RESEARCH WORK: INTERNATIONAL

AIRPORT

MON-WED-FRI 4:00 8:30 PM

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WHAT IS AN AIRPORT?

-An airport is an aerodrome with facilities for flights to take off and land. Airports often
have facilities to store and maintain aircraft, and a control tower. An airport consists of a landing
area, which comprises an aerially accessible open space including at least one operationally
active surface such as a runway for a plane to take off or a helipad, and often includes
adjacent utility buildings such as control towers, hangars and terminals. Larger airports may
have fixed base operator services, airport aprons, air traffic control centers, passenger facilities
such as restaurants and lounges, and emergency services.
HELIPORT
SEAPLANE BASE

An airport with a helipad for rotorcraft but no runway.

- An airport for use by seaplanes and amphibious aircraft .

LANDSIDE AND AIRSIDE AREAS

-Airports

are divided into landside and airside; Landside includes parking lots, public
transport railway stations and access roads. Airside includes all areas accessible to aircraft,
including runways, taxiways and ramps. Passage between landside and airside is tightly controlled
at all airports. To access airside, you must go through Passport Control and Security; this applies to
everyone, including staff.
Most major airports provide commercial outlets for products and services. Airports may also contain
premium and VIP services. The premium and VIP services may include express check-in and
dedicated check-in counters. In addition to people, airports move cargo around the clock. Many
large airports are located near railway trunk routes.
KINDS OF AIRPORTS
DOMESTIC AIRPORT

-Is an airport that handles only domestic flightsflights within the same country.
Domestic airports do not have customs and immigration facilities and so cannot handle
flights to or from a foreign airport.

These airports normally have short runways sufficient to handle short or medium
haul aircraft and regional air traffic. They have in many countries not had any security check
/ metal detector, but such checks have been added in recent years.
INTERNATIONAL AIRPORT

-Is an airport that offers customs and immigration facilities for passengers travelling
between countries. International airports are typically larger than domestic airports and
often feature longer runways and facilities to accommodate the heavier aircraft commonly
used for international and intercontinental travel. International airports often also
host domestic flights.
REGIONAL AIRPORT

-An airport serving traffic within a relatively small or lightly populated geographical
area. A regional airport usually does not have customs and immigration facilities to process
traffic between countries.

AIRPORT STRCUTURES
Airports are divided into landside and airside areas. Landside areas include parking
lots, public transportation train stations and access roads. Airside areas include all areas
accessible to aircraft, including runways, taxiways and aprons. Access from landside areas to
airside areas is tightly controlled at most airports. Passengers on commercial flights access airside
areas through terminals, where they can purchase tickets, clear security check, or claim luggage
and board aircraft through gates. The waiting areas which provide passenger access to aircraft are
typically called concourses, although this term is often used interchangeably with terminal.
The area where aircraft park next to a terminal to load passengers and baggage is known as
a ramp (or incorrectly, "the tarmac"). Parking areas for aircraft away from terminals are called
aprons. Airports can be towered or non-towered, depending on air traffic density and available
funds. Due to their high capacity and busy airspace, many international airports have air traffic
control located on site.
Airports with international flights have customs and immigration facilities. However, as some
countries have agreements that allow travel between them without customs and immigrations, such
facilities are not a definitive need for an international airport. International flights often require a

higher level of physical security, although in recent years, many countries have adopted the same
level of security for international and domestic travel.
Some airport structures include on-site hotels built within or attached to a terminal building. Airport
hotels have grown popular due to their convenience for transient passengers and easy accessibility
to the airport terminal. Many airport hotels also have agreements with airlines to provide
overnight lodging for displaced passengers.

INTERNAL AIRPORT
The distances passengers need to move within a large airport can be substantial. It is common for
airports to provide moving walkways and buses..

AIRPORT TRAFFIC PATTERN

At all airports the use of a traffic pattern (often called a traffic circuit outside the U.S.) is possible.
They may help to assure smooth traffic flow between departing and arriving aircraft. There is no
technical need within modern aviation for performing this pattern, provided there is no queue. And
due to the so-called SLOT-times, the overall traffic planning tends to assure landing queues are
avoided. If for instance an aircraft approaches runway 17 (which has a heading of approx. 170
degrees) from the north (coming from 360/0 degrees heading towards 180 degrees), the aircraft will
land as fast as possible by just turning 10 degrees and follow the glide path, without orbit the
runway for visual reasons, whenever this is possible. For smaller piston engine airplanes at smaller
airfields without ILS equipment, things are very differently though.
Generally, this pattern is a circuit consisting of five "legs" that form a rectangle (two legs and the
runway form one side, with the remaining legs forming three more sides).

and ATC directs pilots on how to join and leave the circuit. Traffic patterns are flown at one specific
altitude, usually 800 or 1,000 ft (244 or 305 m) above ground level (AGL). Standard traffic patterns
are left-handed, meaning all turns are made to the left. One of the main reasons for this is that pilots
sit on the left side of the airplane, and a Left-hand pattern improves their visibility of the airport and
pattern. Right-handed patterns do exist, usually because of obstacles such as a mountain, or to
reduce noise for local residents. The predetermined circuit helps traffic flow smoothly because all
pilots know what to expect, and helps reduce the chance of a mid-air collision.
At extremely large airports, a circuit is in place but not usually used. Rather, aircraft (usually only
commercial with long routes) request approach clearance while they are still hours away from the
airport, often before they even take off from their departure point. Large airports have a frequency
called Clearance Delivery which is used by departing aircraft specifically for this purpose. This then
allows aircraft to take the most direct approach path to the runway and land without worrying about
interference from other aircraft. While this system keeps the airspace free and is simpler for pilots, it
requires detailed knowledge of how aircraft are planning to use the airport ahead of time and is
therefore only possible with large commercial airliners on pre-scheduled flights. The system has
recently become so advanced that controllers can predict whether an aircraft will be delayed on
landing before it even takes off; that aircraft can then be delayed on the ground, rather than wasting
expensive fuel waiting in the air.
TAXI WAY LIGHT EDGE

Taxiway edge lights are used to outline the edges of taxiways during periods of darkness
or restricted visibility conditions. These fixtures emit blue light.
TAXI CENTER LINES

Taxiway center line lights are used to facilitate ground traffic under low visibility conditions.
They are located along the taxiway centerline in a straight line on straight portions, on the centerline
of curved portions, and along designated taxiing paths in portions of runways, ramp, and apron
areas. Taxiway centerline lights are steady burning and emit green light.

CLEARANCE BAR LINES

Clearance bar lights are installed at holding positions on taxiways in order to increase the
conspicuity of the holding position in low visibility conditions. They may also be installed to indicate
the location of an intersecting taxiway during periods of darkness. Clearance bars consist of three
in-pavement steady-burning yellow lights.
RUNWAY GUARD LIGHT

Runway guard lights are installed at taxiway/runway intersections. They are primarily used
to enhance the conspicuity of taxiway/runway intersections during low visibility conditions, but may
be used in all weather conditions. Runway guard lights consist of either a pair of elevated flashing
yellow lights installed on either side of the taxiway, or a row of in-pavement yellow lights installed
across the entire taxiway, at the runway holding position marking.
STOP BAR LIGHTS

Stop bar lights, when installed, are used to confirm the ATC clearance to enter or cross the
active runway in low visibility conditions (below 1,200 ft Runway Visual Range). A stop bar consists
of a row of red, unidirectional, steady-burning in-pavement lights installed across the entire taxiway
at the runway holding position, and elevated steady-burning red lights on each side. A controlled
stop bar is operated in conjunction with the taxiway center line lead-on lights which extend from the
stop bar toward the runway. Following the ATC clearance to proceed, the stop bar is turned off and
the lead-on lights are turned on. The stop bar and lead-on lights are automatically reset by a sensor
or backup timer.

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RULE 10. FIRE SAFETY MEASURES

CHAPTER 1. COVERAGE

This Rule covers the Fire Safety Measure for Buildings, Structures and Facilities, Hazardous
Materials and Wastes, Hazardous Operations and Processes and Miscellaneous Hazardous
Premises and/or conditions, that by its very nature or relation to life, property and environment
poses threat or danger.
CHAPTER 2. FIRE SAFETY IN BUILDINGS, STRUCTURES AND FACILITIES
DIVISION 1. SCOPE

A. This Chapter deals with life safety from fire and like emergencies in buildings, structures and
facilities. It covers construction, protection and occupancy features to minimize danger to life from
fire, smoke, vapor and fumes before buildings are vacated. It also discusses procedures and
guidelines in fire drills required for all types of occupancies to prevent panic in times of
emergencies. It specifies the number, size, and arrangement of means of egress sufficient to permit
prompt and safe escape of occupants from buildings, or structures or facilities in case of fire or
other conditions dangerous to life and property.
B. Nothing in this Chapter shall be construed to prohibit a better type of design, building
construction, more exits, or otherwise safer conditions than the requirements specified in this
Chapter.
DIVISION 2. GENERAL REQUIREMENTS

A. Every building or structure, new or old, designed for human occupancy shall be provided with
exits sufficient to permit the fast and safe escape of occupants in case of fire or other emergency.
The design of exits and other fire safety construction shall be such that reliance for safety to life in
case of fire or other emergency will not depend solely on any single fire safety construction.
Additional safeguards shall be provided for life safety in case any single safeguard is ineffective
due to some human or mechanical failure.
B. Every building or structure shall be designed, constructed, equipped, maintained and operated
to avoid danger to the lives and ensure safety of its occupants from fire, smoke, vapor and fumes,
during the period of escape from the building or structure.
C. Every building or structure shall be provided with exits of kind, number, location and capacity
appropriate to the individual building or structure, with due regard to the character of the

occupancy, the number of persons exposed the fire protection available and the height and type of
construction of the building or structure, to afford all occupants convenient facilities for escape.
D. Every exit of buildings or structures shall be arranged and maintained to provide free and
unobstructed egress from all parts thereof at all times. No lock or fastening device that would
prevent escape from the inside of any building shall be installed except in mental, penal, or
correctional institutions where personnel are continually on duty and effective provisions are made
to evacuate occupants in case of fire or other emergencies.
E. Every exit shall be clearly visible. The route to the exit shall be conspicuously marked in such a
manner that every occupant of a building or structure will readily know the direction of escape.
Each route of escape, in its entirety, shall be so arranged or marked that the way to a place of
safety outside is unmistakable. Any doorway not constituting an exit shall be marked to minimize its
possible confusion as an exit. Likewise, passage constituting a way to reach an exit shall be
marked to minimize confusion.
F. All means of egress shall be provided with adequate and reliable illumination.
G. Fire alarm systems or devices shall be provided in every building or structure of such size,
arrangement, or occupancy, to provide adequate warning to occupants.
H. Every building or structure, section, or area thereof of such size, occupancy and arrangement
such that the reasonable safety of a number of occupants may be endangered by the blocking of
any single means of egress due to fire or smoke, shall have at least two means of egress remote
from each other, so arranged as to minimize any possibility that both may be blocked by any one
fire or other emergency conditions.
I.

Every vertical way of exit and other vertical openings between floors of a building shall be
suitably enclosed or protected to afford reasonable safety of occupants while using exits
and to prevent spread of fire, smoke, or fumes through vertical openings from floor to floor
before occupants have entered exits.

J. Required Fire Safety Programs/Measures

1. In addition to the requirements, lessees or occupants of buildings, structures or facilities shall

observe all pertinent fire safety measures;
2. All occupants or lessees of buildings, structures or facilities shall organize themselves and
develop and implement fire safety programs to include among others, fire prevention in the
premises, notification of the BFP on the existence of a fire, evacuation of persons and initial
firefighting. The building owner shall take the initiative of formulating the fire safety program for his
building and of organizing the occupants to implement the programs.
3. In buildings, leased to and used by one or several companies or persons, the management of
each company or each person shall be responsible for fire safety measures within the leased or
occupied areas. The building owner shall be responsible for the common areas in the building
such as the means of egress, utilities and building service equipment or systems.
4. In building structures or facilities, such as condominium and the like, where some units of the
building are not yet sold, the provisions of paragraph J sub-para "3" above shall apply. When all
condominium units have been sold, responsibility for fire safety measures in the common areas
such as the means of egress, utilities, building equipment/system and the building as a whole,
shall devolve jointly upon all individual unit owners or occupants.
K. Compliance with this Chapter shall not be construed as eliminating or reducing the necessity
from complying with the other provisions for safety of persons using a structure under normal
occupancy conditions. Also, no provision of the Fire Code of the Philippines and this IRR shall be
construed as requiring or permitting any condition that might be hazardous under normal
occupancy conditions.
J. Measurement of Travel Distance to Exits

1. The maximum travel distance in any occupied space to the nearest exit shall not exceed the
limits specified for individual occupancies by Divisions 8 through 17 of this Chapter. Maximum
travel distance shall be determined as follows:
a. The travel distance to an exit shall be measured on the floor or other walking surface along the
center line of the natural path of travel, starting from the most remote point subject to occupancy,
curving around any corner or construction with a thirty (30) centimeter clearance therefrom, and

ending at the center of the doorway or other point at which the exit begins. Where measurement
includes stairs, it shall be taken in the place of the tread nosing.
b. In the case of open areas, distance to exits shall be measured from the most remote point
subject to occupancy. In case of individual rooms subject to occupancy by not more than six (6)
persons, distance to exits shall be measured from the floors of such rooms provided the path of
travel from any point in the room to the room door does not exceed fifteen meters (15 m).
2. Where open stairways or ramps are permitted, as a path of travel to required exit, such as
between mezzanines or balconies and the floor below, the distance shall include the travel on the
stairway or ramp, and the travel from the end of the stairway or ramp to reach an outside door or
other exit, in addition to the distance to reach the stairway or ramp.
3. Where any part of an exterior way of exit access is within three meters (3 m) horizontal distance
of any unprotected building opening, as permitted by Section 10.2.5.5 for outside stairs, the
distance to the exit shall include the length of travel to ground level.
K. Access to Exits

1. A door from a room to an exit or to a way of exit access shall be of the side-hinged, swinging
type. It shall swing with exit travel.
2. In no case shall access to exit be through a bathroom, bedroom, or other room subject to
locking, except where the exit is required to serve only the bedroom or other room subject to
locking, or adjoining rooms constituting part of the same dwelling or apartment used for single
family occupancy.
3. Ways of exit access and the doors to exits to which they lead shall be designed and arranged to
be clearly recognizable as such. Decorations or draperies shall not be placed on exit doors.
Mirrors shall not be placed in or adjacent to any exit in such a manner as to confuse the direction
of exit. 4. Exit access shall be arranged that it will not be necessary to travel toward any area of
high hazard occupancy in order to reach the nearest exit, unless the path is protected by suitable
partitions.

The Building, its Uses and Hazards:

Passenger experience is key to the architectural design aspirations behind an airport. The fire
strategy must facilitate this process. The resultant architectural design typically consists of large
and high, open spaces front-of-house for the public, with little or no physical separation between
each area to allow a smooth transition for passengers from function to function (check in, security,
retail, departure; and the reverse function of arrivals, immigration, baggage pickup, retail, arrivals
and onwards travel). Physical separation is required to separate back-of-house from front-of-house.
Security and immigration create spaces where a single direction of forward travel must occur, and
mixing of occupants at different stages in their journey must be prevented. The most important
line in the airport terminal is the landside to airside line. This can be physical in parts (particularly
through back-of-house) but front-of-house this tends to be a mix of physical barriers and staffcontrolled processing lines. The evacuation strategy must accommodate this, and prevent mixing of
processed and unprocessed passengers, as well as a major reprocessing of passengers in the
event of an evacuation.
Front-of-house consists of large, high, open spaces, which may also be subdivided from an
evacuation perspective to control safe escape and minimize interruption. In the absence of a
physical subdivision, the role of active smoke control systems and fire hazard and control strategies
becomes central to the fire safety design.
The identification of fire hazards and how they are mitigated are therefore central to the fire safety
design. Terminal 2's high-volume, open plan, front-of-house areas relied on a strategy that was
based on either suppression or the creation of maximum permitted fuel load sizes and locations in
areas where smoke from a fire could rise directly from a fire to the ceiling above (ranging from 1040 m in height).
The airside environment of an airport is a highly controlled area, with all staff and tenants operating
under strict procedures and everyone (including members of the public) being limited in terms of
the items they can transfer across the airside/ landside line. It is unusual to have a public building
where the fire load can be so well defined.

One area of an airport terminal that requires detailed consideration is the baggage handling area.
This is where luggage is either sent to the planes from the check-in desks or received from the
planes and sent to the baggage reclaim carousels. It generally consists of a large volume with
many baggage conveyors, sorters, platforms, walkways, open stairs and mezzanines. Challenges
encountered in this area include: treatment of connections to steel work, appropriate means of
escape signage in a highly complex environment, maintaining compartmentation between the
handling hall and other parts of the terminal, and providing acceptable travel distances for the
trained staff occupying the space.
Unusual fire loads need to be envisaged during the QDR also, specifically in areas with high
ceilings (i.e., >10-15 m), such as Christmas trees or marketing promotion stands (e.g., cars on
display). As always, the flexibility of retail requirements needs to be considered, as unrealistic fuel
load controls from a fire strategy will cause implementation problems and an unrealistic and
potentially unsafe approach as a basis for a fire strategy. That is why the retail team was constantly
involved in fire strategy decision making. For implementation, a set of fuel load drawings were
created and approved under the process with Dublin Fire Brigade, which illustrated to the client
what type of fuel load, could be located in each area and which areas had to be sterile.
The strategy adopted for each area was:

Back-of-house areas. There was a need for all back-of-house areas to be physically separated from
the remainder of the building for security purposes; therefore, traditional compartmentation was
adopted.

Retail areas. A cabin concept approach was adopted based on automatic sprinkler protection and
localized smoke control designed to prevent smoke spilling to other areas.

Front-of-house areas underneath mezzanines were provided with sprinkler protection, and smoke
control was provided underneath the floor slab to limit smoke spread to other levels.

Front-of-house areas not directly below a floor slab in which smoke from a fire could rise to roof
level were subject to fuel load control limits, depending on the maximum size of fire that could be
expected either due to an open retail kiosk or luggage fire.

Fire Service Access:

In large terminal buildings, the fire service typically wants to be able to arrive at a single control
point to receive a briefing from airport staff and assess the situation before deciding the next steps.
From there, they need to be able to access the fire floor within a protected route and get within a
reasonable distance of the fire with an adequate supply of water. The means in which they cross
the airside/landside line is, therefore, an important consideration.
Terminal 2 was provided with a fire control center within which it was possible to receive live
information from the life safety systems, including the CCTV cameras. The control center was
separated from the remainder of the terminal with 120-minute fire resisting construction and had
dedicated access direct to open air. From the fire control center, the fire brigade could access a
total of eight ventilated firefighting shafts with dry mains provided therein. There were also two
specific fire service cross-over points within the building through which firefighters only could pass
the airside/ landside line as well as two external routes. One external route was a passenger gate in
the airside/landside fence near the building perimeter while the other was a manned vehicle gate
that allowed access to the apron.
The fire control center was provided with control panels for each smoke zone and evacuation area,
which allows for full control of evacuation of the affected area. The evacuation can be phased on an
automatic or manual basis, or the decision can be taken to simultaneously evacuate the entire

terminal from the control room if considered necessary. In addition, a microphone is provided with
which direct announcements can be given to occupants.
Dublin Airport has an airport fire brigade who are the first-responders in any incident. Dublin Fire
Brigade is secondary responders following a confirmed fire, and there is an agreed approach
between each in terms of overall command and the protocol to be followed in an emergency fire
situation.
SECTION 10.2.5.7 RAMPS:

A. Application
A ramp shall be permitted as component in a means of egress when it conforms to the general
requirements of Section 10.2.5.2 of this IRR and to the special requirements of this Section.
B. Dimensional Criteria The following dimensional criteria shall apply to ramps:

C. Protective Enclosure
1. When a ramp inside a building is used as an exit or exit component, it shall be protected by
separation from other parts of the building as specified in Section 10.2.5.2 "B" of this IRR.
2. Fixed wired glass panels in steel sash may be installed in such a separation in a building fully
provided with approved, supervised sprinkler system. 3. There shall be no enclosed usable space
under ramps in an exit enclosure nor shall the open space under such ramps be used for any
purpose.

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B. The height of proposed buildings/structures shall also be governed by the following RROWbased limitations:
i.

If only one (1) RROW services a lot and such is only 6.00 to 7.00 meters wide, a BHL of
three (3) storeys (or 9.00 meters maximum) shall be observed regardless of use or
occupancy, lot size, lot dimensions, lot frontage and like considerations.

ii.

ii. If only one (1) RROW services a lot and such is only 4.00 to 5.00 meters wide, a BHL
equivalent to 2 storeys (or 7.50 meters maximum) shall be observed regardless of use or
occupancy, lot size, lot dimensions, lot frontage and like considerations. If only one (1)
RROW services a lot and such is only 3.00 meters wide or less, a BHL equivalent to two (2)
storeys (or 6.00 meters maximum) shall be observed regardless of use or occupancy, lot
size, lot dimensions, lot frontage and like considerations.

iii.

Taller buildings are allowed for duly approved high-density developments such as Planned
Unit Development (PUD) areas. Taller and bulkier buildings are better suited in such areas
due to higher end-user targets, more advanced and coordinated planning efforts and the
application of more stringent development controls (DC) by the project proponents
themselves.
D. In accordance with the Standards and Recommended Practices (SARP) of the International Civil
Aviation Organization (ICAO) where the Philippines is a member state and of Administrative Order
No. 5 (Civil Air Regulation) of the Air Transportation Office (ATO), the following rules and regulations
shall govern the construction of buildings/structures within the 24.00 kilometer radius of aerodromes
where turbo-jet aircraft operate and within the 10.00 kilometer radius of aerodromes where no
turbojet aircraft operate.
i.

The height of buildings/structures within this area shall be limited by an imaginary line with
slope of 2% or 1:50 for aerodromes where turbo-jet aircraft operate and 2.5% or 1:40 for
aerodromes where no turbo-jet aircraft operate from the inner edge reckoned from the
surface of the runway.

ii.

No new buildings/structures shall be allowed within the runway strip.

iii. A height clearance certificate shall be first secured from the Air Transportation Office (ATO)
before a building permit may be issued for the construction of buildings/structures located:
(a) Within 4.00 kilometer radius of the runway ends of an aerodrome regardless of height; (
b) From 4.00 kilometer to 24.00 kilometer radius of the runway ends of an aerodrome where turbojet aircraft operate and exceeding 45.00 meters in height above the elevation of the runway; and
(c) From 4.00 kilometer to 10.00 kilometer radius of the runway ends of an aerodrome where no
turbo-jet aircraft operate and exceeding 45.00 meters in height above the elevation of the runway.

4. Parking Slot, Parking Area and Loading/Unloading Space Requirements

a. The parking slot, parking area and loading/unloading space requirements listed hereafter are
generally the minimum off-street cum on-site requirements for specific uses/occupancies for
buildings/structures, i.e., all to be located outside of the road right-of-way (RROW).
b. The size of an average automobile (car) parking slot must be computed at 2.50 meters by 5.00
meters for perpendicular or diagonal parking and at 2.15 meters by 6.00 meters for parallel parking.
A standard truck or bus parking/loading slot must be computed at a minimum of 3.60 meters by
12.00 meters. An articulated truck slot must be computed at a minimum of 3.60 meters by 18.00
meters which should be sufficient to accommodate a 12.00 meters container van or bulk carrier and
a long/hooded prime mover. A jeepney or shuttle parking/loading/unloading slot must be computed
at a minimum of 3.00 meters by 9.00 meters. The parking slots shall be drawn to scale and the total
number of which shall be indicated on the plans and specified whether or not parking
accommodations are attendant-managed.

D. In computing for parking slots, a fraction of 50% and above shall be considered as one (1) car
parking slot to be provided. In all cases however, a minimum of one (1) car parking slot shall be
provided unless otherwise allowed under this Rule.
i.

Multi-floor parking garages may serve the 20% parking requirements of the
building/structure within 200.00 meter radius, provided at least 80% of the parking
requirements are complied with and integrated in the building design.
ii.
ii. Special Provision on the Handicapped: For buildings/structures to be provided with
features intended for the use or occupancy of the handicapped, the minimum provisions of
Batas Pambansa (BP) Bilang 344 and its Implementing Rules and Regulations (IRR) with
respect to parking shall be strictly observed.
E. Allowed Off-RROW/Off-Street cum Off-Site Parking Provision:
i.

In addition to on-site cum off-RROW (off-street) parking provisions mandated under this
Rule, off-site cum off-street parking facilities may be allowed and considered part of a
project provided that such facilities specifically consist of reserved or leased parking slots
within a permanent parking building/structure and not in a vacant parking lot or parking
structure/space for a commercial development and provided further that such parking slots
are located no more than 100.00 meters away from a residential building project or are
located no more than 200.00 meters away from an office or commercial building project.

ii.

Direct access of parking/loading/utility slots and terminals to the RROW shall be generally
disallowed to prevent the usage of the RROW as a maneuvering area. iii. Traffic generating
buildings such as shopping malls or similar facilities that have very high volumes of
pedestrian and vehicular traffic may be located at major intersections or within 100.00
meters of such intersections, provided that the distance between the street curb of the
ingress/egress of such a commercial lot/property (nearest the intersection) and the straight
curb of the intersection shall not be less than 50.00 meters.

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TERMINAL BUIDLING

MECHANIZED HANDLING BAGGAGE SYSTEM