Design Research Final

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT
What is an Urban Community?
What is a Mixed-use Development?
An urban community is a population set that is usually set in a city and is usually
composed of a large number of people who all mostly live close together. Most
urban communities are densely populated and have generally higher standards
of living.
promotes the growth of community life and to encourage the development of
citizens participation in programmed of self help and civic improvement
Urban community development seeks to involve the people and to create in
them an urge to change and improve their conditions of living by their own
efforts and resources supplemented by utilizing all the opportunities and
assistance that are offered by the community
Urban Community Features

-
High Density Population

Mass Transportation
Central business district containing services & businesses.
Commercial Areas and Buildings
Low, Medium, High-rise Residential buildings
Recreational Centers and Civic center
Professionally designed landscaping
Underground utilities, municipal water and sewer service
Mixed use development is a development at least

10,000 square meters in gross floor area that combines
two or more different types of land uses, such as
residential,
commercial,
employment,
and
entertainment uses, in close proximity
Some jurisdictions have designated mixed use zoning
districts where mixed use is permitted on sites
throughout the district. In all cases, the land uses should
be close enough to allow convenient access between the
different land uses. For instance, residents may walk to a
grocery store or to their job.
Advantages:
- allows for greater housing variety and density
- reduces distances between housing, workplaces,
retail businesses, and other destinations
- encourages more compact development
- strengthens neighborhood character
- promotes pedestrian and bicycle friendly
environments
Types of mixed use developments:

- Vertical Mixed Use Buildings - Combo of different users
within the same building generally the lower floor would
be utilized by a commercial user with residential use
located above
- Horizontal Mixed Use Sites - Single use buildings on district
parcels in a range of land uses within one planed
development project.
- Mixed-Use Walkable Areas Combine -both vertical and horizontal mix of uses in
an area within an approximately 10 minute walking distance to core activities

MEDIUM RISE HOUSING PROJECT/ FACILITY
-
Mid-rise Housing development creates the potential of a new market that is

capable of housing hundreds of thousands of people in the coming
decades.It makes a huge contribution to raising the quality of life
throughout the communityby improving daily living, working and transport
life cycle choices of existing residents.
GUIDELINES (PD 957)

-
DESIGN CONSIDERATIONS
-
Location
o Apartments/ Housing are now commonly placed near or in the
urban areas for easy access in different tasks such as work, leisure,
school and etc.
Ventilation
o Promotes passive cooling system for sustainability
Comfortability
Sustainability
Maintenance/ Service
Parking
Security
Open spaces shall be provided within the project site pursuant to the
National Building Code. This includes courts,yards, setbacks, light wells,
uncovered driveways, access roads, parking spaces, parks and playgrounds.
o Park/ Playground 50 sq. meters, increments of 3 meters for every
additional family dwelling type in excess of 10 units shall be added;
Park/Playground may not be required if the residential is located
not more than 800 meters from public recreational facilities
Easement for utilities such as drainage system, water supply, power and
communication lines shall be integraded with land circulation system
Parking Space Requirement
o Ratio is 1:4 (1 parking slot/ 4 condo units or 1/ 100 sq. m. living
space
o 2.4mx 5m- 2.5m x 5m (Standard parking dimension)
Basic Facilities and Services
o Laundry Area/ Drying Area Adequate laundry and drying areas
shall be provided
o Water Tank/ Reservoir
o Refuse Collection/ Disposal
Floor Area Requirements
o Single Occupancy Unit Minimum floor area of 18 sq.m. provided
with common basic facilities.
o Family Dwelling Unit- Minimum floor area shall be 36 square meters
and 22 square meters for medium cost condominium project.
o Ceiling Height 2.7 meters for Natural Ventilation ; 2.4 for
succeeding floor
Accessibility
o The gradient for wheelchair ramps should not exceed one in 12 (ca.
0.83%). The width of the ramp should be at least 1.2 m and the
ramp should provide a half landing of 1.2 m2 after each 6 m.

BP 220
Bathroom Door 0.60 m.
Building Design Standards (BP 220)
2) Windows
a. Space Standards
a) Rooms for habitable use shall be provided with windows with a total free area of
openings equal to at least 10% of the floor area of the room.
Spaces within the dwelling structures shall be distributed in an economical, efficient

and practical manner so as to afford the maximum living comfort and convenience
and to insure health and safety among the occupants. It shall provide complete
living facilities for one family including provisions for living, sleeping, laundry,
cooking, eating, bathing and toilet facilities.
b) Bathrooms shall be provided with window/s with an area not less than 1/20 of its
floor area.
c) Required windows may open into a roofed porch where the porch:
b. Ceiling Heights
c.1 abuts court, yard, public street or alley, or open water course and other public
open spaces;
1) Minimum ceiling height for habitable rooms shall be measured from the finished
floor line to the ceiling line. Where ceilings are not provided, a minimum headroom
clearance of 2.0 meters shall be provided.
c.2 has a ceiling height of not less than 2.0 meters.
2) Mezzanine floors shall have a clear ceiling height of not less than 1.80 meters
above and below it, provided that it shall not cover 50% of the floor area below it.
c. Openings
3) Interior Stairs
The stairs shall ensure structural safety for ascent and descent, even in extreme
cases of emergency. It shall afford adequate headroom and space for the passage of
furniture.
1) Doors
a) Width. Stairways shall have a minimum clear width of 0.60 meter.
a) A minimum of one entrance/exit shall be provided where the number of

occupants is not more than 10 and 2 entrances/exits where the number of
occupants is greater than 10.
b) Riser and Run. Stairs shall have a maximum riser height of 0.25 meter and
a minimum tread width of 0.20 meter. Stair treads shall be exclusive of
nosing and/or other projections.
b) Doors shall have a minimum clear height of 2.0 meters. Except for bathroom and
mezzanine doors which shall have a minimum clear height of 1.80 meters.
c) Minimum clear widths of doors shall be as follows:
Main Door 0.80 m.
Service/Bedroom Doors 0.70 m.
c) Headroom Clearance. Stairs shall have a minimum headroom clearance of

2.0 meters. Such clearance shall be established by measuring vertically from
a place parallel and tangent to the stairway tread moving to the soffit above
all points.

d) Landings. Every landing shall have a dimension measured in the direction
of travel equal to the width of the stairway. Maximum height between
landing shall be 3.60 meters.
e) Handrails. Stairways shall have at least one handrail on one side provided
there is a guard or wall on the other side. However, stairways with less than
4 risers need not have handrails, and stairs with either a guard or wall on
one end need not be provided with a handrail on that end.
f) Guard and Handrail Details. The design of guards and handrails and
hardware for attaching handrails to guards, balusters of masonry walls shall
be such that these are made safe and convenient.
f. Firewall (Amended per Board Res. No. 824, Series of 2008)

Whenever a dwelling abuts on a property line, a firewall shall be required. The
firewall shall be of masonry construction, at least 150 millimeters or 6 inches thick
and extend vertically from the lowest portion of the wall adjoining the living units
up to a minimum height of 0.30 meter above the highest point of the roof attached
to it. The firewall shall also extend horizontally up to a minimum distance of 0.30
meter beyond the outermost edge of the abutting living units. A firewall shall be
provided for duplex/single-attached units and at every unit for row houses. No
openings whatsoever shall be allowed except when the two abutting spaces of 2
adjacent living units are unenclosed or partially open, e.g. carports, terraces, patios,
etc.; instead, a separation wall shall be required.
f.1 Handrails on stairs shall not be less than 0.80 meter or more than 1.20 meters
above the upper surface of the tread, measured vertically to the top of the rail from
the leading edge of the tread.
f.2 Handrails shall be so designed as to permit continuous sliding of hands on them
and shall be provided with a minimum clearance of 38 millimeters from the wall to
which they are fastened.
f.3 The height of guards shall be measured vertically to the top guard from the
leading edge of the tread or from the floor of landings. It shall not be less than 0.80
meter and no more than 1.20 meters. Masonry walls may be used for any portion of
the guard.
d. Roofing
Non - Residential Use
Roofing material that is impervious to water shall be provided.
NON-RESIDENTIAL AREAS >
e. Electrical Requirements
25% OF TOTAL AREA
There shall be provided at least one light outlet and one convenience outlet per
activity area.
e. Cooperative store, and structures for the homeowners association. Any nonresidential use of any portion of the property shall be subordinate to the residential
use and character of the property. The floor area authorized for non-residential use,

whether in the principal dwelling structure or in any accessory building, shall not
exceed 25% of the total residential area.
f. Open Space Requirements. Portions of the property shall be devoted to open
space to provide adequate light, ventilation and fire safety.
The minimum distance between two buildings wherein the taller building has 3 or 4
storeys, shall be 6.0 meters. And the minimum horizontal clearance between the
two roof eaves shall be 2.0meters.
1) Setbacks from the property line shall be maintained, the minimum of which shall
be the following:
Fig. 13: Distance Between 3 - Storey Buildings
Table 11: Minimum Setbacks per Storey

2) Distance between buildings shall also be adequately maintained to ensure light
and ventilation. In general, the minimum distance between 2 buildings in which the
taller buildings does not exceed 2 storeys shall be 4.0 meters. And the minimum
horizontal clearance between the two roof eaves shall be 1.50 meters.
Fig. 12: Distance Between 2-Storey Buildings
The minimum distance between buildings with more than 4 storeys shall be 10
meters. The minimum horizontal clearance shall be 6.0 meters. Except, however, in
cases when the two sides of the buildings facing each other are blank walls, i.e.,
either there are no openings or only minimal openings for comfort rooms, the
minimum distance between the buildings shall be 2.0 meters. And the horizontal
clearance between the roof eaves shall be 1.0 meter.
Fig. 14: Distance Between Blank Walls of Two Buildings

OTHER GUIDELINES:
-
Room sizes
Five major elements are responsible for a good interior climate:

1. Natural light providing daylight and sunlight
2. Thermal mass to balance temperature swings
3. Fresh air provided through controlled ventilation
4. Thermal insulation to overheating in summer
5. Airtight construction.
Cross Ventilation
o As apartments are often relatively small spaces, its important to
make sure you have provided adequate ventilation for health and
comfort. The recommended ventilation rate for an entire dwelling is
between 0.5 ACH and 1.5 ACH (air changes per hour, which is a
measure of how many times the air within a room is replaced).
Storage
o Storage outside the apartment should be provided for each unit
provides at least the following storage areas for each apartment:
2 sq. m. for a studio, 3 sq. m. for a one bedroom
apartment, and an additional 1 sq.m. for extra room.
Refuse and Recycling

o The refuse area can also be integrated into the landscape design of
the common gardens and hidden by attractive walls, hedges or
plants. Refuse storage should be positioned so that unpleasant
smells dont reach the inhabited spaces. The refuse area should
provide for waste separation to glass, plastic, paper, metal and
organic materials.
Building Zones
The ground floor zone is the area that receives the most prominence and
interaction between residents and the building.
Desirable ground floor design elements that contribute to public areas:
and restaurants
The centre zone is the majority of the building and contains the actual
apartments. it is important to provide a variety of design elements to the
centre zone to provide visual relief. These elements can be differently sized
balconies, bay windows or setbacks in the faade, as well as a change of
facing material, color or texture. Other elements that add interest include
sun shutters and small sun canopies. Besides being functional and keeping
the elevation visually interesting, Residents can easily identify my place in
town.
The roof zone should be set back towards the outline of the centre zone
perimeter to provide a decisive cap of the building. A building lacking a roof
zone setback can appear unfinished or rough, and seems lost against the
city skyline.

MEDIUM RISE HOUSING PROJECT/ FACILITY
CASE STUDY:
Artista Place Mid-Rise Residence

6-level Medium Rise Building
Building Features:
- Landscaped Atriums
- Single-Loaded Corridors
- Breezeways
- Balconies in all units
Siena Park Residences is nestled within a 3.1 hectare property consisting of 11

modern tropical inspired, 5-storey medium-rise buildings wherein clubhouse and
other amenities centrally located.
The development adapts modern tropical architectural building that creates a warm
setting that adds to the tranquil ambience of the village. Lower ground parking is
available in each building.
Unit Features
- Provision for air-conditioning units
- Provision for cable TV connection
- Provision for telephone line connection
- Provision for smoke detectors
- Provision for washing machine
- Inclusions
- Individual mail boxes with keys located in
- a centralized mail room / area
- Individual electric meters
- Amenities/ Facility
Arista Place presents areas for socials, interactive and passive activities that will
enhance the well-being of its residents.
Multi-purpose function rooms, Entertainment, Game room, Fitness gym, Swimming
pools, Jogging trails, Basketball court, Indoor badminton court, Thematic gardens
with lush landscapes, and Play field areas

HIGH END/ LUXUIRIOUS CONDOMINIUM
-
GUIDELINES:
A luxurious individually-owned housing unit in a multi-unit building. The

ubiquitous luxury word has been used to describe mass market private
homes with designer fittings. The condominium owner holds sole title to
the unit, but owns land and common property (elevators, halls, roof, stairs,
etc.) Jointly with other unit owners, and shares the upkeep expenses on the
common-property with them. Unit owner pays property taxes only on his or
her unit, and may mortgage, rent, or sell it just like any other personal
property.
Mechanical Equipment and Service Areas
No. of
Floor
Requirements
1-2
3-4
5-6
7-14
Guidelines:
Optional
1
2
4
Design Considerations:
- Location
- Parking
Basement
- Amenities
- Spacious units
- Service Areas
- Maintenance
- Elevators /
Mechanical
Units
Security
Standing Base Area

(sq.m.)
Capacity
Weight
(kgs.)
No. of
Passengers
4.4
10.4
20.8
1,588
3,628
7,256
22
53
104
Elevator Requirements
Restroom
For every floor shall be provided for male or female. Minimum requirement
totals to (6) square meters
Refuse collection and disposal system shall be provided and shall conform to
the provision of the sanitation and local ordinances
Water supply, power, sewerage, drainage and communication facilities shall
conform to the requirements for commercial condominium and/or National
Building Code.
Other requirements for building shall be complied with such fire escapes,
water tank, chutes etc. as required in National Building Code
Design Standards and Guidelines for Residential Condominium Projects

A. Site Criteria
Conformity to Comprehensive Land Use Plan/Zoning Ordinance/National Building
Code
1. Residential condominium projects shall preferably be located in areas zoned as or
appropriate for residential uses.

2. Condominium projects shall likewise conform to the minimum building
requirements, lot occupancy, open spaces, parking and other requirements of the
National Building Code of the Philippines and its Implementing Rules and
Regulations.
B. Planning Consideration
1. Area Planning
a. Supplementary and supportive activities to residential use shall be allowed
provided that the privacy, order, health and safety of the residents are not
jeopardized nor threatened and that the land use plan and/or zoning ordinance of
the locality can accommodate such mixture of land uses.
b. Open spaces shall be provided within the project site pursuant to the National
Building Code of the Philippines and its Implementing Rules and Regulations. These
shall include courts, yards, setbacks, light wells, uncovered driveways, access roads,
parking spaces, buffer strips, parks and playgrounds. Except as may hereafter be
otherwise provided these spaces shall be open from the ground to the sky. The open
space shall also be allocated for basic utilities and community facilities or common
areas.
2. Site Preservation/Alteration
a. Slope - The finished grade shall have a desired slope to allow rainwater to be
channeled into street drains. Where cut and fill is necessary an appropriate grade
shall be attained to prevent any depression in the area.
Grading and ditching shall be executed in a manner that will prevent erosion or
flooding of adjoining properties.
b. Preservation of Site Assets - Suitable trees with a caliper diameter of 200
millimeters or more, as well as shrubs and desirable ground cover shall be preserved
in accordance with the implementing rules and regulations of DENR. Where good
quality top soil exists in the site, it shall be banked and shall be preserved for
finishing grades of yards, playgrounds, parks and garden area.
c. Ground Cover - Grass, shrubs, plants and other landscaping materials used for
ground cover shall be of variety appropriate for its intended use and location. They
shall be so planted as to allow complete and permanent cover of the area.
C. Design parameters
c. Easements for utilities, such as drainage system, water supply, power lines and
communication lines, shall be integrated with land circulation system.
1. Space location - Space allocations shall provide areas for living, dining, kitchen,
sleeping, toilet and bath, laundry/ drying area and storage -the minimum sizes of
which shall be in accordance with the requirements of the National Building Code of
the Philippines and its Implementing Rules and Regulations/referral codes.
d. Building orientation on lot shall take into account proper ventilation, sunlight and
land characteristics.
a. Parks/Playground and/or Other Recreational Areas
e. No development shall be allowed within the 5-meter mandatory easement on

both sides of the Marikina Valley Fault Trace and such other fault traces as may be
identified by PHIVOLCS. (Approved per Board Res. No. 515, Series of 1992)
a.1 Parks/Playground (exclusive of easements, access roads, driveways,

parking space) shall be required for:
a.1.1 Projects with a gross saleable area of 1.000 square meters: Or
a.1.2 Projects with ten (10) or more condominium units. Except when the
condominium is part of a subdivision project or a park/playground not more

than or 800 meters away and in reaching it, the pedestrian will not be
unduly exposed to hazard.
a.2 The minimum area for a single park/playground shall be 50 square
meters. Increments of 3.00 square meters for every additional family
dwelling type in excess of 10 units shall be added.
a.3 Parks/playground or other recreational facilities may not be required if
the condominium is located not more than or 800 meters from a publicly
accessible park/playground/or other recreational facilities.
a.4 Parks/playground shall be properly landscaped to accommodate both
active and passive activities.
a.5 Parks/playground may be accommodated in the yard/s provided such
yards are adequate and usable as park.
a.6 Other facilities (optional) such as tennis courts, swimming pool, etc. may
be integrated with the park/playground.
b. Parking Space Requirement
b.1 For Residential Condominium Units
b.1.1 The parking slot requirement for residential condominium project snail
be in accordance with the provisions of the National Building Code of the
Philippines.
b.1.2 Off-site parking may be allowed in addition to the on-site parking
provided that the designated parking area is part of the project and provided
further that the required distance shall be in accordance with the National
Building Code of the Philippines.
b.1.3 Compliance with additional parking spaces as required by local
ordinances shall be mandatory.
b.2 For Commercial Condominium Units

b.2.1 The minimum parking slot requirement shall be in accordance with the
provisions of the National Building Code of the Philippines.
b.2.2 Off-site parking may be allowed in addition to the on-site parking provided that
the designated parking area is part of the project or the project is within the
commercial subdivision where common parking area is part of the approved
subdivision plan and provided further that parking arrangements are explicitly
indicated in the contract of sale of property to be developed. Off-site parking shall
not be located 200 meters away from condominium project.
c. Access Roads
Roads shall serve every building, parking space, park/playground and service points
(e.g. garbage collection points). Minimum roads or right-of-way shall be 8 meters, 6
meters thereof shall be the carriageway and the remaining 2 meters shall be
developed as sidewalk/planting strip.
Path walks shall be provided for pedestrian circulation with a minimum width of 1.2
meters.
Construction of roads, sidewalk and path walks, shall be in accordance with the
standards of residential subdivision. Space for turnaround at dead end shall be
provided.
Direct vehicular access to the property shall be provided by public street or alley.
An independent means of access shall be provided to each dwelling, or group of
dwellings in a single plot. Without trespassing adjoining properties. Utilities and
service facilities -must be independent for each dwelling unit.
An independent means of access to each living unit shall be provided without
passing through any yard of a living unit or any other yard.

c.1 Hierarchy of Roads - For horizontal condominium projects, the hierarchy of
roads shall be the same as the minimum design standard requirements for
subdivision projects.
c.2 Pavement - All roads (major, minor, motorcourt) for both residential and
commercial condominium projects shall be paved with concrete/asphalt.
d. Basic Facilities and Services
d.1 Service Area (Laundry/Drying Area)
Adequate laundry and drying areas shall be provided. Where such services areas are
held in common, they shall have suitable outdoor locations, fenced or screened and
kept away from living rooms, entrance or front yards.
d.2 Water supply, power, sewerage and drainage utilities shall conform to the
requirements of a subdivision.
d.2.1 Reservoir/Water Tank
are in accordance with the National Building Code of the Philippines, the
Accessibility Law and national industry standards and other pertinent laws.
d.3.2 Compliance to the provisions of the Fire Code of the Philippines, shall be
mandatory
d.4 Refuse Collection/Disposal - Centralized garbage depository area and efficient
refuse collection and disposal services shall be provided whether independently or in
conjunction with the city or municipality garbage collection and disposal services. It
shall conform to the provisions of the Sanitation Code of the Philippines and its
Implementing Rules and Regulations/pertinent referral codes.
2. Floor Area Requirements
a. Single-Occupancy Unit
Single occupancy units shall have a minimum floor area of 18 square meters,
however, a net floor area of 12 square meters may be allowed provided that:
For multi-storey buildings. If the height of the building requires water pressure in
excess of that in the main water line, a water tank shall be provided.
a.1 These are intended for students/employees/workers and provided further that
the condominium project to which these will be integrated is within highly urbanized
areas.
Tank shall also be required if the peak drawn should reduce the pressure on the
highest usable floor to less than 0.06 Mpa the minimum pressure required for
satisfactory operation of fixtures, particularly those with flush valves.
a.2 The same shall be provided with common basic facilities such as laundry/drying
area and support amenities such as visitor's lounge and dining area.
d.2.2 Capacity -20% Average Daily Demand plus fire reserve
a.3 Said facilities/support amenities including all other measures that will ensure
compliance with the intended use of the unit shall be explicitly indicated in the
master deed/ contract to sell.
d.3 Mechanical Equipment and Service Areas

d.3.1 Provision of elevators shall conform to the plans and specifications of the duly
licensed architect/engineer who shall determine the requirement for elevators
including the number of cars, capacity, safety features and standards, elevator type,
speed and location in relation to the over-all design and use of the building; the
design architect/engineer shall certify under oath that all the components thereof
b. Family Dwelling Unit

The minimum floor area of family condominium units shall be 36 square meters and
22 square meters for open market and medium cost condominium project
respectively.

HIGH END/ LUXUIRIOUS CONDOMINIUM
CASE STUDY:
BRISTOL AT PARKWAY PLACE
The premier CBDs unique residential icon. Located
in one of the most stylishly upscale neighborhoods
south of metropolis, Bristol exemplifies just how
charming modern life can be. Its unmatched
central location illuminates the trend in
contemporary, high-rise living.
UNIT FLOOR PLANS
The Prestigious Corner Address Majestically

punctuating the corner of Corporate and Parkway
Avenues, more popularly known as the
Millionaires Row, Bristol essentially becomes the
prestigious corner address for the privileged few.
Living at Bristol places you within easy reach of

everything you need.Business, Top local and multinational companies made Filinvest City
their home for its world-class facilities, possibilities
and
promise.
Leisure,Palms Country
Club,
providing you access to a world of play and
recreation available only to a limited few.
Shopping, Festival Supermalls River Park, Schools
like De La Salle Zobel, Paref Woodrose School,
Paref Southridge School, FEU Alabang and San
Beda College
Alabang
are
within
easy
reach.Hospitals and other essential services
AMENITIES
Parkway Place is an exclusive residential complex. It has its own private gate with a
circular drive and an impressive water feature providing for that grand entrance
requisite.
-
The Library / Study Hall

Function Room is an ideal venue.
Entertainment / Media Room.
the Meditation Yoga Deck
A plush landscaped al-fresco retail strip
SAFETY DETAILS
24-hour security center

Standby generator for common areas
Emergency power at selected outlets and lights
Automatic smoke and heat detection system
Automatic fire sprinkler system
Pressurized fire exit stairs
Dry standpipe for fire department connections
- Fire storage tank and fire pump system
ZEN-INSPIRED amenities
a Swimming pool
b Kiddie pool
c Landscaped pool deck
d Tree courtyard
e Function room
f Fitness center
g Childrens gym play
h Elegant water feature
i Grand reception
j Private circular driveway
k Meditative yoga deck
l Library
m Entertainment center

MIXED USE OFFICE AND COMMERCIAL BUILDING
Mixed use development defines as Development that integrates two or
more land uses, such as residential, commercial, and office, with a strong pedestrian
orientation. They include good pedestrian orientation and connectivity, the
accommodation of all modes of travel, the inclusion of residential development in
the mix, and the physical and functional integration of uses through careful site
layout and the design of buildings and streets. These qualities distinguish mixed use
from multi-use developments which may locate different uses in proximity to one
another, but which do not provide viable pedestrian connections, or coherent layout
and design, and rely primarily on automobiles to get between uses. Mixed use can
be developed in a variety of ways, either horizontally in multiple buildings, or
vertically in the same building, or through a combination of the two.
will exhibit a unified theme that includes landscaping, amenities, signage, and
lighting.
2. Character Area Design Theme. A commercial center located within a planning subarea, such as Desert Uplands, Mesa Gateway, Citrus Sub-Area, Downtown, or any
other designated sub-area, shall be consistent with any City design policy adopted
for such sub-area. Building design addresses any specific design theme that exists
within an identified character area.
3. Site Entrance. Community-scale commercial developments (10 acres or larger) are
developed with at least 1 major driveway entrance feature that provides an
organizing element to the site design. Major driveway entrance features, such as a
landscaped entry corridor or a divided median drive separated by a landscaped
center dividing island, are included.
4. Building Entrances. Building entrances to anchor tenants and other large stores
are prominent, shaded, and inviting. The architectural details of building entrances
are integrated with the overall building design in terms of materials, scale,
proportion, and design elements. Architectural and site detailing at entrances are
appropriately scaled for people. Visual clues are provided in the landscape to show
people the location of the entrance.
Design Criteria. In order to receive design approval for a commercial center pursuant
to, the decision-making authority shall find that all of the following criteria have
been met.
1. Integrated Theme. Buildings and structures will exhibit an integrated architectural
theme that includes complementary materials, colors, and design details. The site
5. All Side Architecture. Architectural detailing on facades may vary depending on

visibility and orientation. However, all facades shall include an appropriate level of
design detail or theme. Architectural details shall be integrated into the form and
massing of the building; and shall avoid details that appear artificial or incongruous
to the design.. Light and shadow are used to provide visual interest. Faade detailing
is appropriate to solar orientation.
6. Pad Developments. Freestanding pad developments, if included in the
development, are integrated into the site design in terms of parking lot layout, onsite vehicular and pedestrian circulation routes, landscaping, and building design.
Internal cross access is provided between pad developments and the surrounding

commercial center. Building scale, materials, colors, and design details are
complementary to the surrounding center.
7. Drive-Through Facilities. Drive-through lanes for restaurants, banks, pharmacies,
and other uses, where included, are integrated with the overall site layout in such a
way as to provide safe, efficient vehicular and pedestrian
Commercial Center Mixed Use Zone District
This district is intended to accommodate development of commercial
centers as described in 7.2.201 of the Zoning Code. Commercial centers are activity
centers that may vary in size and service area. They can serve several neighborhoods
within a surrounding residential area with a mix of retail, office, service, civic and
attachedresidential uses, or they can accommodate large retail establishments and
serve a number of residential areas and neighborhoods over a significant portion of
the City.
Small commercial centers range between ten (10) and thirty (30) acres in size.
They are typically anchored by a grocery store, with supporting establishments
including, but not limited to, variety, drug and hardware stores, and establishments
such as medical offices, beauty shops and restaurants.
Secondary uses include other supporting, neighborhood-oriented uses such as
schools, small offices, day care, parks and civic facilities, as well as residential uses.
The integration of residential uses helps to assure extended hours of activity within
the district and support a mix of uses.
The district balances automobile access from arterial streets with transit orientation,
pedestrian and bicycle access and circulation, and provides good transitions and
connectivity with the surrounding neighborhoods.
Large commercial centers are typically greater than thirty (30) acres in size and
include a mix of commercial with supporting office, service, medical, residential
and civic uses. Uses generally include large-scale retail uses that provide major
durable goods shopping, restaurants and services to multiple residential areas. A
variety of integrated uses should be provided, including concentrated office,
research and development, institutional ,and civic uses. Supporting uses include
residential, service, entertainment, eating and drinking establishments, and medical

uses.
Activities and uses should be concentrated and mixed in order to create more
diversity and synergy between uses, combine destinations, support more effective
transit service, and provide viable pedestrian and bicycle access and circulation.
Mobility choices should be integrated by providing transit, pedestrian
and bicycle connectivity within the center as well as to adjoining areas.
Regional / Employment Center Mixed Use Zone District
This district is intended to accommodate development of regional/employment
centers as described in 7.2.201 of the Zoning Code. The regional/employment
district is for large, intensive activity centers that combine the uses of commercial
centers and employment centers and serve the city and region as a whole. The MUR/EC district should be utilized for significant and mutually supportive combinations
of commercial and employment activities. Because of their size, both sets of
activities function as regional centers in terms of market for retail and employment
opportunities. Higher density residential use is also a critical component of a
regional/employment center in order to assure extended hours of activity within the
district and provide support for a mix of uses.
Uses should include a mix of commercial and employment uses integrated in a
single, mutually supportive regional destination. These uses may range from regional
mall anchor stores, government offices, and corporate headquarters to specialty
retail and higher density housing. They may also include research and development
uses, major service and office center complexes, and major educational facilities, as
well as warehousing and industrial uses. Supporting uses may include restaurants,
hotels, entertainment, childcare, civic activities, business services, lodging for
business travelers, and multifamily residential uses if part of an overall planned
development.
As with the large commercial centers, activities and uses should be concentrated and
mixed in order to create more diversity and synergy among uses, combine
destinations, support more effective transit service, and provide viable pedestrian

and bicycle access and circulation. Mobility choices should be integrated by
providing transit, pedestrian and bicycle connectivity within the center as well as to
adjoining areas.
Required Mix of Uses
To ensure a balance between housing, retail, office, and other commercial
development within the MU zone districts, the following standards shall apply:
The following table list the dimensional standards for the Mixed Use zone districts.
These standards include the minimum and maximum district size, minimum lot area
maximum building height and applicable build to lines. Other dimensional standards
that apply to landscaping, parking, signs, fences, lighting and preservation areas in
the Mixed Use zone districts are listed in Article 4 Zoning code.

3. A block is defined as a tract of land bounded by streets, or a combination of
streets and public parks, cemeteries, railroad right of way, shorelines of waterways,
or boundary lines of municipalities.
All buildings shall have at least one building entrance oriented toward an abutting
internal or perimeter street with on-street parking, or toward an on-site pedestrian
walkway connected to a public sidewalk
1. The primary public entry to the building should be visually obvious and
emphasized through the use of such architectural treatments as differing colors or
materials, arches or arcades.
2. A building adjacent to on-street parking should have an entry on that side.
3. A building adjacent to an internal street or perimeter street with a sidewalk
should have an entry on that side.
4. Other building entrances may face other streets, off-street parking areas, or
loading areas.
5. Building entrances should provide shade from the sun and weather protection for
pedestrians. This may involve overhangs that are at least 48 inches deep, arcades,
roofs, porches, alcoves, porticos, awnings, or any combination of these features.
(Figure IV.7).
Guidelines:
1. An enhanced drive aisle should be used to frame block frontages that consist
entirely of surface parking areas.
2. For blocks that contain non-residential uses, midblock through-alleys are
encouraged to enable secondary vehicle access.

6. When a building has frontage on more than one street, it should have an entrance
on each frontage;
7. When a building is located on the corner of a block, it should havean entry at the
corresponding corner of the structure.
1. Any large-format building should incorporate either an on-site amenity (e.g., a

plaza or public art installation), a visually interesting architectural feature (e.g., a
fountain or clock tower), or some other similarly visually interesting feature or
building element.
2. A large-format building should be located at approximately the mid-block at the
street terminus point.
3. A wrap of smaller-scale retail, service, or other commercial uses around at least
one side of thelarge-format buildings ground floor exterior is encouraged.
All new development shall provide pedestrian and bicycle systems that provide
continuous connections with off-site destinations according to the following
standards:
1. Safe and convenient bicycle and pedestrian access from the development site
shall be provided to existing and designated public bike paths or greenways located
on or adjacent to the development site.
2. Connections shall be made to provide direct pedestrian and bicycle travel from
within the development to adjacent uses, transit stops,
perimeter sidewalks, and to major pedestrian
destinations located within an adjacent neighborhood.
Pedestrian access shall be provided by connection to any
sidewalks or walkways on adjacent properties that
extend to the boundaries shared with the development
site (Figure IV.22). In order to provide efficient pedestrian
connections to adjacent destinations, the City may
require additional sidewalks, walkways, or bike paths not
associated with a street, or the extension of a sidewalk
from the end of a cul-de-sac to another street or walkway.
3. Where a MU zone district is located adjacent to a signalized street intersection, a
pedestrian walkway shall connect the on-site pedestrian system with the
intersection and shall be connected at a distance of no more than two hundred (200)
feet from the intersection. The Planning Director may grant an exception where
there are no existing or planned perimeter sidewalks.
4. Connections from a perimeter public sidewalk system to the on-site sidewalks
shall be made at the same block length interval as exists within the development
site.
Connections to On-Site Parking
1. All developments served by on-site parking in surface lots or parking structures
shall provide either a sidewalk along the perimeter of the block or a designated
pedestrian walkways through the parking lot, extending from the rows of parking
furthest from the building served to either a building entrance or to a sidewalk or
walkway leading to such entrance (Figure IV.25). A minimum of one (1) connecting

walkway or sidewalk shall be provided for every four hundred (400) lineal feet of
vehicle parking area.
3. In order to serve as a focal point, a feature should be visible and easily

recognizable as an area that encourages outdoor assembly. It may be framed by a
view corridor, be placed on a high point, or be visually related to a multi-use trial or
other walkway.
4. Pedestrian amenities for patios and plazas, and for landscaped mini-parks, squares
or greens may include seating. lighting, special paving, planting, food and flower
vendors and artwork.
5. Special recreational features should be urban in character, proportionately sized,
and not pose a safety hazard to users and visitors.
Providing good public visibility of on-site outdoor amenities shall enhance the
security of pedestrians (Figure IV.38). Accordingly, when a building will be adjacent
to a pedestrian plaza, patio, mini-park, square or green as provided under this part,
the building wall facing such outdoor amenity shall contain at least one (1) of the
following elements:
2. Where an internal block face exists or is proposed greater than four hundred feet
(400), a pedestrian walkway shall be included through the parking lot, separate
from streets, such that the four hundred foot (400) minimum distance between
walkways is achieved. Alternative compliance may be allowed as described in
7.3.708(C).
3. Where an enhanced drive aisle forms the perimeter of a block, sidewalks shall be
provided on both sides of the drive aisle
On-Site Amenities
1. Patios, plazas, mini-parks, squares and greens should be proportionate in size to
the development. Small-scale amenities are appropriate for small developments,
and large-scale amenities are appropriate for large developments.
2. Temporary storm water detention ponds should not be regarded as a water
feature.
A building entry;
Windows facing onto the outdoor
amenity;
Arcades along the edges of the outdoor
amenity (Figure IV.37);
Outdoor seating areas; or
A similar feature that the Planning Director findswill bolster security and
encourage pedestrian use of the outdoor amenity.

MIXED USE OFFICE AND COMMERCIAL BUILDING
CASE STUDY:
CALIFORNIA PUBLIC EMPLOYEES' RETIREMENT SYSTEM
(CALPERS) HEADQUARTERS COMPLEX
The California Public Employees' Retirement
System (CalPERS) Headquarters Complex is a
mixed-use
development
integrating
corporate office space, retail space and
below-grade parking. The site comprises two
contiguous blocks located in Sacramento's
downtown adjacent to their existing
headquarters.
The Complex is composed of 2 U-shaped
buildings of 4 and 6 floors that form a public courtyard. The structures are linked by
exterior walkways and bisected by a public
plaza and a mews for pedestrians and
vehicles. A grand trellis-covered veranda
embraces a 6-story sculptured glass Entry
Pavilion, the Complex's iconic centerpiece
and its new main entry.
The Complex's design is cohesive and
integrated in its architecture and highquality work environment. The building's
fenestration is modulated in response to
sun orientation, internal program and
neighborhood adjacencies. A central
courtyard offers a sheltered urban oasis,
while a dramatic multi-story glass atrium
floods the core of the west building with
daylight. A six-story entry pavilion serves as an

iconic centerpiece of the campus and signals
CalPERS new main entrance. Its tree-like shape
was inspired by the idea that Sacramento has histo
rically been called "The City of Trees."
The Complex's central courtyard offers a sheltered
urban oasis, while a dramatic multi-story glass
atrium floods the core of the west building with
daylight. A series of canopies and
trellises blends interior with
exterior space. Multiple outdoor
terraces distributed throughout
the complex offer occupants easy
direct access to sunlight, fresh air,
and lush planting.
Having a LEED professional as a fully

integrated and active member of the design
team at the onset of the project allowed the
design team to achieve the client's
sustainable design goals by evaluating
sustainable technologies and materials and
making appropriate decisions from the very
beginning. It also ensured that LEED
documentation was prepared during
construction.
The
design
provided
invaluable insight and advice, in particular
with regards to long-term building
maintenance and management.

PARKING DESIGN FACILITY
Adequate parking should be provided adjacent to all new development to ensure
that vehicles are not parked on the carriageway of a road where they may impede
traffic flow and constitute a safety hazard.
Parking requirements for developments are given according to their particular
function and are classified into the following types:
(a.) Residential
(b.) Commercial
(c.) Industrial, Recreational, Service Industry
Provision for car, coach, taxi, pedal cycle and lorry parking should be considered at
an early stage in the design process so that a balanced distribution of spaces can
be conveniently sited according to the use and trip destination.
The factors which can affect the required level of parking provision within each of
the above groups are as follows:
a.
b.
c.
d.
Car ownership levels

Competing centers
Local conditions governed by Development Plans
Requirement for future provision demand.
Dimension and Maneuverability

The size of the standard car is approximately 4.75 m x 1.8 m. Allowing suitable
clearances all round and for the opening of doors, the standard design module for
right angled car parking bays should be 4.8 m x 2.5 m where a maneuvering width
of 5.5 m is available. In areas where turnover is low such as staff parking and
office developments etc. it may be possible to reduce this to an absolute minimum
of 4.8 m x 2.4 m
Parallel parking bays should be 2.4 m wide and 5.5 m long where the bays are
internal or constrained by physical means. Free access to an end space will permit
the bay length to be reduced in 5 m. an internal minimum dimension of 5.5 m by 3
m is recommended in order to encourage use of the garage for parking.

On Road Parking:
On road parking ays require to be clearly marked and can be
provided in any of the following forms:
a. End on Parking
b. Parallel Parking
c. Angled parking- on one way road only or central reserve

naturally follow when looking for a parking space, there is also a fast circular route
for exiting from the four parking levels above ground. The parking levels are
accessible to pedestrians via a glass panoramic lift that ascends from the void in the
central open area.
PARKING DESIGN FACILITY

CASE STUDY:
VERANDA CAR PARK
The design team that was especially put
together by Paul de Ruiter for this project,
decided to locate a large proportion of
the parking spaces underground. The Veranda
car park is now organized around a void of nine
levels: four parking levels underground and
four parking levels above ground. The ground
floor accommodates shops and places to eat
and drink.
The floor plan of the car park building is

trapezium-shaped with rounded corners and the
superstructure is offset at an angle to the
substructure. As a result, a sense of continuous
circling movement is generated upwards and
downwards around the large open area in the
middle of the building.
The layout of the car park is both simple and
efficient. From sloping runways in the middle of
the trapezium-shaped floor plan, cars move in
a spiral upwards or downwards around the
centre. The car parking space is arranged both
along the outer walls and beside the central open
area and the sloping runway. Alongside the slow,
straight ascending or descending route that you
The primary function of the central open area,

measuring 16 x 22 metres, is to allow more light and
air to penetrate into the car park, to improve the
ambience of the underground levels and ensure that
these are not inferior to the levels above ground.
The permeation of light is reinforced by the white
ceilings, floors, walls and the pillars of the void and
the light artwork that is incorporated into it. Even
underground, visitors can find their bearings,
because they can see the sky and retain a link with
the outer world. The siting of circular routes running
upwards and downwards around the central open
area means that visitors can always see where the
cars and people are.
An unusual construction method was used to build the underground parking levels;
the walls-roof method. This method does not start with the standard full-depth
excavation, where the structure is built up from the base, but reverses the
construction procedure. Excavation first takes place to the depth of the first parking
level, and the first basement floor is laid here. This floor is used to support the sheet
piling foundations on all sides. After that, the ground under the floor is excavated
and the subsequent floor is laid, progressing downwards step by step. The removal
of soil takes place through the opening in the floors, the void.

PUBLIC TRANSPORTATION TERMINAL/ STATION DESIGN/ FACILITY
A terminal may be defined as any facility where passengers and
freight are assembled or dispersed. Both cannot travel individually, but in batches.
Passengers have to go to bus terminals and airports first, where they are
"assembled" in busloads or planeloads to reach their final destinations where they
are dispersed.
4.1.2
(b) A bus terminus which includes bus turning, stacking and passenger
waiting facilities and accommodates a number of bus routes; and
Terminals may be points of interchange within the same modal system and
which insure a continuity of the flows. This is particularly the case for modern air
and port operations with hubs connecting parts of the network. Terminals, however,
are also very important points of transfer between modes. Buses and cars deliver
people to airports, trucks haul freight to rail terminals, and rail brings freight to
docks for loading on ships.
(c) A public transport interchange which includes provision for buses,

minibuses, taxis, kiss-and-ride and possibly park-and-ride facilities and a
rail station.
4.1.3
4.1.4
4.1.5
GUIDELINES:
4.1.6
4.1
4.1.1
Franchised Bus Facilities

General
In terms of capacity per passenger car unit, franchised buses are the most
efficient mode of road transport. Franchised bus services will continue to
be a major passenger carrier and will play an important role in providing
passengers with choices, particularly in feeding passengers to the railways

and providing service to areas not accessible by railways.
In general, every bus route requires two terminal points which fall into
three basic categories, namely :
(a) A service terminal point which is a simple turning only facility that gives
access to a stacking area that may be in the form of an off-street lay-by
for operation of 1 or 2 routes;
For operational efficiency and passenger convenience and safety, all bus
termini and public transport interchanges should be located off-street as
far as possible. However, in some circumstances a service terminal point
may be temporarily located on-street, provided it does not obstruct
vehicular and pedestrian circulation and other essential kerbside activities.
The land requirement for a bus terminus or public transport interchange is
determined by several factors which include the number of routes served
and their peak frequency, volume of waiting passengers, spaces for bus
stacking during off-peak/meal break periods, the mix of terminating and
passing services, overtaking and internal vehicle and passenger circulation.
Standards for Service Terminal Points
Service terminal points are usually provided where 1 or 2 bus routes are
terminated and where the number of departure bays is unlikely to exceed
four. A regulator's kiosk will be required at such terminal point.
Standards for Bus Termini
Bus termini are usually provided in large residential developments and in
localised commercial or industrial areas. Normally, a minimum of 4
departure bays are provided for operation of services and stacking of buses
during off-peak/meal break periods. One of these bays should be
sufficiently wide to permit overtaking a stationary vehicle. A regulator's
kiosk and the other ancillary provisions would be required.

4.1.7
4.1.8
4.1.9
4.1.10
4.1.11
4.1.12
4.1.13
4.1.14
4.1.15
If bus-bus interchange is to be pursued at the bus termini, additional bays

would be needed.
Locational Factors
Bus terminal facilities should be centrally located so as to be conveniently
accessible on foot to residential, commercial and industrial activities.
Access to the existing and proposed road system should be convenient and
the ingress and egress points so located as not to cause conflict with traffic
circulation on the adjacent road system and to facilitate satisfactory
internal circulation.
Where they form part of a public transport interchange, access would be
physically separated but walking distances between modes should be
minimal.
Bus terminal facilities may be located in multi-storey developments,
preferably on the ground floor. As they have potential to cause air pollution
and noise impacts on nearby sensitive uses, they should be so sited or
designed as to minimise such impacts.
Standards for Bus Bays
Bus bays are provided to enable buses to stop for boarding/alighting
passengers without obstructing other traffic.
The provision of bus bays should be considered on rural roads, feeder
roads, primary distributor roads and 2-lane, 2-directional single
carriageway district and local distributor roads. Where bus bays are
required, the carriageway width in Tables 1 and 4 should be increased by
3.25m. The length of bay for operation of one bus route would normally be
40m.
Locational Factors
Bus bays are located at bus stops. The location of bus stops are determined
by bus passenger demand and a need to minimise access time and
maximise a potential catchment area. They are normally located 400m
apart in urban areas. In rural areas a longer spacing may be acceptable.
Detailed guidance on the location and design of bus stops, bus bays and
termini is provided in Chapter 2 of the TPDM Volume 9.
Standards for Bus Depots
Bus depots are provided in accordance with Section 19 of the Public Bus
Services Ordinance on a regional basis to facilitate the construction, repair
and maintenance of buses and their parking when not in operation. The
land requirement would be dependent on the size of fleet to be serviced.

Because of the need to provide ramps and circulation areas, and the ramps
must not have gradients exceeding 1 in 10, the preferred dimension for a
multi-storey depot is that its width should be at least 80m; its length would
depend on the number of buses to be serviced. Taking into account the
dead space occupied by the ramps and circulation areas, the minimum size
for a reasonably efficient multi-storey depot of regular shape is 8 000m2 to
10 000m2. Guidance on location and planning of bus depots is provided in
Chapter 2 of the TPDM Volume 9.
Locational Factors
4.1.16 Bus depots should be on level terrain with suitable vehicular access to the
road system and centrally located in relation to bus terminal facilities to
enable dead mileage to be minimised.
4.1.17 The siting of bus depots should take into account the environmental
intrusion due to 24-hour operation of maintenance and repair activity and
noise nuisance caused by buses travelling to and from the bus depot at late
night and early morning.
4.2
Franchised Bus Facilities
General
4.2.1 A policy of containment of public light bus operations restricts the
extension of public light bus activity into new towns, limited access roads
and areas where the nature of their operations could present traffic
problems. The policy also encourages the gradual conversion of red
minibuses into the regulated green minibuses.
4.2.2 Green minibus routes are normally introduced in areas where a public
transport demand exists but is insufficient to financially sustain the
operation of higher capacity modes of public transport. Also physical
accessibility constraints or a demand for more frequent service makes
minibus operation more attractive. Green minibuses could also be used to
provide feeder services to railway stations.
Standards
4.2.3 Minibus termini should preferably be located off-street in close proximity
to existing or future centres of demand. If possible, they should be
incorporated into public transport interchanges. On average a 3-bay
terminus with each bay accommodating 3 vehicles should be adequate. The
minimum land requirement is about 800m2.

4.2.4
4.2.5
4.2.6
4.2.7
4.3
4.3.1
4.3.2
4.3.3
4.3.4
Where off-street space is not available, on-street termini may be provided

but they should preferably be physically segregated from other traffic in
lay-bys with specific entry and exit points. The lay-bys should have a
minimum length of 21m and should preferably be 6m wide to enable a
stationary vehicle being overtaken within the lay-by and fire service
vehicles to operate within the lay-by in an emergency.
Where on-street lay-bys are proposed, the carriageway widths should be
increased as appropriate along the length of roadway where the lay-by is
proposed.
Locational Factors
Minibus termini should preferably be provided off-street. When on-street
termini are to be provided, they should be located in side streets to avoid
causing congestion on the main roads.
When green minibus termini are provided for interchange with other forms
of public transport such as rail or ferry, their location should not affect the
operation of franchised bus services. Specific provision for red minibuses
should not normally be made at such locations. However, where franchised
bus, green and red minibus termini are located in close proximity, they
must be physically separated.
Taxi Stands
Standards
Single or dual-bay taxi stands should be provided off-street at centres of
heavy demand, preferably within large developments or public transport
interchanges. Adequate covered provision should be available for queuing
passengers.
About 500m2 would be required for a single bay stand holding up to 5
vehicles and inclusive of access and turnaround area. Double bays should
be considered wherever feasible to facilitate passing through of taxis as
required. The number of bays would depend on the scale and types of
developments in the vicinity.
Outside of public or private developments, on-street single-bay taxi stands
are acceptable if located on side streets where they would not obstruct
traffic circulation. Preferably, they should be located within lay-bys with
convenient access to entrances of developments.
Shelters should be provided for queuing passengers where necessary and
as far as possible to protect passengers from inclement weather.
4.3.5
Additional openings should be provided at the railings of taxi stands located

at popular places to facilitate multiple boarding.
4.3.6 In places where loading of luggage is common and space is not a problem,
saw-tooth layout should be considered.
4.3.7 Dropped kerbs at taxi stands should be provided to facilitate wheel-chair
users.
Locational Factors
4.3.8 Taxi stands should be provided at ferry terminals, rail stations, major public
transport interchanges, the airport, hospital, cultural,
entertainment
or retail centres, and in large housing developments and locations in
proximity to cross harbour tunnels and cross-boundary points.
4.3.9 They should be located at convenient access to entrances of nearby
developments, near pedestrianised areas, or at pedestrian desire lines but
should avoid queuing vehicles obstructing other traffic.
4.3.10 At locations like the airport where heavy demand is anticipated, adequate
area should be provided for stacking of taxis and provision of ancillary
facilities such as toilets for taxi drivers.
4.3.11 On-street locations in business and commercial districts should be in close
proximity to centres of demand.
4.4
Ferry Terminals
Standards
4.4.1 A ferry terminal is the point of embarkation or disembarkation on a
particular ferry route. Its size and design are related to the number of
routes served, the type of vessels use, the frequency of service, the nature
(passengers/freight or vehicles) and volume of patronage.
4.4.2 Facilities within a passenger ferry terminal should include segregated
waiting areas for each deck on the pier and each route where applicable,
passenger queuing areas, ticket offices (with storage areas for computers
or electronic passenger display equipment, etc.), turnstiles, staff rooms and
public toilets. Consideration should also be given for passengers with
disabilities, refuse collection point, as well as freight transport. Works and
maintenance areas should also be provided, where necessary.
4.4.3 Normally, the waiting area is designed to accommodate 1.5 boatloads of
passengers (assuming 500-1 500 passengers per boat, depending on vessel
types) at a minimum provision of 0.65m2 of waiting area per person. Due
4.4.4
4.4.5
4.4.6
4.4.7
4.4.8
4.4.9
4.5
4.5.1
consideration should also be given to the passenger volume at weekends

and public holidays, in particular for the outlying island services.
As interchange with other modes of land transport will normally be
provided, terminals should be designed to avoid conflicting pedestrian and
vehicular movements.
For vehicular ferry piers adequate vehicle waiting areas segregated from
other traffic will need to be provided.
Locational Factors
Ferry terminals should be located in proximity to residential, commercial or
industrial developments which generate potential passenger movements.
Adequate interchange facilities with other types of public transport such as
franchised buses, green minibuses, and taxis should be available within or
adjacent to the ferry terminal. For piers designated for outlying island
services, adequate general loading and unloading facilities should also be
provided outside the piers. Dropped kerbs should be provided at loading
and unloading points for goods vehicles and to cater for the need of
passengers with disabilities.
The surrounding road network should have sufficient capacity for the
anticipated volume of vehicular traffic generated, particularly in respect of
vehicular ferries, and should have adequate footway and crossing facilities
for pedestrian movements. With regard to the latter, provision of covered
walkways linking adjacent areas to the ferry pier and grade-separated
facilities should be provided as far as possible. Provision of travellators
should be considered where justified.
Piers should be sited taking into account various factors such as exposure
to wind, water currents, wave height and swell, depth of water, presence of
any underwater utilities and the draft of vessels using the piers. They
should be so sited as to avoid any conflict with sewage or drainage outfall
and other marine activity, and to enable the proper disposal of waste and
wastewater arising from the operation of the terminals.
Public Transport Interchanges
General
In pursuing the government's objective of enhancing inter-modal coordination and having railway as the backbone of passenger transport, in
the planning of new major land-use or transport developments the
opportunity should be taken to plan for a network of high standard public
4.5.2
4.5.3
transport interchanges. Public transport interchanges should be

conveniently located and as far as possible provide a comfortable
environment in order to encourage public transport ridership.
Major public transport interchanges should facilitate bus-bus or multimodal interchange. They should normally be located at or near a mass rail
carrier station. Accessibility will be the key to the planning and design of
such public transport interchanges.
Standards
The design requirements for public transport interchanges can generally be
grouped into four categories:
(a) Layout design: such as number and size of bays and platforms for
various modes, stacking space, swept path, space for operators' and
other public transport interchange facilities, ingress/egress
arrangement, headroom, pedestrian walkway, stair, lift and escalator
provision etc. In planning for future public transport interchanges, the
saw-tooth layouts which would provide the best environment to
passengers and the most efficient use of bus bays and layover facilities
should be pursued as far as possible, depending on site configuration or
constraints. In general, the following guidelines can be adopted :
[ Table Summary ]
Types of Public
Application to Sites
Transport
Interchanges
Traditional parallelA small site with only a limited number of bays
bays
(e.g. 3 - 4)
Peripheral sawtooth bus bay,
central stacking
(i) A site of minimum width of 60m. Otherwise, there

will not be enough space for buses to maneuver.
(ii) Major pedestrian generator would be at the same
level. An example is Tsing Yi where both MTR
passengers and other passengers would be at
podium or footbridge level. Another example is Mei

Foo.
facilities should be provided at the public transport interchanges.
(iii) Any development above can be supported by large

column spacing.
Central island
passenger
platform
(d) Passenger information facilities: such as passenger information

centre/kiosk, direction signs, route/destination display, departure time
indicator, etc. To enhance passengers to transfer between modes, an
efficient message display and directional signs or public announcement
system which help channelise passengers to their required destinations
should be provided.
(i) A site of minimum width of 60m.

(ii) Major pedestrian generator at a different level. An
example is Tsuen Wan where very few passengers
access the public interchanges at the same level.
4.5.4
For major interchanges along the railway line, it is preferable to have them
integrated into the concourse of the railway stations or otherwise direct
and convenient linkages should be provided.
(b) Environment considerations: such as lighting, ventilation, noise

protection, etc. To provide better waiting environment, it is
recommended that where possible for new public transport
interchanges particularly those facilitating multi-modal interchanges,
consideration should be given to air-condition the waiting areas
depending on need. The illumination, noise level and other
environmental effects arising therefrom should meet the requirements
stipulated by Highways Department, Electrical and Mechanical Services
Department, Environmental Protection Department and other relevant
departments. Reference should also be made to EPD's Practice Note for
Professional Persons for control of air pollution in semi-confined public
transport interchange (ProPECC PN 1/98).
(c) Passenger and operators' facilities and security and safety installations:
such as queue railing, toilets, seating facilities, ticket machine, public
telephones, fire-fighting equipment, CCTV, regulators' office, etc.
Subject to availability of space, it is recommended that these essential
4.5.5
4.5.6
4.6
4.6.1
4.6.2
Normally, a public transport interchange will comprise not less than 8

departure bays for operation of different public transport services. For
public transport interchanges with parallel bays, two of the bays should be
sufficiently wide enough to permit overtaking of a stationary vehicle. The
actual size of the public transport interchange should be determined by the
Transport Department.
Detailed guidelines for provision of public transport interchanges are given
in Chapter 8 in the TPDM Volume 9.
Location Factors
Public transport interchanges are usually provided in town centres or other
regional focal points where passengers interchange between services and
modes. Preferably interchange between rail and other transport modes
should be at the same level. However, if interchange between modes have
to be at different levels, escalators and/or lifts should be provided for the
convenience and efficiency of interchange passengers.
Cross-boundary Coach Termini/Stops
General
Cross-boundary coach is one of the most popular cross-boundary transport
services in Hong Kong. Termini/stops for cross-boundary coach should be
planned at suitable locations to meet the growth of future demand. The
proposed cross-boundary coach termini/stops should take into account the
existing facilities nearby (e.g. considering possible alternatives such as
upgrading the existing facilities) with a view to raising the standards of
existing facilities.
As cross-boundary travelers usually carry luggage which could be bulky,
attention should be paid in the planning of cross-boundary coach
termini/stops to cater for their needs, including easily accessible locations,
4.6.3
4.6.4
4.6.5
4.6.6
4.6.7
convenient modal change, and provision of dedicated loading/unloading

bay(s) and essential ancillary facilities.
Standards
Cross-boundary coach termini/stops should preferably be provided offstreet and in public transport interchanges. Particular attention shall be
paid to the internal design of a cross-boundary coach terminus/stop
located in public transport interchange/public transport terminus.
Adequate space should be planned for the provision of essential ancillary
facilities including dedicated loading/unloading bay(s), segregation of
inbound and outbound pedestrian traffic, pedestrian connection facilities,
waiting/seating area, ticketing office/booth, coach information facilities,
roof cover, toilets, etc. as far as possible with sufficient ventilation and
lighting. The scale of these facilities should be subject to site conditions and
operational needs whereas the design should be user-friendly.
Where off-street location is not available, on-street termini/stops could be
considered provided that the locations (a) are safe; (b) facilitate operation
without causing adverse impact on local traffic; and (c) have sufficient
sheltered waiting and queuing space for cross-boundary passengers as far
as site conditions allow. The other essential ancillary facilities mentioned in
paragraph 4.6.3 above should be provided as far as possible, taking account
of space constraint and operational needs.
Due consideration should be given to the design and provision of userfriendly pedestrian facilities which facilitates good connection of the crossboundary termini/stops with the surrounding developments or other public
transport facilities nearby.
TPDM which provides the relevant provision guidelines and requirements
should be referred to when designing a cross-boundary coach
terminus/stop, including its size and scale.
Locational Factors
The cross-boundary coach termini/stops should preferably be located at
places where they are near transportation hub, hotels, retail facilities,
commercial developments and tourism spots. If demand warrants and the
location is deemed suitable with appropriate design and relevant issues
addressed, consideration may also be given to locate cross-boundary coach
termini/stops in major residential areas to meet the cross-boundary
travelling needs of Hong Kong residents.
4.6.8
Off-street locations for cross-boundary termini/stops in public transport

interchange is more preferred to facilitate convenient and efficient
interchange with other transport modes. Alternatively, locations of the
termini/stops in close vicinity of other public transport facilities could also
be contemplated. For example, locations next to rail stations may create
synergy effect and hence could be considered.
PUBLIC TRANSPORTATION TERMINAL/ STATION DESIGN/ FACILITY

CASE STUDY:
JRTC GREYHOUND TERMINAL
The Greyhound bus terminal will be located five blocks north of the sprawling JRTC's
Amtrak and commuter rail platforms.
The terminal will include a restaurant, restrooms and kitchen at the intersection of
Adams and Johnson Streets. However, the general public will not have access to
this business from this intersection. In addition, this dining facility will be designed
with no outside visibility or outdoor seating area, two design components that are
critical in the development of a vibrant downtown atmosphere.
Only one main entrance is proposed to control public access and for security.
Unfortunately, the design moving forward lacks in taking advantage of street
corners and sidewalk dining by developing a layout that moves the restaurant
adjacent to the entrance.
An interior layout designed for an urban setting would resolve the issue of
developing another solid wall against a major downtown street. Instead of
exploring that avenue, a deviation of following downtown development guidelines
has been requested.
View of the bus terminal's main entrance. The restaurant is located at the corner of
Johnson and Adams Streets. It will be permanently hidden from the rest of society
with a stucco wall and trees, creating a pedestrian hostile environment along a
major downtown street (Adams Street).

CIVIC COMMUNITY CENTER
Community centers are public locations where members of
a community tend to gather for group activities, social support, public information,
and other purposes. They may sometimes be open for the whole community or for a
specialized group within the greater community.
Exterior of Brent civic building
CASE STUDY
Brent Civic Center, London
The landmark new Brent Civic Center has achieved practical completion in the
north London borough of Brent. The multipurpose development allows the
Council to realise its vision for a consolidated facility that houses their civic,
public and administrative functions under one unified roof, providing office
space for 2000 staff.
It will streamline the efficient delivery of services to Brents diverse community
Exterior of Brent
and kick-start regeneration of the northern part of the Wembley Masterplan. As
a development, Brents new Civic Center is a further step towards establishing
an efficient and sustainable model for civic buildings delivering public services.
Within the Civic Center, the architect has designed a new multi-purpose
community hall, which will accommodate theatre, concerts and large wedding
receptions. Behind this, glazed office wings are
open-plan and flexible to provide a future-proofed
solution to the diverse communitys administrative
needs. The building also includes space for retail
outlets and a landscaped garden to help it to
connect further with the surrounding Wembley
Regeneration Area.
The soaring foyer and
atrium has been
designed as a flexible space
within which a large public
staircase will become seating
for Wembley Live
performance events. Other
functions will include a onestop shop and a state-of-theart library and learning centre.
Glazed
office wings are openSkylight
plan and flexible to provide a

future-proofed solution to the diverse communitys administrative needs. The
building also includes space for retail outlets and a landscaped garden to help it
to connect further with the surrounding Wembley Regeneration Area.
COMMERCIAL/ RECREATIONAL/ DINING FACILITIES
Rugby/Baseball/Cricket
pitch
Athletics
Roller Skating rink
Jogging Track
Recreation
Childrens Playground
Facility
Indoor
Badminton court
Table Tennis table
Fitness/Dance hall
Gymnastic
Swimming
swimming pool
complex
leisure pool
Standard
1 per 8
000 )
2 per 15
000 or 1
per 7 500 )
1 per
sports
centre
1 per
district
Remarks
Provided in sports centres, leisure
centres or purpose-built facilities in
composite developments.
To be accommodated in the multipurpose arenas in sports centres.
Mini-Soccer pitch
5-a-side
7-a-side
2 per 30
000
1 per 10
000
1 per 20
000
1 per 100
000
To be accommodated in multi-purpose
grass pitches.
To be accommodated in sports
ground/sports complex
May be provided in district open space
or as part of pedestrian circulation
system
Design Facilities Considerations
1 per 287
000 or 1
sq. m
water per
85
1 per
district
Outdoor
Tennis court
Basketball court
Volleyball court
Football pitch
Provision for both facilities

1 per 30
000 )
1 per 30
000 )
1 per
district
1 per 200
000-250
000
300 sq.m
per 30 000
500m-1
000m per
30 000
400 sq. m
per 5 000
Minimum 2 courts
Football pitches within sports grounds

do not count towards standard due to
their inaccessibility to the general
public.
Flexibility. Planners and designers

should recognize that future
renovations, additions and
expansions of the facility are likely.
Aesthetics and Visual Image. The
dining experience represents a break
in the patron's day. Its design should
provide a visual respite as well. The
designer should provide an aesthetic
and visual image in keeping with the
recreational functions of the facility.
Develop Architectural Character.
Create an appealing environment
through interesting plan areas,
spatial volumes, and other design elements. If outdoor dining is

provided, consider the effect on both the facility layout and design
character.
Menus. The main menu board is a focal point of the entry. Individual
serving lines and stations will have their own menu, and the design and
location of the menu board will depend on the serving methodology.
Natural Light. The admission of natural light is extremely important in
dining areas, but direct sunshine on dining patrons can be
uncomfortable and distract from a positive dining experience.
Quality Work Environment. Ensure quality building systems, adequate
employee facilities, easily accessible safety devices, and prevention of
entry by vermin and insects.
Sanitation, Durability, and Maintainability. The design should
accommodate cleaning and maintenance in high-wear areas, including
food preparation, dishwashing, and pot- and pan-washing areas.
Commercial Facilities
Accessibility requirements for wheelchair users should be applied to all new

large speciality shops having a sales area of 100 m or more. In small shops,
provisions for wheelchair users should be applied wherever possible.
In large multi-storey department stores and supermarkets, accessible
elevators should be installed to provide access to lower and/or upper levels
for the benefit of wheelchair users and people with mobility problems.
Merchandise display areas in accessible shops should be as conveniently
located as possible to a wheelchair user. Angled mirrors can be placed
above high shelves for visibility.
In accessible clothes shops, at least one changing room should allow for a
full 360 turn of a wheelchair.
General Design and Planning Criteria:

Column Spacing
Significant dimension is along the mall as this involves the widths, i .e ., frontages, of
stores . Often used spaces are 20, 25 and 30 ft, with the last the roost flexible .
Dimension from mall to rear of store can be set by the most economical structural
system . It is essential to arrive at the most economical structural system, as the

roof is a major cost factor.
Store Depths
For one-story stores in America, buildings are usually 120 to 140 ft deep, sometimes
more to accommodate larger stores . If there are basements or mezzanines, the
depth dimension usually can be reduced 20 to 25 percent. One often used and
desirable device is to "dog leg," or "ell," a larger store around a smaller store .
Clear Heights
These vary from 10 to 14 ft or more, with 12 ft a good average . Above this clear
height, there must be adequate space for air-conditioning ducts, recessed lights,
structural system, etc .
Central Plant vs . Individual HVAC System
Sample bubble diagram for dining facility
Regardless of which method is used, the space to be occupied
by
all equipment must be determined, both in size and location, in
the earliest planning stages . Central plant equipment can be in a
separate building, on the project roof, or elsewhere so long as it is
economical as to design and length of runs .
Roof Equipment
Concealment
The inexcusable
eyesores so often
seen can be
avoided by proper
coordination of
work between the
leasing agent, the

architect, and the mechanical engineer and the resulting provision of properly
located and designed roof screens and enclosures .
central Alberta. The WEM covers 49 hectares and encloses 493 000 square metres
of space - the equivalent of 104 football fields.
Exterior Walls
It was among the first shopping centres to

offer a wide range of amenities, from water parks to
themed streets - attractive at any time of year but
particularly during winter. These amenities attracted
visitors to walk and gawk, then stop and shop. The
WEM's massive and essentially anti-urban form
generated strong opinions from the residents of
Edmonton, both positive and negative, about the
presence of such a behemoth in their community.
As these may have, depending on each store's requirements, service doors, public
entrance doors, trash rooms, show windows, etc ., a modular design that can
suitably accommodate for visual effect any of these features is very desirable . Show
windows and public entrances are rare on parking lot facades, as it has been found
that the great majority of customers enter stores from
the mall rather than directly
Exterior
from the parking lot .
Anarchy vs . Regimentation
In the original shopping centers, there often was no design control at all, with a
resulting anarchy of signs, materials, and design . This situation gradually changed to
one where so much rigid control was exercised that the projects became far too
monotonous . Generally the greatest possible latitude (in good taste) should be
given to the mall facades, with fairly severe restrictions placed on the exterior
facades . This gives interest in the interior, where it is desirable, and unity of design
for the exterior .
CASE STUDY
West Edmonton Mall, Edmonton, Alberta, Canada
The West
Edmonton Mall
(WEM), once
promoted as the
"Eighth Wonder of
the World," is a
leading tourist
attraction in
The WEM displays the standard architectural style for malls of the period:
blank exterior walls of precast concrete facing large
expanses of parking. The buildings are
completely inward looking, with signage as the
only expression on the exterior. The structure
of the WEM is steel throughout, with a clearspan glazed dome roof of 400 x 100 feet,
carried on 2-foot-deep steel-plated curved roof
beams.
Most of the interior of the WEM is also
standard for the time: long corridors of
circulation lined with a variety of retail outlets.
The majority of the stores belong to large national chain
operations, and many are to be found 3 and 4 times
throughout the WEM. Exceptions to the standard mall design Submarine Rides, Edmonton Mall
are the entertainment and the variously themed shopping
areas.
Eu

A direct response to a generation that has been raised in an entertainment
culture, entertainment retail is the most recent development in the world of
shopping. Ranging from electronics playgrounds to stores designed as movie sets,
these new retail outlets sell fantasy as well as tangible goods.
Major Attractions
Galaxyland
1. Galaxyland is an indoor amusement park located on the north

side of the mall. It is the second largest indoor amusement in the
world, behind Ferrari World, and features 24 rides and
attractions.
2. World Waterpark is the worlds largest indoor waterpark, built in
1985, with a size of over 20,000 sq. m. The park has the worlds
largest indoor wave pool and is known for its high-speed water
slidde called the Sky Screamer.
3. Sea Life Caverns is an indoor lake which contains a salt-water
4.
5.
6.
7.
habitat with a sea lion and a replica of the Santa Maria.

Ice Palace is a scaled down version of a National
Hockey League (NHL) regulation sizedice rink located in
the center of the mall.
Movie Theaters
Eds Recreation Center is an entertainment complex
consisting of a bowling alley, pool hall, music stage,
arcade, and restaurant.
Professor WEM's Adventure Golf is an 18-hole miniature
golf course. The miniature golf course was originally
known as Pebble Beach Mini Golf.
The mall also includes several theme areas including:

1. Bourbon Street
2. Europa Boulevard
3. Chinatown
Movie theaters
Professor WEMs Adventure Golf
Eds Recreation Center
Ice palace
World waterpark
Sea life caverns

display equipment, etc.), turnstiles, staff rooms and public toilets. Consideration
should also be given for passengers with disabilities, refuse collection point, as well
as freight transport. Works and maintenance areas should also be provided, where
necessary.
Design Considerations
Amenities
Bourbon Street
Europa Boulevard
Chinatown
Checklist of Amenities to be provided, including

consideration of:
3.8 FERRY STATION DESIGN/ FACILITY

Facilities within a passenger ferry terminal should include segregated waiting
areas for each deck on the pier and each route where applicable, passenger queuing
areas, ticket offices (with storage areas for computers or electronic passenger
Shelter (canopy or enclosed structure)

Seats
Rubbish Bins
Cycle Racks
Lighting & Power
Surveillance / CCTV / Help-points
Way-finding Signage and Information
Public Address System
Ticketing & Staffing Facilities
Commercial opportunities
Clock (when PIDS supplied)
Time Tables (ferry and other integrated modes)
Water Tap (vandal proof)
Electricity (240V single phase, vandal proof,
IP65)
Food & Beverage Power supply and distribution
boards should be able to accommodate 3-phase
supply
Water supply include separate metering for
commercial users and back flow prevention
devices (a pre-requite for food licence)
Gas supply
Drainage to include provision for grease traps
Rubbish bin
Extraction and other HVAC services (necessary for most commercial/retail

uses)
Access to communal toilets
Accessibility for delivery vehicles to service retail uses (especially food and
beverage)
Provision for appropriate waste management area, hidden from customers
view
Seating
Seating should be arranged in a manner that does not obstruct passenger

flow and access to information and is integrated with other terminal elements, i.e.
location of advertising signs and bins.
Rubbish Bins
Rubbish bins are to be provided. These are to be of a reasonable quality while being
robust and are to be securely fixed to prevent theft. Bins are generally stainless
steel frames and liners.
Cycling
All ferry terminals should be designed to encourage use by cyclists. Secure
cycle parking (short term and long term preferably lockable) should be provided
within the terminal precinct, particularly at major ferry terminals. Terminal design
should not be responsive to existing patronage level by cyclists, but should aim to
attract and promote increased patronage by cyclists.
Lightning and Power
Terminals should be well lit after dark up to the last trip with lighting
adequate for CCTV operations and to discourage vandalism. Lighting should cover
the passenger area and access points, avoiding shadows and glare, and should cover
areas containing any equipment, features or walls that may be the subject of acts of
vandalism. Lighting design should minimize overspill onto adjacent residential
properties and prevent lighting pollution, however it should also provide a safe
transition into the surrounding area and energy-efficient as possible.
Surveillance, CCTV and Help-points
Time Table example
Terminals shall be fitted with color CCTV cameras with low light capability
and associated control/transmission equipment that permits the remote control
and real time recording of images. Coverage should provide for passenger waiting
areas, access and egress points, help points, rubbish bins.
Waiting Area
Normally,
the waiting area is
designed to
accommodate 1.5
boatloads of
passengers
(assuming 5001 500 passengers
per boat,
depending on
vessel types) at a
minimum
provision of
0.65m2 of waiting
area per person.
Due consideration
should also be
given to the
passenger volume at weekends and public holidays, in particular for the outlying
island services.
CASE STUDY

West End Ferry Terminal, West End, Brisbane, Australia
The West End Ferry Terminal is a

small project that was designed to
simultaneously generate a new
typology for Brisbanes Citycat
Terminals and act as a sheltered
social gathering space at the end of
one of Brisbanes historic riverfront
parks, one endeared in the hearts
of the West End community.
The terminal simply responds
to its core role as conduit from
Front View
bus
station to ferry pontoon,
Exterior
rising as a spinal volume to
accentuate its connectivity.
The spine slopes and angles to
correspond with the journey,
its form wrapping out into
lower scaled wings which
accommodate seating, cycle
and public amenities. Both its
daytime shade-providing form and its contrasting illuminated night-time character
have become emblematic of West End, for which the terminal has become its
communitys most beloved social space.
The West End Ferry Terminal is innately
sustainable in that its amenity, legibility
and accessibility strongly support the use
of public transport, specifically ferry
transport, as a major provider of
commuter movement to and from the city.

The terminal is designed in contrast with previous standard terminals along the
Brisbane River in its sensitive siting to context, particularly in this case where it
required community support and endorsement to proceed, such were the
communities concerns in relation to Orleigh Park. The siting includes avoidance of
interference with a significant fig tree and insertion within the river mangroves
averting any disturbance.
The terminal utilises low embodied energy
materials and is designed to maximise both solar
and
Plan on site
storm protection. The canopies and furniture also foster-social interaction as
Elevation

distinct from the terminals transport access role. Vandalism risk was taken using
recycled hardwood as an environmentally sustainable material, however social
sustainability is evidenced by it incurring no damage at all. Although a small opensided facility, it incorporates rainwater collection that flushes toilets and waters
surrounding landscape.
A transit center is an area designed to be served by multiple routes. Transit centers

are sheltered waiting areas located where several bus routes converge. They serve
as efficient hubs to allow bus riders from various locations to assemble at a
central point to take advantage of express trips or other route-to-route transfers.
Transit centers provide the community with a permanent presence of transit
service.
Park-and-Ride
3.9 METRO TRANSIT STATION DESIGN/ FACILTY

Metro Transit Facilities
There are two types of transit facilities: off-street and on-street, each having
their own variations, design considerations, and facility requirements as it relates to
the travel way.
Off-street facilities contain ingress and egress separate from the travel way in
designated areas located at transit centers or park-n-ride lots. Off-street facilities
such as transit centers and park-and-ride lots can accommodate a large number of
riders at a centralized location which shifts parking away from the Central Business
District, further lessening congestion and lowering parking requirements for the
downtown area.
Transit centers may be combined with park-and-ride facilities as well as retail and
food services.
Six factors to consider:
Location
Size
Function
Pedestrian access and circulation
Vehicle access
Park-and-rides lots are off-street intermodal facilities which enable users to

change from automobile travel to public transit or pedestrian modes. Providing
park-and-ride facilities within lower density areas allows transit ridership to become
more feasible by concentrating demand to a specific site.
Factors to consider:
Capacity or site size

Visibility
Available transit service
Access for vehicles, bicycles,
and pedestrians
Multiple street connections
Pedestrian access routes
On-street facilities include both online (curbside and curb extensions) and
off-line (bus bays) transit stops that run
adjacent to the travel way. On-street
transit centers require relatively low
investment in signage, shelters, waiting
areas, and pavement areas where
buses stop. When siting an on-street

transit center, the following criteria are considered:
Street traffic volumes are low enough that they will not interfere with bus
or pedestrian movements.
Transferring passengers will not have to walk more than 120 feet along a
linear set of stops to board a bus.
Six or fewer in-service buses will be present at the transit center at one
time.
Install a maximum of 10-ft from the top of the sign to the ground or floor
surface
When possible, signs should include the international symbol of accessibility
Mount securely at an angle perpendicular to the street
Basic elements include:
Transit signs
Boarding and alighting area (wheelchair landing pad, ADA required)
Lighting
Transit Signs
Transit signs identify the location of the bus stop. Signs should be placed on
separate stanchions, but are often found on existing utility poles. Proper placement
of bus stop signs ensure that bus drivers know exactly where to stop and passengers
know where to board the transit vehicle.
Standards:
Locate outside of the pedestrian access route leading from the waiting area
to the boarding and alighting area
Locate at the far end of the bus stopping area within the bus stop zone
(downstream)
Locate outside of minimum 3-ft clear circulation zone away from transit
amenities and street furniture
Locate outside the 8-ft x 5-ft wheelchair landing pad
Locate outside the 4-ft minimum pedestrian access route
Provide a minimum of 7-ft vertical clearance from the bottom of the sign to
the ground or floor surface (avoid classification as a protruding object)
Avoid obstructed visibility from adjacent signs, trees,

or buildings
Locate for easy visibility to approaching bus
driver
Waiting Area or Accessory Pad
A waiting area provides riders with a designated

place to assemble while waiting for a bus to arrive.
The accessory pad can also include a trash receptacle
or additional non-standard transit amenities. The size
of a waiting area or accessory pad can vary
depending on what types of street furniture or transit
amenities are to be accommodated.
Shelters

A bus shelter provides protection from sun, wind, and rain, while seating gives a
level of comfort to riders waiting for a bus to arrive. Shelters are installed at transfer
points and bus stops with a high number of boardings.
Pedestrian Spaces
Pedestrians passing through the center should be separated from those

who are waiting, transferring between buses, and queuing to board and
deboard.
The curb space immediately adjacent to the bus loading areas should be
free of all street level obstacles; except for the bus stop signs, all street
furniture( trash can, benches, payphones, etc. and related pedestrian
amenities should be set in 8 ft. from the curb where space is available. If
not, the minimum lateral clearance is 3 ft.
Pedestrian spaces should be accessible to people with disabilities.
Pedestrian spaces should be well lit and should have clear sight lines
throughout the facility to promote a secure environment for the users.
should be followed to give priority of access directness

of route and proximity to platforms to transit
customers in the following order:
Pedestrians
Bicyclists
Feeder
buses and
shuttles
Taxi and
auto
Transitway Facility
One of the primary functions of transitway stations is the provision of facilities
so that transit patrons can access the transitway. All transitway stations should
provide:
Facilities that support access for customers of all ages and abilities
Facilities that support access for pedestrians and people using wheelchairs
or bicycles, including providing bicycle parking
Station platform(s)
Waiting shelters for all public transit routes serving the station
Provision for shortterm pickup/dropoff of transit patrons by shuttle, taxi,
etc.
Station Circulation System Hierarchy

Stations include circulation systems, which may include pedestrian, bicycle, bus,
auto/taxi pickup and dropoff, parkandride, and bus layover facilities. A hierarchy
pickup/dropoff
Auto parkandride
Passenger Waiting Area with Weather Shelter

Together with platforms, passenger waiting areas function as primary features
of a transitway station. All transitway stations should provide one or more weather
shelters for waiting passengers. Shelter design should consider passenger safety,
passenger comfort, functional similarity, and ease of maintenance.
Enclosures at Transitway Stations

All transitway stations should include sheltered waiting areas. Some transitway
stations may also include one or more enclosures when justified. Enclosures should
be reserved for high volume stations or when station equipment requires protection
from the elements.
Presence of circulation systems like elevators or escalators that provide

access to transitway boarding platforms, such as at stations located in
freeway medians
Stations located within multiuse buildings, such as an airport terminal
Transit transfer points with a total of 500 or more boardings per day
Site conditions including spatial constraints like available rightofway
CASE STUDY
Oriente Station, Lisbon, Portugal
Although its
primarily a
train station,
the facility was
Climate Control
Radiant heat and passive cooling should be used in all passenger waiting areas
at transitway stations. Where heat and/or air conditioning is required for equipment
operation, or other environmentally friendly options should be explored taking into
account both capital and longterm operating and maintenance cost.
Lighting
All stations should incorporate pedestrian, platform, vehicle circulation, and
emergency lighting, selected and located to achieve the required illumination level
for each element of the facility. Lighting should complement station architecture
and surrounding station elements. Special care should be taken to design station
lighting and shelters to avoid spill light which could negatively affect adjacent land
uses. Considerations should include reducing glare to transit operators.
Seating
Seating at stations may or may not be an element of waiting area design.
Where seating is provided, materials should be selected to discourage use as
sleeping facilities, and designed for ease of installation and repair. Seating may be
replaced by leaning rails.
built to provide a place of central convergence for underground rail, taxis, airport
travelers and various above-ground trains as well.
Unlike some other major transit stations, Oriente features several design elements
that keep travelers from becoming claustrophobic. The most notable is the beautiful
and massive metal skeleton that covers eight
elevated tracks and their corresponding
platforms. The structure seems to emulate
the veiny underside of a tree leaf, with beams
shooting off in all directions. The structure is
covered only with glass, so daylight can
illuminate the station during the day, and
interior lights provide an ethereal glow at
night.

The Oriente station is an inter-modal terminal: Its facilities serve and interconnect
several forms of transport. Passengers can change between metropolitan, long- and
medium-haul regional and
international trains. There are
connections into the underground
system, national and metropolitan
buses or taxis. There is also an
airport link and check-in
facilities. The bus station, metro
station, parking lot and
commercial shops are efficiently
located below the tracks.
According to Calatrava, the station, which helps link to previously unconnected
neighborhoods has been a catalyst for community regeneration in the area.
Transiting through the space there is almost no awareness of the load of trains that
the columns support. The movement of the columns as they describe their arches
makes an arresting setting together with the hanging bridges, connecting tunnels,
lifts and elevators.
3.10 WASTE MANAGEMENT AND MAINTENANCE FACILITIES

Considerations/ Guidelines and Standards:
A waste management facility/system must be operated safely and
efficiently in a manner that has the least adverse environmental impact.
Environmental impacts of concern briefly include: potential contamination of
surface water or groundwater due to toxic leachate or run-off from the site;
impaired air quality due to odour and dust; excessive noise from machinery and
traffic; health and nuisance concerns if rodents and flies proliferate, and eyesore
from windblown debris.
On-Site Processing
Details of processing facilities for volume reduction, materials recovery, or

materials preparation (e.g.
for composting) are to be
provided including the
general type, size, and
location of equipment,
sorting pads, and facilities.
In selecting technology and
equipment consideration
shall be given to reducing
overall environmental
impact, energy conservation,
working conditions, and desired end-use for recyclables and compost.
Surface water and storm water management
Surface/Storm water management and control systems shall be provided
and designed to:
divert storm water and run-on away from working areas;

collect and control run-off waters from the site to remove sediment prior to
discharge; and to reduce erosion impact to the intermediate and final cover.
Storm water management systems shall be designed to handle a 100 year

storm event for a duration appropriate to the size of the drainage basin. Surface
water management systems should be hydraulically separate from the facilitys
leachate management system(s).
Leachate management
Potentially toxic leachate may emanate
from stockpiled waste material. This could occur
when waste is laid out at the receiving area of a
waste transfer station or in-vessel compost facility;

or once the waste that has been placed in a landfill for final disposal, and wherever
else there is exposure to the elements, and a pathway for leachate migration.
A leachate management system consists of leachate collection and
treatment to remove contaminants prior to discharge to the receiving environment.
The installations to achieve effective leachate management are not usually complex
for enclosed facilities which can be constructed with secondary containment
features and collection sumps.
Odour Control
Systems and operational protocols for odour management shall be in place
and all managerial staff shall be properly trained. Specifications and details shall be
provided,
and shall include:
installing ventilation and air filter systems, and maintaining negative air
pressure for material reception and storage facilities;
maintaining equipment and systems and regular air quality sampling;
monitoring, if required, impacts on receptors;
maintaining a consistent throughput of material so as to avoid stockpiles;
scheduling the receipt of materials and facility activities so as to minimize
adverse impact on neighbours e.g. considering wind direction, ambient
temperature and time of day
establishing good housekeeping practises to keep roadways, buildings,
grounds and equipment clean; and
effectively addressing odour complaints.
Guidelines for Controlled Dumps - The following shall be the minimum

considerations for the establishments of controlled dumps:
Regular inert cover;
Surface water and peripheral site drainage control;

Provision for aerobic and
anaerobic
decomposition;
Restriction of waste
deposition to small
working areas;
Fence, including
provisions for litter
control;
Basic record-keeping;
Provision of maintained
access road;
Controlled waste picking and trading;
Post-closure site cover and
vegetation; and
Hydro geological siting.
Recycling Facilities

Containers should be provided for recycled materials and a designated area
should be included in the site development plan. Access to the recycling area should
be controlled by fencing to prevent unauthorized removal of salvaged materials.
CASE STUDY
UNIVERSITY OF BRITISH COLUMBIA BUILDING OPERATIONS
UBC Building Operations creates outstanding university experiences by
maintaining and operating the universitys learning environment in the safest,
simplest, sustainable, most efficient way. UBC Building Operations provides
comprehensive facilities maintenance, operations and renovation services for lands
and buildings owned by the University of British Columbia.
Services:
1. Custodial Services include:
custodial cleaning of all offices, classrooms, labs, and common
areas
waste removal from buildings and recycling and pop / can bins
pest control and monitoring
locking and unlocking of exterior doors
respond to emergencies, such as floods and plugged toilets
outdoor bookings
2. Municipal Services is responsible for providing waste management services,
soft and hard landscape services, automotive and equipment maintenance
as well as moving and general labour services.
UBC Waste Management provides both waste management services and
waste reduction education to the UBC campus community through the
coordination of recycling, composting and litter reduction initiatives.
3. Trades are the heart and hands of Building Operations. We provide a
wide range of services for the maintenance, repair and operation of the
buildings on campus.
4. Utilities and energy Services is responsible for providing seamless operation

of electricity, water, gas, steam, sanitary and storm water utilities. This
includes the Powerhouse, which produces steam for building heating, and
the Utilities plumbers and steamfitters tradespeople that work on the
distribution and storage of this steam.

REFERENCES:
Books
1. Time-saver Standards for Building Types 2nd Edition; Joseph De Chiara &
John Callender
2. BP 220 (Economic and Socialized Housing Projects)
3. PD 957 (Subdivision and Condominium Buyers Protective Decree)
4. REPUBLIC ACT 9003 (An act providing for an ecological solid waste
management program, creating the necessary institutional mechanism and
incentives, declaring certain acts prohibited and providing penalties,
appropriating funds therefor, and for other purposes)
Links
5. http://www.ask.com/question/what-is-an-urban-community
6. http://www.urbandesign.org/elements.html
7. http://www.ci.highland.ca.us/GeneralPlan/PDFs/10Community_Design_Element.pdf
8. http://uli.org/case-study/willowsfordcs/
9. http://www.ubmfuturecities.com/author.asp?section_id=234&doc_id=5252
07
10. http://www.mfe.govt.nz/publications/urban/urban-design-case-studiesmay08/html/page12.html
11. http://www.som.com/projects/time_warner_center#sthash.9Fn1sois.dpuf
12. http://grimshaw-architects.com/project/via-verde-the-green-way/
13. http://www.dsdip.qld.gov.au/resources/guideline/pda/guideline-08-medhigh-rise-buildings.pdf
14. http://www.e-architect.co.uk/singapore/newton-suites
15. http://www.lethbridge.ca/Doing-Business/PlanningDevelopment/Planning/Documents/HOC%20Part%208%20%20Design%20Guidelines.pdf
16. http://www.rockyview.ca/Portals/0/Files/BuildingPlanning/Standards/Com
mercial-Office-Industrial-Design-Guidelines.pdf
17. http://www.wbdg.org/design/office.php
18. http://architeccorner.blogspot.com/2013/03/hudson-yards-new-new-yorktowers-for.html
19. http://www.ttap.mtu.edu/publications/2007/ParkingDesignConsiderations.
pdf
20. http://www.bca.gov.sg/BarrierFree/others/ud_guides.pdf
21. http://www.archdaily.com/313990/wulai-parking-structure-qlab/
22. http://www.wmata.com/pdfs/planning/station%20access/ssapm.pdf
23. http://translink.com.au/sites/default/files/assets/resources/abouttranslink/what-we-do/infrastructure-projects/public-transportinfrastructure-manual/2012-05-public-transport-infrastructure-manual.pdf
24. https://at.govt.nz/media/imported/4394/Public_Transport_Interchange_De
sign_Guidelines.pdf
25. http://inhabitat.com/som-unveils-sweeping-bus-concourse-for-denversredeveloped-union-station/denver-union-station-som-1/?extend=1
26. http://www.egplanning.org/projects/civic_center/documents/civic-centerdesign-guidelines.pdf
27. http://aasarchitecture.com/2013/06/brent-civic-centre-by-hopkinsarchitects.html
28. http://www.pland.gov.hk/pland_en/tech_doc/hkpsg/sum/pdf/sum.pdf
29. http://www.wbdg.org/design/dining_facilities.php
30. http://www.un.org/esa/socdev/enable/designm/AD3-01.htm
31. http://www.q8iblender.com/post/2011/05/11/West-Edmonton-Mall.aspx
32. http://www.thecanadianencyclopedia.ca/en/article/west-edmonton-mall/
33. https://at.govt.nz/media/310396/ATCOP_Section_22_Public_Transport_Fer
ries_and_Wharves.pdf
34. http://www.archdaily.com/397358/west-end-ferry-terminal-cox-raynerarchitects/
35. http://www.ridetarc.org/uploadedFiles/TARC_TDSM_FINAL_091613web.pd
f

36. http://your.kingcounty.gov/ftp/kcdot/tdcs/Standards/PassFac/KCMFacDes.
pdf
37. http://www.metrocouncil.org/Transportation/Publications-AndResources/Station-and-Support-Facility-Design-Guidelines-Use.aspx
38. http://www.galinsky.com/buildings/oriente/index.htm
39. http://inhabitat.com/santiago-calatravas-gorgeous-oriente-station-istopped-with-a-leaf-like-canopy-that-looks-lighter-than-air/oriente-stationlisbon-portugal-2/?extend=1
40. http://www.env.gov.nl.ca/env/env_protection/waste/waste_management_
facilities_general_standards.pdf

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URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

What is an Urban Community?

What is a Mixed-use Development?

Urban Community Features

High Density Population

Mixed use development is a development at least

Types of mixed use developments:

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

Mid-rise Housing development creates the potential of a new market that is

GUIDELINES (PD 957)

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

Bathroom Door 0.60 m.

Building Design Standards (BP 220)

Spaces within the dwelling structures shall be distributed in an economical, efficient

c.2 has a ceiling height of not less than 2.0 meters.

a) Width. Stairways shall have a minimum clear width of 0.60 meter.

a) A minimum of one entrance/exit shall be provided where the number of

c) Headroom Clearance. Stairs shall have a minimum headroom clearance of

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

f. Firewall (Amended per Board Res. No. 824, Series of 2008)

Non - Residential Use

Roofing material that is impervious to water shall be provided.

NON-RESIDENTIAL AREAS >

25% OF TOTAL AREA

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

Fig. 13: Distance Between 3 - Storey Buildings

Table 11: Minimum Setbacks per Storey

Fig. 12: Distance Between 2-Storey Buildings

Fig. 14: Distance Between Blank Walls of Two Buildings

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

Five major elements are responsible for a good interior climate:

Refuse and Recycling

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

Artista Place Mid-Rise Residence

Siena Park Residences is nestled within a 3.1 hectare property consisting of 11

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

A luxurious individually-owned housing unit in a multi-unit building. The

Mechanical Equipment and Service Areas

Standing Base Area

Design Standards and Guidelines for Residential Condominium Projects

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

a. Parks/Playground and/or Other Recreational Areas

e. No development shall be allowed within the 5-meter mandatory easement on

a.1 Parks/Playground (exclusive of easements, access roads, driveways,

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

b.2 For Commercial Condominium Units

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

d.2.2 Capacity -20% Average Daily Demand plus fire reserve

d.3 Mechanical Equipment and Service Areas

b. Family Dwelling Unit

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

UNIT FLOOR PLANS

The Prestigious Corner Address Majestically

Living at Bristol places you within easy reach of

The Library / Study Hall

24-hour security center

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

5. All Side Architecture. Architectural detailing on facades may vary depending on

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

residential, service, entertainment, eating and drinking establishments, and medical

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENT

1. Any large-format building should incorporate either an on-site amenity (e.g., a