RE: 300

CAVITE STATE UNIVERSITY

INDANG, CAVITE

ARCH 115A

ARCHITECTURAL DESIGN 5

“THE INDANG PUBLIC TRANSPORTATION

TERMINAL”

NOVEMBER 5, 2019
AR. BUTCH EDWARD T. FAUSTINO
201710196
BACKGROUND OF THE STUDY

Transportation in the Philippines

 is relatively underdeveloped, partly due to the country's mountainous areas and scattered
islands, and partly as a result of the government's persistent underinvestment in the nation's
infrastructure. In recent years, however, the Philippine government has been pushing to improve
the transportation system in the country through various infrastructure projects.

Jeepneys are the most popular mode of public transportation in the Philippines, they have also
become a ubiquitous symbol of the Philippine culture.

 Another popular mode of public transportation in the country is the motorized tricycle; they are
especially common in rural areas.

 Trains are also becoming a popular mode of public transportation in the country especially in the
bustling metropolis of Manila. The Philippines has three main railway networks: the Manila Light
Rail Transit System composed of Line 1 and Line 2, Manila Metro Rail Transit System composed
of Line 3 which only serves Metro Manila and the PNR Metro Commuter Line operated by
the Philippine National Railways which also serves the metropolis and some parts of Luzon. There
are also steam engines found in Visayas which operate sugar mills such as Central Azucarera.

Taxis and buses are also important modes of public transport in urban areas.

STATEMENT OF THE PROBLEM

The proposed public transport terminal renovation was made due to the worsening vehicular
congestion and lack of commuters proper waiting area. Thus, the said problem causes the traffic
congestion resulting into slow-paced of flow in the terminal, it is the hindrance to potential
economical growth.
As the commissioned designer being eyed to design and improve features from the existing
facility that is located at the town of Indang, Cavite. Aiming to reduce the ever increasing traffic
congestion and commuters unorganized line of waiting along the streets of the establishment,
developing the transport terminal to cater the need of the users to enable to resolve the problem
being encountered.

OBJECTIVE OF THE STUDY

Generally, the reason of the study is to gather and analyze information that could be
used in proposed design for the proposed public transport terminal. This research could
be an aid and a help for the designer in considering requirements in building an public
transport terminal.

SCOPE AND LIMITATION

This study will focus on the information that is essential in designing the minimum space
requirements, the followed rules from the law , and some brief of the existing public
terminal.
TERMINAL TYPES
Intercity Bus Terminal

The intercity terminal is usually found in the downtown core and is accessible directly by local transit,
taxi, and auto. It differs from other terminal types in that it includes long haul service in excess of
several hundred miles and provides for a much greater number of bus movements. Land costs
normally dictate vertical expansion capability in the denser city areas. (See Fig. 1.) More elaborate
"package express" facilities are provided in the intercity terminal and a greater amount of concession
and rental space is provided to defray higher terminal construction and operating costs.

Urban-Suburban Commuter Terminal

This type of facility may be located within the downtown core, as a central passenger collection and
distribution node, or on the periphery of the core, as a rapid transit feeder station. It is characterized
by a diversified bus route structure and high-turnover commuter-type bus operations. Bus
accessibility is an important consideration. Grade separated access by underpass or overpass
connections and exclusive bus lanes on connecting highways are desirable to maintain schedule
efficiency

Suburban Interstate Terminal

The suburban interstate terminal is a peripheral type designed to avoid the traffic congestion and
heavy investment associated with central city and/or airport terminal facilities. The terminal is usually
located adjacent to interstate highway connections with major cities or regional airports and in many
instances serves the increasing outlying "urban sprawl" areas. In an increasing number of cases
terminals of this type serve a commuter-type function where the daily journey to work in the central
city may take as long as 2 hours. Sometimes referred to as "park and ride" terminals, because access
is primarily by auto, these facilities are provided with open, paved parking spaces. Investment in
waiting-room and bus-berthing facilities is minimal. The terminal is usually a one-story building of
simple construction.

BUS AND COACH STATIONS

Location A bus station is an area away from the general flow of road vehicles, which enables buses
and coaches, to set down and pick up passengers in safety and comfort. The best locations are near
shopping centres or other transport terminals. Two particular trends have affected urban bus and
coach operations:
x one-driver buses for economy; x deregulation with new companies with new operating methods
and equipment such as minibuses.
13.2 Vehicles A variety of bus and coach types are now used, Figures 41.31 to 41.33. Turning
dimensions are shown in Figures 41.34 to 41.36. A kerbside bus stop in a lay-by is shown in Figure
41.37. Overall length isA + n B + C, where n is the number of buses to be accommodated. So for one
stop 44.6 m, two stops 56.8 m and three stops 69 m.
13.3 Factors affecting size of station Apart from the physical site constraints, station size is governed
by the following:
x Number of bays to be incorporated (the term bay is used in bus stations instead of bus stop),
determined by the number of services operated from the station; and by how practical it is, related to
the timetable, to use each bay for a number of service routes. x Vehicle approaches to the bays. Three
types of manoeuvre are used, Figure 41.38. The ‘saw-tooth’ is further explored in Figures 41.39 and
41.40.
The choice of manoeuvre will be influenced by the size and shape of the available site, the bus
operators’ present and anticipated
FUNCTIONAL ELEMENTS PLANNING CRITERIA

General functional organization of the terminal is determined by site configuration, the volume and
type of bus operations, and passenger and bus traffic circulation. Although all terminal types to some
extent share common planning problems, there do exist some significant differences in design
rationale. One of the most complicated terminals is the intercity type, since it is often found in a
dense, developed area in the heart of the central city and its general configuration is too often
inhibited by existing construction and high land costs. Moreover, the underlying design rationale
should maximize provisions for short lines of flow and communication between ticketing and baggage
functions and the bus interface. An island plan with the functional elements radiating from the core
allows for maximum efficiency. Such a relationship would allow the "waiting" areas to serve as the
central focal point, with all bus berth positions being equidistant. As the terminal becomes more
linear in plan, functional elements begin to lose their cohesiveness and often require duplication.
Although the design of all terminal types is largely dictated by bus and passenger volumes, this
consideration becomes even more significant in the design of high-volume commuter bus terminals.
In such facilities the design is controlled more by bus and passenger volumes, traffic circulation, and
the resultant space demands for large numbers of bus berths, while baggage handling provisions are
minimal or nonexistent. These space demands may dictate a vertical, multiple-bus-level solution, with
intermediate passenger circulation concourses. Traffic access, by direct exclusive highways on the bus
side and by feeder transit, auto, and taxis on the passenger side are important elements of this type
of terminal. Generally, with regard to the airport-city terminal, the primary planning considerations
include provisions for efficient check-in facilities, baggage handling, and flight information . Moreover,
counter space requirements are usually more extensive and should include weigh-in provisions and
conveyors for handling of baggage. Adequate provisions should also be made for limousine, auto, and
taxi access. The suburban interstate terminal is perhaps the simplest of the terminal types . The most
Fig. 2

Flow diagram. significant planning requirement is adequate provision for parking. Many, if not most of
the passengers drive to the facility and park their cars until their return in the evening, while others
may be driven to the facility and discharged. In many instances access to the terminal may also be via
local bus service and taxi . It is essential, therefore, that the parking facilities be located so as to
minimize the walking distance to the terminal and that egress and ingreg% be planned to avoid traffic
congestion along nearby arteries. If possible, some covered walkways should be provided leading
from the parking field to the terminal building. Since there will be movement of both vehicles and
passengers at the same level, provisions must be made, for obvious safety reasons, to separate the
two as much as possible. Terminal requirements should include provisions for ticket sales, vending
machines and/or small snack bar, toilet facilities, office, baggage and/or storeroom . (See Fig. 2.)

Space Requirements
Public Seating

Seating in any of the terminal types may be provided in the form of a separate waiting room or, in a
more open plan, in the form of a simple seating area within a larger public space. This function should
be directly accessible to the concourse area and should be provided with drinking fountains, trash
baskets, ash urns, and clocks. The amount of public seating varies depending on individual
circumstances, terminal type, and economic priorities. As a general rule of thumb, however, an
allowance of one seat for every three passengers would be adequate for an intercity terminal. The
passenger quantity is calculated by multiplying the number of loading berths by an average bus
capacity of between 35 and 37 people. A 10-berth loading platform therefore, would result in
terminal seating of between 117 to 124 . In a high-volume commuter terminal, seating
accommodations may be reduced considerably since in-terminal waiting time is much less. This would
also hold true for the suburban interstate terminal. Ticketing Facilities The trend in ticketing facilities
in the modern terminal, regardless of the type, is toward open counters in contrast
to the antiquated caged windows. In the larger intercity terminal, where more than one carrier may
operate, separate self-contained glass walled ticket offices may be provided, each housing their
individual open ticket counters. The number of selling positions or agent stations varies with the
individual operations policy of the carrier and the particular terminal type. Perhaps the greatest
number of selling positions are required in the intercity terminal. On the average, one position should
be provided for each 25 to 30 waiting room seats. The lineal feet of counter space depends on
individual carrier operation and the type of ticketing equipment used and may vary between 3 to 5 ft
per position and/or about 50 to 60 sq ft per position. The height of the counter is usually 42 in. In the
airport-city terminal the ticketing facilities are usually in the form of continuous counters with a
certain number of selling positions allocated to each airline. The length of each position is determined
by the type of electronic equipment, TV equipment, and scales to be housed and usually varies
between 4 to 5 ft.

Baggage Boom

Baggage room requirements vary significantly with terminal type and operation. In the intercity
terminal and the airport city terminal, the baggage handling problem is more severe. Ideally, in both
cases, the sooner the departing passenger and his baggage are separated, the better. In the airport-
city terminal this usually occurs at the ticket counter where the baggage is sent by conveyor directly
to the loading platform or to a staging area or baggage room, where it remains before it is placed on
board the bus. In the intercity bus terminal the baggage is normally hand-carried directly onto the bus
or to the baggage room, and from there it is placed on the bus. The baggage room should be
accessible from both the public area and the concourse and have an area equal to about 10 percent of
the total building or contain about 50 sq ft for each bus loading berth, whichever is higher. The
baggage room should also be equipped with standard metal racks about four or five tiers high for
baggage storage. A portion of the baggage room may be used

Public Lockers and Telephones

Lockers and telephones are revenue producing, and the quantities to be provided depend to a great
degree on their potential earning capacity. Dispatch Office The dispatch office controls all bus
movement and consequently should be located on the concourse so that it can observe all loading
berths. The size of the dispatch office may vary anywhere from 50 to 150 sq ft. Offices
All terminals regardless of type require a certain amount of office space. The specific area to be
provided depends on the terminal size and type. Although usually offices for the terminal manager,
passenger agent, and switchboard are sufficient, in larger terminals more elaborate facilities are
required. Rental Space
The amount of rental space to be provided for stores, shops, concessions, ate., depends primarily on
the earning potential involved and the amount of space available

PEDESTRIAN DESIGN FOR PASSENGER TERMINALS

The design of pedestrian facilities for passenger terminals is dependent on the category of terminal
and its pedestrian traffic patterns. Commuter passenger terminals, with extreme but short peak traffic
patterns and repetitive users, can be designed for lower standards of service than long-distance
terminals, where the users are generally unfamiliar with the facility and peak traffic levels may be
sustained over several hours. Detailed photographic studies of the use of pedestrian facilities indicate
that maximum capacity coincides with the most crowded pedestrian concentrations, representing a
poor design environment. Many of the elements of aesthetic design are lost in this type of crowded
environment, as the pedestrian becomes preoccupied with the difficulties caused by the close
interaction and conflicts with other persons. The challenge to the terminal designer is to balance the
space requirements for a comfortable and aesthetically pleasing human environment against the
space restraints caused by building configuration and cost. The most recent approach to the design of
pedestrian spaces has been the use of the level-of-service concept. On the basis of this concept, a
qualitative evaluation is made of human convenience at various traffic concentrations and this is
translated into appropriate design parameters. For example, it has been found through detailed
photographic analysis that the maximum capacity of a corridor is ob
From "Pedestrian Planning and Design," ®(Copyright) by John J. Fruin, Ph.D.
tained when average area occupancies are about 5sq ft per person and human locomotion is limited
to a restricted, shuffling gait. Pedestrians require an average of more than 35 sq ft per person in order
to select their normal walking speed and to avoid conflicts with other pedestrians. Human locomotion
on stairs and the convenience and comfort of pedestrian waiting areas is similarly related to average
pedestrian area occupancy.
Corridor Design Minimum corridor widths are based on the pedestrian traffic flow volume less
appropriate allowances for disruptive traffic elements such as columns, newsstands, stairways,
window shoppers, etc. Where the corridor is also used as a waiting area to accommodate standing
pedestrians, the maximum potential accumulation and safe human occupancy of the corridor should
be determined. (See "Queuing Areas," below.) The maximum practical flow through a corridor is
approximately 25 persons per foot width of corridor per minute (PFM). The flow volume that allows
for the selection of normal walking speed and avoidance of traffic conflicts is equivalent to 7 PFM (or
less). This standard would be used in passenger terminals that do not have severe peaking patterns or
space restrictions. Where severe repetitive peaks and space restraints occur, such as in a commuter
terminal, the more stringent standard of 10 to 15 PFM may be used. This standard allows the
attainment of near-normal walking speed but does result in more frequent traffic conflicts with other
pedestrians.
Entrances The criteria utilized for corridor design can be roughly applied to the design of doors. The
maximum capacity of a free-swinging door is approximately 60 persons per minute, but this capacity
is obtained with frequent traffic disruptions and queuing at the entrance section. A standard of 40
persons per minute would be representative of a busy situation with occasional traffic disruptions.
Where free-flowing traffic is desired, a standard of 20 persons per minute should be adopted.
Stairs Human locomotion on stairs is much more stylized and restricted than walking because of the
restraints imposed by the dimensional configuration of the stairs, physical exertion, and concerns for
safety. As with corridors, capacity flow is obtained when there is a dense crowding of pedestrians
combined with restricted, uncomfortable locomotion. The maximum practical flow on a stair is
approximately 17 persons per foot width of stairway per minute (PFM) in the upward or design
direction. An average of about 20 square feet per person or more is required before stair locomotion
becomes normal and traffic conflicts with other pedestrians can be avoided. This is equivalent to a
flow volume of about 5 PFM. This standard would be used in terminals that do not have severe
peaking patterns or apace restrictions. In commuter terminals, the more stringent standard of 7 to 10
PFM would be acceptable. Riser height has a significant impact on stair locomotion. Lower riser
heights, 7 in. or less, increase pedestrian speed and thus improve traffic efficiency. The lower riser
height is also desirable to assist the handicapped pedestrian.
Queuing Areas A number of different pedestrian queuing situations occur in terminals which affect
their functional design. Linear queues will occur where passengers line up to purchase tickets or
board buses. Care must be taken that these lines do not disrupt other terminal functions. The length
of a linear queue may be estimated on the basis of an average per person spacing of 20 in. The
presence of baggage has little effect on this spacing because baggage is placed on the floor either
between the legs or at the sides. Bulk queues may occur within a passenger terminal where
passengers are waiting for bus arrivals or other services. Where no circulation through the queuing
space is required, area occupancies as low as 5 sq ft per person may be tolerated for short periods.
This allows standing pedestrians to avoid physical contact with each other. Where movement through
the queuing space is required, such as in a passenger waiting concourse, an average area of 10 or
more sq ft per person is required. Human area occupancies below 3sqftper person result in crowded,
immobile, and potentially unsafe queues, particularly where pedestrians may be jostled off platforms.
Escalators and Moving Walks The high costs of escalators and moving walks present difficult design
quality decisions. The units are generally designed close to their practical operating capacities even
though this practice causes pedestrian delays and queuing. Escalator and moving walk manufacturers
will rate the theoretical capacity of their units on assumption of uniform step or space occupancies,
but detailed photographic studies of pedestrian use of these units show that, even under the most
crowded conditions, pedestrians will leave vacant step positions or gaps, thus reducing effective
capacity. This is caused by the pedestrian's own personal space preferences and momentary
hesitation when boarding these units, particularly when they operate at higher speeds. This had led to
the use of a nominal or practical design capacity of 75 percent of the theoretical as shown in Table 1.

TABLE 1

Nominal Capacity-Escalators and Moving Walks Capacity, persons per minute

Type of unit Speed-90 fpm Speed-120 fpm

32-in. escalator . . . . . 63 84
33- 48-in. escalator . . . . . 100 133
34-24-in. walk. . . . . . . . . . . 60
35-30-in. walk. . . . . . . . . . . 120

Stationary stairs should be located in close proximity to escalators and inclined moving walks to allow
for their alternative use in cases of mechanical failure. With a rise below 20 ft, pedestrians will also
make alternative use of these stairs if escalator queues become too long. With high-rise applications
above 20 ft, virtually all pedestrians will use the escalator, causing long queues and delays in the
heavier traffic applications. Space for pedestrian traffic circulation and queuing should be allocated at
all lending areas.

BUS GEOMETRICS
Bus Date Bus geometrics, or the physical dimensions and maneuverability of the bus, determine the
width of roadways, shapes of platforms, column spacing, ceiling heights, and other aspects of bus-
level design. The apparently insignificant detail of the right-side loading of buses often restricts
terminal design possibilities. Swept Path When a bus turns normally, it always turns about a point
which is somewhere on the center line of the rear axle. This is true whether motion is forward or
backward. The turns required to accomplish the movement and positioning of buses are variable and
differ considerably with the equipment encountered. The turning template provides a convenient
graphic method to determine minimum clearances required. (See Fig. 3.)

ROADWAY RAMPS

Bus Roadway Widths Ten-foot-wide single lanes willsufficefor8-ft-wide equipment. Eleven-foot lanes
are preferable where ample terminal space is available and especially to accommodate equipment 8
ft wide, the use of which steadily is increasing. Double-lane runways, enabling standing buses to be
overtaken by other buses, provide a great advantage over one-lane runways because of the increased
flexibility of operations that is made possible. For the purpose of merely overtaking another
PLATFORM TYPES

Parallel Loading
" Requires excessive amount of space.
"Buses must usually wait until first bus

exits.
" Large terminal requires pedestrian under/ overpass facilities to protect passengers while crossing
lanes.

Right-Angle Loading
" Disadvantages include:
1 Out swinging bus door which forms a barrier around which passenger must pass.
2 Bus maneuvering difficult.

Straight Saw tooth Loading

" Efficient-employed where lot is comparatively narrow and deep.
" Passenger has direct approach to loading door.
" Baggage truck can operate between buses for side loading.

Radial Saw tooth Loading

" Most efficient
buses swing into position along natural driving are.
" Space required at front is minimum-wide space at rear making maneuvering easy.
bus or row of buses having no appreciable tailout, double-lane runway widths should be at least 20 ft
and preferably 22 ft, especially if extra-wide equipment is to be accommodated -immediately or in the
future. However, for a flexible operation under which departing buses may pull out from the platform
around a standing bus, the runway width and the amount of lineal space at the platform for the pull-
out maneuver are directly related. This relationship is indicated by Fig. 5, from which it is seen, for
example, that a 40-ft bus having a 16-ft clearance ahead actually uses 22 ft of runway width for the
pull-out. This would indicate, for practical purposes, a runway width of at least 24
ft . Also, a total minimum berth length of 40 ft plus 16 ft, or 56 ft, would be required. Obviously, the
shorter the berth length allowed, the wider the runway must be, and vice versa.

Ramping

Where roadway ramping down or up, at entrances or exits to runways is necessary, care should be
taken to avoid sharp grade changes which will result in discomfort to passengers or rough treatment
of equipment, particularly when heavily loaded . Here again, where this factor is involved, tests
should be made with buses and allowance made for possible future vehicles having a longer
wheelbase and overhang. Because of the longer
wheelbase of buses, critical attention should be paid to the vertical clearance where a sag curve
exists, since required bus clearance will be greater. Where buses are to enter terminal buildings,
doorways and other structures should allow sufficient side clearance to permit free movement of
vehicles and to avoid damage and delay. Door headroom should be at least 12 ft for typical
equipment, allowance being made for any use of the terminals by deck-anda-half or double-deck
buses. Actual dimensions of equipment to use the terminal should be checked before fixing critical
dimensions. Minimum side clearance to all structures along the roadway should be at least 12 in.
41.37 A lay-by with one bus stop, assuming
normal urban speed of approach. The
transition length of 16.2 m is the minimum for
a 12 m rigid vehicle. Three bus stops is the
desirable maximum in a lay-by, the maximum
comfortable distance for a passenger to walk
SWOT ANALYSIS

STRENGTH:
-THE TRANSPORT TERMINAL WOULD BE ABLE TO INCREASE THE
- LOADING AND UNLOADING OF PASSENGERS WILL BE ORGANIZED
- SLOPING OF SITE WILL BE GREAT SOLUTION FOR SPACE PLANNING BY USING ELEVATED SPACE TO
MAXIMIZE THE USE OF SITE
-
WEAKNESS:
-EXISTING STRUCTURES WILL SERVE AS AN OBSTRUCTION FOR PUB’S CLEARANCE FOR TURNING
-LACK OF GREEN SPACE
-PRONE TO FLOOD DUE TO SLOPING

OPPORTUNITY:
-

THREAT:
- TERRORIST ATTACK