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BACKGROUND OF NINOY AQUINO INTERNATIONAL AIRPORT
The major airport in Manila has seen transitions in terms of location and has
undergone a various reincarnations, mostly due to the demands of commerce and global
trade.
The First Two MIAs
The entire international airport complex in cities of Pasay and Parañaque is managed
by an independent authority, the Manila International Airport Authority (MIAA). Before the
present site of the airport, the original airport that served Manila was the Grace Park Airfield,
also known as Manila North. It was opened in 1935 in Grace Park, Caloocan and was the
city's first commercial airport used by Philippine Aerial Taxi Company (later Philippine Air
Lines) for its first domestic routes. In July 1937, Manila International Air Terminal located in
the 42 hectares Nielsen Airport was inaugurated and had served as the gateway to Manila, its
runways of which now form Ayala Avenue and Paseo de Roxas in Makati. Reasons for the
transfer in 1948 were fairly straightforward. The present site in Paranaque and Pasay cities
was expansive enough at 630 hectares. The site has relatively flat terrain with less than 5%
slope, elevated at seven meters above sea level and an existing US Air Force base runway, the
present domestic runway 13-31. The main runway (Runway 06-24) has a total length of 3.7
kilometers and the secondary runway (Runway 13-31) is 2.3 kilometers long.
The Manila International Airport at Nichols had a simple one-story terminal where the
current domestic terminal is located. Improvements were added slowly and a second runway
exclusively for international flights was added in 1953. Parallel to these improvements was a
strong bid by PAL to compete against the big boys like Pan American Airways for a slice of
the world market.
Despite the government’s neglect of physical facilities, aviation grew and improved.
The Philippines was recovering from the war and the Huk interlude. A strong nationalist
focus led to a quickly improving economy based on increasing efficiency in agriculture and
an emerging industrial base. By the late 1950s, the Philippines was head and shoulders above
the rest of Southeast Asia (before Western politico-economic forces imposed their hegemony
on us). This boom was to be reflected in a new airport, a new improved portal to a proud
Philippines.
Both domestic and international aviation increased so much that the MIA terminal
was spilling over by the late 50s. A decision was made to separate domestic operations and
build a new international terminal a few kilometers south of the then current one. The job of
designing the new terminal went to the Department of Public Works and its chief architect,
Federico Ilustre.
The 60s MIA
After World War 2, the airport has been relocated to its present site, which was
formerly a US Air Force base. In 1963, the intersecting runways, with the major runway
(Runway 06-24) were constructed, and were oriented northeast-southwest in order to take
advantage of the amihan/habagat winds. This is no coincidence as technical requirements of
the United Nations International Civil Aeronautics Organization (ICAO) and the US Federal
Aviation Authority (FAA) requires, “that runways should be oriented so that aircraft may be
landed at least 95% of the time with crosswind components not exceeding 15mph.”
In 1956, construction was started on a control tower and a terminal building for
international passengers. The new terminal was inaugurated on September 22, 1961.
Architect Ilustre’s design for the new terminal was in the international style fashionable then.
The main mass was laid out in an arc reminiscent of Ilustre’s designs for government
buildings along the perimeter of the Quezon City elliptical center. The building’s entrance
canopies were expressive statements in cantilevered concrete while the façade was a
composition of sunshade screens. The parking lot in front had a grand pool, space-age
flagpole and neat Luneta-type landscaping.
The interiors of the new MIA, at 22,000 square meters, were expansive compared to
its cramped predecessor. Ilustre provided a double-height lobby, which was embellished with
a large mural depicting Filipino life. A large globe of blown steel housing an electronic clock,
that gave the time in various capitals of the world, was a popular attraction as was the Hall of
Flags, one for each of the countries that flew to Manila.
The building also had the country’s first escalator (a Hitachi machine) installed. It led
passengers to the facilities on the second floor. This level had restaurants, offices and even a
beauty parlor like Belle’s Beauty Salon, which evoked so much of the Sixties. Well-wishers,
who we know are legion per departing and arriving Filipinos, could go out to an outdoor deck
to wave at passengers and gawk at the new-fangled jetliners.
The MIA was reported to be the most modern in Southeast Asia and also the most
profitable. It yielded half a million pesos a month in rentals. It handled over a hundred flights
a week and a maximum of 12 aircraft at a time (although it did not have skybridges). All in
all, it was a proud product of Filipino architecture and engineering as well as a showcase of
Filipino craftsmanship and public art.
Local folks flock in droves to the airport in these first few years. The structure was a
symbol of a nation knocking at the doors of modernity and self-reliance. Unfortunately, this
illusion lasted only a few years. The political and economic structure of the country took a
wrong direction and even an international airport could not steer the country to a better
destination.
The 70s to present: Historical Tipping Point and Deterioration
On January 22, 1972, a fire caused substantial damage to the original terminal
building, and a slightly smaller terminal was rebuilt in its place the following year. This
second terminal would become the country's international terminal until 1981 when a new,
higher-capacity terminal, known today as Terminal 1, was built to replace it.
Work on the development of the Pasay/Parañaque site started in 1973 with a
feasibility study funded by the Asian Development Bank and in 1974, the Philippine
government adopted the final engineering design by the RenardetSauti/Transplan/F.F. Cruz
consortium on a terminal design by the future National Artist for architecture, Leandro Locsin
and Associates. Although the construction has started years after in 1978 and the opening four
years later (March 4, 1982), it has largely escaped the critical eye of most architectural critics
in terms of 13 branding the terminal on the same level as the CCP complex in terms of
“monumentalism” and “showcasism”.
In August 1983, a little over a year after opening, the terminal has been mute witness
to one of Philippine history’s tipping point with the assassination of opposition senator
Benigno Aquino who was returning from exile on board a China Airlines flight. It is for this
reason that the Manila International Airport has been renamed Ninoy Aquino International
Airport by virtue of Republic Act 6639. The late senator’s blood that has been spilled on the
tarmac virtually seals the fate of the Locsin-designed terminal as a historical showcase.
By mid-Seventies, it had deteriorated into a symbol of the country’s sorry state—
decrepit, inefficient, malodorous, and crammed with Filipinos trying to escape. The MIA had
become a portal of a country held prisoner by wardens out to squeeze every drop of blood
from an exploited citizenry while PAL became almost a private ferrying service for officials
on jet-setting junkets.
Plans for a new terminal were conceived in 1989, when the Department of
Transportation and Communications commissioned Aeroports de Paris to do a feasibility
study to expand capacity. The recommendation was to build two new terminals, and in 1998
Terminal 2 was completed. Terminal 2 was nicknamed the Centennial Terminal as its
completion coincided with the 100th anniversary of the Philippine Declaration of
Independence from Spain. In 1997 the government approved the construction of Terminal 3,
which was originally scheduled to be completed in 2002. After many delays caused by
technical and legal issues, the terminal became partially operational in mid-2008 and fully
operational on August 2014. The government aims to return services from many of the
airlines which cancelled services to Manila as a result of Terminal 1's problems.
In 2001, the MIAA’s vision for NAIA was, “to make the Ninoy Aquino International
Airport globally competitive and at par with the best airports in the world, where the
facilities and services are of the highest standards and the staff is made up of professional,
dedicated and caring individuals.” (MIAA 2000) In 2002, this changed to, “The Hub of
Choice of Asia.”
This change in policy direction in itself is a direct socio-economic and even political
manifestation of the increasing confidence that the Manila has to retake its pre-eminent
position in the Asian aviation hub competition. (Mascardo and Roberto 2004)
HERITAGE VALUES
A. Ethnographic
The NAIA ranks 34th among the busiest airports of the world.
Emigration of Filipinos (1997-2006)
Permanent
Temporary
Irregular
TOTAL
The table shows the increase of the migrating Filipinos overseas from the year
1997 to 2006. This shows a pattern on how many have been using the airport. Aside
from this, in the years between 2009 and 2012, there had been a large demand on
nurses and doctors in most countries, and Philippines experienced a major amount of
exports in Filipino workers.
Another factor which contributed to the overflowing passenger in the Terminal
1 is the promotion of low-cost air travel, which locals take advantage of in order to
get to travel to other country.
B. Economic Impact Studies
After the construction of the MIA, before the establishment of the Terminal 1,
it yielded a half a million pesos monthly through rentals (Alcazaren, 2001). According
to the Manila International Airport Authority, the MIA’s impact on economy had been
monumental that it had been a policy that the General Manager be appointed by the
President himself. During the 70’s, there had been a great increase in terms of export
of workers, and a great number of tourists coming in to Manila.
After the establishment of Terminal 1 in 1981, the airport had 6 million
passengers annually. The year 2011-2012 experienced a high increase in passengers,
with a 7.9% increase. Since 1991, the airport has exceeded its capacity; its facilities
continuing to be unable to keep up with the increase of passengers. In the year 2008,
there were only 62 commercial airline fleets, which drastically increased to 119 airline
fleets in 2012, according to the Department of Transportation and Communication
Secretary Roxas.
Despite the poor facility, there is still constant increase in passengers due to
the necessity, but in the long run it may affect the tourism in the country due to the
bad reviews it has been receiving.
C. Architectural and Engineering Studies
The design for the NAIA Terminal 1 failed to consider the rapid increase of
the passengers, thus fast becoming insufficient.
In October 2007, the Airbus A380 landed in the runway of NAIA, which
proved that the NAIA can support and accommodate a fleet as large as the A380. The
Airbus A380 is considered the largest passenger airliner.
D. Contingent Valuation Studies
Because of the destitute condition of the facility, the airport has received from
bad to worse reviews from tourists and locals. Thus, the government had allocated a
budget of 1.6 billion pesos for the renovation of the NAIA Terminal 1, to prevent any
loss and improve the airport experience of the users.
CULTURAL VALUES
A. Evolution of and use of objects and places
Through the history of the current NAIA Terminal 1, located in Pasay and
Parañaque, the evolution of the spaces remain constant; the airport facility remains a
dedicated transport hub combining air traffic with connecting facilities services for
disembarked passengers, such as bus, taxi, and shuttle services, and parking and valet
facilities for private vehicles.
Renovations of the interior and facilities design of the airport have been
numerous, in keeping with the thrust of maintaining a global standard to airport.
Through the promulgation of Executive Order No. 381, one of the most major
revisions was approved for the terminal, undertaken by National Artist Leandro
Locsin in 1973, through a $29.6 million loan from the Asian Development Bank. This
was done to mitigate the rapidly-growing rate of occupancy and usage of the terminal,
charted at 11% per annum.
Presently (2014-2015), there is to be another major renovation of the NAIA1
Terminal, presented by the legacy firm of the National Artist who was first
commissioned for the original project. The renovation shall endeavor to create more
major public-friendly spaces (an interior courtyard) and a myriad of other mitigating
facilities and improvements, while still retaining the original character of the terminal
in keeping with preserving its cultural relevance.
B. Identification of elements on site
The site of the NAIA1 is a predominantly enclosed and secured area, in keeping
with the need of an airport facility for safety. Elements currently present in the site
include an on-ground parking area, segregated departure and arrival access and areas,
the main transport hub itself, auxiliary transport hub, and minimal landscape elements
that serve as a visual frame for the imposing elevated horizontal façade.
C. Interpretation of artists’ intent
As is usually the case in the construction and design development of landmark
structures such as airports, an architect will strive to achieve an iconic production.
Leandro Locsin, noted for his strong sense of personal stylization, managed to evoke
a sense of identifiable grandeur while maintaining a form that is essentially and
undoubtedly his own, though criticized for his perpetual use of heavy massing even
for a structure meant to evoke a feeling of lightness and air travel, the NAIA1 is noted
for its consideration of the usage and efficiency of the facility first, while not
compromising architectural design.
The original design of the NAIA1 Terminal is closely associated by critics and
laymen alike to the Cultural Complex of the Philippines, another high-profile project
of National Artist Leandro Locsin. Architecturally, it has been described “as an
extension of the CCP Complex” perhaps due to similarities in design. It follows the
dictum, “function follows form” and rightly so because it functions like a funnel from
the main departure/arrival halls onto the departure and arrival gates.
The NAIA Terminal also shares the same broad horizontal lines of the façade,
employing particularly similar design principles in the application of beton brut and
massive, cantilevered concrete forms. Also shared by most of Locsin’s designs is the
elevated massing, while keeping a humble simplicity in the overall composition of the
design employed.
A case can be made that the design of the NAIA1 Terminal is but an annexation of
Locsin’s portfolio in furthering his own personal architectural philosophy, yet it is
unmistakably an unrelenting dedication to the roots of the Filipino, as the designs of
Locsin have so pervaded the economic and cultural landscape of the region, and are
ultimately a fixed point in the social consciousness of the people.
D. Changing factors
Determinants and instigators of change affecting the NAIA1 Terminal are most
often of artificial and man-initiated nature. Effects of natural weathering are attributed
to a patina effect on the concrete façade, and no major natural disasters or chemical
reactions affecting integrity and deteriorating design have been documented.
Of the major changes to the facility, most notable are those of cultural change; due
to the assassination of Benigno Aquino Jr pinning the pivotal event to the site of the
terminal, and dynamic development and human intervention; wherein renovations and
constant modifications of interior and operational works have been conducted to
ensure the optimal functionality of the terminal to adhere to global standards, most
notably in the new millennium (2000s). Societal turns and other factors of political
and economic nature have no major effect on the structure beyond the need for
capitalistic gain in the integration of modern commercial and service amenities.
EVOLUTION AND ASSOCIATION (in relation to the religion, locality, and people and
place)
The Ninoy Aquino International Airport – Terminal 1 (NAIA1), has, in all of its
incarnations since original inauguration, been at the center point of placemaking in the
context of a regional impact to the Filipino people. The terminal has its roots as the Manila
International Air Terminal located in Nielson Field, in July of 1937, whose runways now are
incorporated into the most important central business district of the country (Ayala Avenue,
Paseo de Roxas). The Nielson Terminal was demolished, and the current incarnation of the
gateway to the country was relocated to the Villamor Airbase in 1948, where it stands to this
day as the progenitor of the NAIA Complex.
In both of the settings upon which the terminal stands, its placement heralded the
arrival of economic and social upheaval to the region. Analyzed in the macro scale, an air
transport terminal has concrete effects on the exchange of trade and tourism to regions
catered, which holds true in the Philippine context. The step-process improvement of the
NAIA Terminal instigates a steady increase in global trade, fiscal feasibility, support of the
tourism industry, and improvement of logistics and management processing capability.
It is worth noting though that with the onset of dedicated air travel facilities catering
to upwards of six million passengers a year, there must be negative effects to the region as
well as positive. The advent of mass air transit in the region of the Terminal (Pasay,
surrounding regions of Manila, Makati, and Paranaque) has developed a marked increase in
traffic and population density, vehicular and noise pollution, and informal settler
accumulation. The current (or then current) state of the airport has also been partial to
controversy as one of the least appealing air traffic terminals in the world. Though taking the
positive with the negative, in totality, the significance of the presence of the Ninoy Aquino
Terminal 1 to the country is, whether the negative outweighs the positive or vice-versa,
undoubtedly above reproach.
Stepping down to the micro-scale, in the associations of the masses to the individual
vis-à-vis the NAIA1, the core value of the evolution of the terminal is its presence as a
national landmark, more so than its inherent value as an air transport terminal, NAIA1 has
carved a niche in the history of the Filipino for being the setting of the assassination of
Benigno Aquino Jr., during the Marcos Era of the Philippines, a key determinant to the
People Power Revolution of 1986.
In addition to this major socio-cultural prominence, the association of the NAIA1 to
the perceptions of the people includes its status as a symbol of national pride as the first fully
established and recognized international airport of the country, and for its integration into the
greater NAIA Complex. It is a transport building that takes its role beyond the obvious
utilitarian purpose it serves and celebrates physical travel, social and cultural connections.
Finally, in the relation of the NAIA1 to the place and its adjacent environs, it is a key
element in the production of business acumen within the vicinity. Hotels, services, utilities,
and various other commercial developments hinge and thrive on the strategic location of the
Ninoy Aquino International Airport Terminals.
CREATIVE AND TECHNICAL ACCOMPLISHMENTS
Leandro Locsin is renowned as the “Poet of Space” due to his straightforward
geometry articulation of spaces. His designs are evident in massiveness and immensity,
themes of floating volume, the roof as the structures dominant form, wide overhanging eaves,
spacious interiors, and the use of concrete and native materials. His works include the Church
of the Holy Sacrifice, Folk Arts Theatre, Philippine International Convention Center, Sofitel
Plaza, Philippine Pavilion in Osaka, Japan, Cultural Center of the Philippines, Benguet
Center, Davao International Airport, Istana Nurul Imam Place in Brunei, Tanghalang Maria
Makiling, Church of St. Andrew, Church of Transfiguration, and the Manila International
Airport Terminal 1.
In the year 1973, Airways Engineering Corporation completed a feasibility study and
airport master plan. The detailed Engineering design of the New Manila International Airport
Development Project was made by Renardet-Sauti/Transplan/FF Cruz Consultant while the
Architectural plans was prepared by Leandro’s L.V Locsin and Associates. Manila
International Airport Terminal 1 is the second oldest terminal at NAIA Complex and served
as the gateway for foreign commercial carriers. It has 18 Air Bridges and services 33 Airlines
as recorded last May 2011.
Terminal 1 depicted the simplicity and massiveness of the design that has been the
trend early those years. The design of the whole complex preserves beauty and efficiency,
achieved through its interior and exterior elements. The horizontal linear pattern in the
exterior facade and the use of concrete as its dominant material contributed to mass of the
whole structure. The wooden waffle ceiling and the marble flooring added a bolder and
thicker look. However, its volume didn't hinder the maximization of existing physical
features through strategically designed fenestrations for natural lighting and ventilation.
Terminal 1 was originally designed to cater 4.5 million passengers yearly but it has
been operating above the designed capacity for decades now. Due to these circumstances it
was ranked as one of the most hated airports in the world due to outdated facilities and
equipment, poor passenger comfort, and crowding. Major rehabilitation was undertaken in
the year 2014, most notably the structural retrofitting, which ensured the continued integrity
of the facility, and the improvement of mechanical, electrical, and fire protection systems.
Buckling Restrained Braces (BRBs) were installed in the said renovation program to
withstand a strong quake. According to NAIA Terminal 1 manager, Dante Basanta, some of
the braces were installed in the customs section, at the arrival area, the West Satellite and the
Departure Transit Area.
The concept is to rejuvenate the terminal into an “Urban Oasis” which is a tropical
design upgrade that gives a welcoming atmosphere. It has vast complex and overlapping
landscapes that will serve as boutique and at the same time a booming commerce center. It
includes exterior changes such as the constant and fluid motion of vehicular traffic through
proper separation of arrival and departure ramps and continuous flow to the ground level on
to a widespread four-lane roundabout that embraces the recreational area. The convenience
also continues to the building of a multi-deck parking where passengers can secure the
deposit and safety of their vehicles.
Architectural improvements were also implemented that aided the airport for better
services and transactions such as, more spacious and better-lit check-in and arrival lobbies,
new check-in counters, flight schedule display, and furniture, modern interior design for
ceilings, floors, and other furnishings, better layout for passenger flow, reconfigured waiting
areas and duty-free sections, new and additional retail concessionaires to serve passengers
Less queuing time with the integration of terminal fees into ticket costs, installation of new
chillers to ensure consistent cooling systems, refurbished comfort rooms, and faster
processing time at immigration counters.
This practical travel design prides itself for its easy maintenance, sustainability, and
cost-efficiency. Its pure sophistication that's reasonable and realistic will highlight the
Filipino’s vibrant culture and trademark of hospitality. These renovations of NAIA Terminal 1
are believed as the key to boost tourism and national pride and keep our country’s gateways
flowing.
COMMUNITY ESTEEM: IMPACTS OF NAIA TERMINAL 1 TO THE ADJACENT
COMMUNITY AND REGION OF METRO MANILA
Macroscale Impacts: Metro Manila, Philippines
Metro Manila, also known as the National Capital Region, is one of the most
densely populated metropolitan area in the Philippines and in Asia. It comprises of
Quezon City, Pateros, Caloocan, Las Pinas, Makati, Malabon, Mandaluyong,
Marikina, Muntinlupa, Navotas, Paranaque, Pasay, Pasig, San Juan, Taguig,
Valenzuela, and Manila, the capital city of the country. With a combined population of
11,855,975, Metro Manila has become global power city and a center for economic
development accounting for 37.2% of the country’s Gross Domestic Product (GDP).
The NAIA Terminal 1, formerly known as Manila International Airport was
the biggest airport in the Philippines during its time. It served as a gateway for
international trade and commerce. With
The Data on the technology, and increased functionality
newer
left
indicates
the capacity, the MIA contributed to the
and
Population
of
Metro significant boost the GDP of the
Manila in the Year of Philippines from 32.45 billion USD in
1980 to 1980. It is during this time 35.6 billion USD in 1981.This, in turn,
prompted that the Philippines is Metro Manila to be the access and host for
under the Martial Law International Endeavours including the
several
declared by the late Visit of Pope John Paul 2.
Papal
President
Ferdinand
Demographic
Marcos. In his 2 decades Data : Metro Manila (1980)
in the position, he was
able to establish several
feats in infrastructure
which
includes
transportation
developments such as the
Manila
International
Terminal currently known
Economic Impacts of NAIA
Terminal 1 on the Private
Sector of Metro Manila
The
Private
Sector includes several
stakeholders in the
development of an
Airport
Facility.
Typically, this includes
the Aircraft Carriers,
the
Concessionaire
Owners, the Adjacent
Commercial Facilities,
Tourism-influenced
businesses
and
International
Businesses.
These
industries may be directly or indirectly affected by the airport facility depending on
the scale and type of the airport.
In 1981, Ferdinand Marcos was able to pave the way for a more efficient
international affairs thru the construction of an improved International gateway, the
Manila International Airport. With an increase in capacity, MIA provided an
opportunity for an increase in passenger per year, also prompting an increase in the
number of aircraft carriers. Concessionaires that were provided also thrived in the
increased number of foot traffic inside the airport. The increase in airlines and
aircrafts enabled for the increased frequency of flights, reducing the amount of time
needed to travel for the setting of international business transactions. This also made
possible the increase in tourism and tourism-related businesses by allowing a more
convenient mode of aerial transportation.
Economic and Social Impacts of NAIA Terminal 1 on the Public Sector of Metro Manila
Much like the Private Sector, the Public Sector also benefits greatly in the
development of an Airport Facility. Public Stakeholders include the General Public,
Government Agencies, and Government Administrators. These represents the general
interest of the country as a whole. Therefore, it is imperative that a publicly owned
development such as an airport facility be able to satisfy the concerns raised by this
sector.
One of the apparent advantage of an airport terminal with a bigger capacity is
the generation of jobs. The construction of NAIA Terminal 1 allowed for a number of
employment both on the construction phase and the operational phase. These included
jobs ranging from planners, construction workers, skilled workers and the like, to
operations managers, aircraft engineers, pilots, baggage handlers, cabin crews, and
more. Also, the increase of incoming passengers boosted tourism and commerce,
allowing for economic growth and development.
Microscale Impacts: Paranaque City
The NAIA Terminal 1 is situated in the NAIA Complex which borders
Paranaque and Pasay City, Philippines. Currently, Paranaque has a total land area of
46.57 square kilometre ans is the third biggest City in the National Capital Region. Its
first district comprises Baclaran, Tambo, Don Galo, Sto. Niño, La Huerta, San
Dionisio, Vitalez and San Isidro while the second district consist of Barangays BF,
San Antonio, Marcelo Green, Sun Valley, Don Bosco, Moonwalk, Merville and San
Martin de Porres.
Environmental Impacts of NAIA Terminal 1 on Paranaque City
Huge developments usually comes with environmental impacts which can, at
times, be negative to the adjacent surroundings. Specifically, the discussion below
will include the environmental impacts brought by the NAIA Terminal 1 in the City of
Paranaque.
Air Pollution
A Slight increase in air pollution will be apparent in cities which will host an
airport terminal. This is due to the combustion of aviation fuel which is typically
composed or kerosene which combusts into harmful gases. Also, aircraft tyres burn
and get worn out during take-off and landing. It is in these events that the tyres release
gasses which possibly have negative effects on the environment. Another cause of Air
pollution is the increased traffic to and from the airport. This results to more vehicular
gas emissions.
Biodiversity
The impact on Biodiversity includes the reduction of the habitats of flora and
fauna in a particular area. Habitat loss caused by the destruction of a previously green
area to construct developments forces the loss of plant life and the migration of
certain kinds of animals. For Airport Facilities, these include land an aerial animals
such as birds which are affected not on the construction but on the operations period
of an airport.
Traffic
Airport developments generate traffic due to the increase of vehicular
movement. Congestion occurs when the accessible roads are unable to suffice the
needs to an increasing Airport passenger user population. Not only travellers but the
increase in cargo and freight deliveries may have an effect on the air and noise
pollution caused by congested roads. These factors give a negative impact on the
already existing establishments in the areas such which require a a good noise and air
environment like schools and hospitals.
Water Pollution
Water Pollution brought by airport facilities is caused by several factors. First,
the construction of huge developments produce run-off which can affect the nearby
bodies of water. For the case of NAIA Terminal 1, the closest body of water would be
the Manila Bay in an approximate of a 2KM radius. Due to its relatively far
proximity, pollution due to run off
Health Impacts of NAIA Terminal 1 on Paranaque City
Living in close proximity to airports can be detrimental to the health of a
person. Several studies from the Journal of Procedia - Social and Behavioral Sciences
have concluded that the Noise and Air Quality in the Immediate Environment of an
Airport has a negative effect on the health of the residents in the area. These negative
effects include the loss of focus in children, lack of sleep, and degradation of lung
health.
In Paranaque City, unfortunately, dozens of schools can be found in a 2KM
radius from the terminal. This negatively affects the quality of environment for the
education of the students in these facilities. Examples of these schools include The
Beacon School, Mahatma Gandhi International School and the Kalayaan National
High School. As for the hospitals, five can be found within a 3KM radius. With this
kind of proximity to noise and air pollution, safety measures must be observed.
Safety and Security Impacts of NAIA Terminal 1 on Paranaque City
The presence of airport posts several hazards and security impacts. Some of
which include ‘third party risk’ such as road accidents caused by the increase of
vehicular traffic in the area. Airplane crashes and Terrorism threats are also risk
factors that are prevalent in an Airport Terminal. And example of which is the event in
the year of 1983, where the late Senator Benigno Aquino was assassinated in the
MIA. These types of risks are not only dangerous for the airport facility but also for
the community surrounding the airport.
Cultural Impacts of NAIA Terminal 1 on Paranaque City
Being a structure designed by the National Artist for Architecture, Leandro
Locsin, the NAIA Terminal 1 boasts an edifice whose design is rich and full of
artistry. The terminal prides itself in an architecture which can be compared to the
Cultural Center of the Philippines, exhibiting monumentalism and grandeur amidst
the function which follows its form. Unfortunately, the capacity of the terminal was
tested through time. Since the terminal has been catering to numbers which are far
greater than what it is designed for, the quality of the structure and its effectiveness in
accommodating the travelers have been compromised.
RESEARCH AND SCIENTIFIC POTENTIAL
There are many case studies regarding the NAIA Terminal 1 in so many aspects such
as accessibility, design, circulation, and more.
Airport Terminal rated as the ‘world’s worst airport’
It was on the news that in 2011, NAIA Terminal 1 was rated as the world’s worst
airport. In 2013, it once again ranked number one in the world’s worst airport. It was
according to a poll made by the travel site “The Guide to Sleeping in Airports” that
determined the rating of international airports. These factors served as basis for the rankings:
Comfort, Conveniences, Cleanliness, and Customer Service. The metallic seating and
armrests, crowded terminals and limited seats, and delays or layovers made the airport
terminal uncomfortable to the users. Bad signage, difficult transfers, lack of 24-hour food
made it inconvenient. The floors, bathrooms and food courts were dirty. It had poor customer
service because of the unfriendly staff, airport scams, anti-airport sleeper policies, and
slacking off immigration officers. All of these were still the same issues brought up two years
ago.
In 2015, NAIA had improved their facilities with a P1.3-billion budget. Deprature and
Check-in counters, Baggage carousel, Flight Information Display Departure lobby, Banks at
the arrival lobby, Customs Area, Departure concourse, Arrival lobby, Check-in counters,
Departure lobby, and the concessionaires are all the areas and facilities that were renovated.
After the Terminal renovation, the NAIA Terminal 1 has been removed from the list of the
world’s worst airports. It shows that with a little tweak from the old setup, NAIA has a
potential to be a world-class modern airport terminal facility.
The government has to address passenger complaints and decide on the airport
strategy of the country. While resolving the issues with Terminals in NAIA, the government
sees to transfer operations to the Clark International Airport because it has more space.
Statistics of the Terminal 1
2013 has the most number of Arriving and Departing International Flights
(20,854 and 20,844 respectively)
Flights have slightly decreased in 2015, and Passengers have a significant
decrease in the same year starting from late 2014.
Computation of the monthly flights and passengers (in the last five years)
Month
January
February
Mar
April
May
June
July
August
September
October
November
December
Arriving
Flights
1642*
1463
1631
1610
1646*
1560
1605
1567
1473
1543
1548
1645*
Departing
Flights
1637*
1460
1627
1605
1640*
1556
1602
1560
1468
1543
1543
1644*
Arriving
Passengers
301,995
268,668
344,568
343,071
337,901
304,872
310,210
264,654
242,273
281,037
304,287
374,804*
Departing
Passengers
374,702*
309,735
327,753
357,239
366,433
318,236
304,404
313,377
273,446
291,051
283,012
268,319
Most number of Arriving and Departing flights occurs in the months of
January, May and December. Arriving Passengers peak month is December. Departing
Passengers peak month is January.
Synthesis
Airports are known to offer the first glimpse of a country’s culture and character. The
NAIA, likewise, have been known to play as an economic reflector in the life of the
Philippines. Its incarnations through the years run parallel with the course of Philippine
History. It has its humble beginnings during the 1930s. It grew, expanded, and peaked in the
thriving economy of the 50s and 60s. In the subsequent years, unfortunately, it has failed to
grow and keep up with the increase in demands and passenger traffic. These years were also
the dark times of Philippine History, when it has witnessed the assassination of Benigno
Aquino, Jr.—a prominent figure in fighting for the Philippines’ democracy—which
contributed greatly to its historical significance.
It is also one of Leandro Locsin’s notable works, before earning his title as the
National Artist for Architecture, which contributes to the cultural value of the site. The design
is an icon which is a pride of Paranaque and the Philippines back in its early days. And since
opening in 1981, the NAIA Terminal 1 has greatly increased the Philippine’s economy by
encouraging tourism and travel in Philippines. The airport terminal has provided numerous
job opportunities and paved way for international travel and transactions which are vital to
the progress of the country.
Though the terminal has undergone some criticisms in its design and functionality, it
is important to note that this is not due to poor design but of overuse and continuous
overcapacity of travelers. Leandro Locsin was able to capture beauty by expressions of
monumentalism whose form follows its function appropriately.
All in all, the positive effects that the Airport Terminal has brought in the country
overweighs its flaws. In time, the renovations and planned changes will be a great
contribution to enriching the quality of service provided by the NAIA Terminal 1. Despite the
plans of making the Clark International Airport as the major airport to serve Metro Manila,
NAIA is irreplaceable. NAIA 1 remains to be a site of with great historical and cultural
significance. It is a symbol and representation of what is Filipino in terms of culture,
experience, and how it views and responds to the world coming in and out of it.
The major airport in Manila has seen transitions in terms of location and has
undergone a various reincarnations, mostly due to the demands of commerce and global
trade.
The First Two MIAs
The entire international airport complex in cities of Pasay and Parañaque is managed
by an independent authority, the Manila International Airport Authority (MIAA). Before the
present site of the airport, the original airport that served Manila was the Grace Park Airfield,
also known as Manila North. It was opened in 1935 in Grace Park, Caloocan and was the
city's first commercial airport used by Philippine Aerial Taxi Company (later Philippine Air
Lines) for its first domestic routes. In July 1937, Manila International Air Terminal located in
the 42 hectares Nielsen Airport was inaugurated and had served as the gateway to Manila, its
runways of which now form Ayala Avenue and Paseo de Roxas in Makati. Reasons for the
transfer in 1948 were fairly straightforward. The present site in Paranaque and Pasay cities
was expansive enough at 630 hectares. The site has relatively flat terrain with less than 5%
slope, elevated at seven meters above sea level and an existing US Air Force base runway, the
present domestic runway 13-31. The main runway (Runway 06-24) has a total length of 3.7
kilometers and the secondary runway (Runway 13-31) is 2.3 kilometers long.
The Manila International Airport at Nichols had a simple one-story terminal where the
current domestic terminal is located. Improvements were added slowly and a second runway
exclusively for international flights was added in 1953. Parallel to these improvements was a
strong bid by PAL to compete against the big boys like Pan American Airways for a slice of
the world market.
Despite the government’s neglect of physical facilities, aviation grew and improved.
The Philippines was recovering from the war and the Huk interlude. A strong nationalist
focus led to a quickly improving economy based on increasing efficiency in agriculture and
an emerging industrial base. By the late 1950s, the Philippines was head and shoulders above
the rest of Southeast Asia (before Western politico-economic forces imposed their hegemony
on us). This boom was to be reflected in a new airport, a new improved portal to a proud
Philippines.
Both domestic and international aviation increased so much that the MIA terminal
was spilling over by the late 50s. A decision was made to separate domestic operations and
build a new international terminal a few kilometers south of the then current one. The job of
designing the new terminal went to the Department of Public Works and its chief architect,
Federico Ilustre.
The 60s MIA
After World War 2, the airport has been relocated to its present site, which was
formerly a US Air Force base. In 1963, the intersecting runways, with the major runway
(Runway 06-24) were constructed, and were oriented northeast-southwest in order to take
advantage of the amihan/habagat winds. This is no coincidence as technical requirements of
the United Nations International Civil Aeronautics Organization (ICAO) and the US Federal
Aviation Authority (FAA) requires, “that runways should be oriented so that aircraft may be
landed at least 95% of the time with crosswind components not exceeding 15mph.”
In 1956, construction was started on a control tower and a terminal building for
international passengers. The new terminal was inaugurated on September 22, 1961.
Architect Ilustre’s design for the new terminal was in the international style fashionable then.
The main mass was laid out in an arc reminiscent of Ilustre’s designs for government
buildings along the perimeter of the Quezon City elliptical center. The building’s entrance
canopies were expressive statements in cantilevered concrete while the façade was a
composition of sunshade screens. The parking lot in front had a grand pool, space-age
flagpole and neat Luneta-type landscaping.
The interiors of the new MIA, at 22,000 square meters, were expansive compared to
its cramped predecessor. Ilustre provided a double-height lobby, which was embellished with
a large mural depicting Filipino life. A large globe of blown steel housing an electronic clock,
that gave the time in various capitals of the world, was a popular attraction as was the Hall of
Flags, one for each of the countries that flew to Manila.
The building also had the country’s first escalator (a Hitachi machine) installed. It led
passengers to the facilities on the second floor. This level had restaurants, offices and even a
beauty parlor like Belle’s Beauty Salon, which evoked so much of the Sixties. Well-wishers,
who we know are legion per departing and arriving Filipinos, could go out to an outdoor deck
to wave at passengers and gawk at the new-fangled jetliners.
The MIA was reported to be the most modern in Southeast Asia and also the most
profitable. It yielded half a million pesos a month in rentals. It handled over a hundred flights
a week and a maximum of 12 aircraft at a time (although it did not have skybridges). All in
all, it was a proud product of Filipino architecture and engineering as well as a showcase of
Filipino craftsmanship and public art.
Local folks flock in droves to the airport in these first few years. The structure was a
symbol of a nation knocking at the doors of modernity and self-reliance. Unfortunately, this
illusion lasted only a few years. The political and economic structure of the country took a
wrong direction and even an international airport could not steer the country to a better
destination.
The 70s to present: Historical Tipping Point and Deterioration
On January 22, 1972, a fire caused substantial damage to the original terminal
building, and a slightly smaller terminal was rebuilt in its place the following year. This
second terminal would become the country's international terminal until 1981 when a new,
higher-capacity terminal, known today as Terminal 1, was built to replace it.
Work on the development of the Pasay/Parañaque site started in 1973 with a
feasibility study funded by the Asian Development Bank and in 1974, the Philippine
government adopted the final engineering design by the RenardetSauti/Transplan/F.F. Cruz
consortium on a terminal design by the future National Artist for architecture, Leandro Locsin
and Associates. Although the construction has started years after in 1978 and the opening four
years later (March 4, 1982), it has largely escaped the critical eye of most architectural critics
in terms of 13 branding the terminal on the same level as the CCP complex in terms of
“monumentalism” and “showcasism”.
In August 1983, a little over a year after opening, the terminal has been mute witness
to one of Philippine history’s tipping point with the assassination of opposition senator
Benigno Aquino who was returning from exile on board a China Airlines flight. It is for this
reason that the Manila International Airport has been renamed Ninoy Aquino International
Airport by virtue of Republic Act 6639. The late senator’s blood that has been spilled on the
tarmac virtually seals the fate of the Locsin-designed terminal as a historical showcase.
By mid-Seventies, it had deteriorated into a symbol of the country’s sorry state—
decrepit, inefficient, malodorous, and crammed with Filipinos trying to escape. The MIA had
become a portal of a country held prisoner by wardens out to squeeze every drop of blood
from an exploited citizenry while PAL became almost a private ferrying service for officials
on jet-setting junkets.
Plans for a new terminal were conceived in 1989, when the Department of
Transportation and Communications commissioned Aeroports de Paris to do a feasibility
study to expand capacity. The recommendation was to build two new terminals, and in 1998
Terminal 2 was completed. Terminal 2 was nicknamed the Centennial Terminal as its
completion coincided with the 100th anniversary of the Philippine Declaration of
Independence from Spain. In 1997 the government approved the construction of Terminal 3,
which was originally scheduled to be completed in 2002. After many delays caused by
technical and legal issues, the terminal became partially operational in mid-2008 and fully
operational on August 2014. The government aims to return services from many of the
airlines which cancelled services to Manila as a result of Terminal 1's problems.
In 2001, the MIAA’s vision for NAIA was, “to make the Ninoy Aquino International
Airport globally competitive and at par with the best airports in the world, where the
facilities and services are of the highest standards and the staff is made up of professional,
dedicated and caring individuals.” (MIAA 2000) In 2002, this changed to, “The Hub of
Choice of Asia.”
This change in policy direction in itself is a direct socio-economic and even political
manifestation of the increasing confidence that the Manila has to retake its pre-eminent
position in the Asian aviation hub competition. (Mascardo and Roberto 2004)
HERITAGE VALUES
A. Ethnographic
The NAIA ranks 34th among the busiest airports of the world.
Emigration of Filipinos (1997-2006)
Permanent
Temporary
Irregular
TOTAL
The table shows the increase of the migrating Filipinos overseas from the year
1997 to 2006. This shows a pattern on how many have been using the airport. Aside
from this, in the years between 2009 and 2012, there had been a large demand on
nurses and doctors in most countries, and Philippines experienced a major amount of
exports in Filipino workers.
Another factor which contributed to the overflowing passenger in the Terminal
1 is the promotion of low-cost air travel, which locals take advantage of in order to
get to travel to other country.
B. Economic Impact Studies
After the construction of the MIA, before the establishment of the Terminal 1,
it yielded a half a million pesos monthly through rentals (Alcazaren, 2001). According
to the Manila International Airport Authority, the MIA’s impact on economy had been
monumental that it had been a policy that the General Manager be appointed by the
President himself. During the 70’s, there had been a great increase in terms of export
of workers, and a great number of tourists coming in to Manila.
After the establishment of Terminal 1 in 1981, the airport had 6 million
passengers annually. The year 2011-2012 experienced a high increase in passengers,
with a 7.9% increase. Since 1991, the airport has exceeded its capacity; its facilities
continuing to be unable to keep up with the increase of passengers. In the year 2008,
there were only 62 commercial airline fleets, which drastically increased to 119 airline
fleets in 2012, according to the Department of Transportation and Communication
Secretary Roxas.
Despite the poor facility, there is still constant increase in passengers due to
the necessity, but in the long run it may affect the tourism in the country due to the
bad reviews it has been receiving.
C. Architectural and Engineering Studies
The design for the NAIA Terminal 1 failed to consider the rapid increase of
the passengers, thus fast becoming insufficient.
In October 2007, the Airbus A380 landed in the runway of NAIA, which
proved that the NAIA can support and accommodate a fleet as large as the A380. The
Airbus A380 is considered the largest passenger airliner.
D. Contingent Valuation Studies
Because of the destitute condition of the facility, the airport has received from
bad to worse reviews from tourists and locals. Thus, the government had allocated a
budget of 1.6 billion pesos for the renovation of the NAIA Terminal 1, to prevent any
loss and improve the airport experience of the users.
CULTURAL VALUES
A. Evolution of and use of objects and places
Through the history of the current NAIA Terminal 1, located in Pasay and
Parañaque, the evolution of the spaces remain constant; the airport facility remains a
dedicated transport hub combining air traffic with connecting facilities services for
disembarked passengers, such as bus, taxi, and shuttle services, and parking and valet
facilities for private vehicles.
Renovations of the interior and facilities design of the airport have been
numerous, in keeping with the thrust of maintaining a global standard to airport.
Through the promulgation of Executive Order No. 381, one of the most major
revisions was approved for the terminal, undertaken by National Artist Leandro
Locsin in 1973, through a $29.6 million loan from the Asian Development Bank. This
was done to mitigate the rapidly-growing rate of occupancy and usage of the terminal,
charted at 11% per annum.
Presently (2014-2015), there is to be another major renovation of the NAIA1
Terminal, presented by the legacy firm of the National Artist who was first
commissioned for the original project. The renovation shall endeavor to create more
major public-friendly spaces (an interior courtyard) and a myriad of other mitigating
facilities and improvements, while still retaining the original character of the terminal
in keeping with preserving its cultural relevance.
B. Identification of elements on site
The site of the NAIA1 is a predominantly enclosed and secured area, in keeping
with the need of an airport facility for safety. Elements currently present in the site
include an on-ground parking area, segregated departure and arrival access and areas,
the main transport hub itself, auxiliary transport hub, and minimal landscape elements
that serve as a visual frame for the imposing elevated horizontal façade.
C. Interpretation of artists’ intent
As is usually the case in the construction and design development of landmark
structures such as airports, an architect will strive to achieve an iconic production.
Leandro Locsin, noted for his strong sense of personal stylization, managed to evoke
a sense of identifiable grandeur while maintaining a form that is essentially and
undoubtedly his own, though criticized for his perpetual use of heavy massing even
for a structure meant to evoke a feeling of lightness and air travel, the NAIA1 is noted
for its consideration of the usage and efficiency of the facility first, while not
compromising architectural design.
The original design of the NAIA1 Terminal is closely associated by critics and
laymen alike to the Cultural Complex of the Philippines, another high-profile project
of National Artist Leandro Locsin. Architecturally, it has been described “as an
extension of the CCP Complex” perhaps due to similarities in design. It follows the
dictum, “function follows form” and rightly so because it functions like a funnel from
the main departure/arrival halls onto the departure and arrival gates.
The NAIA Terminal also shares the same broad horizontal lines of the façade,
employing particularly similar design principles in the application of beton brut and
massive, cantilevered concrete forms. Also shared by most of Locsin’s designs is the
elevated massing, while keeping a humble simplicity in the overall composition of the
design employed.
A case can be made that the design of the NAIA1 Terminal is but an annexation of
Locsin’s portfolio in furthering his own personal architectural philosophy, yet it is
unmistakably an unrelenting dedication to the roots of the Filipino, as the designs of
Locsin have so pervaded the economic and cultural landscape of the region, and are
ultimately a fixed point in the social consciousness of the people.
D. Changing factors
Determinants and instigators of change affecting the NAIA1 Terminal are most
often of artificial and man-initiated nature. Effects of natural weathering are attributed
to a patina effect on the concrete façade, and no major natural disasters or chemical
reactions affecting integrity and deteriorating design have been documented.
Of the major changes to the facility, most notable are those of cultural change; due
to the assassination of Benigno Aquino Jr pinning the pivotal event to the site of the
terminal, and dynamic development and human intervention; wherein renovations and
constant modifications of interior and operational works have been conducted to
ensure the optimal functionality of the terminal to adhere to global standards, most
notably in the new millennium (2000s). Societal turns and other factors of political
and economic nature have no major effect on the structure beyond the need for
capitalistic gain in the integration of modern commercial and service amenities.
EVOLUTION AND ASSOCIATION (in relation to the religion, locality, and people and
place)
The Ninoy Aquino International Airport – Terminal 1 (NAIA1), has, in all of its
incarnations since original inauguration, been at the center point of placemaking in the
context of a regional impact to the Filipino people. The terminal has its roots as the Manila
International Air Terminal located in Nielson Field, in July of 1937, whose runways now are
incorporated into the most important central business district of the country (Ayala Avenue,
Paseo de Roxas). The Nielson Terminal was demolished, and the current incarnation of the
gateway to the country was relocated to the Villamor Airbase in 1948, where it stands to this
day as the progenitor of the NAIA Complex.
In both of the settings upon which the terminal stands, its placement heralded the
arrival of economic and social upheaval to the region. Analyzed in the macro scale, an air
transport terminal has concrete effects on the exchange of trade and tourism to regions
catered, which holds true in the Philippine context. The step-process improvement of the
NAIA Terminal instigates a steady increase in global trade, fiscal feasibility, support of the
tourism industry, and improvement of logistics and management processing capability.
It is worth noting though that with the onset of dedicated air travel facilities catering
to upwards of six million passengers a year, there must be negative effects to the region as
well as positive. The advent of mass air transit in the region of the Terminal (Pasay,
surrounding regions of Manila, Makati, and Paranaque) has developed a marked increase in
traffic and population density, vehicular and noise pollution, and informal settler
accumulation. The current (or then current) state of the airport has also been partial to
controversy as one of the least appealing air traffic terminals in the world. Though taking the
positive with the negative, in totality, the significance of the presence of the Ninoy Aquino
Terminal 1 to the country is, whether the negative outweighs the positive or vice-versa,
undoubtedly above reproach.
Stepping down to the micro-scale, in the associations of the masses to the individual
vis-à-vis the NAIA1, the core value of the evolution of the terminal is its presence as a
national landmark, more so than its inherent value as an air transport terminal, NAIA1 has
carved a niche in the history of the Filipino for being the setting of the assassination of
Benigno Aquino Jr., during the Marcos Era of the Philippines, a key determinant to the
People Power Revolution of 1986.
In addition to this major socio-cultural prominence, the association of the NAIA1 to
the perceptions of the people includes its status as a symbol of national pride as the first fully
established and recognized international airport of the country, and for its integration into the
greater NAIA Complex. It is a transport building that takes its role beyond the obvious
utilitarian purpose it serves and celebrates physical travel, social and cultural connections.
Finally, in the relation of the NAIA1 to the place and its adjacent environs, it is a key
element in the production of business acumen within the vicinity. Hotels, services, utilities,
and various other commercial developments hinge and thrive on the strategic location of the
Ninoy Aquino International Airport Terminals.
CREATIVE AND TECHNICAL ACCOMPLISHMENTS
Leandro Locsin is renowned as the “Poet of Space” due to his straightforward
geometry articulation of spaces. His designs are evident in massiveness and immensity,
themes of floating volume, the roof as the structures dominant form, wide overhanging eaves,
spacious interiors, and the use of concrete and native materials. His works include the Church
of the Holy Sacrifice, Folk Arts Theatre, Philippine International Convention Center, Sofitel
Plaza, Philippine Pavilion in Osaka, Japan, Cultural Center of the Philippines, Benguet
Center, Davao International Airport, Istana Nurul Imam Place in Brunei, Tanghalang Maria
Makiling, Church of St. Andrew, Church of Transfiguration, and the Manila International
Airport Terminal 1.
In the year 1973, Airways Engineering Corporation completed a feasibility study and
airport master plan. The detailed Engineering design of the New Manila International Airport
Development Project was made by Renardet-Sauti/Transplan/FF Cruz Consultant while the
Architectural plans was prepared by Leandro’s L.V Locsin and Associates. Manila
International Airport Terminal 1 is the second oldest terminal at NAIA Complex and served
as the gateway for foreign commercial carriers. It has 18 Air Bridges and services 33 Airlines
as recorded last May 2011.
Terminal 1 depicted the simplicity and massiveness of the design that has been the
trend early those years. The design of the whole complex preserves beauty and efficiency,
achieved through its interior and exterior elements. The horizontal linear pattern in the
exterior facade and the use of concrete as its dominant material contributed to mass of the
whole structure. The wooden waffle ceiling and the marble flooring added a bolder and
thicker look. However, its volume didn't hinder the maximization of existing physical
features through strategically designed fenestrations for natural lighting and ventilation.
Terminal 1 was originally designed to cater 4.5 million passengers yearly but it has
been operating above the designed capacity for decades now. Due to these circumstances it
was ranked as one of the most hated airports in the world due to outdated facilities and
equipment, poor passenger comfort, and crowding. Major rehabilitation was undertaken in
the year 2014, most notably the structural retrofitting, which ensured the continued integrity
of the facility, and the improvement of mechanical, electrical, and fire protection systems.
Buckling Restrained Braces (BRBs) were installed in the said renovation program to
withstand a strong quake. According to NAIA Terminal 1 manager, Dante Basanta, some of
the braces were installed in the customs section, at the arrival area, the West Satellite and the
Departure Transit Area.
The concept is to rejuvenate the terminal into an “Urban Oasis” which is a tropical
design upgrade that gives a welcoming atmosphere. It has vast complex and overlapping
landscapes that will serve as boutique and at the same time a booming commerce center. It
includes exterior changes such as the constant and fluid motion of vehicular traffic through
proper separation of arrival and departure ramps and continuous flow to the ground level on
to a widespread four-lane roundabout that embraces the recreational area. The convenience
also continues to the building of a multi-deck parking where passengers can secure the
deposit and safety of their vehicles.
Architectural improvements were also implemented that aided the airport for better
services and transactions such as, more spacious and better-lit check-in and arrival lobbies,
new check-in counters, flight schedule display, and furniture, modern interior design for
ceilings, floors, and other furnishings, better layout for passenger flow, reconfigured waiting
areas and duty-free sections, new and additional retail concessionaires to serve passengers
Less queuing time with the integration of terminal fees into ticket costs, installation of new
chillers to ensure consistent cooling systems, refurbished comfort rooms, and faster
processing time at immigration counters.
This practical travel design prides itself for its easy maintenance, sustainability, and
cost-efficiency. Its pure sophistication that's reasonable and realistic will highlight the
Filipino’s vibrant culture and trademark of hospitality. These renovations of NAIA Terminal 1
are believed as the key to boost tourism and national pride and keep our country’s gateways
flowing.
COMMUNITY ESTEEM: IMPACTS OF NAIA TERMINAL 1 TO THE ADJACENT
COMMUNITY AND REGION OF METRO MANILA
Macroscale Impacts: Metro Manila, Philippines
Metro Manila, also known as the National Capital Region, is one of the most
densely populated metropolitan area in the Philippines and in Asia. It comprises of
Quezon City, Pateros, Caloocan, Las Pinas, Makati, Malabon, Mandaluyong,
Marikina, Muntinlupa, Navotas, Paranaque, Pasay, Pasig, San Juan, Taguig,
Valenzuela, and Manila, the capital city of the country. With a combined population of
11,855,975, Metro Manila has become global power city and a center for economic
development accounting for 37.2% of the country’s Gross Domestic Product (GDP).
The NAIA Terminal 1, formerly known as Manila International Airport was
the biggest airport in the Philippines during its time. It served as a gateway for
international trade and commerce. With
The Data on the technology, and increased functionality
newer
left
indicates
the capacity, the MIA contributed to the
and
Population
of
Metro significant boost the GDP of the
Manila in the Year of Philippines from 32.45 billion USD in
1980 to 1980. It is during this time 35.6 billion USD in 1981.This, in turn,
prompted that the Philippines is Metro Manila to be the access and host for
under the Martial Law International Endeavours including the
several
declared by the late Visit of Pope John Paul 2.
Papal
President
Ferdinand
Demographic
Marcos. In his 2 decades Data : Metro Manila (1980)
in the position, he was
able to establish several
feats in infrastructure
which
includes
transportation
developments such as the
Manila
International
Terminal currently known
Economic Impacts of NAIA
Terminal 1 on the Private
Sector of Metro Manila
The
Private
Sector includes several
stakeholders in the
development of an
Airport
Facility.
Typically, this includes
the Aircraft Carriers,
the
Concessionaire
Owners, the Adjacent
Commercial Facilities,
Tourism-influenced
businesses
and
International
Businesses.
These
industries may be directly or indirectly affected by the airport facility depending on
the scale and type of the airport.
In 1981, Ferdinand Marcos was able to pave the way for a more efficient
international affairs thru the construction of an improved International gateway, the
Manila International Airport. With an increase in capacity, MIA provided an
opportunity for an increase in passenger per year, also prompting an increase in the
number of aircraft carriers. Concessionaires that were provided also thrived in the
increased number of foot traffic inside the airport. The increase in airlines and
aircrafts enabled for the increased frequency of flights, reducing the amount of time
needed to travel for the setting of international business transactions. This also made
possible the increase in tourism and tourism-related businesses by allowing a more
convenient mode of aerial transportation.
Economic and Social Impacts of NAIA Terminal 1 on the Public Sector of Metro Manila
Much like the Private Sector, the Public Sector also benefits greatly in the
development of an Airport Facility. Public Stakeholders include the General Public,
Government Agencies, and Government Administrators. These represents the general
interest of the country as a whole. Therefore, it is imperative that a publicly owned
development such as an airport facility be able to satisfy the concerns raised by this
sector.
One of the apparent advantage of an airport terminal with a bigger capacity is
the generation of jobs. The construction of NAIA Terminal 1 allowed for a number of
employment both on the construction phase and the operational phase. These included
jobs ranging from planners, construction workers, skilled workers and the like, to
operations managers, aircraft engineers, pilots, baggage handlers, cabin crews, and
more. Also, the increase of incoming passengers boosted tourism and commerce,
allowing for economic growth and development.
Microscale Impacts: Paranaque City
The NAIA Terminal 1 is situated in the NAIA Complex which borders
Paranaque and Pasay City, Philippines. Currently, Paranaque has a total land area of
46.57 square kilometre ans is the third biggest City in the National Capital Region. Its
first district comprises Baclaran, Tambo, Don Galo, Sto. Niño, La Huerta, San
Dionisio, Vitalez and San Isidro while the second district consist of Barangays BF,
San Antonio, Marcelo Green, Sun Valley, Don Bosco, Moonwalk, Merville and San
Martin de Porres.
Environmental Impacts of NAIA Terminal 1 on Paranaque City
Huge developments usually comes with environmental impacts which can, at
times, be negative to the adjacent surroundings. Specifically, the discussion below
will include the environmental impacts brought by the NAIA Terminal 1 in the City of
Paranaque.
Air Pollution
A Slight increase in air pollution will be apparent in cities which will host an
airport terminal. This is due to the combustion of aviation fuel which is typically
composed or kerosene which combusts into harmful gases. Also, aircraft tyres burn
and get worn out during take-off and landing. It is in these events that the tyres release
gasses which possibly have negative effects on the environment. Another cause of Air
pollution is the increased traffic to and from the airport. This results to more vehicular
gas emissions.
Biodiversity
The impact on Biodiversity includes the reduction of the habitats of flora and
fauna in a particular area. Habitat loss caused by the destruction of a previously green
area to construct developments forces the loss of plant life and the migration of
certain kinds of animals. For Airport Facilities, these include land an aerial animals
such as birds which are affected not on the construction but on the operations period
of an airport.
Traffic
Airport developments generate traffic due to the increase of vehicular
movement. Congestion occurs when the accessible roads are unable to suffice the
needs to an increasing Airport passenger user population. Not only travellers but the
increase in cargo and freight deliveries may have an effect on the air and noise
pollution caused by congested roads. These factors give a negative impact on the
already existing establishments in the areas such which require a a good noise and air
environment like schools and hospitals.
Water Pollution
Water Pollution brought by airport facilities is caused by several factors. First,
the construction of huge developments produce run-off which can affect the nearby
bodies of water. For the case of NAIA Terminal 1, the closest body of water would be
the Manila Bay in an approximate of a 2KM radius. Due to its relatively far
proximity, pollution due to run off
Health Impacts of NAIA Terminal 1 on Paranaque City
Living in close proximity to airports can be detrimental to the health of a
person. Several studies from the Journal of Procedia - Social and Behavioral Sciences
have concluded that the Noise and Air Quality in the Immediate Environment of an
Airport has a negative effect on the health of the residents in the area. These negative
effects include the loss of focus in children, lack of sleep, and degradation of lung
health.
In Paranaque City, unfortunately, dozens of schools can be found in a 2KM
radius from the terminal. This negatively affects the quality of environment for the
education of the students in these facilities. Examples of these schools include The
Beacon School, Mahatma Gandhi International School and the Kalayaan National
High School. As for the hospitals, five can be found within a 3KM radius. With this
kind of proximity to noise and air pollution, safety measures must be observed.
Safety and Security Impacts of NAIA Terminal 1 on Paranaque City
The presence of airport posts several hazards and security impacts. Some of
which include ‘third party risk’ such as road accidents caused by the increase of
vehicular traffic in the area. Airplane crashes and Terrorism threats are also risk
factors that are prevalent in an Airport Terminal. And example of which is the event in
the year of 1983, where the late Senator Benigno Aquino was assassinated in the
MIA. These types of risks are not only dangerous for the airport facility but also for
the community surrounding the airport.
Cultural Impacts of NAIA Terminal 1 on Paranaque City
Being a structure designed by the National Artist for Architecture, Leandro
Locsin, the NAIA Terminal 1 boasts an edifice whose design is rich and full of
artistry. The terminal prides itself in an architecture which can be compared to the
Cultural Center of the Philippines, exhibiting monumentalism and grandeur amidst
the function which follows its form. Unfortunately, the capacity of the terminal was
tested through time. Since the terminal has been catering to numbers which are far
greater than what it is designed for, the quality of the structure and its effectiveness in
accommodating the travelers have been compromised.
RESEARCH AND SCIENTIFIC POTENTIAL
There are many case studies regarding the NAIA Terminal 1 in so many aspects such
as accessibility, design, circulation, and more.
Airport Terminal rated as the ‘world’s worst airport’
It was on the news that in 2011, NAIA Terminal 1 was rated as the world’s worst
airport. In 2013, it once again ranked number one in the world’s worst airport. It was
according to a poll made by the travel site “The Guide to Sleeping in Airports” that
determined the rating of international airports. These factors served as basis for the rankings:
Comfort, Conveniences, Cleanliness, and Customer Service. The metallic seating and
armrests, crowded terminals and limited seats, and delays or layovers made the airport
terminal uncomfortable to the users. Bad signage, difficult transfers, lack of 24-hour food
made it inconvenient. The floors, bathrooms and food courts were dirty. It had poor customer
service because of the unfriendly staff, airport scams, anti-airport sleeper policies, and
slacking off immigration officers. All of these were still the same issues brought up two years
ago.
In 2015, NAIA had improved their facilities with a P1.3-billion budget. Deprature and
Check-in counters, Baggage carousel, Flight Information Display Departure lobby, Banks at
the arrival lobby, Customs Area, Departure concourse, Arrival lobby, Check-in counters,
Departure lobby, and the concessionaires are all the areas and facilities that were renovated.
After the Terminal renovation, the NAIA Terminal 1 has been removed from the list of the
world’s worst airports. It shows that with a little tweak from the old setup, NAIA has a
potential to be a world-class modern airport terminal facility.
The government has to address passenger complaints and decide on the airport
strategy of the country. While resolving the issues with Terminals in NAIA, the government
sees to transfer operations to the Clark International Airport because it has more space.
Statistics of the Terminal 1
2013 has the most number of Arriving and Departing International Flights
(20,854 and 20,844 respectively)
Flights have slightly decreased in 2015, and Passengers have a significant
decrease in the same year starting from late 2014.
Computation of the monthly flights and passengers (in the last five years)
Month
January
February
Mar
April
May
June
July
August
September
October
November
December
Arriving
Flights
1642*
1463
1631
1610
1646*
1560
1605
1567
1473
1543
1548
1645*
Departing
Flights
1637*
1460
1627
1605
1640*
1556
1602
1560
1468
1543
1543
1644*
Arriving
Passengers
301,995
268,668
344,568
343,071
337,901
304,872
310,210
264,654
242,273
281,037
304,287
374,804*
Departing
Passengers
374,702*
309,735
327,753
357,239
366,433
318,236
304,404
313,377
273,446
291,051
283,012
268,319
Most number of Arriving and Departing flights occurs in the months of
January, May and December. Arriving Passengers peak month is December. Departing
Passengers peak month is January.
Synthesis
Airports are known to offer the first glimpse of a country’s culture and character. The
NAIA, likewise, have been known to play as an economic reflector in the life of the
Philippines. Its incarnations through the years run parallel with the course of Philippine
History. It has its humble beginnings during the 1930s. It grew, expanded, and peaked in the
thriving economy of the 50s and 60s. In the subsequent years, unfortunately, it has failed to
grow and keep up with the increase in demands and passenger traffic. These years were also
the dark times of Philippine History, when it has witnessed the assassination of Benigno
Aquino, Jr.—a prominent figure in fighting for the Philippines’ democracy—which
contributed greatly to its historical significance.
It is also one of Leandro Locsin’s notable works, before earning his title as the
National Artist for Architecture, which contributes to the cultural value of the site. The design
is an icon which is a pride of Paranaque and the Philippines back in its early days. And since
opening in 1981, the NAIA Terminal 1 has greatly increased the Philippine’s economy by
encouraging tourism and travel in Philippines. The airport terminal has provided numerous
job opportunities and paved way for international travel and transactions which are vital to
the progress of the country.
Though the terminal has undergone some criticisms in its design and functionality, it
is important to note that this is not due to poor design but of overuse and continuous
overcapacity of travelers. Leandro Locsin was able to capture beauty by expressions of
monumentalism whose form follows its function appropriately.
All in all, the positive effects that the Airport Terminal has brought in the country
overweighs its flaws. In time, the renovations and planned changes will be a great
contribution to enriching the quality of service provided by the NAIA Terminal 1. Despite the
plans of making the Clark International Airport as the major airport to serve Metro Manila,
NAIA is irreplaceable. NAIA 1 remains to be a site of with great historical and cultural
significance. It is a symbol and representation of what is Filipino in terms of culture,
experience, and how it views and responds to the world coming in and out of it.
