-all analysis of the site, and
its problems is a top priority. Forecasting data for airport activity planning will
also be limited to the historical data available and used by Ninoy Aquino
International Airport (NAIA), Mactan International Airport (MIA), and the current
Davao International Airport (DIA).
The study will also focus more on different Filipino behaviors found
inside the airport. It will be addressed with the use of the different
characteristics of the concept of the Normative Pedestrian Behavior Theory,
therefore, creating a new typology based on the said concept.
1.8 SIGNIFICANCE OF THE STUDY
The study is significant as it resolves different problems that are
commonly experienced in airport facilities, thus, making an impact both on the
user’s experience and economic value of it.
It develops criteria that are based on the characteristics of Normative
Pedestrian Behavior Theory that can help in achieving the improved facility.
Also, incorporating Filipino Behaviors and features will support this concept to
be more effective in the local context.
The significant of the study in understanding Filipino behaviors in an
airport passenger experience is that it determines the different kinds of
practices found in the facility and helps to avoid further problems that may be
resulted from inefficiency. It improves in properly addressing Filipino behaviors
rather than providing spaces that is not very effective. It also contributes a
harmonious and productive atmosphere that will help every user.
It is significant to the 21st-century architecture in a way that it develops
a new typology of an airport facility that can be a new standard or guideline to
be followed. The concept of Normative Pedestrian Behavior Theory can also
be used to other structures that need addressing different behavioral flow
patterns.
The mentioned exploration of the study will, therefore, signify
developments among the surrounding target users' behavior. Upon the
administration of the study, the economic impact will be contributed to the
airport's urbanity since the proposal will also be income-generating.
It is significant to the Philippines, specifically in Davao, as it can
contribute to encouraging passengers and costumers in any particular services
as it gives them satisfaction, thus, helping our developing country.
1.9 DEFINITION OF TERMS
Several key terms will be mentioned throughout the research paper. For
the reader to properly understand these key terms, this definition of the different
vital terms section will provide meaning for each of these terms or words for
better understanding.
• Normative Pedestrian Behavior Theory- A new theory that describes
pedestrian behavior by considering the unifying concept of generalized
(dis-)utility of walking and performing activities. (Hoogendoor, 2001)
• Culture- The set of shared attitudes, values, goals, and practices that
characterized an organization or the people in a place or time. (Mirriam
Webster Dictionary)
• Reimagining- The improvement of an area that is in bad condition,
especially an area of old buildings in a city. (Cambridge Dictionary)
• Typology- The classification of building according to type, forms,
characteristics, and functions. (Kluge, 2000)
• Behavior- How a person acts in response to a particular situation or
stimulus. (The Free Dictionary)
• Civil Aviation Authority of the Philippines (CAAP)- The agency that is
responsible for implementing policies on civil aviation in the Philippines.
(CAB, 2019)
• Airside- Area controlled by government or airport providing aircraft
access and prohibited to non-traveling public.
• Apron- A paved area located on the airside where aircraft are parked
• Concourse- Open hall space in a passenger terminal used for
pedestrian traffic or waiting.
• Landslide- Part of the airport terminal to which public access and non-
travelers can access.
• Moving Passenger Conveyor- A transport system that allows large
numbers of people to travel too long distance on foot.
• Terminal Building- A building between landside and airside where
passenger and baggage processing takes place.
• Transit Lounge- Zone reserved for passengers arriving by air but not
finishing their journey there.
2.1 Filipinos 22
2.2 Planned Behavior 27
2.3 Planning the Movement System 44
2.4 Airport Facility 51
2.5 People and Activities at the Airport 60

2.1 FILIPINOS
This section provides knowledge to better understand the different Filipino
characteristics. This then will be the basis for the theory of Normative Pedestrian
Behavior that will be incorporated to provide an efficient airport passenger experience.
The characteristics will show how the Filipinos respect and accommodate different
people regardless of race, culture, and belief. Through these characteristics, it will fit
and adapt to the Filipino culture and traditions at the same time accommodate different
types of culture. This concept and elements will help reduce the stress in the facility
while enhancing and introducing our culture to new people in creative interactions.
2.1.1 Filipino Identity and Culture
The Philippines' culture was derived from the cultures of Eastern and
Western countries after years of being colonized by them. Filipinos then
adapted their identity and culture in their own lives that they incorporated the
learnings of other countries into their own. However, just like any different
cultures and personalities, the Filipino's literature, in particular, can also be
seen as an established pattern of behaviors. Through culture, people that
belong in the same society can interact with each other appropriately. Zulueta
(2005) described in his book, Sociology Focus on the Philippines, that
Sociology is when some individuals socialize with each other according to their
typical pattern of thinking and doing. Thus, making it easier to predict the
different behaviors of each of these people.
The book also mentioned that behaviors differ from one another; such
differences of these behaviors are within the range of the specified patterns in
the society called culture. Zulueta (2005) then categorized such culture into two
aspects:
a. Culture as an explicit behavior (Overt)
This aspect of culture is used to explain the typical
behavior of a pedestrian. It refers to the persons' observation of
verbal or nonverbal behavior within a group or society.
b. Culture as an implicit behavior (Mental or Covert)
This aspect of culture explains the observable
behaviors. It serves as the basis for defending other people's
observations with their different beliefs, values, and norms of a
society. This aspect is the drive of a person on why they act in a
standardized way with the community.
To know the different patterns of pedestrian behaviors, understanding
the cultures must be done first. As an observation, people tend to adapt to the
actions of their surroundings. For example, if society walks on the right side of
the corridor, other people will follow them. Zulueta (2005) mentioned in his book
that such people already have an instant set of patterns on standby, which they
only need to learn and follow.
2.1.2 Phenomenology of Filipino Behaviors/Personalities
The proper research about the behaviors or personalities of the
Filipinos will help to understand better the explanation between the distinct
manners that the Filipino people showcase in their ways. In other words, it will
be an analysis that will reflect the societies' behavior, thought, and beliefs of
their culture. Some examples of the Filipino behaviors or values that are
present in an airport facility were provided by Apruebo (2009) in his book,
Personality Psychology, are the following:
▪ Smooth Interpersonal Relations (SIR) or commonly known as the
“pakikisama." It means to go together or accompany them from the
word “sama." In observation, it is when a person is following the
suggestion or lead of another person. It is also a norm for the Filipinos
wherein they blend with other people.
▪ Filipino value of “pakikipagkapwa-tao." This vital value of Filipinos
relates to a person's desire to be treated equally. It translates into
different actions, such as to help and cooperate with other people.
▪ The concept of “kapwa." It is a valuable and essential concept in Filipino
behaviors. The acknowledgment of shared identities and values of
other people also defines as togetherness.
▪ The pivotal interpersonal value or the 'pakiramdam,' Defines the inner
wisdom of the feelings of other people as their primary instrument to
guide the way they deal with other people.
▪ The confronting surface value, or the 'bahala na,' Defines as an
inconsistent decision. It is when a person sets aside his responsibilities
to do other things. It is related to inaction, laziness, and absence of
determination.
These specific examples of the Filipino behaviors push for the growth
of our national identity and personality awareness concerning indigenous
opinions. Indigenous personality and psychology are connecting with
convictions, values, and traditions.
2.1.3 Filipino Belief System, Values, and Ideology
The rules of culture prescribed by the government evolved from cultural
values to some extent. Cultural values are the common hypotheses of what is
right, ethical, or significant. Values guide a man's behavior and action as he
relates himself in most situations in life. As Zulueta (2005) mentioned, human
behavior is judging the standards of what is right and what is wrong. In other
words, values affect the conduct of a person towards achieving his or her
objectives. Human behavior is evaluating the norms of good and bad that
society members approve as a pattern and standardize their behaviors.
Filipino values
Filipino attaches great importance to “pakikisama," or to Smooth
Interpersonal Relations (SIR). Persons resort to SIR patterns to avoid open
disagreement or conflict with others. Also, Filipinos place much stress on
interpersonal relationships, and this is revolving the study of Fr. Lynch (2015)
on lowland Filipino values regarding the ability to get along with the others.
Filipino values like “pakikisama," "hiya," and "utang na loob” are examples of a
desirable Filipino behavior because they satisfy basic needs.
Filipino values and value orientation are based on three main
characteristics namely: Personalism, Familialism, and Particularism. These
serves a strong impact on Filipino behaviors and decision-makings and are the
foundation of other cultural traditions and practices. In other words, they are
the basis for acceptable behaviors.
The importance that Filipinos place on personal relationships is called
personalism. An example for this is a successful management or being a
successful manager. It requires a personal touch, and solving problems is
efficient when addressed through excellent private relationships.
Familialism emphasizes family well-being and interest over the
community. The family is the foundation of group action and the family centers
nearly all community activity. Essential matters are decided by the family, and
they are decided on family grounds, not individual interests.
Due to the impact of personal and group behaviour, particularism arise
s. Individuals strive to encourage their own concerns over community concern
s, as well as the concerns of their family. It is extremely desirable to be popular
among peer groups, so Filipinos are making unique attempts to amuse friends
and families. It is essential to know how to treat individuals.
To further understand our roots, there is a need for the definition of
Filipino ideology. Filipino ideology is an authentic manifestation of our people's
history and experiences, the values and traditions through which we live, and
an articulation of our people's visions and ambitions.
According to Zulueta (2005), only when we could assert our identity that
we would be able to accomplish several things like:
1. Be united as a nation. A toxic example of this is the "Kanya-Kanya”
mentality. Such individualistic tendencies can be minimized by an
ideology that is truly Filipino, if not completely discarded.
2. We are giving our national existence, significance, and substance.
The feeling of unity in the Philippines is inherent in our domestic
characteristics like damayan and Bayanihan.
3. Resolving the identity issue of culture. We have lived in the
American shadow so long that the Philippines is experiencing an
"identity crisis."
Behaviors of people in a society are somewhat patterned and related to
their culture because of the collective actions in the community.
2.2 PLANNED BEHAVIOR
2.2.1 Theory of Planned Behavior
The planned behavior model seems to be suitable for understanding
and predicting the behavioral intentions of pedestrians since it is fit to be a
significant solution in the facility’s problem. Pedestrian modeling and simulation
and crowd dynamics involve valid empirical evidence and quantitative data that
describes the appropriate phenomena that models need to be able to improve
the study.
At the same moment, crowds of pedestrians are complicated entities to
study through observations, analysis, and simulation and are also highly crucial
to the operations of architects, developers, urban planners and event
organizers involving large-scale public participation in comparatively restricted
areas. As Moyano (2002) stated, pedestrians show a variety of individual and
collective behavior, such as competition for the space shared and collaboration
due to generally shared social norms. Personal goal orientation, based on the
least effort principle, often conflicts with contextual conditions that push
pedestrians to adapt their behavior to avoid congested areas.
Several pedestrian simulation tools have been developing that can
support people and organizations in their tasks. Many of these tools simulate
the movements of pedestrians at a microscopic level. The features and
interactions with their surroundings will determine the speed and direction of
each passer-by.
The walking direction represents the combination of the global and local
route choice behavior of pedestrians. In this chapter, the universal route choice
is determined, similar to Hoogendoorn and Bovy (2002). In other words,
utilizing a value function that represents the minimum cost a class of
pedestrian's experience as they move to a destination. In this case, the value
function balances the distance with the possibility of being close to static
objects.
As one can see, the global route choice is not dependent on the traffic
state. When taking the universal route choice, all pedestrians will follow their
shortest path and will instead wait in line rather than walk around congestion
along their way.
Empirical evidence of crowd movement phenomena
The first of these models details the division of pedestrians into several
uni-directional streams within the same corridor in a bi-directional flow
scenario. The second pattern is defining longitudinally unstable flows that are
temporarily interrupted. The third model is the random, unintended
displacement of a pedestrian in all possible directions. While the latest pattern
only happens in relatively thick crowds, in small and medium dense groups,
lane formation also happens.
Moyano provides these flow situations and infrastructure layout in his
theory of planned behavior and pedestrian intentions that in 2002. Along with
this, he offered specific flow situations that need to be studied to assess the
sensitivity of the normative pedestrian behavior theory.
Uni-directional= short bottleneck, where a pedestrian class is creating on the
left, walk through a limited size bottleneck and exit on the right. This
situation evaluates the growth of a funnel-shaped set of trajectories and shows
the extent to which anticipation, the concentration of flow, and dispersion of
flow happens.
Uni-directional= corner, where a pedestrian class is produced on the left and
exits at the bottom after a sharp turn of 90deg. This situation illustrates the
impact in the upstream inside of the corner of local route selection on the traffic
state.
Bi-directional= straight, were two pedestrian classes are creating, one from
left to right and the other from right to left. This situation offers insights into the
ability to predict lane-formation and grid locking of the normative pedestrian
behavior theory.
Intersecting flow scenario= 90 degrees, where two classes of pedestrians are
generating, one from left to right and one from top to bottom. This scenario
produces insights into the occurrence of stripe-formation, turbulence, and
gridlock.
Uni-directional= bottleneck Bi-directional
Uni-directional= corner Intersecting flow scenario
Figure 2.1 Crowd movement phenomena
2.2.2 Normative Pedestrian Behavior Theory
The normative theory focuses on the performing of activities and the
utility of walking of the pedestrian behaviors. According to Hoogendoorn
(2002), the main assumptions of a pedestrian’s behavior is that their actions in
the facility will provide them utility, wherein the pedestrian will aim to optimize
it. This theory offers a useful framework in modeling travel behaviors and their
human decisions.
Pedestrian behavior framework
Figure 2.2 Framework of pedestrian behavior
External factors such as the presence of obstacles and internal factors
such as the pedestrian’s attitude both influence the pedestrian’s decisions.
Together with the different pedestrian traffic conditions, the result of this
planned schedule and path will serve as the basis for the process of
pedestrian’s walking behavior.
Activity and destination choice behavior
Pedestrians stay within a facility to perform activities. While staying in
the facility, they either perform activities or walk from one activity area to the
next. Examples of pedestrian activities are accessing a plane, buying a ticket
or a magazine, or looking at a timetable. Each pedestrian entering the facility
has a prior activity set. This set is made up of activities to be performed by the
walker. Furthermore, while certain operations can be conducted in random
order, other actions can only be undertaken once other processes are finished.
In Hoogendoorn’s (2002) generalized utility theory, he assumed that
pedestrians performing activities gain utility. Alternatively, equivalently, it will
result in a utility penalty not being able to carry out a specific action (in time).
These penalties represent the activity's compulsory nature. A pedestrian who
has missed a plane will suffer a very high consequence, while not being able
to buy a magazine will yield only a moderate penalty.
Activities are performing in an area in the two-dimensional space. In this
chapter, pedestrian wayfinding will be based on maximizing the utility incurred
due. In other theories, it assumes that the organized pedestrians will
simultaneously choose which paths are selected to get to the activity areas.
Pedestrian wayfinding
While walking, pedestrian incurs costs. These costs depend among
other things such as the distance a travel time between origin and destination;
the proximity of obstacles or other physical obstructions; and stimulation of
environment and attractiveness (ambient conditions, shopping windows, and
shelter in case of poor weather conditions).
These variables are not mutually compatible, and their significance in
finding ways will likely differ significantly between the distinct groups of
pedestrians. For example, commuters in a hurry to capture their next ride will
prefer the shortest connecting route between the origin and the destination. On
the other hand, shoppers will be more likely to choose paths that provide some
form of stimulation.
Pedestrian wayfinding will be based on the utility concept: pedestrians
will choose the route that maximizes the (expected) utility. Unlike network-
based models, where tourists can choose from a finite number of paths, the
theory of Hoogendoorn (2002) enables pedestrians to choose from an endless
collection of routes through the infrastructural unit. By considering the so-called
value function, describing the minimal cost (or equivalently, maximum utility)
as a function of time and location. It turned out in the study that at any time and
place, the optimal route can be taken from this value function.
Walking behavior
The third behavioral level concerns walking behavior similar to the prior
selection of activity and the level of walking. Hoogendoorn and Bovy (2002)
hypothesized that while walking, pedestrians aim to adhere to their planned
(i.e., optimal) route since deviations from this planned route will incur an
additional cost. Also, problems are committed when walking too close to other
pedestrians or obstacles.
In this theory, it can determine walking behavior based on the planned
routes and interactions with other pedestrians. In either case, normative
pedestrian behavior is described in terms of an optimal control process, where
some performance function (equivalent to disutility) is optimized.
2.2.3 Nomad Model Theory
The three-level Nomad model is derived from the normative pedestrian
behavior theory of Hoogendoorn (2002), making it similar to other models. It
has been applying in many cases, indicating that it fulfills requirements for
accuracy, scope, and computational efficiency.
Microscopic pedestrian models have been developing and used for
many decades and come in many flavors. Some such as Daamen’s (2002)
Cellular Automata, focus on simplicity to enhance computational efficiency.
Others, such as Weidmann’s (2005) Social Forces Models, create more
elaborate descriptions of pedestrian behaviors that promote a more accurate
movement of individuals. Nomad is a microscopic model that assumes the
pedestrian's behavior while walking.
The pedestrian theory of Nomad proposed by Hoogendoorn and Bovy
(2002) is derived from a minimal effort principle. In the method, the walking
effort is expanding to the more generic concept of walking cost and activity
utility. Pedestrians gain efficiency when doing an activity and receive a cost
when they walk. The walkers in the Nomad model are balancing between them
both; thus, it is a normative theory.
Although, the nomad model is not limited to only the commuters but is
also applicable to the behaviors while waiting. The derivation of the model can
originate in Hoogendoorn and Bovy (2002). In this chapter, the goal is to
emphasize the connection between the model and the behavioral assumptions.
Nomad three-level pedestrian model
The nomad model is based on the three-level pedestrian theory
approach. These levels split the significant elements of the conduct of the
pedestrian into obviously separate duties that reduce the complexity of the
model. The strategic level of the model incorporates the tasks that must be
done before the trip starts (the plan). The tactical, however, model the choices
and decisions, including changes in the original method during the trip and the
operational level describe the walking behavior or how pedestrians navigate to
accomplish the plan.
The plan (strategic level)
The plan consists of the schedule (list of orders) of the activities that the
pedestrian will partake and the routes from their original place, their areas of
operation, and their destined place. The Nomad theory states that planning the
trip will have a high chance of utility that a pedestrian can receive from doing
their activities, such as reaching their destination and reducing the walking
costs. The journey is an optimal schedule of operations, and the ordering of
operations and the choice of the routes are performing simultaneously.
The choice of an activity area is dependent on four factors: the base
utility that represents a subjective value of delivering the activity in the area
('this restaurant is excellent'); the service cost that depends on the expected
service time (longer service times generate more costs); the expected waiting
time due to the presence of other pedestrians in that area (more prolonged
waiting makes more fees) and the value of reaching the place.
The model of choosing the route was developed by Hoogendoorn and
Bovy (2004) using the minimum cost principle. The costs of walking reflect the
preferences of pedestrians when walking unhindered by other walkers. Several
costs can be taken into considerations, such as the distance of travel, the
distance to obstacles, and then the travel time.
Alternation in the plan (tactical situation)
Several reasons why pedestrians make choices during the trip, such
as the travel time were higher than anticipated, and pedestrians may have to
choose between queues, escalators, and stairs. Options always follow the
utility maximization principle.
Model of the Nomad walker (operational level)
The model of Nomad has two distinct parts, the controllable and non-
controllable models. The controllable variable is the part resulting from
pedestrian actions. It is the model that describes the pedestrian behavior. The
non-controllable is referred to as the physical variable on the pedestrians by
physical contact with other walkers and obstacles.
When walkers perceive other pedestrians that potentially could collide
soon, they may apply to avoid maneuvers. The reaction to these opponents is
based on assumptions about their results. When other pedestrians are not
paying attention (distracted behavior) or display a 'dominant' behavior
(aggressive behavior), they are non-cooperative. Hoogendoorn and Bovy
(2002) showed that under some conditions, cooperative models are similar to
non-cooperative models.
To minimize the expense of walking, the pedestrians anticipate the
motion of others and themselves. The time for anticipation can extend from
zero (no-anticipation) to a positive value (in seconds).
For the most part, pedestrian perception is based on vision, but the
other senses also play a role. Pedestrians, therefore, also recognize what is
going on behind them, but only nearby. Pedestrians in the Nomad model have
a limited area of interaction that is named the influence area that identifies
which obstacles and pedestrians affect pedestrian interaction behavior.
If two people walk towards each other in a parallel path, they perform
an active lateral avoidance maneuver. The extreme situation of 180 degrees
continuous paths completely aligned the interaction element would show non-
realistic conduct of decelerating the pedestrians until they stop. To improve
such cases, a lateral interaction component with an exponential formulation is
introduced for pedestrians walking towards each other.
This chapter presented how the components of the Nomad model were
derived from the normative pedestrian behavior theory. This showed an
updated overview of the Nomad model and indicated how parts of microscopic
models could be acquired under a behavioral approach.
2.2.4 Factors in Choosing an Activity and Route Location
The research study aims to determine the factors that influence the
Filipino passenger's route and activity choice in airports. With this, a survey on
airport users will be performed to know the factors that influence their
behavioral decisions in general. The research of Ton (2014) provided 32 factors
that will affect passenger behaviors. However, seven factors will be focused on
quantitative research in the study. These factors are the following:
Orientation. The passenger's direction is the preference to walk or
perform activities on the right or left side. It depends on the country's
environment where people live. For example, in the Philippines, vehicles travel
on the right side of the road. Departing Filipino airport passengers are then
expected to prefer right-side orientation concerning their activity and route
choice.
Time spent in the station. The passengers’ time spent inside the facility
depends on their arrival time at the airport. The walking and waiting time inside
the airport serve as a guarantee against missing a plane. Missing a flight will
have an impact on the passenger. Thus, people will make sure that they will
not lose their plane.
Time of day or week. Golledge (2006) assumes that reasons for
choosing a route change during the day or week. It is because of the
crowdedness in the terminal and the purpose of the trip. Crowdedness in the
facility is also related to the time of the day or seasonal events. According to
an informal interview with an airport employee, the Davao International Airport
is experiencing overcrowdedness during August. It will then result in a different
choice of route and activity rather than during off-peak hours.
Visibility. It relates to the visibility of the route for the passengers inside
the airport terminal. Whenever a passenger is unfamiliar with the facility layout,
directions, and locations that are not visible will be chosen less. This factor
states that a passenger observes the visible routes and locations first, they will
then be tempted to choose those rather than the invisible ones.
Travel time. Travel time is related to the function of the transport facility
directly. This factor has been addressed by the study of Daamen &
Hoogendoorn (2003). They assumed that time of travel (waiting time and
walking time) is a vital factor when the queueing happens. Passengers tend to
adjust their activity to avoid queues that can cause a considerable (perceived)
increase in travel time (Voskamp, 2012). Thus, travel time in an airport facility
is affecting their choices for their activities and routes.
Walking distance. It pertains in the range a passenger walks in the
airport from entering the facility to boarding the plane. Distance is considered
to be a factor in choosing a route. The length or range of a journey in terms of
distance (in meters) and time (in minutes) is necessary for pedestrians. Thus,
walkers commonly use the shortest route. It is expected that pedestrians will
optimize the distance that needs to be covered. Inactivity selection, the closest
is often selected by the walkers unless there is a specific preference for the
other service.
Airplane operations. This factor pertains to a departing plane on time, a
flight departing from another platform than planned, and the delay of a plane.
Therefore, it is expected that changes will happen in the passenger's choice of
route and activities (for example is because of boarding gate changes). Van
Hagen (2011) has stated that this issue is related to waiting behavior of different
passengers.
2.2.5 Factors in the Airport Passenger Experience
The objective of this chapter is to have a better understanding of the
experience of a Filipino passenger using airports. With this, the users’
perspective on their overall experience that affects satisfaction, stress level,
and mood will be discovered and be improved. Sykes and Desai (2009)
provided six key themes and principles in understanding the experience of
airport passengers. In their study, the main topics were end-to-end efficiency
and reliability, communication and information, customer care, and
entertainment facilities. These themes are the issues raised by the passengers
throughout their airport journey. However, maintenance and elements of the
airport design are considered to be valuable also.
Figure 2.3 Elements of Airport passenger experience
Sykes and Desai's (2009) six key themes that affect airport passenger
experience
To easier understand the positive experience of a passenger in an airport,
Sykes and Desai (2009) summarized these six themes into three core
principles. These principles are passenger focus, personal control, and
fairness.
Passenger focus
The users of the airport value proper service in their end to end journey
wherein they are understood. Caring staff and providing adequate information
helps in answering the needs of passengers and be responsive to their travel
requirements.
However, some airport passengers feel that the passenger focus is the
most important at the airport. Indeed, some airlines prioritize their business that
they are compromising the needs of the passengers. An example of this is that
passengers spend more time in the boarding gates and less in places they
wanted to be such as the departure lounge.
Personal control
Passengers consider airports to be an environment that was controlling
them rather than they are in control. An airport facility is a controlled area that
the controlling elements of the airport restrict the passenger's freedom.
Passengers can only walk in certain areas and buy the food that the airport has
to offer.
However, personal control for all airport passengers was important,
especially to other groups such as people with disabilities, people who are
traveling with young children, and business passengers. Some passengers will
feel anxious or loss of control when they are using unfamiliar airports rather
than more familiar airports.
Fairness
Passengers are sensitive in airports; thus, the concept of balance.
Passengers appreciated that the facility provides the needs of the people who
wanted to have an efficient journey. However, submitting the same service to
all the passengers does not equate to being fair for others. For example, people
who are ready to pay more for additional services and other priority given to
people traveling with disabilities.
The six principles provided by Sykes and Desai (2009) that is affecting the
three-core principle or airport passenger experience will then be discussed:
End to end efficiency and reliability. Part of the excellent passenger
experience is being unaffected by different problems. The airport passenger
journey is one of the concerns of the users, and so seamless journeys in the
facility must be valued. Another critical factor is the length of time that the users
spend in the airport, specifically in check-in and security. Flight delays and long
queues are the most classic factors that affect an efficient journey. To improve
stress and anxiety in the facility, the time in queueing must be reduced so that
the passengers can have more time in other airport facilities.
Communication and information. Proper standards of airport
communication and information must be valued. Passengers must know their
flight information accurately so that if there are delays, they will be provided
with detailed information to improve the passenger experience. Without this,
inefficiency and stress will be drawn to the passengers.
Entertainment and facilities. Providing different services and facilities
for the passengers is very important inside the departure lounge. A more
comprehensive range of facilities to be offered will result in more efficient
passenger experience. However, some everyday skills of the passengers are
the inadequate service provision in the drink and food outlets inside the airport,
resulting in inefficiency. Facilities that cater to the passenger's needs must be
available in the airport such as for the travelers with young children, from
business travelers, and for passengers who smoke.
Cost. Airport passengers are expecting to pay more at airports since
they are in a closed market; the only choices they have are the ones that the
facility can offer. However, passengers felt that fewer free options are not
available, thus, making them pay for more services. Even though people pay
less in the facility, their expectation of having a minimum standard service must
be met to have a positive airport experience. Additionally, other passengers are
willing to pay extra for improved levels of facilities or services.
Airport maintenance and design. Promotion of the sense of well-being
is essential in designing an airport facility. Most passengers appreciate proper
lighting, spacious interiors, and attractive designs. However, most airport users
do not understand the positive aspect of the facility, but instead notice the
negative issues of the design, such as uncomfortable seats and lack of
cleanliness. Accessibility for all users is another important factor in the design
of an airport since it is a public building.
Customer care. The helpfulness and friendliness of the airport staff is
an essential aspect for the customers. Proper customer care will have a
significant impact on the passenger experience by providing an efficient
workspace, wherein the staff will work efficiently. If they can help the
passengers properly, the user's airport experience would improve.
2.3 PLANNING THE MOVEMENT SYSTEM
Users of the facility can be defined as both passengers and
administrative personnel. Both factors must be considered to harmonize the
circulation and flow. The flow of each must be separated and in one direction
to avoid congestions. It should also be regarded as minimal interruptions
without sacrificing the security and operation of the airport. In this chapter, the
research will explain why the movement system of an airport facility is essential
and should be deliberately considered.
2.3.1 Expression of Movement
The terminal building of an airport should express the flow of air travel
with links to other objects. Traveling in the air is an extraordinary travel
experience. Flying through the clouds at a high rate of speed was once only
the territory of birds. Technology, however, in the last century, has made it
possible for humans to travel in new ways that were only dreamed of before.
The air travel experience should be articulated through the facilities that serve
it. There is no other way of transport compared to air travel, so the feeling
should be celebrated.
The potential design response to the issue is that shapes created in the
airport need to convey a sense of upward movement. It can be made with
different elements. The ceilings can point upward toward the air side of the
building to express the sloping mobility of flight. Window heights can also be
positioned pointing upward, and column capitals could be designed with the
same concept. Vertical or horizontal brick patterning could be modeling after
the many agricultural fields experience from flight over the region.
2.3.2 Passenger Movement
Airline terminals have two important elements in their movement
system, the passengers and baggage. Both elements move outwards and
inwards, thus, they move oppositely. The designers must understand the
importance of flow in the free space, the structural order, and managing the
lighting. The ability to deflect, obstruct, or minimize the pace of motion to move
facilities of one type or another is growing. It needs the sharing of values
between developers and airport executives to balance the requirements of
architecture and commerce.
It is necessary to landmark the movement through in the terminal.
According to Edward (2006), there are four main ways in which this can be
achieved: space, structure, light, and object.
Space
It is necessary to order the route hierarchy through the terminal
and the size of spaces. Thus, big inner volumes such as the landside,
leads toward big assembly spaces used by the passengers passing
through the terminal, while tight single-height corridors mean
emergency paths or toilet access. Balancing space into multiple
recognizable hierarchies allows travelers to find their way around.
Elements are connected with the positioning of indoor rooms and
stairways and escalators. The correspondence between them should
guide travelers along the primary routes of a terminal and take them
from one point to another without confusion.
Structure
The function of architecture’s main elements such as columns,
walls, and beams are both to physically support the terminal and to
psychologically support the understanding of meaningful paths. A row
of columns in a facility does more than just holding the roof. It guides
travelers through an advanced area. Beams can also be used to show
the flow of directions or scale in public areas. The architectural structure
is a means by which it is possible to show the path and to incorporate
the patterns of motion.
Light
Airports are detached structures located in open landscapes,
more than most kinds of structures, airport terminals can utilize
abundant of light. Sunlight and daylight can be molded and manipulated
with proper design. When considered properly, light can be a guide for
the passengers through the complex airport facility. An example for this
is to use natural light to focus a certain path, departure lounges, or the
focal point of the terminal. Proper use of the natural light will also help
the facility in conserving the energy usage by reducing the use of
lighting during daytime.
Object
Objects are the points of reference that may or may not limit
certain spaces. With proper design and consideration of such elements,
it can help the travelers to know and understand the order of the spaces
of the passenger terminal building. An example for this a landmark that
interprets the free flow of the space. Escalators or elevators can also
be an object or landmark that may help the passengers and orient
themselves in the other parts of the terminal.
Integration of space, structure, light, and object
The prime object of the final design is to use all four elements
together. In the design of the terminal building, the four elements must
be considered to help express in the passenger’s mind the order and
plan of the building. With these considerations, it will serve as the
passenger’s directional signages for the design alone will provide
guidance.
2.3.3 Passenger Flow Principles
The main consideration in designing terminal building must be the
passenger’s needs. The flow of the passengers and their baggage should be
as smooth, well-marked, and flexible as possible. The Civil Aviation
Organization (2001) prepared ten design principles should be followed:
1. Flows of path and routes should be able to operate with reverse
situations.
2. The layout provided should be flexible to cater for different
situations and emergencies.
3. The check-in areas must be designed adequately to cater
individual or group passengers.
4. Different choice of routes should be provided to give passengers
a choice of positions in certain activities of the airport.
5. Changing of floor levels must be minimized but if needed, it must
be accessed stairs, escalators, and elevators.
6. Every free flow areas in the departure lobby should be capable
to many airlines unless it is a dedicated terminal.
7. Passengers with disability must be able to access the routes
safely and comfortably.
8. Certain areas for the flow of passenger should be away to
offices, government facilities, and concessionaires to avoid
obstruction.
9. The facility must not cater crossflows.
10. Places where the routes meet must be straight and short as
possible.
2.3.4 Passenger Space Standards
The growing rate of passengers at the terminal buildings should not
affect the required space standards of the users. IATA (2007) provided the
average space standards for each of the passenger:
Terminal Functional Areas Area Per Peak Hour
Queuing areas in check-in counters 1.4 m2
Circulation and waiting areas 1.9 m2
Holding areas 1.0 m2
Arriving baggage recovering areas 1.6 m2
Airport authority’s inspection areas 1.0 m2
Table 2.1 Passenger Space Standards
Considering all the standard spaces together, calculated gross area of
an airport terminal should be 14 m2 per domestic passenger during peak hours
and 24 m2 for the international passengers. Based on research, modern
security demands can improve this by separating the departure and arrival
passengers. The complete floor area can then be approximately 29 m2 per
person.
2.3.5 Considerations for Disabled Passengers
Airports in general is considered to be a public space. Thus, passenger
terminals specifically need to cater the needs of every individual especially
passengers with disabilities. Every spaces and amenities must be designed
properly for the disabled passengers so that is will not promote social
discrimination. Disabled passengers should share in the flow and circulation all
the passengers and must not be separated.
The facility must also cater every passengers with physical and
psychological problems. Passengers with disability of sight and hearing offers
a special problem at airports due to lack of flight information systems and
routes. Electronic information screens and big lettered signages must be
provided for partly sighted passengers. Although, it is important to consider
different kinds of disability in designing facilities for disabled passengers. A
simple consideration is providing the best quality and options of access and
information for it will benefit every passengers and users of the facility.
Accessible toilets and special low-leveled check-in desks for
passengers using a wheelchair must be also readily available. Another
consideration is that every passengers with disability must be able to journey
in the airport efficiently without specialized help because dignity for them is
important.
2.3.6 Wayfinding through terminals
The journey in an airport facility is usually difficult and is marked with
confusion. Spatial orientation in the facility is hard due to its complexity.
According to Chiara, J. (2000), the passenger’s journey in an airport is usually
linear from the entrance up to the aircraft. However, passengers lose the fact
that they are traveling in a single direction in the spaces of an airport. They
instead pass through corridors and other barriers; thus, the idea of direction
and space is lost.
The ability of navigating through complicated spaces depends on the
existing objects and its composition. Chiara, J. (2000) suggests that artifacts
and colors also have a role in a pedestrian’s wayfinding. Combination of spatial
elements such as materials, light, and structure must be considered to create
a send of place in an airport.
2.3.7 Signages
Proper signage is important in the complex environment of airports for
passengers to find their way around. According to Calledner, J. (2003), the
location, size, and design of the signages is important in an airport facility to be
operating effectively. However, several guidelines must be followed. First, the
signs must be related to the terminal’s environment so that it will not be
confusing to the passengers. Next is that the signs should be based on the
passenger’s needs and not in the airline companies’ interest. Lastly, the
symbols in the signages must be separated.
2.4 AIRPORT FACILITY
Airports are dynamic which continue to evolve in form and function. Its
purpose is not only on aeronautical infrastructures and services but also on
non-aeronautical such as upgrade shopping stalls, malls, galleries and upscale
restaurants. As a result, two thirds of the revenue of airports comes from non-
aeronautical services and infrastructures. In addition, many investors and
retailers are attracted to lease in it which is because there is an average of 85
million users in airports compared to 8-12 million for large malls annually.
2.4.1 Airports
These facilities are a profitable industrial business. They are part of the
nation's essential transportation infrastructure, which, besides providing
thousands of jobs at the airport itself, supports a much broader area in
economic terms. In an estimation, every job at the airport will create another
one in the region. As Edward’s (2006) stated, large industrial complexes
airports consist primarily of:
• Freight warehouses
• Air traffic control buildings
• Aircraft maintenance buildings
• Passenger terminals and car parks
• Runways and taxiing areas
In the past, the airport structured these five principal activities into zones
of airside and landside; all are enclosed within a fence of security and served
mainly by car or airline bus. Today, however, the trend is towards more social,
commercial, and tourism development at airports, with conference facilities,
hotels, and tourist information shops commonplace.
Airports are major transport infrastructure facilities at, above, and below
ground. They are relevant sources of pollution and close and far-off
environmental impact, and a significant concentration of energy use. They are
also exchange points of cultural, social, economic, and commercial interest. In
many ways, the airport is a microcosm of the city – a satellite that orbits at the
edge of a major conurbation, but which operates as a public entity almost on
its own.
2.4.2 Airport as a Marketplace
The airport can serve as the marketplace of the city. Part of the
principles of marketing an airport is to expose consumers to a product. The
proposed redevelopment of the Davao International Airport will cater to
different passengers throughout the busy days. They will all pass through the
same lobbies, and most of them will have to wait while they are in those areas
on a specific service. This waiting time is a perfect opportunity for the City of
Davao to offer travelers to other services and products that are authentic.
These services and products could range from a traveler who is tired of wanting
a refreshment to a passenger that is looking for an investment to the city. This
possible consumer requires a number of different types of marketing strategies.
The most natural part of marketing the airport will be the configuration
of the shops, restaurants, and counters that serve the travelers wants and
needs. The eye becomes accustomed to repetition, and the mind stops paying
attention to details. If a room seems like the past space, individuals tend to pay
less attention to it. In this situation, the products provided for sale would be the
details. The setup of retail areas and how they relate to the lobbies must be
varied to maintain someone's attention. The variation could be as simple as the
random placement of retail spaces or different forms of retail spaces. The types
could include the typical mall front store for some areas and mobile kiosks or
carts for others.
The more important part of airport marketing will be the marketing of the
community, which occurs on many levels. The marketing of the population is
not limited to an info center. There is a chance for the airport to express the
values and cultures of the city as well.
This issue is not the same as the marketing theory. The marketing
theory is meant for visitors, and the monument theory is for the citizens of
Davao. The airport can be considered as a city monument. It stands in
testament to the health of the city and regional economy.
Naming a civic building after a citizen of the city that has made an
outstanding achievement is a traditional way to pay respect. Another way to be
a monument for the community would be to incorporate different icons from the
city into the design of the airport. As discussed in the first chapter of the
research, Davao International Airport (DIA) was formerly known as the
Francisco Bangoy International Airport (FBIA) because Don Francisco Bangoy
donated the current land of the existing airport in the 1940s. Such tribute would
have meaning for the people of Davao.
2.4.3 Airport design in the Philippines
Airports in the Philippines differ from other places since there are many
aspects to be considered like climate, resources, users, culture, and economy.
It is essential to evaluate this in the study so that the new typology of an airport
terminal will be pleasing to the Filipino context.
It is organized according to the prioritization from the airport standards
and laws to the airlines, air cargo, aircraft, and passengers that are present in
the Philippines. The rules and regulations intended to guide in planning an
airport terminal building according to the Philippine standards will help the
users. The provision of airlines and air cargos will help determine the number
and size of spaces that will be allotted. The sizes of aircraft will help determine
the dimensions of areas such as the runway, aprons, and bridges and the
number of passengers it can accommodate. The passengers intend to show
their different activities that will be the basis of planning an efficient airport
terminal building.
Standards on International Airport in the Philippines
Philippine Physical Plan and Preliminary Design Standard
The Department of Transportation and Communication (DOTC)
sets Philippine rules for physical characteristics of an airport for lateral
separations of aircraft, airport facilities, and features as reference
criteria.
Airport Planning Manual
Creating and expansions of airports use this standard for
efficient and proper master planning. It is the main framework in which
separate facilities performed their tasks.
Philippines airport laws and codes
Philippine Airport Codes (IATA / ICAO)
International Air Transport Association (IATA), usually a three-
character alphanumeric code (DVO) and International Civil Aviation
Organizations (ICAO), a four-character alphanumeric code (RPMD)
which is designated to over 80 airports in the Philippines. It includes
international, domestic, military, and private airports.
Airport Acts 1996
The airport Act 1996 are the guidelines outline for planning
objectives and legislative requirements. It is to guide on meeting the
needs of the airport act master plan — first, in-ground transport plan
and other proposed development for future use. Second, help in
planning scheme analysis and lastly, for environment strategy
incorporation.
Republic Act of 9497
The law under ICAO upholds and facilitates airports in the
Philippines. It entails rules and regulations for all aircraft, facilities, and
air transportation.
2.4.4 Terminal Facilities
The terminal building provides services of various kinds, including
shopping, banking, hairdressing, entertainment, business facilities, car hire,
and shoe cleaning. There are also services beyond that of retail or commercial
sales: some, such as lost person points and chaplaincy support, have a distinct
social purpose. With over 4 million passengers a year in the Davao
International Airport, the throughput of people begins to approach that of the
whole population of Mindanao. However, terminal buildings are more than just
retail malls going to the plane.
The non-retail services provided in terminal buildings at the larger
airport as provided by the Federal Aviation Administration (FAA), may include
banks, foreign exchange showers, tourist information, business club, religious
facilities and a car rental.
Some of the facilities and services may be provided in an adjoining
building (such as a hotel), but most are available in the terminal itself. Also,
congestion is a measure of peak demand overcrowding, and not of the terminal
under normal working conditions. As the FAA stated, space standards reflect
levels of use on the one hand, and of efficiency of the space utilization on the
other, the rules are not absolute but merely recommended. Hence, terms like
'typical peak hour passenger' and 'standard busy rate' are employed to
distinguish between peak and routine operations.
A Study on Understanding the Connection between Filipino Behaviors and Airport Passenger
2.4.5 Forecasting for Planning Purposes
Forecasting will determine the capacity and needs of the airport and will
also give the basis of the revenue. It helps to define the facilities, scales of
facilities and time needed of the facilities. The primary basis of forecast is in
terms of passengers and cargo.
• Number of workers and visitors in the airport
• Annual number of passengers, cargo and mail in terms of international
and domestic, scheduled and non-scheduled, arrivals and departures
and transit and transfer
• Airport and region requirements of system access
• Typical peak hours of passengers, cargo, and mail.
• Number of aircrafts to be based at the airport
• Aircrafts, passengers, cargo and mail movements in average day of
peak month
• Airlines both domestic and international
• Type and number of aircraft used
2.4.6 Commercial Aircrafts in Davao International Airport
Aircrafts depend on the size that the airport’s runway and apron can
accommodate. The aircrafts shown in table 2.1 shows some of the existing and
allowed commercial aircrafts that can be used in Davao International Airport.
Considering each capacity and its sizes will affect the dimensions of the jet
bridges and aprons.
Length: 63.67 m (208.89 ft)
Wingspan: 60.3 m (197.83 ft)

Airbus A330-300
Wing sweep: 30o
Height: 17.39 m (57 ft)
Length: 56.72 m (186.1 ft)
Wingspan: 60.12 m (197.3 ft)

Boeing 787-8
Wing sweep: 32.2o
Height: 16.92 m (55.6 ft)
Length: 44.51 m (146.1 ft)
Wingspan: 35.8 m (117.5 ft)

Airbus A321
Wing sweep: 25o
Height: 11.76 m (38.7 ft)
Length: 32.8 m (107.9 ft)
Q400 Wingspan: 28.4 m (93.3 ft)
Height: 8.4 m (27.5 ft)
Length: 27.17 m (89.9 ft)
ATR 72-600 Wingspan: 27.05 m (88.2 ft)
Height: 7.65m (25.1 ft)
Length: 44.51 m (146.0 ft)
Airbus A321neo Wingspan: 35.80 m (117.5 ft)
Height: 11.76 m (38.7 ft)
Table 2.2 Commercial Aircrafts Specifications
2.4.7 Passenger Types
In designing an airport terminal building, design for different traveler
types must be considered. Two main reasons that people travel is for business
and vacation. Although these are broad categories, they still cover the kinds of
travel encountered at an international airport. The diversity of passenger types
places facilities under different pressures. The design of the terminal should,
therefore, be such that all categories of the passenger are catered successfully
because, for travelers to feel welcomed, the services of the airport need to
provide to the diverse types of travelers.
Since Davao is considered as a commuter destination and the central
business hub of Mindanao, a tendency towards the business typology would fit
the airport well. Some potential design response to the problem would be
providing a business-friendly environment for travelers. It should be a relaxing
environment that offers choices for different types of activities while waiting in
the terminal. There will be a restaurant and newsstand that will accommodate
the users. Comfortable seats that provide a view will help make waiting a
relaxing time. For the person that conducts business while traveling, there will
be a need for the seats to be adjacent to the tables.
A space designed for the standard user has always been a part of the
architecture. One source of particular frustration is that of queuing. Queues are
wasteful of space, pose a threat in the event of fires, create a poor impression
of the airport, and use space that could be used for retail stores. The
eradication or reduction of queuing requires attention to architectural design
and airport management.
Innovation in central ticketing, which allow check-in at airport stations
and car parks, offers ultimate solutions. As a general rule, passengers should
be relieved of their baggage immediately upon entering the terminal, and ideally
before they reach the building.
2.5 PEOPLE AND ACTIVITIES AT THE AIRPORT
2.5.1 Passenger and their activities
There are two main categories of business identified: process activities
and optional activities. Process activities are part of passenger flow from check-
in, security screening, passport control to boarding a plane. Discretionary
activities are activities that occur while passengers are moving between
processing points; for example, getting a coffee, shopping, or exchanging
money.
Figure 2.4 Passenger and their activities in the airport
Passenger and luggage
An airport system, from check-in to security, is concerned with many things.
The two classifications are the passengers themselves and the items that passengers
carry. Once check-in is complete, passengers are left with their hand luggage, which
becomes the focus of the security scanning point as they negotiate their way to an
aircraft.
According to Edwards (2006), the bags, and its contents are critical mediators
of interaction in the airport. As people carry the bag, they become a passenger-and-
luggage from the airport's point of view. A container without a person, however, is a
security risk. A person who carries a bag is responsible for that bag's contents at the
time the examination of the materials takes place. Although, when the bag is made to
the examination point, both the man and woman go with the bag.
2.5.2 Types of Airport User other than the Passengers
Terminal buildings do not, of course, cater only for passengers. Although
passengers may be numerically the most significant component of terminal users,
there are at least six other groups of users:
• airport employees (airline staff, airport staff, shop and restaurant staff,
customs officials)
• meeters and greeters (who often buy souvenirs)
• leisure visitors (who use the airport as a tourist attraction)
• residents (who use the terminal as a convenient point to shop)
• businesspeople (who use the airport’s conference facilities)
• police and security guards
Catering for the needs of all these groups requires careful planning of airport
terminal facilities. There are apparent conflicts to resolve in the allocation and
distribution of terminal space. Ensuring that airline passengers receive clear guidance
and information on their journey through a busy terminal is a priority that should not be
jeopardized by commercial pressure. In some airports, such as Gatwick and Frankfurt,
the passengers' smooth movement through the functional zones of the terminal
appears at times to be impeded by shops, bars, and souvenir shops. When fires occur
(as at Düsseldorf Airport in 1996), passengers' perception of escape routes must
remain clear.
2.5.3 Key Functions and Qualities of the Terminal
The essential attributes of a terminal building are functional efficiency, legibility
of space, and architectural image. Practical in the sense that the terminal has a job to
do and we can measure how well it does it. Legibility and quality of space are also
crucial because passengers spend a great deal of time in terminals. Architecture
matters too since it provides, through materials and construction, the direct experience
of the building. These general qualities are not enough, however, to form the basis for
the complex and value-laden decisions which have to be taken by airport authorities
and their designers. Edwards (2006) provided a further list of criteria that the airport
should include:
▪ capacity (baggage, terminal, car park, and more)

▪ delay (on the ground and in the air)
▪ comfort (for passengers, greeters, and staff)
▪ safety (of planes, terminal buildings, passengers and crew)
▪ security (on the ground and in the sky)
▪ orientation (for passengers)
▪ aesthetics (the image and values projected)
▪ noise (at airports, in terminal buildings, for neighborhoods)

▪ air pollution (at the airport, inside buildings)
▪ convenience (for passengers and staff)
▪ surface transport (by train, bus, car)
Taken together, the list of critical qualities and functional issues, when set
against a variety of assessment approaches, provides a strategy for deciding on the
size, location, and design of airports. It also provides the basis for designing the core
components of a modern airport such as a terminal building. It is important to
remember that decisions are not value-free. Many of the most complicated choices
require an appreciation of values – whether they are ethical ones concerned with staff
or passenger welfare, or whether they are in the arena of sustainable development.
3.1 Research Design 65
3.2 Research Subjects 66
3.3 Research Instruments 66
3.4 Data Gathering Procedure 68
3.5 Directory of Experts and Organizations 72

3.1 RESEARCH DESIGN
This chapter will showcase different methodologies that will be used in the
research paper to serve as the basis for the guidelines. A combination of both
quantitative and qualitative approach will be used in collecting the data since it
demonstrates data through graphs and tables and seeks a more significant
understanding of different kinds of Filipino behaviors, airport passenger inefficiency
problems resulted from practices and ways of addressing it, which will be derived from
the responses of users and passengers in the airport. It is important to classify these
methods correctly because this will serve as an over-all guide that will aid the
researcher in conducting real-life research procedures.
3.1.1 Descriptive Research Design
Descriptive research design would also be used to identify the different
behaviors and problems in the airport. The descriptive research method will be
considered as the most suitable method for the development of the study since
it will focus on obtaining valuable information regarding the existing environs
present within the vicinity of the airport. It will aid the researcher in gathering
different data to address the said problems found in the airport. The researcher
will correctly use the descriptive survey to identify the effects of behaviors to
the users of airports. The gathered information or data will then guide the
researcher in acquiring essential data concerning the study.
3.2 RESEARCH SUBJECTS
The researcher will consider different fields of professions that can help the
study since the scope involves the psychology of Filipino people, pedestrian flow
behavior, and airport planning.
Architects and engineers who have a background in airport planning and
pedestrian flow behavior will be one of the respondents of the study and will be
interviewed via personal or mailed interview. However, other professionals in charge
of the maintenance and the condition in an airport such will also be interviewed.
Likewise, psychology instructors will be subject to a personal interview as well since
they know Filipino behavior and culture.
3.3 RESEARCH INSTRUMENTS
3.3.1 Primary Sources
The primary research sources will be achieved through consultations
and discussions with different professionals that are related to the proponent's
study. Also, ocular inspections of different related structure in the country will
be conducted.
Interviews and Consultations
Consultations and discussions that are based on the goals and
objectives of the study will be managed to the professionals. These
professionals that will be interviewed will include architects and engineers,
which will improve the proponent's knowledge in airport planning and
pedestrian flow planning. Also, psychology instructors who will explain the
different kinds of Filipino behavior that are present in the facility. Some airport
officials will also expound the existing problems and conditions in the current
airport.
Ocular Inspection and Site Visit
The ocular inspection will be done at different airports that are located
in the Philippines to inspect and differentiate the existing problems related to
Filipino behavior and efficient passenger experience in the structure.
Survey
Surveys that will be based on the goals and objectives of the study will
also be conducted to different users of the airport, specifically the passengers,
to collect data on the users' activity schedule, preferences and how they
respond to the different inefficiency in the building.
3.3.2 Secondary Sources
The secondary research sources that will help the researcher in the
study will be obtained through government data, publications, and internet
sources.
Government Data
Government data and documents that can be provided will help support
other data gathering and will help in proper planning of the facility.
Publications
Publications such as journals, books, articles, and encyclopedia will be
used to acquire data that will help in the background and study about Filipino
behavior, airport passenger experience, and planning an airport facility.
Internet Sources
Updated information from the year 2009 up to the present and data
gathered from different internet sources will help contribute to the background
and study about Filipino behavior, airport passenger experience, and planning
an airport facility. These sources will add information that is not usually found
in publications and data that is obtained from international and local sources.
3.4 DATA GATHERING PROCEDURE
3.4.1 Interviews
Ar. Francisco Santos Jr., the principal architect of the Santos Architects
and Urban Planners, will be personally interviewed about the proposed
redevelopment and intermodal facility in the Davao International Airport and its
considerations.
Ar. Chester Lennard Jusi and Ar. Janine Victoria Ana Lu, architects in
their respective firms, will be personally interviewed concerning airport
planning, urban planning, and passenger flow behaviors.
Ar. Henna S. Dazo, a senior member of the Mindanao Architecture
Advocacy Network, will be personally interviewed about the application of
Mindanao architecture and how to improve passenger flow in the facility.
Ar. Steven Adrianne M. Chua, architecture teacher of University of the
Immaculate Conception will be personally interviewed to discuss the
considerations in planning an airport facility and how to address its problems.
Engr. Rex Obcena, airport manager of Davao International Airport, will
be personally interviewed about the condition and redevelopment of the
Francisco Bangoy International Airport and its facilities.
Engr. Sarah Jane Saladaga, an airport engineer of Davao International
Airport, will be personally interviewed about the planning and condition of
Francisco Bangoy International Airport and its facilities.
Atty. Steve Y. Dicdican, CEO and general manager of the Mactan-Cebu
International Airport Authority (MCIAA) will be personally interviewed about the
redevelopment and condition of the Mactan-Cebu International Airport.
Ma. Vilma Belches, project development officer of the Udenna
Infrastructure Corporation will be personally interviewed concerning their
proposed redevelopment of the Davao International Airport.
Mr. John Paul Valle, chief officer in the safety management system of
the Mactan-Cebu International Airport Authority (MCIAA), will be personally
interviewed about the safety considerations and condition of the Mactan-Cebu
International Airport.
Mr. Christian D. Cambaya, economist and unit head in the investor
assistance and servicing unit of the Davao City Investment Promotion Center
(DCIPC) will be personally interviewed about the redevelopment or the
relocation of the Davao Investment Airport.
Ma. Cristina Matonizo, an officer in charge of the operations department
of the Mactan-Cebu International Airport Authority (MCIAA), will be personally
interviewed about the condition of the passenger satisfaction in the Mactan-
Cebu International Airport.
Mr. Nicarter N. Rivas, senior public relations officer of the Mactan-Cebu
International Airport Authority (MCIAA) will be personally interviewed about the
pedestrian behaviors and common problems experienced in the Mactan-Cebu
Dr. Nelly Limbadan, psychologist and assistant dean of the Social
Science department in Ateneo de Davao University will be personally
interviewed about the problems related to stress in existing airports, the
reaction of people towards stress and how to address different types of stress.
3.4.2 Ocular Inspection
An ocular inspection will be conducted in Ninoy Aquino International
Airport in Pasay, 1300 Metro Manila; Mactan-Cebu International Airport in
Lapu-Lapu City, 6016 Cebu; and Davao International Airport in Buhangin,
Davao City, specifically the passenger terminal building and offices to inspect
the existing conditions of the facility.
3.4.3 Survey
The survey questionnaire will be distributed in-person to a minimum of
258 correspondents of passengers and customers in airports, particularly in
Davao International Airport, including people who have been to different
airports in the Philippines.
Ss = Sample size
N = Total number of population
V= The standard value (2.58) of 1 percent level of probability with 0.99 reliability
Se = Sampling error (0.01)
P = The largest possible proportion (0.50)
Davao International Airport 2018 Data (N= 4,403,846 Passengers)
Ss = 257.99 ~ 258 Respondents
3.5 DIRECTORY OF EXPERTS AND ORGANIZATIONS
3.5.1 Experts
Ar. Francisco Santos, Jr.
Principal Architect of Santos Architects and Urban Planners
R. Castillo St.
Davao City
Ar. Chester Lennard Jusi
Principal Architect of Jusi Architects
Doña Vicente Village, Road 4
Davao City
Ar. Janine Victoria Ana Lu
ACAV Architects
Doña Vicente Village, Road 4
Davao City
Ar. Henna S. Dazo
Mindanao Architecture Advocacy Network
Davao City
Ar. Steven Adrianne M. Chua
Instructor
College of Engineering and Architecture
University of the Immaculate Conception
Davao City
Engr. Rex Obcena
Airport Manager
Civil Aviation Authority of the Philippines (CAAP)
Davao International Airport
Catitipan, Barangay Buhangin Davao City
Engr. Sarah Jane Saladaga
Engineering Department
Catitipan, Barangay Buhangin, Davao City
Mr. Enrico B. Gonzales
Officer-in-Charge
Corporate Management Services Department
Manila International Airport Authority (MIAA)
NAIA Terminal 1, NAIA Road, Pasay, 1300 Metro Manila
Atty. Steve Y. Dicdican
CEO / General Manager
Mactan-Cebu International Airport Authority (MCIAA)
Mactan-Cebu International Airport
Lapu-Lapu Airport Rd., Lapu-Lapu City, 6016 Cebu
Ma. Vilma Belches
Project Development Officer
Udenna Infrastructure Corporation
GSTD Compound, Carmen St., Bo. Obrero
Davao City
Mr. John Paul Valle
Chief- Safety Management System (SMS)
Port Operations Specialist
Mr. Christian D. Cambaya
Economist III/ Unit Head
Investor Assistance and Servicing Unit
Davao City Investment Promotion Center
R. Magsaysay Ave., Davao City
Ma. Cristina Matonizo
Officer in Charge
Operations Department
Mr. Nicarter N. Rivas
Senior Public Relations Officer
Public Affairs Division
Dr. Nelly Limbadan
Assistant Dean- Social Science Department
Psychologist
Ateneo De Davao University
Davao City
3.5.2 Organizations
Catitipan, Barangay Buhangin, Davao City
Manila International Airport Authority (MIAA)
Ninoy Aquino International Airport
NAIA Terminal 1, NAIA Road, Pasay, 1300 Metro Manila
Mactan-Cebu International Airport
Santos Architects and Urban Planners
2F Techno Trade Resources Bldg.,
R. Castillo St., Davao City
T: (08) 324 6582
Udenna Infrastructure Corporation
GSTD Compound, Carmen St.,
Bo. Obrero, Davao City
T: (08) 225 0328 | (08) 224 5373
4.1 Presentation of Results acquired from
Interviews with Experts 78

Informal Interviews 104

Survey Questionnaires 106

Ocular Inspections / Observations 143
4.5 Analysis, Interpretations, and

Recommendations 181
4.1 PRESENTATION OF RESULTS ACQUIRED FROM INTERVIEWS

WITH EXPERTS
4.1.1 Interview with Ar. Francisco Santos Jr.
A personal interview with Ar. Francisco Santos Jr. on the proposed
redevelopment and intermodal facility in Davao International Airport was
conducted last July 26, 2019, Friday from 2:22 P.M. to 2:56 P.M. at Santos
Architects and Urban Planners office located in R. Castillo St., Davao City.
The proponent was asked at the beginning of the interview about the
condition and problems of the Davao International Airport. After explaining the
study and the proposed redevelopment of the facility, the proponent stated that
his research is similar to the respondent's proposal of an intermodal facility in
the airport except that it will not incorporate different modes of transport but a
commercial facility only. This facility will serve as the bonding place of the
families whenever they bring their loved ones in the airport. The respondent
was then probed about the condition of the airport. He said that the facility is
designed to cater 2 million but is already providing 4.4 million last 2018. In his
intermodal facility, different modes of transport will be offered so that traveling
in the terminal will be both in the land and air. Some facilities that will be present
in his design is a mall, a bus system, a PUV system, and a monorail system.
According to him, the commercial center that he provided will be for the families
to stay there and bond with each other. Another consideration in his facility is
that a plaza on top wherein people can watch airplanes land and depart in the
airport while enjoying the different food and retails choices offered. The number
of car parking space today is 600, while his proposed redevelopment for the
airport will provide 3,500 parking space and 1,000 of it is coming from the
commercial center. Another consideration was to study and place proper
landscapes that are not attractive to the birds. His projection with the Davao
International Airport is that it can still operate up to 30 years with 15.5 million
passengers to cater.
One of his findings while studying the airport is that the Mabuhay lounge
or other VIP lounges are eating up the spaces in the airport terminal, resulting
in congestion in the boarding gates. He stated that one problem that must be
considered in the passenger movement with Davao is terrorism. However, the
Davao International Airport is a provincial type airport. In his design proposal,
he will follow the typical airport planning wherein the departure area is on top
while the arrival area is below.
He stated that the airport design concept of Arch. Leandro Locsin must
be preserved because he is a national artist. Therefore, it is considered to be
a heritage building. His idea was not Malay-inspired architecture, but the pointy
roof symbolizes an eagle's beak. However, he mentioned that the current
airport is anti-poor and is designed for the elitist, oligarchs, or the rich. If the
passenger does not have a car, then he will walk from the highway going to the
terminal. The airport, in his opinion, must have a friendly design. He considered
the 11 tribes of Davao City and incorporated it in his design proposal along with
fruits, orchids, and flowers to have a local feel. Lastly, the respondent was
asked about the consideration in the natural land of the site and why he placed
his intermodal facility in the sloping ground. He stated that the site is already
damaged, but his design can help prevent it from having more damage by
providing design solutions for the soil.
4.1.2 Interview with Ar. Chester Lennard Jusi and Ar. Janina Victoria
Ana Lu
A personal interview with Arch. Chester Lennard Jusi and Arch. Janine
Victoria Ana Lu on airport planning guidelines and considerations, pedestrian
flow behavior considerations and the condition of Davao International Airport
was conducted last July 31, 2019, Wednesday from 11:12 A.M. to 11:56 A.M
at their office located in Doña Vicente Village, Road 4, Davao City.
The proponent mentioned on the start of the interview that the proposed
airport study is somewhat similar to what the respondent did on his research
about the airport city except that the study only focuses on the airport facility.
His research proposal in Mindanao is located in Samal. However, he chose the
location to be in Clark because, at that time, he did not see that Davao City is
in need of an airport city. Questioned about the condition of Davao International
Airport, he said that the airport's runway must be improved. Arch. Janine stated
that one common problem at the airport is the entrance of the building. There
is a bottleneck that causes traffic or long queues. However, Arch. Chester
stated that it is for security reasons, but it would be better if the proponent can
provide a solution for it. The respondent then was asked about the
considerations in planning the facility. He stated that the International Air
Transport Association (IATA) standards and the Time Savers Standards
helped him in his study. Also, he said that another consideration is the Persons
with Disability (PWD) and different cultures of religion. In planning, the
efficiency of the airport must not be sacrificed. Arch. Janine complemented that
in the 21st century, different kinds of technology is available to enhance the
facility, she then stated that it must be considered.
Ar. Janina reminded that an essential Filipino culture is that people meet
and greet their loved ones. Ar. Chester then stated that in his study, he provided
mall wherein families and friends can stay and interact with their loved ones in
the facility. However, the shops must be limited only to retails and food outlets
for security reasons. Stores such as hardware or other shops that offer tools
must not be available to avoid risk within the facility. His design solution in the
past is that he computed the rate of growth annually then multiplied it to his
projected years to get his traffic forecast. Also, wayfinding is vital in his
planning. The result of the survey questionnaire that he conducted was that
other people prefer landmarks over signages in remembering their routes in
the facility. His solution then was to divide the terminal into sections and
incorporated the Filipino culture as landmarks. Another consideration is the
maximum standard for walking, which is 300 meters. Beyond that, the facility
must provide walkalators and other devices to help the pedestrian.
Lastly, the proponent stated that he is considering the old terminal to be
the cargo terminal. However, the main problem is with the connectivity of the
past and new airport and that the Sasa entrance is not located in Diversion
road. The respondent then stated that the proponent could place service road
along the airport's boundaries for connectivity. He then said that the Sasa
terminal's accessibility might not be coming from the Diversion Road, but it will
be located near the on-going coastal road. In his own opinion, the existing
airport can still be redeveloped and not yet advisable for relocation. Another
reminder that Ar. Janina stated is that the design characteristics of the facility
must be preserved since the architect of the current airport is Ar. Leandro
Locsin, who is a national artist.
4.1.3 Interview with Ar. Henna S. Dazo
A personal interview with Ar. Henna S. Dazo on the application of
Mindanao culture and architecture in the facility was conducted last July 29,
2019, Monday from 2:53 P.M. to 3:49 P.M. at Koffiepauze café in Roxas Ave.
Davao City.
The proponent was asked about his study at the beginning of the
interview. He stated that the Davao International Airport needs to be
redeveloped and that incorporating the Mindanao architecture in the facility will
have a local feel. He explained that airports are the first and last impression of
tourists and passengers in the city. By considering the symbols of Davao and
Mindanao architecture, it will leave a mark to others and will have a chance of
promoting our own culture in the facility. With this, passenger customer
satisfaction may increase. The proponent added that to improve passenger
flow in the facility. He will also focus on understanding the Filipino behaviors
found in the facility to know their basic needs and wants.
Being an advocate in Mindanao architecture, the respondent was then
queried about incorporating it in the facility. She stated that the proponent must
first know what Davao or Mindanao is. She agreed that airports could be used
in promoting the culture of a place. It can be incorporated into the designs, the
concept, and the interior. However, she stated that tourism is not yet the
primary source of revenue in the Philippines, and this facility can help promote
tourism to the passengers. She added that passenger customer satisfaction
might improve if the users will have a local feel and experience it. Additionally,
she stated that in terms of planning public facilities such as an airport, good
airports practice a free-flow design so that passengers will not bump into each
other and will have adequate space. She said that doing this will improve the
satisfaction of people because they do not want to be in a crowded place.
4.1.4 Interview with Ar. Steven Adrianne M. Chua
A personal interview with Ar. Steven Adrianne M. Chua on airport
planning considerations was conducted last July 26, 2019, Friday from 3:32
P.M. to 3:51 P.M. at University of the Immaculate Conception in the office of
the Engineering and Architecture Department.
The proponent was queried about his study and proposal at the
beginning of the interview. He said that there is a dire need in redeveloping the
Davao International Airport because the facility is experiencing several
problems that lead to the lousy passenger experience. Also, the proponent
mentioned that to know the needs of the Filipino passengers. They must be
understood first. Their behavior in the facility leads to their passenger
experience. He added that his study is somewhat similar to what the
respondent did in his previous thesis study on redeveloping the city airport.
The respondent was then asked about his planning considerations in his study.
Ar. Steven Chua stated that planning an airport facility is not hard if one will
follow the standards provided by the different associations and the book of
Time Savers. He said that in planning an airport facility, the passenger
convenience must be considered. With this, the proponent explained that his
study would focus on Normative Pedestrian Behavior Theory, wherein it is a
behavioral study that will understand the passengers and know their behavioral
intentions by managing the flow. The respondent was asked about his opinion
on the condition of the Davao International Airport. He said that it is not efficient
because of the heavy passenger traffic and lack of facilities. He agreed that the
airport needs to be redeveloped. Lastly, he mentioned that in his previous
study, he did not make use of the old terminal in Sasa because the connectivity
from one terminal to another will be hard. Thus, he only focused on the existing
airport terminal in Buhangin.
4.1.5 Interview with Engr. Rex Obcena
A personal interview with Engr. Rex Obcena about the condition of the
Davao International Airport and airport planning considerations was conducted
last July 26, 2019, Friday from 10:39 A.M. to 10:54 A.M. at the office of the
Airport Manager of the Civil Aviation Authority of the Philippines (CAAP) in the
Davao International Airport.
The proponent explained his study and redevelopment proposal at the
beginning of the interview. He stated that there is a need for redevelopment
because the facility is already experiencing congestion and traffic in the
terminal building as well as the airside transit. The respondent was then
prodded about the condition of the Davao International Airport. Engr. Rex
Obcena stated that in terms of capacity, the terminal is already congested. He
provided data about the airport wherein he compared the passengers, cargo,
and flight traffic in the past and the present. Today, he stated that the facility is
catering 92 arriving and departing flights on weekends. Davao International
Airport in the Aerodrome Reference Code of the International Civil Aviation
Organization (ICAO) is a category nine airport. He added that the most
prominent aircraft that the facility can cater today is the Airbus A330. The
respondent was then asked about the difference between the old terminal in
Sasa and the existing terminal today. He answered that the size and standards
were improved. They are stating that the new airport is following international
rules and guidelines. One problem of the old terminal is the distance of the
terminal to the runway wherein it does not support the minimum distance.
However, the respondent stated that in terms of airport passenger space
standards of the International Air Transport Association (IATA), the current
facility today is not following the Level of Service Standards in the different
areas. The respondent was then asked about the condition of the old terminal
today. He stated that it is currently used by the Mindanao Development
Authority (MinDA) and the air force. Also, the old apron and hangars are used
for the general aviation, agricultural sprayer or stunt planes, and flying school.
4.1.6 Interview with Engr. Sarah Jane Saladaga
A personal interview with Engr. Sarah Jane Saladaga on the condition
of Davao International Airport and its facilities was conducted last July 26,
2019, Friday from 11:09 A.M. to 11:45 A.M. at the Engineering Department of
the Civil Aviation Authority of the Philippines (CAAP) office located in the Davao
The respondent was asked regarding the condition of the Davao
International Airport at the beginning of the interview. She answered that it is
experiencing congestion in terms of passenger traffic and the current facility is
small due to the number of flights that it caters per day. Another reason for this
problem is that the airport was constructed in the year 2000, and up to the
present, there is still no proper maintenance. She stated that many issues were
raised to the administration, but it takes too long to respond to it. In other words,
the current airport for her is old and deteriorating.
According to the respondent, several studies propose for the future
development of the airport. Five alternate site proposals were presented to the
National Economic and Development Authority (NEDA), namely in the city of
Malita, Panabo, Tagum, Samal, and Davao. However, she stated that they
project that the airport facility can still cater the passengers up to 30 years after.
Supposedly, the redevelopment of the airport must have started in the year
2010 but was postponed due to delays and reasons for the government. Today,
the Department of Transportation (DOTr) has an on-going project for the
redevelopment. They plan to expand or extend the terminal building that caters
the passengers. She mentioned that the facility's design guidelines and
considerations are based on the International Civil Aviation Organization
(ICAO). Although, some guidelines are still not followed, such as an airport
facility must have at least 1,000 hectares, but the Davao International Airport
only has 209 hectares. In the old terminal during the past, it only has 100+
hectares until the government bought more land after the new terminal. She
stated that the airport's site is already restricted and cannot be expanded.
Questioned about the problem with birds, the respondent said that it is
a common problem in airport facilities. Luckily, the airport's location is not part
of the path of bird migrations. She stated that there are modern machines that
release smoke or fog to keep the animals away. However, it is not present in
the facility today. The management's solution, then, is by providing a wildlife
section unit wherein they will manually address the problem. Another design
solution is to select trees and plants that are not attractant to the birds.
4.1.7 Interview with Mr. Enrico B. Gonzales
A personal interview and ocular inspection of the airport with Mr. Enrico
B. Gonzales on the condition and problems of the Ninoy Aquino International
Airport was conducted last August 2, 2019, Friday from 11:12 A.M. to 2:23 P.M.
at the Ninoy Aquino International Airport located in Pasay, Metro Manila.
The proponent was asked about the condition of Davao International
Airport at the beginning of the interview. The proponent then explained the
thesis study and his proposal in redeveloping the airport rather than relocating
it to other locations. The proponent stated that there are several airports with
positive passenger experience even though it only has one runway just like in
Davao. After that, the respondent was asked about the condition of the Ninoy
Aquino International Airport (NAIA) and its common problems today. He started
by explaining the four different terminals and their differences. Terminal 1
caters international flights, Terminal 2 provides domestic flights, Terminal 3
caters both domestic and international flights, and Terminal 4, the oldest, is a
budget terminal that offers domestic flights. However, depending on the
season, if one terminal is experiencing a massive volume of trips, there is a
possibility that some aircraft can be transferred to other terminals to avoid
delays, for hassle is the counterstatement of comfort and convenience.
He stated that an airport is just part of the journey. Thus, it should be
seamless to have a positive passenger experience. It is a transit point to one
point to another; therefore, it should be a hub. According to him, good airports
usually have an intermodal facility. With this, he then mentioned that NAIA is
experiencing transportation problems with land travel after getting to the airport.
An example of this is that passengers are forced to use the taxi because of the
lack of transportation services. Another problem that he mentioned about the
terminals of the airport is that it is already congested, and it should expand to
get more tourists. However, the lot area of the airport is already maximized and
cannot be extended. One major problem of the airport is that there are
communities right beside the airport perimeter. He stated that depressed areas
never impress anybody. However, NAIA and the Davao International Airport
has one common factor, that its approach lights are located in housing
communities. The proponent stated that the rule of having buildings near the
airport should be at least 100 meters from the fence should be followed. The
respondent then agreed and said that airports are the largest source of air
pollutants and noise pollutants. With this, communities that are located near
the airport will have health risks.
The respondent was asked about the considerations of airport planning.
He stated that the proponent should know how tourists decide. The focus must
be on comforting convenience, safety, and security. He mentioned that in
Incheon airport, they provided attractions and entertainments for the
passengers. These are the things that tourists go. The Incheon airport has a
way of improving customer experience, such as the parade of kings, wherein
people showcase the culture of Korea for the people to know and experience
it. Another facility in their airport is the museum and cultural centers for the
passengers. According to him, it has two parts, one is for arts and crafts, and
the other one is a stage for entertainment and clothes. With this, the Incheon
airport is promoting culture and enhancing the passengers' experience and
convenience. Without this, the passengers will be turned off or have a negative
satisfaction rating. Thus, the airport should have a balance. He added that the
proponent must know the demand to compute the needed space for the facility.
Airports should be a form of expression. Thus, it has a chance to promote the
culture of the place because it is the first and last impression of tourists and
passengers. With proper airport planning, it can attract businesses because
airport users are captured markets.
Lastly, the respondent was asked on how long will NAIA last. He
responded that it is reliable. However, the government is providing provincial
airports so that congestion in NAIA will be reduced. One example of this is the
Clark International Airport. He also mentioned that there is a proposal on how
they can connect NAIA and Clark so that it will be more efficient for the
passengers. Even though the Philippines was left behind in terms of economy,
he stated that surprisingly, based on the survey that KANTAR conducted in
NAIA, the passenger's satisfaction rating is high and passed the standards.
4.1.8 Interview with Atty. Steve Y. Dicdican
A personal interview with Atty. Steve Y. Dicdican on the redevelopment
project and condition of Mactan-Cebu International Airport was conducted last
July 30, 2019, Tuesday from 8:47 A.M. to 8:56 A.M. at the office of the General
Manager of Mactan-Cebu International Airport Authority (MCIAA) in the
compound of Mactan-Cebu International Airport in Cebu.
The proponent started the interview by explaining the condition of
Davao International Airport and his study on the proposed redevelopment of
the facility. He stated the common problems of the facility, such as being too
small today, inefficient passenger experience, and lack of facilities. The
proponent mentioned that it needs to be improved the same way as the
Mactan-Cebu International Airport (MCIA). The respondent was then asked
about the condition of the MCIA. He stated that in terms of safety, the facility is
a certified aerodrome. He added that Terminal 2 is in excellent condition after
the redevelopment. However, Terminal 1 is experiencing problems but is being
addressed by the on-going redevelopment. Atty. Steve added that the common
problem and reports in the operation department are parking congestion. The
airport's capacity and parking are not enough, and their solution to it is
expansion. Another problem with the facility is the lack of airport equipment,
specifically on the airside. However, with the recent and on-going
redevelopment, he said that the authorities are slowly providing the said
equipment.
According to Atty. Steve, the MCIA is following the International Civil
Aviation Organization (ICAO) standards in planning the facility. He also
mentioned that the Cebu authorities have a plan to reclaim the Tibo area to
provide an emergency airstrip. The respondent added that other common
problems in the facility are animal problems such as birds, dogs, and cats. He
stated that the airport is located near Elango Island, wherein it is a bird
sanctuary. Transportation problems are also a problem because the airport is
located far from the city and is causing heavy traffic. However, he stated that
the information system of the MCIA has improved due to the redevelopment.
Lastly, the respondent mentioned that MCIA only has a single runway the same
with Davao International Airport. Their solution for the airside congestion is to
provide more taxiway.
4.1.9 Interview with Ma. Vilma Belches
A personal interview with Ma. Vilma Belches on the proposed
redevelopment of Davao International Airport by the Udenna Infrastructure
Corporation was conducted last July 31, 2019, Wednesday from 2:37 P.M. to
3:14 P.M. at the Udenna Infrastructure Corporation office in Bo. Obrero, Davao
City.
The proponent started the interview by explaining his study and
proposal about the redevelopment of the Davao International Airport and the
importance of understanding the behavior of the people. The respondent was
then inquired about their company's bid for renewal and the condition of the
said facility. She stated that in terms of shape, the designed capacity of the
airport today is 2-3 million per year. However, it was already breached two
years ago, and as of 2018, the total passengers catered was 4.4 million. The
UDENNA's driver for the design is the volume or the projected traffic. If the
facility today provided 4 million, they propose to cater 15 million passengers in
the next 30 years. In terms of design capacity, the facility is already congested
and must be updated or improved because Davao has a more prominent role
aside being the gateway of Mindanao. It is also considered to be the gateway
of the ASEAN Brunei Darussalam-Indonesia-Malaysia-Philippines (BMIP)
southeast Asia connectivity since we are nearest to Indonesia and Malaysia.
Unfortunately, the number of international flights were not maximized and are
only a few compare to Aklan and Clark. Therefore, international passengers
are not enough. She then added that the existing common problem is the
capacity of the terminal may it be airside and landside. Their project proposal
is the reconfiguration of the pier in terms of the landside congestion because
the Davao International Airport still has available space for expansion and area
for improvement for the airside congestion by providing the parallel taxiway.
She comments that the length of the runway is adequate. However, every time
airplanes land on track 5 and 22, the pilots will try to reach the middle of the
runway so that they will not make a U-turn due to the lack of taxiways, causing
the plane to break immediately.
She stated that the convenience of the passengers in the current
terminal is terrible. There are not much commercial and retail choices in the
facility compare to Manila and Cebu airport. The decision of food service
provider in Davao airport is still the same as before, and not one famous fast-
food chains are available. Another problem is that the check-in area is
congested, and if another airline does its operations, the counters will be
cramped. Their proposal in the redevelopment is to apply the Common Use
Terminal Equipment (CUTE) system in baggage and check-in counters
wherein it enables the airline company to use different shelves and not be
limited to the same table forever. Also, the apron or the parking space of the
aircraft is only limited. There are only four boarding bridges in Davao, but the
UDENNA company foresees that that facility can be maximized up to 11
boarding bridges and 15 aprons. Their priority is the flow in the terminal, making
the forecasted volume of passenger traffic one of their primary considerations.
She said that as much as possible, the journey time of entering the airport until
the departure is only for a short time. Their key performance indicator is the
queueing time and security. With this, the capacity will be increased, and at the
same time, the passenger experience will be enhanced.
In their proposal, they will provide a pedestrian plaza for the meeters
and greeters. It will also be an area for the families that compromise their safety
at the same time. This plaza will also have the potential to be income-
generating due to the commercial and business opportunities to be offered. The
respondent was then asked about the difference between the old airport and
the current airport. She stated that in terms of size, the airport today is more
significant and offers some international standards. However, the accessibility
in the old airport in Sasa is small and highly dense, making it hard to travel for
the access road. In the first and second phase of their proposal, they did not
make use of the old terminal, but it can be used for general aviation such as a
flying school. In their own opinion, it is better to redevelop today than to relocate
because there is still space for improvements. Their primary focus is to
reconfigure the existing airport into a flexible design for the passenger traffic to
be efficient.
4.1.10 Interview with Mr. John Paul Valle
A personal interview with Mr. John Paul Valle on the safety guidelines
and conditions of Mactan-Cebu International Airport was conducted last July
30, 2019, Tuesday from 1:38 P.M. to 2:01 P.M. at the office of Safety
Management System of Mactan-Cebu International Airport Authority (MCIAA)
in the compound of Mactan-Cebu International Airport in Cebu.
The proponent started by explaining the importance of the proposed
redevelopment of Davao International Airport and its existing conditions. The
respondent was then asked about the state of the Mactan-Cebu International
Airport. He said that the airport is at par with international standards. The airport
had a Public-Private Partnership (PPP) project with GMR Infrastructure, a
global company who specializes in constructing airports, who partnered with
Megawide Construction Corporation of the Philippines, their Filipino
counterpart. He stated that GMR holds 40% of the operation while Megawide
has 60%. The said company designed Hyderabad airport and New Delhi airport
at India and is part of the top 10 airports. When it comes to technology, the
Terminal 2 (international) of MCIA is offering three systems with no contact with
the immigration officer for faster transactions.
He also stated that part of the Concession Agreement (CA) of the PPP
is that GMR will maintain the airport facility. He mentioned that they have 24
parameters in the design to be followed, some of which are: enough parking,
keeping number of check-in counters, immigration, price of products, local feel
within the facility, time of baggage carousel should not be more than 10
minutes, availability of taxi, attitudes of personnel, and wayfinding. With this,
GMR provided an independent auditor to check the conditions of the said
parameters. All CA must then be at least 4/5 rating. According to him, GMR
used ArcPort, modern software that manages the airport flow, to know how
many check-in counters, boarding gates, and immigration counters to be
provided. He also stated that the airport's design is free to flow. It is designed
to soothe the number of passengers and flights with the use of the said
software.
Additionally, the Mactan-Cebu International Airport has the Airport
Operation Command Center (AOCC) that the Manila and Davao airport do not
have. It is a room full of CCTVs and different security systems to enhance
safety in the facility. The current redevelopment of Terminal 1 (domestic) is
scheduled to be finished by the end of the year 2019. He stated that the airport's
existing runway can still handle operations up to 10 years from now. Lastly, he
mentioned that with the redeveloped MCIA, it is designed for 12 million
passengers annually, domestic and international.
4.1.11 Interview with Mr. Christian D. Cambaya
A personal interview with Mr. Christian D. Cambaya on the
redevelopment or relocation of the Davao International Airport was conducted
last July 31, 2019, Wednesday from 3:56 P.M. to 4:13 P.M. at the Davao City
Investment Promotion Center office located in Magsaysay Park, Davao City.
The proponent started the interview by stating the study and the
importance of redeveloping the Davao International Airport. The respondent
was then probed about the government's plan on the airport whether they
would redevelop it or relocate it. According to Mr. Christian D. Cambaya, the
Regional Development Council (RDC) officials proposed a new airport study.
This study was introduced in five different locations, namely: Davao, Samal,
Digos, Panabo, and Tagum. They plan to reduce the congestion problem in the
current airport and provide other airports in the region. The respondent stated
that the government will compare the five different site location and will choose
the best one. Airports are considered to be a business opportunity, and he said
that the said cities wanted their city to be selected. He also mentioned that the
proposed site in Davao is located in Callawa. However, if the RDC will choose
the location, the proposal will still take place in ten years or more. The
respondent then added that there is an on-going Public-Private Partnership
(PPP) project for the redevelopment of the Davao International Airport. The
Udenna Infrastructure Corporation will be the one who will manage the
reconstruction. He concluded that the corporation's project proposal would
have air side and land side redevelopments, expansion and reconfiguration of
the terminal building, parallel taxiway to improve the runway, and modern
airport technologies to improve the passenger experience within the facility.
4.1.12 Interview with Mr. Nicarter N. Rivas and Ma. Christina Matonizo
A personal interview with Mr. Nicarter N. Rivas and Ma. Christina
Matonizo on the pedestrian behaviors and common problems that are
experience in the Mactan-Cebu International Airport was conducted last July
30, 2019, Tuesday from 9:01 A.M. to 9:19 A.M. at the office of Public Affairs
Division of Mactan-Cebu International Airport Authority (MCIAA) in the
compound of Mactan-Cebu International Airport in Cebu.
The proponent started by explaining his study and the importance of
understanding pedestrian behaviors in the facility. The respondents were then
asked about the condition and common problems of the airport. Mr. Nicarter N.
Rivas stated that there are congestion problems in Terminal 1 (domestic) due
to the renovation while the Terminal 2 (international), which started its operation
last July 2018, is very efficient. Ma. Christina Matonizo added that the results
of the survey conducted about customer satisfaction were very satisfying. The
approval rating was high due to the redevelopment that provided the people's
needs. However, boarding tubes still lack in Terminal 1 resulting in the use of
bus or shuttle services as their solution is going to the plane, while Terminal 2
has several boarding tubes. Asked about on how long the facility will last, they
said that it would last as long as the government will make use of it. However,
because of the fluctuation of flights in the facility, there is a government
proposal wherein an airstrip will be placed in the Bantayan Island, Cebu, to
address airside congestion by catering the small-sized airplanes there. The
respondent stated that the delays within the facility are improving because of
the renovation. Terminal 1 will provide a passenger village wherein they can
relax and satisfy their needs with their families. Mr. Rivas’ follow up insight was
that the airport is located away from the main downtown area of Cebu. It
resulted in a positive and negative impact. An advantage of that is that there
will be no building height like in Davao while the disadvantage of which is that
the traffic caused outside the airport facility.
Being the senior public relations officer of the MCIAA, the proponent
then, asked Mr. Rivas about the problems and concerns that are present in the
facility. Common behavioral issues of the passengers in the facility are the
missing place of their things and rude employees. These behaviors will lead to
unsatisfactory feeling and bad passenger experience. Their solution to this is
to provide a customer care center in the facility so that concerns and problems
can be catered.
4.1.13 Interview with Dr. Nelly Limbadan
A personal interview with Dr. Nelly Limbadan on the problems related
to stress in existing airports, the reaction of people towards stress, and how to
address different stress was conducted last August 6, 2019, Tuesday from 5:02
P.M. to 5:33 P.M. at her office in the Social Science Department of Ateneo de
Davao University.
The proponent started the interview by explaining the study and its
importance on understanding the different Filipino behaviors in the proposed
redeveloped facility. The respondent was then asked about the different Filipino
practices. She stated that Filipinos move in groups and are very collective
people, unlike Europeans or Americans, who is an individualist. Filipinos are
also very relational people. Unfortunately, according to her, there are many
Filipino first timers at the airport. With this, they tend to talk very loudly, act like
they own the airport, and do not follow the rules or instructions. For many
people, traveling is another exciting activity. However, she explained that
Filipinos must respect others because there are people who travel for business
and not for leisure. Thus, they get irritated or stressed out with other
unnecessary behaviors. Another standard expression of first time Filipino
travelers is that they bring the things that they want, in the end, other things are
not allowed, thus, causing them distress. The respondent was asked about her
opinion about the Davao International Airport. She stated that the airport does
not serve the people efficiently today because it is too small, especially for the
number of flights internationally. The airport today is also lacking individual
facilities, to think that it should be at par with international standards. In her own
opinion, the facility today is cramped and in need of expansion.
The respondent was prodded about the common problems in the airport
after she stated that she travels at least twice a week. For her, the air-
conditioning is too bad, there are few comfort rooms, the public address system
is terrible, and there are not many charging outlets offered. However, she
complimented the airport for having a breastfeeding area. She added that the
condition of the airport stays the same. While it is expanding, it is getting
smaller because nothing has been done to improve it. She then stated that
when people are bored, tired, and stressed, Davao International Airport is not
the place to be on staying longer. The airport is just a temporary stop for waiting
to arrive at the next destination. Thus, waiting is not a very good thing to do,
especially if it is delayed. She stated that people are generally impatient. If
delayed, they get stressed out. People tend to get anxious because they do not
want to stay in a crowded place. She stated that if a pedestrian is flying with a
group of friends; they usually do not mind if it is delayed because they can
interact with them. However, it is different for businesspeople who have a
purpose in their travel, it is essential for them, and every moment counts. In
terms of behavioral aspects, she said that it is a need base.
The different behavioral aspect in an airport is that if the place is not
efficient, it is highly irritable. However, if the airport is beautiful, then they will
feel the other way. The respondent was asked about what are the different
Filipino in airports. She said that it varies because people have needs, and if it
is satisfied, they will feel better. However, if they will not feel satisfied, they will
complain. The satisfaction level of passengers is fundamental in terms of
Filipino behaviors. Afterward, the respondent was asked on how to address
different Filipino practices. She then stated that primarily, designers need to
understand the passengers first. Understanding the changing profile of Filipino
behaviors in the airport is vital. The respondent asked the proponent on what
his reaction is if stressed. The proponent then answered that he tends to get
annoyed, mad, and will rant. Being irritable equates to bad passenger
satisfaction. Normal stressors at the airport are the lack of facilities. If the flight
gets delayed, people do not want to leave the airport so that they will find their
needs at the airport. For example, if people want to eat, they will find their needs
at the airport. However, if there are no different choices in the airport or the
queue is long, the stress will escalate because the cause of stress is not
addressed.
Lastly, she stated the there are two types of stress: eustress and
distressed. Eustress is positive pressure; it is the anxiety that people are
looking forward to while distressed is the negative stress. However, stress is
caused by many factors. Although the environment and the surrounding can be
a factor in contributing or relieving pressure, the proponent must understand
the psychology of traveling people. She mentioned that the proponent must
also address the importance by knowing the stress and provide intervention.
4.2 PRESENTATION OF RESULTS ACQUIRE FROM INFORMAL INTERVIEWS
4.2.1 Interview with CAAP Davao Officer
A Civil Aviation Authority of the Philippines (CAAP) Davao officer stated
that there is a redevelopment project that will start on July 2019. The
Department of Transportation (DOTr) will provide 700 million. Two boarding
tubes will be bought worth 150 million each while the remaining 400 million will
be used for expansion of the terminal building.
4.2.2 Interview with MIAA Employee
An employee of the Manila International Airport Authority (MIAA) of
Ninoy Aquino International Airport said that the facility is not efficient and
culturally accommodating. The facility lacks maintenance; it has no character,
and not elderly-friendly. Another problem is that it is congested, and there is no
space for expansion; that is why provincial airports are provided as an
extension.
4.2.3 Interview with MCIA Security Officer
A security officer of the Mactan-Cebu International Airport (MCIA) said
that airports being an open public space must have heavy security. However,
the threats in the facility are monitored with the help of the intel, the Philippine
National Police (PNP), and the officers dressed as civilians. If there are
suspicious people, these people will report them to the authorities.
Architecturally, designers may provide bigger spaces and less obstruction to
have better vision.
4.2.4 Interview with CAAP Davao Officer
A Civil Aviation Authority of the Philippines (CAAP) Davao officer stated
that airport runways are named according to the degrees so that pilots will know
where to land. Pilots need to disembark and depart against the wind to take
control. If planes go with the wind's flow, chances are the aircraft will be pushed
upward while landing. Additionally, he mentioned that the Davao International
Airport has runway 05 and 23.
4.2.5 Interview with Mr. Roberto Amad Guipitacio
Mr. Roberto Guipitacio, an AirAsia Davaa aircraft mechanic, stated that
the problems in the Davao International Airport are congestion in passenger
terminal building, trucks queueing to the cargo terminal, inadequate air-
conditioning, toilet malfunction, frequent breakdown of equipment, and lack of
retail and food options in the airport. These problems must be provided with
solutions to improve the efficiency of the facility.
4.2.6 Interview with AdDU Psychology Scholar
Generally, people are drawn to warm colors and light, so architects can
use this consideration to invite people into one direction. Also, natural light
makes people feel healthier and better about their surroundings, and a happier
person will spend more money than someone anxious.
4.2.7 Interview with Mr. Takeshi Maeda
Mr. Takeshi Maeda, a Japanese traveler, stated that in some culture
like Japan, they are conscious of their time, and people move fast to go to their
respective destinations compared to Filipinos. Another observation is that the
Japanese tend to walk in a straight line while the Filipinos walk side by side.
4.3 PRESENTATION OF RESULTS ACQUIRED FROM SURVEY
QUESTIONNAIRES
The survey questionnaires that will be distributed to the airport users will have
an essential role in understanding the connection between Filipino behavior and the
impact towards the airport passenger experience. Results based on the survey
questionnaires were distributed to 258 respondents during the dates of August 9-16,
2019. The survey was done to determine the stress-related problems inside the airport
and the facilities or amenities they preferred to have in order to improve passenger
efficiency. However, to guide the proponent in arranging the results in an organized
way, the survey questions will be presented accordingly through five classifications, as
mentioned below:
1. Questions about the respondent’s airport assessment
2. Questions about the different Filipino behaviors in airports
3. Questions about Davao International Airport passenger experience
4. Questions about the stressors in the airport
5. Questions about route and activity location
4.3.1 Questions about the respondent’s airport assessment
• Gender:
Question: Please state your gender
31%
69%
Female Male
Figure 4.1 Gender of the Respondents
Based on the survey, 31% (80) of the respondents stated that
they were male, and 69% (178) stated that they are female. This data
shows that most of the airport users questioned are female.
• Age:
Question: Please state your age
11% 18%
25%
46%
15-18 years old 19-25 years old 26-40 years old 41 years old and above
Figure 4.2 Age of the Respondents
Based on the survey, 18% (46) are at the age of 15 to 18, 46%
(119) are at the age of 19 to 25, 25% (65) are at the age of 26 to 40,
and ages above 41 are at 11% (28). This data shows that most of the
airport users that were questioned is at the age of 19 to 25 or the youths.
Question: Have you tried travelling in the airport with persons

with disability?
26%
74%
Yes No
Figure 4.3 Travelling with Persons with Disability
they have tried traveling with Persons with Disability (PWD), and 74%
(191) stated that they have not. This data shows that only some of the
respondents have tried traveling in the airport with Persons with
Disability.
Question: Whom are you normally travelling with?
14% 5% 16%
65%
Alone With fam with friends with colleagues
Figure 4.4 Travelling companion
Based on the survey, 16% (41) of the respondents usually travel
alone, 65% (168) travels typically with their family, 14% (35) travels
typically with their friends, and 5% (14) usually are traveling with their
colleagues. This data shows that respondents regularly travel for
leisure.
Question: How many times have you travelled via Davao

International Airport?
21%
10%
69%
Once Twice Thrice or more
Figure 4.5 Travel frequency via Davao International Airport
Based on the survey, 21% (54) of the respondents only used the
facility once, 10% (27) used the facility twice, and 69% (177) used the
facility more than thrice. This data shows that the respondent’s
answers, behaviors, and opinions will be based on their repetitive use
of the facility.
Question: Have you travelled internationally via Davao

International Airport?
34%
66%
Yes No
Figure 4.6 Travelled internationally via Davao International Airport
Based on the survey, 34% (89) of the respondents have traveled
internationally via Davao International Airport, while 66% (169) have
not. This data shows that more than half of the respondents have not
used the international portion of the facility.
Question: What is your trip purpose?
7%
93%
Business Non business
Figure 4.7 Trip Purpose
their trip purpose in traveling is for business, while 93% (241) stated
that their trip purpose is non-business or for leisure. This data shows
that most of the respondents travel for entertainment or family outings.
Question: How early do you arrive in the airport before the

departure time?
9%
43%
48%
less than 2 hrs 2hrs≤3hrs more than 3hrs
Figure 4.8 Arrival Time before Departure
they arrive in the airport less than 2 hours, 48% (123) stated that they
arrive more than 2 hours but less than 3 hours, and 9% (23) stated that
they arrive more than 3 hours before the departure time. This data
shows that the majority arrives at the airport for more than 2 hours but
less than 3 hours.
Question: What are the reasons on why you prefer to arrive in

the airport earlier?
11% 16%
39% 34%
Shopping options Food and drink options Exhibitions and entertainment Other
Figure 4.9 Reasons to Arrive Earlier
they will arrive in the airport earlier if there more shopping options
offered, 34% (87) will arrive earlier if there are more food and drink
options offered, and 39% (100) will arrive earlier if there are exhibitions
and entertainments offered. However, 11% (28) of the respondents
stated their other reasons to arrive at the airport, such as they do not
want to miss their flight. This data shows that providing more amenities
and facilities for the users will help improve the passenger experience.
Question: What is your frequently used access mode going to

the airport?
4%
37%
55%
4%
Private vehicle Rental Vehicle Taxi Jeepney then walk
Figure 4.10 Mode of transportation
they use private vehicles going to the airport, 4% (10) stated that they
use rental vehicle going to the airport, 37% (95) stated that they use
taxis, and 4% (12) stated that they use jeepney going to the airport
highway and then walk to the terminal building. This data shows that
most of the respondents use private vehicles as their mode of
transportation going to the airport. The airport today is anti-poor for
there are no other modes of transportation available but private vehicles
and taxis.
Question: What guided you in the airport as your wayfinding?
22%
45%
5%
28%
Signages Landmarks Radio information Information screens
Figure 4.11 Wayfinding Guide
signages guide them in the facility, 28% (115) stated that landmarks
guide them in the facility, 5% (21) stated that radio information guides
them in the facility, and 22% (89) stated that information screens guide
them in the airport. This data shows that next to signages, passengers
are guided in places by landmarks. With this, the proponent will
incorporate Filipino culture as a landmark in the facility.
Question: Do you have knowledge with regards to Mindanao

culture?
31%
69%
Yes No
Figure 4.12 Mindanao Culture knowledge
they do not know the Mindanao culture, while 31% (80) stated that they
have. This data shows that more than half of the respondents do not
know about the Mindanao culture. Thus, incorporating it in the facility
will help promote it and will provide new knowledge for the passengers.
4.3.2 Questions about the different Filipino behaviors in airports
Question: Do your friends/relatives accompany you going to

the airport?
always 92
sometimes 61
often 52
seldom 25
never 28
0 20 40 60 80 100
Figure 4.13 Filipino behavior of accompanying in the airport
Based on the survey, 36% (92) stated they get accompanied in
the airport always, 24% (61) gets accompanied sometimes, 20% (52)
gets accompanied often, 10% (24) gets accompanied seldom, and 10%
(28) never gets accompanied going to the airport. This data shows that
most of the Filipino passengers are being accompanied by going to the
airport. Thus, an area where people can bond with their loved ones
must be provided.
Question: Do your friends/relatives fetch you when arriving at

the airport?
always 120
sometimes 45
often 50
seldom 17
never 26
0 20 40 60 80 100 120
Figure 4.14 Filipino behavior of fetching in the airport
Based on the survey, 47% (120) of the respondents stated they
always get fetched in the airport when arriving, 17% (45) gets fetched
sometimes, 19% (50) gets fetched often, 7% (17) gets seldom, and 10%
(26) never gets fetched when arriving in the airport. This data shows
that most of the Filipino passengers are being accompanied by going
to the airport. Thus, a meeters and greeter area must be provided.
Question: Do you walk side by side with your companion?
always 102
sometimes 77
often 47
seldom 17
never 15
0 20 40 60 80 100 120
Figure 4.15 Filipino behavior of walking side by side
they always walk side by side, 30% (77) walk side by side sometimes,
18% walk side by side oftentimes, 7% (17) walk side by side seldom,
and 5% (15) never walk side by side with their companion in the facility.
This data shows that most of the Filipino passenger walk side by side
in the facility. Thus, hallways must be broad enough not to cause
passenger traffic.
Question: Do you rush in line in the boarding gate when the

boarding time begins?
always 30
sometimes 61
often 66
seldom 49
never 52
0 10 20 30 40 50 60 70
Figure 4.16 Filipino behavior of rushing in line
they always rush inline in the boarding gate, 24% (61) stated they
sometimes rush in line, 26% (66) stated they rush in line oftentimes,
19% (49) stated that they rush in line seldom, and 19% (52) stated that
they never rush inline in the boarding gate when the boarding time
begins. This data shows that most of the Filipino passenger rush in the
boarding gate. Thus, adequate space in the area and a proper
bottleneck to control the passenger efficiently must be considered in
planning the facility.
Question: Do you wait near the boarding gate?
always 95
sometimes 56
often 69
seldom 28
never 10
0 20 40 60 80 100
Figure 4.17 Filipino behavior of waiting near the gate
they always wait near the boarding gate, 22% (56) stated that they
sometimes wait near the boarding gate, 26% (69) stated that they wait
near the boarding gate often, 11% (28) stated that they seldom wait
near the boarding gate, and 4% (10) stated that they never wait near
the boarding gate. This data shows that most of the Filipino passengers
wait near the boarding gate. Thus, an adequate number of chairs must
be provided near the boarding gate, and retail or food options must be
provided near the boarding gate.
Question: Do you buy items such as pasalubong in the

airport?
always 27
sometimes 51
often 54
seldom 74
never 52
0 10 20 30 40 50 60 70 80
Figure 4.18 Filipino behavior of buying pasalubong
they always buy items such as pasalubong in the airport, 20% (51)
stated that they buy there sometimes, 21% (54) stated that they buy
there oftentimes, 29% (74) stated that seldom buy there, and 20% (52)
stated that they never buy items in the airport. This data shows that
most of the Filipino passengers buy items at the airport. Thus,
commercial spaces for different choices of retail outlets and local outlets
must be provided.
Question: Do you practice Filipino Time (being late) in the

facility?
always 6
sometimes 32
often 33
seldom 55
never 132
0 20 40 60 80 100 120 140
Figure 4.19 Filipino behavior of being late
Based on the survey, 2% (6) of the respondents stated that they
always practice Filipino Time (being late) in the facility, 12% (32) stated
that they sometimes practice it, 13% (33) stated that the practice it
oftentimes, 21% (55) stated that they seldom practice it, and 52% (132)
stated that they never practice Filipino Time in the airport. This data
shows that most of the Filipino passengers do not practice being late at
the airport. However, proper design of pedestrian flow must be
considered to improve passenger experience and reduce pedestrian
traffic.
Question: Do you use your phones and devices while walking

in the airport?
always 85
sometimes 87
often 41
seldom 25
never 20
0 20 40 60 80 100
Figure 4.20 Filipino behavior of using cellphones while walking
Based on the survey, 33% (85) stated that they always use their
phones and devices while walking in the airport, 34% (87) stated that
they sometimes use their devices while walking, 16% (41) stated that
they use their devices often while walking, 10% (25) stated that they
seldom use their devices while walking, and 8% (20) stated that they
never use their phones and devices while walking in the airport. This
data shows that most of the Filipino passengers are distracted while
walking in the facility. Thus, less obstruction and free flow design must
be incorporated into the facility to avoid passenger traffic.
Question: Do you take pictures or selfies in the airport?
always 51
sometimes 73
often 44
seldom 42
never 48
0 10 20 30 40 50 60 70 80
Figure 4.21 Filipino behavior of taking pictures
they always take pictures or selfies in the airport, 28% (73) stated that
they sometimes take pictures, 17% (44) stated that they take pictures
oftentimes, 16% (42) stated that they take pictures seldom, and 19%
(48) stated that they never take pictures or selfies in the airport. This
data shows that most of the Filipino passengers may cause pedestrian
traffic when they stop to take pictures. Thus, adequate space in the area
must be considered to avoid congestion
Do you make a circle whenever you are talking to your friends?
always 21
sometimes 62
often 66
seldom 42
never 67
0 10 20 30 40 50 60 70
Figure 4.22 Filipino behavior of pakikisama
they always make a circle when talking with friends in the facility, 24%
(62) stated that they sometimes make a circle when talking, 26% (66)
stated that they often make a circle when talking, 16% (42) stated they
seldom make a circle when talking, and 26% (67) stated that they never
make a circle when talking with friends in the facility. This data shows
that most of the Filipino passenger practice the behavior of pakikisama
and occupies a prominent space whenever they make a circle with their
company. Thus, the Level of Satisfaction (LOS) of the International Air
Transport Association (IATA) must be considered in planning to know
the adequate space that passengers need in different areas of the
facility.
4.3.3 Questions about Davao International Airport passenger experience
Question: What do you like about Davao International Airport

compared to other airports you have been to?
Nothing 5
Comfortable 112
Relaxed 81
Safe 184
Close to home/city 157
Not as busy 109
Spacious and open 49
Small 46
Clean 164
Easy access/to get around 149
0 50 100 150 200
Figure 4.23 Davao International Airport advantages compared to other
airports
Based on the survey, most of the respondents agreed that
Davao International Airport has advantages compared to other airports
they have been. These advantages are ranked accordingly: 71% (184)
stated that it is Safe, 64% (164) stated that it is Clean, 61% (157) stated
that it is Close to home or city, 58% (149) stated that getting around is
easy, 43% (112) stated that it is Comfortable, 42% (109) stated that it
is not as busy, 31% (81) stated that it is relaxed, 19% (49) stated that it
is Spacious and open, and 18% (46) stated that it is Small. However,
2% (5) stated that they have nothing to like in the Davao International
Airport compared to another airport they have been. This data shows
that even though the facility is experiencing congestion and other
problems, it still has advantages.
Figure 4.24 Davao International Airport facility services rating based on
customer satisfaction
Based on the survey, the respondent's rating with the facility
services of the Davao International Airport is 3.04 out of 5 stars. The
rating system was divided into six different facility services based on the
International Air Transportation Association's (IATA) global passenger
satisfaction survey. The rating of the different attributes are the
following: Overall check-in rating is 2.94 out of 5 stars, overall security
rating is 3.14 out of 5 stars, overall convenience rating is 2.97 out of 5
stars, overall ambiance rating is 3.10 out of 5 stars, overall basic
facilities rating is 3.01 out of 5 stars, and overall mobility rating is 3.16
out of 5 stars. With these results, the overall facility services of Davao
International Airport are 3.04 out of 5 stars. This data shows that the
passengers rating in the facility is most likely neutral.
4.3.4 Questions about the stressors in the Davao International Airport
Figure 4.25 Davao International Airport passenger efficiency rating
Based on the survey, the respondent's rating with their
passenger experience in the Davao International Airport is 3.31 out of
5 stars. The passenger journey in the survey consisted of 8 areas. The
rating of these areas is the following: Entrance experience is 3.29 out
of 5 stars, Payment experience is 3.33 out of 5 stars, Check-in
experience is 3.12 out of 5 stars, Bag drop experience is 3.48 out of 5
stars, Security experience is 3.24 out of 5 stars, Border control or
immigration experience is 3.46 out of 5 stars, Arrival experience is 3.36
out of 5 stars, and Parking experience is 3.24 out of 5 stars. With these
results, the overall passenger experience rating in the Davao
International Airport is 3.31 out of 5 stars. This data shows that the
passengers' experience is neutral; they are between being satisfied and
unsatisfied. However, the proponent can help improve the passenger
experience by improving the passenger flow.
Question: Which of the following makes you feel stressed and

worried at an airport?
Never felt stressed in the airport
Other 13
The employees 52
Long queues 113
Lack of airport facilities 93
No available seats 115
Controlling/looking after children 35
Getting lost in the airport 72
Finding somewhere to park 50
Catching my connecting flight 66
Getting searched 59
Not knowing where my gate is 107
Not getting to my gate on time 106
Missing my flight 135
Flight being delayed 227
0 50 100 150 200 250
Figure 4.26 Stressors in the airport
Based on the survey, not one of the respondents will never feel
stressed in the Davao International Airport. The following stressors that
make passengers worried and stressed in the facility are ranked
accordingly: 88% (227) agreed to their flight being delayed, 52% (135)
agreed to missing their flight, 45% (115) agreed to having no available
seats, 44% (113) agreed to long queues, 41% (107) agreed to not
knowing where their gate is, 41% (106) agreed to not getting to the gate
on time, 36% (93) agreed to lack of airport facilities, 29% (50) agreed
to finding somewhere to park, 28% (72) agreed to get lost in the
airport, 26% (66) agreed to catch their connecting flight, 23% (59)
agreed to get searched, 20% (52) agreed to the employees, and 14%
(35) agreed to control or to look after children. While 5% (13) stated that
other reasons would make them feel stressed in the airport, such as
their companion's behavior. This data shows that many stressors can
be found in the facility. These problems may lead to a lousy passenger
experience; thus, the stress must be addressed.
Question: Which of the following do you think would improve your

expeerience in airports?
better airport facilities 148
supervised children's entertainment area 100
more signposts or signages 144
more landscapes in the facility 114
more shopping choices 101
easier access to gates 109
more relevant and frequent flight updates 149
less people 74
access to a lounge 127
quiet and peaceful environment 125
more check in desks 120
first class facilities regardless of class 128
more and better seats 173
cheaper and nicer food 161
less queuing 148
0 20 40 60 80 100 120 140 160 180
Figure 4.27 Factors to be considered to improve airport experience
Based on the survey, the respondents agreed that there are
factors that can be considered to improve their stress caused by the
stressors of the airport. These factors that would improve their
passenger experience are ranked accordingly: 67% (173) agreed to
more and better seats, 62% (161) agreed to cheaper and more delicate
food, 58% (149) agreed to more relevant and frequent flight updates,
57% (148) agreed to better airport facilities, 57% (148) agreed to less
queueing , 56% (144) agreed to more signposts or signages, 49% (127)
agreed to access to a lounge, 49% (128) agreed to first class facilities
regardless of class, 48% (125) agreed to quiet and peaceful
environment, 46% (120) agreed to more check in desks, 44% (114)
agreed to more landscapes in the facility, 42% (109) agreed to more
accessible access to gates, 39% (101) agreed to more shopping
choices, 39% (100) agreed to supervised children's entertainment area,
and 28% (74) of the respondents agreed to have fewer people would
improve their experience. This data shows the different considerations
to be followed to improve the passenger experience and stress of the
airport users.
4.3.5 Questions about the Route and Activity Location
Question: Do you plan your activities in the airport before

doing it?
32%
68%
Yes No
Figure 4.28 Planning airport activities beforehand
they do not plan their activities before doing it and 68% (176) stated that
they plan their activities before doing it. This data shows that most of
the Filipino respondents are planning their activities.
Question: In what orientation do you prefer when walking?
15%
85%
Right Left
Figure 4.29 Walking orientation
they prefer walking on the left side, and 85% (220) stated that they
prefer walking on the right side. This data shows that most of the Filipino
respondents prefer walking on the right.
Question: How long do you usually stay in the airport?
11%
33%
56%
less than 2 hrs 2hrs ≤ 3hrs more than 3 hrs
Figure 4.30 Duration time staying in airports
they usually stay in the airport less than two hours, 33% (85) stated that
they stay in the airport more than two hours but less than three hours,
and 11% (28) stated that they stay in the airport for more than three
hours. This data shows that most of the Filipino respondents are staying
in the facility for less than two hours.
Question: In what time of the day or week do you prefer when

travelling?
32%
51%
17%
Morning Afternoon Evening
Figure 4.31 Preferred travel time
they prefer traveling in the morning, 17% (44) stated that they prefer
traveling in the afternoon, and 32% (82) stated that they prefer traveling
in the evening. This data shows that most of the Filipino respondents
prefer traveling in the morning.
Question: Is visibility an important factor when choosing your

routes?
8%
92%
yes no
Figure 4.32 Importance of visible route
visibility is not an essential factor in choosing their routes while 92%
(237) stated that visibility is vital in choosing their routes. This data
shows that most of the Filipino respondents agree that visibility is an
essential factor in choosing their routes.
Question: Is travel time (walking time + waiting time) an

important factor in queuing?
0%
100%
yes no
Figure 4.33 Importance of travel time
Based on the survey, all of the 258 respondents stated that
travel time (walking time plus waiting time) is an essential factor in
queueing. This data shows that all of the Filipino respondents agree
that travel time is essential.
Question: Is the walking distance a factor for choosing your

route?
20%
80%
yes no
Figure 4.34 Importance of distance
the walking distance is not a factor when choosing their routes, and
80% (206) stated that walking distance is essential. This data shows
that most of the Filipino respondents agree that walking distance is
important
4.4 PRESENTATION OF RESULTS ACQUIRED FROM OCULAR INSPECTIONS /
OBSERVATIONS
Ocular inspections will be conducted in existing Airport facilities in the
Philippines that are catering to both domestic and international flights. In-depth
observations and findings will help the research formulate and synthesize architectural
design solutions or techniques based on the negative and positive conclusions
gathered during the thorough site visits. These ocular inspections will serve as a basis
for designing the redeveloped Davao International Airport. First ocular inspection in
Ninoy Aquino International Airport Terminal 1, 2, 3, and 4 were conducted on August
2, 2019, at around 5 A.M. until 3 P.M. and October 22, 2019 at around 12 A.M. until 2
A.M. Second ocular inspection in Mactan-Cebu International Airport Terminal 1 and
two were conducted on July 30, 2019, at around 7 A.M. until 4 P.M and January 17,
2020 at around 8 P.M. until 9 P.M. Lastly, ocular inspection in Davao International
Airport was conducted numerous times in order understand the facility better and to
observe different behaviors of the passengers.
4.4.1 Ocular Inspection in Ninoy Aquino International Airport Terminal 1, 2, and

3 in Pasay, 1300 Metro Manila
Space and Figure Observations and Findings
The departure lobby of Terminal 3
offers several self-check-in
technologies to help reduce the
passenger traffic. The lobby is
providing natural sunlight with the
use of sunroof. The lobby is also
Figure 4.34 Departure Lobby spacious and has a free-flow design.
The retail stores and food outlets are
located in this section of the
departure lobby in Terminal 3.
Waiting seats and other services are
provided, such as massage area
and security desk. The area is also
Figure 4.35 Passenger Holding Area spacious.
The retail stores and food outlets are
located in this section of the
departure lobby in Terminal 3.
Waiting seats and other services are
provided such as massage area and
security desk. The area is also
Figure 4.36 2nd Floor Balcony spacious.
This restricted area in Terminal 3 is
separated with glass and
landscapes. Space is spacious and
offers several immigration counters
to help reduce the passenger
waiting time.
Figure 4.37 Departing Immigration Area
Terminal 3 is offering modern
technologies such as this full-body
scan. It is also for suspicious
suspects or passengers who will not
remove any clothing like the
Muslims.
Figure 4.38 Security
After the last security check-in
Terminal 3, the pre-departure lobby
will offer different choices of food
and retail outlet. The area is also
spacious and offers several seats.
Figure 4.39 Pre-departure Lobby
The Terminal 3 of the airport facility
is providing several boarding gates.
The facility has an ample space
exceeding 300 meters, but there are
no walkalators provided to aid the
passengers.
Figure 4.40 Departure Gates
In Terminal 3, the journey is going to
the boarding gate, the passengers
will pass by the scenery of outdoor
landscapes and natural light.
Figure 4.41 Boarding Gate
In the arrival area of Terminal 1, they
provided baggage assistance
counter for the concerns of the
tourists, such as losing their bags.
The area also offers some luggage
carts for the passengers.
Figure 4.42 Baggage Assistance Counter
This restricted area in Terminal 1
offers many immigration counters to
lessen the passenger traffic. There
is a separate way for the employees
and admins of the facility in the side
of the area
Figure 4.43 Arriving Immigration Area
The area is spacious and offers
signages presented in different
languages. Space is providing full
windows to have a vision outside the
terminal and to have natural light.
Figure 4.44 Terminal 1 Arrival
This lounge in Terminal 1 is for the
VIP such as the president, senators,
ambassadors, and even
international stars. This lounge also
has different access to the boarding
gate and arrival.
Figure 4.45 Dignitaries Lounge
This facility in Terminal 1 is for
young children. This is commonly
used when the passengers have
adequate time before the departure,
and the children are left here to play.
Figure 4.46 Kiddie Lounge
This area is used by the employees
and admins of the airport. It also
offers natural sunlight and
architecture or Ar. Leandro Locsin in
the building can be seen.
Figure 4.47 Service Hallway
The departure lobby of Terminal 1 is
spacious and has a building
character. The check-in counters
are using the CUTE system to be
more efficient.
Figure 4.48 Departure Lobby
The pre-departure lobby of Terminal
1 is offering different kinds of
international and signature retail
outlets since it is an international
terminal. It caters the users who are
commonly tourists.
Figure 4.49 Pre-departure Lobby
The space is significant, and the
bags from the carousel are coming
from the conveyor below to
maximize the space in the area. The
adequate number of trolley carts are
also provided in the area.
Figure 4.50 Arrival Area of Terminal 1
This area is present in Terminal 1.
Non-passengers are not allowed to
proceed beyond this point. In the
second floor, there is a waiting
lounge and offers various food
options.
Figure 4.51 Greeters and Meeters Area
This area is provided to organize the
vehicular traffic in the Terminal 2 of
Ninoy Aquino International Airport.
Security personnel is assigned in
the area to make sure that vehicles
will not stay for more than 10
Figure 4.52 Waiting Bay in Terminal 2 minutes.
Upon arriving at the Terminal 4 of
Ninoy Aquino International Airport,
passengers have to walk a certain
distance in order to get to the
passenger terminal building due to
the absence of a jet bridge.
Figure 4.53 Terminal 4 Apron
Terminal 4 of Ninoy Aquino
International Airport is the first
terminal built out of four as of today.
Thus, its facilities and spaces are
lacking compared to the other
terminals of the airport.

Figure 4.54 Terminal 4 Arrival Gate
Ninoy Aquino International Airport’s
Terminal 4 is used today as a
budget terminal. Its baggage
reclaim area is cramped and the
ceiling height of the building is low.
Figure 4.55 Terminal 4 Baggage Reclaim
Table 4.1 Ocular Inspection in Ninoy Aquino International Airport
4.4.2 Ocular Inspection in Mactan-Cebu International Airport in Lapu-Lapu City,
6016 Cebu
In the arrival area of Terminal 1, it is
a bit cramped and has a low ceiling
except in the exit, but several
luggage carts are readily available.
Also, an information desk with
different languages is provided
Figure 4.56 Terminal 1 Arrival Area there to help the passengers.
This space is provided outside the
arrival area to provide a facility for
the families who will fetch a
passenger. A Jollibee store is
located inside the area to offer food
for the users. A glass wall also
Figure 4.57 Meeters and Greeter Area separates the area. Thus, the users
have direct visibility in the baggage
claim area.
Different modes of transportation
are available outside the arrival area
of terminal 1. The different vehicles
are categorized into different zones
by several loading bays. This area
helped the environment by not
cutting the large tree located in the
Figure 4.58 Arrival Area Transport Hub middle but considered it into the
design.
A waiting bay for the taxis is
provided near the transport hub in
terminal 1 to control the ingoing and
outgoing taxis. One of the principles
of the new management is to
provide an adequate number of taxis
for passengers since the airport is
Figure 4.59 Taxi Bay located far from the city.
The stairs going to the departure
area from the arrival area in terminal
1 is not accessible to all, especially
to Persons with Disability. However,
this is due to the ongoing
redevelopment of the terminal 1,
Figure 4.60 Stairs which will be finished by the end of
2019.
The Mactan Cebu International
Airport offers different modes of
transport for the people. Five waiting
bays drop off area, and an airport
bus is provided for those who will
transfer from one terminal to
another. PUVs and taxis are also
Figure 4.61 Mode of Transport available in the terminal.
The departure area in terminal 1
offers several luggage carts in the
entrance and airport personnel to
assist. However, the drop off area is
taking one side of the two-lane road.
Thus, it is causing traffic and
families are not able to bond
Figure 4.62 Terminal 1 Departure because they make a rush
Entrance
The office of the Civil Aviation
Authority of the Philippines (CAAP)
in Mactan-Cebu International Airport
(MCIA) is located in the middle of
terminal 1 and terminal 2. While the
office the Mactan Cebu International
Figure 4.63 CAAP Cebu Airport Authority (MCIAA) is located
in the crown regency airport hotel,
and the office of the GMR
management is located in terminal
2.
Outside the arrival of terminal 2, a
covered smoking area is provided in
the park. Also, the design concept or
waves is applied in the chair s of the
facility.
Figure 4.64 Smoking Area
The departure lobby of terminal 1 is
small, but it is full. It only has a small
ceiling height also. The waiting area
in the departure lobby is small, and
other passengers sit on the floor or
their luggage due to lack of seats.
Figure 4.65 Terminal 1 Departure Lobby However, ATMs and retail stores are
available in the area.
The boarding gate of terminal 1
offers a wide range of options for the
passengers may it be food or retail
store. The area also offers several
seats for the waiting passenger,
ATMs, and chargeable stations for
Figure 4.66 Terminal 1 Boarding Gate the passengers.
The comfort room in the pre-
departure of terminal 1 is
redeveloped and is made to be
modernized. The hallway is
adequate, wherein people with bags
or people in wheelchairs can enter
Figure 4.67 Comfort Room without causing passenger traffic.
The roof of the terminal 1 is covered
with solar panels to harness
electricity and eventually use it in the
facility. With this, the facility will save
energy by reducing the power usage
of the terminal.
Figure 4.68 Terminal 1 Roof
The arrival area of the terminal 2
offers a high ceiling and open space
for more exceptional passive
ventilation. It is spacious, and its
purpose is to provide an area for the
different modes of transport in
Figure 4.69 Terminal 2 Ground Floor terminal 2.
The check-in counter of the terminal
2 is using the Common Use
Terminal Systems (CUTE) for better
efficiency. The area is also spacious
and offers a high ceiling with a
massive structure for a better local
Figure 4.70 Check-in Counter feel.
The immigration area of terminal 2 is
separated by a transparent glass
wall to have visibility. It also offers
several immigration counters to
ease the operation. The roof in the
interior is massive and promotes a
Figure 4.71 International Departures local feeling. Also, the roof is
offering sunroof to provide natural
lighting.
The entrance of the departure area
is divided into 2 to avoid pedestrian
traffic. The entrance offers a foyer
wherein the first security check
takes place. Also, the information
screen and signages in different
languages are provided near the
Figure 4.72 Terminal 2 Departure entrance.
The terminal 2 of the Mactan Cebu
International Airport has a building
character. The building's concept is
a wave, and it is applied throughout
the facility.
Figure 4.73 Terminal 2
The drop-off area for the
international departure is spacious
and offers a proper loading and
unloading bay. The area offers
many luggage carts, smoking area,
and there is a 100meter walk going
to the terminal. However, the bridge
Figure 4.74 International Departure Drop is covered, and it is not hot in that
off area.
The meet and greet area of the
Mactan Cebu International Airport
Terminal 1 is located between the
domestic and international arrival
door. The area also has an open
plan design so that activities can be

Figure 4.75 Meet and Greet Area done there.
The smoking area in the airside of
Terminal 1 is located in the endmost
part of the terminal and has a open
ventilation so that the smoke will not
enter the facility.
Figure 4.76 Smoking Area
The food court at the airside of
terminal 1 is situated at the center of
the right wing and tables and chairs
are inside the area while the food
court of the left wing eats up some
spaces due to the lack of space.

Figure 4.77 Food Avenue
After the redevelopment of the
airport, baby care or childcare
rooms are present in different parts
of the terminal so that individuals
that are travelling with a child will
have their comfort without minding

Figure 4.78 Baby Care other people.
The transit hall of Mactan Cebu
International Airport’s Terminal 1 is
strategically located in the middle of
the domestic and international area
of the building. The passage going
to the departure hall is located

Figure 4.79 Transit Hall beside.
The departure curb of the terminal is
converted into an open plan with
fresh ventilation. The area is called
the airport village, wherein
passengers can interact with each
other the same in a village setting.

Figure 4.80 Departure Curb
Table 4.2 Ocular Inspection in Mactan-Cebu International Airport
4.4.3 Ocular Inspection in Davao International Airport in Buhangin, Davao City
The office of the admin and the Civil
Aviation of the Philippines is located
in the rightmost part of the facility
besides the cargo terminal. The
control tower is also located there to
have a full vision or the runway and
terminal.
Figure 4.81 CAAP Davao
The pathway going to the admin
building is located far away from the
terminal building. The pathway is
covered, and undeveloped
surroundings can be seen. The
slope is steep and is not following
the rule of 1-meter height and 12
meters distance ratio for the sloping
Figure 4.82 Path walk going to the Admin pathway or ramps.
Building
There is another entrance in the
terminal building but is strictly for the
employees, admins, and VIPs such
as politicians and artists. It is
separated from the public view and
has a different exit from the arrival
Figure 4.83 Terminal Employee Entrance area.
The departure lobby is small and
divided into two: international in the
left side and domestic on the right
side. The ceiling has a sunroof, and
the windows are large to provide
natural light to reduce energy
consumption during daylight.
However, there are not enough
Figure 4.84 Departure Lobby seats offered in the area.
The check-in counters in the Davao
International Airport is causing
passenger traffic and airline
company congestion because there
is no more enough space. The
facility must practice Common Use
Terminal System (CUTE) to be more
Figure 4.85 Check-in Counters efficient. However, only three self-
check-in facilities are available.
The area is cramped, and during
peak days the seats cannot
accommodate all the passengers.
The area also lacks retail and food
options. Thus, there is nothing to do
in the area but to wait.
Figure 4.86 Boarding Gates
In the pre-departure area, a
breastfeeding facility is provided.
Besides that, area is one rocking
chair. The Davao International
Airport lacks facilities for the
passengers need.
Figure 4.87 Breastfeeding Station
The command center is located in
the first area of the building. It is the
one responsible for giving orders
where the plane will park. Thus, it
must have a broad vision of the
facility with no obstruction. Beside
Figure 4.88 Command Center that facility is a flat roof, a sunroof
may be provided to help conserve
energy.
In the journey going to the boarding
gate, only one food option and no
retail stores available. The
standards of the area are not at par
with international standards.
Figure 4.89 International Food Option
This area is for VIPs such as the
politicians, artists, and even the
President. This area is also used for
media coverings. However, due to
these spaces, the departure area
and boarding gates have lesser
Figure 4.90 VIP Lounge space.
After the final security screening in
the general area, the hallway going
to the boarding gate is spacious
compared in the departure area —
however, there no retail options and
not enough seats.
Figure 4.91 International Pre-Departure
One portion of the general boarding
gate area is used for press
conferences due to lack of spaces
and services in the building. The
press cons of President Duterte in
the airport is conducted here.
Figure 4.92 International Boarding Gate
The immigration counter only has
three counters that can cater the
passengers. During peak days, it
may cause passenger traffic.
However, the facility provides
natural sunlight and three automatic
Figure 4.93 Arrival Immigration Area immigration services for faster
transactions.
The domestic and international area
only has two conveyors each. The
height of the ceiling to floor in the
area is only low. The international
arrival area is spacious compared to
domestic due to a small number of
Figure 4.94 Arrival Area passengers.
There are various government
offices located in the corner of the
facility. Most of these agencies are
for safety and the environment.
Figure 4.95 Government Offices
In the front portion of the departure
area, various airline agencies are
available and eating up the spaces
in the lobby along with this, our
seats for the waiting passengers.
The facility is also providing natural
Figure 4.96 Airline Agencies sunlight with its large windows.
The cargo terminal building in the
Davao International Airport is
deteriorating and is not at par with
international standards. The
building is old and is experiencing
many problems.
Figure 4.97 Cargo Terminal
The entrance of the cargo terminal
is cramped and is not clean. The
facility is not yet developed and is
not aesthetically pleasing.
Figure 4.98 Entrance of Cargo Terminal
The office of the Philippine Airlines
in the cargo terminal is small. The
terminal is not following specific
standards and guidelines. Also, the
surrounding is not maintained.
Thus, it must be upgraded.
Figure 4.99 Office of Philippine Airlines
This is the view from Davao
International Airport’s Air Traffic
Control (ATC) Tower. The structure
is located wherein authorities can
see the entire airside area of the
airport.
Figure 4.100 View from ATC
The Airport Rescue and Firefighting
of the Davao International Airport is
a category 9 under the ICAO’s
standards. The different equipment
of the personnel is updated but their
facility is deteriorating.
Figure 4.101 ARFF
Table 4.3 Ocular Inspection in Davao International Airport
4.4.4 Ocular Inspection in Suvarnabhumi Airport in Samut Prakan 10540, Thailand
After deplaning the aircraft, the
building structure of the airport can
be seen from the loading bridge with
its one-way vision flex vinyl film that
can reduce harshness of the
sunlight.
Figure 4.102 Boarding Tube
The building identity of the terminal
pier’s roof can be seen from the
inside. It has a mixture of glass so
that natural light can enter the
facility. Boarding gates for the next
flight are also located in the same
area.
Figure 4.103 Building Identity
The upper floor of the terminal pier
is for departing passengers while
the center is for arriving passengers.
Comfort rooms are available
throughout the journey in the
terminal.
Figure 4.104 Terminal Pier
Walkalators are provided due to the
long distance. The building’s
finishes are just plain concrete with
local art paintings provided in the
walls.
Figure 4.105 Interior Finishes
Large and clear information screens
are provided in the facility with the
airport’s building map for the
passenger’s directory.
Figure 4.106 Information Screens
Large columns and high ceilings
with big directories will welcome you
when entering the immigration and
baggage claim area.
Figure 4.107 Immigration Entrance
Information centers, money
exchange, and duty-free stores are
present in the baggage claim area.
The area is also spacious and offers
a number of baggage cart for the
passengers.
Figure 4.108 Baggage Claim Area
Local store companies and other
shops that the tourist’s need is
present in the arrival area.
Walkalators and escalators are also
provided going upstairs for the
passenger’s baggage.
Figure 4.109 Concessionaires
Large structures and columns, glass
curtain wall, and steel connections
can be seen in the airport’s façade.
Figure 4.110 Façade
The Suvarnabhumi International
Airport is a multi-level story. It is
separating the arrival area and
departure area in order to avoid
counter flow of passengers.
Figure 4.111 Multi-levels of the Airport
The public car parking building is
located across the passenger
terminal building and is connected
by a pedestrian bridge.
Figure 4.112 Public Car Parking Building
The Air Traffic Control (ATC) tower
of the airport is situated far from the
runway but it is elevated 132.3
meters from the ground in order to
have a vision for the whole airside of
the airport.
Figure 4.113 Air Traffic Control (ATC)
In the departure area level of the
airport, the roads are separated for
the private vehicles and public
transport vehicles in order to reduce
vehicular traffic.
Figure 4.114 Departure Curb
The walkway in the departure curb
is spacious and is protected by the
roof structure of the airport against
different weather conditions.
Figure 4.115 Departure Curb Walkway
In the departure curb, bollards are
present in the pedestrian bridge
leading to the entrance in order to
prohibit vehicles in the said area.
Figure 4.116 Bollards
The departure hall offers a high
ceiling and a building identity. The
roof structure offers sunroof in order
to allow natural light in the facility
and to lessen light consumption in
daylight.
Figure 4.117 Departure Hall
Waiting area and seats are provided
for the passengers who are waiting
for their check-in gates to be open in
the side of the terminal.
Figure 4.118 Waiting Area
High technology self-service check-
in desks are provided throughout the
departure hall in order to reduce
waiting time and pedestrian traffic.
Figure 4.119 Self-service Counters
The check-in counters of the airport
are using the Common Use
Terminal Equipment (CUTE) system
to optimize the passenger flow and
reduce waiting time.
Figure 4.120 Check-in Counters
Large local art landmarks can be
found in different parts of the
departure hall as a means of
wayfinding for the passengers.
Figure 4.121 Art Sculptures
The international departures are
located in the upper floor. Large
hand carry baggage more than 7
kilograms cannot enter the area.
Figure 4.122 International Departures
After going up to the security check,
passport control area is located in
the lower floor. Thus, passengers
will use the escalators again to
proceed.
Figure 4.123 Passport Control Area
Passport control area is separated
in two sides, for foreigners and Thai
passport holders. The queuing
system is using the snake line for
faster transactions.
Figure 4.124 Snake Queue
After passing through every security
checks, baggage cart or trolley are
provided to assist the passengers
with their baggage in the long-
distance walk.
Figure 4.125 Push Carts
Wayfinding such as signs with travel
time and local art sculptures are
provided in the boarding area hall to
help the passengers.
Figure 4.126 Wayfinding
Signature shops and local shops will
welcome international departing
passengers in the boarding hall.
Large information screens and
directory is also provided.
Figure 4.127 Boarding Hall
The boarding gate is located in the
lower floor and push carts are
prohibited in that area. The airport’s
building identity can also be seen
throughout the journey.
Figure 4.128 Airport Pier
Ramps and stairs are provided
going down to the boarding gate to
accommodate every passengers.
Figure 4.129 Boarding Gate Ramps
The boarding gate is spacious and
offers a great number of seats to
cater the number of passengers who
will board the aircraft.
Figure 4.130 Boarding Gate
Table 4.4 Ocular Inspection in Suvarnabhumi Airport
4.5 ANALYSIS, INTERPRETATION AND RECOMMENDATIONS
4.5.1 Analysis Based on Filipino Activities in Davao International Airport
Facilities
The different facilities of Davao International Airport are presented to show
what findings and activities were found that can serve as a guideline in the planning of
the airport facility. The aspects presented below were observed from ocular
inspections and related literatures.
Spaces Findings Filipino Activities Architectural
Solution
The current terminal Check-in and Must be easily
Terminal is already congested baggage handling accessible to the
especially on peak users under BP 344
hours or days. Waiting for the flight
and arriving from the The terminal should
Some of the facilities flight be planned to cater
are not at par with the forecasted
international Drop-off and number of
standards and does security screenings passengers in 2049
not give satisfaction which is 8 million
or efficiency to its Transportation passengers
users. access
The design concept
of Ar. Leandro
The terminal has no Buying of Locsin must be
more space to offer pasalubongs preserved under
for rentable areas R.A. 10026
The facility should
have linear
arrangement for
check-in counters in
order to give a
sense of direction
Offices must be
located away from
the flow of
passengers to
preserve the sense
of continuity in the
facility
The area for the Meeters and greeter Warehouse 1/28 sq.
Parking Area parking spaces in area is located in the m. of sales floor
the facility can be front portion of the area plus 1/135 sq.
used for car rentals parking m. of storage area
and should be near and 1/45 sq. m. of
to function areas Parking monitoring office floor area
and rentals
There are too many Locate parking at
parking spaces least 25 meters from
provided the terminal for
safety
Park 40/field
Mall 1/35 sq. m. of
floor area
Terminal 1/150 sq.
m. gross floor area
Restaurant 1/5 seats
plus 1/9 sq. m.
service area
The existing single Landing, take-off, A single runway can
Runway and runway of Davao enplaning, still handle the
Taxiway International Airport deplaning, and demand, but parallel
can only taxiing taxiways must be
accommodate 30 provided to improve
landing and take-off the maximum flights
flights per hour that it can cater per
hour
Aircrafts landing in
runway 23 try as
much as possible to
reduce speed in
order to avoid
making a U-turn at
the end of the
runway due to the
lack of a parallel
taxiway
Prolonged sitting Working, financing, The environment
Offices and exposure to planning, managing, must have natural
computers due to and accorporating lighting to promote
workers usually the airport system. productivity in the
spending 8 hours a area.
day in a compact Entertaining
workspace inquiries of other Color psychology
environment passengers must be
incorporated to
reduce the stress in
the area and
improve positive
feelings.
A mall will be Shopping, eating, Bridge or modes of
Malls provided that is strolling, and transportation that
accessible to the relaxing. connects to terminal
terminals so that and offices
families can bond in
the facility Rentable spaces
must be limited to
Transportation must food options and
be accessible retail for security
reasons.
Working personnel Workers prepare Preparation area
prepares food for and cook valuing should be located
Food Services aircraft passenger, time and satisfaction near the service
office employee, and of the users areas and separate
other users of the parking for the
facility facility must be
provided with
delivery
transportation to
avoid stress
Table 4.5 Analysis Based on Filipino Activities in Davao International Airport Facilities
4.5.2 Analysis Based on Architectural Characteristics of Davao International
Airport
The analysis presented was observed from different ocular inspections. This
would be essential in guiding the effectiveness of the theory of Normative Pedestrian
Behavior Theory in designing an airport facility.
Considerations Findings Design Concept Architectural
Solution
Several security Promote safety Passenger flow going
Security operations in the design and still to the aircraft must be
facility usually consider the direct and shall avoid
disturbs the passengers public access to air
convenience of the experience of side.
passengers and convenience and
may result to stress efficiency Proper placement of
CCTV’s in places
where most people
and activities are
present like
restaurants and gate
lounges.
Use fire prevention
materials such as
intumescent paints
Whole body scanner
for all kinds of
passengers such as
Muslims who will not
remove clothing
Incorporating proper Proper choice of Vibrant and bright
Color colors will add in the color schemes will colors such as green
overall ambiance help avoid stress and yellow will be
and good and promote applied to give
atmosphere of the positive feelings excitement senses.
facility
Use of proper color
patterns that indicates
direction. Red for
denotations, green for
directional, and yellow
for identifiers
People are drawn
towards warm colors
and light, so it can be
used to pull people in
one direction
Lighting may Providing proper Provide large windows
contribute or help natural lighting and openings in the
Lighting address the stress within the spaces facility to offer natural
and productivity of and facilities will light and reduce
the passengers help reduce stress energy consumption
and increase during daylight
Proper use of productivity
lighting can help Provide covered
relieve the walkways or shade in
passenger’s stress outdoor spaces to
promote pedestrian
friendly spaces
Use of sun or solar
roof in the terminal in
order to provide
natural lighting during
the day
Use of laminated and
tempered glass so that
safety will not be
sacrificed
Airports being a The structure must Preserving the design
Theme gateway in entering have an concept of Ar. Leandro
a city or country can architectural Locsin of a Philippine
show the symbol, character that is Eagle as a design
icon, or the culture an icon or that inspiration
of an area to be the symbolizes the
first or last city or culture. Provide landscapes
impression and parks that can be
a relaxing view but
avoid trees that can
attract the birds
Provision of landmarks
in the facility as a
mean to wayfinding
and incorporating the
Filipino culture in it
The terminal The facility must Admin and terminal
Circulation building today is apply free flow offices must be
experiencing design to have located away from the
congestion efficient flow of the pedestrians
especially during pedestrian flow in
peak hours due to lobbies or open Linear pattern gives
bad circulation and spaces passenger a sense of
congested spaces place and direction
Private and public
circulation must be Provide universal
separated to avoid signages with at least
passenger traffic three languages
(English, Chinese, and
Filipino)
Table 4.6 Analysis Based on Architectural Characteristics
4.5.3 Analysis Based on Stressors of the Filipino Passengers
The analysis presented were categorized based on the stressors experienced
by the passengers according to their flow inside the airport terminal both arrival and
departure. Specifically, some stressors point out to the Filipino common problems and
norms. The solutions were made in general using the theory of Normative Pedestrian
Behavior.
Stressors Findings Design Concept Architectural
Solution
Passengers tend to Areas that are Comfort facilities must
Security and experience long designed to be provided including
Check-in queues and wait accommodate the sitting facilities and
time just to pass needs of every luggage carrier near
through security passengers the area
checking areas and especially the
check-ins which elderly, pregnant Separate queueing
usually cause women, and areas for elderly,
stress especially to persons with pregnant women, and
elderly people, disability. persons with disability
disabled and to provide proper
pregnant women. Use of technology assistance and care.
in the 21st century
In security check-in to eliminate paper Provision of self-
areas, removing of from shipping service kiosks and
shoes and other process and to bag-drop to reduce
metallic things in have more long queues
the passenger’s efficient
body also adds passenger journey Use of e-tickets and e-
stress especially with the freight as a new
when you are in a assistance of means of ticketing in
hurry and the some staff the facility to process
person in front of and promote self-
you is slow with Faster and service
moving their things. appropriate
security outpost to Provision of customer
avoid long wait service counters
inside the airport
facility to assist users
with the new
technological
advancements.
Passengers in the Areas should be Providing of several
Waiting for Flight airport usually designed to food stalls and
experience delays accommodate and restaurant options
that will eventually cater the needs of
lead to stress each passengers Private lounges and
providing comfort cubicles for family
gathering and nursery
areas for children
Spaces should Provide individual
help divert and spaces for single
lessen the stress travelers and
caused by the backpackers
delays
Provision of rocking
chairs, reclining chairs
in cubicles and
sleeping lounges
Reading and work
areas and meditation
areas
Provision of potted
plants and nursery
gardens and parks to
promote
environmental
connection
This spaces in the Isolation rooms Provide spaces for
Arrival Areas facility are usually and holding rooms waiting passengers
taken for granted in that is user with facilities like
design due to the friendly and helps sitting to
short period of stay relieve tension accommodate
of passengers in the and stress passengers especially
arrival areas. This elders, pregnant
causes stress Renewed focus on women, and
because it gives bag claims or passengers with
passengers the arrival halls as the disability.
negative effect of passenger’s first
mood and increases impression of the Situate ground
the feeling of surrounding areas transportation close to
tiredness in traveling of the airport. the bag-claim hall for
faster transactions
Passengers Information
experiencing regarding the time Provide souvenir
symptoms of required for shops, craft shops and
sickness, safety arriving bags to retail or food stalls for
threats and reach the luggage pasalubong at the
baggage/cargo conveyors to same time can add
usually being taken reduce prolonged revenue to the airport
to quarantine. standing
Use of signages and
Arrival areas computer aided
should be visuals to monitor the
designed well in arrival of baggage and
accordance to the reduce prolonged
culture of the city standing.
to be able to make
it as a symbol and Provision of airport
welcoming place plaza, mall, and
for new arrivals of recreational spaces
the people near the vicinity of the
airport with the ease of
It should be transportation
designed to
accommodate Provision of lockers
different types of and storage spaces
culture and will for baggage
welcome them
with traditional Emergency
spaces and department including
activities before isolation and hold
leaving the rooms that are
parameters. separated to public
spaces.
The area must
have a proper flow Rooms that have
for arriving visitors anterooms, enclosed
or passengers to gown cabinets,
avoid congestions lavatory, larger area
and delays in with private curtains
getting out an for full gowning, soft
airplane and lighting that is
separated from room
getting their lighting and linoleum
baggage’s easily floor products.
Long waits without Facilities that will Provision of side
Provide Ground proper waiting areas connect terminals stalls, boutiques and
Transportation will cause stress for to other spaces promenade areas to
the passengers valuing time and encourage
comfort of the pedestrianization to
Inconvenience of the users the users at the same
public transportation Encourage time adds revenue to
inside the airport is pedestrianization the airport
common
Use of open Provision of People
Transit and spaces for visibility Mover System or PMS
connecting flights of waiting to connect terminals
transfer from one transportation for transit passengers
terminal to another arrivals
Provision of seating
Natural ventilation facilities and the use
should be of gardens and
accompanied with landscaped to reduce
a natural surrounding stress
environmental and pollution while
design of waiting
terminals, parking
and waiting areas
including
vegetation and
landscaping.
Use of Crime
Prevention
through
Environment
Design (CPED)
Some of the Design interior of Provision of
Fear in flying passengers have the terminal educational areas
Aviophobia or the building that would such as museums,
fear in flying or even make passengers galleries, and
being inside the ready for flying educational tools such
plane. This will and introducing as libraries and
eventually lead to comfort with reading areas,
stress emotionally positive mood to displays or craft shops
and psychologically make them feel to divert the attentions
to a passenger relaxed of people who have
the fear of flying.
Spaces specially
designed for Use of proper mood
people who love color wall painting
enjoyment, including blue for
creative and calming and warm
interested to new effect or lavender to
knowledge thus calm nerves allow
diverting their fear relaxation.
of flying
Table 4.7 Analysis Based on Stressors of the Filipino Passengers
4.5.4 Analysis on the Elements of Normative Pedestrian Behavior Theory Based

on Filipino Behaviors and Foreign Behaviors
The analysis presented were categorized based on the elements of Normative
Pedestrian Behavior Theory wherein the choosing of activity and route choice of the
passengers in the airport terminal for both arrival and departure. The solutions were
made in general using the elements and theory of Normative Pedestrian Behavior.
Elements of
Normative Filipino Foreign Findings Architectural
Pedestrian Behaviors Behaviors Solutions
Behavior
Theory
Orientation Vehicles in the In some The passenger’s Provision of wide
Philippines countries like in orientation hallways to avoid
travel on the Singapore and depends on their pedestrian traffic
right side of Malaysia, country’s and congestions
the road. vehicles drive environment
Thus, most of on the left side where they live. Provision of
the Filipino of the road. proper signages
passengers Some travelers A neutral area in and wayfinding to
are expected then, tend to the airport must avoid
to prefer prefer walking be provided so counterflows
walking on the on the left-side that different
orientation
right-side cultures can be Spaces will be
orientation accommodated accessible to all
users and will
The passenger’s address
direction organizational
depends on their stress
preference
between the left To apply
and right side pedestrianism in
areas like airport
parks and open
spaces
To provide
adequate space
so that there will
be no competition
between users in
the facility
Provision of
spaces that will
encourage more
for sharing and
interacting
Time Spent Filipinos Foreign The passenger’s Temporary
in the practice travelers time spent inside residing place for
Airport Filipino time especially the facility passengers and
everywhere those who depends on the workers with
except in the travel for departure time amenities that
airport. Some leisure and of the aircraft can satisfy the
travelers tend adventure only user’s needs
to arrive in the has a limited Walking and specially during
facility extra time in their waiting time can delayed flights
early before travel. be the reason in
their flight. missing the flight To provide coffee
Some tend to shops, and other
Filipino spend less Missing a flight interactive parks
passengers time in the will have an and spaces to
and travelers airport to impact on give passengers
are influenced maximize their passengers and options in the
by word-of- trip. will cause stress facility
mouth from
their family, Some tired
friends, and foreign
co-workers. travelers tend
to arrive early
in the airport to
rest
Time of Day For some Some foreign Some reasons To provide
or Week Filipino travelers who of the spaces for
travelers, they want to passenger’s on temporary
tend to buy experience the changing their residing place for
their plane culture and routes are the workers and
tickets in festivals of the time of the day users if the flights
advance due Philippines or week due to gets delayed so
to seat sales. tend to travel crowdedness in that they will have
Thus, others during the busy the terminal more comfort on
can not days of the spaces
anticipate the festival. Different choice
crowdedness of route and Control of lighting
of the terminal activity will and noise to
due to not happen during sleeping and
having a peak hours napping spaces
choice of their to imitate night
date of travel. atmosphere for
increase in
relaxation due to
different periods
of day and
nighttime
traveling
Visibility Filipino Some foreign It is important for Use of tempered
travelers are travelers who some and laminated
most are not familiar passengers that glass for visibility
influenced by with the facility their route will to adjacent
other also tend to be visible spaces which can
travelers. follow the route influence time
Some users choice of Passengers will awareness
tend to just others. be tempted to
follow others’ choose more To apply natural
path in the Some foreign visible routes setting more on
facility. travelers do not and locations natural
want too many first landscapes and
Individuals turns in the lighting so that
tend to less facility due to the negative
choose the high chances energy will
routes or ways of losing the change to positive
that is not sense of ones
visible. direction.
Spaces will be
Some Filipinos user-friendly
tend to buy spaces and
items in the amenities
airport facility
whenever they
can pass by a
retail store.
Travel Time Filipinos who Some foreign The time of To provide open
travel with travelers and travel (waiting spaces for
their families passengers do time and walking relaxations and
especially with not want to time) is a vital healthy activities
children wants waste their factor in center to avoid
to arrive in the time on a trip queueing stress and give
boarding gate and so it is awareness to the
as much as important for Most environment
possible. them to know passengers tend
how long it to adjust their Provision of time
Some Filipinos would take activities to and scheduled
tend to them in certain avoid queues maps and
practice the parts of the that can information to
Filipino Time airport process increase their promote
behavior in in order to plan travel time punctuality of
and outside ahead their users
the facility. time. Travel time in in
an airport facility Use of
is affecting technological
passenger’s advancements
choices for their such as bag-drop
and self-service
activities and kiosk will lessen
routes their waiting time
Walking Some Filipinos Foreign This pertains to To provide
Distance often stop travelers are the range of entertainments,
walking to take used to walking distance wherein parks, and public
pictures of in long a passenger performances in
themselves or distance due to walks in the the journey so
their loved their culture airport from that users will
ones in the like with Japan entering the have the break
facility and Singapore. facility to from stressful
boarding the environment
Filipinos tend Europeans and plane
to walk in Americans To locate the
groups tend to be The length or spaces where
individualist range of a public will have
Filipinos tend people. journey in terms the easy access
to walk side by of distance is for in and out to
side due to Chinese necessary for satisfy the user’s
traveling with tourists tend to pedestrians, needs
families and walk in groups. thus, they
friends choose the
shortest route
Some Filipinos
tend to walk
slower while
using their
cellphones
Table 4.8 Analysis Based on the Elements of Normative Pedestrian Behavior Theory
4.5.5 Analysis Based on Filipino Behaviors and Foreign Behaviors in the airport
The analysis presented were categorized based on the different behaviors
experienced by the passengers according to their experience inside the airport
terminal both arrival and departure. These findings are also based on observations in
different airport facilities and its users. Specifically, some behaviors point out to the
Filipino common behaviors and norms.
Considerations Filipino Foreigner Design Architectural

Behavior Behavior Concept Solutions
Meet and greet Filipinos tend to Some travelers Spaces that Provide a
bring and fetch or passengers would common
their loved ones usually travel accommodate neutral space
due to being with their family the number of before the
family oriented and often people of family check-in gates
and having a welcomed by that meet and with stalls and
strong value for meeters and greet or travel restaurants to
close family ties greeters as well together offer
Users and Some foreign Spaces where Provision of
Passenger tourists travel one can gather entertainment
enjoys the alone or in as a family parks and
company of business public
others A neutral performances
ground wherein relating to
families and Mindanao
relatives can culture to
access while enlighten
fetching and different
saying their passengers
goodbyes
Increase culture
orientation
Filipinos tend to Foreign Create a place Walkway
Walking walk side by travelers differ that the curves from
side due to from their travelers will right to left with
traveling with culture. remember the more
families and place merchandise on
friends Some the right side
Japanese tend User-friendly
Some Filipinos to walk in a spaces and Provide a wide
tend to walk straight line amenities and spacious
slower while walkways to
using their Passengers Information avoid
cellphones tend to look on Dissemination obstruction and
the right side collision with
Some Filipinos unconsciously Design to have other
often stop an easy access passengers
walking to take Tourists and and usage for
pictures of travelers often
themselves or stop walking to all the users of Open common
their loved ones take pictures of the facility spaces with
in the facility the place and food stalls and
its sceneries Provision of restaurants to
Filipinos tend to aesthetically offer options for
walk in groups Europeans and areas for users the passenger’s
Americans are and passengers needs
individualist to document
people and remember
Talking Filipinos Socialization is Facilities that Provide a
practice their one of the will provide spacious area
trait of major activities more to avoid the
“pakikisama” or of the tourist convenience congestion and
“comradeship” and travelers rather than blocking of
or being due to the lack traditional ways walkway when
cooperative in of knowledge in making a circle
the facility the area Spaces for or huddle
group
Some group of gatherings and Provide huddle
Filipinos tend to socialization and
huddle or make collaborative
a circle while rooms
talking in
certain areas
Buying Most airport Foreigners Shops will be Locate shops
spending is tends to walk strategically and retails
done on more into shops placed where most of
impulse that have direct the passengers
access to the Offer shops and are
People tend to sunlight retails that is
shop in local Provide local
energetic or Foreigners buy brands and
active items that services to
environment reflects the incorporate the
local culture idea of local
Filipinos loves place
to bring
“balikbayans” Providing craft
boxes and other centers for
“pasalubongs” creating
products and
can serve as a
“pasalubong”
Navigating Filipinos take Some These arts or Use of
and for granted their foreigners landmarks will tempered and
Travel Time time prefer artworks create a sense laminated glass
management or place makers of place for visibility to
and tend to as their adjacent
practice Filipino wayfinding in Accessible to spaces which
Time the terminal all to satisfy the can influence
curiosity wayfinding
Users Usually Some Foreign
spend their time travelers Design to Provide spaces
reading books preferred doing provide the that will help
and surfing the different needs of a users to be
net to kill time activities rather curious minds productive
than sitting and while giving while waiting in
waiting additional the facility
knowledge
Provide private
Design to cubicles and
appeal and lounges
introduce
Mindanao Work cafes and
cultures and coffee offices
traditions for travelers
through who travel for
different business
activities
Table 4.9 Analysis Based on Filipino Behaviors and Foreign Behaviors in the airport
4.5.6 Analysis Based on Crowd Movement Phenomena of Davao International
Airport passenger terminal building
The analysis presented was observed from different ocular inspections in the
Davao International Airport facilities. This would be essential in guiding the
effectiveness of the theory of Normative Pedestrian Behavior Theory in designing an
airport facility.
Crowd Terminal
Movement Building Findings Design Architectural
Phenomena Facilities Concept Solution
Uni- Terminal Pedestrians The facility must Passenger flow
Directional building walk through a apply free flow going to the
(short entrance limited size design to have aircraft must be
bottleneck) bottleneck and efficient direct and shall
Security Areas exit on the pedestrian flow avoid public
other side. in lobbies or access to air
Departure This will show open spaces side.
Immigration the growth of
a funnel- Promote safety Provision of side
Boarding Gates shaped set to design and still stalls, boutiques
which the consider the and promenade
Check-in designer can passengers areas to the
Counters anticipate the experience of users at the
concentration same time adds
Airport of flow, and convenience revenue to the
Customs dispersion of and efficiency airport
pedestrian
Quarantine flow. It should be Proper
designed to placement of
Disembarkation accommodate CCTV’s in
different types of places where
Arrival culture and will most people and
Immigration welcome them activities are
with traditional present like
Transit spaces and restaurants and
Screenings activities before gate lounges.
leaving the
Escalators parameters.
Terminal
building exit
Uni- Departure Pedestrians Faster and Vibrant and
Directional Retail Area exit at the appropriate bright colors
(corner) other side after security outpost such as green
Boarding Gates a sharp turn of to avoid long and yellow will
90deg. This wait be applied to
Check-in shows the give excitement
Counter impact in the senses.
Proper choice of
Security upstream color schemes Use of proper
Screening inside of the will help avoid color patterns
corner of local stress and that indicates
Comfort route selection promote positive direction. Red
Rooms on the feelings for denotations,
pedestrian green for
Transit traffic. directional, and
Screenings yellow for
identifiers
Admin offices
People are
Arrival Facilities drawn towards
warm colors and
Boarding an light, so it can
aircraft be used to pull
people in one
direction
Bi-Directional Hallways Two pedestrian The area must Situate ground
(straight) flows are have a proper transportation
Baggage claim created. One flow for arriving close to the bag-
from left to visitors or claim hall for
Arrival facilities right and the passengers to faster
other from right avoid transactions
Arrival retail to left. This will congestions and
area help predict delays in getting
Arrival airport lane-formation out an airplane Provide large
access and grid and getting their windows and
locking of the luggage openings in the
Medical Clinics normative seamlessly facility to offer
pedestrian natural light and
Postal Services behavior Providing proper reduce energy
theory. natural lighting consumption
Baggage within the during daylight
Handling spaces and
Services facilities will help Provide covered
reduce stress walkways or
Ground and increase shade in
Transportation productivity outdoor spaces
Services to promote
pedestrian
friendly spaces
Use of sun or
solar roof in the
terminal in order
to provide
natural lighting
during the day
and lessen
stress
Intersecting Departure Hall Two classes of Private and Provision of
Flow Scenario pedestrians public circulation People Mover
(90 degrees) Departure gates are created. must be System or PMS
One from left separated to to connect
Baggage Claim to right and avoid passenger terminals for
area one from top to traffic transit
bottom. This passengers
Departure lobby scenario Areas should be
produces designed to Provision of
Retail Stores insights into accommodate seating facilities
the happenings and cater the and the use of
Restaurants of pedestrian needs of each gardens and
congestion and passengers landscaped to
Airport Lounges gridlock. providing reduce
comfort surrounding
Duty Free stress and
shops Renewed focus pollution while
on bag claims or waiting
Parking arrival halls as
the passenger’s
first impression
of the
surrounding
areas of the
airport.
Table 4.10 Analysis Based on Architectural Characteristics
4.5.7 Analysis Based on Organizational Chart
The analysis presented is important for it will be used as the proponent’s basis
for the spaces of the Davao International Airport Authority (DIAA) Administration
Building that was approved last August 30, 2019. The users which are the workers will
be classified and grouped according to their field or work and office.
Organization No. of Workers
Top Level Organization
Board of Directors 14
Internal Audit Services Office 5
Office of the Corporate Board Secretary 5
Office of the General Manager & Chief 5
Executive Officer
Public Affairs Office 5
Airport Operations Command Center 5
Airport Security Inspectorate Office 5
Standards Regulations Office 5
Office of the Senior Assistant 5
General Manager & Chief Operating Officer
Office of the AGM for 5
Finance and Administration
Office of the AGM for Operations 5
Office of the AGM for Engineering 5
Office of the AGM for Security and 5
Emergency Services
Office of the AGM for Corporate Management 3
& Commercial Services
Office of the AGM for Legal Affairs 3
Finance and Administration
Finance Department 10
Cashiering Division 8
Collection Division 7
Accounting Division 10
Budget Division 5
Materials & Planning Department 10
Procurement Division 8
Property Management Division 8
General Services Division 8
Personnel Division 10
Human Resources Development Division 10
Records Division 5
Operations
Airport Operations Department 20

Aviation Support Industrial 10
Area Operation Division
Aerodrome Operations 8
Apron Management Services Division 15
General Aviation Operations Division 15
Airport Ground Operations and 30
Safety Division
Public Affairs Department 12
Public Assistance Division 10
Media Affairs Division 5
Engineering
Civil Works Department 5

Pavement and Ground Division 15
Building Division 5
Design and Planning Division 5
Electromechanical Department 5
Electrical Division 5
Mechanical Division 5
Electronics and Communications Division 5
Security and Emergency Services
Airport Police Department 15

Intelligence & Investigation Division 20
Police Detection Reaction Division 10
Intelligence and ID & 20
Passport Control Department
Access Management Division 10
Emergency Services Department 15
Medical Division 25
Rescue and Firefighting Division 15
Airport Development and Corporate Affairs 12
Management & Commercial Services
Commercial Services & Real Estate 15

Management Department
Corporate Management 10
Services Department
Information Technology Department 5
Legal Affairs
Pre-bids and Awards Division 10

Contract Management Division 5
Opinion and Advisory Division 3
Administrative Discipline and 3
Grievance Division
Table. 4.11 Analysis Based on Organizational Chart
4.5.8 Analysis Based on the Passenger Movements
Year Domestic International Total Growth
Rate
2010 2,207,684 21,493 2,229,177 + 16.25%
2011 2,364,972 25,167 2,390,139 + 7.22%
2012 2,923,327 39,916 2,963,234 + 23.98%
2013 2,773,691 33,538 2,807,229 - 5.26%
2014 3,408,487 43,992 3,452,479 + 22.99%
2015 4,099,131 50,974 4,150,105 + 20.21%
2016 3,462,119 91,082 3,553,201 - 14.38%
2017 4,140,757 93,910 4,234,667 + 19.18%
2018 4,288,408 147,149 4,435,557 + 4.47%
2019 4,305,449 181,557 4,487,006 + 1.16%
Table. 4.12 CAAP Passenger Movements Statistics
Even though the growth rate of changes per year is not constant, the influx of
passenger movement is still increasing since 2010 up to 2019. The lowest growth rate
of the Davao International Airport was during the year 2016 due to the terrorist attack
at Roxas night market. Another factor for this decrease is the inefficient and
inconvenience airport facility of the city.
To get the forecast of the passenger movement in Davao International Airport
for the next thirty years, the proponent used a formula of calculating the estimated
future value. Getting the growth rate of the future years, the proponent incorporated
changes in growth rate for the past five years based on the data of Civil Aviation
Authority of the Philippines (CAAP) Davao.
Latest Data Compared to Changes in
Reference Period Value Reference Period Value Growth
Rate
2015 20.21% 2014 22.99% - 2.78%
2016 - 14.38% 2015 20.21% - 34.59%
2017 19.18% 2016 - 14.38% 33.56%
2018 4.74% 2017 19.18% - 14.44%
2019 1.16% 2018 4.74 -3.58%
Total 20%
Divided by 5 (five years) 4%
Table 4.13 Passenger Movement Changes in Growth Rate
In getting the changes in growth rate of the past five years, the current rate of
the year is subtracted to the previous rate of the year. The total changes in growth rate
in five years will be divided by 5 to get the average. The result, will then, be used in
the formula to calculate the estimated future value of passenger movements in the
next thirty years.
i = rate; n = number of years; A = 2019 total passengers
Formula: A x ( 1 + i ) n = Future Passenger Movement
4,487,006 x ( 1 + 4% ) 30
4,487,006 x ( 1.04 ) 30
= 14,553,144 ~ 14,554,000
Year Total Passenger Movement
2019 4,487,006
2049 14,554,000
Table 4.14 Total Passenger Movement
The total passenger movement in 2019 is
4,487,006. According to calculations, the total
passenger movement in 2049, based on 2018
projections will increase by 324%. After 30 years, the
estimated total passenger movement will be
14,554,000.
4.5.9 Analysis Based on the International Passenger Movements
Year International Total International
Percentage
2010 21,493 2,229,177 0.96%
2011 25,167 2,390,139 1.05%
2012 39,916 2,963,234 1.35%
2013 33,538 2,807,229 1.19%
2014 43,992 3,452,479 1.27%
2015 50,974 4,150,105 1.23%
2016 91,082 3,553,201 2.56%
2017 93,910 4,234,667 2.22%
2018 147,149 4,435,557 3.32%
2019 181,557 4,487,006 4.05%
Table 4.15 International Passenger Movement Statistics
Based on the statistical data of the international passenger movements of the
Davao International Airport shown above, it is evident that the growth rate of
international passengers is constantly increasing annually. However, the airport still
lags behind in terms of international traffic even being the third busiest airport in the
country. With the redevelopment project of the airport, it will offer more international
routes, thus, more international passengers.
One of the problem of the current Davao International Airport today is that its
facilities is divided in half for the domestic and international passengers. However,
international traffic is in thousands while domestic traffic is in millions, resulting to a
congested terminal. This data is vital in the study in order to divide the airport facility
accordingly to the forecasted passengers in the year 2049.
To get the forecast of the international passenger movement in Davao
International Airport for the next thirty years, the proponent used a formula of
calculating the estimated future value based on the annual international percentage of
the data from the total passenger movements of the facility based on the data provided
by the Civil Aviation Authority of the Philippines (CAAP) Davao.
Rate
2015 1.23% 2014 1.27% - 0.04%
2016 2.56% 2015 1.23% 1.33%
2017 2.22% 2016 2.56% - 0.34%
2018 3.32% 2017 2.22% 1.1%
2019 4.05% 2018 3.32% 0.73%
Total 2.78%
Divided by 5 (five years) 0.556%
Table 4.16 International Passenger Movement Changes in Growth Rate
In getting the changes in international growth of the past five years, the current
rate of the year is subtracted to the previous rate of the year. The total changes in
growth rate in five years will then be divided by 5 to get the average. The result, will
then, be used in the formula to calculate the estimated future value of international
passenger movements in the next thirty years.
i = rate; n = number of years; A = Average Annual International
Passenger Population; F = Future Passenger Movement of Annuity; T =
Total International Passengers in 30 years
Formula: F x A = T
Average Annual International Passenger
Reference Period Value
2015 50,974
2016 91,082
2017 93,910
2018 147,149
2019 181,557
Total 564,672
Divided by 5 112,935
Table 4.17 Average Annual International Passenger
Formula: [ 1 - ( 1 + I ) n ] / i = (F) Future Passenger Movement of Annuity
[ 1 – ( 1+0.00556 ) 30 ] / 0.00556 = 32.55
F x A = (T) Total International Passengers in 30 years
32.55 x 112,935 = 3,676,034
International Passenger in 30 years / Total Passengers in 30 years =
Percentage of International Passengers
3,676,034 / 14,554,000 = 0.2525789474 ~ 25% of the Total Forecasted
Passengers in thirty years
Year Total International Passenger Movement
2019 181,557
2049 3,676,034
Table 4.18 Total International Passenger Movement
The total international movement in 2019 is 181,557.
According to calculations, the total passenger
movement in 2049, based on 2019 projections will
increase by 2024%. After 30 years, the estimated
international passenger movement will be 3,676,034.
4.5.10 Analysis Based on the Aircraft Movements
Year Domestic International Total Change
2010 9,692 219 9,911 + 3.25%
2011 10,238 239 10,477 + 5.71%
2012 25,460 634 26,094 + 149.06%
2013 29,104 536 29,640 + 13.59%
2014 22,822 694 23,516 - 20.66%
2015 26,058 758 26,816 + 14.03%
2016 32,571 1,186 33,757 + 14.03%
2017 36,094 2,399 38,493 + 14.03%
2018 42,740 1,595 44,335 + 15.18%
2019 29,204 1,813 31,017 - 44.07%
Table 4.19 CAAP Aircraft Movements Statistics
The aircraft movement in the Davao International Airport is annually increasing
and improving except in the year 2014 which had 23,516. The current single runway
of the facility can only accommodate a maximum of 30 aircrafts per hour due to the
absence of a parallel taxiway.
To get the forecast of the aircraft movement in Davao International Airport for
the next thirty years, the proponent used a formula of calculating the estimated future
value. Getting the growth rate of the future years, the proponent incorporated changes
in growth rate for the past five years based on the data of Civil Aviation Authority of the
Philippines (CAAP) Davao.
Rate
2015 14.03% 2014 - 20.66% 34.66%
2016 25.88% 2015 14.03% 11.85%
2017 14.03% 2016 25.88% - 11.85%
2018 15.18% 2017 14.03% 1.15%
2019 -44.07% 2018 15.18% -45.22%
Total 9.41%
Table 4.20 Aircraft Movements Changes in Growth Rate
next thirty years.
i = rate; n = number of years; A = 2019 total aircraft movement
Formula: A x ( 1 + i ) n = Future Aircraft Movement
31,017 x ( 1 + 1.9% ) 30
31,017 x ( 1.019 ) 30
= 54,554 ~ 55,000
Year Total Aircraft Movement
2019 31,017
2049 55,000
Table 4.21 Total Aircraft Movement
The total aircraft movement in 2019 is 31,017.
According to calculations, the total aircraft movements
in 2049, based on 2019 projections, will increase by
177.32%. After 30 years, the estimated total aircraft
movements will be 55,000.
4.5.11 Analysis Based on the Cargo Movements
Year Domestic International Total Change
(in kg) (in kg) (in kg)
2010 34,172,210 84,429 34,256,639 - 35.73%
2011 40,568,631 63,195 40,631,826 + 18.61%
2012 34,772,206 51,771 34,823,977 - 14.29%
2013 42,118,391 67,392 42,185,783 + 21.14%
2014 44,455,899 69,836 44,455,899 + 5.38%
2015 53,714,155 76,347 53,790,502 + 21.00%
2016 59,737,244 77,062 59,814,306 + 11.20%
2017 53,590,101 68,400 53,658,501 - 10.29%
2018 57,594,657 159,342 57,753,999 + 7.63%
2019 67,242,919 181,792 67,424,711 + 16.74%
Table 4.22 CAAP Cargo Movements Statistics
Both international and domestic cargo increase and decrease during the years
due to the strategic location of Davao being the central of Mindanao. The lowest growth
rate in terms of cargo movements in Davao International Airport is in the year 2010
which is only 34,256,639 kilograms.
To get the forecast of the cargo movement in Davao International Airport for
the next thirty years, the proponent used a formula of calculating the estimated future
value. Getting the growth rate of the future years, the proponent incorporated changes
in growth rate for the past five years based on the data of Civil Aviation Authority of the
Philippines (CAAP) Davao.
Rate
2015 21.00% 2014 5.38% 15.62%
2016 11.20% 2015 21.00% - 9.8%
2017 - 10.29% 2016 11.20% - 21.42%
2018 7.63% 2017 - 10.29% 17.92%
2019 16.74% 2018 7.63% 9.11%
Total 11.43%
Table 4.23 Cargo Movements Changes in Growth Rate
next thirty years.
i = rate; n = number of years; A = 2019 total cargo movement
Formula: A x ( 1 + i ) n = Future Cargo Movement
67,424,711 x ( 1 + 2.3% ) 30
67,424,711 x ( 1.023 ) 30
= 133,379,199 kgs ~ 133,380,000 kgs
Year Total Cargo Movement
2019 67,424,711 kg
2049 133,380,000 kg
Table 4.24 Total Cargo Movement
The total cargo movement in 2019 is
67,424,711 kg. According to calculations, the total cargo
movement in 2049, based on 2019 calculations, will
increase by 197.82%. After 30 years, the estimated total
cargo movements will be 133,380,000 kilograms.
4.5.12 Analysis Based on the Passenger Terminal Building Spaces
From the general rule as set by the ICAO (International Civil Aviation
Organization), the peak hour passenger could be calculated by taking around 0.05 –
0.03% of the half of total annual passengers therefore,
PEAK HOUR CALCULATION FOR 2049
Forecasted total annual passengers for Davao International Airport- 14,554,000
Assumption
Total diverted passenger for Davao International Airport: 14,554,000 / 2 = 7,277,000
Peak hour passenger- 0.05% of 7,277,000 = 3638.5 passengers ~ 3650 passengers
AIRCRAFT STAND CALCULATION
S= [T/60xN]+D
Gate occupancy time T= 45 minutes
No. of arriving aircraft N= 13
No. of aircraft stand S= [45 / 60 x 13] + 1
S= 9.75 + 1
S= 10.75 ~ 11
Aircraft stand / gate= 11
No. of departing passengers= 45% of 3,650 = 1,650/hour
No. of arriving passengers= 40% of 3,650 = 1,450/hour
No. of transit passengers= 15% of 3,650 = 550/hour
PASSENGER TERMINAL BUILDING – Departure
No. of departing passengers= 45% of 3,650 = 1,640/hour
a. Departure Curb
Curb length required= A x P x I x T / 60n
Where,
A = number of peak hour passenger = 1,640 pax
P = proportion of car using passengers = 0.5
N = average number of pax per car / taxi = 1.7
I = average curb length required per taxi = 6.5m
T = average curb occupancy time = 1.5min
Curb length= (1640 x 0.5 x 6.5 x 1.5) / (60 x 1.7) = 43.0147m ~ 43m
b. General inquiry @ 10 sq. m. for each counter
For 11 counters (11 aircraft gates) = 110 sq. m. [additional 1 counter for CIP or no
check-in baggage passengers)
c. Departure Concourse
Ratio of visitors = 1:0.5
No. of pax = 1,650
Dwell time for pax = 10 minutes
Area required per pax = 2 sq. m.
Area required per visitor = 1.5 sq. m.
At a given time,
No. of pax = (1,650 / 60 x 10) = 275
No. of visitors = (1,650 x 0.5) / 60 x 30 = 412.5
Area required = (275 x 2) + (412.5 x 1.5) = 1,168.75 sq. m.
d. Security check-in area
Dwell time = 10 minutes
Service time of X-ray machine = 30 seconds
Required area per pax = 2 sq. m.
Required area per machine = 35 sq. m.
Capacity of machine = 150 pax per hour
At a given time,
No. of pax cleared = 10 x 15 (one counter can handle 15 pax) x 150/60 = 375
pax
No. of machine required = 1100 [11 counters x 100 sq. m.] / 150 = 7.3 numbers
~ 8 numbers
Area required for machine = 8 x 35 = 280 sq. m.
Area required for pax = 375 @ 2 sq. m. = 750 sq. m.
Total area = 1,030 sq. m.
e. Check-in area
Service time per counter = 3 minutes
Queue length per pax = 1m
Back-up corridor for pax = 3m
Peak hour pax = 1,650
Cleared per counter = 60 / 3 = 20 pax
No. of pax in queue = 30/3 = 10 pax
Queue length per counter = 10 x 1 = 10m
Counter area = 5 x 2.5 sq. m.
No. of counter required = 1,650 / 30 = 55
Ticket confirm and baggage book / airline support room = [5 + 10 + 3] x 2.5 x 55 =
2,475 sq. m.
f. Departure immigration, passport and visa check
Service time per counter = 2 minutes
Queue length per pax = 0.75m
Back-up corridor for pax = 3m
International Peak hour pax = 1,650 (25%) = 412.5
Cleared per counter = 60 / 2 = 30 pax
Counter area = 3.61 x 1.75 sq. m.
No. of counter required = 412.5 / 30 = 13.75 ~ 14
No. of pax in queue = 10/2 = 5 pax
Queue length per counter = 5 x 0.75 = 3.75m
Area = [3.61 + 3.75 + 3] x 1.75 x 14 = 543.4 sq. m.
g. Departure lounge
Duration in transit lounge = 30 minutes
Area per pax = 2 sq. m.
No. of passenger’s in lounge = departure + transit passengers = 1,650 + 550 = 2,200
Area = 2,200 x 2 = 4,400 sq. m.
h. Security hold, final checking and waiting = 900 pax @ 3 sq. m. = 2,700 sq. m.
i. Custom, item check and quarantine = 8 counters @ 35 sq. m. = 280 sq. m.
Total area= 12,707.15 sq. m.
Providing twice the total calculated space in order to achieve a smooth
passenger traffic flow:
Total definite area calculated = 12,707.15 sq. m.
Total definite area required = 12,707.15 sq. m. x 2 = 25,414.3 sq. m.
DEPARTURE FACILITIES
1. Concessionaires, shops, food beverage and bars
1.5% of total departure space = 1.5% of 25,414.3 = 381.21 sq. m.
2. Ticketing, information and airline back-up
For 20 airlines @ 35 sq. m. = 700 sq. m.
3. Post and telegraph office
12 employees running it = 240 sq. m.
4. VIP lounge
For 125 pax per @ 5 sq. m. = 625 sq. m. + meeting hall
5. Toilet
10% of departure area = 10% of 25,414.3 sq. m. = 2,541.43 sq. m.
Total Departure Area = 29,901.94 sq. m.
6. Circulation and recreational area
15% of departure area = 15% of 29,901.94 sq. m. = 4,485.291 sq. m.
Total Departure Area = 29,901.94 sq. m. + 4,485.291 sq. m. = 34,387.231
sq. m. ~ 34,400 sq. m.
PASSENGER TERMINAL BUILDING – Arrival Hall
No. of arriving passengers = 40% of 3,650 = 1,450/hour
No. of transit passengers = 15% of 3,650 = 550/hour
a. Arrival concourse hall
Same boarding bridge is used to collect the arrival passenger. Travellator is provided
beneath security hold areas in the north wing or the domestic area.
b. Arrival hall
Area per passenger = 2 sq. m.
Total peak hour passenger = 1,450 + 550 = 2,000
At a given time, no. of passenger = [2,000 x 20] / 60 = 666.67 sq. m.
Area = 666.67 sq. m. x 2 = 1,333.33 sq. m.
c. Immigration (passport and visa)
Service time = 1 minute
Back-up corridor = 3m
No. of pax cleared / counter = 60
Total peak hour passenger = 1,450 pax
No. of counter required = 1,450 / 110 = 13.18 say 14
Area = (3.6 + 7.5 + 3) x 1.75 x 14 = 345.45 sq. m.
d. Baggage claim
In one hour, pax handled by one conveyor belt = 100 x 60 / 20 = 300 pax
Area for one conveyor belt = 600 sq. m.
Total peak hour passenger = 1,450 pax
No. of belt required = 1,450 / 300 = 4.83 ~ 5
Area = 5 x 600 = 3,000 sq. m.
e. Customs (duty check and payment)
Ratio of red channel and green channel = 3:7
Dwell time for red channel = 30 minutes
Service time = 30 seconds
Dwell time for green channel = 4 minutes
Service time = 30 seconds
No. of pax in green channel = 1,450 x 0.7 = 1015
No. of pax in red channel = 1,450 x 0.3 = 436
No. of pax cleared / green channel = 60 x 60 / 30 = 120
No, of pax cleared / red channel = 60 / 10 = 6
No. of green channel required = 1015 / 120 = 8.45 ~ 9
Pax in queue = 9 x 60 / 30 = 18 pax
No. of red channel required = 436 / 120 = 3.63 ~ 4
Pax in queue = 30 / 10 = 3 pax
Area of green channel counter = 9 @ 15 sq. m. = 135 sq. m.
Queue = 10 x 3 x 9 = 270 sq. m.
Area of red channel counter = 4 @ 15 sq. m. = 60 sq. m.
Queue = 3 x 3 x 4 = 36 sq. m.
Total Area = 135 + 270 + 60 + 36 = 501 sq. m.
f. Arrival concourse
No. of arriving passenger per hour = 1,450
Ratio of visitors = 1:1
Occupancy time for visitor pax = 60 min
Occupancy time for pax = 20 min
At a given time,
No. of pax = 1,450 x 20 / 60 = 483.33
No. of visitors = 1,450 x 60 / 60 = 1,450
Area required per pax = 2 sq. m.
Area required per visitors = 1.5 sq. m.
Area required = (483.33 x 2) + (1,450 x 1.5) = 3,141.66 sq. m.
g. VIP lounge
Meeting + gathering hall
Same as departure
Area required = 500 sq. m.
Providing twice the space of the calculated space will achieve a smooth
passenger traffic flow:
Total definite area calculated = 8,321.44 sq. m.
Total definite area required = 8,321.44 x 2 = 16,642.88 sq. m.
ARRIVAL FACILITIES
1. Concessionaires, shops
1.5% of total arrival space = 1.5% of 16,642.88 sq. m. = 249.64 ~ 250 sq. m.
2. Warehouse = 600 sq. m.
3. Post and telegraph office
12 employees running it = 240 sq. m.
4. Supporting offices (approximately 15 different office spaces)
Immigration, health, bank, custom, etc. for each 150 sq. m.
Area = 15 x 150 sq. m. = 2,250 sq. m.
5. Toilet
10% of arrival area = 10% of 16,642.88 = 1,664.288 sq. m.
Total arrival area = 21,647.168 sq. m.
6. Circulation and recreation area
15% of arrival area = 15% of 21,647.168 sq. m. = 3,247.0752 sq. m.
Total arrival area = 24,894.2432 sq. m. ~ 24,900 sq. m.
PASSENGER TERMINAL BUILDING – Transit
No. of transit passengers = 15% of 3,650 = 550/hour
1. Transit hall
No. of transit passenger per hour = 550
Area required per room = 4 sq. m. (luxury)
Area required = 550 x 4 = 2,200 sq. m.
2. Rest rooms
No. of transit passenger users per hour = 100
Area required per room= 25 sq. m. (luxury)
Area required = 100 x 25 = 2,500 sq. m.
3. Toilets
Around 20% of hall area
Area required = 20% of 2,200 = 440 sq. m.
4. Facilities
Around 40% of transit area (2,200 + 2,500) = 4,700 sq. m.
Concessionaire, shops, bar, cybercafé, restaurant, duty free shop, telephone and all
necessities
Area required = 40% of 4,700 = 1,880 sq. m.
5. Circulation
Around 20% of total area (2,200 + 2,500 + 440 + 1,880) = 7,020 sq. m.
Area required = 20% of 5,420 sq. m. = 1,404 sq. m.
Total transit area = 8,424 sq. m. ~ 8,450 sq. m.
Terminal building floor area = Departure + Arrival + Transit
Terminal building floor area = 34,400 + 24,900 + 8,450 = 67,750 sq. m.
5.1 Site Analysis 247
5.2 General Space Requirements 272
5.3 Design Philosophy 273
5.4 Programmatic Concept 274
5.5 Organizational Structure 276
5.6 Specific Space Requirements 277
5.7 Bubble Diagram 285
5.8 Space Matrices 288
5.9 Behavioral Analysis 292
5.10 Space Programming 297

5.1 SITE ANALYSIS
5.1.1 General Profile
Davao International Airport (DIA), formerly known as the Francisco
Bangoy International Airport (FBIA), is the main airport serving the Davao
Region in the Philippines. The current site’s location is located in Daang
Maharlika Highway, Buhangin, Davao City. In the old airport located in Sasa,
the site only had 104 hectares. However, the government bought more lands
to the nearby residents and expanded the site, hence, the current international
airport. The site today has a maximum area of 209 hectares. The site of the old
airport was donated by Don Francisco Bangoy and majority of the site today is
owned by the government. Due to the delay of governmental transactions, the
turnover of land titles is not yet finished.
Figure 5.1 Davao International Airport Site
Francisco Bangoy International Airport Lot Bearing
Points Bearing Distance
1-2 S 46.3 W 172.78 m
2-3 S 50.3 W 128.58 m
3-4 S 51.8 W 208.31 m
4-5 S 42.1 E 110.33 m
5-6 S 47.9 W 99.79 m
6-7 S 40.8 E 305.50 m
7-8 S 49.2 W 192.13 m
8-9 S 36.5 E 153.97 m
9-10 S 48.9 W 1,577.77 m
10-11 S 33.6 E 61.88 m
11-12 S 16.1 E 197.48 m
12-13 N 53.2 E 136.44 m
13-14 S 40.6 E 95.65 m
14-15 N 51.5 E 304.82 m
15-16 S 42.4 E 82.02 m
16-17 N 88.0 E 69.04 m
17-18 N 48.8 E 434.45 m
18-19 N 41.5 W 136.27 m
19-20 N 48.5 W 1,771.37 m
20-21 S 58.6 E 139.99 m
21-22 N 45.5 E 276.85 m
22-23 N 11.1 W 63.78 m
23-24 N 78.9 E 205.83 m
24-25 N 43.0 E 195.17 m
25-26 N 2.9 E 195.42 m
26-27 N 33.9 E 136.44 m
27-28 N 6.8 W 82.78 m
28-29 N 72.4 W 48.13 m
29-30 N 87.0 W 61.60 m
30-31 S 66.7 W 108.41 m
31-32 N 43.1 W 113.22 m
32-33 S 49.1 W 859.10 m
33-34 N 40.9 W 177.48 m
34-35 S 51.8 W 243.56 m
35-1 N 40.6 W 377.97 m
Table 5.1 Lot Bearing
Francisco Bangoy International Airport General Info
ICAO: RPMD – IATA: DVO
Summary
Name Francisco Bangoy International Airport
Region Asia and Pacific
Territory Philippines
Location Catitipan, Mindanao
Serving Davao
Elevation 96 feet (29 meters)
Type Large airport
Latitude 7.125522
07° 07' 31.88" N
Longitude 125.64577
125° 38' 44.80" E
Magnetic Variation 000° E (01/06)
Table 5.2 Francisco Bangoy International Airport General Info
Runways
Designator Length Width Surface ROPS
5/23 3000m 45m Asphalt (ASP) Yes/yes
Table 5.3 Francisco Bangoy International Airport Runways
Existing Airport Facilities
The passenger terminal at Davao is located north of the runway and
was built in 2003 to replace the old terminal (still located south of the runway).
The terminal has a total footprint of approximately 22,683 sqm of floor space.
The existing passenger terminal building is built as a 1.5 level building:
• Ground floor with check-in hall, 14 check-in counters for domestic
flights and 14 check-in counters for international flights. The terminal
also has 2 arrivals for international flights and domestic flights with 2
baggage conveyors each.
• First floor for the departure area
The table below details the areas of the existing passenger terminal facilities
from the Civil Aviation Authority of the Philippines (CAAP) Davao:
Existing passenger terminal processing areas
Facility Area
Ground floor
Check-in Area 780 sqm
Baggage Reclaim – Domestic 900 sqm
Greeter’s Hall – Domestic 230 sqm
Immigration Check 300 sqm
Baggage Reclaim – International 750 sqm
Customs Area 230 sqm
Greeter’s Hall – Domestic 230 sqm
First Floor
Security Check – Domestic 45 sqm
Airport Tax Counters 30 sqm
Emigration check 175 sqm
Security Check – International 45 sqm
Other Facilities
Duty free and concession 40 sqm
Ground handler offices 62 sqm
Airline offices 956 sqm
Pre-departure area 3,888 sqm
Concession area Dom 293 sqm
Concession area Intl 394 sqm
Table 5.4 Existing Passenger Terminal Processing Areas
Davao International Airport Existing Airside Information
# Particular Description
1. Area 209 hectares
2. Runway Orientation 05/23 direction
3. Runway Length 3000 m
4. Runway Width 45 m
5. Runway Strip Length 3000m (for both runways end 05
and 23)
6. Runway Strip Width 260m (150m north & 110 south)
7. Stop way 120m x 45m (for both runway 05
and 23) Asphalt
8. Clearway 200m for runway 05 and 300m for
runway 23
9. Taxiway 30m Asphalt (52m with
shoulders)
10. Turning Pads 60 x 67.5 m
11. Apron Area 74,250 sqm
12. Passenger Boarding Bridges 4 Passenger Boarding Bridges
Source: Civil Aviation Authority of the Philippines (CAAP) Davao
Table 5.5 Davao International Airport Existing Airside Information
5.1.2 Context of the Site
Figure 5.2 Context of the Site
1. Car Park - The car park is situated at the front of the terminal building and
has 688 parking spaces.
2. Cargo - The 5,580 sqm terminal building of cargo facility is located south of
the terminal and has its access route to the landslide. The building is
located at the landslide / airside border that provides Davao air cargo
service.
3. ATC - The air traffic control tower (ATC) is combined with the administrative
building of Civil Aviation Authority of the Philippines (CAAP) Davao at its
base for a total floor area of 1,405 sqm and is located southwest of the
freight facility.
4. ARFF - The aircraft rescue and firefighting station (ARFF) is located further
south of the ATC with a straight road to the runway and another for the
apron. The complete plant has a building of 788 square meters, with 6 fire
trucks of category 9 under ICAO.
Figure 5.3 ICAO RFFS Category Chart
5. Fuel farm- On site, 3 separate companies supply fuel, all of which supply
JETA1:
o Petron (Philippines Airlines)
o Phoenix (Cebu)
o Lubwell (Air Asia and Sea Air)
6. Maintenance and utilities- Maintenance & FSS building (e.g. CAAP vehicle
maintenance and consumables storage) (899sqm) Other installations on
the runway's north-west are Airfield Maintenance Building / Supply (1277
sqm), Central Plant Building (776 sqm) and Water Treatment and Storage.
7. Air Force / Military activities- The remaining remote apron area is located
southeast of the runway, which used to be the apron of the old terminal.
5.1.3 Location, Accessibility and Vicinity Map
Figure 5.4 Location, Accessibility, and Vicinity Map
The site is Located in Daang Maharlika Highway,
Buhangin, Davao City. The establishments near the site is
mainly housing subdivisions and two universities. Some
establishments comprising of commercial spaces and
institutional can also be found near the site.
The main accessibility in the site is situated in the
same road, which is in Maharlika Highway, Buhangin. While
the two crash gates in the airside can be accessed in Medina
Subdivision and Angliongto Road. Perimeter or Runway
Access Road is also available along the property line of the
airport for the service and airport employees to use.
INSTITUTION DISTANCE
Proximity to Hotels
OYO 150 Airport View Hotel 1.1km

Microtel Inn & Suites 5.1km
Park Inn by Radisson Davao 6.7km
Dusit Thani 7.0km
Waterfront Hotel 7.5km
Grand Regal Hotel 6.1km
Orange Grove Hotel 4.8km
Proximity to Malls
SM Lanang Premier 5.7km

Gaisano Grand Citygate Mall 4.9km
NCCC Mall Buhangin 5.0km
Abreeza Mall 7.1km
Proximity to Hospitals
Tebow CURE Hospital 5.9km

Metro Davao Medical and Research Center 6.5km
San Pedro Hospital 8.9km
Proximity to schools
Jose Maria College 0.5km

Lyceum of the Philippines University 1.7km
Dumanlas Elementary School 5.1km
Philippine Nikkei Jin Kai International School 5.1km
Proximity to Church
St. Francis of Assisi Parish 2.0km

Kingdom of Jesus Christ 0.5km
Carmelite Monastery 5.6km
Table 5.6 Establishments near the site
5.1.4 Sun Path and Wind Direction
Figure 5.5 Sun Path and Wind Direction
The sun rises In the East and sets in the West of the
facility. The site is receiving abundant natural sunlight due
to the lack of mid to high rise buildings on the adjacent sites
to have their shadows taken advantage of its open spaces
and wide field. There are also no tall buildings nearby to
block the sunlight in the facility.
The wind typically comes from the north-eastern
monsoon at most and from the southwest monsoon, the site
can take advantage of the breeze it gets. The 05 and 25
runway are situated in the North East wind and South West
wind. The aircrafts must go with the wind direction rather
than landing against it. The pilots of the aircraft must take
control of the wind so that the airplane will not be pushed
away by the wind.
5.1.5 Noise and Water Flow due to Topography
Figure 5.6 Noise and Water Flow due to Topography
The Noise from the site is coming from the national
highway, the Jose Maria College of Pastor Apollo C.
Quiboloy, and most of the noise are coming from the
surrounding residential areas. However, the noise pollution
produced by the aircrafts may harm public health the same
with air pollution.
Canals and water treatment area are present at the
site. The flow of water when rain occurs from the entrance
is downwards due to the sloping topography of the site. The
Sasa creek is located in the west side near the admin
building of the airport, it also serves as the catch basin of
water when rain occurs.
5.1.6 Utility Access and Landscape
Figure 5.7 Utility Access and Landscape
Public Utility Access are available in the site such as
Waterline and Electricity which is found in the 1 st Volume of
the Comprehensive Land Use Plan (CLUP) of Davao. The
establishments in the site tap on the waterline and electricity
that is located on the main road. Electricity supply comes
from Davao Light company. While the water supply comes
from the Davao City Water District.
The site has lush greeneries presently surrounding it
from the entrance of the site while the landscapes near the
airside is properly selected to avoid attracting birds that may
result to a bird strike for the aircrafts. The landscape near
the cargo building and the runway is of plain grass
landscape.
5.1.7 Zoning
Figure 5.8 Zoning
The site is located in the Infrastructure and Utilities (IU)
Zone in the Comprehensive Land Use Plan (CLUP) of Davao
City. The vicinity shows a diversity in zoning and there are
mostly Medium Density Residential, Light and Heavy
Industries, and Major Commercial zones. Based on the
zoning, the site is surrounded by residential zones and may
cause public hazard due to the air and noise pollution that
the aircraft can produce.
5.1.8 Climate Information
Figure 5.9 Temperature
The temperature in the site is always high. Thus,
it can be captured in order to conserve energy in the
facility. Based on the data, April is the warmest month
while January is the coolest month of the year.
Figure 5.10 Humidity
Based on the data, 81% is the average
percentage of humidity in the site per annum. The data
also shows that the most humid month is in January while
the least humid is in the month of April.
Figure 5.11 Wind Speed
The most wind speed in the site is experienced
during the month of February. While September has the
least wind to be experienced.
5.1.9 SWOT Analysis
Strengths Weaknesses
1. The site still has an area for expansion 1. The site has some underdeveloped
2. Carries international flights to further areas
destinations 2. The maximum area of the site is 209
3. A large surface area available to the hectares and cannot be expanded
airport may allow long-term expansion 3. The terminal is located far from the site
4. Strategic point for international and entrance
continental connections 4. The entrance of the site is going towards
5. Landside designed to be comfortable for a downhill slope
the passengers and retailers, having a 5. The airport is designed to be anti-poor
good experience of the airport due to the lack of transportation services
6. Airside designed to be efficient for the 6. Poor service, prone to bad passenger
operations during the peak hours satisfaction
7. High development of Philippines 7. Financial condition and support from the
industry government
8. Having a trademark and icon in the city 8. Sloping landscape of the landside
9. No connectivity with train and other
transportation options at the moment
Opportunities Threats
1. Davao City is one of the most prominent 1. Entrance for bad people and lack of
place in the Philippines and its security at the area
economic status is rising. 2. Housing developments near the airside
2. The existing airport still has an area for of the airport
such expansion. 3. Terrorist threats causing less people to
3. Redeveloping the airport in a way that be willing to fly
passenger satisfaction will increase. 4. High number of competitor airport in the
4. Redeveloping the airport to increase region
tourism in the city 5. Cause noise and sound pollution to
5. Use the downhill slope as a design surrounding housing developments in
advantage to channel water flow to the the area
water treatment area 6. Accidental problems during flights
6. Expanding services to include services
for leisure or business classes
7. High number of passengers and buyers
in the city
5.1.10 Conceptual Site Development Plan
Figure 5.12 Site Development Plan Airside
Figure 5.13 Site Development Plan Landslide
5.1.11 Vehicular Traffic Flow Circulation
Figure 5.14 Private vehicle traffic flow circulation
Private vehicles can access the site in two different entry points.
The public zone wherein the passenger terminal building is
located, only has a one-way vehicular flow to avoid traffic in cross
and counter flows. The semi-public zone of the landside has a
two-way vehicular flow due to the lesser volume of pedestrians
using the area. The two zones are connected in the site by
another road in order to reduce vehicular traffic outside the
airport facility since it still has enough space.
Figure 5.15 Taxi traffic flow circulation
Taxis in the site has the same vehicular traffic flow with private
vehicles. They can also enter the site in two different entry points.
However, the taxi bay is located inside the landside area of the
facility instead of being located outside. The taxi bay will be a 5-
lane area wherein 100 taxis can be accommodated. A central
ticket booth will control the taxis and will instruct them which area
they will be deployed. Also, different exit point will be provided
for taxis who will leave accordingly. The taxis also have a
different lane in the arrival transport hub to avoid traffic with
private vehicles.
Figure 5.16 Employee / VIP traffic flow circulation
Employees and VIP personnel can access the private parking
and entrance of the facility. The same with private vehicles and
taxis, they can also access the site in two entry points and exit in
two different exit points. Employees and airport authorities can
also use the two-way vehicular flow of the perimeter road in the
private zone of both airside and landside area.
Figure 5.17 Cargo truck traffic flow circulation
Cargo trucks who will use the cargo terminal building will only
have one access to entry and exit points. The road will lead
directly to the cargo terminal and does not have any obstruction
to other buildings so that the vehicular flow of heavy trucks will
be seamless.
Figure 5.18 Jeepney traffic flow circulation
PUVs such as jeepney will not be given accessibility inside the
airport facility in order to reduce traffic congestion. However, they
will be provided with a PUV drop off in the front portion of the
proposed intermodal facility of the Udenna Corporation in order
to cater the passengers who will not use private vehicles or taxi.
5.2 GENERAL SPACE REQUIREMENTS
• Administration Building
• Air Traffic Control (ATC) Tower
• Aircraft Maintenance Hangar
• Aircraft Rescue and Fire Fighting (ARFF)
• Apron
• Cargo Terminal
• Central Plant
• Emergency Response Building
• Fuel Farm
• Garden
• In-Flight Kitchen
• Intermodal Facility
• Maintenance Center
• Passenger Terminal Building
• Private Commercial Developments
• Public Parking Area
• Runway
• Service Roads
• Taxi Bay
• Taxiway
• Underground Fire Water Protection
• VIP Parking
• Walkways
• Water Treatment Area
5.3 DESIGN PHILOSOPHY
“ GO BEYOND “
Since the reimagining of the Davao International Airport will be the 3 rd
generation of Ar. Leandro Locsin’s design concept, the 1st is the old terminal at Sasa
and the 2nd is the current Davao airport with its roof structure inspired from the
Philippine Eagle’s beaks, the design inspiration of the reimagined airport will be the
Philippine Eagle as well. The design concept for the proposed Davao International
Airport is to Go Beyond which can also be described as To Fly. Defining this certain
phrase in relation to airport facilities, Go Beyond or to fly can mean the following;
• To move in or pass through the air with wings
• To move through the air by means of wings or wing like parts
• To travel by air
• To engage in flight
Conceptualizing this concept, there are two essential parts needed for a Philippine
Eagle to fly, which are the wings and its feathers. The wings of the eagle serve as the
terminal piers while the feathers will serve as the roof structure of the terminal.
5.4 PROGRAMMATIC CONCEPT
Behavior and Movement of Passengers
The passenger's movement and actions are determined to further develop a
solution in the layout of an efficient and usable public passenger terminal building that
provides comfort, performance, convenience, security, and user-friendly travel
experience, resulting in positive passenger satisfaction.
Development of socio-cultural and religious value
Since the location of the proposed International airport is situated in a city with
three main religions namely Christian, Muslims, and the Lumads, development of the
various socio-cultural value as a tourist hub is proposed for future development. The
airport design will reflect the tri people of Davao and the essence of each religion’s
preaching. The design would reveal the tranquil and spiritual ambience and promote
the playful passenger experience.
Passenger Centered Design
The design shall inhibit the principle of pedestrianization complemented by
walkability, not only will the sidewalks be uniformly widened and illuminated especially
at night, but it will also be connected throughout the development with a centralized
architectural character, thus improving overall safety, accessibility and appeal.
Promoting National and Local Economy
Airports are commercial enterprises that are big, complex and generally highly
profitable. It is part of the vital transportation infrastructure of a nation that serves a
much wider area in social and economic terms, in addition to providing thousands of
jobs at the airport itself. Promoting the airport facility and its surrounding community is
therefore one of the key factors in preparing the airport with the least environmental
impact on the built environment. Davao is catching up on rapid development in the
course. The proposed airport would raise the potential of business and tourism in
Davao to a whole new level.
Visual Communication of Information
Visual communication plays a vital role for transport facilities, especially for
passengers, in providing a quality service that involves a system of navigation
information and signage. Such systems are not only for direction, however, but also a
control for the movement of the passenger for a smooth passenger flow and easy
transition within the terminal space.
5.5 ORGANIZATIONAL STRUCTURE
Figure 5.19 Organizational Structure
5.6 SPECIFIC SPACE REQUIREMENTS
Passenger Terminal Building
• Entrance and Exit
• Boarding Gate/s
• Lobby/ies
• Airline Ticket Counter/Office
• Public Circulation Areas
o Open Area
• Terminal Service
• Outbound Baggage Facility
• Interline and Intraline Baggage Facility
• Inbound Baggage Facility
• Security Check
• Federal Inspection Services
o Federal Aviation Agency
o The Weather Bureau
o Communications facilities
o Post Office Department
o Customs control
o SF. Passport and health control
• Airport Administration and Services
o Information Desk
o Offices
o Customs
o Immigration
o Management
o Accounting
o Maintenance
o Operation
o Public relations
• Security and Maintenance Office
o Control Room
o Main Security
• Comfort Rooms
o Male and Female
o All gender
• Breastfeeding Area
• Storage Room/s
o General
o Freight
• Prayer Room/Chapel
• Hold Room
• Quarantine
• Departure Lounge
• Arrival Lounge
• Sleeping Lounge
• Nursery for small children
• Concession/s
• Bank / Money changer
• Gift shop
• Car rental
• Flight insurance
• Kiosk/s
• Restaurant/s
• Luggage Locker
• Store/s
• Telephone
• Departure Hall
• Check-in Hall
• Customs Baggage Control
• Ticket Counter
• Passport Control
• Flight Gate
• Departure Lounge
• Transit & Transfer Passengers
• Transfer Baggage
• Baggage Claim
• Lost Baggage / Unclaimed baggage Storage
• Hotel Reservations
• Car Hire
• Seating Spaces/Areas q
• Indoor Park and Garden
• Entertainment Zone
o Children Playpark
o Arcade/Gaming
o Cinema/Theater/Movie Zone
• Airline operation
o Passenger and baggage-handling counters
o Office space adjacent to passenger-handling counter
o Baggage claim area
o Information counter
o Telecommunication facilities
o Space for handling and processing of mail, express, and light
cargo
o Aircraft Optional activities
o Catering activities
o Crew rest facilities
• Apron
o Terminal Apron
o Cargo Apron
o Parking Apron
o Service and Hanger Apron
o Isolated Apron
o General Aviation Apron
o Other Ground Servicing Apron
ADMINISTRATION BUILDING
• Accounting Division
• Budget Division
• Cashiering Division
• Office of the Manager Finance Department
• Assistant General Manager for Finance & Administration
• Collection Division
• Human Resource Development Division
• Office of the Manager Administrative Department
• Personnel Division
• Procurement Division
• General Services Division
• Office of the Assistant General Manager for Operations
• Business and Real Estate Investment and Development Division
• Terminal Concessions Divisions
• Business Development & Concessions Department
• System and Procedure Improvement Division
• Office of the Assistant General Manager for Engineering & Maintenance
• Office of Commission on Audit
• Records Room
• Senior Corporate Attorney
• Legal Department / Chief Corporate Attorney
• Assistant General Manager for Airport Development & Corporate Affairs
• Internal Audit Services Office
• Office of the Manager Corporate Management Services Department
• Management Information Systems Division – Training Room
• Management Information Systems Division – Technical Room
• Management Information Systems Division
• Office of the Bids and Awards Committee
• Office of the Officer-in-Charge Porterage Section
• Audio Visual Room
• Executive Lounge
• Office of the Corporate Board Secretary
• Reception Lounge
• Office of the Senior Assistant General Manager
• Board Room
• Office of the Head Executive Assistant
• Office of the General Manager
• Training Room
Intermodal building
• Pedestrian Entry/Exit Points
• Parking Area
o Staff’s parking spaces
o Visitor’s parking spaces
• Security check-up
• Passenger’s Luggage Cart Services
• Ticket counter
• Information desk
o Concourse area
o North Bound bus bay
o South Bound bus bay
o PUV, Van / UV express bay
• Bus bay
• Control room
• High-tech security room
o Head Security Office
• Food court
o Kitchen
o Dining area
o Rest Rooms
• Admin department
o Terminal Manager
o Passenger Agent
• Public Toilets
• Lounges
o Restroom
o Resting room
o Waiting area(indoor-outdoor)
o Payphone
• Utilities
o Maintenance Department
o Garbage Disposal
• Commercial Spaces
o Storage Room
• Staff’s Quarters
o Locker Room
• Clock Tower
• Drivers, Staffs Quarters
o Rest Area
• Office
• Bus Maintenance Depot needs to be repaired are stored.
• Tools and Equipment Storage
• Covered Shed
• Waiting/Seating areas
5.7 BUBBLE DIAGRAM
Site Development Plan
Figure 5.20 Site Bubble Diagram
Legend:
1- Fuel Farm 14- Maintenance Hangar
2- Underground Fire Water Protection 15- Isolated Apron
3- Private Commercial Developments 16- Intermodal Facility
4- In-Flight Kitchen 17- Taxi bay
5- Water Treatment Area 18- Car Parking Building
6- Central Plant 19- VIP Parking / Employee Entrance
7- Maintenance Center 20- International Arrival Transport Hub
8- Emergency Response Building 21- Departure Drop-off
9- Aircraft Rescue and Fire Fighting 22- Domestic Arrival Transport Hub
(ARFF) 23- Pedestrian Plaza
10- Admin Building 24- Passenger Terminal Building
11- Air Traffic Control (ATC) Tower 25- Entrance
12- Cargo Terminal 26- Exit
13- Apron 27- Bus Parking
Passenger Terminal Building Lower Floor
Figure 5.21 PTB Lower Floor Bubble Diagram
Legend:
1- Stairs 22- Training Room 42- Optional Counters
2- Elevator 23- Command Center 43- Security Screenings
3- Baggage 24- Ground Service 44- Flight Check-in
Breakdown Room Counter
4- Electrical Room 25- Ground Service 45- Passenger Service
5- Mechanical Room Office Counter
6- Immigration Station 26- Elevator 46- Information Kiosks
7- Baggage Claim 27- Red Cross 47- Central Lobby
8- Customs Counter 28- Government Offices 48- TMO / CTO Counter
9- Hotel Info / 29- Stairs 49- Army / Navy Liaison
Telephones 30- Cargo Transit Office Counter
10- Exit Covered Area 31- Transit Mail Office 50- Central Lobby
11- Airside Covered 32- Passenger Service 51- Passenger
Area Reservations Information Counter
12- Stairs 33- Dispatch 52- Optional Security
13- Restrooms 34- Shift Support 53- Vest
14- Lost & Found 35- Support Room 54- Entry Covered Area
15- Break Room 36- Support Room 55- Baggage Build-up
16- Conference Room 37- Break Room 56- Stairs
17- Customs 38- Office-in-charge 57- Elevator
18- Bank Office 58- Clean Fleet
19- Public Side 39- Airport Police Office 59- Restrooms
Covered Area 40- Customs 60- Army / Navy Liaison
20- Storage 41- Small Flight
21- Pax Storage Admin Departure Area
Passenger Terminal Building Upper Floor
Figure 5.22 PTB Upper Floor Bubble Diagram
Legend:
1- Stairs 22- Upper Lobby Waiting Area
2- Elevator 23- Stairs
3- Gate Lounge 1 24- Money Exchange
4- Stairs 25- Storage
5- Food Service 26- Janitor Closet
6- Gate Lounge 2 27- Restrooms
7- Security 28- Business Center
8- Restrooms 29- Gate Lounge 3
9- Serving Area 30- Security
10- Office 31- Restrooms
11- Preparation Area 32- Entry Lounge
12- Trash Room 33- Family Restroom
13- Elevator 34- Family Lounge
14- Refrigerating Room 35- Crib Room
15- Freezing Room 36- Children’s Activity
16- Dry Storage 37- Nursing Room
17- Boarding Corridor 38- Gate Lounge 4
18- Stairs 39- Stairs
19- Specific Commercial Reception 40- Elevator
20- Restrooms 41- Restroom
21- Specific Commercial Lounge
5.8 SPACE MATRICES
Site Development Plan
Figure 5.23 Site Development Plan Space Matrix
Legend:
1. Fuel Farm 14. Maintenance Hangar
2. Underground Fire Water Protection 15. Isolated Apron
3. Private Commercial Developments 16. Intermodal Facility
4. In-Flight Kitchen 17. Taxi bay
5. Water Treatment Area 18. Car Parking Building
6. Central Plant 19. VIP Parking / Employee Entrance
7. Maintenance Center 20. International Arrival Transport Hub
8. Emergency Response Building 21. Departure Drop-off
9. Aircraft Rescue and Fire Fighting 22. Domestic Arrival Transport Hub
(ARFF) 23. Pedestrian Plaza
10. Admin Building 24. Passenger Terminal Building
11. Air Traffic Control (ATC) Tower 25. Entrance
12. Cargo Terminal 26. Exit
13. Apron 27. Bus Parking
Passenger Terminal Building Lower Floor
Figure 5.24 PTB Lower Floor Space Matrix
Legend:
1- Stairs 30- Cargo Transit Office
2- Elevator 31- Transit Mail Office
3- Baggage Breakdown 32- Passenger Service Reservations
4- Electrical Room 33- Dispatch
5- Mechanical Room 34- Shift Support
6- Immigration Station 35- Support Room
7- Baggage Claim 36- Support Room
8- Customs Counter 37- Break Room
9- Hotel Info / Telephones 38- Office-in-charge Office
10- Exit Covered Area 39- Airport Police Office
11- Airside Covered Area 40- Customs
12- Stairs 41- Small Flight Departure Area
13- Restrooms 42- Optional Counters
14- Lost & Found 43- Security Screenings
15- Break Room 44- Flight Check-in Counter
16- Conference Room 45- Passenger Service Counter
17- Customs 46- Information Kiosks
18- Bank 47- Central Lobby
19- Public Side Covered Area 48- TMO / CTO Counter
20- Storage 49- Army / Navy Liaison Counter
21- Pax Storage Admin 50- Central Lobby
22- Training Room 51- Passenger Information Counter
23- Command Center 52- Optional Security
24- Ground Service Room 53- Vest
25- Ground Service Office 54- Entry Covered Area
26- Elevator 55- Baggage Build-up
27- Red Cross 56- Stairs
28- Government Offices 57- Elevator
29- Stairs
Passenger Terminal Building Upper Floor
Figure 5.25 PTB Upper Floor Space Matrix
Legend:
1- Stairs 16- Dry Storage 27- Restrooms
2- Elevator 17- Boarding Corridor 28- Business Center
3- Gate Lounge 1 18- Stairs 29- Gate Lounge 3
4- Stairs 19- Specific 30- Security
5- Food Service Commercial 31- Restrooms
6- Gate Lounge 2 Reception 32- Entry Lounge
7- Security 20- Restrooms 33- Family Restroom
8- Restrooms 21- Specific 34- Family Lounge
9- Serving Area Commercial Lounge 35- Crib Room
10- Office 22- Upper Lobby 36- Children’s Activity
11- Preparation Area Waiting Area 37- Nursing Room
12- Trash Room 23- Stairs 38- Gate Lounge 4
13- Elevator 24- Money Exchange 39- Stairs
14- Refrigerating Room 25- Storage 40- Elevator
15- Freezing Room 26- Janitor Closet 41- Restroom
5.9 BEHAVIORAL ANALYSIS
Enplaning Passenger Flow
Figure 5.26 Enplaning Passenger Flow
Domestic Deplaning Passenger Flow
Figure 5.27 Domestic Deplaning Passenger Flow
International Deplaning Passenger Flow
Figure 5.28 International Deplaning Passenger Flow
Enplaning Baggage Flow
Figure 5.29 Enplaning Baggage Flow
Enplaning Cargo Flow
Figure 5.30 Enplaning Cargo Flow
5.10 SPACE PROGRAMMING

SPACE
FUNCTION USERS ANCILLIARIES SPECIAL

& AMENITIES SYSTEMS
• Sofa • Closed Circuit

• Chairs Television
• Table (CCTV)
• •
PASSENGER TERMINAL BUILDING
Shelves Smoke detector

• Cabinets Triple tube
• Water closets compact
An area wherein • Sinks • Fluorescent
the visitors and Security Guard Lamps
• Utility room
guests visit first Admin
• Storage room • Incandescent
upon entering the Passengers lamps
terminal Driver • Filing cabinets
• Reception desk • LED Television
to inquire and Staff • Speakers
arrange their Porter • Information
desk • Printer
travel destination.
• Lights • Photocopier
• Directional Map • Telephone
• Music Player
• Intercom
• Wi-Fi connection
• Chairs • Smoke detector

• Table triple tube
• Cabinet compact
LUGGAGE CART SERVICE
• Sofa • LED Television

• Desk • Speakers
An area wherein Security Guard • Lights • Intercom
the passengers Admin • Records • Closed Circuit
will get their cart Passengers Cabinets Television
in order for them Driver
• Storage Room (CCTV)
to carry it easier Staff •
• Cart Area Fluorescent
around the Porter Lamps
terminal. • Basket Area
• Reception • Wi-Fi Connection
Counter • Incandescent
• Security lamps
Counter
SPACE

& AMENITIES SYSTEMS
• Sofa • LED Television

• Utility room • Speakers
• Storage room • Music Player
• Filing cabinets • Intercom
ADMINISTRATION BUILDING
• Reception desk • Projector

This area will be • Storage room • Closed Circuit
used by the • Chairs Television
admins and staffs
• Table (CCTV)
of the terminal Admins •
• Shelves Smoke detector
wherein they will Staff
run Guests • Cabinets Triple tube
the business and Security Guard • Water closets compact
• Sinks • Fluorescent
do other related Drivers
• Information Lamps
works of the
desk • Incandescent
terminal.
• Kitchen lamps
• Refrigerator • Wi-Fi connection
• Stove • Photocopier
• Safety Vault • Printer
• Lockers • Telephone
• Table • Smoke detector
• Cabinet triple tube
• Desk compact
• Lights • LED Television
• Coffee maker • Speakers
This area will be • Storage room • Intercom
TICKET COUNTER
used by the • Comfort rooms • Garbage bins

employees •
• Counter Bookshelves
wherein they sell Admins •
• Security Telephone
the tickets to the Staff
Counter • Closed Circuit
passengers and Passengers
will provide Porter • Ticket Booth Television
proper Security Guard • Computers (CCTV)
• Roll-under • Fluorescent
instructions for
Desks Lamps
them.
• Office Chairs • Wi-Fi Connection
• Display Glass • Music Player
• Incandescent
lamps
• Air-condition
SPACE

& AMENITIES SYSTEMS
• Utility room • Intercom

• Storage room • Closed Circuit
• Filing cabinets Television
•
MAINTENANCE BUILDING
Storage room (CCTV)

This area will be • Table Triple tube
the place wherein • Shelves compact
the maintenance Admins
• Cabinets • Fluorescent
and other Staff Lamps
• Record Cabinet
services of the • Incandescent
terminal is • Lights
• First Aid Kit lamps
founded. • air condition
. • Telephone
• Fire Extinguisher
• Garbage Bins
• White Board

• Cabinet compact
• Sinks • LED Television
• Water Closet • Speakers
• Kitchen • Intercom
• Refrigerator • Garbage bins
• Desk • Bookshelves
• Lights • Telephone
FOOD COURT
An area wherein Security Guard

• Lockers • Closed Circuit
the visitors and Admins
passengers can Visitors • First Aid Kit Television
rest and enjoy Staff • Stove (CCTV)
• Coffee maker • Chandelier
their meal while Passengers
enjoying the • Storage room • Fluorescent
nature in the • Comfort rooms Lamps
terminal. • Counter • Wi-Fi Connection
• Food tray • Music Player
• Dessert table • Incandescent
• Water fountain lamps
• Mini bar • Air condition
• Fireplace • Fire Extinguisher
• Oven • Heater
• Utility room
SPACE

& AMENITIES SYSTEMS
• Chairs • LED Television

• Table • Speakers
• Sofa • Music Player
• Utility room • Intercom
• Storage room • Projector
• Filing cabinets • Closed Circuit
An area in the • Shelves Television
CONTROL ROOM
terminal wherein
• Cabinets (CCTV)
admins and staff •
• Water closets Smoke detector
can watch and Admins
facilitate the Security Guard • Sinks Triple tube
on-going Staff • Information compact
desk • Fluorescent
businesses in the Guests
terminal. • Roll-under Lamps
desks • Incandescent
• Lockers lamps
• Lounge chairs • Wi-Fi connection
• Office chairs • Telephone
• Computers • Tech Booth
• Work area • air-condition
partitions • Fire Extinguisher
• Long table
• Cabinet compact
• Sinks • LED Television
• Water Closet • Speakers
PASSENGER LOUNGES
• Bed • Intercom
This area will be • Refrigerator • Garbage bins
used by the Visitors •
• Desk Bookshelves
everyone wherein Admins •
• Lights Telephone
can rest and wait Staff
• First Aid Kit • Closed Circuit
for their bus to Passengers
come in the Security Guard • Storage room Television
terminal. • Comfort rooms (CCTV)
• Counter • Fluorescent
• Sofa Lamps
• Benches • Wi-Fi Connection
• Display counter • Payphone
• Coffee table • Incandescent
lamps
SPACE

& AMENITIES SYSTEMS

• Tables Triple tube
• Reception desk compact
• Cabinets • Fluorescent
• Information Lamps
SECURITY CHECK-UP
desk • Incandescent
An area in the Security Guard • Counter lamps
terminal wherein Admin • Computers • Telephone
people will first Passengers •
• Directional Map Speakers
pass through for Driver •
• Waiting area Intercom
security check- Staff •
ups. Porter • Lights Closed Circuit
Television
(CCTV)
• Fire Extinguisher
• Metal Detector
• Bed • Smoke detector

• Chairs triple tube
• Table compact
• Cabinet • LED Television
• Sofa • Speakers
This area will be • Sinks • Intercom
STAFF’S QUARTER
used by the • Water Closet • Garbage bins

employees and •
• Shower Bookshelves
staff wherein they Admins •
• Kitchenet Telephone
can rest, eat, and Staff
• Refrigerator • Closed Circuit
provides a place Drivers
to stay for the Security Guard • Desk Television
employees who Guests • Lights (CCTV)
• Lockers • Fluorescent
do not live in the
• First Aid Kit Lamps
local area
• Stove • Wi-Fi Connection
• Coffee maker • Music Player
• Storage room • Incandescent
• Comfort rooms lamps
Counter • Air condition
SPACE

& AMENITIES SYSTEMS
• Chairs • Speakers
• Table • Music Player
• Shelves • Intercom
• Counter • Closed Circuit
WAITING/SEATING AREA
• Directional map Television

This area will be • Reception desk (CCTV)
used by everyone • Information • Smoke detector
who visits the Admins desk Triple tube
terminal wherein Staff
• Lights compact
they will rest and Passenger •
• Roll-under Fluorescent
stay while waiting Security Guard Lamps
desks
for their bus to Visitors •
arrive. • Lounge chairs Incandescent
• Long chairs lamps
• Benches • Telephone
• Long table • Garbage bins
• Desk • Fire extinguisher
• Coffee table • Streetlight
• Garbage bins
• Chairs • Speakers
• Table • Intercom
• Cabinet • Garbage bins
• Desk • Bookshelves
• Lights • Telephone
This area will be • •
CONCOURSE AREA
Lockers Closed Circuit

the place where • First Aid Kit Television
the people will Visitors
• Storage room (CCTV)
ride their bus in Admins •
• Counter Fluorescent
the intermodal Staff
facility and Drivers • Long chair Lamps
• Unloading area • Music Player
wherein the bus Security Guard
• Bus parking • Incandescent
will load and Passengers
unload its • Loading area lamps
passengers. • Safety
• Shelves Equipment’s
• Safety • Fire extinguisher
equipment’s • Mechanical
closet equipment
• Mechanical • Metal Detectors
room • Incandescent
Lamps
• Pantry • Real-time
• Toilet room information of
• Cabinets other
• Lavatory transportation
• Lounge schedules
• Chair • Natural lighting
• Shelves • Fluorescent light
INFORMATION CENTER
• Nook • Fire extinguisher

• Refrigerator • Incandescent
This area will be lamps
the space where Visitors • Sink
• Television • Fire alarm
travel inquiries of Admins systems
the passengers Staff • Water
dispenser • Smoke detector
and other users Drivers
• Water closet • Telephone
of the facility Security Guard
• Table system
takes place. Passengers
• Lockers • Closed-Circuit
• First aid kit Television
(CCTV)
• Lights
• Sprinkler
• Long chair
• Music Player
• Counter
• Garbage bins
• Intercom
• Speakers
• Emergency lights
• Bench • Fire alarm
• Lounge systems
• Chair • Conveyor belts
• Push Carts • Smoke detector
• Lights • Garbage bins
BAGGAGE RECLAIM AREA
This area in the • First aid kit • Speakers

airport passenger • Toilet room • Closed-Circuit
terminal building
• Lavatory Television
consists of the Passengers
• Table (CCTV)
baggage Staff •
conveyor belts Admin • Long chair Fire extinguisher
• Television • Telephone
and seating area Security Guard
• Information system
for both domestic Visitors
screens • Real-time
and international
arriving • Stalls information of
• Sink other flights
passengers.
• Nook • Sprinkler
• Cleaning room • Emergency lights
• Desk
• Lounge • Smoke detector

• Long chair • Emergency lights
• Television • Sprinkler
• Toilet room • Speakers
• Baggage carts • Real-time
MEETERS AND GREETERS AREA
• Cleaning room information

• Desk screens
• Nook • Telephone
The meeter and
• Stalls system
greeter area Passengers •
serves as the Staff • Lavatory Television
• First aid kit • Fire extinguisher
arrival area for Admin
• Information • Closed-Circuit
the passengers in Security Guard
screens Television
the terminal Visitors
building of the • Table (CCTV)
airport. • Push carts • Garbage Bin
• Information • Intercom
desks • Lamps
• Long table • Safety
• Reception desk equipment
• Counter • Fluorescent
lights
• Music player
• Air condition
• Information • Sprinkler
desks • Closed-Circuit
• Check-in Television
counters (CCTV)
• Information • Lamps
This area in the counters • Safety
passenger • Reception equipment
terminal building Passengers •
CHECK-IN HALL
desks Fluorescent
of the airport Visitors • Nook lights
includes the Security Guard • Lavatory • Fire extinguisher
passenger’s Admin • Stalls • Real-time
check-in hall, Employees
• Toilet room Information
ticket counters,
• Television screens
offices, retail, gift
• Information • Air condition
shops, and
screens • Smoke detector
security.
• Push carts • Emergency lights
• Table • Garbage bins
• Chairs • Music player
• Long chairs • Intercom
• Lounge • Telephone
system
• Cabinets • Real-time
• Chairs information of
• Lounge other flights
• Storage • Natural
• Toiler rooms ventilation
SECURITY DEPARTMENT
• Entrance and • Fire alarm

exit system
This space is Task force Davao • Television • Music player
designated for the Security officers •
• Table Intercom
uniform in men in K9 unit •
• Computers Telephone
charge with the Admin
airport’s security Employees • Water system
dispenser • Emergency lights
and safety for the Passengers
• Lavatory • Fluorescent
whole terminal. Visitors
• Sofa lights
• Sink • Garbage bins
• Bench • Sprinkler
• Counter • Closed-Circuit
• Long tables Television
• Shelves (CCTV)
• Air condition
• Toilet room • Fire extinguisher

(Male, Female, • Closed-Circuit
and PWD) Television
• Sleeping area (CCTV)
• Reception area • Sprinkler
• Lounge • Garbage bins
• Chairs • Telephone
SLEEPING AREA
A place where Staff • Benches system

passengers stay- Passengers • Trash bins • Natural
in overnight in the Guests
• Drinking ventilation
passenger Admin • Real-time
fountain
terminal building Employees
• Food stalls information of
of the airport.
• Bed other flights
• Sofa • Music player
• Storage • Emergency lights
• Cabinets • Air condition
• Sink • Fluorescent
• Counter lights
• Television • Intercom
• Shelves • Wi-Fi connection
• Locker room • Fire alarm

• Comfort room system
• Employee • Water sprinkler
lounge system
• Sofa • Closed-Circuit
TOILETS AND LOCKERS
• Coffee table Television

• Fire (CCTV)
extinguisher • Computer units
This space is • Lockers • Fluorescent
intended for the Staff
• Toilet lights
storage for the Employee •
• Sink Intercom
staff and also as Admin •
their place for • Shelves Music Player
• Television • Speakers
personal hygiene.
• Cabinets • Emergency lights
• Sofa • Air condition
• Trash bins • Garbage Bins
• Storage • Telephone
• Drinking system
fountain • Fire extinguisher
• Counter
• Counter • Sound system

• Display area • Speakers
• Storage area • Fluorescent
• Signages lights
• Chairs • Computer units
GENERAL RETAIL STORES
• Shelves • Fire extinguisher

• Cabinets • Closed-Circuit
This space is Consumers
• Fire Television
where tenants Staff (CCTV)
extinguisher
rent to sell off Tenants •
• Cashier system Air condition
their products in Admin
• Dressing rooms • Emergency lights
the passenger Passengers
• Preparation • Telephone
terminal building Security
area system
of the airport.
• Tables • Garbage bins
• Trash bins • Intercom
• Television • Fire alarm
• Sink system
• Bench • Water sprinkler
system
Table 5.7 Architectural Space Programming
Appendix A
Personal Interview Questionnaire – Airport Intermodal Facility Architect
Appendix B
Personal Interview Questionnaire – Davao International Airport Manager
Appendix C
Personal Interview Questionnaire – Mactan-Cebu International Airport Manager
Appendix D
Personal Interview Questionnaire – Manila International Airport Authority
CMSD Officer-in-charge
Appendix E
Personal Interview Questionnaire – Udenna Corp. AVP for Operations
Appendix F
Personal Interview Certificate – Assistant Dean of Social Science department
APPENDIX G - Survey Questionnaires
APPENDIX H – First Semester Transcription of Deliberation
Deliberations:
Ar. Clapis: Ikaw una? Sir Jankin ikaw una? (coughs) Okay Jay, I’ll be the one... the first to
ask, uhm... I think we would highly appreciate if you have a comparison on between the...
existing, what is the existing and the proposed because this is already your proposal. So, we
are... we would like to differentiate in actual what is the present and the proposed because
you have changes, you have proposed some road adjustments that is not in the existing, right?
Me: Yes sir.
Ar. Clapis: So, because of that, first of all, I would like to ask why did you, in your analysis,
put the fuel farm in the farthest and on the nearest to the national highway and the entry way?
Me: Ah sir based on my interviews and ocular inspection sir it will be located there in the Davao
International Airport sir. However, it’s just small sir, then, what I did is to expand it and to make
it a bigger size sir and the private commercial developments here sir is existing, but they are
smaller in size. So, what I did again is to maximize the size... in order to cater bigger
passenger’s sir and bigger aircrafts.
Sir Clapis: Fuel farm? Nandiyan talaga sa location na yan?
Me: Yes sir.
Sir Clapis: Because-
Ar. Ancla: You don’t see anything wrong with that?
Me: I think sir it is a security hazard, but the area is sloping, it’s a sloppy... ano sir, it is a sloppy
place in this part. So, this one is relatively flat the same with here… but, this is like… how
many… I forgot how many meters sir. The area is also heavily buffered by trees sir. But based
on FAA sir, after the 9/11 attack, the security got tightened and they had a rule that… airports
will have to follow the rule of 25 meters dapat before ang road sa terminal. Inincorporate ko
siya dito sir and sa fuel farm banda. Which is ang road distance sa mga terminal is 25 meters
at least.
Ar. Clapis: Uhm… Anyway, sige. That is your analysis, uhm… as these juror’s observation,
that is a major highway, Daang Maharlika, and it is zoned as commercial and it is the prime
lot, uhm… the fuel, fuel farm, would most likely be outside but not really on the… beside Daang
Maharlika Highway because it’s a prime, just like your 16… your proposed 16, building 16, the
intermodal facility, it is accessible to the highway and it is zoned as red or commercial.
Me: Yes sir.
Ar. Clapis: Uhm… How about your control tower?
Me: Ah the control tower sir, I located it here. Then, based on my ocular inspection sir it is the
same with Manila airport and on my research, which is in Kuala Lumpur airport, their control
tower is not located beside the runway sir and it is okay. However, dapat lang macompute ang
height sir. Then I assumed… I assumed my terminal building will be at least 15 meters ang
height. So, I calculated the height of my control tower to be 26 meters to 30 meters in order
na makita parin ang whole runway sir.
Ar. Clapis: So, why did you move your control tower?
Me: I moved the control tower sir because it is located here sir… it is taking up the space and
the cargo terminal needs to be expanded sir. So, in order to expand the cargo terminal sir, I
need to move the control tower. And I can’t move the cargo terminal anywhere else sir because
the facility can only accommodate the apron here.
Ar. Clapis: So, you are saying that it will be affected if the cargo terminal… will expand
sideways?
Me: Uhm, yes sir. Because the cargo terminal… I will design this to be 1 hectare.
Ar. Clapis: (Talking inaudibly to Ar. Ancla)
Ar. Clapis: Uhm… just my own observation, if the cargo terminal will be expanded, the control
tower will not be affected because it is farther infront than the control tower, ah, than the cargo
building. Anyway, that is your observation, you said that it would be affected but the control
tower is already existing… I just assumed that you have a better analysis rather than space
or… so what, you will demolish the existing control tower?
Me: I will renovate it sir.
Ar. Clapis: So dalawang control tower?
Me: Ay no sir. Tanggalin ko siya tapos ilipat ko siya so isa lang na control tower-
Ar. Clapis: So, you will demolish the existing control tower?
Me: Ah yes sir. Since it is reimagining Davao International Airport sir… because the control
tower and the admin building sir is longitudinal in size and it only has… I forgot how big sir,
but last Tuesday, September 10, President Duterte signed DIAA (Davao International Airport
Authority) which is… sila mag operate and manage ng airport and with that sir, dapat mas
malaki ang kanilang organizational chart gani sir. So, the facility, the existing facility can’t cater
the workers sir. So, I transferred it here so that the area will be bigger, and the building will be
bigger sir.
Ar. Clapis: Okay. Uhm… kung ako lang, if hindi naman siya tatamaan, pwede naman siyang
nandoon lang, pwede mo ng hindi ilipat. Because siguro, sabi mo nga kanina na conflict dahil
15 meters yung terminal building mo, kaya siya nasa harap. Ang control tower is also that
high, so maski tumaas pa yung terminal building mo, hindi matatakpan ng terminal building
mo ang new location ng control tower. Okay? Sige, that is your analysis.
Me: Yes sir.
Ar. Clapis: So, we are in a tropical country, and that is 50% tag-ulan and tag-init. From your
terminal building going to your… building number 16, intermodal facility, how do you walk
when it is raining going to the-
Me: Ah sir, I was not able to zone the walkways in my presentation but this one sir (points in
the board), the white one, they are covered walkways and this one (points again in the board)
is a covered walkway as well. And it is 6… uhm, 6- or 5-meters sir so that it will be spacious
for the pedestrians. However, like I said, in my ocular inspection in Cebu, they have an airport
bus which will… I will incorporate it too. Then, the airport bus will have four bus stops which is
here (points in the board), the intermodal facility, uhm… here, the red which is departure drop-
offs and the international and domestic arrival transport hub sir. So, in terms of walking sir,
uhm… I am not sure how far sir but, there is a solution for that which is the airport bus. Uhm…
because, based on interviews sir, they said that the airport today is designed to be anti-poor
because if you do not have a car or a private vehicle sir then you will just walk from (points in
the board) this point to that point. And it is around 100 meters more or less.
Ar. Clapis: Okay. I think your site development needs just specifics that could define the…
these two, the intermodal facility and the terminal building is connected and is safe from the
elements like rain.
Me: Yes sir. I will take that into consideration thank you.
Ar. Clapis: (inaudible)
Ar. Ancla: Okay. Jay, uhm… did you inspected a lot of airports ba?
Me: Sir?
Ar. Ancla: Have you gone… (inaudible). Did you inspect a lot of airports within the –
Me: Only three airports sir. The first, second and third busiest airports in the Philippines sir.
Ar. Ancla: Uhm… what are the current design trends for the improvement of airport design?
Me: Uhm… based on my ocular inspection in Manila sir, they do not have a solution for that.
Their solution is to transfer the airport because according to them, the facility can… will only
last 50 years. But, the solution of the Cebu airport sir, they partnered with GMR and Megawide
sir, it is an international company specializing in airports. Then, what they did sir is they
incorporated the IATA’s level of service. Based on my interview, I think it is six… six square
meters per person sir. Then, my problem sir is that I am lacking with… I’m lacking with data of
passenger peak hour of the day sir because the CAAP did not reply with my inquiry yet. So,
what Cebu did was that they designed the terminal according to the specified level of service.
Let’s say for example, in the check-in area, I think it is 1.2 square meters per person. Another
solution of Cebu sir is that they have a set of design guidelines. Uhm… just like what they did,
they have one office na mag bantay gani sa mga guidelines na dapat siya naga comply. Ang
maalala ko sir, ang isa doon kasi availability of taxis. In fact, (points at the board) I got this
design inspiration of the taxi bay from the Cebu airport because it is seamless, and it is helping
with the efficiency of the terminal sir.
Ar. Ancla: Do you have an inventory of spaces of the existing terminal buildings with the… for
example, the Davao airport –
Me: Uhm… the existing sir?
Ar. Ancla: Oo, the existing. Do you have an inventory of spaces?
Me: Yes sir. But I have not put it in the book sir.
Ar. Ancla: Okay. Let’s go sa topic mo na uhm… understanding the connection between
Filipino behaviors and airport passenger experience. Dito sa book mo, you have empirical
evidence of crowd movement phenomena. There are three: uni-directional streams within the
same corridor in a bi-directional flow, second is longitudinal unstable flows, and the third is the
unintended displacement of pedestrians. Where does these three phenomenon occur on your
spaces? Kasi diba sabi mo you have inventory of spaces na hindi mol ang nalagay. So, itong
three phenomenal of movement, where does it occur in the spaces?
Me: I am sorry sir, but I thought the spaces that you meant was in the site development plan.
Ar. Ancla: Hindi, sa terminal building.
Me: Uhm… sa terminal building sir I do not have sir.
Ar. Ancla: So, hindi mo ma-identify kung saan itong mga crowd phenomena –
Me: However, sir, I have their organizational flow. Ay… organizational chart rather sir, their
different offices in the facility and admins in the terminal sir.
Ar. Ancla: Yes, pero diba (inaudible). Your thesis title is Filipino behaviors within the airport.
Then you have mentioned again the three crowd movement phenomena. So, I want to know
sa existing spaces diyan sa building terminal saan to naga occur itong sinabi mo dito na uni-
directional streams, unstable flows, and unintended displacements of pedestrians?
Me: Uhm… I believe sir it is in the departure area sir. Because the airport is designed… the
airport today is designed to be crossflow. However, based on my research sir, airports should
not be designed to be crossflow.
Ar. Ancla: Do you have a comparative analysis of that? With the spaces?
Me: The spaces… uhm, no sir.
Ar. Ancla: So, yung analysis mo… How can we assure sa analysis mo na spaces mo is
applied or na identify mo yung problems if wala kang presentation of spaces na naga occur
yung tatlong phenomena of crowd movement phenomena? Okay?
Me: I will take that into consideration sir.
Ar. Ancla: Ito, uni-directional bottleneck uhm… uni-directional… Actually, you have the
principles pero I am looking kung saan dito naga occur sa spaces kasi naka visit man ka sa
ano –
Me: Ang example ng bottleneck sa Davao airport sir is sa security. Kasi, open or wide ang
spaces sir pero sa bottleneck is… the security is pwede mag… wala silang choice kung hindi
mag line sila sa isa. Kahit gaano kalaki ang area, wala silang choice dahil sa bottleneck which
is ma-shorten ang space and maliit nalang ang area sir.
Ar. Ancla: How about yung mga check-in counters?
Me: Check-in counters sir it is a crossflow sir.
Ar. Ancla: How about the immigration?
Me: Immigration sir it is also a bottleneck sir.
Ar. Ancla: Oh, diba dapat ma-identify mo yung spaces. Which spaces ang na bottleneck and
na cross…
Me: Crossflow.
Ar. Ancla: Oo, crossflow.
Me: Yes sir.
Ar. Ancla: Okay. This is an international airport, right?
Me: Yes sir.
Ar. Ancla: Connection of Filipino behaviors. So, since it is an international airport, it is bound
to have a foreign foreigners.
Me: Yes sir.
Ar. Ancla: So, you do not need… parang, to focus on Filipino behaviors. But the users are
intended din for the foreigners.
Me: Yes sir.
Ar. Ancla: Do you have a comparative analysis of a behavior sa foreign cultures in relation
with the Filipino behaviors in terms of experience through normative pedestrian behavior
theory?
Me: Uhm… I did not have an analysis in terms of normative pedestrian behaviors theory sir
but I have an analysis comparing Filipino behaviors and foreign behaviors in the airport sir.
Ar. Ancla: Okay. Can you show us?
Me: Uhm… it is in the book sir. In chapter… four point –
Ar. Ancla: Page?
Me: Ah page, wait sir… page 196 sir.
Ar. Ancla: (flips the pages)
Me: Uhm… my solution sir is that I focused on Filipino behaviors sir because majority of the
users of Davao International Airport sir are Filipinos and I only limited my scope into Filipino
behaviors because if I will address the needs of the Filipinos sir, then majority of the users will
have an efficient experience sir. However, in terms of foreign behaviors, I tend to focus in
Filipino behaviors so that they will adapt with our behaviors the same way with us adapting
their behaviors sir.
Ar. Ancla: So, wait, for the foreigners to adapt the Filipino behaviors sa…
Me: Airport sir. I think sir ang maka-help sa foreigner behaviors… ay, not the foreigner
behaviors sir but the… maybe their movements and sizes sir.
Ar. Ancla: So maka adapt ang foreigners? Do you think… do you think Filipinos have a…
some kind of bad behaviors within the airport? Yung mga mannerisms nila?
Me: Uhm example… for example sir Filipinos, based on my observation sir, they tend to talk
with their group of friends sir and make a circle or huddle that will take up the space of the
walkway sir.
Ar. Ancla: So, you will allow the foreigner na, tolerate mo lang yan foreigner total nandito ka
man sa Pilipinas. Ganyan?
Me: No sir but I have an architectural solution with that sir.
Ar. Ancla: So, how will you address?
Me: To provide a bigger space sir to avoid congestion and obstructions sir.
Ar. Ancla: Kaya I am curious on how you will address the Filipino behaviors and the foreign
because you mentioned here that it is an international airport.
Me: Yes sir.
Ar. Ancla: So, it is kind of a melting pot, na parang… (inaudible). So, I am curios on how you
will address especially the western culture and mayroon din tayong ibang behavior ng mga
Chinese especially from the mainland China and the Filipinos. Then, nag zone in ka sa Filipino
behaviors so I am trying to figure out how can you produce an effective flow of spaces if you
only zoned in in Filipino behavior lang. So, gi na point out ko lang, gi na digest ko lang ang
mga strategies mo –
Me: Ah sir, but gi consider ko ang kanilang mga behavior sir the same with… the same like
for some Filipinos, they tend to be very collective while western or European sir are very
individualist.
Ar. Ancla: Oh diba, they have a comparative data. Do you have it?
Me: Uhm… no sir, not specifically the normative sir but their behaviors only sir.
Ar. Ancla: Okay, kasi diba it is part of the as the user behavior analysis.
Me: Yes sir.
Ar. Ancla: Uhm… you have your size of facilities? In your spaces?
Me: Yes sir.
Ar. Ancla: Where did you get those figures? How did you come up with those figures?
Me: In terms of passenger movements sir, the analysis is in page 201. There is a computation
provided sir, what I did is that computed the growth rate and I took the changes in growth rate
sir and I just assumed sir since it is just a forecast, like it is just estimated. Then the total
average growth rate for the passenger movement comparing the five recent years is 2% then
I multiplied it with 30 years. So, 4.4 million times with the 2% increase growth rate in 30 years,
the total passenger capacity would be 8 million. Then the terminal today is designed for 2
million passengers sir, so what I did for my forecast sir is I multiplied it 4 times sir.
Ar. Ancla: Okay. Can you go back to elaborate more about the normative pedestrian behavior
theory?
Me: Normative pedestrian behavior theory is a behavioral pattern theory that studies
pedestrian behaviors –
Ar. Ancla: Ah sige, let us base on that overall description. Is there a comparative again for a
Filipino normative pedestrian behavior to foreign?
Me: Ah sir… hindi ko nasali.
Ar. Ancla: So, how can we cross check, diba? Kasi, kung… let’s say the normative pedestrian
behavior theory, example for that is sa Davao doc, green light pero mutabok gihapon ug sa
city high. They don’t give a… Mura siya ug… unsa ng sa Japan, Shibuya crossing na daghan
kaayo ug tao pero disregarding the traffic kuan ba. So you need a comparison sa normative
pedestrian behavior design of the Filipinos and the foreign kasi the title says here that the
structure that you are trying to… is an international airport.
Me: Yes sir. I will take that into consideration sir.
Ar. Ancla: Uhm… do you have an organizational chart?
Me: Uhm… Yes sir but I have not included it in the appendix sir but it is the organizational
chart of the offices in Davao airport sir.
Ar. Ancla: Do you have it in the book?
Me: Wala ko nalagay sa appendix sir.
Ar. Ancla: So, andaming wala nasali sa appendix.
Me: Wala ko nalagay sir pero andoon sa bag sir.
Ar. Ancla: Okay.
Me: Thank you sir.
Ar. Go: Uhm… about your site –
Me: Yes sir?
Ar. Go: How did you apply the theory here? The normative theory in terms of planning?
Me: Like I mentioned earlier sir, uhm… airports have three zones, the landside, the airside,
and the passenger terminal building. Then, I limited the scope to the use of normative
pedestrian behavior theory in the terminal building sir. However, I will consider it in the
intermodal facility sir and the parking area since there are still pedestrian movements and
normative pedestrian theory is a study of pedestrian behavior. However, I only limited my
study here (points in the board), because majority of the users in the facility is located here
sir.
Ar. Go: But… still diba, intermodal is part of the facility. It is part of the… where you… entrance
point sa public to the airport. So, I think you need to consider also the intermodal.
Me: In the site sir?
Ar. Go: Hmm… But, to be specific sa intermodal kasi, ang commercial is something separate.
Pwede man separate ang commercial.
Me: Yes sir.
Ar. Go: So, the intermodal is part man siya sa movement, diba? Sa passenger?
Me: Yes sir.
Ar. Go: Kasi without that part, kulang man siya. I mean the commercial, pwede siya wala. But
the intermodal is critical sa movement. So, I think it is better to re-plan the…
Me: Intermodal sir?
Ar. Go: Oo, the intermodal. That part (points in the board), paano mo siya ma-connect sa
terminal building? In terms of applying normative theory.
Me: Yes sir, I will take that into consideration sir.
Ar. Go: Kasi in terms of Filipino behavior, uhm… paano yun, like ano ba ang ano, intermodal
to terminal? How would they travel?
Me: The airport bus sir. So, if –
Ar. Go: So, bus?
Me: Yes sir. It is one of my solutions sir but if they want to walk sir, this one (points in the
board), the pedestrian crossing and this one sir is a covered walkway.
Ar. Go: Okay, in terms of walking, is it designed for the Filipino behaviors? From the intermodal
to the terminal? Diba? So, maybe you have to plan it na mag fit siya sa ano… sa behavior.
Me: I failed to research about that sir but based on my research sir, pedestrians, I am not sure
if Filipinos lang or hindi, pedestrians can walk up to 300 meters. If more than 300 meters sir
kasi kailangan na ng mga walkalators and any assistance gani sir –
Ar. Go: So, maybe you should plan ang intermodal maybe nearer sa terminal right?
Me: Uhm… I considered it here sir because this part is relatively flat, and this part is sloping
sir. So, in order to avoid environmental hazards sir, para hindi na ma-affect ang site, then I
just limited it here sir. Actually, based on my interview sir, there are three proposals for this
site: hotel, convention center, and a mall. Then I chose intermodal because hotel is not yet
applicable since Davao is small and there are still establishments nearby –
Ar. Go: Pero you could still apply the three, diba?
Me: The three sir?
Ar. Go: Oo. Hotel, intermodal and –
Me: Yes, sir but I think it is too much work. (chuckles) And for the convention center sir, I think
it is not applicable because the KingDome is located nearby so it will be useless. So, I chose
intermodal facility –
Ar. Go: So, in terms of passengers going sa terminal, walang problema, kasi it is going down.
But the problem is –
Me: Pababa sir?
Ar. Go: Sa arrival.
Ar. Clapis: Paakyat.
Ar. Go: Oo, paakyat man kasi arrival, diba?
Ar. Clapis: (inaudible)
Ar. Go: Yea, but in terms of ano, pedestrian.
Me: I’m sorry sir, ano yung question sir?
Ar. Go: In terms of arrival diba, if mag baba sila sa terminal, and then mag sakay sila ng public
transport, let’s say mag walk sila –
Me: Uhm… which one sir? Sa intermodal sir or sa terminal sir?
Ar. Go: Sa ano, sa… airport terminal. I mean mag walk sila going to public bus, diba? Tapos
pataas man siya. So, yun ang iconsider mo. Going to the airport terminal, hindi man masyado
problem.
Me: Uhm… what I did with that problem sir is to provide an airport bus the same with Cebu
airport sir and for the arrival –
Ar. Go: Yea, but you should start first with the structure itself.
Me: Yes sir.
Ar. Go: Later na yang ano… kasi ano naman kasi yan… yang parang, kasi naka ano na ang
facilities. Kung pwede ma-nearer, it would be better. I mean, pwede ka man mag ano…
maybe, elevated na multi-level parking siguro, diba?
Me: Yes sir. Actually, sir may parking spaces din sa intermodal sir.
Ar. Go: Anyway, maybe for second semester yan siya na ano. I have no more questions.
Ar. Clapis: No more questions? Ian?
Ar. Ancla: Wala na.
Ar. Clapis: Okay. Thank you everyone.
Verdict and Recommendations:
Ar. Ancla: Okay Jay, the floor is yours.
Me: First of all, thank you to my jurors for helping me with the lapses of my study that I did not
see. Thank you to my friends who helped me, thank you sir Jim for advising me and Sir Joe
na wala dito, thank you to my family, and kay sexy pumpkin, thank you.
*Audience shouts and laughs*
Ar. Ancla: Kinsa, kinsa si? (laughs)
Me: Sexy pumpkin sir. (points at her)
Ar. Palma: Talo ka Ian.
Ar. Clapis: (laughs)
Ar. Ancla: Pildi sa pumpkin. (laughs)
*Audience laughs*
Ar. Ancla: Okay Jay, here are the recommendations, uhm… you need to provide a
comparative analysis of the behaviors of Filipino and the foreigners kasi it is an international
airport. Again, analysis sa normative pedestrian behavior of Filipino and foreign. Next is
identify the spaces of crowd movement phenomena. Nasa book na, pero ang analysis ba wala
siya na include. And organizational chart, you need to include that. So, with that… you passed
this deliberations with a grade of 84.6.
*Audience cheering and clapping*
APPENDIX I – Second Semester Transcription of Deliberation
Deliberations:
Ar. Gan: Ok na? Ready na? Ah… first, sa second floor, sa third floor imohang for departure?
Me: Yes sir. On top ang departure sir.
Ar. Gan: Third floor, and… You said earlier, yung 50-50… 50 for international and 50 for
domestic –
Ar. Torres: 75-25.
Me: Yes ma’am. Yung 50-50 sir is yung current airport ngayon.
Ar. Gan: Ngayon? 50-50?
Me: Yes sir.
Ar. Gan: Ah when it comes to, for example, uhm… Karon is imong solution is 75-25?
Me: Yes sir. Nakuha ko yan siya sa calculations ko na nasa book sir. Gi-base ko siya sa annual
international passengers tapos kinuha ko ang changes in growth rate annually then I estimated
it for the next 30 years sir. Then the result will be 24 point something percent sir or 25 percent.
Ar. Gan: And also, did you follow the typical layout of the airport?
Me: Uhm… sa book sir may calculations din diyan kung ano yung spaces sir. Kung ilan ang
square meters per facility. Like mentioned earlier, the result for the number of check-in
counters was known. Tapos ang ginawa ko sir, yung nasa book kasi is minimum lang. So, I
increased it.
Ar. Gan: So, what are your applications – ah… what are the applications sa imohang study
didto sa planning, when it comes to planning and sa site development plan and also sa
floorplan?
Me: Uhm… sa floorplan sir, sa passenger terminal building ang first kasi yung normative
pedestrian behavior theory, isa sa mga study niyan is ma-identify kung saan ang bottlenecks
ng facility, like for example sir, ang bottleneck is sa security checkpoints. Tapos isa din yan
siya na security hazard sir, para ang flow ng passengers are from open or wide to slowly na
mag liit sa bottleneck, isa yan sa security considerations. Tapos naka locate ang departure
gates sa baba sir para… for example, there are people that will not buy from the concession
or retail spaces, so doon lang sila sa boarding gates below. Kasi ang boarding gates, iba siya
na design compared to typical airport planning, however, kung isipin, it is still the same design
or planning even if it is located below. Because the height of an airplane is around 5-10 meters.
So, yung typical airport planning for the 3 rd floor is pababa parin. Ang ginawa ko lang sir is,
imbis after pa ng… yung mag check ng final boarding going to the airplane ang pababa, I
already provided ramp and stairs going to the boarding gate para maiba na din ang flow ng
mga passengers na mag bili and hindi.
Ar. Gan: Sige, sa imohang… and you provided, for example sa entrance for the departure,
you provided only two gates and security checkpoints for the passengers –
Me: Saan sir? Sa third floor?
Ar. Gan: Yes, sa third floor. Pila diay imong entrance? Naa pud sa second floor?
Me: Yes sir. Sa second floor is connected siya sa car park building and may pedestrian bridge.
Ar. Gan: For departure pud siya?
Me: Yes sir. Bale ang aking design sir is makapasok ang public or meeter and greeters sa
facility. So, sa third floor, may four entrances. Yung first, sa pinaka left, is for the airline crews,
employees and VIPs only. The second gate from the left is for international departures, the
third and fourth gate is for the domestic passengers. However, visitors without a boarding pass
or who is not a passenger can only use the fourth gate in order to reduce the congestion in
the facility.
Ar. Gan: Uhm… I am asking this one kasi di man gud nako ma gets ang imong whole floorplan.
Kaning overall plan kay walay –
Ar. Torres: Walay labels.
Ar. Gan: Oo, walay labels –
Ar. Panizales: Wala pud naka zone.
Ar. Gan: Pag naga scan ko, malibog ko kung asa nako banda, diba? And also, kung ang study
nimo is Filipino behaviors, dapat ma provide nimo and circulation or ang flow based on your
studies. Dili nako makita man gud.
Ar. Torres: Ganito nalang Jay, in an airport, ano yung mga pinaka important na mga zonings?
Diba you have the pre-departures, check-in security, and then… Ah no no, tama ba?
Me: Yes ma’am.
Ar. Torres: So, the check-in, the security, the predeparture, the arrival, and so on. Now,
probably I am just guessing, sige, gusto ko nalang marinig from you. What is the most Filipino
activity in all of these spaces? Say for example, pre-departure?
Me: Uhm… sa aking survey ma’am or sa aking observations, ang pinaka common na Filipino
behavior in the facility is yung mag travel sila as a group ma’am, tapos kunyare… or families
sila, they often travel side by side compared to Japanese passengers that they travel in
straight line. So, the Filipino behavior is as a group sila –
Ar. Torres: Ok, that is if it’s a group. If it’s just an individual?
Me: For individual passengers ma’am, uhm… normative pedestrian behavior theory has three
points or principles: strategic, optical, and tactical behaviors. Ang strategic ma’am is ano yung
plano mo –
Ar. Torres: Ah no, I am talking about Filipino behaviors.
Me: Uhm… kung business ang kanilang travel purpose ma’am is straight lang sila ma’am.
Ar. Torres: Ok, if it is leisure?
Me: If leisure ma’am, yun yung na provide ko after security checkpoints ma’am. Bale pag labas
nila sa security checkpoints kasi magdaan sila sa concession spaces ma’am para kahit hindi
nila gna sadya na magbili sila. Yun yung tactical level ng normative pedestrian behavior
theory.
Ar. Torres: Ok, next is… saan mag belong ang bibili ng pasalubong?
Me: Mag bibili ng pasalubong sa normative pedestrian behavior theory ma’am?
Ar. Torres: Hindi, saan ba mag belong dyan sa tatlong behavioral types ng normative
pedestrian behavior theory ang pag bili ng pasalubong?
Me: Uhm… depende ma’am. Ang strategic kasi ma’am –
Ar. Torres: Eh parang Pilipino lang ata ang may ganyan na trait diba? Pasalubong, souvenir,
oh diba? Maski’g walay gi padala na kwarta, mangayo ug pasalubong imong mga paryente.
Oh sige.
Me: Ang buying of pasalubong ma’am kasi nasa strategic level, yung first. Ang strategic ma’am
kasi i-plan out mo yung activities mo ma’am. Pero pwede din siya sa tactical level –
Ar. Torres: Ok, sige you have those already, where in the plan did you place them?
Me: Ang buying of pasalubong ma’am?
Ar. Torres: Hindi lang naman yan, ang dami mong sinabi pasalubong lang naalala mo.
*laughs*
Me: Ay… ang tactical ma’am kasi kung ano yung mga changes sa iyong strategic. Sa plan –
Ar. Torres: Therefore, that is applied in what… which part in your planning?
Me: Uhm… ang tactical ma’am kasi nasa pre-departure.
Ar. Torres: Ok, sige paano mo gi-plano ang pre-departure?
Me: First ma’am is ang predeparture is strategic and tactical ma’am. Kasi, kunyari ma’am ikaw
lang isa, or ang purpose mo is hindi ka magbili, so diretso ka lang sa boarding gates ma’am.
Compared to, kunyare ang boarding gate is in the same level lang, so mag mix ang iyong
behaviors.
Ar. Torres: Ok, so what else?
Me: Uhm… sa arrival exit galling sa baggage reclaim.
Ar. Torres: Mhmm, sige ano yun?
Me: Sa labas niyan ma’am kasi andyan yung meet and greet, tapos may choice sila kung
either mag akyat sila sa second floor which is mga retail or mag diretso sila mag alis sa arrival
transport hub.
Ar. Torres: Diba the behavior also is that once you arrive, it is very short. That you don’t go
around anymore. Instead, leave the airport as soon as you can. But somehow you are
delaying… or is it a part of your strategy?
Me: For me ma’am, yes. Kasi in that way maka daan pa ang mga passengers sa retail area
meaning more revenues for the airport facility ma’am.
Ar. Torres: How much retail space do you have in the arrival?
Me: Sa arrival… sorry but I don’t know how many square meters ma’am.
Ar. Torres: No, how many?
Me: Ah how many ma’am?
Ar. Torres: Oo.
Me: Mga 6 na retail tapos mga 6… Ay, 4 or 6 na retail spaces ma’am and restaurants, food,
and beverage sa arrival hall. Ay hindi talaga siya sa arrival hall ma’am, pero sa taas siya, on
top po ma’am. Bale kung mag –
Ar. Torres: So, they still have a choice not to drop by?
Me: Yes ma’am. Diyan sila maging tactical or parang changes in plan nila ma’am.
Ar. Torres: And then where is the Filipino *inaudible* there?
Me: Filipino ma’am… uhm –
Ar. Torres: Sige ikaw sa Daem.
Me: Ay, ang isa pa pala na na observe ko sa Filipino behaviors ma’am kasi since ang road
dito sa Philippines kasi sa right, so pag mag tingin daw ang mga Filipinos anywhere ma’am
kasi first daw nila tingnan ang right. Then, I placed the retail spaces on the left side –
Ar. Torres: No, we will look left. Oh? When you cross the street do you look right? Nasa left
galling ang kotse. No, you look left.
Me: Yun ang aking nasa research ma’am.
Ar. Torres: Hindi Jay –
Ar. Gan: In general na siya ang right.
Ar. Torres: In general, maybe in western countries you look right because left hand ano ang
kanila. Right man tayo, then we look left.
Me: Yes ma’am. However, sa arrival area lang yan siya ma’am. Pero after ng security
checkpoints, both sides na ang retail spaces ma’am.
Ar. Torres: And then generic na siya? Hindi na Filipino behavior?
Me: There are international passengers also ma’am so I will apply their behaviors also. Ang
isa ko din na strategy diyan ma’am kasi sa end ng terminal concourse kasi open space lang
yan siya diyan so doon mag mix ang different passenger behaviors. Kasi iba iba ang behaviors
ng mga American, or kunyare –
Ar. Torres: Ok walang problema with the international kasi very generic naman sa
international pero yung Filipinong-Filipino talaga. Kasi parang… oh sige, in terms of security,
what is the common stressor, what is the common problem that Filipinos encounter that you
have solved in this study?
Me: My solution in terms of security ma’am kasi nag provide lang ako ng mga bottlenecks para
ma control ang flow ng mga tao ma’am –
Ar. Torres: Oh ito siya, Jay, you’ve been to many international airports also, diba? Other than
Davao City. Say for example, terminal 3 in Manila, non-passengers can enter the airport,
correct?
Me: Yes ma’am.
Ar. Torres: In Davao City, can passengers enter in the airport? No. But that does not eliminate
being Filipino. Now, look at what should be done in airports in the Philippines in general. For
example, should we… given the security issues, di naman problem, issues, security issues
that we have, should we allow non passengers to enter or should we not?
Me: In my design ma’am, I allowed non passengers to enter the facility po.
Ar. Torres: Oo nga, I understand that you allowed. So, yung mga ganon, paano mo natanggal
yung fear in the security or let’s say, the… paano ba… yung crowdiness, yung stressor na
maraming tao, yung mag init ang ulo mo kasi mabagal ang Cebu Pacific, mga ganon, diba
Jay? So, I think that those are the things that could have been addressed or maybe it’s there.
But I just don’t sense it.
Me: Hindi ko lang na provide ang zoning ma’am pero ang mga non passengers kasi sa front
side lang sila ng terminal. So, bale doon lang yung maraming tao ma’am. After ng semi-public
zone ma’am, private zone nalang talaga or mga passengers nalang ang pwede.
Ar. Torres: Ok, sige sabi mo. Na dissect na nako Jelbert kay libog pud ko sa iyahang floorplan
actually.
Ar. Gan: Wait lang ha.
Ar. Torres: *inaudible* Kani ganing ano Jay, another Filipino trait, yung mag ba-bye, although
ngayon, because of the nCoV –
Ar. Gan: Bawal.
Ar. Panizales: Bawal na man –
Ar. Torres: Pero, sa Filipino diba pag mu arrive, isa ka barangay, pag mulakaw, isa ka
barangay. How did you address that?
Me: Hindi ko nalagay sa floorplans ma’am, pero sa harap ng passenger terminal building kasi
mayroong pedestrian plaza.
Ar. Gan: Asa dira sa site development plan?
Me: Dito sir, number 23, pedestrian plaza. *points at the board* Tapos kung makapasok sila
sa building ma’am, ang design ko kasi diyan before pa nung nCoV, tapos sa gitna yung meet
and greet gani ma’am.
Ar. Torres: Mhmm.
Me: However, kung mag stick talaga na hindi na papasukin ang mga meeter and greeters,
since open space lang man siya ma’am, pwede na din siya gawing entertainment area ng
airport para makita agad ng arriving passengers.
Ar. Torres: Ano pa? Pero dapat andito to siya Jay.
Me: Yes ma’am.
Ar. Torres: Kasi yan yung mga solution mo. Yes you have airport planning, but probably you
should have highlighted more on the ones that are necessary in terms of your study kasi…
para masagot yung lahat ng mga discussions mo kanina *inaudible*. Security, luggage, lost
luggage, yung… what is that –
Me: I provided a lost luggage counter in the baggage reclaim area ma’am.
Ar. Torres: Oh and the central storage and luggage storage where they could claim –
Me: Andyan sa likod ng baggage reclaim ma’am.
Ar. Torres: Eh actually, yun nga, sinasabi ko, baka andyan lang siya –
Ar. Gan: Di lang maklaro.
Ar. Torres: Pero kas inga, walang label.
Ar. Gan: Tapos ang ibang floorplan walay mga furniture.
Me: Ay ang iba kasi diyan sir kasi TIA, or tenant improved area bale sila na mag –
Ar. Gan: Pero kailangan nimo mag design ug sample layouts.
Ar. Torres: So ayan, mubalik sa ko kay Lloyd. Daem ikaw na Daem.
Ar. Panizales: Uhm… based on your book, you have there the survey about the Mindanao
culture.
Me: Yes sir.
Ar. Panizales: Most of your survey questionnaire or answer sheet… answers a very minimal
information or knowledge about Mindanao, tama? So, where is it located in your design?
Me: My proposal sir is that, based in my calculations there in the book, sa analysis ko sir, with
14.5 million passengers, the total departure boarding gate is 11. Then in my research, there
are 11 tribes found in Davao. So, my proposal sir is that per gate is per tribe, tapos may portion
sa boarding gates na parang gallery gani sir para at least may malaman sila about the tribe.
Ar. Panizales: Yes you are saying that but where is it in your design or drawing?
Me: It is in the departure gates sir. *points in the drawing* Also, in my survey sir, ang second
na means sa wayfinding ng mga passengers except yung mga signages sir is mga art or
sculptures. So my solution is to incorporate Mindanao culture or arts throughout the facility.
For example sir, may statwa diyan ng durian, tapos magkita kayo ng iyong kasama diyan sa
huge facility, so pwede sabihin ng iba na “andito ako sa may durian”. So, isa yan sa mga
wayfinding ng passengers and naka indicate yan sa floorplan sir.
Ar. Panizales: Ok, what about your roofing? How did you come up with your design in your
roof?
Me: I haven’t provided a detail sir but my concept with this roof sir is Davao river as a whole.
Ar. Panizales: Yes, sa side. Pero itong sa front?
Me: Itong sa front sir, itong spiky roof sir kasi kinuha ko lang siya sa design concept ng current
airport sir since it is the design of Ar. Leandro Locsin, who is a national artist, so kailangan ma
preserve ang kanyang design sir. Bale, yung first airport is kay Ar. Locsin, next is a second
generation of his design, so my design will be a third generation of his design sir. So, kinuha
ko lang ang concept niya na spiky roof sa façade sir.
Ar. Panizales: Uhm… do you have a relatable sample or detail for this?
Me: No sir. Sa roofing sir?
Ar. Panizales: Oo, kasi hindi naming alam na you based it sa ganito, unless otherwise stated.
Pero kapag ma incorporate mo yung ibang designers, ok naman siya walang problema, just
indicate it na ganito siya.
Me: Yes sir. I will take that into consideration sir.
Ar. Panizales: So, itong building mo is existing? Or baguhin mo yung current design?
Me: May portion lang sir na hindi galawin pero –
Ar. Panizales: Yung structural?
Me: Uhm… Sa scope ko sir kasi hindi ko na siya g sali sir.
Ar. Panizales: Lagi, I mean there are existing columns, hindi mo na yun baguhin?
Me: Baguhin ko sir. Kasi ang ginawa ko na columns sir kasi nilakihan ko siya para mas malayo
ang distance niya and mas open plan sir and may flow na hindi magbangga or mag block.
Kasi ang aking floorplan sir kasi open type –
Ar. Panizales: So, binago mo yung buong airport?
Me: Yes sir. Kasi ang study ko sir is reimagining Davao International Airport.
Ar. Panizales: Yes, binago mo yung buong building.
Me: Yes sir. Kasi hindi na siya ma as is sir kasi ang airport ngayon is designed as a provincial
type airport. Tapos ang passengers niya… this year lang sir is 4.4 million and the design
capacity of the facility is only 2 million. After 30 years –
Ar. Panizales: Ok, uhm… paano yung… uhm ano ang mangyari sa… let’s say, on going yung
passengers, paano mo ma transfer yung current flights niya tapos gina renovate mo yung
building?
Ar. Palma: Ay Daem –
Ar. Panizales: Ay sorry.
Ar. Palma: Ano sakanya, it is actually reimagining the airport to fit the current and future
passenger. So…
Ar. Panizales: Hindi na part?
Ar. Palma: So, parang ano talaga dapat ang airport. So, hindi part sa kanyang facility ang
current.
Ar. Panizales: Ahh, ok sige… ok sige, hindi naman pala yun part so disregard mo na yun
siya. Yea, I think yun lang. So far yun lang… Anyway wala na akong question, na mention
naman ni ma’am Gee yun lahat, tsaka Mindanao culture lang yung concern ko. Ok, wala na
ata, ok guys, thank you guys.
Ar. Palma: Pakikuha nalang ng recording. Thank you.
Verdict and Recommendations:
Ar. Torres: Naay pakapin buhok ang model.
Me: Bulbol gani daw ma’am. (laughs)
Ar. Torres: Mhmm…
*Audience laughs*
Ar. Gan: Kung silipon nimo dira, naa.
Ar. Torres: Silipon nimo.
Me: Wala gani nila gi-tanggal ma’am. (looks at the model)
Ar. Torres: Kita mo?
Ar. Palma: Naay bulbits.
Me: Sa kanila yan sir, kay Lloyd.
Lloyd: Sir, sa iro na sir.
Ar. Torres: Oy, hindi ah!
*Audience laughs*
Ar. Torres: Oh sige na, kay mag pasalamat pa si Jay.
Ar. Panizales: Ok, Mister Alterado…
Ar. Torres: Jay, ang ingay ingay nila.
Ar. Panizales: Would you like to say your… ah, unsa ba… pasalamat?
Ar. Torres: Acknowledgment.
Ar. Panizales: Acknowledgment.
Me: First of all, thank you sir Jim. Kahit ka-quiton na ako, thank you sir. Next is thank you sa
mga jurors, na nakita ang mali ko na hindi ko nakita at para maayos ko. Uhm, kay Lloyd, thank
you –
Ar. Torres: Thank you Lloyd.
Me: Sa Team BEB, thank you and… thank you kay sexy pumpkin.
*Audience shouts and laughs*
Me: For keeping me sane. Yun na po, thank you sir.
Ar. Panizales: Ok, uhm…
Ar. Torres: (inaudible) *laughs*
Me: Hala, kilig si ma’am Gee.
Ar. Torres: Wala gud. *laughs*
Ar. Panizales: So, mister Alterado, ok ah… paano ba ‘to basahin. Sige, comments nalang
muna noh. Una, uhm… it is a common comment that your plan, tawag ani… uhm, improve
your details sa drawings and apply your study sa drawings kasi lacking siya. Although, may
drawing siya pero proper label and zoning para ma identify kung saan yan siya banda. Next
is provide details for your design applications and translations, yung nabanggit mo kanina na
entrance or yung cultural identity per location. Then, uhm… highlight Filipino behavioral
solutions in planning and show perspective details. Actually, uhm –
Ar. Torres: *points at the audience* Ngano dili mo manulod?
Ar. Panizales: Actually, yung kulang sayo is yung ano, yung mga details nalang and… uhm…
ano… Well… thanks for trying. May appeal ka pa?
Me: Yes sir.
Ar. Panizales: Meron?
Me: Yes sir.
Ar. Panizales: Ok, however, imong… ah no, not however. Imohang DOD Is 5. Upon the
average grade… your average is 72. So, it means you passed and your final grade is 76.
Congratulations. Pero kailangan gihapon nimo ipasa imong recommendations, ok?
Me: Yes sir, thank you.
*Audience claps*
APPENDIX J – Davao International Airport Phase 1 and 2 Development
APPENDIX K – Davao International Airport (DIA)

Parallel Taxiway
APPENDIX L – Davao International Airport (DIA)

Grid Map
APPENDIX M – Davao International Airport (DIA)

Organizational Chart
APPENDIX N – Manila International Airport Authority (MIAA)

Organizational Chart
APPENDIX O – Accessibility Law
APPENDIX P – Batas Pambansa (BP) 344 Summary
APPENDIX Q – IATA Level of Service
Pedestrian flow levels of service (in sq. ft. per person)
APPENDIX R – BAA and IATA Design and Service Standards
Selected BAA and IATA design service standards – departures
Selected BAA and IATA design service standards – arrivals
APPENDIX S – Aero ports de Paris design standards
APPENDIX T – Schiphol airport design standards
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ATENEO DE DAVAO UNIVERSITY

SCHOOL OF ENGINEERING AND ARCHITECTURE

ARCHITECTURE THESIS 2019-2020

THEME: PHILIPPINE CULTURE AND HERITAGE IN THE

REIMAGINING DAVAO INTERNATIONAL AIRPORT

study into reality.

Foremost, I would like to express my deep and sincere gratitude to my thesis

and providing invaluable guidance throughout this research study. His

dynamism, vision, sincerity and motivation have deeply inspired me to do more

Thank you, Sir Jim.

encouragement, feedbacks, and hard questions.

I am extremely grateful to my parents, Rolina Morales and Senforiano Alterado

thanks to my whole family for their support throughout this journey.

I also cannot express enough thanks to my friends, Team BEB: Christian

Pagaran, Gelo Magbanua, Nikki Palermo, Nathaniel Plasabas, Zyrah Asequia,

Sandoval, for their continued support and encouragement. My completion of

particular, I am grateful to Lloyd Matthew Yap, for helping and encouraging me

numerous times with my thesis throughout my second semester journey even

though you do not have to.

Finally, to my caring, loving, and supportive girlfriend, Abigal Depositaro: my

of nations. However, Davao International Airport (DIA) needs to be redeveloped

to a stressful passenger experience.

improving their circulation and movement. However, management of pedestrian flows

requires knowledge of pedestrian flow behavior.

The study’s focus, then, is to understand the different behavior of Filipinos in

Normative Pedestrian Behavior Theory throughout the study. Using quantitative

pedestrian behavior. The aim of this research is to achieve an appropriate airport

Title Page ………...………...………...………...………...………...………...………...… i

CHAPTER 2: REVIEW OF RELATED LITERATURE

2.3.3 Passenger Flow Principles ............................................................................. 47

CHAPTER 4: RESULTS, ANALYSIS, INTERPRETATION

CHAPTER 5: THE PROJECT

Figure 1.1 Theoretical Framework .............................................................................. 10

Figure 4.26 Stressors in the airport .......................................................................... 132

Figure 4.61 Mode of Transport ................................................................................. 154

Figure 4.97 Cargo Terminal ...................................................................................... 167

Figure 5.4 Location, Accessibility, and Vicinity Map ................................................ 256

Table 2.1 Passenger Space Standards ...................................................................... 48

1.2 Statement of the Problem 4

1.3 Goals and Objectives 7

1.4 Research Framework 9

1.7 Scope and Limitations 15

1.8 Significance of the Study 17

1.9 Definition of Terms 19

1.1 BACKGROUND OF THE STUDY

structures. Airports are considered to be a key transportation modal point for it

making the design of the building aesthetically pleasing as viewed by the

remembered through time and be appreciated by past, present, and future

Davao International Airport (DIA), formerly known as the Francisco

located in Buhangin District in the 1940s. Today, it is dubbed to be the busiest

airlines began to provide Dabawenyos with more air links to selected

international destinations. This connectivity does not only benefit the

Dabawenyos but the Mindanaons, as well.

More people are becoming interested in Davao City based on the

Civil Aviation Authority of the Philippines (CAAP) in 2019, the Davao

International Airport accommodated 4.48 million passengers, exceeding the

numbers show that if there is a movement of people, there will also be

movements in business. Thus, making air connectivity essential in the progress

and development of the city.

The primary problem of the Davao International Airport that needs to be

addressed is the inefficient airport passenger experience. The airport today

holding capacity and efficiency of the airport will be increasing.

Concerning the theme of the project, which is to incorporate the

connection to the inefficiency of the facility. The objective of this study is to