FAR EASTERN UNIVERSITY

INSTITUTE OF FINE ARTS AND ARCHITECTURE

DESIGN 531:
RESEARCH
PROVINCIAL BUS TERMINAL

SUBMITTED BY:
GIRLIE ROSE G. ESPINA

SUBMITTED TO:
AR. ROSELLE SANTOS
FLOW OF ACTIVITY

PASSENGERS
ARRIVING
DEPARTING

WITH BAGGAGES
TICKET

YES NO
NO YES

TICKEING OFFICE

UNLOADING
BAGGAGES

LOUNGE AREA

ARRIVA
L

LOADING AREA/
DEPARTURE
TAXI BAY/
COMMUTERS BAY
BUSES

DEPARTING

ARRIVING
LOADING PASSANGERS
UNLOADING
PASSANGER
S
NO YES

NO YES

LOADING AREA

UNLOADING AREA

SECURITY

GARAGE
RELATED LITERATURE

Bus Transit Oriented Development — Strengths and Challenges Relative to Rail

Graham Currie, Institute of Transport Studies, Monash University
Abstract
While rail has been the focus of most planning for Transit Oriented Development (TOD), there
has been recent interest in bus-related TOD with an emphasis on new bus rapid transit (BRT)
systems in North and South America and Australia. This article takes a critical look at the
strengths and challenges of bus-based transit systems compared to rail in relation to TOD. It
includes a review of the literature and an assessment of TOD-related developments. The
performance of BRT systems in relation to TOD is considered with specific reference to BRT
systems in Australia. In addition, TOD related to local suburban bus service is examined. The
article describes the general concept of TOD and how this relates to features of transit modes,
outlines the literature relevant to bus-based TOD, and identifies the strengths and challenges of
bus-based transit systems in relation to TOD. It concludes by summarizing the relative strengths
and challenges of BRT and local bus services compared to rail. The findings of the review are
used to identify ways in which bus-based TOD might be better planned and implemented.

Bus Rapid Transit Systems on Conventional Highways: A Review of the Literature

and Practice Mark A. Miller
EXECUTIVE SUMMARY The elements that comprise any rapid transit system consist of running
ways, stations, vehicles, intelligent transportation systems, fare collection, service patterns, and
identity and branding. Running ways are the key element of BRT systems around which the
other components revolve since running ways serve as the infrastructural foundation around
which the other elements function. Moreover, it is the running ways that should allow for rapid
and reliable movement of buses with minimum traffic interference to provide a clear sense of
presence and permanence. The types of running ways for BRT service can range between mixed
traffic operation and fully grade-separated busways. Of particular importance to consider when
implementing bus rapid transit is its deployment on conventional highways including arterials,
freeways, and busways because of the need to integrate BRT within an existing roadway
infrastructure with specific land use patterns. Such integration may require changes including
removal of peak period parking to allow for a busonly travel lane, replacement of conventional
traffic signal control systems with transit signal priority systems, or removal of an existing
curbside travel lane during peak periods to allow for a bus-only travel lane. Moreover, such
changes are likely to have impacts – possibly negative impacts from certain stakeholder
perspectives – that need to be addressed. Arterial bus facilities have widespread applicability
because of their relatively low costs, ease of implementation, and opportunities for incremental
deployment. Moreover, numerous implementation options exist for such facilities depending
on the placement of the bus lane (curb or median), direction of flow (normal or contra-flow),
mix of traffic (buses only (dedicated bus lanes), buses and taxis, buses and goods delivery
vehicles, or mixed traffic flow with automobiles), and traffic controls (turn controls, parking,
loading and unloading of commercial motor vehicles, and signalization). Off-street bus rapid
transit running ways on freeways or busways, however, require higher investments in land and
construction, and which commonly take the form of special bus roadways that vary by type of
construction (above grade, at grade, below grade), direction of flow (concurrent or contra-
flow), and treatment of stations (on- or offline).

Design Considerations for a Major Terminal Facility in Metro Manila

Integrated Transport System Terminal The study conducted by Buzon, C. and Flores, S. (2013)
on analyzing the appropriate location for a provincial bus terminal (Integrated Transport System
Terminal) in Metro Manila, considered preferences from the project’s three main stakeholders:
passengers, bus operators, and administrators (government agencies) . From this study, two
initial ITS locations were considered and evaluated based on the criteria they have developed.
The locations are as follows: in North Triangle, Quezon city (northbound ITS) and in FTI
Complex, Taguig city (southbound ITS). These locations were evaluated thoroughly considering
the preferences of the major stakeholders; furthermore, the stakeholders preferences could
influence the design standards used for the ITS terminals. For passenger preferences, the major
concerns regarding the terminal’s location are as follows: (1) location – the urban density
surrounding the vicinity of the terminal, (2) availability of transport modes – the
interoperability between transport modes within the terminal for efficient passenger mobility,
(3) door-to-door public transport service – the convenience of passengers to disembark or
embark on or near their desired destination, and (4) resistance to change – the passenger’s
hesitance to evade their ‘usual’ mode of transport system due to a new one which may cause
inconvenience. For bus operator preferences, their main concern was where to garage their
buses (including lease of lots for depot), assuming that ITS terminals wouldn’t be able to handle
each of the operator’s bus fleet. The additional expense in operation due to the travel distance
between depot and terminal was part of their minor concern. For government agency
preferences, the following factors were considered in selecting an appropriate site for the
terminal: (1) adjacency to mass transit networks – connectivity to other transport networks for
efficient passenger mobility, (2) locations at the fringes of Metro Manila – considered location
of terminals must not be heavily congested by urban traffic, (3) adjacency to government-
owned properties – expansion of terminals by acquiring more space (land) would be easier
through government-to-government transactions, and (4) accessibility to other modes of public
transport – the terminal is intended to be multimodal to support efficient passenger mobility.
The concerns from the stakeholders were deliberately considered to evaluate the government-
proposed locations of the ITS terminals. It was found out that the North Triangle location in
Quezon City is inadequate since its surrounding vicinity is heavily urbanized and traffic
congested. However, the FTI Complex in Taguig city is an acceptable location for the south ITS
terminal since it adheres to the stakeholder’s preferences or concerns.

EXISTING BUS TERMINALS

BUS FLEET FARE CLASSES SERVICES DESTINATI Inter-

TERMINA OFFERED ONS provincial
LS Destinations
Victory -Daewoo, -Ordinary Fare -Victory Liner -Metro -Cagayan
Liner, Inc. -Hyundai, (non-air Deluxe Bus Manila Valley
-Kia conditioned -Victory Provincial -Pangasinan
-King Long buses) Traveler Pass Destinations -Baguio City
-MAN -Economy Fare -Fastrak -Pangasinan -Zambales
-UD (air-conditioned Ticketing Order -Zambales
-Nissan buses with Service -Pampanga
-Diesel ordinary fare) -Victory Liner (from
-Yutong -Air Conditioned bus charter Caloocan
units. (45 and 49-seater) services Terminal
-Deluxe (air- Complex only)
conditioned buses -Cagayan
with 31 passenger -Isabela
seats) -Benguet
-Super Deluxe (air- -Kalinga
conditioned buses
with 29 passenger
seats only;
restroom
equipped

Genesis -Daewoo -Regular air -genesis cargo -Metro -San Fernando

Transport -Golden conditioned (41, -transit ads Manila City, Pampang
Service, Dragon 45, 49 or 53 seater -food services Provincial a - Cabanatuan
Inc. -Hino buses; air- Destinations City, Nueva
-Hyundai conditioned) -La Union Ecija
-Kia -Pampanga -San Fernando
-King Long - Bataan City, Pampang
 -MAN -Deluxe (28 seater - Aurora a - San Jose
-Mercedes buses; air - Benguet City, Nueva
Benz conditioned - Nueva Ecija Ecija
-UD Nissan - Pangasinan -Baguio
Diesel -Zambales City, Benguet
-Yutong -Tarlac - Mariveles, Ba
- Tarlac taan
- San Jose City,
Nueva Ecija

Five Star -Nissan -conditioned and -Metro Dagupan - Piat

Bus Diesel ordinary buses Manila (via San Jose,
Company -Hino both equipped Provincial vice versa)
-Yutong WiFi, Destinations Dagupan -
-Hyundai Nueva Ecija Tuguegarao
-JAC Pampanga (via San Jose,
Motors Pangasinan vice versa)
-Higer Tarlac Dagupan -
-MAN Quirino Santiago (via
Isabela San Jose, vice
Cagayan versa)

LOCAL CASE STUDIES

Design Considerations for a Major Terminal Facility in Metro Manila
Abstract: One major terminal in Metro Manila is located in Parañaque city, which is the South
West Integrated Provincial Transport System (SWIPTS), which includes the City Intermodal
Terminal (CIT). The goal of the terminal is to serve several public utility vehicles (PUV’s), which
are going to the province of Cavite and the cities of Metro Manila. Having an integrated
terminal would lessen the number of PUV’s that stops at different points. Therefore, this paper
outlined factors that could help improve the existing terminal. This research is guided through
the use of survey questionnaires and volume counts, in order to produce the most appropriate
design considerations for the major terminal. Results from the surveys and statistical analyses
showed that accessibility and the number of public transport routes being served were
important factors. This study recommends that the passengers should be prioritized in terms of
having a more accessible and passenger-friendly terminal.
INTRODUCTION
Background of the Study Growth in urbanization and motorization in developing countries have
led to an increase in traffic congestion on road networks. The rise of these occurrences leads to
major traffic congestion problems. In the Philippines, particularly in the National Capital Region,
private provincial bus operators have their terminals along major thoroughfares, i.e. EDSA,
which causes congestion in the surrounding vicinities of the terminals and eventually along the
entire stretch of the roadway. Furthermore, provincial buses plying through Metro Manila add
up to the overwhelming volume of vehicles traversing through it which increases road
congestion and reduces road-use efficiency. The government has drafted plans and conducted
studies to regulate and control the worsening traffic condition in Metro Manila, and part of this
is the implementation of the Integrated Transport System (ITS). The ITS is a project under
progress by the government established on March 2012 under Executive Order no. 67. Three
intermodal terminals are intended for the project. The purpose of these terminals generally lies
on transferring passengers from provincial areas to urban areas within Metro Manila and vice
versa. Currently, there are two intermodal terminals for the ITS project; the South Station at
Alabang (Muntinlupa City) near South Luzon Expressway (SLEx) and the Southwest Integrated
Provincial Transport System (SWIPTS) at Coastal Mall (Parañaque City) alongside Manila-Cavite
Expressway (CAVITEx). SWIPTS also includes the City Intermodal Terminal (CIT) for city-bound
vehicles. South Station and SWIPTS serve passengers going to and coming from Southern Luzon
and Metro Manila. In line with the ITS project implementation, Administrative Order no. 40 was
decreed on July 2013 to establish Interim Transport Terminals (ITT). It aims to provide
temporary terminal services in preparation for the full implementation of the ITS project. The
SWIPTS is an interim terminal for the upcoming South-West ITS terminal. Although temporary,
SWIPTS manages almost 1000 buses and covers 72 routes according to MMDA. The ITS
terminals handle other modes of intercity transport (Metro Manila-bound vehicles) for
passenger convenience and mobility; other transport mode includes city buses, taxis, jeepneys,
UV Express vans, and Multicabs. 1.1 Statement of the Problem The rapid population growth
results to problems associated with urban transportation, as well as environmental concerns.
As Metro Manila is the center of commerce, it is apparent in urban areas that a reliable or
efficient transportation system is needed for people to reach their respective destination with
ease and comfort. In the case of SWIPTS, the roads surrounding it are affected by the traffic
conditions in the Baclaran (EDSA), Parañaque (Airport Road), Cavite (CAVITEx), and Mall of Asia
(Macapagal Avenue) areas. In addition, the ongoing construction of the NAIA Expressway adds
to the severity of the traffic condition surrounding the terminal’s vicinity. Determining the
appropriate design standards for the ITS, specifically for SWIPTS, is a challenge. The design
standard would not only reduce traffic, but would also relieve the commuter’s overall transit
experience.
Location of Public Transportation Vehicles
Generally, SWIPTS, which includes CIT, is located at Coastal Mall (Parañaque City) alongside
Manila-Cavite Expressway (CAVITEx). SWIPTS mainly comprises of the provincial-bound buses.
On the other hand, the CIT portion of SWIPTS comprises of city-bound vehicles, which include
the City bus, Multicab and UV Express. The figure below shows the locations of each mode of
vehicle inside the interim terminal. For the provincial buses, there are 14 bays. The unloading
area for provincial buses is located at the CIT area. The city buses only have 2 lanes, where the
buses can unload and load. There is also an entrance from the gas station along CAVITEx. UV
Express Vans have only one lane, and multicabs have multiple lanes.

Provincial Bus
Provincial Buses register through the tagging area upon arrival. They follow the first come, first
serve basis. The First vehicle to arrive is the first to serve its designated bay. Following buses are
lined up. During peak hours, buses depart when it reaches its full capacity; otherwise, buses
wait 15-20 minutes for departure. For provincial buses, there are no unloading passengers, only
loading passengers. A provincial bus has an average maximum capacity of 60 people. Currently,
there are 14 available bays where buses mainly traverse through the Cities of Cavite. The
destinations of Bays 1 to 14, respectively, are Tagaytay, Dasmarñas, Mendez/Tagaytay, Trece
Martires, Alfonso (w/o aircon), Alfonso, Balayan, Calatagan, Indang/Trece Martires, Cavite City,
Cavity City, and Naic. The final stop of each bus are those indicated in the Bay, however, the
provincial buses still stops at stations before its final destination.
Provincial Bus For morning and afternoon peak periods, the load factor showed that only 73%
and 79% of the buses respectively were utilized by the c0mmuters. Whereas for evening peak
periods, the load factor of 110% showed that the number of passengers exceeded the full
seating capacity of the provincial buses. There was an increase of 10% of users in the evening
period. As for the users’ waiting or dwelling time, for morning and peak periods, their average
waiting time was 21 to 22 minutes. There was a decrease to 12 minutes of dwelling time in the
evening, meaning that there is a shorter dwelling time in the evening compared to the morning
and afternoon. The interarrival of buses did not vary much having an average value of 4 to 6
minutes. There were buses arriving every 4 to 6 minutes after the last bus departed for
morning, afternoon and evening periods.
City Bus
City Buses also register through the tagging area in the CIT area. Once they arrive, they would
have to stop in order to get a tag for registration. Once permitted, they depart at once. For city
buses, there are unloading passengers as well as loading passengers. City buses have an
average maximum capacity of 60 people. For City-bound Buses, there are three types of buses
are namely A, B and C, where they traverse mainly through EDSA in Metro Manila. For Bus A, it
goes through the path passing Magallanes, Buendia, Guadalupe, Shaw Boulevard, SM
Megamall, Boni Serrano, Cubao Farmers, Ermin Garcia (Q-Mart), Malanday, Fairview, and
Navotas/Malabon, while Bus B passes through Ayala, Estrella, Pioneer/Boni Avenue, Main
Avenue, Baliwag, Malanday, Fairview, Malinta, Navotas/Malabon. Lastly, Bus C passes through
all the stops mentioned.
City buses were not fully utilized as only 4.2%, 6.8% and 6.2% respectively for morning,
afternoon and evening periods were used. There were more users using the city bus in the
afternoon compared to the morning and evening periods. As for the dwelling time of
passengers, it continued to decrease from an average of 5 minutes in the morning to 4 minutes
in the afternoon and 3 minutes in the evening. Again for the inter-arrival time, the results
showed that the average inter-arrival time ranged from 4 to 5 minutes, meaning there were
buses arriving every 4 to 5 minutes.
Rating of Current Terminal For the second part of the initial questionnaire, the commuters were
asked to rate the current facilities of the terminal. A Likert Scale was used to rate the following
statements regarding the different design criteria which is incorporated in the terminal.
According to the Statistical Analysis, the availability of transport routes has the highest average
rating for the current design of the terminal which is equal to 3.5186. It also has the lowest
standard deviation (.81965) this means that the respondents’ ranking does not vary much
compared to their rankings to other design aspects of SWIPTS. This also means that the higher
the standard deviation, the least passenger concern occurs. Security and safety within the
terminal facility on the other hand has the lowest average rating of 2.9943 which means that it
is the factor that the passengers is most concerned about.

Actual Study
Whereas the initial questionnaire is to evaluate the current condition of the terminal, the
actual questionnaire aims to determine the preferred design criteria of commuters to be
assessed and to be incorporated into a new design. Based from the Initial Survey conducted,
the sample size was determined through this equation: (1) Where n is the sample size, N is the
population size (N = 26992 Persons), e is the margin of error (e = 5%), z is the critical value of
the normal distribution (z = 1.96 for 95% confidence level), P is the percentage of picking a
choice, expressed in decimal (For Normal Distribution, P = 50%). The sample size was calculated
to be 380 for the overall size which includes both Provincial-Bound and City-Bound Passengers.
Diagnostic Report on the Bus Transport Sector
Sonny N. Domingo, Supervising Research Specialist Roehlano M. Briones, Research Fellow II
Debbie Gundaya, Consultant
Abstract
The bus transport sector evolved from a highly regulated and concentrated market with a
handful of players in the 1970s to a more liberalized albeit still regulated market with hundreds
of small operators. Major reforms in bus transport regulation were carried out in the early
1990s and 2000s among which were more liberal policy and a supposed moratorium on new
franchises. The current market operates under a complicated regime where regulation and
enforcement is shared by several agencies. Market inefficiencies manifest in too many
operators and buses, and indiscipline in the road adding to traffic congestion problems in the
Metro. The fragmented nature of both the sector’s regulatory and supply side impedes
synchronization among stakeholders and incurs huge costs to industry operators and the riding
public.

Introduction

Population in the Philippines is projected to reach 102.9 million in the year 2015 (PSA 2014), with a
majority residing in dense urban areas like Metro Manila. Given dynamic economic activities in these
communities and a low level of motorization at around 9 cars per 1,000 people, the need for increased
public conveyance and motorization is evident. The agglomeration of these issues results to congestion
concerns not only on living spaces, but also on public infrastructure including road networks

Public transportation in the Philippines in general is fraught with problems inadequate road
infrastructure and traffic congestion around urban areas. In Metro Manila alone, an average of 191
persons live per hectare within a relatively small area of 620 km2 . Around 2 million vehicles were also
recorded in 2010 to have plied its 1000 km of road infrastructure. Several modes of mass transportation
operate in Metro Manila, including (a) 4 rail transport lines: Light Rail Transit 1, Light Rail Transit 2,
EDSA-Mass Transit (MRT-3) and PNR south commuter line, and (b) road-based transport: public utility
buses (PUBs), taxis, public utility jeepneys (PUJs), Asian Utility Vehicles (AUVs), Tricycles (TC) and
pedicabs (bicycles with sidecar)

2 Travel with intra and intercity routes often require commuters to avail of two or more types of
transportation. Buses operate along the main thoroughfares such as the Epifanio Delos Santos Avenue
(EDSA), Jeepneys operate along secondary roads, AUVs have fixed routes of no more than 15 kilometers,
and Tricycles and pedicabs seat only one to three people at short distances in residential areas and
arterial roads.

Among the road-based transportation options, buses offer more in terms of affordability and efficiency
as they carry more people using less road space. With inadequate mass transport infrastructure in the
city, buses become an indispensable alternative for the commuting public. The welfare impacts of
regulatory reforms for public conveyance, particularly for the bus transport sector, must be viewed
within the context of other factors. These include the carrying capacity of road infrastructure, economic
and social activities in covered areas, optimal vehicular flows including the number of buses and other
PUVs, and mix of alternative modes of transportation. This paper provides a diagnostic report on the
regulatory and industry issues affecting the operation of buses in the country, particularly in Metro
Manila. It also provides a cost benefit analysis on the congestion problem affecting the bus sector and
the commuting public.

Department Order No. 92-587 (1992) formalized the liberalization policies in the industry by providing a
set of rules for entry and exit as well as fare-setting, namely:

 Entry and Exit – the department order liberalized the entry and exit to the industry supposedly to to
enhance the level of competition fare-setting and quality of service among operators. The policy
specifies that each bus route should have at least 2 operators. An operator who develops a new route
will be given a concession to operate solely for 2 years, after which the route will be opened to at least
one additional operator. A new entrant will be allowed to operate in an existing route if the entrant
satisfies any of the following conditions: 1) the new operator is able to provide a more efficient/cost-
effective service than existing operators; 2) the new operator introduces quality or service
improvements and/or innovative/technologically-advanced services; 3) the route warrants additional
capacity; 4) practice of existing operators result in lack of competition; 4) the existing operators has
ceased operation; and 5) the existing operator/s have violated the terms of their franchise rules and
regulations.

 Franchise Terms - a certificate of public convenience (CPC) or franchise describes the route and service
area and is valid for five years and can be renewed up to three times.

 Fare Determination – under the directive, the government regulates bus fares only for ordinary non-
airconditioned buses. Two factors are considered in fare determination: public acceptability and
financial viability for operators. A fare schedule (minimum and per-kilometer fare) is set by the LTFRB
after a mandated public hearing.

To be able to operate and provide adequate and quality bus transport service to the commuting public,
an operator must first secure a Certificate of Public Convenience (CPC) as specified in section 15 of
Commonwealth Act No. 146 (Public Service Law). Section 15 of CA No. 146 specifically indicates that the
granting of CPC must ensure that “the operation of said service and the authorization to do business will
promote the public interests in a proper and suitable manner.” Aside from these regulations, the
applicants must also undergo financial and technical evaluation by the LTFRB so as to assess if they are
indeed capable of starting and maintaining their operations (DOTC and UP NCTS 2012). In practice the
approval of franchise applications has led to a proliferation of operators.
FOREIGN CASE STUDIES

Bus Terminus in Mysore

Mysore is a fast growing city. With the advent of the IT sector it is expanding. To keep up its
image of a tourist city and to maintain high standards for the international companies it has to
undergo a change, a change in its public transportation system. The site chosen for such a
public transportation system, i.e., a bus terminus, is located adjacent to the railway station. The
primary reason to choose this site was tointegrate the railway and the bus services. The basic
idea was to sandwich strategically, the city bus terminus between the railway station and the
proposed intra city bus terminus. The site is located in the central business district of Mysore. It
has four major roads connecting it. The North West node leads to the entrance of the railway
station. The location of this site is such that the 70% of the buses come towards the south west
node and the remaining30% of the buses come towards the north eastern node. The level
difference between the highest point, which is the north western node and the lowest point of
the site is 6m.
After experimenting with about 60 different options the design evolved around a simple idea.
The level difference of the site was taken as an advantage for the pedestrian users. The city bus
terminus was spread at ±0.0 mand the pedestrian access was provided at +3.75 m which
connected the nodes of the site. The entries and the exits of the buses and private vehicles
were designed such that the vehicles always remained on the left hand side of the road. There
were 3 sets of ramps on each side and 12 in total, of which 4 of them lead to the bus
terminus at the lower level and 4 more were designed for the proposed upper level terminus.
In addition 4 more ramps were designed for the private vehicle parking and drop off which was
at the lowest level. The circulation of the vehicles was made unidirectional in the design.
The form of the terminus evolved form the circulation pattern, an oval shape meant that the
buses had an easy turning radius. All the other services including the platform modules and the
administration blocks developed inside this ellipse. 8 platforms with 20 loading and 7 unloading
bays were designed. The administration blocks along with a restaurant and a proposedshopping
mall were tucked inside the inner boundary of the platforms. These inner blocks were
developed around a central plazawith the idea of streets and open spaces. These blocks were
also connected directly by the only pedestrian access. Service towers were provided directly
from the parking to the pedestrian access level.

The pedestrian path ways were designed on the principle of people moving from open - semi
open – semi closed to acomplete enclosure. The open- semi open - semi closed areas were
designed as display galleries, where a wide range of works, right form the information on the
bus routes to art works could be displayed. Where as the completely enclosed areas of the
pedestrian pathways were designed as video galleries with glass cladding on the inside, to
add reflection of the screens as an effect. The railings were designed such that the periphery of
these bridges could not used by vendors or hawkers, instead a dedicated area was assigned for
them near the nodes. In addition to the main pedestrian bridges aservice bridge was provided
which connected the drop off point directly. These bridges were also linked to the parking
directly through service towers.

The module of the platforms was kept simple and direct. Thewaiting area in the platform faced
the bus lanes. Each platform had its own commercialspace and a set of toilets. The upper floor
of the module was for the proposed upper level bus terminus. On the upper level of this
module seating was provided at the outer edge rather than at the center, in its place instead a
cut out was provided to allowvisual connectivity to the lower level. The structural system was
designed to carry the load of an upper level bus terminus. Double beams with reinforced
trusses were designed to distribute the loads directly on inner and outer shear walls.
 All the administration blocks,
including a restaurant and a proposed shopping mall were accommodated at the central
portion of the terminus. These buildings evolved with a central plaza and a street type of
designing. Each of these blocks were designed according to thesun path, glass was used liberally
either on the northern facade or on the facades which had shadows casted from the pedestrian
bridge. Every block had its own greenery andinformal spaces. The stairs, handrails, partition
walls and even the windows were customized.

CASE STUDY 7: THE BUS STATION

Introduction
In the past, a bus station would be made up of a large empty space where regional and city
buses each had their own area. One or several bus lines always used the same platforms where
they could let passengers get on and off. Thanks to the progress of technology, passengers can
now see the arrival time and location for their buses on matrix display boards. As a result, the
so-called rigid distribution (bus line 5 always arrives at platform 3) can be broken (bus line 5
arrives in 5 minutes at platform 3). With this type of technology, bus line 5 might arrive
sometimes at platform 3 and other times at platform 5. Further, it is now thought unnecessary
and even annoying to have buses occupying a platform space when they are not due to leave
for some time. By assigning a separate alighting platform, from where the bus drives to a
parking area (buffer), only moving to the departure platform a couple of minutes prior to
departure. These two pillars form the basis of the Compact Dynamic Bus station concept:
dynamic distribution and separation of processes.According to logistics concepts for a better
utilization of capacities, it is desirable to attempt to the same process with fewer platforms.
This is useful in where space is limited, expensive or required for other purposes. The core
question for any town or city wishing to implement such a new bus station is: how many
platforms are required in the new situation and how large does the buffer need to be? The
answer depends strongly on the timetables and since a new bus station is a big investment, a
simulation study is a very wise thing to do.
Situation description
A city with 150.000 inhabitants has an outdated bus station and too little space. The City
Council gives an order for a simulation study regarding a compact dynamic bus station. The aim
of the study is to determine the number of platforms required and the size of the buffer. The
study is carried out for a typical period: the Monday morning rush hour.
All buses will go through the bus station, thus city buses, regional buses and special lines, such
as school buses. In total, there are 37 lines, and each line is assigned a preferred platform. The
bus guidebook is described in the Excel file Bus.xls. An explanation of the contents and
structure of this file including 275 buses during the typical period is given in annex 1.
Buses arriving more than 5 minutes before the departure time mentioned in the schedule let
the passengers get off at a remote alighting location, which takes 30 seconds to complete.
Afterwards, the buses drive to the buffer and wait there until 2 minutes before departure time.
The buses then drive to the station, the area with the platforms, bus stops and passengers.
Buses arriving less than 5 minutes before the departure time drive on to the platforms directly,
where the alighting of passengers and the boarding of new ones occur simultaneously. This
process takes 2 minutes, but buses do not leave before the time mentioned in the schedule.
As a result, buses combining boarding and alighting remain at the most 5 minutes at the station
and other buses only 2 minutes. The time necessary to drive from the alighting location to the
buffer and from the buffer to the station were kept outside this model, as well as the Case
study 7 The bus station ©Incontrol Enterprise Dynamics 2 organisation of the available space
and the passengers’ behaviour. A layout of the process is shown in Figure 1-1.
Bus station layout
Each platform consists of two bus stops; so two buses can take position behind each other. The
rear bus can only leave when the front stop is empty. Therefore, when the platform is empty,
the first bus to arrive will take the front position. When the rear stop is occupied, the front stop
cannot be reached. A bus on the rear stop does not move to the front stop if it subsequently
becomes vacant.

Order of bus stops on the platform

For the passengers’ convenience, the bus lines have a preferred platform (see bus.xls). If this
platform is occupied, only the nearest platforms are used. So a bus with preferred platform 4 is
only allowed to divert to platform 3 or 5. As far as the first and last platforms are concerned,
only the single adjacent platform is used. In this basic model, all time operations are
temporarily constant (deterministic), which means that there are no disturbances as a result of,
for instance, buses arriving too early or too late, or from longer or shorter boarding times. By
making this model deterministic, it is easier to validate it. At a later stage, possible disturbances
can be added easily.
https://www.scribd.com/doc/56567121/Case-Study-Victory-Liner
https://en.wikipedia.org/wiki/Victory_Liner
https://en.wikipedia.org/wiki/Five_Star_Bus_Company
https://en.wikipedia.org/wiki/Genesis_Transport
http://radicalarchitecture.blogspot.com/search/label/D.%20Thesis%20-%20Bus%20Terminus
http://www.cs.uu.nl/docs/vakken/sim/thebusstation.pdf
http://ncts.upd.edu.ph/tssp/wp-content/uploads/2016/08/Bayona-et-al.pdf

http://scholarcommons.usf.edu/jpt/vol9/iss4/1/
http://path.berkeley.edu/sites/default/files/publications/PWP-2009-01.pdf
http://dirp3.pids.gov.ph/webportal/CDN/PUBLICATIONS/pidsdps1502.pdf