II.

Review of Related Literature

A. DESIGN PRINCIPLES ON FERRY TERMINALS

1. Urban Design

1.1 Urban Design Principles

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

The planning and design of large, full interchange terminal facilities may be
proposed on a unique design concept, and should utilize the physical and
topographic conditions to maximize the terminal’s operational, functional and
construction effectiveness.

The transportation functions and operational requirements of a terminal are

the highest priority consideration in terminal design. However, terminal design
and precinct planning should also incorporate urban design principles including:

 Design strategies for maximizing integration with the environment

 Design strategies for minimizing negative urban impacts

Good visibility along corridors leading to the terminal should be provided. The
architectural concept for the new ferry terminals should reflect their context and
become recognizable and accepted by users within the local and wider
catchment areas as their transit terminal.

The developed concept should consider the heritage value and history of the
site and the surrounding environment as well as possess positive social attributes
and serve to enhance the identity of the public transport system to the
community. Linking into existing pedestrian and vehicle networks to provide fast
and easy access into and out of the terminal is vital for the terminal to function
efficiently.

1.2 Pasig River Ferry Service Committee (DOTC, MMDA, PRRC, PCG)

The Pasig River Rehabilitation Commission (PRRC) is mandated to ensure

that the Pasig River is rehabilitated to its historically pristine condition conducive
to transport, recreation and tourism. Thus, the PRRC has completed the master
plan for the rehabilitation of the Pasig River, to include easement regulations,
integration and coordination of all programs pertaining to the Pasig River,
industrial wastewater and sewerage control, and the relocation of riverbank
settlers.
 Seeing the Pasig River as an alternative transport corridor through the
metropolis to decongest the traffic to and from the nearby towns and provinces,
the Department of Transportation and Communications (DOTC), the Metropolitan
Manila Development Authority (MMDA), and the PRRC combined their efforts to
revive and develop the transport system utilizing the river and its tributaries, and
to extend its operations to the Laguna de Bay and Manila Bay areas.

The
Philippine Coast Guard (PCG) shall continue to spearhead the promotion of
safety, security of transportation, and protection through governance of the
marine ecosystem of the Pasig River and its tributaries in order to sustain a
viable, efficient, and dependable transportation system as an effective
instrument for national development.

The DOTC, MMDA, and PRRC, shall be governed by their respective roles
and responsibilities as embodied in the Memorandum of Agreement for the
Establishment and Operation of the Pasig River Ferry Service.

2. Environmental Sustainable Design

2.1 Environmental Sustainable Design Principles

Ferry terminals should be designed in context with the surrounding urban and
natural environment to minimize impact while designing to a level appropriate to
the scale and nature of the network.

Materials should be considered carefully and preference for renewable and

sustainable resources selected where appropriate, with consideration also made
to their durability, and maintainability. Key considerations are:

 Design – environmental impact and sustainability

 Materials – renewable sources, durability, maintainability
 Construction – minimizing environmental impact, maximizing standardized
elements, efficiencies and economies
 Permeability – water collection and run off
 Lighting – light spill, levels, typology - efficiency
 Audio – sound spill
 Access – designs that encourage passengers to walk, cycle, and even car pool
2.2 Security and Safety
a. Principles

Crime prevention through environmental design is one important strategy

to achieve this. It aims to provide a safe and secure environment within the
ferry network through the implementation of crime prevention through
environmental design. The design of the ferry terminals and access within the
network and the surrounding environs and the arrangement of streets, parks
and other outdoor spaces can influence the opportunity for crime and the
level of fear of crime.

b. Strategies

 Natural Surveillance - A design concept promoted by features that

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

c. Implementation

Ferry terminal environs due to their nature are susceptible to issues of

crime and should be designed with consideration to:
 Natural surveillance – “see and be seen” – people are usually less
likely to commit crime if they are (or think they may be) being
watched. Conversely people are likely to feel safer if they think
someone is looking out for them.
 Ensuring there are clear sightlines along routes – avoiding sudden
corners or blind bends along pedestrian or cyclist routes; planting
does not grow to obscure the view or provide hiding places for
offenders.
 Providing good standards of lighting – providing consistently placed,
high quality lighting which will not conflict with planting or create
areas of shadow.
 Ensuring there is plenty of activity – designing pedestrian/cycling
routes to ensure that they will be well used to prevent them
becoming isolated and unsafe.
 Avoiding potential entrapment situations – clear signage can be
used to warn people of potential entrapment spots.
 Keeping up good appearance – regular maintenance of buildings
and garden area along with the removal of graffiti and litter all help
to make people feel more comfortable in outdoor spaces.
  Clear ownership – where there is no clear ownership of space,
offenders can be indistinguishable from legitimate users. Therefore
communal or “left over spaces” which no-one assumes ownership
are best avoided.
 Not everywhere can be safe – some areas will be “off limits”
particularly at night.

2.3 Scope Enhancement

The standards have been reviewed in terms of their cost implications and
are considered appropriate in terms of the Region’s anticipated expenditure
levels on ferry terminals. The standards set in this chapter also reflect the
operational requirements of the ferry network and the functional
requirements of terminals to meet the needs of users. Where another party,
for example, a private developer seeks to vary from the standards adopted in
this chapter, this can be considered at the discretion of Pasig River Ferry
System. Design exceptions must be agreed to and signed-off by the relevant
engineer.

The standards should not be varied to reduce scale, quality or construction

standards or to affect any stated priorities, however, enhancements may be
considered. In such cases, the standards in this chapter should be adhered to
as far as practicable and be used as a minimum provision. In the adoption of
alternative materials and designs, proposals should be guided by the
demands of the environment and principles outlined in this chapter.

2.4 Holistic Design

a. Future proofing

As the design of a remodeled or new terminal evolves, due care must be

taken to not preclude further enhancements, changes in patronage or
services. The design must meet the service levels specified to some future
date that should make provision for increases in services and an increase in
the level of amenities provided.

b. Constructability

All elements of the proposed design may be subject to a review of their

ease of construction within a live ferry network and urban environment. The
design should allow for offsite fabrication and precast elements that will
minimize the onsite activities

c. Cost effective

The principle that solutions should be cost effective in capital terms and
minimize ongoing operational costs applies to all aspects of terminal design.

3. Functional Design Principles

3.1 Accessibility and Connectivity

A ferry terminal should have good connectivity and accessibility to the

community it serves, between the available transport modes and within its
precinct. Safe and convenient access is fundamental to the attractiveness of the
ferry network and terminals are the “front door” of the system.

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

3.2 Integration

Design must be undertaken in consultation with the DOTC and MMDA to

ensure that land-side access (footpaths, cycleways, bus stops, car parking, and
Park & Ride car parks) will facilitate and encourage use of the terminal and
services.

To encourage use of ferry services it is important that modal integration

(linking the various modes of transport) is as seamless as possible and transfers
are short, convenient and comfortable. A basic objective is to maximize the
potential passenger numbers carried on the ferry network.

The modal hierarchy ranks different modes in priority order and this
determines each mode’s access to terminals. Layout and amenity for these
modes is determined on the basis of this hierarchy, so that pedestrians, cycle
and bus users are rewarded with shorter distances, higher convenience and
higher comfort levels than private car users.

The principles of modal hierarchy are that:

 Buses are given priority of access with set down areas located as close as
possible to the terminal entry linked by covered access ways.
  Walking and cycle facilities are planned around the terminal entry with
convenient access paths as part of the approach.
 Park & Ride is generally the furthest from the terminal. Ideally, walking
distance between the car park and the terminal should be reduced where
the distance between the terminal entry and the embarkation point is
longer than 80 meters.
 Provision will be made to allow installation of equipment for integrated
ticketing, if immediately, at a later stage.
 Provision should be made for secure cycle storage or cycle lockers at all
terminals.

3.3 Functionality

Ferry terminals occupy a valued waterfront location and the local community
often sees them as a neighborhood recreation facility. Where feasible, design can
allow for community use for passive recreation but should not facilitate
swimming and diving (safety concerns) or fishing (safety, cleanliness, access
concerns). Design must take into account local sea and weather conditions and
the vessels to be used and provide what is needed to minimize chances for
damage to the wharf structure or to the ferry vessel and to avoid the possibility
of injury to crew or passengers.

In general, MMDA will provide a basic, functional ferry terminal in accordance

with these guidelines. If a private developer wishes to have a more highly
specified terminal, DOTC will expect the extra elements to be funded by the other
party and that an ongoing maintenance contribution will be made.

 Terminals will be designed for efficient passenger movement to reduce

delays and congestion and for logical passenger flows from entrance,
through ticketing (if provided) to a waiting area, and to the embarkation
point.

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

Ferry terminals are functional infrastructures that must provide for the safety
and comfort of passengers. The main role of a terminal is to provide for the
effective and efficient movement of people to and from the terminal and ferries
and to provide safety and shelter during waiting periods. Given the water edge
locations, terminals are often exposed to strong winds and inclement weather.
Amenity at ferry terminals should be functionally focused, driven from the
perspective of the user.

New terminal designs and precinct planning must incorporate user amenity
features including:

 Safe, convenient and unobstructed access to all parts of the terminal

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

3.5 Maintenance

a. Life cycle costs

In the implementation of the standards contained in this chapter, thought

must be given to the overall ‘Life Cycle Costs’ of the proposed design. As the
existing ferry terminals are upgraded or new ferry terminals added, the costs
of operating and maintaining must be given due consideration in both the
design and selection of materials and finishes.

b. Maintainability

Consideration should be made in the design of ferry terminals regarding

issues of maintenance and ongoing maintainability. Terminal elements should
be suitably designed and of durable materials appropriate to the nature of the
environment to minimize maintenance costs.
B. PLANNING CONSIDERATIONS ON FERRY TERMINALS

1. Key Drivers

1.1 Safety

Safety has two distinct aspects.

1. Safety of the terminal environment relates to avoiding hazards such as trip

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

1.2 Functionality

This means designing for the appropriate provision of parking, drop off areas,
bus facilities, ferry berths and pedestrian facilities sized to meet the expected
demands.

1.3 Operationality

This relates to ensuring that the design does not inhibit the ability of the
ferries to run on time by affecting turn-around, waiting and loading / off-loading
times.

1.4 Maintainability

Terminals need to be designed to make cleaning and maintenance as easy

and as safe as possible. This means using fit-for-purpose materials and seeking
design solutions that provide low levels of maintenance and replacement/repair.

2. General Planning Considerations

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

• Board (and alight from) ferries

• Obtain information
• Transfer to and from other methods of transport
 Terminal users will arrive as:

• Pedestrian and cycle users

• Intermodal passenger transport
• Drivers and passengers of private vehicles

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

3. Terminal–Specific Planning and Design Considerations

• Site location and geographic / topographic layout

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

3.1 Vessel
Specifications

Vessel plans/design which

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

 Hull Configuration………………..Catamaran (Twin-hulled)

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

3.2 Safety

All ships/vessels must be duly registered and licensed by the appropriate

regulatory authority to ply their trade along Pasig River. Anent thereto, they shall
comply with the Philippine Merchant Marine Rules and Regulations (PMMRR) and
other applicable rules and regulations pertaining to the carriage onboard of the
appropriate number of lifesaving appliances and firefighting equipment.

All ships/vessels shall comply with applicable rules and regulations on the
carriage onboard of navigational aids, running lights, day and night signaling
devices, charts, etc.

3.3 Traffic Management

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

When navigating during nighttime, all tankers loaded with petroleum products
shall show a blinking red light on top of the bridge with 360degree visibility at a
range of three (3) nautical miles in addition to those prescribe by the Rules of the
Road.

3.4 Berthing

Berthing of ships/vessels in specifically designated areas shall be parallel to

the river banks and shall not be more than (2) abreast on a first-served basis.
Areas within the distance of thirty (30) meters before and after the location of
the ferry stations shall be for single berthing only.
3.5 Security

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

4. Site Specific Design Considerations

4.1 Amenities

The following information must be provided to the designer in the Design

Brief for each particular Ferry Terminal:

• Resource Consents – status / requirement for / responsibility for obtaining

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

 Shelter (canopy or enclosed structure)

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

4.2 Common Elements

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

4.3 Shelter

Canopies and shelters are an important component in the provision of comfort

and amenity at ferry terminals. The level of shelter to be provided is determined
by the specific requirements of the terminal in conjunction with peak patronage
levels of the terminal.

Where provided, canopies should provide reasonable shelter and rain and sun
protection. Shelters should adhere to the safety and security principles outlined
in this document and maintain clear sightlines.

Areas covered by canopies should be well lit, covered by CCTV, contain a

safety point and key information such as timetables and network and local area
maps.

4.4 Seating

Seating should be arranged in a manner that does not obstruct passenger

flow and access to information and is integrated with other terminal elements.

4.5 Trash Bins

Trash bins are to be provided. Bins are generally stainless steel frames and
liners.
4.6 Cycling

All ferry terminals should be designed to encourage use by cyclists. Secure

cycle parking (short term and long term – preferably lockable) should be provided
within the terminal precinct, particularly at major ferry terminals. Terminal design
should not be responsive to existing patronage level by cyclists, but should aim
to attract and promote increased patronage by cyclists.

4.7 Lighting and Power

Terminals should be well lit after dark up to the last trip with “after hours”
lighting adequate for CCTV operations and to deter vandalism. Lighting should
cover the passenger waiting area and access points, avoiding shadows and glare,
and should cover areas containing any equipment, features or walls that may be
the subject of acts of vandalism.

Lighting design should minimize overspill onto adjacent residential properties

and prevent lighting pollution (i.e. downwards beam only), however it should also
provide a safe transition into the surrounding area. While meeting safety
requirements, lighting should also be as energy efficient as possible.

Specific power requirements may be required for vending machines, ATM’s,

public phones, sullage/waste pump-out facilities and shore-power to vessels.
Where required, these requirements must be specified in the design for individual
terminals.

4.8 Surveillance, CCTV and Help-points

Terminals shall be fitted with color CCTV cameras with low light capability and
associated control/transmission equipment that permits the remote control and
real time recording of images. Coverage should provide for passenger waiting
areas, access and egress points, help point, rubbish bins.

Design should also consider where integration opportunities exist to provide

for CCTV coverage of precinct areas including bus stops, car parks, kiss-and-ride
and Park-&-Ride areas immediately adjacent to the terminal. The monitoring
activity should be linked to a rapid response security patrol. There should be an
emergency help point with CCTV coverage, where waiting passengers can call for
assistance.

At terminals where ferries are berthed overnight, provision must be made for
security cover for vessels to prevent vandalism, interference and graffiti. A safe
environment shall be provided for any crew or passengers leaving terminals late
at night after the last trip.

Help-points shall be provided and located in visually prominent and accessible

positions. Particular consideration should be given to the access route
 passengers will take after dark. Signs indicating the location of the help points
should be clearly displayed. Clearly visible and signed CCTV should be provided
at the help points, as part of the overall video monitoring system.

4.9 Way-finding Signage & Information

4.10 Public Address System

All terminals should be designed to be fitted with remote Public Address

systems, linked to a central operations room. The PA system will serve both as an
announcement for departures/delays and for use as a security measure linked to
CCTV monitoring. Music over the PA system is not required.

4.11 Ticketing and Staffing Facilities

a. Integrated Ticketing and Fares

Integrated ticketing and fares will be introduced in the Metro

Manila by 2016 by the Public-Private Partnership (PPP) of DOTC, LRTA
and AF Consortium. The group comprises Ayala
Corporation’s BPI and Globe Telecom, Metro Pacific's Smart
Communications and Meralco. This will be implemented first in Metro
Manila Mass Rapid System (LRT-1, 2, & MRT-3) and sooner, other
transport systems including the Pasig River Ferry Network. An
integrated ticket is a smart-card that is reloadable. The concept is
that a person can use a single ticket for travel on any public transport
service in Metro Manila (bus, e-jeep, rail or ferry) regardless of
operator or transfer activity (integrated ticket) for the payment of a
fare no greater than the equivalent fare of the same journey by a
single mode (integrated fares between bus, e-jeepneys, and rail).

Multi-use smart cards can be purchased at selected locations and

will be able to be recharged at ticket vending machines, or Vending
and Reload Devices (VRD) located at all railway, ferry terminals,
transport centers, or at agencies. VRDs will accept cash, and credit
card payments.

b. Staffing Facilities

Where required, staffing facilities must be specified in the design

for individual terminals. In principle, staffing and cleaners’ facilities
must only be provided at full-cover terminals.

4.12 Commercial Opportunities

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

Consideration should be given to:

 Retail outlets (all forms including kiosks, cafes, dry-cleaning pick up and
drop off, flowers, shoe repair, key cutting and shops)
 Travel agents, real estate agents
 Vending machines, photo booths
 ATM’s
 Public telephones
 Wi-Fi hotspot and mobile device charging points
 Advertising and promotional opportunities
 Temporary exhibition spaces
 Any other commercial opportunity

C. DESIGN APPROACHES

1. Biomimicry

Biomimicry (from bios, meaning life, and mimesis, meaning to imitate) is a

new discipline that studies nature's best ideas and then imitates these designs
and processes to solve human problems. Studying a leaf to invent a better solar
cell is an example. The core idea is that nature has already solved many of the
problems we are grappling with. Animals, plants, and microbes are the
consummate engineers. They have found what works, what is appropriate, and
most important, what lasts here on Earth.

Like the viceroy butterfly imitating the monarch, we humans are imitating the
best adapted organisms in our habitat. We are learning, for instance, how to
harness energy like a leaf, grow food like a prairie, build ceramics like an
abalone, self-medicate like a chimp, create color like a peacock, compute like a
cell, and run a business like a hickory forest.

The conscious emulation of life's genius is a survival strategy for the human
race, a path to a sustainable future. The more our world functions like the natural
world, the more likely we are to endure on this home that is ours, but not ours
alone.
 Bionic car inspired by the box fish and tree growth patterns

2. Biomimicry in Architectural Design

The possible implications of

architectural design where biological
analogues are matched with human
identified design problems are that the
fundamental approach to solving a given
problem and the issue of how buildings
relate to each other and the ecosystems
they are part of is not examined. The
underlying causes of a non-sustainable or
even degenerative built environment are
‘One Ocean’ pavilion in S. Korea with its gill-like façade is one form of biomimicry

not therefore necessarily addressed with

such an approach.

Biomimetic architecture is a
contemporary philosophy of architecture that seeks solutions for sustainability in
nature, not by replicating the natural
forms, but by understanding the rules ‘Eastgate Building in Harare, Zimbabwe is a biomimicry
of a beehive
governing those forms. It is a multi-
disciplinary approach to sustainable design that follows a set of principles rather
than stylistic codes. It is part of a larger movement known as biomimicry, which
is the examination of nature, its models, systems, and processes for the purpose
of gaining inspiration in order to solve man-made problems.

3. Sustainability through Biomimetic Application

 Biomimicry is often described as a tool to increase
the sustainability of human designed products, materials
and the built environment. The three levels of
biomimicry that may be applied to a design problem are
typically given as form, process and ecosystem. In
studying an organism or ecosystem, form and process
are aspects of an organism or ecosystem that could be
mimicked.

Ecosystem however is what could be studied to look

for specific aspects to mimic.

Through an examination of existing biomimetic

technologies it is apparent that there are three levels of mimicry;

 Organism – refers to a specific organism like a plant or animal and may

involve mimicking part of or the whole organism
 Behavior – refers to mimicking behavior, and may include translating an
aspect of how an organism behaves, or relates to a larger context
 Ecosystem – the mimicking of whole ecosystems and the common
principles that allow them to successfully function.

Within each of these levels, a further five possible dimensions to the mimicry
exist. The design may be biomimetic for example in terms of what it looks like
(form), what it is made out of (material), how it is made (construction), how it
works (process) or what it is able to do (function).

Sources:
www.prrc.gov.ph
http://www.coastguard.gov.ph/index.php/memorandums/memorandum-circulars/129-
memorandum-circular-no-05-07-pasig-river-safety-security-and-the-governance-of-its-
ecosystem
http://mmda.gov.ph/news.html#may232014
http://dotc.gov.ph/index.php?
option=com_k2&view=item&layout=item&id=264&Itemid=153
http://dotc.gov.ph/index.php?option=com_k2&view=item&id=686&Itemid=133
http://dotc.gov.ph/index.php?option=com_k2&view=item&id=456&Itemid=152
http://ppp.gov.ph/?p=7649
http://www.biomimicryinstitute.org/about-us/what-is-biomimicry.html