Book 20180224 For Final Delibs

A PROPOSED TORIL INTEGRATED TRANSPORT TERMINAL
A Study on Transport Urbanism and the Sociospatial Effects of Transportation| i
ABSTRACT
Public transportation is a vital part of a liveable city as it is the medium to move

people and goods and support economic, social, and cultural activities. In a liveable
city, the public transportation should help protect the environment, and aim at
promoting health, safety and accessibility. (Hall, 2013) It has also helped define and
shape the structure of modern urban cities. (Labenz, 2014)
Davao City’s strong economic growth has increased demand for public
transportation within the city. Big-time business companies are currently eyeing the
city as a potential place for them to expand their business. The flourishing city has
since become congested and travel time has been increasing since. (Asian
Development Bank, 2016)
With this, the proponent envisions a public transit system in Davao City that will
pave the way for positive development in the city that will enhance the liveability of the
city. The goal of this proposal is to create more opportunities for socio-spatial
interaction in the city through an integrated transport terminal and transportation
system that will promote development outside the center of city’s development and
create more opportunities for the people.
The study aims to analyze how applying the concepts and principles of
transport urbanism will be able to influence the sociospatial relationships in the local
setting and be able to enhance the livability of Davao City.
KEYWORDS: Public Transportation, Congested, Liveability, Sociospatial Interaction,

Integrated Transport Terminal, Transport Urbanism
DESIGNING FOR LIFE: Planning for a Liveable Davao City

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| ii
Table of Contents
Table of Contents .......................................................................................................ii
List of Figures ............................................................................................................ix
List of Tables ............................................................................................................. x
Appendix ...................................................................................................................xi
CHAPTER 1 BACKGROUND OF THE STUDY ......................................................... 1
1.1 Introduction ..................................................................................................... 2
1.2 Statement of the Problem ............................................................................... 2
1.3 Research Framework ...................................................................................... 4
1.4 Goals and Objectives ...................................................................................... 5
1.5 Assumptions ................................................................................................... 5
1.6 Hypothesis ...................................................................................................... 6
1.7 Scope and Limitations..................................................................................... 6
1.8 Significance of the Study................................................................................. 7
1.9 Definition of Terms .......................................................................................... 7
CHAPTER 2 REVIEW OF RELATED LITERATURE ................................................. 8
2.1 Introduction ..................................................................................................... 9
2.2 Designing for Life ............................................................................................ 9
2.2.1 Elements of a Livable City ............................................................. 10
2.2.2 Guiding Principle of Livability ........................................................ 12
2.2.3 Principles of Transport for a Livable City ....................................... 12
2.2.4 Criteria for Livability ....................................................................... 13
2.2.4.1 Davao City’s Livability ............................................................. 15
2.3 Transportation Urbanism............................................................................... 15
2.3.1 The Role of Transportation in Molding Cities ................................ 16

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| iii
2.3.2 Impact of Transportation in the Modern Society ............................ 17
2.3.3 Principles of Transport Urbanism .................................................. 17
2.3.3.1 Frequency............................................................................... 17
2.3.3.2 Reliability ................................................................................ 18
2.3.3.3 Speed ..................................................................................... 18
2.3.3.4 Convenience........................................................................... 18
2.3.3.5 Ease of Use ............................................................................ 18
2.3.4 Site Selection ................................................................................ 19
2.3.4.1 The Suburban Setting of Davao City ...................................... 19
2.3.5 Transit Requirements .................................................................... 20
2.3.5.1 Transit Facility ........................................................................ 20
2.3.6 Transit Precedents ........................................................................ 21
2.3.7 Transport Urbanism and Livability ................................................. 21
2.4 Transportation............................................................................................... 22
2.4.1 History ........................................................................................... 22
2.4.2 Geography .................................................................................... 22
2.4.3 Transportation and Livability ......................................................... 23
2.4.4 Consideration in Transportation Systems...................................... 23
2.5 Transportation in Davao City ......................................................................... 24
2.5.1 Traffic Situation of Davao City ....................................................... 26
2.5.1.1 Future Plans ........................................................................... 29
2.5.1.2 PUV Modernization Program .................................................. 30
2.5.1.3 High Priority Bus System ........................................................ 31
2.6 Sociospatial Perspective ............................................................................... 32
2.6.1 The Concept of Space .................................................................. 32
2.6.2 Disciplines Under Sociospatial Perspective .................................. 34

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| iv
2.6.2.1 Geography .............................................................................. 34
2.6.2.2 Urban Planning ....................................................................... 34
2.6.2.3 Economics .............................................................................. 35
2.6.2.4 Sociology ................................................................................ 35
2.6.3 Real-Estate Developments............................................................ 35
2.6.4 Government Intervention and Political Interests ............................ 35
2.6.5 Cultural Orientation ....................................................................... 36
2.6.6 Metropolitan Development ............................................................ 36
2.6.7 The Sociospatial Dimensions of Livability ..................................... 36
2.6.7.1 Policy ...................................................................................... 37
2.6.7.2 Culture .................................................................................... 37
2.6.7.3 Security................................................................................... 37
2.7 The Sociospatial Implications of Transportation ............................................ 38
2.7.1 Purpose of Transportation ............................................................. 38
2.7.2 Importance of Transportation ........................................................ 38
2.7.3 Impact to the Society ..................................................................... 39
2.8 Passenger Comfort & Travel Behavior .......................................................... 40
2.8.1 Reason for Travel .......................................................................... 40
2.8.2 Passenger Comfort, Convenience, and Satisfaction ..................... 41
2.8.3 Passenger Waiting Time & Time Management ............................. 41
2.8.4 Passenger Sociospatial Behavior .................................................. 42
2.8.4.1 Passenger Psychological Behavior in Terminals .................... 42
2.8.4.2 Public and Social Order .......................................................... 43
2.8.4.3 Private and Personal Sphere .................................................. 45
2.9 Transport Terminal Design............................................................................ 46
2.9.1 Function of Transport Terminals ................................................... 46

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| v
2.9.2 Livable Cities and Transport Terminal ........................................... 47
2.9.3 Considerations for Transport Terminal Design .............................. 47
2.9.3.1 Location .................................................................................. 49
2.9.3.2 Area ........................................................................................ 50
2.9.3.3 Modal Integration .................................................................... 51
2.9.4 Pedestrian Considerations ............................................................ 51
2.9.4.1 Legibility and Accessibility ...................................................... 51
2.9.4.2 Safety ..................................................................................... 52
2.9.4.3 Comfort & Attractiveness ........................................................ 52
2.9.5 Terminal Operating Sequence ...................................................... 53
2.9.6 Circulation, Loading Areas and Capacities ................................... 53
2.9.7 Peak Season ................................................................................. 55
2.10 Case Studies on Transport Terminals ........................................................... 56
2.10.1 Davao City Overland Transport Terminal (DCOTT) ................... 56
2.10.1.1 History .................................................................................... 57
2.10.2 Santa Pola Bus Station .............................................................. 58
CHAPTER 3 METHODOLOGIES ............................................................................ 59
3.1 Research Design .......................................................................................... 60
3.1.1 Descriptive Status Design ............................................................. 60
3.1.2 Descriptive Survey ........................................................................ 60
3.2 Research Subjects ........................................................................................ 60
3.3 Research Instruments ................................................................................... 60
3.3.1 Primary Sources............................................................................ 60
3.3.1.1 Interview ................................................................................. 61
3.3.1.2 Survey .................................................................................... 61
3.3.1.3 Ocular Inspection .................................................................... 61

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| vi
3.3.2 Secondary Sources ....................................................................... 61
3.3.2.1 Publications ............................................................................ 61
3.3.2.2 Computer-aided Research...................................................... 61
3.3.2.3 Government-Issued Documents ............................................. 62
3.4 Data Gathering Procedure ............................................................................ 62
3.4.1 Interviews ...................................................................................... 62
3.4.2 Survey ........................................................................................... 62
3.4.3 Ocular Inspection .......................................................................... 62
3.5 Directory of Experts and Organizations Used as Reference.......................... 63
3.5.1 Experts .......................................................................................... 63
3.5.2 Organizations ................................................................................ 63
CHAPTER 4 RESULTS, ANALYSIS & INTERPRETATION..................................... 65
4.1 Results.......................................................................................................... 66
4.1.1 Results based on The Review of Related Literature ..................... 66
4.1.1.1 Livable Cities .......................................................................... 66
4.1.1.2 Livability and Transport Urbanism .......................................... 67
4.1.1.3 Livability of Transportation Systems ....................................... 68
4.1.1.4 Livability and Sociospatial Perspective (SSP) ........................ 69
4.1.1.5 Livability and Sociospatial Impact of Transportation ............... 70
4.1.1.6 Design Considerations for Buses ........................................... 71
4.1.2 Results based on Interviews ......................................................... 73
4.1.2.1 Terminal Function, Configuration, Consideration; Interview with

Ms. Aisa S. Usop .................................................................................... 73
4.1.2.2 Traffic Management and Transport Livability; Interview with Mr.

Eduardo B. Perez IV ............................................................................... 74
4.1.2.3 Urban and Transport Planning, and Transport Livability;

Interview with Engr. Jose Froilan T. Rigor............................................... 75

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| vii
4.1.3 Results based on Ocular Inspection .............................................. 75
4.1.3.1 Ocular Inspection of the Acacia, Tagakpan, Indangan, Sirib,

Guianga Jeepney Terminal ..................................................................... 75
4.1.3.2 Ocular Inspection of the Moonbeem Realty Development Corp.

L300 Terminal ......................................................................................... 77
4.1.3.3 Ocular Inspection of the MONVODA Satellite Van Terminal .. 79
4.1.3.4 Ocular Inspection of the VP Northbound Van Satellite Terminal

80
4.1.3.5 Ocular Inspection of the Southern Mindanao Transport Terminal

Inc. 82
4.1.3.6 Ocular Inspection of the Abreeza – Metro Shuttle Bus Terminal

83
4.1.3.7 Ocular Inspection of the Davao City Overland Transport

Terminal (DCOTT) .................................................................................. 85
4.1.4 Results based on Survey .............................................................. 91
4.2 Analysis, Interpretations and Recommendations .......................................... 95
4.2.1 Identifying Strategies for Transport Urbanism ............................... 95
4.2.2 Identifying Strategies for Livability ................................................. 97
4.2.3 Identifying Strategies for Sociospatial Aspects of Transportation .. 99
4.2.3.1 Strategies for Perceived and Conceived Sociospatial Behavior

99
4.2.3.2 Strategies for Sociospatial Implications of Transportation .... 101
4.2.3.3 Spatial Considerations for Types of Users and Behavior ..... 102
4.2.3.4 Spatial Considerations for Transportation in Davao City ...... 104
4.3 Site Criteria ................................................................................................. 105
CHAPTER 5 THE PROJECT ................................................................................. 108
5.1 Site Analysis ............................................................................................... 109
5.1.1 General Profile ............................................................................ 109

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| viii
5.1.2 Location and Vicinity ................................................................... 110
5.1.3 Sun and Wind Path ..................................................................... 111
5.1.4 Zoning ......................................................................................... 112
5.1.5 Physical Features........................................................................ 113
5.1.5.1 Natural Features ................................................................... 113
5.1.6 Accessibility................................................................................. 114
5.1.6.1 Vehicular Circulation ............................................................. 114
5.1.6.2 Pedestrian Circulation........................................................... 114
5.1.7 Utilities......................................................................................... 115
5.1.8 Sensory ................................................................................................... 115
5.1.8.1 Sensory – Views ................................................................... 115
5.1.8.2 Sensory - Noise .................................................................... 116
5.2 Project Description ...................................................................................... 117
5.3 General Space Requirements ..................................................................... 117
5.3.1 Site Requirements ....................................................................... 117
5.4 Design Philosophy ...................................................................................... 117
5.5 Programmatic Concept ............................................................................... 118
5.5.1 Flexible Spaces and Diverse Activities ........................................ 118
5.5.2 Safe and Secure Transit Environment ........................................ 118
5.6 Organizational Structure ............................................................................. 119
5.7 Specific Space Requirements ..................................................................... 119
5.7.1 General Use ................................................................................ 119
5.7.2 Passenger Amenities .................................................................. 119
5.7.3 Staff Use ..................................................................................... 120
5.8 Behavioral Analysis..................................................................................... 120
5.8.1 Site Behavioral Analysis .............................................................. 120
5.8.2 Terminal Building ........................................................................ 121

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| ix
5.8.2.1 Visitor Behavioral Analysis ................................................... 121
5.8.2.2 Staff Behavioral Analysis ......................................................... 122
5.9 Space Matrix ............................................................................................... 123
5.10 Bubble Diagrams ........................................................................................ 124
5.10.1 Terminal Building ..................................................................... 124
5.11 Space Programming ................................................................................... 124
References ............................................................................................................ 130
List of Figures
Figure 1: Research Framework ................................................................................. 4
Figure 2: Criteria of livability .................................................................................... 13
Figure 3: Criteria of livability – splitted up by continents ........................................... 13
Figure 4: The most and least livable countries ......................................................... 14
Figure 5: Davao City Land Use Plan (2013-2022) ................................................... 20
Figure 6: Modes for Long-distance Travel ............................................................... 24
Figure 7: Modes for Urban Transport ....................................................................... 25
Figure 8: Proposed By-pass Highway Map (City Government of Davao, 2013) ....... 29
Figure 9: Spatial Direction of Development (CH2M Hill, 2013) ................................. 30
Figure 10: Public and Personal Space Diagram (WebHamster, 2009) ..................... 45
Figure 11: 40ft Minimum Turning Path (Transit Authority of River City, 2013) .......... 49
Figure 12: Linear Berth ............................................................................................ 54
Figure 13: Sawtooth Berth ....................................................................................... 54
Figure 14: Angle Berth............................................................................................. 54
Figure 15: Drive Through Berth ............................................................................... 55
Figure 16: Davao City Overland Transport Terminal (Tan, 2015)............................. 56
Figure 17: DCOTT Income Chart 2013-2014 ........................................................... 57
Figure 18: Santa Pola Bus Station ........................................................................... 58

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| x
Figure 19: Age of Respondents ............................................................................... 91
Figure 20: Gender of Respondents.......................................................................... 92
Figure 21: Reason for Travel ................................................................................... 92
Figure 22: Mode of Travel........................................................................................ 93
Figure 23: Mode of Urban Travel ............................................................................. 93
Figure 24: Preferred Time to Travel ......................................................................... 94
Figure 25: What to do while waiting ......................................................................... 94
Figure 26: Lacking Amenities in the Terminal .......................................................... 95
Figure 27: Mapping of Site 1.................................................................................. 106
Figure 28: Mapping of Site 2.................................................................................. 107
Figure 29: General Profile of the Proposed SIte .................................................... 109
Figure 30: Sun and Wind Path of the Proposed Site .............................................. 111
Figure 31: Land Use and Zoning around the Site .................................................. 112
Figure 32: Slope Analysis of the Proposed Site ..................................................... 113
Figure 33: Organizational Structure ....................................................................... 119
Figure 34: Site Behavioral Analysis ....................................................................... 120
Figure 35: Terminal Building - Visitor Behavioral Analysis ..................................... 121
Figure 36: Terminal Building - Staff Behavioral Analysis ........................................ 122
Figure 37: Space Matrix of the Integrated Transport Terminal ............................... 123
Figure 38: Terminal Building Bubble Diagram........................................................ 124
List of Tables
Table 1 Scale of Public Transport in Davao City ...................................................... 25
Table 2: Summary of Journey Time Surveys ........................................................... 26
Table 3: Observed and Assigned Traffic Count (Japan International Cooperation

Agency, 2014) ......................................................................................................... 27
Table 4: Peak Hour Analysis (CH2M HILL, 2013) .................................................... 28

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| xi
Table 5: Design Characteristics of 40ft. and 45ft. Regular Buses (Transportation
Research Board, 2007............................................................................................. 48
Table 6: Required Minimum Allocation of Spaces in the Site (ALMEC Corporation,

2011) ....................................................................................................................... 50
Table 7: Passengers According to Season (DCOTT, 2016) ..................................... 55
Table 8: Design Characteristics of 40ft. and 45ft. Regular Buses ............................ 72
Table 9: Ocular Inspection of the Acacia, Tagakpan, Indangan, Sirib, Guianga Jeepney
Terminal .................................................................................................................. 77
Table 10: Ocular Inspection of the Moonbeem Realty Development Corp. L300
Terminal .................................................................................................................. 78
Table 11: Ocular Inspection of the MONVODA Satellite Van Terminal .................... 80
Table 12: Ocular Inspection of VP Northbound Van Satellite Terminal .................... 81
Table 13: Ocular Inspection of the Southern Mindanao Transport Terminal Inc. ...... 83
Table 14: Ocular Inspection of the Abreeza - Metro Shuttle Bus Terminal ............... 85
Table 15: Ocular Inspection at Davao City Overland Transport Terminal ................. 90
Table 16: Strategies for the Principles of Transport Urbanism ................................. 97
Table 17: Strategies for the Elements of a Livable City ............................................ 99
Table 18: Strategies for Sociospatial Behavior ...................................................... 101
Table 19: Strategies for Sociospatial Implications of Transportation ...................... 102
Table 20: Spatial Considerations for Types of Users and Behavior ....................... 104
Table 21: Spatial Consideration for Transportation in Davao City .......................... 104
Table 22: Site Criteria ............................................................................................ 106
Table 23: Location and Vicinity of the Proposed Site ............................................. 111
Table 24: Space Programming of the Terminal Building ........................................ 129
Appendix
APPENDIX A - Davao City Land Use Plan (2013-2022) (City Government of Davao,
2013) ..................................................................................................................... 138
APPENDIX B - Journey Time Along Public Transport Routes (CH2M Hill, 2013) .. 138

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| xii
APPENDIX C - Traffic Count Locations (Japan International Cooperation Agency,
2014) ..................................................................................................................... 151
APPENDIX D - Traffic Volume Count (Department of Public Works and Highways -

Region XI, 2012) ................................................................................................... 152
APPENDIX E – Map of the Proposed Feeder Routes for Toril Proper (CH2M Hill, 2013)
.............................................................................................................................. 156
APPENDIX F – Standard Classification and Guidelines in the Establishment,

Maintenance and Operations of Public Transport Terminals (Land Transportation
Franchising and Regulatory Board (LTFRB), 2008) ............................................... 160
APPENDIX G - Policies on Transport Accessibility (Office for Transportation Security,

2014) ..................................................................................................................... 163
APPENDIX H - Ordinance 110 Series of 1986 "Davao City Overland Transport

Terminal Ordinance" (Davao City Code of Ordinances, 2009) ............................... 169
APPENDIX I - Bus Bay Arrangement (DCOTT Administration Office).................... 174
APPENDIX J - DCOTT Site Development Plan ..................................................... 175
APPENDIX K - Sample Survey Design .................................................................. 176

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| 1
CHAPTER 1
BACKGROUND OF THE STUDY
1.1 Introduction
1.2 Statement of the Problem
1.3 Research Framework
1.4 Goals and Objectives
1.5 Assumptions
1.6 Hypothesis
1.7 Scope and Limitations
1.8 Significance of the Study
1.9 Definition of Terms

1.1 Introduction
Public transportation, or widely known as mass transit, is a shared mode of

transportation available for public use. It allowed places to be connected, allowed
development to extend further to the edges of cities, and helped created opportunities
for the people and place. Basically, public transportation created a path for places that
led to its development, and with that development, the public transit becomes a
valuable function of metropolitan areas. (Funk & Wagnalls New World Encyclopedia,
2016)
Public transport has since been a great factor in determining a city’s livability.
Integrating a public transit that is able to transport people and goods around the city in
an efficient manner creates a city wherein goods and people are transported without
so much as a delay, making the city well-connected and accessible to its people.
(Turnbull, 2010) It can be said from a socio-spatial perspective that public transport
and its supporting built infrastructures are both a product and a producer of change in
metropolitan areas. An example of public transit being a product is that it adapts to the
culture and tradition of the population that it caters, and, an example of it being a
producer of change is the fact that infrastructure development is evident in places
accessible via the public transit. In other words, from a socio-spatial perspective, the
public transit along with its supporting built infrastructures and the society it serves
interact with each other. (Holzapfel, 2015)
Transport Urbanism is an urban design movement that promotes a transit-

supportive development that starts by identifying a transport corridor that can support
multimodal transportation options, applying the principles of transit-supportive
development in the planning process. (Labenz, 2014) This, together with the elements
of a liveable city, theories of the socio-spatial perspective, the current traffic problems
of the city, and the current problems of the existing transport terminal, shall be the
basis for the architectural solutions that this book will explore to. Data gathered will be
used to create the design criteria and guidelines for the proposed transport terminal
that will enhance the livability of Davao City.
1.2 Statement of the Problem
Davao City, known as the Crown Jewel of Mindanao for being the center of the
metropolitan area, possess one of the largest economies in the country. A lot of
businessmen and investors, local & international, see Davao City as an opportunity to

expand their business and to invest, and many people from the neighboring provinces
go to the city to look for work and send their children to schools in Davao. (Pojas, 2016)
Though good for the city, a booming economy is actually bad news for it could lead to
road congestion and traffic as this will increase the number of vehicles and the demand
for public transportation. (Massey, 2014)
With that, the questions the study aims to answer include:
1. What is the traffic situation in Davao City?
2. How would transport urbanism improve the traffic situation of Davao City?
3. How would transport urbanism affect sociospatial relationships within the

city?
4. How would sociospatial relationships within the city affect its livability?
5. How would transit-supportive infrastructures support a livable

environment?
6. How will this study contribute to the livability of Davao City?

1.3 Research Framework
INDEPENDENT
DEPENDENT
INTERVENING
•Current traffic • Livability of Davao •Proposed Davao
situation of City City Integrated
Davao City • Transport Transport
Urbanism Terminal
•Concerns and
• Sociospatial
problems of the
Theory
current transport
• Laws and
terminal
Ordinances
involving Transport
Terminals
• Architectural
Design standards
for Bus Terminals
Figure 1: Research Framework
The study shows that Transportation Urbanism and the Socio-spatial Theory
are the two body of knowledge that the study will be basing on to achieve the goal of
designing an Integrated Transport Terminal. Several intervening variables will be
considered to achieve the concept of Transportation Urbanism.
First, in response to the traffic issues of the city, the proponent shall gather
substantial data pertaining to the socio-spatial relationships of the people and their
surroundings, and use that data in relation to traffic issues of the city to create design
solutions that will help in decongesting the city.
Second, to answer the needs of the proposed integrated transport terminal, the
design for the built environment shall consider the concerns and problems of the
current transport terminal mainly by applying concepts and principles of Transportation
Urbanism which revolves on sustainability, socio-spatial relationships, and
transportation efficiency.

1.4 Goals and Objectives
The goal of the study is to analyze how transport urbanism, or applying the
principles of transit-oriented development and transit-supportive environment to
urbanism, will be able to influence the sociospatial relationships in the local setting
and, in turn, affect the livability of Davao City. With that, the objectives that the study
plans to accomplish are the following:
1. To assess the sociospatial effects of transportation in Davao City
2. To formulate architectural solutions using the concepts of Transport

Urbanism in relation to the sociospatial effects of transportation in
improving and/or enhancing the city’s livability
3. To determine architectural strategies that would improve the terminal’s

sociospatial attributes and the efficiency of the terminal to facilitate
transport
4. To identify the existing needs of the users of the transport terminal and
incorporate it to the design strategies for the new transport terminal
1.5 Assumptions
Davao City is a very progressive city. It is currently eyed by business

companies and investors local and international as a potential area for expanding their
business. Also, there are a lot of incoming and pending infrastructure projects for the
city that will give more opportunities to people. It is assumed that more people will be
coming to the city for business, leisure, and travel purposes. Along with those
developments, it is assumed that the city as a whole will develop over time to meet the
rising demands due to the city’s progressive development.
Davao City, being the 3rd city in the country with the largest economy, is
expected to suffer from traffic congestion primarily due to buses, informal public
transport, taxis, and other private and semi-private vehicles. These constraints are
assumed to pull down a city’s livability.
There are incoming and pending infrastructure projects for the city which aims
to solve the traffic congestion of the city and to cater to the rising demand for an

efficient public transit. It can be assumed that re-routing public utility vehicles will be
done by the government to maintain healthy competition while at the same time satisfy
the public’s need for an efficient and sustainable transit. This book shall consider them
in creating design solutions for the integrated transport terminal.
1.6 Hypothesis
The main purpose of the study is to analyze how a transit-supportive

environment will be able to influence the current sociospatial relationships in Davao
City and determine how all these can improve and/or enhance the city’s livability.
Davao City, currently a very progressive city, possesses one of the largest
economies in the country. It is currently getting the attention of a lot of investors in the
local and international sectors, which will be a significant contributor to Davao City’s
already amazing economic progress. This rapid progress would create a domino effect
that could create a negative impact to the city, especially in terms of mobility. Through
the concepts and principles of Transportation Urbanism, this study will be able to
provide ideas and solutions that would take advantage of the rapid development the
city is experiencing while minimizing, if not eliminating, its effects on mobility.
By assessing the current traffic situation of Davao City and identifying the
current problems of the existing Overland Transport Terminal, this study will be able to
provide solutions for Davao City’s traffic while at the same time promote a transit-
supportive environment that would be the foundation of future developments for the
city.
Assuming that the goals and objectives are met, the study will be able to
provide a new body of knowledge that can improve the current livability of Davao City
using the concepts of transport urbanism in relation to the sociospatial perspective to
urban sociology
1.7 Scope and Limitations
This project study will focus mainly on designing an Integrated Transport

Terminal that will accommodate and support the urban development of the city by
applying the concepts of Transportation Urbanism. Existing laws, guidelines, and
standards will be considered in creating the design criteria for the Integrated Transport
Terminal. The current socio-spatial relationship of the people to the existing transport

terminal, will be considered in creating the design criteria for the new terminal that will
promote a better socio-spatial relationship. Research on travel behavior, on the needs
of transient passengers and on the existing informal public transport and other semi-
private transport in the city will be used. This study will gather data from experts,
consultants, and professionals that will aid in the overall design guidelines.
1.8 Significance of the Study
The study focuses on enhancing and improving the livability of the city through
a transit-supportive environment, taking advantage of the human and vehicular traffic,
to promote a positive urban development that will improve the city's livability. Also, the
study takes into account the current sociospatial relationships within the city and
determine how a transit-supportive environment will affect that relationship, which will
benefit not just the riding public, but Dabawenyos as a whole.
Furthermore, the study highlights the use of the concepts of Transportation

Urbanism in a city like Davao City which is still developing and is very progressive but
is suffering from worsening traffic congestion. This will educate the Dabawenyos on
the benefits of a transit-supportive environment, the socio-spatial relationships they
have with the current environment and its effects to the society and use that information
to enhance the livability of Davao City.
1.9 Definition of Terms
1. Transport Urbanism - urban design movement that promotes a transit-

supportive environment towards a sustainable urban development (Labenz,
2014)
2. Sociospatial – referring to the society and the built environment &/or urban
spaces (Gottdiener & Hutchison, 2011)
3. Integrated – to create something new by combining two or more things

(Merriam-Webster, 2016)
4. Transport Terminal – central and intermediate locations in the movement

of passengers and freight (Rodrigue, 2013)

CHAPTER 2
REVIEW OF RELATED LITERATURE
2.1 Introduction
2.2 Designing for Life
2.3 Transportation Urbanism
2.4 Transportation
2.5 Transportation in Davao City
2.6 Sociospatial Perspective
2.7 Sociospatial Implications of

Transportation
2.8 Passenger Comfort and Travel Behavior
2.9 Transport Terminal Design
2.10 Case Studies

2.1 Introduction
This section of the book discusses the main components of the study that will
aid the proponent in creating a suitable design solution for the problem stated above.
The study will start with Designing for Life, the theme of the study. Understanding the
theme of the study will aid in understanding how the stated problem came to be, and
how it should be solved. The following articles will discuss the information, concepts,
and theories the proponent will be basing on to formulate the design solution. The last
article will dwell on public transportation, such as its history, the modes of transport,
their infrastructures and facilities, and the public transportation in Davao City.
2.2 Designing for Life
“First life, then spaces, then buildings – the other way around never works.” –
Jan Gehl, Professor on Urban Design, School of Architecture Copenhagen, Denmark
Designing for life, according to Warren McLaren, is designing for the life of all
and caters to the intrinsic needs of all – regardless of race, gender, religion, age, belief,
and all the differences everybody has. To design for life is to consider human life first,
and everything else will follow after that. (McLaren, 2015)
To design for life, it is imperative that one understand what the definition of
livability is. The problem is, there is no one definition of livability because livability is
defined as all the factors that add up to the quality of life of a place. Basically, livability
cannot be defined on a large scale. (Schmitt, 2016)
For the Department of Transportation of Washington DC, livability is associated

with coordination in the sense that all who are included in the city planning process
should be coordinated in their plans so that all the demand, needs, and wants of their
citizens will be addressed while minimizing the impact to the environment. In simple
terms, to them, livability can be achieved through sustainable travel options.
(Washington DC: U.S. Department of Transportation, 2010)
According to the book Livability 101 (American Institute of Architects, 2005), a

livable community, in a broad sense, should achieve development while still be able to
preserve its own identity. This will enable the community to stay unique to the other
developing cities. To do that, the community should take planning seriously, by

understanding that they should be included in the planning process as the end result
is for the whole community, not just a group of individuals.
On the other hand, according to the article Urban Design and Livability
(Monigham, 2015), livability is a concept of a city wherein the physical environment
works for everyone. The city should promote a lifestyle that is good for its constituents
by providing an environment that aids them in achieving their full potential.
Livability can be considered as a quantifying standard that will measure the

factors affecting the quality of life of a place. To have a livable city, the city must be
designed by the people for the people, not just for the select few. The community must
be included in the planning process by considering their needs and wants, and the
physical environment must be able to bring out the best of its constituents.
2.2.1 Elements of a Livable City
There are many guidelines, points, and principles used by many

professionals to measure livability, but there are six basic elements that
simplifies and summarizes all the elements of a livable city. (Burila, Birnbaum,
Radulovich, & Reinstein, 2016)
First and foremost, a livable city is a compact place. By being compact,

it maximizes the land area and, through it, conserves land. (Burila, Birnbaum,
Radulovich, & Reinstein, 2016) Being a compact city gives its constituents the
opportunity to create a diverse community that will give it a mixed-use center
that will create more employment and social opportunities. (State of Western
Australia, 2009) Melbourne, the top city in the whole world in terms of livability
is a living proof that a compact city can, with the support of the government
through the right policies, offer a better quality of life and boost economic
growth and help protect the environment. (Organization for Economic Co-
operation and Development, 2012)
A livable city is a place of diversity, wherein one can find all sorts of
things and avail all sorts of services within one’s community. (Burila, Birnbaum,
Radulovich, & Reinstein, 2016) Diversity creates all sorts of job opportunities
and employment choice within the community. This creates self-contained and
vibrant communities within the city, which would lessen the need for road
expansion as diverse communities would lessen the need of its constituents for
urban travel. (State of Western Australia, 2009) Davao City is, to an extent, a

diverse city as the city is known to be the “Melting Pot of the Philippines” due
to various migrants bringing with them various cultures from their respective
hometowns. (Jimenez, 2011)
A livable city is a place full of green spaces such as parks, playgrounds,

plazas, and greenways, and have an abundant number of trees and plants all
around the city. (Burila, Birnbaum, Radulovich, & Reinstein, 2016) Having
abundant green spaces in the city entices people to go outside and stay
outside, hence give people opportunities for social interaction. (American
Institute of Architects, 2005) Singapore, the 10th placer in an index report
regarding sustainable cities, is called the “City in A Garden” due to its focus on
green urbanization, which made the city abundant with green spaces, despite
being a small compact city. (Arcadis, 2015)
A livable city is a sustainable city, wherein the city maximizes the scarce
natural resources available to them. (Burila, Birnbaum, Radulovich, &
Reinstein, 2016) As our world is in a state of rapid urbanization, how cities are
planned and built will have social and economic impact and can have
detrimental and irreversible effects to the environment. There is a trade-off
between planet and profit, which is the most noticeable when it comes to fossil
fuel. It is, therefore, imperative that the quality of life, the environment, and
profit, which is the three main factors to consider in measuring sustainability,
must be balanced. (Arcadis, 2015)
A livable city is a healthy place to live as a healthy city is clean and a

health-supportive city. (Burila, Birnbaum, Radulovich, & Reinstein, 2016) A
healthy city facilitates physical activity and promotes physical social interaction
for its constituents which contributes to their physical and mental health.
(American Institute of Architects, 2005)
Last but not the least, a livable city is an accessible city, wherein, aside
from being supportive to the less abled constituents, the whole city is
interconnected via sustainable transportation modes, which makes personal
vehicles a luxury rather than a need. (Burila, Birnbaum, Radulovich, &
Reinstein, 2016) An accessible city promotes pedestrian movement and
diversity through a walkable environment, and is good for business and the
economic growth of a place as it can attract foot traffic. (American Institute of
Architects, 2005) Singapore is an example of an accessible city – aside from
having a very efficient and sustainable mode of public transit, the whole

independent state boasts a walkable environment, mainly due to its green
environment and wide pedestrian walkways. (Chin, 2015)
2.2.2 Guiding Principle of Livability
To achieve livability, there is one simple guiding principle that must be

followed, and that is to put people as the main priority in planning cities. As
planners apply and incorporate the six elements of livability, it should be done
with the mindset of putting people first, and making sure that all these would
last - and all else will follow. (Ghel & Hook, 2010)
2.2.3 Principles of Transport for a Livable City
Rapid population, rapid economic growth and development, rapid

urbanization - all these are good and all, but all these rapid changes create
challenges for our cities, especially the developing ones.
To counter these challenges, there is a need to create policies that will

support a city’s quest to livability. Aside from the aforementioned elements to
a livable city, there are principles that must be observed for enhancing and
improving livability through transportation – to create a walkable, and bike-able
if possible, environment that connects places with green and legible pathways,
to provide a high-quality public transport that is sustainable and fast, to
encourage mix-use planning and development, and to regulate vehicles plying
the road. (Institution for Transportation and Development Policy, 2011)

2.2.4 Criteria for Livability
Figure 2: Criteria of livability
Figure 3: Criteria of livability – splitted up by continents
In the article Criteria for Liveability (Schmitt, 2016), the criteria for
livability varies depending on where a city is located. A survey was conducted

that identified the top 3 criteria of livability of each continent (as shown in Figure
3), with the choices climate, healthcare, political stability, education, housing,
job opportunities, and safety. The top 3 for each continent are as follows:
• North America – culture, safety, job opportunities
• Central & South America – safety, job opportunities, culture
• Asia – political stability, culture, economy
• North Africa – housing, transportation, infrastructure
• Europe – safety, job opportunities, infrastructure
The data ascertains that the top 1 concern of the citizens in Asian
countries is political stability, or having a stable government.
Figure 4: The most and least livable countries

A Summary of the Liveability Ranking and Overview conducted by (The
Economist Intelligence Unit, 2015) shows the five most liveable and five least
liveable cities based on 30 qualitative and quantitative factors grouped into 5
broad categories stability, healthcare, culture and environment, education, and
infrastructure. The summary stated that recent terrorist acts such as the acts
of the Islamic State (IS) destabilized countries around the globe in more ways
than one. Regardless, most of the livable cities were able to maintain their
ranks, with Melbourne, Australia still the number 1 most liveable city around the

world as shown in Figure 4. Also, it should be noted that no city in the
Philippines are written in this article, which is a good thing and a bad thing. It’s
good to note that none of its cities are considered the least liveable, but the
Filipinos cannot celebrate yet as none of their cities are also considered the
most liveable.
2.2.4.1 Davao City’s Livability
Davao City, a highly-urbanized city, albeit lagging compared to

highly-urbanized cities of other countries like Metro Manila, with the slogan
“Life is Here”, prides itself and its constituents for, from being called “murder
city”, now repeatedly being coined one of the safest cities in Asia due to
then-Mayor Rodrigo Duterte’s iron-fist style in implementing the rule of law.
(Pana, 2012)
Davao City is recognized by a handful of online articles and blogs,

local and international, for being one of the best city in terms of livability due
to its effective government, safety and security, convenience, reasonably
priced amenities, and fresh potable water. These four are the factors of
livability recognized by the people, locals and tourists alike, that measures
Davao’s livability. (Nonoy, 2011)
Davao City was named The Most Livable City in the Philippines in
2008 by the Department of Tourism. According to a recent study, it is
currently the third most livable city in the Philippines, the first being Bacolod
City who garnered 85.183 points, with the second being Iloilo City who
garnered 80.23 points, while Davao City only garnered 80.01. (Bacolod
Tops the List of 2016 Most Livable Philippine Cities, 2016)
2.3 Transportation Urbanism
Public transportation is a vital aspect in urbanism as it can influence people’s

choices where to live, work, or simply to spend time. Businesses and investors can
benefit from that influence by choosing to create businesses near transit systems,
which is also good for the people as it creates more opportunities for the people.
(Dreessen Cardinal Architects Inc., 2016)
Due to it being a vital aspect, a satisfying transportation planning for a

developing city is very important. In rapidly developing cities around the world, transit-

oriented and transit-supportive developments have been continuously sprouting as it
is a very promising method to control the urban sprawl and the resulting car
dependence that is causing traffic congestion. (Cervero, 2006)
Transportation Urbanism, a type of urban design movement that promotes a

transit-supportive urban development, is a very promising concept that aims to propose
a new type of building development that enhances the abilities of transportation
infrastructures, and encourage developments to be outward – therefore spreading the
development and create dense and mix-use development patterns outside the center
of the city. This type of urbanism considers man, space, and buildings, in order from
left to right, albeit the name implying the opposite, due to the rising need of the people
for a better transportation system, with the goal of creating opportunities for
development to the outer cores of the city, making public transportation highly valued.
If properly implemented, this would, then, create a mutual relationship between the
society and the built environment – the built environment would benefit from the
society’s foot traffic and transit movement, and the society would prosper from the
positive development they bring with their foot traffic and transit movement. (Labenz,
2014)
The concept of Transport Urbanism has two goals in mind: (1) to provide
opportunities for the outer cores to develop, (2) to contain density to the urban cores
of the city. (Labenz, 2014) The first goal stresses the importance of site selection,
which will be discussed further on Chapter 2.3.2. The second goal is in line with the
six elements of livability, as discussed on Chapter 2.3.5.
2.3.1 The Role of Transportation in Molding Cities
In the past, the mainstream method of transporting people and goods

across cities and countries efficiently was through water transport. This meant
that major cities are found near or beside places with navigable waters. This
also meant that without any navigable waterways, there would be no cities. In
the case of American cities, expansion of the United States of the past was
limited at the Missouri River. The creation of railroads and trains added new
options for the people, and gave cities an opportunity to expand, enlarging the
city development. Railroads then started to connect every major city by land,
subsequently replacing canals as the major mode of transportation as canals
were used only for transporting goods and people to cities and countries not
connected by land, such as continental travel. When airplanes came to

existence, it, then, replaced canals as the major mode of transportation for
traveling between continents, until now, as people now are provided cheap
options to travel by air. Island countries, or archipelagos, greatly benefit from
air transportation, using it as the main mode of transportation over land and
water transport for being time-efficient. (The Henry Ford, 2010)
In the present, main cities have an international airport. Some remote-

areas-turned-tourist-spots, due to popular demand, were provided with
airports, like Siem Reap in Cambodia due to its historical temples, particularly
the massive Angkor Wat, attracting a large number of tourists.
2.3.2 Impact of Transportation in the Modern Society
Transportation has since then become a major element in the modern

civilization; the people may not realize it, but it is actually a big factor in our
lives.
Transportation can either help ease up our daily lives, or make it worse.
An efficient public transit will make transporting goods and people seamless;
being time efficient is a good thing in a lot of ways. On the other hand, traffic
congestion increases travel time, and is a bad thing for the people, for business,
and for the city. It can ultimately make a city inhabitable. (Mercurio, 2016)
Transportation and cities have a so-called ‘separation and connection’

relationship. Cities can separate, or divide the city into sections, but still connect
them through public or personal transportation. Transportation can also be
influenced by the culture of its inhabitants, or vice versa, wherein public transit
can influence the life style of its users and the planning of urban areas, hence
the term ‘transport psychology’. (Holzapfel, 2015)
People depend a lot on public transit. With the absence of an efficient

mode of transport, and absence of intervention from the government, the
society becomes automobile-centered, and this generates traffic congestion
and urban chaos. That is why it is crucial for city planners to remember that
public transportation can make or break a city. (Bradford, 2011)
2.3.3 Principles of Transport Urbanism
2.3.3.1 Frequency

The rate of passenger transportation’s ability to transport
passengers is one principle of transport urbanism and public transport that
makes it better than private transport. To ensure the success of transport
urbanism, deployed transport systems and facilitating terminals should be
designed to accommodate a lot of passengers and should be able to predict
the rising demand for public transit. (Dittmar & Poticha, 2004)
2.3.3.2 Reliability
Reliability, meaning the attribute to perform its intended purpose is

where private vehicles has an advantage, as generally, public transport has
low predictability compared to private vehicles, due to safety and traffic
reasons, and this is where public transport systems should strive to
improve. (Dittmar & Poticha, 2004)
2.3.3.3 Speed
The ability to transport people and goods at the shortest time

possible, this will dictate and show how efficient a public transport system
is, and this is the main principle that drives it economically. (Dittmar &
Poticha, 2004)
2.3.3.4 Convenience
To entice people to use public transit, convenience for its users must
be considered. Putting up businesses and stores within the transport facility
that will provide for the amenities of people will give them more motivation
to use the transport system. (Dittmar & Poticha, 2004)
2.3.3.5 Ease of Use
Transport systems and facilitating infrastructures must be user-

friendly, and consider the needs of all users. Accessibility features must be
deployed within terminals, such as leveling the platform to match the bus
level to avoid accidents and as not to cause inconvenience to all. (Dittmar
& Poticha, 2004)

2.3.4 Site Selection
Location, or site selection is the most important consideration to achieve

in the concept of Transport Urbanism primarily because the location of the
transport terminal can either ease traffic flow or create a traffic gridlock, as it is
expected to have very high foot and vehicular traffic around the vicinity of the
transport terminal. Also, this can influence the potential for integrating future
transportation modes. There are three (3) major conditions of areas in a city to
consider in locating the transport terminal. (Labenz, 2014)
The Rural Condition is the smallest of the three conditions as it caters

the smallest population of the three. This condition has little to no development
and built infrastructure, therefore making this condition the weakest in
integrating multimodal transportation.
The Suburban Condition is the one among the three with the greatest
variability as it has a large potential for integrating multimodal transportation,
but the potential may vary depending on the population density of the suburb
and how that population benefits and capitalizes on public transit.
The Urban Condition is the largest of the three conditions as it is the

condition with the most population density, especially during the day. It has the
biggest potential for integrating multimodal transport, but the public transit
needs to be more convenient than personal vehicles if mass public transit
should become a reality.
Considering the current transportation status in Davao City (see Chapter

2.4.4), and the goal of transport urbanism to provide opportunities for the outer
parts of the city to develop, the best condition to look at would be the suburban
condition of Davao City.
2.3.4.1 The Suburban Setting of Davao City

Figure 5: Davao City Land Use Plan (2013-2022)
Suburban areas, or suburbs for short, is a residential or a mixed-

use area which is either part of the urban area or a separate residential
community near the urban area. (Merriam-Webster, 2016)
Following that definition and based on the 2013 – 2022 Land Use
Plan of Davao City in Figure 5 (details in Appendix A), the suburban areas
of Davao City are the residential areas (yellow) that are at most 30 minutes
away from the Central Business District (encircled in black).
2.3.5 Transit Requirements
There is a need for understanding the opinion, woes and concerns of

the riding public in regarding public transit as these can affect the feasibility of
implementing a mass public transportation mode in a place. Aside from that,
public transportation is required to be accessible to or nearby where people
live, should be on the way to home and workplace, and should pass along
streets that attract most commuters. What mode of public transportation to
provide and how people will be able to access them should also be considered.
The mode should be picked based on their capacity and frequency of operation,
and travel time, among other things. (Labenz, 2014)
2.3.5.1 Transit Facility

Transport facilities, such as public transport terminals, as the name
implies, are designed to facilitate transport modes of a place, may it be
designed to cater one mode or multiple modes of transport. (Land
Transportation Franchising and Regulatory Board (LTFRB), 2008) The
effectiveness of such terminals to facilitate transport can be beneficial, or
detrimental, to the effectiveness of public transport of a place as a whole.
(Rodrigue, 2013) One important factor to consider in transit facility design
is the ability of transport modes to move around each other within the facility
in order not to cause traffic within and around the terminal. Space planning
must consider important dimensional factors such as bus size and bus
turning radius. (Transportation Research Board (TRB), 2013)
Transport facilities, especially transport terminals, are important to

transport urbanism as these facilities are a significant factor in helping
people determine where people decide to live, work, or just to spend time.
Businesses and developers see transit facilities as profitable opportunities
by taking advantage of foot and vehicular traffic that these facilities attract.
(Dreessen Cardinal Architects Inc., 2016)
2.3.6 Transit Precedents
It is important to include the existing transportation modes and

transportation systems in the considerations as these can dictate the
effectiveness of the current and existing transportation system and how it can
be improved. (Labenz, 2014) The details of the existing transport modes in
Davao City are found in Chapter 2.5.
The current public transport modes of Davao City have been deemed
by various recent studies to be too inefficient. Generally, the various studies
can be understood that their stated reasons mean one thing – the current
transport mode is too complex, having too many routes, some being similar to
two or more routes, and some routes having different inbound and outbound
routes to and from the CBD. (ALMEC Corporation, 2011) (CH2M Hill, 2013)
2.3.7 Transport Urbanism and Livability
The concept of Transport Urbanism mainly rides along the concept of

livability through its goal of providing opportunities for development at the outer

edge of the city. Using the 6 elements of a livable city as a medium for deriving
the connection of transport urbanism and livability, (Burila, Birnbaum,
Radulovich, & Reinstein, 2016) (Labenz, 2014) it can be derived as such –
businesses, development, and infrastructures will be mixed-use thanks to the
vast diversity of people around transit infrastructures; the mixed-use
development will enable the environment around the terminal to be a compact
one if they opt to contain the density around the terminal; development will be
very accessible due to it being within the vicinity of the transit infrastructure;
and as long as the community will regulate their development and growth, they
will be able to achieve a green, healthy, and sustainable environment around
a transit-supportive infrastructure.
2.4 Transportation
Public transportation, mass transit, or mass transportation, is the transporting

of people from one place to another, may it be travel within the city or long-distance
travel, such as traveling from one city to another. This method of transportation is
cheaper, as opposed to personal vehicles, as the cost for transit is shouldered by all
the riders, and is, more often than not, funded by the government. (Schofer, 2015)
2.4.1 History
The 19th century is well-known due to the Industrialization taking place

in that era. Along with the industrialization is the boom of technology such as
the steam-powered trains and motorized vehicles – technology to be used for
public transportation. This opted city development to widen, as pointed out in
Chapter 2.3.1. Development accelerated; cities widened. This made people
more dependent on public transportation as walking cannot anymore suffice
the accessibility of people to their destinations, which made the demand for
transport services profitable and made the competition for passengers intense.
This led to the creation of laws and ordinances to regulate operators and public
transportation. (The Henry Ford, 2010)
2.4.2 Geography
Information, goods, and movement are fundamental components of

human society. Increased levels in the economy have been accompanied by

increased levels of mobility and higher levels of accessibility. Looking back at
human history, this trend started when Industrial Revolution happened,
although 20th Century accompanied with new technologies that allow
advantages in labor, mobility, and resources fast-tracked the economy boost.
In effect, human society became dependent on the transport system to support
wide range of activities, from simple commuting to supplying energy needs
such as gasoline. It has since then become the present society’s challenge to
develop and enhance transport systems to satisfy the increasing demand for
mobility. The purpose of transport systems is to fulfill that demand. Thus, any
movement considers its geographical setting, and in turn, spatial flows and
relations. (Rodrigue, 2013)
2.4.3 Transportation and Livability
In the modern society today, transportation and livability go hand in

hand. Transportation is all about the people – the movement of people and the
delivery of goods to people. Streets are a major part of the public space of the
society. Transportation exists for the people. Therefore, streets should be
designed to be safe and attractive to all, not just for vehicles and drivers.
(McInelly, 2012)
Public transit’s measure of sustainability falls on to its efficiency and

environmental effects. Although its efficiency and environmental effects go
hand in hand, other modes of transport (e.g. e-trike) are much more
environment-friendly than the more efficient ones. (Amekudzi & Jeon, 2005)
Since transportation became a major part of the human society, people

relied more on the transport systems. Transport systems became a major
contributor to the economy of a place, and inadvertently became a forefront
participator in the global economy. (Rodrigue, 2013) But, one must not forget
that the main purpose of transportation systems is to provide society enhanced
levels of mobility and accessibility. This, alone, justifies the importance of
transportation to the concept of livability, as all the other benefits of
transportation to the livability of a place all leads to its main purpose of providing
society enhanced levels of mobility and accessibility. (Levine, 2012)
2.4.4 Consideration in Transportation Systems

Transportation connects locations, which serves as access points to
delivery system and convergence points within a transport network. Transport
networks consider the spatial connection and organization of transport facilities
and terminals. Transport geography should consider the impacts of the
transport networks to a place, such as how it is shaping the city, and must
analyze the effects caused by the resulting demand of transport. (Alfandre,
2012)
2.5 Transportation in Davao City
Figure 6: Modes for Long-distance Travel
In terms of long distance land travel, regional buses and UV express vans as
shown in Figure 6 ply between Davao City and surrounding areas to the north and
south. The regional bus operations are facilitated at the Davao City Overland Transport
Terminal (DCOTT) (CH2M HILL, 2013) As for the air-conditioned express vans, there
are four satellite terminals located at Gaisano Mall of Davao, Victoria Plaza, SM
Ecoland, and at Tulip Drive Matina, which are all managed by the DCOTT
Administration, that facilitate its operations, offering point-to-point services, from
Davao City to locations outside Davao City and vice versa. (Moradante, 2015)

Figure 7: Modes for Urban Transport
Urban transport services, on the other hand, are provided by utility vehicles
such as jeepneys, multicabs, and air-conditioned L300 utility vehicles, as shown in
Figure 7, and air-conditioned and metered taxis for individual point-to-point trips within
Davao City. Motorized tricycles are also utilized, operating on fixed routes in various
parts of the city, and non-motorized tricycles locally known as “trisikad” plying in some
local areas, without fixed routes. (CH2M HILL, 2013)
The PUJ and the L300 type can accommodate 18-20 passengers, the multi-
cab 10-14 passengers, while the “uso-uso” or the jeepneys for regional travel can
accommodate 26 passengers, although if a standard exists for all PUVs, the capacity
would be lower than the stated values. (ALMEC Corporation, 2011)
Table 1 Scale of Public Transport in Davao City

The total number of PUVs registered in Davao City by the end of 2009 as shown
in Table 1 stood at around 10,033 units, not including taxis, which is almost the same
in 2006 that had 10,591 units, but at the same time, the total number of motorized
vehicles increased by 15.8%, implying that the growth of private vehicles is higher than
that of public transport. This number is expected to rise at an average of 15% every 5
years. (ALMEC Corporation, 2011)
2.5.1 Traffic Situation of Davao City
Table 2: Summary of Journey Time Surveys
Davao City’s roads are slowly becoming congested, evident from the
prevailing trend of growth of private vehicles shown in Table 1, and justified by
the wide variability of journey times along each route, as shown in Table 2, and
detailed in APPENDIX B. It has been observed in previous statistical data that
the motorized vehicles in Davao City grow at an average of 15% every 5 years.
(CH2M HILL, 2013) Also, data from the average daily traffic count (see

APPENDIX D) suggests that private vehicles amount for 50 percent of the
traffic in the streets of Davao City, not including trucks.
Table 3: Observed and Assigned Traffic Count (Japan International Cooperation

Agency, 2014)
JICA, in their study for the construction of the Proposed Bypass

Highway, calculated the maximum optimal number of vehicles that can pass in
every transport corridor of Davao City, and compared it to the actual number of
vehicles passing through it, through a traffic count survey as seen on Table 3.
(see APPENDIX C for the locations marked in a map of Davao City where the
traffic count surveys were conducted) Overall, the streets of Davao City are 3%
away from becoming unbearable, but it should be noted that the vehicular
volume of some of the streets of Davao City are past the maximum optimal
volume for it – the highest rate located along C.P. Garcia – Catalunan Grande
Rd. Intersection, rated 40% above its optimal capacity.

Table 4: Peak Hour Analysis (CH2M HILL, 2013)
A Davao City Peak Hour Analysis done on May 2013, shown in Table
4 shows that majority of the vehicles plying the streets of Davao City are private
vehicles, hence justifies the need for Davao City to have a better and
sustainable public transport.

2.5.1.1 Future Plans
Davao City has been eyed by business companies and investors as a

suitable place to locate expansions or branches of their businesses, due to the
fast growth and vast potential of the city, in part due to then-Mayor Rodrigo
Duterte’s iron-fist style ruling in Davao City. (Battad, 2012)
Figure 8: Proposed By-pass Highway Map (City Government of Davao, 2013)
Japanese International Cooperation Agency (JICA) offered the City

Government of Davao to build, under a long-term soft loan agreement funded
by the Japanese Government, to build a by-pass highway (see Figure 8) aimed
at improving accessibility to significant infrastructure facilities and to improve

the worsening traffic congestion in Davao City, which, in effect, contribute to
the economic growth and urban development of the city, and with it the city’s
livability. (Chika, 2016)
Figure 9: Spatial Direction of Development (CH2M Hill, 2013)
The Comprehensive Land Use Plan of Davao has illustrated in detail

the envisioned city structure that the city aims to become, as shown on Figure
9. When considering revisions to the city’s public transport system, it would be
very helpful to anticipate the direction of the planned development. This will
also be helpful in understanding the demand of public transport in the future.
(CH2M Hill, 2013)
2.5.1.2 PUV Modernization Program
Recently, the government is introducing PUV Modernization

Program, aimed at improving the experience of daily commuters, pointing
out that the current jeepneys are too old, too inefficient economy-wise, and
is a big contributor to pollution, posing health risks to the riding public. Also,

the proposed program is not exclusive only to aging jeepneys as it includes
all public vehicles found in the streets. (Francisco & Sy, 2017)
The DOTr is imposing, thru the proposed PUV Modernization

Program, features to be added to public transport vehicles of the
Philippines. Most of these added features exponentially boost the safety
levels of the PUVs, while some features are aimed at improving ease and
comfort of the passengers, especially the people with disabilities (PWDs).
(Marc Adrian, 2017)
2.5.1.3 High Priority Bus System
On the other hand, the local government of Davao City, aided by

the Asian Development Bank (ADB), is also planning to implement a High
Priority Bus System in the city. As mentioned by Mayor Sara Duterte-Carpio
in her State of the City Address last September 12, 2017, this plan doesn’t
eliminate the use of jeepneys; the proposed system introduces Core
Routes and Feeder Routes to the city’s public transport scheme. This plan,
according to Mayor Sara, will be able to reduce the vehicles plying the roads
of Davao all while increasing the capacity of the city’s public transport
system. (Duterte, 2017)
Figure 10: Proposed Core Routes and Feeder Routes (CH2M HILL, 2013)

Buses shall ply the Core Routes that ADB will identify as these shall
be the main routes of the new public transport scheme, which means a
significant increase in the population of the riding public on these routes.
Jeepneys will be reassigned to the feeder routes, or the minor routes.
(Saveron, 2017)
Toril Proper, specifically, will be the end point of one Core Route,
and will also cater to 8 Feeder Routes.
The proposed high priority bus system is the fruit of the long years
of studying and planning by the Davao City government, with the help of
the ADB.
2.6 Sociospatial Perspective
The study of urban sociology is a crucial part of this time because we are
making history – this century will be the first ever urban century written in human
history, and studying urban sociology will equip the future society with the necessary
knowledge in understanding the impact of the urban world to the environment, to the
people, and to the society. (Knox & Pinch, 2010)
One such way of studying the urban sociology is through the sociospatial
perspective, or looking at the relationship and the interaction of the society and its built
environment. Gottdiener and Hutchison studied the urban sociology of today in detail
and came up with the sociospatial approach to urban sociology through the realization
that space is also a critical influence in human behavior, hence, should be studied
along with human culture and traditions and integrating in the study the traditional
factors that make up the social behavior – class, race, gender, age, and social status.
Also, it describes built environments as “intrinsically beautiful” as it tells a beautiful
story of its constituents such as their culture, economy, traditions, policies, and many
more. (Gottdiener & Hutchison, 2011)
The scope of the sociospatial perspective includes geography, urban planning,

economy, and sociology, (see Chapter 2.6.2) and integrate them into one study as the
sociospatial approach to urban sociology. It revolves on one broad ideology, which is
the interaction of society and space. (Haas, 2014)
2.6.1 The Concept of Space

There is a great effort, mainly among geographers, to include relational
attributes within a space perspective. (Jones, 2009) The sociospatial approach
to studying urban sociology has emphasized the importance of the concept of
space in understanding the metropolitan life, as the sociospatial approach
revolves on the broad point of view which is the interaction of society and
space. (Gottdiener & Hutchison, 2011)
Space is one of the first thing taught to architects in school. Architects

may pride themselves in the design of their buildings, but they must not
overlook the environment they are building as a whole, and compromise the
user experience. To architects, buildings are art, but to its users, it’s space: a
space for social interaction, a space for working, a space for living, and many
more. (Furnell, 2010)
Space exists on three levels simultaneously: conceived, perceived, and

lived. Conceived spaces are planned spaces, similar to drafts and proposals
by architects and urban planners. Perceived spaces are the space around us
as the users of space (e.g. coffee shop). Lived spaces are a combination of the
first two, referring to the actual image of space and perceptions created by
society to the actual image of space as an effect of the everyday life of a person
(e.g. a person’s personal experience, image, and perception of a certain coffee
shop). (Haas, 2014)
Humans define their spatial relations to their surroundings. For one,

living in a house made of wood surrounded by trees means living like the poor,
but for another, it could mean living with nature. (Shapiro, 2011)
The concept of space can be related to social class, gender, and

culture. In relation to social class, space is power. Space is how the elite flaunt
their wealth to the world – such as through their large and spacious houses, or
through their big offices, or through the special treatment. (Gottdiener &
Hutchison, 2011)
Gender socialization has always been attributed to space. Space

planners tend to forget or overlook gender-sensitiveness in space planning.
Community planning tends to be dominantly designed for male activities, while
at the same time it is hard for women to find a space for mothering, hence the
debates regarding breastfeeding in public. (Dulka, 2016)
Cultural heritage can also be a factor in one’s personal space. Filipinos

are said to have no concept of personal space, evident in the low-cost living,

wherein one can be a ‘bedspacer’, or rent a bed in a room with multiple beds,
which basically means you’ll be sleeping with a lot of unknown people,
compared to our western counterparts, where the cheapest option for living
would be a studio-type room. (Niguidula, 2012)
With people having varying definitions and concepts of space, the

sociospatial perspective gives one a wider spectrum of understanding the
urban sociology. (Gottdiener & Hutchison, 2011)
2.6.2 Disciplines Under Sociospatial Perspective
The scope of the sociospatial perspective includes geography, urban

planning, economics, and sociology, and integrate them into one study as the
sociospatial approach to urban sociology. It revolves on one broad ideology,
which is the interaction of society and space. (Haas, 2014)
2.6.2.1 Geography
Geography becomes an important scope under the sociospatial

perspective to urban sociology because sociospatial perspective deals with
the interaction of the society and the built environment, while geography is
the study of places and deals with the relationship of people and their
environment. (Gottdiener & Hutchison, 2011)
Under the discipline of social geography, there are two theories that
discusses the different relationships between society and space: the
concept of radical geography discusses theories pointing to the conclusion
that space is no mere container for social interaction, but is also shaping
the society that it contains; postmodern geography, in contrast to radical
geography, explains that space is a mere container for sociospatial
relationships, and it is shaped by the spatial geography of the diverse
cultural identities of the society. (Haas, 2014)
2.6.2.2 Urban Planning
Urban planning is a discipline in architecture that manipulates space

at a larger (urban) scale. Architecture in general allows for the manipulation
of spaces to create a suitable built environment for sociospatial interaction,

but urban planning allows the manipulation of space at a city-wide scale.
(Goonewardena, 2012)
2.6.2.3 Economics
Economics is the social science of supply and demand, and is the

discipline studying the economic development of a place. The sociospatial
consequences of economic and urban growth will reflect the status of the
economy of a place. In this sense, sociospatial consequences are the
masks that reflect the economic status of a place. (Fonseca, 2012)
2.6.2.4 Sociology
Sociology the study of human social relationships and societal

institutions, is a very broad discipline, ranging from studying a person’s
reasons for coming at a certain place to studying global issues like how did
ISIS ever exist. Subject matter of sociology ranges from crime to religion,
from family to state, from the division of society to the shared beliefs within
a society, and from social stability to radical instability of societies.
(Department of Sociology at UNC Chapel Hill, 2016) The study of
sociospatial perspective to urban sociology basically falls under the
discipline of sociology as a study in sociology that looks on the interaction
and relationships of the society to the built environment. (Gottdiener &
Hutchison, 2011)
2.6.3 Real-Estate Developments
The Sociospatial perspective considers real estate developments as

the leading edge of changes in the metropolitan region. By looking at the real
estate developments, the sociospatial perspective widens the range on how to
look at the causes of changes in the metropolis. This gives a perspective that
looks at the rise and fall of the economic growth of the metropolis. (Gottdiener
& Hutchison, 2011)
2.6.4 Government Intervention and Political Interests

The sociospatial approach of urban sociology considers government
intervention and the political interests in growth as a principal factor of
metropolitan change. The sociospatial perspective looks at how the
government of a place influences metropolitan change. Politicians, though part
of the government, have a will of their own, and also have their own agenda,
so the sociospatial perspective also looks at politicians as influential individuals
on how they can influence metropolitan change. (Gottdiener & Hutchison,
2011)
2.6.5 Cultural Orientation
The Sociospatial approach considers the role of cultural orientations as

critical for an understanding of metropolitan life. Culture, being a broad idea,
has a large impact on understanding the metropolitan life and how it influences
metropolitan behavior and change. The concept of space, for one, is largely
influenced by culture. It will also look on the effects of cultural diversity caused
by migrants bringing in their own culture to the metropolitan life. (Gottdiener &
Hutchison, 2011)
2.6.6 Metropolitan Development
The Sociospatial perspective also takes a global view of metropolitan

development. The sociospatial perspective looks at how the global economy
can affect the local and national setting, and how it can influence the
metropolitan development. In this regard, it becomes similar to political
economy, with the distinction that the sociospatial perspective looks at space
manipulation and how its manipulation can affect urban and metropolitan life.
(Gottdiener & Hutchison, 2011)
2.6.7 The Sociospatial Dimensions of Livability
The meaning of the built environment, according to the sociospatial

perspective, is engraved at the very core of the society, so much that spaces
are unconsciously given meaning by the society. Space becomes a part of the
everyday lives of the society. These unconscious, or conscious, meanings
which influences the lives of the people can be easily studied and understood
in three (3) aspects – policy, culture, and security. (Gottdiener & Hutchison,

2011) The four aspects will be discussed below in relation to Davao City.
2.6.7.1 Policy
What laws, ordinances, and policies a given society has, and the
political will of those governing a certain place, can also dictate how the
people will interact in the built environment. (Gottdiener & Hutchison, 2011)
For example, Gangland is the city space where gangs lived. Their influence
was felt all over in that area. Within Gangland, people without prior
knowledge of the area, comes to the area, and experience the lawlessness
within that area, then it will become the image of that location. (Acker, 2005)
On the other hand, taking Davao City’ built environment as an example,
due to the strict implementation of policies, majority of the people obey the
rules, with or without enforcers around. (Battad, 2012) It has already been
embedded in the sociospatial behavior of the people in Davao that rules
and regulations are strictly observed in the city.
2.6.7.2 Culture
Davao City, due to its history, is a place of diversity. Known as “The

Melting Pot of the Philippines”, different cultures of different tribes, groups,
race, and religion made Davao City into what it is today. (City Government
of Davao , 2011) In the context of sociospatial development, the merging of
different culture can bring about a colorful built environment, wherein
structures having their own cultural identify will be found close to each other
(e.g. neighboring houses, one bearing the symbols of Islam, and the other
with features notable in houses owned by Catholics), or a neutral built
environment, having typical modern designs, due to fear of offending a
certain culture. (Gottdiener & Hutchison, 2011)
2.6.7.3 Security
Safety and security, or the perception of such, is a notable factor in

determining the sociospatial interaction that is to be expected in a built
environment. Being meaningful physical environments to different people,
architectural choice can either create a sense of security, or lack thereof.
Elitism of architectural choice may cause societal gaps and perception of

fear and insecurity. (Gottdiener & Hutchison, 2011) Although, cities like
Davao City already embedded a sociospatial image to its constituents that
it is a safe and secure city, and safety and security of the people is highly
valued in the area, hence the sociospatial interaction observed in Davao
City, which is the general public’s strict observance of the rules and
regulations, (Battad, 2012) is what is expected of a safe and secure city,
although it should be noted that immediately after the bombing incident,
sociospatial perception of fear and insecurity was evident in Davao City in
the form of near-empty streets and crowdless malls. (Ranada, 2016)
2.7 The Sociospatial Implications of Transportation
2.7.1 Purpose of Transportation
The purpose of transportation borrows the economics’ principle of

supply and demand, which is to supply the society’s demand for mobility. The
ideal way to supply that demand is to have a transport mode that is fast, free,
always available, and has unlimited capacity – thus making space a negligible
variable. This is basically impossible, which makes space an important variable
to consider in transportation systems. (Rodrigue, 2013)
2.7.2 Importance of Transportation
Transportation represents one of the most important human activities in

the whole world. It is, and always has been, a part of the society and has played
a large role in building communities. (Holzapfel, 2015)
First, it had a large role in humankind’s history, as stated in earlier

chapters. (refer to Chapter 2.3.1.1 & 2.4.1)
Second, it creates more opportunities for social interaction, due to it

connecting the city and giving people access to places. This is in line with what
a livable city aims to achieve through its elements. (refer to Chapter 2.2.1)
Third, transportation is an important political asset. Because

transportation and its infrastructures are a big income generator and plays a
big hand in creating more job opportunities, the government invests and
regulates the transport modes and infrastructures in its jurisdiction. (Rodrigue,
2013)

Last, transportation is also important in environmental terms as its
environmental consequences are very significant. Due to that, transport
systems and infrastructures have the need to be evaluated and inspected to
ensure that its environmental effects will be kept to a minimum. (Cervero, 2006)
2.7.3 Impact to the Society
While it is evident that transportation has a positive effect to the society,

there are also negative effects that cannot be neglected. First, some people
would feel the effects of mobility gaps, or the difference in mobility, due to some
people being unable to afford the more expensive modes of travel, which are
usually the modes for long-distance travel. Second, the society will experience
cost differences, or having expensive amenities in some less accessible areas.
Third, congestion will occur in peak hours where there is increased usage of
public transportation, which becomes worse due to some people’s dependence
to personal vehicles. Fourth, transportation is not exempted in the effects of
human error, which leads to accidents either caused by physical, mechanical,
or systematic errors. Fifth, the engines of public and private transport modes
cause all sorts of pollution – notably air and noise pollution. Lastly, the society
will have to give a large portion of land to transport systems due to its
infrastructures, such as roads, take up a large amount of space. (Rodrigue,
2013)
Categorically speaking, there are three types of impacts, positive or

negative, that transportation has to our society: economic, social, and
environmental. (Gomez-Palacio, 2014)
1) Economic
As discussed on chapter 2.4.3, public transportation is an economic

imperative to cities. It is so important, that national governments
subsidize transport costs for its countries, which brings to the point
that transport is more expensive that it seems.
2) Social
Car-dependent lifestyle has been increasing significantly among the

current society. This creates mobility gaps, as mentioned above, to
those who can afford and to those who cannot afford vehicles.

3) Environmental
Environmental impacts of vehicles have always been an issue, as

proven by companies creating vehicles which supposedly are
environment-friendly. The dominance of car-dependent lifestyles
has detrimental environmental effects on energy, land,
infrastructure, and public health.
2.8 Passenger Comfort & Travel Behavior
There are many factors to consider that might influence travelers’ decision-
making and their behavior, such as their fatigue, satisfaction, and comfort. Reason for
travel can also affect their spending behavior. Outside factors can also affect them,
such as amenities and the environment. (Harata, Hirano, Ohmori, & Ohta, 2014)
Understanding passenger and travel behavior is a key factor in designing
transportation systems and its infrastructures. This section of the book will discuss the
main factors that influences passenger behavior, as their behavior and preference can
indicate how they perceive transport terminals as spaces.
2.8.1 Reason for Travel
There are a handful of reasons that leads people to avail public transportation
services, but as many as they are, long-distance travelers can be categorized into
three. (Hofker, et al., 2006) These are:
a. Business Travelers
Employees and employers alike tend to travel for business-related

reasons such as business meetings. These travelers are the type that typically
doesn’t need to worry about their budget as their company usually takes care
of their financial needs while traveling.
b. Pleasure Travelers
Tourists, or passengers in this category travel to go to a place for leisure

purposes. Pleasure travelers are price-sensitive, and therefore welcome low
prices, and time-conscious as they tend to pick their time of travel that is the
most comfortable for them.
c. Commuter Travelers

Commuter travelers, or simply commuters, travel on a regular basis,
usually to their home from workplace and vice versa (e.g. Panabo to Davao
and vice versa). These travelers are both price-and-time-conscious, as they
would prefer low prices to be able to travel regularly and would pick the best
time for from their free time to travel.
2.8.2 Passenger Comfort, Convenience, and Satisfaction
Commuting stress is an experience that passengers cannot avoid,

especially if one is a frequent commuter. Most, if not all, are not in transit to
have fun. This factor makes it imperative for transportation systems and
infrastructures to be designed to give passengers comfort and convenience to
satisfy their needs and wants to alleviate stress. (Gonzales & Novaco, 2009)
For the terminal to be able to provide optimal comfort and convenience

to satisfy the needs and wants of the passengers, the terminal’s quality of air
should not worsen the passengers’ health; the terminal’s temperature levels
should be within the comfort levels which, in a tropical environment, is at 23 °C
or 73 °F to 25.5 °C or 78 °F (Burroughs & Hansen, 2011); its environment
should be clean; it should be well-lit; being an environment expected to be very
noisy due to incoming and outgoing buses, it should incorporate noise isolation
or reduction in its design; comfortable seating should be provided; hygiene
facilities should be provided; communication services should be provided in
addition to ensuring its location to have a strong cell signal; ATMs should be
provided; it should have shops and catering services, if not restaurants; and it
should provide facilities for bus drivers, such as resting rooms, and for special
passengers, such as pregnant women. (International Road Transport Union
Smart Move Campaign, 2009) Aside from all of that, a terminal with a reliable
security eases its users and simply knowing that will give them a sense of
comfort, knowing that they can relax without having any risk of theft and their
personal safety. (Ebolo & Mazzulla, 2009)
2.8.3 Passenger Waiting Time & Time Management
According to a research pertaining to passenger waiting time, if time is

money, then waiting at the terminal for a bus is more expensive than waiting to
arrive to one’s destination, and uncertainty is one reason that can be blamed

for it. Waiting passengers can manage their time better and will have an array
of choices on what to do while waiting if they are provided with real-time
information, such as the transit’s estimated time of arrival. Simply put, providing
passengers with real-time information will be convenient to passengers and will
improve their comfort and satisfaction as the perceived waiting time becomes
equal to actual waiting time. (McCord, Mishalani, & Wirtz, 2006)
There are six (6) categories of time management in determining

whether passengers are managing their time well or not – forward-moving or
doing something with a goal in mind, maintenance, creative, social, renewal,
and wasted. Wasted time is time spent that doesn’t fall under the first five (5)
categories, and is often unconsciously spent. Time spent can fall under more
than one category, and can change from time to time, even if one is doing the
same thing the whole time, depending on the purpose of the action and one’s
state of mind while doing so. (Murray, 2007) Understanding this will help one
understand how people are spending their time, and will help those involved in
the designing and planning process of the terminal to ensure that the terminal’s
environment will give waiting time a proper value to the society.
2.8.4 Passenger Sociospatial Behavior
The behavior of each individual varies due to a handful of reasons, such

as cultural reasons, religious reasons, and many more, which makes each and
every one of us unique. This reasons influence the ever-evolving society and
its behavior, which would then influence an individual who is part of that society.
Studying social behavior is imperative, especially when designing
infrastructures and systems for public use, as norms, prejudices, and
stereotypes will influence the society’s behavior to a person or a group of
people. (Hofker, et al., 2006)
2.8.4.1 Passenger Psychological Behavior in Terminals
Terminal congestion has been attributed by experts with pedestrian

psychology that occurs to people when inside terminals. (Li & Wang, 2013)
These are:
1) Physiological Characteristics – factors such as gender, age,

physical condition, number of packages, speed of travelers

around, and direction of travelers will lead to increased space
taken by a passenger and decreased walking speed
2) Trip purpose – see 2.8.1
3) Travel Crowd – demographics like age (old, adult, youth,
children) and gender (male and female) will affect passenger
behavior through the physical aspects in relation to the two
demographics. Males will be generally expected to be faster
than women due to physical features, while the old and children
will have the lowest relative speed.
4) Travel Time – time variation is the most important aspect of
psychological passenger behavior in terminals. Under normal
circumstances, travel time in a day mostly occurs around 8 am
to 10 pm, but on important holidays, such as Christmas Day,
terminals become saturated, no matter the time, causing people
to take a defensive stance for losing private and personal space
2.8.4.2 Public and Social Order
Social order is a broad topic in sociology that refers to the

relationships of social institutions, traditions, culture, values, and morals, to
each other. These relationships are the ones that enable societies to move
forward, rather than fall apart, amidst the differences of each and every
individual. (White, 2015)
Aside from the relationships stated above, what makes social order
possible are the various norms, prejudices, and stereotypes, that becomes
the foundation of the various unspoken rules in public spaces that societies
impose on itself. Some even becomes a foundation for governments and
laws, such as laws that aim to protect people and property from violence
and theft. (Goffman, 2010) Most of them, though, becomes social norms,
or rules of behavior accepted by the society.
Social norms include, but is not limited to, public behavior, dining
behavior, behavior when using phones, social norms in class, social norms
in elevators, and personal behavior. (YourDictionary, n.d.) These norms
become a big factor in one’s experience in public transit, as one will be
more wary of its surroundings and the surrounding people than usual.
(Bucholz, 2012)


2.8.4.3 Private and Personal Sphere
Figure 11: Public and Personal Space Diagram (WebHamster, 2009)
Past studies found out that people generally prefer strangers to

be at least two feet away from them (as shown in Figure 11: Public and
Personal Space Diagram ). (Cloud, 2009) This, naturally, is impractical,
if not impossible, in public transit, which makes an individual’s personal
space prone to being encroached on. This impracticality created some
unspoken social norms in public transit, wherein it became a habit for
passengers to generally, whenever possible, take the best position for
them to defend their personal space, or, for incoming passengers, to
avoid as much as possible encroaching on somebody’s personal space
until one is left with no other choice. (Bucholz, 2012)

As personal space is important for every individual, passengers
in transit try their best to defend theirs. The most common practice
everybody does to do this is by occupying two chairs – one for the said
passenger and one for his/her bags. Fellow passengers will interpret
this action as a taken space, and will never sit on that seat until the
occupant removes his/her bag or there is no other space left. Though
this practice makes one’s personal effects prone to theft, this practice
is successful in defending one’s personal space. Some bodily gestures
are also interpreted as a way for a passenger to mark his/her personal
space – the act of folding one’s arms is a body gesture that minimizes
a person’s personal space in respect to fellow and/or incoming
passengers. (Goffman, 2010)
As people avail transit services with the main purpose of going

somewhere else, some people tend to be anti-social in public transit as
their way of protecting their personal space and a way to tell everybody
around them that they are not interested in whatever is happening
around them. Anti-social behaviors such as using gadgets and listening
to loud music with earphones on are the common anti-social norms one
would encounter in transit. (Transport Focus, 2013)
2.9 Transport Terminal Design
A transport terminal is a structure with the purpose of facilitating public

transport. (Land Transportation Franchising and Regulatory Board (LTFRB), 2008)
This is where people and goods gather and disperse; it may be a point of interchange,
which, in this case, is where people and goods disembark to avail another mode of
transport to go to a place. From this, it can be concluded that transport terminals are a
focal point in travel, and passenger and freight movement. (Rodrigue, 2013)
2.9.1 Function of Transport Terminals
Generally speaking, transport terminals have four (4) main functions –

as a point of interchange when transfer involves the same transport mode, as
a point of transfer when transferring to a different mode of transport, as an area
of convergence as all transport terminals, may it be local, regional, or
international, take advantage of their location which is, more often than not, the

center of pedestrian and vehicular flow, and as gateway or hub as transport
terminals become obligatory points to pass through due to the three
aforementioned functions. (Rodrigue, 2013)
2.9.2 Livable Cities and Transport Terminal
As explained in page 23, transportation is a fundamental aspect that

can either be beneficial, or detrimental, to the livability of a place, through its
main purpose of providing society enhanced levels of mobility and accessibility.
Terminals are important points of economic activity in a place, caused

by the immense human traffic generated by the function of the terminal. Aside
from the jobs directly (e.g. terminal personnel), or indirectly (e.g. employees of
businesses inside the terminal), generated by the terminal, a handful of
activities and facilities related to the movement of people are found in terminals,
such as bus and UV express companies required to facilitate the transport
operations. This, in effect, transforms its surroundings into important economic
nodes. (Rodrigue, 2013)
A transport terminal’s contribution to the livability of a place centers on

its contribution to the city’s economic growth. If transportation’s contribution to
livability is providing society enhanced levels of mobility and accessibility,
transport terminal’s contribution to livability is the increased economic growth
and performance that is generated, such as income generation and increased
job opportunities, simply by facilitating transport. (Palafox, Jr, Five Ways To
Improve Our Urban Transportation Infrastructures, 2014)
2.9.3 Considerations for Transport Terminal Design
The main consideration in the function and the facilitating of

transportation facilities is its area and location. Its effectiveness will depend on
where it is located. Its location has the potential to improve a city’s livability –
locating it in an underdeveloped area will cause that area to have a high value
and development will take place. (Rodrigue, 2013)

Characteristics 40ft. Bus 45ft. Bus
Width 8.2 – 8.5 ft (w/o mirror) 8.5 ft (w/o mirror)
10 – 10.5 ft (w/ mirror) 10.5 ft (w/ mirror)
Height (including top of 9.9 – 11.5 ft 12.5 ft

air-conditioning)
Overhang
Front 7.2 ft 7.9 ft
Rear 9.3 ft 9.8 ft
Wheelbase (rear) 25 ft 22.9 ft
Driver’s eye height 7 ft 7 ft
(3.5 ft design)
Weight
Curb weight 27,000 – 28,000 lbs. 38,150 lbs.
Gross weight 36,900 – 40,000 lbs. 55,200 lbs.
Ground to floor height 2.3 ft 2.3 ft
Passenger Capacity
Seats 45 – 50 pax 50 pax
Table 5: Design Characteristics of 40ft. and 45ft. Regular Buses (Transportation

Research Board, 2007

Figure 12: 40ft Minimum Turning Path (Transit Authority of River City, 2013)
The effectiveness of such terminals to facilitate transport can be

beneficial, or detrimental, to the effectiveness of public transport of a place as
a whole, and in effect, the livability of a place. (McInelly, 2012) One important
factor to consider in transit facility design is the ability of transport modes to
move around each other within the facility in order not to cause traffic within
and around the terminal. Space planning must consider important dimensional
factors such as bus size and bus turning radius. (Transportation Research
Board (TRB), 2013) Details of the design characteristics of 40ft. and 45ft. buses
are shown in Table 5
Minimum bus turning radii, illustrated on Figure 12, for 40ft buses is 40
feet or 12.2 meters. (Transit Authority of River City, 2013)
For the basic and general considerations to consider in designing

transport terminals, there are a handful of guidelines that the office of the
LTFRB established, such as what owners and operators should install and
provide in the terminals. (see
APPENDIX E – Map of the Proposed Feeder Routes for Toril Proper




APPENDIX F)

2.9.3.1 Location
For the integrated terminal to seamlessly perform the functions of a

transport terminal as stated in Chapter 2.8.1, the terminal should be located
in a land with a large area. (Rodrigue, 2013) Although locating terminals
within or near the central area of cities provide convenience for passengers,
it is recommended to locate terminals at the outer transport corridors, or
areas far from the central area of the city, yet is easily accessible from there,
so as to prevent traffic congestion at the central area of the city as transport
terminals are expected to have high levels of pedestrian and vehicular
traffic. Aside from that, locating transport terminals at the periphery of the
city is in line with the goal of transport urbanism, that is, to spread
development to the outer parts of the city. (Labenz, 2014)
2.9.3.2 Area
ITEM SHORT LONG

TERM TERM
Fleet size 20 50
Primary Land Area 1,355 m2 3,415 m2
Land Area Vehicle Parking (m2) 360 m2 900 m2

Allocation
Space for Maneuvering 685 m2 1715 m2
Space for Maintenance 130 m2 325 m2
Administration 135 m2 400 m2
Boundary (LxW) 45 m2 73 m2
Others (commercial, rentable 1355 x 3 3,415 x 3

spaces)
Total 4,065 m2 10,245 m2

Table 6: Required Minimum Allocation of Spaces in the Site (ALMEC Corporation,
2011)
Terminals should be able to cater to as much transport modes that

it can, and have extra space for additional features, such as rentable
commercial spaces. Table 6 (ALMEC Corporation, 2011) shows a table in
determining the area required for the terminal.
2.9.3.3 Modal Integration
Modal integration, or the integration of transport modes, is a key

consideration in the design of integrated transport terminals as it is what
makes it unique to other terminals. It is important to consider in the planning
and design process all the transport modes that are to be catered by the
integrated transport terminal, as different transport modes require and
follow different sets of standards. (Taylor & de Weck, 2006)
2.9.4 Pedestrian Considerations
Because a transport terminal is a point of interchange, point of transfer,

area of convergence, and a gateway, it is expected to have high levels of
pedestrian traffic within and around the terminal. (Rodrigue, 2013)
To ensure that the transport terminal have an efficient pedestrian

planning, there are three (3) guiding principles that must be observed – legibility
and accessibility, safety, comfort and attractiveness. (The Government of Hong
Kong Special Administrative Region - Planning Department, 2016)
2.9.4.1 Legibility and Accessibility
In a structure such as a transport terminal, the passenger’s ease in

defining their way around the terminal is important. Signs and symbols
become an important object to aid in the wayfinding. (New Zealand
Transport Agency, 2014) Sample architectural solutions to a legible and
accessible terminal includes, but is not limited to: Tactile signages and
audible information for the disabled and handicapped, and open ceilings
and glass walls for visual connectivity. (DVRPC, 2012) Also, when

concerning considerations for accessibility of the less-abled, transport
infrastructures should conform to the policies on transport accessibility that
the government issued in accordance to the objectives of BP 344, or the
Accessibility Law of the Philippines entitled “An Act to Enhance the Mobility
of Disabled Persons by Requiring Certain Buildings, Institutions,
Establishments, and Public Utilities to Install Facilities and Other Devices.”
(see APPENDIX G)
Pathways and routes should be clear and without obstruction at all

times, and accompanied with clear signage for increased legibility. It should
not create constraints to its users, particularly those requiring special
needs. Walkalators, elevators, and escalators can be utilized to
complement pedestrian linkages. (The Government of Hong Kong Special
Administrative Region - Planning Department, 2016)
To ensure seamless flow of foot traffic within the terminal, pathways

must have sufficient width to avoid obstruction and delay for the
passengers. Pathway widths should have a minimum 1.8 meters of
continuous, accessible, and unobstructed pathway so as to ensure
seamless flow of foot traffic. (New Zealand Transport Agency, 2014)
2.9.4.2 Safety
Terminal planning should ensure that conflict between pedestrian

traffic and vehicular traffic is minimized so as to create a safe environment
for pedestrians and passengers alike. Aside from ensuring legibility as
stated in Chapter 2.8.3.1, the pathways should, as much as possible, be
separated from vehicular pathways. (The Government of Hong Kong
Special Administrative Region - Planning Department, 2016) Security
design concepts should be incorporated in the design of the transport
terminal. There are two strategies for this: diversity and visibility. By
planning the terminal to have a mixed-use environment to encourage
diversity, this makes the people as the number one security feature. Also,
the strategy of visibility ensures visual connectivity of the inside and outside
environment of the terminal, promoting security and the perception of such.
(Palafox, Jr, Redesign Road Corridors to Alleviate Traffic Congestion,
2014) As much as pedestrian safety is concerned, the terminal should

provide passengers and pedestrians safety from the wind, rain, and sun.
(New Zealand Transport Agency, 2014)
2.9.4.3 Comfort & Attractiveness
The terminal should have pedestrian facilities that, aside from being
legible and accessible, provides comfort to the users and is enticing to walk
at. The pedestrian facilities shall have good air circulation and, as much as
possible, is not polluted by carbons that the vehicles exhaust. Barriers,
whether natural (i.e. trees) or built (i.e. roofs), shall be provided as weather
protection measures for maximum comfort and added attractiveness to the
pedestrian facilities of the terminal. Also, alfresco dining and flea markets
can be located along strategic pedestrian areas for added attractiveness to
the area, and convenience to the passengers. (New Zealand Transport
Agency, 2014)
2.9.5 Terminal Operating Sequence
To avoid congestion and conflict within the terminal, operations

involving all transport modes should be systematic. (New Zealand Transport
Agency, 2014) Any, and all incoming transport modes, should be able to unload
its passengers at the unloading area without delay. They should, then, proceed
to their respective waiting areas to avoid confusion, congestion, and conflict.
They will, then, proceed to their respective boarding area when called for
boarding. Different modes will have their respective berths for the use of
specific transport modes. Separate berths shall be provided for unloading,
waiting, and loading passengers. (Rodrigue, 2013)
2.9.6 Circulation, Loading Areas and Capacities
Loading areas are where transport vehicles dock to allow boarding and
alighting of passengers. Design of loading areas will be based on the maximum
number of transit served, the sizes of the different transit modes, and the
operating policy of the terminal. Most loading areas are integrated in with the
platform area, which makes the design of loading areas an influential factor in
determining the circulation within the terminal. (American Association of State
Highways and Transportation Officials (AASHTO), 2002)

Figure 13: Linear Berth
One such loading area, also known as berth, is the linear berth (Figure
6). This design is similar to roadside bus stops, and is
Figure 14: Sawtooth Berth
The sawtooth berths (Figure 7) is popular in terminals located in the

urban centers as it allows for independent moving in and out of each bay.
Figure 15: Angle Berth
The angle berth (Figure 8) is suitable for loading and unloading with
long waiting time as it is limited for one bus per bay, and requires them to back
out.

Figure 16: Drive Through Berth
The drive through berth (Figure 9) are similar to the linear berth in the
sense that it requires no backing out.
2.9.7 Peak Season
Average Number of Passengers Season
10,000 – 15,000 Off-peak
15,000 – 20,000 Peak Seasons (Holy Week, Undas

Week, Christmas Day, New Year’s Day)
– 1 week and prior
Table 7: Passengers According to Season (DCOTT, 2016)
Passenger volume inside the terminal increases with events and

important or long holidays, such as Christmas and New Year breaks, and
Undas Week, as people within the city with origins outside the city will travel all
at once in these days, as shown in Table 6.

2.10 Case Studies on Transport Terminals
2.10.1 Davao City Overland Transport Terminal (DCOTT)
Figure 17: Davao City Overland Transport Terminal (Tan, 2015)
The DCOTT (Figure 17) currently caters to an average of 15,000 to

20,000 outgoing transient bus passengers and average of incoming 10,000 to
15,000 transient bus passengers from the other regions outside Davao City. It
facilitates for the departure of more than 750 medium and large buses plying
franchise routes to destinations outside Davao City. (DCOTT, 2016)
DCOTT’s operational setup and organizational matrix is governed by

Ordinance No. 110, Series of 1986. (see APPENDIX H) It should be noted that
according to that ordinance, DCOTT is mandated to cater to all public regional
transport modes, that is, traveling from Davao City to any point outside Davao
City and vice versa, but as the terminal is lacking in area needed to perform
that function, DCOTT can only manage to cater to bus transport.
The terminal has 24 bus bays for northbound buses and 21 bays for
southbound buses. (see APPENDIX I and APPENDIX J)

Figure 18: DCOTT Income Chart 2013-2014
DCOTT is, in part, also under the management of the City Economic
Enterprise as it is quite a great income generator for the city. It earns an annual
average of 20 million per year. (Figure 18)
2.10.1.1 History
The idea of DCOTT was conceived in 1979, planned and designed

in 1981 to 1983 which was considered a component project of the Regional
Cities Development Program. Construction of the Terminal commenced in
March of 1985 under the supervision of the then Ministry of Public Works
and Highways and completed 9 months later, in December 27 of the same
year. It was turned over and accepted by the City Government of Davao by
the then City Mayor Elias B. Lopez on March 15, 1986 just a few days after
the Edsa Revolution. It should be noted that the terminal is where the former
President Cory Aquino campaigned for the ratification of the 1987
Constitution, when more than 50,000 people converged from all over
Mindanao. (DCOTT, 2016)

2.10.2 Santa Pola Bus Station
Figure 19: Santa Pola Bus Station
Santa Pola Bus Station, (see Figure 19) designed by architects

Manuel Lillo and Emilio Vicedo, features an organic and uniform modern
design. The large metal tapering canopy, forming thin edges to each side,
supported by angle walls, is the building’s signature feature, in an attempt
to maximize the spatial features of the location that is identified by tourist
and locals as a landmark and a gateway to Santa Pola. The main station,
together with the ticket office and services, oil station, and shop on its back,
is shaded by the large metal tapering canopy. The main deck has a garden
in the central area, and is provided sunlight by the void at the center of the
platform-like canopy, with the purpose of separating spaces with different
uses. It has three (3) drive-thru berths that can accommodate a maximum
of six large buses. Beside it is a separate building with similar architecture,
minus the large canopy, to provide space for commercial use. (Griffiths,
2016)

CHAPTER 3
METHODOLOGIES
3.1 Research Design
3.2 Research Subject
3.3 Research Instrument
3.4 Data Gathering Procedure
3.5 Directory of Experts and Organizations

Used as Reference

3.1 Research Design
3.1.1 Descriptive Status Design
The proponent will use this type of research with the aim of answering
questions regarding the current traffic conditions of Davao City, the current
condition of Davao City Overland Transport Terminal (DCOTT) and the current
sociospatial conditions related to public transportation and the terminal. This
type of research will determine the guidelines to the bus terminal’s design.
3.1.2 Descriptive Survey
The proponent will utilize this type of research to gather data and
information that is not available in books, documents, and the internet. This will
be used to gather information about the aspects of livability considered by the
users, current condition of DCOTT and the sociospatial preference of
passengers.
3.2 Research Subjects
The respondents of this study are the users of the bus terminal, which consists
of residents and non-residents of the city who frequently travel in and out of Davao
City. They will be subjected to a survey that will determine the users’ needs and
preferences.
Organizations, agencies, and individuals that are related to handling terminals

are also respondents of this study. They will provide credible information that will be
helpful to the study. They will be subject to interviews, whether by online interview or
face-to-face interview.
Professionals who are involved or is knowledgeable in designing bus terminals

and understanding the sociological aspects regarding public transportation and bus
terminals are also respondents of the study. They will be subjected to interviews,
whether by online interview or face-to-face interview.
3.3 Research Instruments
3.3.1 Primary Sources

Primary data of the study will be gathered through interviews, surveys,
and ocular inspection of Davao City Overland Transport Terminal (DCOTT).
3.3.1.1 Interview
Interviews will be conducted with professionals and experts in the

field of transportation who are knowledgeable in regards to the theoretical
and factual aspects of the study as their input will be of utmost importance
to the study.
3.3.1.2 Survey
A sample survey will be conducted to identify the aspects of livability

in Davao City, existing trends in public transportation and the preference of
passengers.
3.3.1.3 Ocular Inspection
Ocular inspection will be conducted to assess and evaluate the

current situation, and to identify the problems of the bus terminal in Davao
City and the aspects in which it is lacking.
3.3.2 Secondary Sources
3.3.2.1 Publications
Included in publications are books, magazines, documents, articles,

and encyclopedia. Among secondary sources, information found in
publications are more reliable.
3.3.2.2 Computer-aided Research
Most research data regarding livability, transport urbanism, sociospatial

relationships, and new design trends and considerations of designing and
planning bus terminals are found in the internet. Data from the internet will
add current information that publications cannot supply.

3.3.2.3 Government-Issued Documents
Government-issued documents from relevant departments and offices

are all sufficient data-gathering tool in the study.
3.4 Data Gathering Procedure
3.4.1 Interviews
Eduardo B. Perez IV, the Information System and Network Specialist

of the City Transport and Traffic Management Office, will be interviewed
regarding the traffic situation of Davao City.
Engr. Jose Froilan T. Rigor, Planning Officer IV at the Chief Plans and
Programs Division of the Office of the City Planning and Development
Coordinator will be interviewed regarding the factors and considerations in
planning a transport infrastructure. The proponent will ask questions about
transportation relating to city planning, and its relationship to the city’s livability.
Ms. Aisa S. Usop, a Transportation Regulation Officer and the current

Officer-in-Charge of Davao City Overland Transport Terminal (DCOTT) will be
interviewed regarding factors and considerations in facilitating transportation
and the function of transport terminals.
3.4.2 Survey
A survey will be conducted to know the preference of passengers

towards transportation service such as preferred mode of transport and
preferred time to travel, to know the things they want to do while waiting in the
terminal, and to know the lacking amenities in the terminal.
3.4.3 Ocular Inspection
An ocular inspection will be conducted at the Davao City Overland

Transport Terminal (DCOTT) and the Tagum Overland Transport Integrated
Terminal (TOTIT) to know the specific details on facility and determine the
architectural discrepancy and predominant condition in the environment.
Results will be used to create considerations in designing the integrated
transport terminal.

3.5 Directory of Experts and Organizations Used as Reference
3.5.1 Experts
Eduardo B. Perez IV
Information System and Network Specialist
City Transport and Traffic Management Office
Elias B. Lopez St. corner Patnubay St.
S.I.R. Matina, Davao City
Engr. Jose Froilan T. Rigor
Planning Officer IV - Chief Plans and Programs Division
Office of the City Planning and Development Coordinator
City Hall Drive, Davao City
Aisa S. Usop
Officer-in-Charge
Davao City Overland Transport Terminal
Candelaria St., Ecoland, Davao City
Dennis B. Coronel
Faculty and Urban Sociology Expert
School of Arts and Sciences – Department of Social Sciences
Ateneo de Davao University
E. Jacinto St., Davao City
3.5.2 Organizations
City Transport and Traffic Management Office (CTTMO)
Elias B. Lopez St. corner Patnubay St.

S.I.R. Matina, Davao City, Philippines
Land Transportation Franchising and Regulatory Board (LTFRB)
Balusong Avenue
McArthur Hwy, Matina, Davao City, Philippines
City Planning and Development Office (CPDO)
City Hall Drive
Poblacion District, Davao City, Philippines
Davao City Overland Transport Terminal (DCOTT)
Administration Office
Davao City Overland Transport Terminal
Candelaria St., Ecoland, Davao City, Philippines
Ateneo de Davao University
School of Arts and Sciences – Department of Social Sciences
E. Jacinto St., Davao City, Philippines
Japanese International Cooperation Agency (JICA) - Philippines
40/f, Yuchengco Tower, RCBC Plaza
Ayala Avenue, Makati City
Palafox Associates
5/F PCCI Corporate Center, 118 L.P. Leviste St.,
Salcedo Village, Makati City 1227, Philippines

CHAPTER 4
RESULTS, ANALYSIS & INTERPRETATION
4.1 Results based on RRL
4.2 Results based on Interviews
4.3 Results based on Ocular Inspection
4.4 Results based on Survey
4.5 Analysis
4.6 Site Selection

4.1 Results
4.1.1 Results based on The Review of Related Literature
4.1.1.1 Livable Cities
A livable city is guided by the principle of putting people first in all

considerations and factors in developing and planning communities and
cities.
The criteria of each city or community differs with each other –

therefore making livability measurable only at a small scale. For Davao City,
its livability is measured by the level of safety and security felt and
experienced by its people, the effectiveness of its local government in
carrying out policies, access to reasonably-priced amenities, and access to
potable water, an important commodity for all living creatures.
There are six elements to a livable city. These are:
1. Compact
A livable city conserves and maximizes the space that is available
to it. This is done by planning, zoning, and developing for mixed-
use spaces.
2. Diverse
A livable city is a place of diversity. Developing for mixed-use
spaces allows for an array of all sorts of activities and amenities
available to people on all parts of the city, not just on a certain part
of a city. This will allow for balanced development all around the city.
3. Green
A livable city is a place full of greeneries. Incorporating green
spaces to every built environment encourages people to go out and
this creates opportunities for social interaction.
4. Sustainable
A livable city has communities that can sustain itself. Nowadays,
resources are scarce. This has opened the eyes of some, if not all,
people to the reality that we have limited resources. Incorporating
technologies such as solar panels and rainwater harvesting
systems, and architectural strategies such as
5. Healthy
A livable city is a city that supports the lives of its people.
Architecturally, this can be done by incorporating public and social

spaces with features that will support their physical and mental
health, such as green spaces partnered with alfresco dining,
waterworks, and features to safeguard the lives of its citizens, such
as physical barriers (e.g. walls, gates)
6. Accessible
A livable city is a city of accessibility. It supports the lives of the less-
abled citizens. An accessible city incorporates considerations for
the less-abled citizens, minority as they are, such as tactile
pavements and signage, and audible information for the blind, and
ramps for the wheelchair-limited people.
4.1.1.2 Livability and Transport Urbanism
Transport Urbanism promotes an urbanism approach using the

principles of transit-oriented development and transit-supportive
environment as basis to bring about development to the outer cores of a
place. This concept was conceived based on historical records that past
civilizations revolve around a transport network – starting from the riverbank
civilizations utilizing the bank as a transport route, to the start of industrial
revolution, wherein the human technological innovations of that time
boomed such as the creation of mechanical transport modes such as
vehicles, trains, ships, and trains, wherein the facilitating infrastructures
became the center of cities at that time. Trading between different cities
flourished due to these inventions. The invention of the mechanical
transport modes enabled cities to expand into the size cities are now.
The main goal of transport urbanism is to allow the underdeveloped

outer cores of a place to flourish. This is done by encouraging mixed-use
developments around a transport infrastructure. This enables
transportation to connect the outer cores while at the same time allows for
the generation of more jobs. Location of the transport infrastructure is a key
factor to this goal – the location shall allow for the seamless connection of
still-developing areas without depending on the central area of the city. A
transport corridor connecting these kinds of areas are the best place for
locating terminals and/or stations.
Transport urbanism’s strategy is to steer away from the current

urban planning strategy, wherein land use and zoning groups

infrastructures by its use. Transport urbanism, using the success of transit-
oriented development as an example, pushes for a diverse, mixed-use
planning, to allow for sustainable communities within a city. This will reduce
the traffic generated by people from the outer districts of the city going to
the central area.
There are five (5) principles of transport urbanism which is in line

with the elements of livability. These are:
1. Frequency
The rate of the ability of public transit to transport passengers,
terminals can support this by ensuring that its capacity can handle
the increasing demand of public transport
2. Reliability
An attribute to perform its intended use, transport terminals should
ensure the safety of modes and passengers so as not to cause
traffic delays caused by even the littlest mishaps.
3. Speed
The ability to transport with the shortest possible timeframe,
terminals and transport systems should consider time management
in space planning so as not to cause delay.
4. Convenience
Defined as contributing to make one’s way of life easier,
convenience of passengers should be considered in all transport
systems. Locating terminals and stations near to goods or
amenities, or allotting space in terminals and stations for selling
goods and amenities to passengers will provide convenience to
them.
5. Usability
Usability, or ease of use, is, in a quantified context, the degree
effectiveness, efficiency, and satisfaction of the users in the
performance of terminals and transport systems. Aside from the
aforementioned 4 principles, accessibility features, such as uniform
levels of bus platform with loading/unloading platform will improve
the effectiveness and efficiency of these systems.
4.1.1.3 Livability of Transportation Systems

Transportation provides for the mobility demand of the modern
society. It, in turn, provides the society more opportunities for economic
development of a place. It brings people and places together.
Public transit’s measure of sustainability falls on to its efficiency and

environmental effects. Although its efficiency and environmental effects go
hand in hand, other modes of transport (e.g. e-trike) are much more
environment-friendly than the more efficient ones.
Terminals are important points of economic activity in a place,

caused by the immense human traffic generated by the function of the
terminal. Aside from the jobs directly or indirectly generated by the terminal,
a handful of activities and facilities related to the movement of people are
found in terminals. This, in effect, transforms its surroundings into important
economic nodes.
4.1.1.4 Livability and Sociospatial Perspective (SSP)
The sociospatial perspective to urban sociology tackles the

relationship of the society to the built environment, or the urban space and
individual behavior. SSP to urban sociology believes that this relationship
is what enabled the modern society to flourish, and studying these
relationships is important for the current and future civilizations as this
century is the first modern century to be ever recorded on history.
There are three (3) sociospatial dimensions that affects how livable
a place is.
1. Policy
Laws, ordinances, rules, and regulations that exist in a certain place
can affect social interactions within a certain space. In a city where
government officials have political will, and laws are strictly
implemented by enforcers (e.g. Davao City), social behavior will be
within the confines of the law. This will translate to different spaces
with different laws governing each space
2. Culture
The deep connection of a society, or lack thereof, to its cultural
heritages, affects social behavior and interaction at a fundamental
level, and sociospatial interaction as a whole. For example, Filipinos

are a dominantly-religious race, and their behavior when on or near
religious spaces changes, similar to when a child got scolded by its
parents. In relation to livability, this allows for social spaces to have
diverse activities
3. Security
Security is a very important factor in every society, and sociospatial
interaction is also affected by it. Basically, social security will dictate
if there will be social interaction in public spaces or not, as the lack
of security, or the perception of such, will stop people from going
out. A place with reliable safety and security (e.g. Davao City) will
also be a good place for social activity and interaction.
Architecturally, the factor of security can translate to the existence
of security-enhancing features, or the lack thereof. Places that
doesn’t place complacency on its security will have heightened
security features, even if the city in itself is relatively safe.
4.1.1.5 Livability and Sociospatial Impact of Transportation
Transportation is a fundamental component of every city. It

connects places and provides people enhanced mobility, and accessibility
to goods and services. It is a commodity that was created for the people.
Although transportation improved the lives of people, it created negative
spatial impacts, such as:
1. Mobility Gap
Due to personal economic reasons, not everybody can afford to
avail the different modes of transport. This creates mobility gaps
between those who can afford and those who cannot.
2. Cost Difference
Not all amenities are immediately available in all places. For areas
located in the highlands, water will become a precious commodity.
In effect, amenities like these will be more expensive in such places.
3. Congestion
Because of increased vehicle dependency, more and more vehicles
are now plying the streets, which causes traffic congestion.
4. Pollution
In relation to congestion, our environment becomes polluted with air
and noise pollution coming from the vehicles
5. Human Error

Whether manually driven, or on autopilot, human error on operating
transport systems often causes accidents. This creates sociospatial
insecurity, to the extent that some are afraid to avail public
transportation services.
All these impacts can be categorized into three – economic, social,

and environmental.
1) Economic
Public transportation is at the forefront of economic development to

cities, proven by the move of national governments to subsidize
public transport, which brings to the point that transport is more
expensive that it seems.
2) Social
Social impacts of transportation are related to the air quality, safety

levels, participation levels physical activity and social interaction,
more evident for the less-abled citizens and through these, could
contribute to social activity, or social inclusion.
3) Environmental
Environmental impacts of vehicles have always been an issue, as

proven by companies creating vehicles which supposedly are
environment-friendly. The dominance of car-dependent lifestyles
has detrimental environmental effects on energy, land,
infrastructure, and public health.
All these impacts can be attributed to the efficiency of transportation

and its facilities, which can be improved, by applying all the six elements of
livability in the design considerations of transport facilities.
4.1.1.6 Design Considerations for Buses
Characteristics 40ft. Bus 45ft. Bus
Width 2.5 – 2.6m (w/o mirror) 2.6m (w/o mirror)
3 – 3.2m (w/ mirror) 3.2m (w/ mirror)

Height (including top of 3 – 3.5m 3.8m

air-conditioning)
Overhang
Front 2.2m 2.75m
Rear 2.85m 3m
Wheelbase (rear) 7m 7.6m
Driver’s eye height 2.15m 2.15m
(3.5 ft design)
Weight
Curb weight 27,000 – 28,000 lbs. 38,150 lbs.
Gross weight 36,900 – 40,000 lbs. 55,200 lbs.
Ground to floor height 0.7m 0.7m
Passenger Capacity
Seats 45 – 50 pax 50 pax
Table 8: Design Characteristics of 40ft. and 45ft. Regular Buses
Figure 12: 40ft Minimum Turning Path

Table 9 and Figure 11 are the minimum dimensions needed to be

considered to be able to cater to large buses. The actual terminal design
considerations may opt to use numbers bigger than the minimum,
especially for the turning radius, to ensure the smooth maneuverability of
the large transport vehicles on-site.
4.1.2 Results based on Interviews
4.1.2.1 Terminal Function, Configuration, Consideration; Interview with Ms.

Aisa S. Usop
An interview with Ms. Aisa S. Usop, a Transportation Regulation

Officer and the Officer-in-Charge of Davao City Overland Transport
Terminal was conducted on August 23, 2016, Tuesday, 1:00 PM - 2:00 PM,
in the Davao City Overland Transport Terminal Administration Office.
When asked about the factors in facilitating a transport terminal, she

said that aside from the local ordinances regarding transportation and
terminals that must be followed, such as Ordinance 110 Series of 1986, the
main factor is the location. She stressed that facilitating transport services
must be strategically located and have to have an area suitable for catering
a lot of incoming and outgoing transportation services. The jurisdiction of
Davao City Overland Transport Terminal are all the public transportation
services going out of the borders of Davao City and is mandated to cater to
them all, but due to the insufficient area, DCOTT can only afford to cater to
buses. She said that in her time working in the Sangguniang Panglungsod,
there was a proposal to transfer the terminal elsewhere that has a bigger
area, but that proposal bets on the possibility that there would be anyone
willing to lend or sell an area to them that is in line with the Comprehensive
Land Use Plan of Davao City to deter provincial public transportation from
going to the Central Business District, but there are no available areas for
them to use so it didn’t push through.
When asked about the social problems within the terminal, she said
that most complains are about the peddlers and porters pestering the
passengers and overpricing their services. Although she sympathizes with
the porters and peddlers because they are simply looking for opportunities
to earn more, their efforts end up becoming a bother that prompts a lot of
passengers submitting complaints about them.

When asked about the problems regarding public transportation
under their jurisdiction, she stressed that the biggest problem is the issue
with illegal vans. There are only 4 legal satellite van terminals located at
Gaisano Mall of Davao, SM Ecoland, Victoria Plaza, and in Tulip Drive, and
that recently there is an ordinance that states that there should be no vans
within a 500m radius around the terminal, making any and all vans picking
up passengers that are not in those terminals, and is within the 500m radius
around the terminal, illegal.
4.1.2.2 Traffic Management and Transport Livability; Interview with Mr.

Eduardo B. Perez IV
An interview with Mr. Eduardo B. Perez IV, an Information System

and Network Specialist of the City Transport and Traffic Management Office
was conducted on August 15, 2016, Monday, 10:30 AM – 11:15 AM, in the
Office of the Information System and Network Specialist of the City
Transport and Traffic Management Office.
When asked about the factors to consider in transportation

planning, he said that the people should observe the road rules and
regulations, and ordinances aimed at easing the traffic of Davao City. The
main revolving factor in transportation planning is ensuring that the traffic
flow within the city is smooth so that the delivery of man and goods would
not experience any delay. The city has a lot of infrastructure projects aimed
at easing the traffic in the city, but faces a problem in the implementation
process as it will cause heavy traffic while being constructed.
When asked about the traffic situation of Davao City, he said that it
is still in the manageable levels, although there are certain parts of the city
in the brink of reaching the worst-case scenario. The roads within the
central business district cannot be expanded any further, therefore no more
infrastructure projects can ease the traffic in those areas.
When asked about the relationship of transportation and livability,

he responded that there are two (2) aspects to consider – economic and
environmental. The seamless delivery of man and goods will improve
livability through income and employment generation and, in turn, satisfy
the demands of its constituents. As for the environmental aspect, he said
that environmental degradation caused by carbon emission will be

minimized if traffic will be eased, as stationary vehicles caught in traffic will
continue to emit more harmful gases, so easing the traffic will minimize the
emissions.
4.1.2.3 Urban and Transport Planning, and Transport Livability; Interview

with Engr. Jose Froilan T. Rigor
An interview with Engr. Jose Froilan T. Rigor, Planning Officer IV of

the Chief Plans and Programs Division of the Office of the City Planning
and Development Coordinator was conducted on August 15, 2016, 1:00
PM – 1:30 PM at the Office of the City Planning and Development
Coordinator.
When asked about the relationship of transportation and livability,

he said that development should be dispersed to avoid the traffic
congestion in the central business district, what he calls the ‘Rush Hour
Syndrome’. Zoning should be improved to allow mix-use developments.
As for the effect of a transportation infrastructure to a city’s livability,

the terminal should be diverse environment so as to provide all the needs
and wants of passengers and the community living near the terminal. The
terminal should disperse the traffic and discourage provincial transport from
entering the central business district. Also, the terminal should aid in
making transport services to be convenient to the people, affordable to all,
and available at all times.
4.1.3 Results based on Ocular Inspection
4.1.3.1 Ocular Inspection of the Acacia, Tagakpan, Indangan, Sirib, Guianga

Jeepney Terminal
The proponent conducted an ocular inspection of Acacia,

Tagakpan, Indangan, Sirib, Guianga Jeepney Terminal at Marfori Street,
Poblacion District, Davao City, last Tuesday, September 27, 2016, 3:25PM
– 3:35PM.

SPACES DESCRIPTION
The jeepney terminal is

shaded by G.I. Roofing
supported by dilapidated angle
bars.
The terminal’s roofing is not

thermally insulated, making
what’s underneath susceptible
to heat radiated by the sun
Rifts found in the pavement of

the terminal could cause
unnecessary accidents
Jeeps using the terminal uses

its front area, and in effect the
road, to maneuver towards the
terminal, affecting the already-
traffic bankerohan area

Riding passengers would wait

in the jeep for it to leave,
eliminating the need for a
passenger waiting area inside
the terminal
Table 10: Ocular Inspection of the Acacia, Tagakpan, Indangan, Sirib, Guianga
Jeepney Terminal
Assessment of the Acacia, Tagakpan, Indangan, Sirib, Guianga Jeepney

Terminal:
• The terminal’s roofing doesn’t provide enough protection from the heat
of the sun, and from rains accompanied by strong winds
• The terminal’s lack of area for maneuverability becomes a factor in the
traffic of the Bankerohan Area
4.1.3.2 Ocular Inspection of the Moonbeem Realty Development Corp. L300

Terminal
The proponent conducted an ocular inspection of Moonbeem Realty

Development Corp L300 Terminal at San Pedro Street, Poblacion District,
Davao City, last Tuesday, September 27, 2016, 3:40PM to 3:58PM.

SPACES DESCRIPTION
Situated within the

bankerohan area, this is the
only terminal in the CBD that
facilitates air-conditioned L300
PUVs bound for Toril and
Calinan
Rentable spaces provided by

the terminal are noticeably
empty, which could be
attributed to its location which
is known to be a very
congested area

Table 11: Ocular Inspection of the Moonbeem Realty Development Corp. L300
Terminal
Assessment of the Moonbeem Realty Development Corp. L300 Terminal:
• The terminal’s roofing doesn’t provide enough protection from the heat of the
sun, and from rains accompanied by strong winds
• The terminal’s location, known to be a very congested area, deters commercial
businesses from renting its spaces for commercial establishments

4.1.3.3 Ocular Inspection of the MONVODA Satellite Van Terminal
The proponent conducted an ocular inspection of MONVODA

Satellite Van Terminal beside Gaisano Mall of Davao, J.P. Laurel Avenue,
Davao City, last Tuesday, September 27, 2016, 1:20PM – 1:45PM.
SPACES DESCRIPTION
The terminal’s lack of an

unloading area, as well as the
lack of setback from the
terminal to the road, contributes
to the traffic experienced by
Gaisano Mall in peak hours.
The terminal can cater to at

least 8 waiting vans, with
another standby van behind
every van, allowing a total of 16
vans to wait inside.
The terminal has a one-way

access road behind which
serves as their entrance to the
terminal.

The lack of waiting areas could

be attributed to the style of
management of the terminal in
regards to waiting passengers
– waiting passengers utilize the
vans that they will ride to as
their waiting area.
Table 12: Ocular Inspection of the MONVODA Satellite Van Terminal
Assessment of the MONVODA Satellite Van Terminal:
• The terminal lacks an off-RROW passenger loading/unloading space, causing

traffic to adjacent roads
• The terminal needs a bigger waiting area to accommodate more passengers
• The terminal’s apparent dependence on Gaisano Mall translates to lack of
diverse choices of amenities for passenger convenience
4.1.3.4 Ocular Inspection of the VP Northbound Van Satellite Terminal
The proponent conducted an ocular inspection of the VP

Northbound Van Satellite Terminal at Victoria Plaza Parking Lot, J.P. Laurel
Avenue, Davao City, last Tuesday, September 27, 2016, 2:06PM – 2:25PM.

SPACES DESCRIPTION

The terminal has a waiting

area, with a TV mounted on
the trusses supporting the
roof.
It has its own sari-sari store for

passenger convenience
Table 13: Ocular Inspection of VP Northbound Van Satellite Terminal

Assessment of the VP Northbound Van Satellite Terminal:

• The terminal’s apparent dependence on Victoria Plaza translates to lack of
diverse choices of amenities for passenger convenience
4.1.3.5 Ocular Inspection of the Southern Mindanao Transport Terminal Inc.
The proponent conducted an ocular inspection of the Southern

Mindanao Transport Terminal Inc. at SM City Davao Parking Lot, Quimpo
Boulevard, Davao City, last Tuesday, September 27, 2016, 4:49PM –
5:30PM.
SPACES DESCRIPTION
Situated inside the parking lot

of SM City Davao, the terminal
has a large area with more
than a half of it underneath a
covered area with slots for 18
vans and an area for
commercial establishments
and waiting areas.
The terminal has its own

ingress and egress areas,
eliminating the possibility of
the vans to cause traffic within
the mall

To maximize its abundance in

lot area, the terminal has a
half basketball court,
apparently as their way of
providing the drivers a way to
relieve mental stress caused
by driving long distances
Table 14: Ocular Inspection of the Southern Mindanao Transport Terminal Inc.
Assessment of the Southern Mindanao Transport Terminal Inc.:
• The terminal lacks weather protection for the pedestrians going in and out of
the terminal
sun
4.1.3.6 Ocular Inspection of the Abreeza – Metro Shuttle Bus Terminal
The proponent conducted an ocular inspection of the Abreeza –

Metro Shuttle Bus Terminal in front of Abreeza Mall, J.P. Laurel Avenue,
Davao City, last Tuesday, September 27, 2016, 2:35PM – 2:45PM.
SPACES DESCRIPTION
The terminal is located infront

of Abreeza’s Entrance leading
to Robinson’s Supermarket.
This aspect promotes
passenger convenience and
social connectivity by being
easily accessible from the mall.

The terminal has provided steel

chairs, planted in the terminal.
Another amenity for
convenience, which will be
maximized when the mall is still
closed.
The roofing is not thermally

insulated, making what’s
underneath susceptible to heat
radiated by the sun, even if it is
covered.

The terminal has provided 11

bus bays, although the lack of
allowance for maneuverability
deters the bus drivers from
using it
Table 15: Ocular Inspection of the Abreeza - Metro Shuttle Bus Terminal
Assessment of the Abreeza – Metro Shuttle Bus Terminal:
• Passenger convenience in regards to amenities are limited to the store hours

of the mall
• The apparent lack of maneuverability deters drivers from using the bus bay
4.1.3.7 Ocular Inspection of the Davao City Overland Transport Terminal

(DCOTT)
The proponent conducted an ocular inspection of Davao City

Overland Transport Terminal (DCOTT) last August 12, 2016, 11:00 AM –
1:30 PM, and at September 1, 2016, 11:40 AM – 12:30 PM, and 7:30 PM –
8:59 PM.

SPACES DESCRIPTION
The terminal has a

wide entrance
divided into 4
sections, with the
Task Force Davao
manning the
entrance. Incoming
passengers submit
themselves here for
inspection.
The passenger
lounge entrance is
directly accessible
from the security
check-up.

Inside the passenger

lounge are stainless
steel chairs, food
stalls, pay-to-use
comfort room, a wall-
mounted television,
and a breastfeeding
room.
The passenger
lounge has a
baggage counter,
albeit not in use. As
per inspection, inside
the baggage
counters are
equipment and small
generators in case of
brownout.

The concourse area

for northbound buses
with 8 meters for
pedestrian
movement. The
concourse is used as
a sleeping area for
passengers at night.
The concourse area

for the southbound
buses.

The row of
commercial spaces,
made up of
karinderyas, facing
the concourse area
for southbound
buses, with unpaved
idle roads.
The bus bay, located

in the middle of both
concourses. This
area being congested
cannot be avoided,
which causes delay to
most trips.

The unloading area

for passengers in
Terminal Drive. The
driveway is closed for
security purposes
The row of
commercial stalls
facing the concourse
for northbound
buses.
The façade of the

passenger lounge
with brown and
cream paint colors
depicting a modern
aesthetic welcomes
incoming passengers
Table 16: Ocular Inspection at Davao City Overland Transport Terminal

Assessment of the current Davao City Overland Transport Terminal:
• The terminal lacks proper space planning – not all spaces are
maximized, and some used for purposes not intended for that particular
space
• The terminal lacks an off-RROW passenger loading/unloading space,
causing traffic to adjacent roads
4.1.4 Results based on Survey
The proponent conducted a survey to a total of 260 respondents from

the passengers of DCOTT and the four (4) recognized Satellite Terminals of
Van/UV Express. Refer to APPENDIX K for Sample Survey Design.
65 Above
45-64
25-44
18-24
Under 18
0 10 20 30 40 50 60 70 80 90 100
Column2 Series 2 Column1
Figure 20: Age of Respondents
Out of 260 respondents, 37 are under 18, 65 are aged 18-24, 94 are
aged 25-44, 39 are aged 45-64, and 25 are aged 65 and above.

Female
Male
0 20 40 60 80 100 120 140
Column1 Column2 Series 3
Figure 21: Gender of Respondents
Out of 260, 133 respondents are male, while 127 are female.
120
100
80
60
40
20
0
Commute Business Leisure
Series 1 Series 2 Series 3
Figure 22: Reason for Travel
119 respondents travel to commute, 115 travel for leisure, and the
remaining 26 travel for business-related purposes.

120
100
80
60
40
20
0
Bus Van/UV Express Private Vehicle
Series 1 Series 2 Series 3
Figure 23: Mode of Travel
Out of 260 respondents, 113 prefer to travel with their private vehicles,
78 prefer to travel by bus, and 69 prefer to travel by Van/UV Express.
100
80
60
40
20
0
Taxi Jeepney L300 Private Vehicle
Series 3
Figure 24: Mode of Urban Travel
78 prefer to use their private vehicles as their mode of urban travel, 72

prefer jeepneys, 51 prefer L300s, and 59 prefer to ride taxis.

200
150
100
50
0
6am - 12pm 12pm - 6pm 6pm - 12am 12am - 6am
Series 3
Figure 25: Preferred Time to Travel
63.5% prefer to travel on 6 AM – 12 PM, 75.4% prefer to travel on 12

PM – 6 PM, 58.1% prefer to travel on 6 PM – 12 AM, while 31.9% prefer to
travel on or within 12 AM – 6 AM.
Other
Talk with others
Play games
Walk around
Eat
0 50 100 150 200 250
Series 1
Figure 26: What to do while waiting
80% of the respondents prefer to eat while waiting, 78.1% prefer to

listen to music, 57.7% prefer to play games while waiting, 11.9% prefer to walk
around, 42.3 prefer to read while waiting, 40.9% prefer to take a nap, 28.1%
prefer to talk to others and 25% prefer to just wait.

250
200
150
100
50
Figure 27: Lacking Amenities in the Terminal
Out of 260 respondents, 234 think that the terminal lacks cleanliness,
225 think the comfort level is lacking, 208 think that the waiting area is lacking,
201 say that the terminal lacks green spaces, 197 say that there should be
more food establishments, 129 think that the terminal lacks signs and symbols,
36 think that the terminal is not safe enough, 31 think that the terminal’s
customer service is lacking, and 30 think that the terminal lacks smoking areas.
4.2 Analysis, Interpretations and Recommendations
4.2.1 Identifying Strategies for Transport Urbanism
Principles of Transport Urbanism Solutions and Recommendations
Frequency • Increase capacity of the terminal

through additional parking bays
and increase floor area of the
waiting area and the
maneuvering area above the
minimum requirements
Reliability (Sustainability) • Improving safety to avoid

accidents and security to reduce
risks from threats, and the delays

it would cause through physical
barriers (e.g. plant boxes, gates,
etc.)
• Space planning should allow for
the seamless traffic flow within
the site by separating public and
private vehicle flows, and
separating vehicular traffic with
foot traffic
Speed • Modal transfer time should be as

short as possible. The layout of
the terminal in relation to the site
should allow easy transfer from
different modes of transport.
• Incorporating modern technology

in the design for the security
features of the terminal, such as
x-ray scanners, and CCTVs, to
eliminate human traffic at
entrances
Convenience • The layout should be in such a

way that modal transfer won’t
require complex procedures (e.g.
going out of the terminal)
• Allotting rentable areas for

amenities such as convenience
stores, dining, and drug stores,
and locating them in such a way
that they can be easily accessed
by the passengers, preferably
somewhere in between the main
entrance/s and the passenger
waiting areas

Ease of Use (Accessibility) • Considerations for all types of

passenger demographics and
disabilities.
• Tactile signage, audible

information, matching of bus bay
level to bus height, ramps, and
handrails will be used.
Table 17: Strategies for the Principles of Transport Urbanism
4.2.2 Identifying Strategies for Livability
Elements of a Livable City Solutions and Recommendations
Compact • Space planning should ensure

maximized use of all spaces to
allow for diverse features in the
terminal
• Dynamic allocation of platforms
based on the arrival of buses, bus
layover needs, and transitional
spaces of modal switching
Diverse • Integration of a variety of uses in

the design and planning of the
terminal that will take advantage
of pedestrian traffic generated by
the terminal such as, but is not
limited to: coffee shops, alfresco
dining, souvenir shops, banks,
convenience stores, drug stores,
mini-grocery, and many more
amenities that passengers can
benefit from.

Green • Incorporate green public spaces

in the design, more than the
[reduced] minimum green space
requirement of 10%, such as
greenways, green parks and
plazas that shall also serve as
waiting areas
• All paved areas such as parking
spaces, driveways, bus berths,
shall use porous grass
pavements whenever possible.
Sustainable • Transport sustainability is

measured through efficiency of
public transport modes
• Improving safety to avoid
accidents and security to reduce
risks from threats, and the delays
it would cause through physical
barriers (e.g. plant boxes, gates,
etc.)
• Space planning should allow for
the seamless traffic flow within
the site by separating public and
private vehicle flows, and
separating vehicular traffic with
foot traffic
• Provide abundant greeneries to
absorb the carbon emissions of
the vehicles on-site
Healthy • Incorporating a safe pedestrian

environment through the use of
barriers (walls, railings, plant
boxes) to separate vehicular

pathways and pedestrian
pathways
• Pathways and routes should be
clear and without obstruction at
all times, and accompanied with
clear signage for increased
legibility and visibility.
• Minimum width of 1.8m for
pathways dedicated for foot
traffic for seamless pedestrian
flow
Accessible (Ease of Use) • Considerations for all types of

passenger demographics and
disabilities.
• Tactile signage, audible

information, matching of bus bay
level to bus height, ramps, and
handrails will be used.
Table 18: Strategies for the Elements of a Livable City
4.2.3 Identifying Strategies for Sociospatial Aspects of Transportation
4.2.3.1 Strategies for Perceived and Conceived Sociospatial Behavior
Aspects of Sociospatial Behavior Recommendation
Policies Drivers
• Perception and obedience to the

law is limited to when there are
enforcers and terminal security
nearby, as evident in Taxi and
PUV drivers observed to neglect
certain rules such as where to
load and unload when there are

no enforcers nearby and there is
little to no traffic
• Incorporate in the terminal space
planning the designated loading,
unloading, and waiting areas for
their exclusive use only.
• Loading and unloading areas
shall be located on-site and be
separated by any form of barrier
(preferably plant box and/or
sidewalk) as to not affect highway
traffic
Culture • Eliminating the language barrier

through visual signages
• Demographic sensitivity through
universal design (see
Accessibility)
Security Porters
• Porters are known to pester

passengers in their effort to do
their job well and earn more,
evident in the majority of the
complaints received by DCOTT
Admin to be about them. That
behavior is a threat to the
security, evident in one caught
stealing a passenger’s wallet
• Improve security features, of the
terminal through concepts of
architectural legibility and
visibility to deter anybody from
trying anything wrong
• Some CCTVs should be visible to
create a sense of perceived

security to terminal users and
evildoers
• Visibility and connectivity of
enclosed public areas within the
terminal shall be improved
through the use of transparent
glass walls and transparent glass
doors to create a sense of
security
• The application of the element of
diversity also allows for
heightened security, using
onlookers to create a perceived
security due to the diverse
activities conducted within the
terminal area
Table 19: Strategies for Sociospatial Behavior
4.2.3.2 Strategies for Sociospatial Implications of Transportation
Sociospatial Implications Strategies
Economic (Diverse) • Integration of a variety of uses in

the design and planning of the
terminal that will take advantage
of pedestrian traffic generated by
the terminal such as, but is not
limited to: coffee shops, alfresco
dining, souvenir shops, banks,
convenience stores, drug stores,
mini-grocery, and many more,
that the riding public can benefit
from (see Diverse)

Social (Accessible) (Security) • Spatial consideration for different

types of users shall be
considered (see Accessibility)
• Application of strategies for
accessibility and security to
promote social activities (see
Security)
Environmental • Abundance of trees on-site shall

provide for natural shading and
cooling, and also aid in absorbing
carbon emissions from the
vehicles in the terminal.
Table 20: Strategies for Sociospatial Implications of Transportation
4.2.3.3 Spatial Considerations for Types of Users and Behavior
Users Findings Recommendation
Elderly Passengers / • Elderly • Extra seats will be

Passengers with passengers need reserved for use
Disability assistance with of elderly
their luggage, passengers /
especially when passengers with
travelling alone. disability.
• People with • Special tactile

disabilities need pavements and
assistance and surfaces designed
guidance through for people with
visual, audio, and disabilities that will
touch cues. lead them to
customer service,
to bus loading
bays, and special
seating reserved

for them
Passenger with Health • The current • Service area for

Conditions terminal doesn’t first-aid treatment
have the facility to will be provided
apply first-aid
treatment
Passenger Comfort • Commuting stress • Abundant

can cause greeneries will be
commuters to be incorporated
easily irritated which is a good
area for them to
• Passengers with
unwind and calm
heavy luggages
themselves down
are prone to be
easily irritated
Passenger Diversity • A terminal is an • Use of pictures

environment full of and symbols for
transient people easier perception
who may have
• Signages with
different cultures
multilingual
and language.
information for
foreign and local
riders to give them
a sense of
familiarity
Passenger with Escort/s • A common Filipino • Seats will be

practice is provided for
escorting their people who will
friends or relatives not avail any
to terminals when transportation
travelling service
• Increase private
parking space

beyond the
minimum
requirement to
cater to Filipino’s
culture of “hatid-
sundo”
Table 21: Spatial Considerations for Types of Users and Behavior
4.2.3.4 Spatial Considerations for Transportation in Davao City
Transport Modes Solution
Regional Transport • Extra spaces along the busway
(Buses, UV Vans) for easier maneuverability and, at

peak times, to accommodate
buses waiting for their turn to use
the bus bay
Public Utility Vehicles • Provide loading/unloading area
(Jeepney, L300) for the specific use of PUVs to

promote passenger safety and
ensure seamless traffic flow
within and around the terminal
Taxis • Unloading areas for taxis to be

provided near the entrance for
passenger convenience
Table 22: Spatial Consideration for Transportation in Davao City

4.3 Site Criteria
Criteria Site 1 Site 2
Location – site must Both sites are located on Toril, an automobile-dependent

be situated in a car- area with an average travel speed of 20-30 kph within its
dependent urban area vicinity, and a traffic rate of -11% based on the traffic
to allow facilitation of study of JICA. The area is plied upon by more than 538
as many urban out of 7,200 registered PUVs, or 7% of the total PUV
transport modes and population of the city, with various routes passing
routes as possible through the site, not including the L300-type and passing
buses.
Social Implication – The site is easily accessible along McArthur Highway, a

should be easily major highway in Davao, and is near the road connecting
accessible to promote Toril and Calinan
social interaction
within the community
Economic The site is near to a number The site is near to a

Implication – built of commercial number of commercial
establishments, establishments, amenities, establishments, amenities,
especially those for and facilities, such as, but is and facilities, such as, but
passenger not limited to: Gaisano Mall is not limited to: St. Peter’s
convenience, should of Toril, Toril Public Market, College of Toril, Toril
be within proximity of and Toril District Hall. Public Market, and Toril
the site to promote District Hall.
economic growth
Environmental The site is abundant in trees that could be incorporated in

Implication – existing the design and construction of the proposed integrated
flora and fauna within transport terminal.
the site to be
incorporated in the
design to aid in
filtering carbon
emission of vehicles
Future Transport Based on the CLUP, both sites are near one end of both
Projects – must be the Proposed Major Road (CDP) and the Proposed By-

located near possible pass Highway (approximately 4 kilometers away from
new road networks for both sites)
future development
Utilities - must have Water source is supplied by Davao City Water District.
complete services Electricity is supplied by Davao Light and Power
from Company. Cellular signals from Globe, Smart, and Sun
telecommunications,
water supply, electric
supply
Table 23: Site Criteria
Figure 28: Mapping of Site 1
Site 1, highlighted in gray, is located along McArthur Highway at Toril, Davao

City, as shown on Figure 28.

Figure 29: Mapping of Site 2
Site 2, highlighted in gray, is also located along McArthur Highway at Toril,

Davao City, as shown on Figure 29.
The chosen site is Site 2, located along McArthur Highway at Toril, Davao City.
Both sites are similar in all aspects, except Site 2’s proximity to amenities is better than
Site 1.

CHAPTER 5
THE PROJECT
5.1 Site Analysis
5.2 Project Description
5.3 General Space Requirements
5.4 Design Philosophy
5.5 Programmatic Concepts
5.6 Organizational Structure
5.7 Specific Space Requirements
5.8 Behavioral Analysis
5.9 Space Matrix
5.10 Bubble Diagrams
5.11 Space Programming

5.1 Site Analysis
5.1.1 General Profile
Line Dimensions
1-2 136.29 m (N 30°36’ W)
2-3 186.05 m (N 69°24’ E)
3-4 89.54 m (S 35°0’36” E)
4-1 190.70 m (S 55º W)
Figure 30: General Profile of the Proposed Site
The site is located along C.P. Garcia Hwy, Toril, Davao City. It has an
area of 21,030.85 sq.m., or 2.1 hectares.

5.1.2 Location and Vicinity
Establishment Distance from Site Travel Time

Driving Walking
Malta Medical 190 meters 1 minute 2 minutes
Center, Inc.
St. Peter's College 300 meters 1 minute 4 minutes
of Toril
Toril Public Market 600 meters 1 minute 8 minutes
Villa Carmelita 600 meters 1 minute 7 minutes
Inland Resort And
Hotel
Toril District Hall 650 meters 2 minutes 8 minutes
Piedad Central 700 meters 3 minutes 9 minutes
Elementary School
Toril Police Station 750 meters 3 minutes 9 minutes
Crossing Bayabas 850 meters 3 minutes 11 minutes
National High
School
Mt. Apo Science 900 meters 2 minutes 11 minutes
Foundation College
Gaisano Mall of 1.0 kilometer 3 minutes 12 minutes
Toril

St. John of the 1.0 kilometer 3 minutes 12 minutes
Cross Hospital
Davao City National 1.3 kilometers 5 minutes 15 minutes
High School
Davao Central 1.3 kilometers 5 minutes 15 minutes
College
Table 24: Location and Vicinity of the Proposed Site
The site is just a five (5) minute drive to most of the significant locations
within Toril Proper, with the farthest being a 15-minute walk from the site. The
sole medical center in Toril is just a minute drive, or a 2-minute walk from the
site.
5.1.3 Sun and Wind Path
Figure 31: Sun and Wind Path of the Proposed Site
The frontage of the site is susceptible to sunlight at noontime, while the

site’s north and south may be able to take advantage of the wind passing by
the site to achieve natural cooling.

5.1.4 Zoning
Figure 32: Land Use and Zoning around the Site
The vicinity of the site, encircled in black, is dominantly residential, as

shown on Figure 32.

5.1.5 Physical Features
5.1.5.1 Natural Features
Figure 33: Slope Analysis of the Proposed Site
The site, and its vicinity, are dominantly level to nearly level, or 0-3%
slope, highlighted in green, as shown on Figure 33
Figure 34: View of the Site from the Road
The site is overflowing with vegetation, with waist-height grasses

signifying that the site is not being maintained. Some of these trees on-site may
be incorporated to the proposed terminal’s vegetation, particularly the edges of
the terminal, with the front as an exception.

5.1.6 Accessibility
5.1.6.1 Vehicular Circulation
Figure 35: Vehicular Circulation on-site
The site is accessible to a total of 17 routes of more than 540 jeepneys,

and bus routes such as those from and to Mati, Digos, General Santos,
Tacurong, Kidapawan and Koronadal pass through the site via McArthur
Highway, its only adjacent road. Planning the site, especially locating the entry
and exit points, should consider the fact that the site only has one adjacent
road so as not to cause traffic on that one road.
5.1.6.2 Pedestrian Circulation
Figure 36: Pedestrian Circulation On-site

Pedestrian Circulation on-site only occur along McArthur Highway. To
attract foot traffic towards the site, it is imperative that amenities that would
attract foot traffic be incorporated along McArthur Highway
5.1.7 Utilities
The site is suppled water by Davao City Water District. Electricity is

supplied by Davao Light and Power Company. Cellular signals are from Globe
Telecom, SMART, and Sun Cellular.
5.1.8 Sensory
5.1.8.1 Sensory – Views
Figure 37: Views to and from the Site

The portion of the site adjacent to McArthur Highway is the only
clear view of the site from outside. This makes it imperative that the façade
of the site be attractive to pedestrians and commuters alike.
5.1.8.2 Sensory - Noise
Figure 38: Noise of the Site
The site is susceptible to noise generated by passing vehicles along

McArthur Highway, but at the same time, the site will generate noise due to
the public transport vehicles on-site.
Incorporating landscape buffers into the design will aid in

dampening the noise coming from the road and from the vehicles inside the
terminal.

5.2 Project Description
The Proposed Toril Integrated Transport Terminal, located on a 2.1-hectare lot

in Toril, Davao City shall cater to land public transport modes on an automobile-
oriented urban area, such as Toril. The project shall serve as the terminal that will
connect the urban area of Toril to the central area of Davao City.
The project aims to tackle the growing traffic problem of Davao City in terms of
economic, social, and environmental issues of transportation, and address it through
the application of transport urbanism in the design process, with the aim of improving
the traffic situation, and in effect, the economic, social, and environmental effects of
transportation, in Davao City.
5.3 General Space Requirements
5.3.1 Site Requirements
Terminal Building
Transport Parking Bays
Commercial Building
Parking Area
Loading and Unloading Area
5.4 Design Philosophy
“An advanced city is not one where even the poor use cars, but rather one where
even the rich use public transport.” - Enrique Peñalosa
Transportation systems and infrastructures are one of the most important

innovations known to man. It is a very important factor that has influenced the shape,
growth, and development of cities.
Concepts of transport urbanism will be the main basis of the design process.
Architect Shane Labenz’s study of the integration of transportation system led him to
realize how integral and influential transportation infrastructures are in the growth and

development of places. With that realization, it becomes imperative that the
sociospatial effects of transportation, grouped into social, economic, and
environmental aspects, be studied and considered in the design process as these
factors allow for in-depth understanding of the relationship of transportation systems
to a city’s livability, and in effect, allow for design solutions to transportation
infrastructures, such as transport terminals, that will enhance the city’s livability.
The idea of this study is improving the efficiency of existing public transport
systems to remote urban areas of the city through a transport terminal that can
complement and enhance the efficiency of existing transport systems, promoting the
frequent use of public transport over private vehicles, which, will aid in reducing overall
traffic to Davao City.
5.5 Programmatic Concept
Building types like public transport terminals are designed to provide service.
The Integrated Transport Terminal will be designed to serve the public transport modes
of its location, which is Toril, Davao City. As such, the terminal design shall consider
mainly the (1) user capacity, and (2) its effectiveness in facilitating public transport.
5.5.1 Flexible Spaces and Diverse Activities
In urban transport terminals, people wait for the mode of transport with
its corresponding route. Waiting, however, creates an opportunity for diversity.
Mixed-use and open space planning is a fitting approach for the economic
aspect to cater to diverse passenger activities and movement within the area,
and this also allows for a bigger area to for passengers to move about,
responding to the issue of user capacity.
5.5.2 Safe and Secure Transit Environment
Building types that are designed to provide services to the public such
as terminals are expected to be a busy place. Having a lot of people in one
place at a time creates safety and security risks to the place and to the people
around and within the area. Under the social aspect, it is vital to these building
types that blind spots are eliminated, and counter the freedom created by

flexibility to control the transit environment and reduce the safety and security
risks to a large degree.
5.6 Organizational Structure
Integrated Transport Terminal
City Economic
Enterprise
Administration Security Maintenance Operations
In-house Facilities
Personnel Core Route
Security Upkeep
Operations
Concessionaire Sanitation
Feeder Route
Operations
Budget &
Supply DCOTT
Operations
Records
Figure 39: Organizational Structure
5.7 Specific Space Requirements
5.7.1 General Use
- Passenger waiting area

- Ticketing Counter
- Information Counter / Helpdesk
- Comfort Rooms
- Access to loading & unloading area
5.7.2 Passenger Amenities
- Breastfeeding room
- First-aid room
- Shop Stalls
- Bank / ATM area
- Restaurant
- Coffee Shop

- Drug Store
5.7.3 Staff Use
- Administration Office
- Admin Office Comfort Room
- Staff Lounge
- Staff Comfort Room
- Staff Locker Room
- Conference Room
- Maintenance and Utility Room
- Genset Room
- CCTV Room
5.8 Behavioral Analysis
5.8.1 Site Behavioral Analysis
Figure 40: Site Behavioral Analysis

5.8.2 Terminal Building
5.8.2.1 Visitor Behavioral Analysis
Figure 41: Terminal Building - Visitor Behavioral Analysis

5.8.2.2 Staff Behavioral Analysis
Figure 42: Terminal Building - Staff Behavioral Analysis

5.9 Space Matrix
Figure 43: Space Matrix of the Integrated Transport Terminal

5.10 Bubble Diagrams
5.10.1 Terminal Building
Figure 44: Terminal Building Bubble Diagram
5.11 Space Programming

Space Users Function Ancillari Amenities Lightin Ventilation

es g
Passenger Guest Guests wait Chair Open Natura Natural

Waiting Area s for their space l Ventilation
TV
designated Lightin w/ Ceiling
Display
or preferred g Fan
Tactile
mode of
LED
Display
transport
Lightin
Paging
g
system
Information / Guest Provide Desk Flyer Natura Natural

Helpdesk s guests with stands l Ventilation
ease, Lightin w/ Ceiling
Transport
provide g Fan
route
information
informatio LED
flyers, and
n Lightin
answer
g
questions of
the guests
Ticketing Guest Users pay Counter Transacti LED Split-type

Counter s transport on desk Lightin Air-
fees here g conditioni
ng system
ATM Area Guest Allows ATM LED Natural

s users to Machine Lightin Ventilation
withdraw g w/ Ceiling
and deposit Fan
money as
needed
Comfort Guest A room Toilet LED Natural

Rooms s providing Lightin Ventilation
Lavatory
guests’ g w/
Urinal
comfort with

urinals and Exhaust
toilet to fan
collect
human
waste
Shop Stalls Guest Provides Stalls Finger Natura Natural

s guests with foods l Ventilation
basic Lightin w/ Ceiling
Water
human g Fan
needs
LED
Lightin
g
First-aid Guest A room for Bed First-aid Natura Split-type

Room s providing equipmen l Air-
Chair
immediate t Lightin conditioni
aid while g ng system
waiting for
LED
an
Lightin
ambulance
g
Breast- Guest A room for Bed Natura Split-type

feeding s breastfeedi l Air-
Chair
Room ng mothers Lightin conditioni
Sink
to g ng system
breastfeed
LED
or pump
Lightin
breast milk
g
in private
Loading / Guest Area for Drivewa Natura Natural

Unloading s boarding to y l Ventilation
Area and Lightin
Vehicle
alighting g
Bays
from public

transport LED
modes Lightin
g
Staff Lounge Staff A room for Desk Natura Natural

terminal l Ventilation
Couch
staff to rest Lightin w/ ceiling
TV
in their non- g fan
working
LED
hours
Lightin
g
Staff Staff A room Toilet Natura Natural

Comfort providing l Ventilation
Lavatory
Room staff’ Lightin w/
Urinal
comfort with g Exhaust
urinals and fan
LED
toilet to
Lightin
collect
g
human
waste
Staff Locker Staff A room for Lockers Long Natura Natural

Room the staff to chair l Ventilation
keep their Lightin w/ ceiling
belongings g fan
while
LED
working
Lightin
g
Maintenance Staff Houses the Cabinet Natura Natural

/ Utility cleaning storage l Ventilation
Room and Lightin w/ ceiling
maintenanc g fan
e tools for
the terminal

LED
Lightin
g
Administrati Staff Office of the Desks Natura Split-type

on Office terminal l Air-
Chair
administrati Lightin conditioni
Filing
on g ng system
Cabinet
department
LED
Lightin
g
Administrati Staff A room Toilet Natura Natural

on Comfort providing l Ventilation
Lavatory
Room the Lightin w/
Urinal
administrati g Exhaust
on fan
LED
department
Lightin
comfort with
g
urinals and
toilet to
collect
human
waste
Conference Staff A room Meeting Natura Split-type

Room wherein the Table l Air-
staff met Lightin conditioni
Chair
and discuss g ng
Projector
important System
LED
matters
Lightin
regarding
g
the terminal
CCTV Room Staff A room Table LED Split-type

wherein all Lightin Air-
Chair
the control g conditioni

panels of Comput ng
the CCTVs er System
of the
LAN-Wifi
terminal are
Router
found
Table 25: Space Programming of the Terminal Building

References
Alfandre, J. (2012). Integrating Transportation with Land Use and Development Plans.
Transportation Systems for Livable Cities (p. 9). Washington, D.C.:
Transportation Research Board.
ALMEC Corporation. (2011). Public Transport Route Improvements. In TA 7243-REG:

Implementation of Asian City Transport - Promoting Sustainable Urban
Transport in Asia Project (Davao Sustainable Urban Transport). Davao City.
American Association of State Highways and Transportation Officials (AASHTO).

(2002). Interim Geometric Design Guide for Transit Facilities on Highways and
Streets.
American Institute of Architects. (2005). Livability 101. Washington DC.
Arcadis. (2015). Sustainable Cities Index 2015. Retrieved June 04, 2016
Asian Development Bank. (2016). Philippines: Davao Sustainable Urban Transport

Project .
Bacolod Tops the List of 2016 Most Livable Philippine Cities. (2016, April 26).
Retrieved from OKD2.com: http://okd2.com/bacolod-city-tops-lists-2016-
livable-philippine-cities/
Battad, D. (2012, February 25). Rodrigo Duterte. Retrieved from Blogger:

davaocitybybattad.blogspot.com/2012/02/rodrigo-duterte.html
Bradford, H. (2011, September 25). 10 Cities Where Workers Most Use Public Transit:
Census. Retrieved August 24, 2016, from The Huffington Post:
http://www.huffingtonpost.com/2011/09/23/public-transit-workers-
cities_n_978496.html
Bucholz, C. (2012, November 06). 6 Unspoken Rules of Public Transportation

(Everybody Breaks). Retrieved July 25, 2016, from Cracked:
http://www.cracked.com/blog/6-unspoken-rules-public-transportation-
everybody-breaks/
Burila, J., Birnbaum, K., Radulovich, T., & Reinstein, S. (2016, March 3). What Makes
a Livable Neighborhood. Retrieved July 13, 2016, from Livable City:
http://livablecity.org/what-makes-a-livable-neighborhood/

Burroughs, H., & Hansen, S. J. (2011). Managing Indoor Air Quality. The Fairmount
Press.
Cayon, M. (2016, January 18). Davao City gets 3 major infrastructure projects.
Retrieved September 20, 2016, from BusinessMirror:
http://www.businessmirror.com.ph/davao-city-gets-3-major-infrastructure-
projects/
Cervero, R. (2006). Public Transport and Sustainable Urbanism: Global Lessons.

Berkeley. Retrieved August 20, 2016
CH2M HILL. (2013). TA-8195 PHI: Davao Sustainable Urban Transport. Inception,
Davao City. Retrieved August 25, 2016
CH2M Hill. (2013). TA-8195: Davao Sustainable Urban Transport.
Chika, A. (2016, June 26). Davao City Bypass Construction Project by the JICA.
Retrieved September 20, 2016, from Anything About Davao:
https://anythingaboutdavao.blogspot.com/2016/06/davao-city-bypass-
construction-project.html
Chin, W. L. (2015, November 20). How Walkable is Singapore? Retrieved August 22,
2016, from Going Places Singapore:
http://www.goingplacessingapore.sg/people/2015/Walkability.aspx
City Government of Davao. (2013). Comprehensive Land Use Plan (2013-2022) Vol.
1. Davao City.
Cloud, J. (2009, September 03). Problem with Close-Talking? Blame the Brain.
Retrieved July 25, 2016, from Time:
http://content.time.com/time/health/article/0,8599,1919910,00.html
Department of Public Works and Highways - Region XI. (2012). Summary Traffic Data
- Annual Average Daily Traffic. Davao City: City Transport and Traffic
Management Office.
Dreessen Cardinal Architects Inc. (2016, April 22). Urbanism: How Public Transit is
Shaping our City. Retrieved August 20, 2016, from
http://www.architectsdca.com/urbanismhowpublictransitisshapingourcity/
Dulka, N. (2016, January 21). Breastfeeding in Public. Retrieved July 14, 2016, from
The Concordian: http://theconcordian.org/2016/01/21/breastfeeding-in-public
Ebolo, L., & Mazzulla, G. (2009). A New Customer Satisfaction Index for Evaluating
Transit Service Quality. Journal of Public Transportation, 12(3).

Funk & Wagnalls New World Encyclopedia. (2016). Public Transportation. World
Almanac Education Group, Inc.
Furnell, J. (2010, March 21). Architecture as Space: Boundaries, Connections, and the
Poetry of Movement in Digital Experiene. Retrieved July 14, 2016, from The
Architecture of Everything:
https://jasonfurnell.wordpress.com/2010/03/21/architecture-as-space-
boundaries-connections-and-the-poetry-of-movement-in-digital-experience/
Ghel, J., & Hook, W. (2010). Our Cities Ourselves: 10 Principles for Transport in Urban
Life. Institute of Transportation and Development Policy. Retrieved August 24,
2016
Goffman, E. (2010). Relations in Public: Microstudies of the Public Order. New

Brunswick: Transaction Publishers.
Gonzales, O. I., & Novaco, R. W. (2009). Commuting and Well-being. Retrieved July
29, 2016, from
http://www.its.uci.edu/its/publications/papers/JOURNALS/Novaco_Commutin
g-2.pdf
Gottdiener, M., & Hutchison, R. (2011). The New Urban Sociology (4th ed.). United
States of America: Westview Press. Retrieved July 07, 2014
Haas, O. (2014). Socio-spatial theory: Space, Social relations, Difference. Retrieved

July 5, 2016
Hadley Dyer and Marc Ngui. (2010). Watch this Space: Designing, Defending, and
Sharing Public Space. Kids Can Press.
Hall, P. (2013). Good cities, better lives: how Europe discovered the lost art of
urbanism. Routledge.
Harata, N., Hirano, T., Ohmori, N., & Ohta, K. (2014, June 14). Passengers' Waiting
Behavior at Bus Stops. Retrieved July 14, 2016, from
https://www.researchgate.net/publication/242529216_Passengers'_Waiting_B
ehavior_at_Bus_Stops
Hofker, F., Jansma, F., Li, T., van Heck, E., Vervest, P., & Voskuilen, J. (2006).
PASSENGER TRAVEL BEHAVIOR MODEL IN RAILWAY NETWORK
SIMULATION. The Netherlands.
Holzapfel, H. (2015). Urbanism and Transport: Building Blocks for Architects and City
and Transport Planners. Routledge. Retrieved July 24, 2016

Institute for Transportation & Development Policy. (2011, September 20). Our Cities
Ourselves: Eight Principles for Transport in Urban Life. Retrieved from Institute
for Transportation & Development Policy: https://www.itdp.org/our-cities-
ourselves-eight-principles-for-transport-in-urban-life/
Institution for Transportation and Development Policy. (2011). Our Cities Ourselves:
Principles for Transport in Urban Life. Retrieved August 24, 2016, from
https://www.itdp.org/wp-content/uploads/2014/07/OCO8principles_ITDP.pdf
International Road Transport Union Smart Move Campaign. (2009). "Doubling the use
of collective passenger transport by bus and coach" Practical Solutions (1st
ed.). Retrieved July 29, 2016
Jimenez, R. (2011, March 14). Pinoy migrants, expats make Davao City a 'melting pot'.
Retrieved August 22, 2016, from EDGE Davao:
http://www.edgedavao.net/index.php?option=com_content&view=article&id=4
212:pinoy-migrants-expats-make-davao-city-a-melting-pot
Jones, M. (2009). “Phase space: geography, relational thinking, and beyond”.
Knox, P., & Pinch, S. (2010). Urban Social Geography: An Introduction (6th ed.).
Pearson Education Limited. Retrieved July 19, 2016
Labenz, S. A. (2014). Transportation Urbanism.
Land Transportation Franchising and Regulatory Board (LTFRB). (2008). Standard

Classification and Guidelines in the Establishment, Maintenance, and
Operations of Public Transport Terminals. Department of Transportation and
Communications (DOTC).
Lee, R. (2007). The Art of Placemaking; Interpreting Community Through Public Art
and Urban Design. Merrell Publishers.
Levine, J. (2012). Metropolitan Accessibility and Transportation Sustainability:

Comparative Indicators for Policy Reform. Transportation System for Livable
Communities (pp. 23-25). Washington, D.C.: Transportation Research Board.
Massey, R. (2014, November 14). Booming economy leads to congestion and slower
traffic: Motorway traffic levels reach all-time high as number of 'white van man'
miles soars. Retrieved July 7, 2016, from Mail Online:
http://www.dailymail.co.uk/news/article-2834108/Booming-economy-leads-
congestion-slower-traffic-Motorway-traffic-levels-reach-time-high-number-
white-van-man-miles-soars.html

McCord, M. M., Mishalani, R. G., & Wirtz, J. (2006). Passenger Wait Time Perceptions
at Bus Stops: Empirical Results and Impact on Evaluating Real-Time Bus
Arrival Information. Journal of Public Transportation, 9(2). Retrieved July 29,
2016
McInelly, M. (2012). Prioritizing Physical Space. Transportation System for Livable

Communities, (pp. 10-13). Washington, D.C.
McLaren, W. (2015, January 14). Design for life. AKA design for: all, access, lifespan,
universal, inclusive, adaptive, and more. Retrieved from Architecture and
Design: http://www.architectureanddesign.com.au/features/featuresarticles/
Mercurio, R. (2016, January 4). Traffic can make Metro Manila uninhabitable in 4
years. Retrieved July 13, 2016, from PhilStar Global:
http://www.philstar.com/headlines/2016/01/04/1539050/traffic-can-make-
metro-manila-uninhabitable-4-years
Merriam-Webster. (2016). Merriam-Webster's Learner's Dictionary. Retrieved from

http://www.merriam-webster.com/dictionary/integrate
Ministry of Transportation. (2012). Transit-Supportive Guidelines. Ontario: Queen's

Printer for Ontario.
Monigham, B. (2015). Urban Design and Livability. City of Sacramento: City of

Sacramento Planning Academy. Retrieved July 09, 2016
Moradante, A. R. (2015, November 6). Davao City recognize only 5 legal van terminals.
Retrieved August 25, 2016, from Davao Today:
http://davaotoday.com/main/economy/davao-city-recognize-only-5-legal-van-
terminals/
Murray, P. (2007, July 03). The Six Categories of Time Management. Retrieved July
29, 2016, from Ezine Articles:
http://EzineArticles.com/expert/Patsy_Murray/107525
New Zealand Transport Agency. (2014). Guidelines for Public Transport Infrastructure
and Facilities. Wellington.
Niguidula, N. V. (2012, December 9). The Filipino Non-concept of Space. Retrieved

July 14, 2016, from Aligning with Truth:
https://mytruthsetsmefree.wordpress.com/2012/12/09/the-filipino-non-
concept-of-space/

Nonoy. (2011, February 9). What is the most livable city in the Philippines. Retrieved
July 12, 2016, from Cebu and Davao Journey: http://cebudavao.com/travel/the-
most-livable-city-in-the-philippines/
Organization for Economic Co-operation and Development. (2012). Compact City

Policies: A Comparative Assessment. Paris: OECD Publishing. Retrieved
August 22, 2016
Pana, A. A. (2012, March 14). Davao: from "murder city" to "most livable city" in Asia.
Retrieved July 12, 2016, from Philpress News:
https://philpressnews.wordpress.com/2012/03/14/davao-from-murder-city-to-
most-livable-city-in-asia/
Pojas, R. C. (2016, January 31). Davao City to be ‘as congested as Metro in 10 years’.
Retrieved from Sunstar Davao: http://www.sunstar.com.ph/davao/local-
news/2016/01/31/davao-city-be-congested-metro-10-years-454739
Project for Public Spaces. (2014). Reimagining Our Streets as Places: From Transit
Routes to Community Roots. Retrieved from Project for Public Spaces:
http://www.pps.org/reference/reimagining-our-streets-as-places-from-transit-
routes-to-community-roots/
Project for Public Spaces. (n.d.). Detroit Leads the Way on Place-Centered
Revitalization. Retrieved from Project for Public Spaces:
http://www.pps.org/projects/detroit-leads-the-way-on-place-centered-
revitalization/
Rodrigue, J.-P. (2013). The Geography of Transport Systems (3rd ed.). New York:
Routledge.
Schmitt, G. (2016, February 28). Information Architecture of Future Cities:Livable

Cities - Criteria for Liveability.
Schofer, J. L. (2015, February 12). Mass transit. Retrieved August 24, 2016, from
Encyclopaedia Britannica: https://www.britannica.com/topic/mass-transit
Shapiro, A. (2011, May 26). The Spaces We Create: What They Can Teach Us.
Retrieved July 07, 2016, from Psychology Today:
https://www.psychologytoday.com/blog/healing-possibility/201105/the-
spaces-we-create-what-they-can-teach-us
State of Western Australia. (2009). Liveable Neighbourhoods. Western Australian

Planning Commission.

Taylor, C., & de Weck, O. L. (2006). Integrated Transport Network Design
Optimization. Massachusetts Institute of Technology.
The Economist Intelligence Unit. (2015). Retrieved July 4, 2016
The Government of Hong Kong Special Administrative Region - Planning Department.

(2016). Internal Transport Facilities. In Hong Kong Planning Standards and
Guidelines.
The Henry Ford. (2010). Transportation Systems .
Transport Focus. (2013, July 5). Anti-social behaviour on buses. Retrieved July 25,
2016, from http://www.transportfocus.org.uk/research-
publications/publications/antisocial-behaviour-on-buses/
Transportation Research Board (TRB). (2013). Transit Capacity and Quality of Service
Manual (3rd ed.). TRB.
Transportation Research Board. (2007). Transit Vehicles and Facilities on Streets and
Highways.
Turnbull, K. F. (2010). Transportation Systems for Livable Communities. Washington,

D.C.: Transportation Research Board.
U.N. Habitat. (2013). Planning and Design for Sustainable Urban Mobility. USA:
Routledge.
United Nations Human Settlements Programme. (2013). Planning and Design for
Sustainable Urban Mobility: Global Report on Human Settlements. USA:
Routledge.
Uy, B. (2014, 03). Traffic in Davao City. Retrieved July 7, 2016, from Davao's Pride:
http://www.enterdavao.com/2014/03/traffic-in-davao-city.html
Washington DC: U.S. Department of Transportation. (2010). Draft U.S. Strategic Plan
FY2010 - FY2015. Retrieved from
http://www.dot.gov/stratplan/dot_strategic_plan_10-15.pdf
White, D. (2015, June 29). Social Order: Definition and Concepts. Retrieved July 25,
2016, from Study.com: http://study.com/academy/lesson/social-order-
definition-and-lesson.html
YourDictionary. (n.d.). Social Norm Examples. Retrieved July 25, 2016, from
http://examples.yourdictionary.com/social-norm-examples.html


APPENDIX A - Davao City Land Use Plan (2013-2022) (City Government of Davao,
2013)
APPENDIX B - Journey Time Along Public Transport Routes (CH2M Hill, 2013)
a) Toril


b) Calinan


c) Catalunan Grande
d) Bunawan (via Buhangin)


e) Bunawan – Sasa (via JP Laurel)

f) Bunawan – Sasa (via R. Castillo)

g) Acacia

h) Circulatory Route 4

i) Circulatory Route 10

j) Ma-a


APPENDIX C - Traffic Count Locations (Japan International Cooperation Agency,
2014)

APPENDIX D - Traffic Volume Count (Department of Public Works and Highways -
Region XI, 2012)
Roa Star Mot Priv Pass S La

End
d t or - ate enge m rg
KM Chai
Road Name Secti Chai Tric Veh r all e
Sta. nag
on nag ycl icle Utilit B Bu
e
ID e e s y us s
S000
24M K1510 129 3,66 1,98
5th Ave N +000 0 9 184 2 6 0 0
S000
24M 129 1,42 19
6th Ave N 9 1.00 731 662 33 67 6
S000 N0003
ABS-CBN-Quezon 36M 2MN+ 1,32 18,9 20,8 48
Blvd N 0 0 5.00 104 20 60 13 4
S000 N0003
ABS-CBN-Quezon 37M 2MN+ 3,21 18,9 20,8 48
Blvd N 0 0 6.00 104 20 60 13 4
S000 N0003
ABS-CBN-Quimpo 36M 2MN+ 1,32 19,4 20,8 47
Blvd Div. Rd N 0 0 5.00 105 89 62 11 8
S000
22M K1505 1,68 14,6 12,1 39
Buhangin-Lapanday N +0 0 6.00 79 14 51 57 4
S000
18M 1,42 1,9 2,03
Catitipan Airport Rd N 0 4.00 23 1 664 3 9
S000 14,7
Daang Maharlika 01M K1487 22.5 8,35 2,13 85
(MN) N +0 0 8 262 7 3 68 9
S000 14,7 17,5
Daang Maharlika 01M K1499 22.5 67.1 10,1 15,7
(MN) N +0 8 7 232 83 47 8 32
S000 17,5 18,5
Daang Maharlika 01M K1501 67.1 41.1 11,1 33
(MN) N +0 7 4 172 39 814 32 8
S000 18,5 27,8
Daang Maharlika 01M K1510 41.1 49.0 12,9 16,8
(MN) N +0 4 0 50 14 69 2 3
S000
13M K1500 6,92 17,6 6,33 78
Davao City Div Rd N +0 0 7.99 102 52 7 80 3

S000
13M K1505 6,92 9,09 9,30 12 60
Davao City Div Rd N +0 7.99 1.00 84 8 590 0 0
S014
11M K1505 9,30 12 60
Davao City Div Rd N +000 0 188 84 8 590 0 0
S014
09M K1699 4,61 8,99 8,03 23
Davao-Bukidnon Rd N +200 0 3.00 774 6 6 4 4
S013
Davao-Cotabato Old 35M K1524 6,09 3,6 1,04 18 15
Rd N +000 0 3.00 56 8 189 2 5
Davao-Cotabato Rd S000
(Davao City-Jct 39M K1514 4,29 20,8 17,1 61
Digos N +0 0 0.71 20 94 24 14 2
(Davao City-Jct 39M K1516 4,29 7,37 22,5 18,4 79
Digos N +0 0.71 5.56 44 58 72 6 5
(Davao City-Jct 39M K1519 7,37 8,76 12,4 7,79 99
Digos N +0 5.56 2.88 119 21 8 77 0
Davao-Cotabato Rd S000 13,7
(Davao City-Jct 39M K1523 8,76 48.0 10,3 7,90 64
Digos N +0 2.88 0 630 14 6 27 3
S000
Davao Regional 20M 4,7 3,69
Med Trng Ctr N 0 540 02 8 262 0 0
S000 17,8
59M K1501 45.0
Fatima-Malabog Rd N +0 0 0 181 33 12 0 0
S000
23M K1509 1,68 8,7 12,1 5,04
F Torres St N +000 0 8.00 48 46 9 0 0
S000
JP Cabaguio 25M K1507 1,66 2,7 9,56 9,49
Avenue N +000 0 6.00 62 3 8 2 2
S000
32M 11,2 11,9 13 17
L Garcia St N 0 838 375 91 35 6 3
S000
52M K1509 3,34 7,76 3,34 40
Ma-a Rd N +000 0 4.67 109 4 7 32 1
S000
54M K1509 1,63 7,76 3,34 40
Ma-a Rd N +000 0 3.00 109 4 7 32 1

S000
Ma-a Radio Station 53M K1512 512.
Rd N +000 0 32 432 640 79 83 26
S013
Mabuhay-Panalum- 39M K1525 5,35
Paquibato Rd N +0 0 4.00 0 12 22 0 0
S014
Mabuhay-Panalum- 10M K1525 1,62
Paquibato Rd N +0 0 6.00 0 12 22 0 0
S000
27M K1510 6,32 13,5
Magsaysay Ave N +000 0 441 220 8 77 0 0
S000
35M K1510 930. 6,32 13,5
Magsaysay Ave N +000 0 58 220 8 77 0 0
S000
29M 122. 19
Marginal St N 0 25 731 662 33 67 6
S000
31M 19
Marginal St N 0 167 731 662 33 67 6
S000
17M K1501 505.
Pakiputan Wharf N +000 0 93 29 956 23 0 0
S000
34M K1509 163. 14,6 12,3 49
Quezon Blvd (MN) N +0 0 16 171 33 96 92 0
S000
38M K1509 2,00 14,6 12,3 49
Quezon Blvd (MN) N +0 0 5.00 171 33 96 92 0
S013
34M K1510 154 1,9 11,7 11,4
Quirino Ave N +000 0 4 01 29 44 37 27
S000
19M K1506 3,19 10, 9,13 7,92 16
R Castillo St N +000 0 4.00 598 9 5 5 98
S000 12,5
58M K1526 29.0 2,5 1,95 20 17
Bayabas-Eden Rd N +0 0 0 32 4 145 6 1
S000 17,6
Calinan-Baguio- 28M K1685 45.0 2,8 1,37 20 10
Cadalian Rd N +800 0 0 52 4 292 7 1
S014 76,7
06M K1677 11.0 3,6 1,71 18
Davao-Bukidnon Rd N +200 0 0 99 1 260 22 5

S000
Davao-Cotabato Old 51M K1529 1,55 11, 1,85
Rd N +000 0 2.00 255 4 964 3 2
S013
Davao-Cotabato Old 37M K1524 2,71 3,6 1,04 18 15
Rd N +000 0 8.00 56 8 189 2 5
Davao-Cotabato Rd S001 1,
(Davao City-Jct 60M K1526 2,16 1,5 1,77 1,24 43 12
Digos N +200 0 4.04 68 5 7 1 9
Davao-Cotabato Rd S001 1,
(Davao City-Jct 60M K1529 2,16 8,44 1,6 1,81 1,24 43 16
Digos N +250 4.04 7.00 17 3 9 1 2
S000
26M K1537 1,43
Eden-Tagurano Rd N +0 0 4.00 913 245 110 0 0
S013 13,3
Inawayan- 96M K1534 36.0 1,5
Baracatan Rd N +0 0 0 90 231 144 0 0
14
71, 363, 289, 31 09
331 388 598 91 4

APPENDIX E – Map of the Proposed Feeder Routes for Toril Proper (CH2M Hill, 2013)




APPENDIX F – Standard Classification and Guidelines in the Establishment,
Maintenance and Operations of Public Transport Terminals (Land Transportation
Franchising and Regulatory Board (LTFRB), 2008)



APPENDIX G - Policies on Transport Accessibility (Office for Transportation Security,
2014)






APPENDIX H - Ordinance 110 Series of 1986 "Davao City Overland Transport
Terminal Ordinance" (Davao City Code of Ordinances, 2009)





APPENDIX I - Bus Bay Arrangement (DCOTT Administration Office)

APPENDIX J - DCOTT Site Development Plan

APPENDIX K - Sample Survey Design

Book 20180224 For Final Delibs

Загружено:

Сведения о документе

Исходное описание:

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Book 20180224 For Final Delibs

Загружено:

Авторское право:

Доступные форматы

A PROPOSED TORIL INTEGRATED TRANSPORT TERMINAL

A Study on Transport Urbanism and the Sociospatial Effects of Transportation| i

Public transportation is a vital part of a liveable city as it is the medium to move

KEYWORDS: Public Transportation, Congested, Liveability, Sociospatial Interaction,

DESIGNING FOR LIFE: Planning for a Liveable Davao City

Table of Contents .......................................................................................................ii

List of Figures ............................................................................................................ix

List of Tables ............................................................................................................. x

CHAPTER 1 BACKGROUND OF THE STUDY ......................................................... 1

1.1 Introduction ..................................................................................................... 2

1.2 Statement of the Problem ............................................................................... 2

1.3 Research Framework ...................................................................................... 4

1.4 Goals and Objectives ...................................................................................... 5

1.5 Assumptions ................................................................................................... 5

1.6 Hypothesis ...................................................................................................... 6

1.7 Scope and Limitations..................................................................................... 6

1.8 Significance of the Study................................................................................. 7

1.9 Definition of Terms .......................................................................................... 7

CHAPTER 2 REVIEW OF RELATED LITERATURE ................................................. 8

2.1 Introduction ..................................................................................................... 9

2.2 Designing for Life ............................................................................................ 9

2.2.1 Elements of a Livable City ............................................................. 10

2.2.2 Guiding Principle of Livability ........................................................ 12

2.2.3 Principles of Transport for a Livable City ....................................... 12

2.2.4 Criteria for Livability ....................................................................... 13

2.2.4.1 Davao City’s Livability ............................................................. 15

2.3 Transportation Urbanism............................................................................... 15

2.3.1 The Role of Transportation in Molding Cities ................................ 16

DESIGNING FOR LIFE: Planning for a Liveable Davao City

2.3.3 Principles of Transport Urbanism .................................................. 17

2.3.3.2 Reliability ................................................................................ 18

2.3.3.3 Speed ..................................................................................... 18

2.3.3.5 Ease of Use ............................................................................ 18

2.3.4 Site Selection ................................................................................ 19

2.3.4.1 The Suburban Setting of Davao City ...................................... 19

2.3.5 Transit Requirements .................................................................... 20

2.3.5.1 Transit Facility ........................................................................ 20

2.3.6 Transit Precedents ........................................................................ 21

2.3.7 Transport Urbanism and Livability ................................................. 21

2.4.1 History ........................................................................................... 22

2.4.2 Geography .................................................................................... 22

2.4.3 Transportation and Livability ......................................................... 23

2.4.4 Consideration in Transportation Systems...................................... 23

2.5 Transportation in Davao City ......................................................................... 24

2.5.1 Traffic Situation of Davao City ....................................................... 26

2.5.1.1 Future Plans ........................................................................... 29

2.5.1.2 PUV Modernization Program .................................................. 30

2.5.1.3 High Priority Bus System ........................................................ 31

2.6 Sociospatial Perspective ............................................................................... 32

2.6.1 The Concept of Space .................................................................. 32

2.6.2 Disciplines Under Sociospatial Perspective .................................. 34

DESIGNING FOR LIFE: Planning for a Liveable Davao City

2.6.2.2 Urban Planning ....................................................................... 34

2.6.2.3 Economics .............................................................................. 35

2.6.2.4 Sociology ................................................................................ 35

2.6.3 Real-Estate Developments............................................................ 35

2.6.4 Government Intervention and Political Interests ............................ 35

2.6.5 Cultural Orientation ....................................................................... 36

2.6.6 Metropolitan Development ............................................................ 36

2.6.7 The Sociospatial Dimensions of Livability ..................................... 36

2.6.7.1 Policy ...................................................................................... 37

2.6.7.2 Culture .................................................................................... 37