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CHAPTER 2
ARCHITECTURAL PROGRAMMING
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2.1. SITE SELECTION AND ANALYSIS

2.1.1. Physical, Socio-Economic, and Cultural Profile of Project Location

The present status of Laoag City was led by the resettlement of the natives by the
Spanish missionaries. Historical records show that Laoag was organized as a town in
1585, becoming the first parish and first town in the northern portion of the old Ilocos-
Ilocos Norte, Ilocos Sur, and La Union. Laoag became a city in January 1966 and
remained the capital city of Ilocos Norte up to the present time. The city has a total land
area of 12,747.35 hectares or 127.4735 square kilometers. It consists of 80 barangays,
30 of which are urban and 50 are rural barangays. Of the total land area, 1,476.99
hectares is occupied by the urban core on the poblacion while 11,270.35 is being
occupied by the rural barangays. The land available for development is 1,596.76
hectares as per land use plan. The city is located at the west central part of the Province
of Ilocos Norte bordering the West Philippine Sea. It is bounded on the East by the
Municipality of Sarrat; in the Southeast by the Municipality of San Nicolas; in the
Southwest by the Municipality of Paoay, in the Northeast the Municipality of Vintar; in
the Northwest by the Municipality of Bacarra; and in the West by the South China Sea.
The City of Laoag is along the Manila North Road, making it accessible by land to
nearby provinces, to Metro Manila and to the rest of Luzon. It is 488 kilometers from
Metro Manila, the National Capital. Specifically, Laoag is eight hours by land travel
and one hour and forty-five minutes by air to Manila.

Laoag’s topography potentials favor agricultural farming and settlement purposes.

Generally flat, the plains lie in the central part of the city with a sloping terrain of five
to ten feet above sea level while the hilly mountainous areas lie in the northeastern part.
The climate of Ilocos Norte, which includes Laoag City, is generally classified as
belonging to the Climate Type I of the modified Corona Classification of Philippine
climate characterized by two well-pronounced seasons; dry and wet and is classified as
mild and pleasant climate. Dry season usually starts in November until April and wet
during the rest of the year. Maximum rain period is from June to September during the
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prevalence of the southwest monsoon. The city is frequently visited by typhoons

because of its geographical location. However, devastations are seldom experienced
due to the presence of the mountain ranges of Cordillera and Sierra Madre in the East.
The city has a tropical savanna climate with warm to hot temperatures year round.

Within the city and municipalities of the Province of Ilocos Norte, Laoag City
remains on top in terms of population. As per 2015 NSO population survey results, the
population of Laoag City stands at 111,125 which is a relatively a young population.
The city’s population represents 18.46% of the total population of the Province of
Ilocos Norte and 2.21% of the population of Region I. The Ilocos Norte Water District
is the water supply agency that extends water service to consumers of Laoag City. And
a 5-hectare sanitary landfill facility was established in Barangay Lagui-Sail near that
boundary of Laoag and Vintar town.

Laoag City is classified as a third-class city with an annual income of about Two
Hundred Million Pesos (P200,000,000.00). Major sources of local income are real
property taxes, business taxes, licenses and fees, income from market and
slaughterhouse, other miscellaneous fees and taxes. Apart from these sources, Laoag
City is also the center of the fast developing North Luzon economic Triangle. With a
12,747.35m total land area, Laoag City provides a large opportunity for economic
expansion. The historic scenic tourist spots, availability of internationally competitive
accommodations and facilities, and the presence of supportive national government
agencies, makes Laoag an ecotourism center, as classified by the Department of
Tourism. The Northwestern Luzon Growth Quadrangle, fondly called the NORTH
QUAD, also aims to develop rural areas through an integrated countryside agri-
industrial development approach with emphasis/focus in attaining sustainable and
equitably growth; increase the productivity of agriculture and fisheries; encourage
industrial competitiveness in the local and foreign markets like Taiwan, Japan, South
Korea, ad Hong Kong. The capital of Ilocos Norte plays the following functional roles
in relation to other towns, to the Province and to the region:
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Educational, Commercial, Information and Communication Center of the province,

Accessible in an International Airport, Accessibility to an International Seaport,
Identified as ECOZONE by PEZA Law (R.A. 7916).

The modes of land transportation within the city and to/from the city are buses,
jeepneys, tricycles, privately-owned vehicles and government-owned vehicles. The
presence of the Laoag International Airport complements the mode of transportation.

Map showing the Philippines Map of Ilocos Norte showing the Municipalities

Map showing the site Map of Laoag City showing the barangays
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DATA HELPFUL TO THE STUDY

Spatial Development Strategies According from the CLUP of Laoag

The concept/structure plan is a useful tool in determining the patterns of spatial

development that the city shall undertake. These are diagrams of proposals for
development areas, growth centers, circulation system. They may alter the distribution
pattern of existing land uses but with the ultimate aim of achieving rational and optimum
land utilization.

 Tourism

Laoag has always been identified as a major tourist destination in the North, not
just because it is the capital town of Ilocos Norte but primarily because of its
accessibility, being the host of an international airport and its geographic location along
the Manila North Road (MNR).

The city also boasts of its rich cultural and historical heritage which when
developed and maintained, could also serve as attraction for tourists to stay in Laoag.

In the past, Laoag merely served as a pimp-off point for tours to other places but
with the development of more tourist facilities and services, tourism arrivals have been
steadily increasing with larger stay in the city.

With the above-mentioned trend in development, tourism is foreseen as a major

economic driver and this would entail exploring and developing more of its tourism
potentials and likewise, upgrading and expanding existing facilities and services and
installing additional ones where they are needed.

Tourism spatial development will contribute to the elevation of the city to the
highest hierarchy of urban centers in the province.
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 Commercial Growth Center

Laoag is fast becoming a primary urban center and this is characterized by the
increase in investment coming in all sectors of the economy.

Under this strategy, investment areas shall be identified and regulated to prevent
saturation and environmental degradation. Labor-intensive activities shall be encouraged
to maximize employment in the area.

The Preferred Strategy

The preferred development strategy for Laoag City would be a combination of

Tourism, Commercial Growth and Industrialization, taking into consideration the best
features of each. In this strategy, the resources of the city, both natural and otherwise,
shall be managed and utilized wisely and judiciously to ensure sustainable growth.

If this strategy is to be followed, the city shall become a primary urban center,
maintaining its current functional role as a capital town, government center,
trading/commercial center, communication/financial/recreational center, institutional
center, industrial center and ultimate tourist destination. This will also accelerate
development in the nearby areas.

In this alternative, suitable areas for urban development such as commercial

growth centers, new settlements and industrial sites shall be identified.

With this strategy, it is the firm belief that more employment opportunities will
become available, delivery of social services will be maximized and
infrastructure/utilities will be improved/upgraded, thus ultimately promoting maximum
welfare for the city’s residents.
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2.1.2. Micro Site Analysis

Site Selection Criteria and Justification

A. SIZE, SHAPE, AND ACCESSIBILITY

The existing Laoag International Airport has a lot area of approximately 75 hectares.

It is largely located on Air Transportation Office (ATO)-owned land. More areas are

planned to be acquired by appropriation to enable ATO to provide a higher level of security

and operating efficiency at the airport complex. The proposed lot has an area of

1,735,042.25 square meters or approximately 170 hectares within the 165 lot numbers. Its

shape is an elongated rectangle, curved at the other short side. The 15-meter wide national

road is finished with concrete and asphalt while the 6.5-meter barangay road is finished

with concrete. Airport roads with a width of 6.5 meters are also finished with concrete. It is

very accessible by all means of land transportation e.g. buses, SUVs, tricycles,

motorcycles, trucks, and jeepneys. The airport is about 6 kilometers southwest of the city

proper.
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TECHNICAL DESCRIPTION

DISTANC
BEARING
STATION E

LENTGH N/S DEG MIN E/W

1-2 162.00 N 0 22 E

2-3 30.21 N 12 3 E

3-4 243 S 0 7 W

4-5 2157.86 - - - E

5-6 48.45 N 78 31 E

6-7 271.14 S 89 48 E

7-8 193.95 S 88 59 E

8-9 348.35 S 87 12 E

9-10 77.80 S 45 15 E

10-11 197.8 S 68 1 E

11-12 43.50 S 21 38 E

12-13 78.72 S 2 50 W

13-14 57 S 15 16 W

14-15 127.59 S 26 33 W

15-16 69.23 S 25 9 W

16-17 92.26 S 6 59 W

17-18 41.56 S 47 29 W

18-19 42.74 S 13 24 W

19-20 128.87 S 45 4 W
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20-21 41.84 S 55 26 W

21-22 27.02 S 88 5 W

22-23 207.81 N 78 28 W

23-24 34.08 N 0 15 E

24-25 123.74 N 76 25 W

25-26 80.52 S 76 5 W

26-27 85.83 S 73 4 W

27-28 146.19 N 76 48 W

28-29 51.89 N 81 19 W

29-30 59.87 N 65 47 W

30-31 57.53 N 73 39 W

31-32 123.73 N 52 44 W

32-33 214.71 N 80 17 W

33-34 65.27 N 80 17 W

34-35 251.99 N 73 19 W

35-36 105.08 S 73 16 W

36-37 131.01 S 57 37 W

37-38 64.06 N 54 41 W

38-39 92.98 N 67 36 W

39-40 40.37 N 65 28 W

40-41 628.69 N 89 38 E

41-1 552.90 N 88 37 W
TOTAL LOT AREA: 1,735,042.25 SQ.M.
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Lot Numbers Contained at the ATO-Owned Land

Address Area Occupied by Airport

Lot No.
(sqm)

5044-A Brgy 44 Laoag City 1004.00

5045 Brgy 43 Laoag City 932.00

5052-A Brgy 43 Laoag City 7546.00

5043 Brgy 43 Laoag City 965.00

5042 Brgy 43 Laoag City 816.00

5041 Brgy 43 Laoag City 1362.00

806-A Brgy 43 Laoag City 6819.00

5035-A Brgy 43 Laoag City 5620.00

5036 Brgy 43 Laoag City 5535.00

5037 Brgy 43 Laoag City 21049.00

5038-A Brgy 43 Laoag City 18908.00

5040 Brgy 43 Laoag City 5096.00

5047 Brgy 43 Laoag City 3632.00

5048 Brgy 43 Laoag City 1423.00

5052-A Brgy 43 Laoag City 7546.00

5050-A Brgy 43 Laoag City 15562.00

5039-A Brgy 43 Laoag City 1655.00

5012-A Brgy 36 Laoag City 105223.00

5012-B-1 Brgy 36 Laoag City 150198.00

5012-B-2 Brgy 36 Laoag City 6324.00

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Area Occupied by Airport

Lot No. Address
(sqm)

3833 Brgy 36 Laoag City 1968.00

3832 Brgy 36 Laoag City 1368.00

3830 Brgy 36 Laoag City 7987.00

3829 Brgy 36 Laoag City 1769.00

3822 Brgy 36 Laoag City 185.00

3826 Brgy 36 Laoag City 16850.00

5012-C-2 Brgy #49 Darayday, Laoag City 15016.00

3825 Brgy 8 Laoag City 4670.00

3824 Brgy 36 Laoag City 4100.00

3823-Part Brgy 8 Laoag City 1977.00

35552-Part Brgy 36 Laoag City 5071.00

3818-Part Brgy 36 Laoag City 5187.00

31548 Dumalineg Ilocos Norte 87.00

31547 Brgy 36 Laoag City 216.00

3772 Brgy 36 Laoag City 345.00

31545 Brgy 36 Laoag City 639.00

31546 Brgy 36 Laoag City 143.00

3774 Brgy 36 Laoag City 570.00

3816-A Dumalineg, Ilocos Norte 8754.00

31544 Dumalineg, Ilocos Norte 45.00

31543 Brgy 36 Laoag City 34.00

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31542 Dumalineg, Ilocos Norte 30.00

Address Area Occupied by Airport
Lot No.
31546 Dumalineg, Ilocos Norte 143.00
(sqm)

31539
3778 Dumalineg, Ilocos
Brgy 36 Laoag Norte
City 54.00
3087.00
31539
3776 DUMALINEG ILOCOS
Brgy 6 Laoag City NORTE 3672.00
31540 BRGY 36 LAOAG CITY
3775 Brgy 8 Laoag City 1788.00
31538 BRGY 36 LAOAG CITY
3765-A Brgy 36 Laoag City 5874.00
31537 BRGY 36 LAOAG CITY
35326 Brgy 36 Laoag City 1207.00
31536 DUMALINEG ILOCOS NORTE
3766-Part Brgy 8 Laoag City 1414.00
31535 BRGY 36 LAOAG CITY
3767-A Ato Laoag International Airport 2062.00
31534 BRGY 36 LAOAG CITY

3768-A
31533 Brgy 36
BRGY 8 Laoag
LAOAGCityCITY 1746.00

3771-A
3815 Brgy 36
BRGY 7 Laoag
LAOAGCityCITY 4693.00

3783
3786-B BRGY 36 Laoag
Brgy 36 LAOAG CITY
City 25825.87

35327
3782 Brgy 36
BRGY 36 Laoag
LAOAG City
CITY 1497.00

3781 BRGY 36 Laoag

Brgy 36 LAOAG CITY
City 3994.00

3764-A Dumalineg Ilocos Norte 25824.00

3758-PART Brgy 42 Laoag City 1064.00

3754 Brgy 42 Laoag City 1023.00

3752 Brgy 42 Laoag City 9162.00

3750 Brgy 42 Laoag City 2238.00

3751 Brgy 41 Balacad Laoag City 10602.00

3748 Brgy 42 Laoag City 2170.00

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Address Area Occupied by Airport

Lot No.
(sqm)

3744-Part Brgy 42 Laoag City 3287.00

3743 Brgy 41 Balacad, Laoag City 3287.00

3749 Brgy 42 Laoag City 1362.00

3746 Brgy 42 Laoag City 838.00

3747 Brgy 42 Laoag City 618.00

3656 Brgy 42 Laoag City 21113.00

3654 Brgy 42 Laoag City 2813.00

3651 Brgy 42 Laoag City 21113.00

3653-Part Brgy 42 Laoag City 2788.00

3662 Brgy 42 Laoag City 2625.00

3657 Brgy 42 Laoag City 6037.00

3658 Brgy 42 Laoag City 6437.00

3661 Brgy 42 Laoag City 2686.00

3665 Brgy 42 Laoag City 1992.00

3667 Brgy 42 Laoag City 1784.00

3654 Brgy 42 Laoag City 1394.00

3666 Brgy 42 Laoag City 2505.00

3665 Brgy 42 Laoag City 1992.00

3664 Brgy 42 Laoag City 1331.50

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Address Area Occupied by Airport

Lot No.
(sqm)

3663 Brgy 42 Laoag City 2311.00

3675 Brgy 42 Laoag City 6000.00

3676-B Brgy 42 Laoag City 703.00

3676-E-1 Brgy 42 Laoag City 715.54

3676-A Brgy 42 Laoag City 773.00

862 Brgy 9 #72 Gen Luna St Laoag City 20900.00

3684 Brgy 42 Laoag City 10900.00

3670 Brgy 42 Laoag City 315.00

3671 Brgy 42 Laoag City 850.00

3672 Brgy 42 Laoag City 2118.00

3671 Brgy 42 Laoag City 404.00

3673 Brgy 42 Laoag City 2118.00

3692 Brgy 42 Laoag City 863.00

3641 Brgy 42 Laoag City 643.00

3691 Brgy 36 Laoag City 2948.00

3690 Brgy 42 Laoag City 574.00

3689 Brgy 42 Laoag City 1261.00

3673 Brgy 42 Laoag City 2118.00

3674 Brgy 36 Laoag City 863.00

3673 Brgy 42 Laoag City 2118.00

898 Brgy 37 Laoag City 1150.00

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Address Area Occupied by Airport

Lot No.
(sqm)

3679 Brgy 36 Laoag City 530.00

2856 Brgy 42 Laoag City 113.00

3693 Brgy 37 Laoag City 574.00

881 Brgy 42 Laoag City 339.00

880 Brgy 42 Laoag City 357.00

3688 Brgy 42 Laoag City 524.00

878 Brgy 42 Laoag City 1292.00

879 Brgy 36 Laoag City 680.00

877 Brgy 52-A Laoag City 1394.00

3687 Brgy 36 Laoag City 1010.00

876 Brgy39 Sta Rosa Laoag City 469.00

874 Brgy 9 #72 Gen Luna St Laoag City 500.00

875 Brgy 36 Laoag City 3096.00

870 Brgy 9 #72 Gen Luna St Laoag City 946.00

868 Brgy 36 Laoag City 820.00

3686 Brgy 16 Laoag City 303.00

3683 1252.00
Brgy 22 San Nicolas, Ilocos Norte

3682 1136.00
Brgy 22 San Nicolas, Ilocos Norte

3681 Brgy 36 Laoag City 728.00

898 Brgy 37 Laoag City 1150.00

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Address Area Occupied by Airport

Lot No.
(sqm)

867 Brgy 26 Laoag City 1812.00

865 Brgy 39 Laoag City 1036.00
864 Brgy 42 Laoag City 478.00
3685 Brgy 36 Laoag City 270.00
3684 Brgy 42 Laoag City 2488.00

899 Brgy 37 Laoag City 1144.00

856 Brgy 9 Gen Luna St Laoag City 104.00

857 Brgy 26 Laoag City 102.00

860 Brgy 39 Laoag City 73.00

866 #72 Gen Luna St., Brgy 9, Laoag City 592.00

867 Brgy 26 Laoag City 1812.00

869 Brgy 42 Laoag City 376.00

873 Brgy 37 Laoag City 115.00

871 Brgy 36 Laoag City 297.00

872 Brgy 36 Laoag City 453.00

3680 Brgy 36 Laoag City 1748.00

855 Brgy 2 San Nicolas, Ilocos Norte 592.00

893-Part Brgy 37 Laoag City 2296.00

894-A Brgy 36 Laoag City 5008.00

895 Brgy 37 Laoag City 376.00

874 Brgy 37 Laoag City 1144.00

896 Brgy 36 Laoag City 1405.00

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SWOT ANALYSIS

Strengths Weaknesses
 The site is only 15 minutes from the town  The existing lot is not enough for
hall. international provisions.
 The site is just within reach to famous  Entrance and exit roads are narrow.
Ilocos Norte landmarks and historical sites.  There is an unseemly access to exit
 The site is appropriately distant from the road.
urban area.  Perimeter fence are unsatisfactorily
 The site is mostly surrounded by discerned.
agricultural lands.  Secondary gates are indistinctive.
 Future plans include converting some
residential areas and agricultural lands into
institutional.

Opportunities Threats

 Area is available for future expansion.  Traffic at entrance and exit roads.

 Access roads can be re-planned for better  Defective traffic operations at landside
traffic flow at the landside. especially at parking areas.

 Adjacent agricultural lands can be acquired  Titles of the lots inside the perimeter

for future expansion. have not been totally given to CAAP.

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B. ORIENTATION, LOCAL MICROCLIMATE, AND SENSUOUS

QUALITIES

The lot faces the eastern direction; therefore, it receives the morning sun and
partly, the northeast monsoon. The rear of the lot is exposed and receives the
afternoon sun and partly, the typhoon winds. The right side of the property, where
it is mostly shaded, receives good breezes generated by the Northeast Monsoon.

The lot is overlooking the Padsan River on the north that snakes towards the
South China Sea in the distance. The front, right, and rear of the lot is surrounded
by residential houses as well as the left side of the lot which has also a view of the
nearby agricultural lands.

The operation of airports results in environmental impacts associated with high

levels of different noises. These may have severe and negative effects on
surrounding residents. There is no source of any unpleasant smell from the
immediate neighborhoods.

A 180° PANORAMIC VIEW OF THE SITE FROM NORTH TO SOUTH

A 180° PANORAMIC VIEW OF THE SITE FROM SOUTH TO NORTH

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SWOT ANALYSIS

Strengths Weaknesses

 Local microclimate is used for the  Insufficient natural barriers at open

integration of bioclimatic architecture in field.
the design of the structures.  Longer sides of the lot face the sunset
 The placement of the runway is ideal for a and sunrise.
plane to take off and land where the wind  Heat gain from the concrete runway
is blowing in the same direction as the will be prominent at airside.
runway.  Airport operations cause disturbances.
 The site receives good breezes from the
South China Sea.
 The overlooking rivers and sea give a
pleasant view.
 There are a lot of strategic areas on the site
to efficiently utilize solar panels.

Opportunities Threats

 Expansive area provides the promotion of  The innovation at the large part of the
the bioclimatic architecture. property, specifically the airside, may
 Architecture will play a big part on solving be difficult to implement.
the problem of the structures gaining heat  Air pollution from aircraft operations is
from the sunrise’s and sunset’s direction. environmentally challenging.
 Air pollution is lessened through an air-  Inevitable noise pollution may be
purifying system. challenging to the residents.
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C. VEGETATION, TOPOGRAPHY, HYDROGRAPHY, GEOLOGY AND

SOIL

Most of the trees on site are only to be found at the landside area or the area for the
non-traveling public because the airside or the area for aircraft operations should comprise
an aerially accessible open space. But landscaping is present at the apron adjacent to the
terminal building. Various types of tall trees like mango trees, narra, ipil-ipil, kapas-
isanglay, and kamantiris are planted around the perimeter fence. Road verges are covered
with carabao grass and partly with flowering plants. Bougainvillea plant occupies the plant
boxes on the middle of the public road and at the entry porch of the arrival building that
crawls along a pattern of steel works. Plant boxes also surround the terminal building where
some parts are filled with flowering plants and potted palm trees. Borders of the parking lot
are lined with yellow tops plant and some series of ipil-ipil and mango trees. At random
parts of the area, there are also aludig trees and bamboo groves. Mostly, the ground is
covered with feather grass.

The location of the project is generally flat that it potentials agricultural farming and
settlement purposes. Aside from these, the flatness of the land of the site favors airport
design especially on the runway. It provides a smooth run of aircrafts for safer take offs and
landings.

The site is bounded by Padsan River in the north which flows from the west
extending beyond the lot that snakes towards South China Sea, which is on the western part
of the site. Although the site is along the South China Sea, the possibility of experiencing a
tsunami or tidal wave is remote. Though most flood prone areas are along the river and
other water bodies, flooding is now contained because of the construction of the Integrated
Drainage System and the SABO Dam and Flood Control.

The southwestern portion of Ilocos Norte where the site is located, is part of
physiographic unit known as the Ilocos Coast Strip. It consists largely of elevated coastal
tract, mainly alluvium overlaying older sediments with some portions of raised coral. The
plain is bounded at the east by an escarpment which is partly due to a fault and partly to
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andesitic extrusive. The hills along the rolling area above the coastal plains are tertiary and
sedimentary rocks such as limestone, sandstone, conglomerates and limy shales.

The soil type of the site is characterized as San Manuel Loam (The surface soil is
very pale brown to pale brown loam; loose and friable; 30 to 35 centimeters deep) and San
Manuel Silt Loam (The surface soil is coarse granular; and mellow when moist. The
boundary with the lower layer is diffuse. The subsoil is pale brown silt loam to fine sandy
loam with yellowish brown streaks; slightly compact. The lower limit of this layer is 90 to
100 centimeters from the surface. It is underlain by yellowish brown fine sandy loam to
fine sand, which is slightly compact. The boundary with the lower layer is gradual). The
soil capability is classified as class A which is very suitable for medium raised structures.
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SWOT ANALYSIS

Strengths Weaknesses

 The lot is elevated higher than the  The site is bounded at its two sides by
riverbanks. Padsan River.
 The lot is predominantly flat.  Currently, the course of a part of the
 The soil’s condition is suitable for the Padsan River runs perpendicular to the
construction of competent and state-of- runway which is built just above the
the-art structural capabilities. watercourse.
 Site’s geology is healthy for  There is little vegetation at airside.
construction of high-rise structures.
 The geology and soil condition of the
site are capable to support and also to
withstand the weight of airplanes and
especially the impact of a landing plane.

Opportunities Threats

 Existing vegetation at site will not be  Heavy rainfalls may cause flooding in
eradicated but rather supplemented. the area due to the adjacency to the
 High rise structures will be suitable to river.
the site’s soil condition.  Adjacency to the South China Sea may
 The revitalization will enhance and also bring possible tsunamis in the area.
increase the volume of vegetation at  Agricultural lands are degraded due to
landside and at terminal building. the proposed expansion.
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D. PRESENT ZONING, USES, AND UTILITIES (WATER, SEWER,

DRAINAGE, POWER, COMMUNICATIONS)

The lot is presently zoned as institutional as per the Comprehensive Land Use Plan
of the Municipality of Laoag. The airport is classified as an International Airport by the
CAAP (Civil Aviation Authority of the Philippines), an agency under the Department of
Transportation that is responsible for the operations of all kinds of transportation in the
country.

The existing one-storey terminal building, administration, concessionaire, and other

ancillary buildings in the landside area will be removed or renovated, if possible, for the
expansion and modernization of the facilities. The existing runway will be stretched out to
meet the requirement which should total a length of 3,000 meters and a width of 60 meters
(with shoulder). Service roads on airside must also be established to properly segregate
traffic on apron for passenger loading and unloading, baggage, cargo, sanitation service,
fueling services and aircraft maintenance. Emergency access must be planned within 1,000-
meter radius.

Water source is from Ilocos Norte Water District. There is an existing sewer line that
connects to the public main sewer line. Power supply comes from INEC (Ilocos Norte
Electric Cooperative, Inc.). There is an existing drainage canal adjacent to the runway and
near the administration building leading to the Padsan River. Existing INEC power poles are
located around the site and there are concrete posts supporting the communication cables of
Philippine Long Distance Telephone (PLDT).
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SWOT ANALYSIS

Strengths Weaknesses

 Utilities are readily available on site.  Limited opportunity to relocate present

 Existing buildings are in need of utilities.
augmentation because of the airport’s  Adjacency of the site to the residential
underdeveloped facilities. areas.
 Unused existing buildings will be  Insufficient protection of the site from
dismantled to give way to the re-planning flooding.
of the proposed site development.
 The river at site will serve as natural
drainage for storm water run-off.

Opportunities Threats

 Definitive settlement of structures can be  Existing utilities may impede

properly exhibited based from familiarity propositioned placement of structures.
of former oversights.  Airport operations cause disturbances to
 Existing utility structures can be the nearby residents.
developed.  Expansion of the site may affect the
 Land uses surrounding the existing airport residents.
will be converted for the revitalization of
the new Laoag International Airport.
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2.2. LAWS AND ORDINANCES SPECIFIC TO SITE AND PROJECT

TYPE

The proposed revitalization of the existing airport is governed by specific laws and
ordinances. The proposals of this project are mostly regulated by the Department of
Transportation, presided by the Civil Aviation Authority of the Philippines (CAAP)
guidelines, and the Master Plan Study on the Strategy for the Improvement of
National Airports in the Republic of the Philippines (volume 5: Reference Materials
for Airport Facility Planning March 2006), Airport Planning Manual. The design of
the project in connection to the site and the project type is referred and complied to
the National Building Code of the Philippines or PD 1096, Fire Code of the
Philippines or PD 1185 and Accessibility Law or BP 344.

2.3. SITE DEVELOPMENT OPTIONS

With the comprehensive analysis of the existing condition of the project and the site,
and having identified its strengths and opportunities, as well as its weaknesses and
threats, the best ways to introduce revitalization in the site are the following:

 The runway strip should be extended to the south to accommodate larger

aircrafts and meet international airport standards.
 The overall width of the proposed runway plus shoulders should not be less
than 60 meters to suffice international airport standards and its total length
should be at least 3000 meters and the runway strip should have an overall
width of 300 meters.
 Taxiways, which connect runways and ramps, should be extended to meet the
possible demands of future expansion. Width should be at least 45 meters with
shoulders.
 The size of the apron should comply with the standards set by International
Civil Aviation Organization (ICAO). The best dimension is 450 meters by 135
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meters. Allotted for general aviation (112 m x 150 m), the apron should also
be used by private planes.
 The road right-of-way of the proposed access road should be enough to
accommodate public vehicles.
 Additional service roads should be made available to provide direct and
convenient access between apron and other service areas.
 Segregation of traffic on apron is needed for passenger/ baggage/ cargo/ mail
loading and unloading, sanitation service, fueling service, and for aircraft
maintenance.

The re-planning of the airport terminal is expected to result in more tourist and cargo
arrivals. By extending the length of the runway and expanding the taxiway and apron,
the airport will increase its capacity to accommodate, not just more but, bigger planes.
Aircrafts which have big passenger capacity include A320, A330, A340, MD11 and
B747-400.
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Proposed Site Development Plan

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2.4. REVIEW OF RELATED LITERATURE

According to the Philippine Information Agency (PIA), with nearly 700,000 tourists
that visited the province, Ilocos Norte has made headway in the tourism industry. All
these is because of the campaign pitch, “Paoay Kumakaway”, which targeted the
domestic market and other countries, had since reached a wide audience locally and
abroad using television spots and billboard. (Arzadon, Ma. C.)

According from the ABS-CBN’s news report (November 03, 2016), “More Chinese
tourists expected as China flights resume in Laoag Airport”. LAOAG CITY - An
average of 300 Chinese tourists is expected to visit the Ilocos Region and other parts
of the country every week as chartered flights from Guangzhou, China to Laoag City
resumed at the Laoag International Airport (LIA). More than 100 tourists from China
aboard China Eastern Airlines arrived at LIA during the reopening.

They were warmly welcomed by young Ilocano dancers and drummers headed by
Vera Cheung, the assistant to the chairman of the international marketing office of
Fort Ilocandia Resort Hotel in Laoag City. Cheung said that after President Rodrigo
Duterte expressed strong bond with China, more Chinese tourists were encouraged to
visit the Philippines.

Time Travel gave five reasons to visit Ilocos Norte and these are: (1) its earthly
wonders, this involves the dynamic coastal topography of the province. (2) church
architecture (3) bucolic beaches (4) characterful cuisine; among Filipinos, Ilocanos
are known for frugality, and the cuisine of this farming society features ingredients
shunned elsewhere into the country. (5) historic Vigan; drive south for an hour to
neighboring province, Ilocos Sur to get to Vigan, the Philippines’ only UNESCO
World Heritage City (Villarica H.).

According to the Philippine National Tourism Development Plan for 2011-2016, the
secondary international airports located at Clark, Mactan- Cebu, Davao, Puerto
Princesesa, Iloilo, Laoag and Zamboanga are currently unable to handle rapid
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international tourism growth because of limitations on: (a) city side aspects such as
poor access, lack of parking and inadequate support services (b) air side constraints
related to runway, taxiway, parking apron limitations, air navigation system
limitations and fire and rescue service limitation and (c) airport management and
operations limitations.

It is stated in the development plan of the Philippine National Tourism that the
upgrading of Laoag International Airport comprises the following tasks: (1) improve
access road and parking areas (2) provide public transportation services from a
designated point outside the terminal to Laoag City (3) implement current terminal
improvement program focusing on increasing international passenger arrival and
departure handling capacity and (4) conversion to Airport Authority that includes
marketing of airport to carrier as part of its charter.

Airport as a profit center. As of now, we only see these airports as an architectural

system of terminals, gates, baggage conveyors, control towers, hangars, cargo
warehouses, parking garages and office buildings. But in the future, airport operators
want visitors to feel at home and spend money there. Accordingly, operators are
trying everything to make staying in the terminals as tempting as possible.

Shopping has become a key concept in airport planning. An airport should present
itself as an architectural experience with restaurants, meeting points, and shopping
facilities. The friendlier an airport appears, the more likely it is to attract visitors who
come not to travel but to see the sights.

To sum this up, an airport architecture of the future has to meet four requirements:
Firstly, to efficiently manage sharply rising air traffic and visitor volumes; secondly,
to shape the airport experience to create an atmosphere that invites passengers to
linger and consume; thirdly, to integrate zero-tolerance security unobtrusively into the
structure; and fourthly, to minimize construction and maintenance costs.
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A method for Airport Environmental Sustainability Evaluation

The GrADE (Green Airport Design Evaluation) method provides participating
airports the flexibility to use the system in the way that best suits their needs and
resources. This flexibility allows selective prioritization of the requirements and
categories, as airports can choose which strategies resonate most with their
stakeholders and adopt them on a case-by-case basis, or pursue a more
comprehensive approach. Within the GrADE framework, seven categories have been
defined, namely, noise abatement, emission reduction and air quality, energy use,
water use, waste management and materials, water pollution reduction, biodiversity
and land use. Each category contains a different number of requirements and design
specifications.

Noise Abatement
1. Design airside layout to reduce noise impact
2. Provide physical mitigation barriers between operating areas and the
surroundings

Emission Reduction and Air quality

3. Design airside layout to minimize aircraft emissions
4. Reduce parking footprint
5. Develop infrastructure to increase public transport
6. Design infrastructure and buildings to minimize carbon and greenhouse gas
emissions

Energy Use
7. Design and upgrade buildings to reduce energy consumption
8. Design to reduce outdoor energy consumption
9. Use alternative and renewable energy sources
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Water Use
10. Landscape and design to reduce water use
11. Design for water efficient use
12. Design to maximize water harvest, recycling and reuse

Waste Management and Materials

13. Design to provide storage and collection of recyclables
14. Design for deconstruction, reuse and recycling
15. Select recycled, bio-based and rapidly renewable materials
16. Select materials with high design service life to minimize maintenance and
replacement cycles

Water Pollution Reduction

17. Design to reduce storm water quantity
18. Design to improve storm water quality

Biodiversity Preservation and Land Use

19. Design the layout of infrastructure to avoid destruction of sensitive habitats
20. Design infrastructure and buildings not to be attractive to some species
21. Landscape and design to minimize land use and reduce heat island effect
22. Design technologies to reduce light pollution

The goal of the GrADE method and tools is to help airports identify, evaluate,
prioritize and select sustainability practices for airport capital projects, programs and
operations.

Concept and Evolution of Bioclimatic Architecture

Many scholars believe that climate has pronounced effects on humans. The protection
from climate is one of the initial factors that have remained a constant priority in the
long process of the development of the built environment and the history of
architecture (Evans, 2007). Therefore, the effort to define the relation between
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architecture and climate and the influence they both have on humans resulted in
Bioclimatic architecture (Maciel, 2007).

According to Machaira et.al. (2012), Bioclimatic Architecture existed since

prehistoric times when people have been naturally trying to exploit in the best way
local microclimate, positioning, winds, humidity, underground streams, tellurian
currents, electromagnetic fields and a good choice of materials to create a building
cheaper, more pleasant and above all, healthier. At the same time, it may be
considered a response to these variables; the approach is also known as Solar
Architecture and later Passive Architecture (Evans, 2007). According to Vazquez
(2009), it was the two brothers, Victor and Aladar Olgyay, who in 1951 began to
apply the terms Temperate House and Bioclimatic Approach to Architecture until
they became an obligatory turn of phrase for architects coming into the field. The
Olgyay brothers referred to the bioclimatic approach as a great surface for criteria
specific to a project. In 1963, the term “bioclimatic” was used for the first time by
Victor Olgyay and among other achievements in bioclimatology, he developed a
bioclimatic chart, which relates climatic data to thermal comfort limits (Maciel,
2007).

Bioclimatic Architecture relates to the study of the climate applied to architecture to

improve the conditions of thermal comfort of the occupants through the use of
appropriate project strategies considering the climatic differences of each place
(Lamberts, 2006). The relationship among climate, comfort and architecture has been
a constant concern, and buildings have responded to local specific conditions to a
greater or lesser degree. The bioclimatic approach to architecture implies an
application of a logical sequence of analysis, the detection of appropriate strategies
and the conscious environmental control in response to external impacts and rational
use of resources (Evans, 2007). Bioclimatic architecture puts the occupant at the
centre of its considerations, and re-establishes the architectural link between man (the
occupant) and climate (interior and exterior ambiences).
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It brings together disciplines of human comfort, climatology, building physics

(technology and architecture) and the relationship between these elements is
according to Olgyay's Vitruvius Tri-partite model (Davies, 1999).

According to Goulding and Lewis (1997), bioclimatic architecture is a design

approach which embraces the principles of sustainability, but which goes further than
minimizing the environmental impact of buildings; it seeks to create an architecture
which is fundamentally more responsive to location, climate and human needs and
which gives expression to soundly based design parameters. In bioclimatic approach,
energy saving and a lower environmental impact are consequences of the integration
of the design solution to local climatic features to achieve better comfortable
conditions, and it is not necessarily limited by the building material (Zachman, 2001).
Bioclimatic approach of buildings that takes into account the topography, climate,
ground relief, orientation, solar radiation, wind, temperature, humidity, rain etc., in
order to restrain their consequences to the shell of the building, as well as to exploit
them to achieve conditions of thermal ease and healthy living in the inside, aiming to
cleaner environment with less emissions and energy saving through restraining the
use of conventional power sources (Machaira et al, 2012).

The approach has greater effect over the potential to reduce environmental impacts,
the improvement of living conditions as well as lowering the cost and capacity of the
conditioning plant (Evans 2007). In 2009, Davies summarized the Olgyay's steps for
achieving environmental control by working with climate, and these steps are as
follows:

Step 1. Survey the climate at the proposed building location. This should include
temperature, relative humidity, solar radiation and wind.

Step 2. Evaluate the climate and assess the relevant importance of each of the various
elements.
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Step 3. Propose a technical solution to solve each of the climate - comfort problems.
The technical solutions should include site selection, site orientation, shading
calculations, building form and shapes, air movement and indoor temperature
balance.

Step 4. The first three stages should be incorporated in to the architectural solution.

Importance of Bioclimatic Architecture

Bioclimatic Architecture can be a means of implementing international policy, such
as the Kyoto Protocol, through a reduction of energy use and other environmental
impacts (Hyde and Rostvik, 2008). Hence, if bioclimatic architecture is the means,
then sustainability is the outcome. Bioclimatic Architecture is an approach that takes
advantage of the climate through the right application of design elements and building
technology to control the heat transfer process and this control promotes energy
saving as well as ensures comfortable conditions into buildings (Goulart and Pitta,
1994; ERG, 1999 op cit). It also uses passive low energy techniques to produce
buildings which are environmentally interactive, efficient and increase occupant
comfort (Yeang, 1996).

Architecture Principles
Bioclimatic Architecture principles represent energy efficient strategies whose
applicability is modified by region and building type, and whose contribution varies
(Maciel, 2007). It is best achieved using a combination of the principles; slightly
increasing construction costs, but managing significant energy saving percentages in
the life-cycle of the building (Machaira et al, 2012).
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Set I. Bioclimatic Architecture Principles (Lamberts, 2006)

i. building thermal performance
ii. day lighting
iii. heating and passive solar cooling
iv. natural ventilation
v. thermal comfort
vi. adequate shading

Set II. Bioclimatic Architecture Principles (Axarli & Teli, 2008)

i. achievement of thermal comfort
ii. improvement of visual comfort
iii. creation of acoustic comfort
iv. improvement of air quality
v. improvement of building's energy behaviour

Set III. Bioclimatic Architecture Principles (Edpenergy, 2011)

i. microclimate improvement
ii. systems and passive cooling techniques
iii. exploitation of solar energy
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2.5. CASE STUDIES OF RELATED PROJECTS

INTERNATIONAL AIRPORTS

1. CHANGI INTERNATIONAL AIRPORT TERMINAL 4 (SINGAPORE)

The airport named “World’s Best” for the past five years running had a high bar to
meet when opening its newest terminal. But Singapore’s sprawling Changi Airport,
already famous for its four-story indoor slide, butterfly garden, free movie theaters and
plethora of other surprising features, has a clear hit on its hands with the technology, art
and amenity-filled Terminal 4 (T4).

Built in three years on the site of Changi’s former budget terminal, T4 is designed to
serve 16 million passengers, yet is described as a “compact terminal with a boutique
feel.” Here, “compact” equates to the area that might be covered by 27 soccer fields.
The “boutique feel” is achieved with carpeted hallways, bright and charmingly inviting
seating areas, 80 stores and restaurants, thousands of live plants, trees and shrubs and a
wide array of art and entertainment offerings.
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2. OSLO AIRPORT (NORWAY)

With the addition of a new terminal building and 500 m-long pier, Oslo’s largest
airport has been expanded to increase its capacity to accommodate 35 million
passengers per year.

The new terminal is an example of Scandinavian design at its best, and proves the
success an international and interdisciplinary design team can achieve. It has been
hailed by the media as the blueprint for future airports and the greenest airport in the
world; it is the first airport to achieve a BREEAM ‘Excellent’ rating.

Sustainability was key to the design brief, so the use of environmentally responsible
materials to produce a modern design was implemented via timber diagrid roofs at
both the point of connection with the railway station, and along the length of the pier.
The building optimizes energy consumption by incorporating low-carbon
technologies and utilizing passive solar energy and sunlight.
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3. ALICANTE AIRPORT (SPAIN)

The architect and designer of the New Area Terminal (NAT) at Alicante
airport, Bruce Fairbanks, from the GOP Project Office, developed the project based
on two concepts: bioclimatic architecture and functionality. The NAT consists of a
processing building, distributed over six floors and a boarding area perpendicular to
this and parallel to the runway, making up a set in the shape of an L. With this new
infrastructure, the operative capacity of the airport has increased from 9 million
passengers to 20 million annually. Aena entrusted Actiu to improve the image and
management of Alicante airport, through the development of a new concept of
equipment. The furniture designed to expand Alicante airport was a challenge
for Actiu. This great project also required the teamwork of the R&D team at Actiu,
the technical managers at Aena and Alicante airport and was resolved satisfactorily,
to the needs of the facilities and the continued demand of traffic.
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4. MACTAN-CEBU INTERNATIONAL AIRPORT (PHILIPPINES)

Mactan–Cebu International Airport located in Central Visayas region, is the second

busiest airport of the Philippines. The runway is complemented by a full-length
taxiway.

Mactan–Cebu International Airport was chosen as the most viable location for the
world's largest aircraft, the Antonov An-225 Mriya, to safely land when considering
the combination of onward land transportation, sea freight and airport capacity. The
arrival of the aircraft in the airport marked the very first time that the aircraft landed
in the Philippines. August 20, 2008, the Mactan–Cebu International Airport Authority
(MCIAA) announced that about 300 million Philippine pesos will be spent for the
terminal expansion program to address the increasing volume of passenger traffic.
MCIAA former general manager, Danilo Augusto Francia, said the program also
includes the establishment of a second passenger terminal in the Mactan–Cebu
International Airport.
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5. NINOY AQUINO INTERNATIONAL AIRPORT TERMINAL 3

The Ninoy Aquino International Airport is the airport serving Manila and its
surrounding metropolitan area. NAIA is the main international gateway for travelers
to the Philippines.

Officially, NAIA is the only airport serving the Manila area. In 1991, NAIA’s
Terminal 1 reached its design capacity of 4.5 million passengers. As a result of annual
passenger traffic growing at 9% per annum, the 1990 NAIA Master Plan crafted by
Aeroport de Paris included a provision for a larger and modernized international
passenger terminal. Terminal 3 was the answer to this growing traffic. Currently the
largest airport in Manila, it stands proud on a 65-hectare property adjacent to the
NAIA runway facilities. It is a two-tiered design with its ground floor handling
arrivals and the 3rd level facilitating departures. Each level has 600 meters of curbside
space, rendering drop offs and pickups efficient. Terminal 3 can handle 13 million
international passengers annually. The center of the building contains the head house
where passenger processing is centralized.