TOPIC: TRANSPORTATION

TITLE: REFORMING TARLAC PUBLIC TRANSPORTATION TERMINAL

________________

A Research
Presented to the
Faculty of the BS Architecture
of the College of Architecture and Fine Arts
Tarlac State University
Tarlac City

_____________

In Partial Fulfillment
of the Requirements for the Degree
of Bachelor of Science in Architecture

___________________

by

SANTOS, ALAIN T.
ARCHI 4-A
MARCH 19, 2020
 I. Chapter 1: Introduction
1. Background of the study

With the accelerated urbanization and motorization, construction of transportation

terminals in major cities in the Philippines is gradually approaching. The operating efficiency
of terminals, which are key nodes in the transportation network, directly influences the
efficiency of transportation networks. Transportation terminals are indispensable facilities in
ensuring the effectiveness and convenience of the public transport network configuration.
Terminal is an important component of a transport system serving as a point of a passenger’s
concentration, point of passenger dispersion, point of loading and unloading passengers, point
of modal interchange, accommodates waiting passengers and vehicles, accommodates
facilities and amenities for passengers.

Urban areas are growing at a high rate, increased numbers of vehicles being produce
each year also increased the problem in traffic congestions every day, which leads for the
people to commute in public vehicles to reduce traffic, so that public terminals should be
accessible and brings convenience and comfort to the passengers.

Terminals are predominantly used for inter-city and intra-city movement because of
the higher accessibility of terminals. These are the places with very high volume of
pedestrians which might be looking for another transport mode to continue their journey and
reach their destination.

This proposal can help the citizens of Tarlac City and other people who lives near the
designated location to easily took a transportation. It can also help them to raise businesses to
improve the place. The bus and jeep terminals should therefore meet passenger expectations
in terms of the time it takes to document the journey, convenience, and comfort.

The current situation of Tarlac Public Transportation Terminal is not well. The
facilities in the terminal that are only exclusive for the users are occupied by the informal
settlers and other facilities are not functioning.

The aim of this study is to benefit the commuters and other users with convenience
and comfort. The study will also benefit the country. It will generate the economy and serve
as guidelines for the solution for traffic circulation and congestion and other challenges
through architectural integration.
 2. Related Literature

Foreign

Nevsehir Bus Terminal

Bahadir Kul

The intercity bus terminal was designed on the way to Aksaray, 5km away from the
city center, due to the existing bus terminal’s incompatibility to handle the needs. The
convenience of the linkage to the local road of Nigde and to the city center were the reasons
why this area is preferred. The natural stone texture, indentation, natural fillings and gaps,
amorphous and asylum, and sheltering urge compose the originating point of the structure in
the mysterious topography of Cappadoccia. The protection and urge of shelter need of the
passengers under the rainy weather conditions during the waiting hours is provided by the
amorphous gaps within the fairy chimneys. The characteristics of the amorphous gaps on the
shell structure was improved by clinging a rectangular form. A second facade was configured
and pulled 5m back on the rectangular form which is composed of the outer shell structure
that faces the passenger platforms and bus platforms. A semi open waiting area was created
in order to protect the passengers under bad weather conditions. The visual relationship of the
structure between the passenger lobby, waiting halls and the cafes was reinforced by the
transparent surfaces that face the area.
Intercity Bus Terminal 

JoséLuisRodríguezGil

We propose a complete separation between pedestrian and bus circulation, prioritizing the
pedestrian circulation and organizing the terminal so that the building functions as a filter
between them. We try to generate a unique environment for the user: a platform with relationship
and intimate spaces enveloped in an atmosphere almost exclusively defined by the particular
quality of light passing through the object.
We seek a terminal that is different from the usually dark stations, as it lets light pass
through: translucent polycarbonate roof plates, and galvanized perforated steel sheet cladding on
all sides.
Along with these general characteristics of the project, we highlight other characteristics
that seek to reduce the impact of the project in its environment, looking to build a proposal with a
simple, functional, spacious image, economic and ecological
Light building (metal structure), 100% recyclable, and easily adaptable to new needs, in
designing the interior elements as furniture.
Search for "zero maintenance", using materials and exposed construction elements with
no added finishes, with a galvanized, perforated sheet cladding that has several functions: provide
spaciousness to the proposal (allows a "veiling" of the different environments designed,
integrating and separating them simultaneously), security, solar protection, and economy in
construction, maintenance and future recycling.

Elimination of harmful elements in construction, such as PVC (polypropylene sanitation,

synthetic rubber roof drainage, and cables without halogens), and synthetic paints and varnishes
without VOCs.

Reuse of stormwater for garden irrigation, with a concrete cistern to store water collected
from the roof and other drains in the garden areas, which feature native deciduous species, used
as solar protection in summer in the most exposed areas (south and west).

Slough Bus Station

Bblur Architecture

A glistening aluminum canopy undulates above the heads of waiting passengers at a

bus station in Slough, England.
Designed by London architects Bblur, the curved structure also provides a sheltered
route for pedestrians walking between the adjacent railway station and the town center. The
130-metre-long canopy folds down at one end to wrap a glazed two-storey building that
accommodates bus driver facilities, a cafe, a newsagent, toilets, a waiting room and a ticket
office. The bus station is part of a masterplan for the area and will eventually be surrounded
by five new office towers of between eight and fourteen stories. Preceding this bus station on
Dezeen, we also recently published a metro station with a hovering UFO-like roof  - see our
earlier story here.

Bblur architecture is delighted to have completed the new Bus Station for Slough. The
scheme, won in limited competition, is the first element of Slough Borough Council’s vision
for the wider regeneration of the centre of Slough, known as ’The Heart of Slough’ with
which the Council is seeking to change the perception of Slough and provide It’s young,multi
cultural population with a high quality urban environment.

The project has been led by Matthew Bedward founding partner of bblur, “We took
the opportunity to significantly improve pedestrian permeability between the train station and
the town centre. Our client tasked us to create a memorable front door for Slough. The form
of the building derives from the idea of different wavelengths of light inspired by Astronomer
Royal, William Herschel’s discovery of infra-red waves in 1800 while a resident of Slough.”

The bus station site is north of Wellington Street (A4) and opposite the listed mainline
railway station on Brunel Way. The site was occupied by a derelict office building, an
outdated bus station and a large multi storey car park, which created a significant urban
barrier between the rail station and town centre.

The bus station scheme has two distinct functions. The primary function is to create a
transport interchange with the rail station providing new, safe, efficient and enjoyable public
transport facilities.
The second function improves the pedestrian permeability and legibility of the urban
realm by creating a new north-south covered public route from the rail station through to the
centre of Slough.

The scheme consists of a 130m canopy and pedestrian walkway anchored at its
northern end with a 660m2 accommodation building which looks out onto the rail station.
This building provides flexible space over two levels. The ground floor has a public cafe and
waiting area, newsagent, bus operator facilities, information and a ticket office. The first floor
contains the staff canteen, toilets and bus operator’s administration offices.

The building is clad in aluminium shingles creating a softly textured metallic surface
which constantly changes character with the varying light conditions.
When the Heart of Slough master plan is complete the bus station will be surrounded by five
8 to 14 storey office buildings. The Bus Station is an urban object with the design considered
from all aspects, passengers underneath and office workers viewing from above. Its sculptural
form and the design of the hard landscaping will provide a counterpoint to the rectilinear
corporate architecture. It will create an identifiable place within Slough that is a celebration
of public transport and is a memorable first and last impression of Slough.

Lüleburgaz Bus Terminal

Collective Architects & Rasa Studio

Transportation building is the entrance point of the city. Thus, it should have not only
symbolic value but also memorizable and unique. Our purpose is to design a functional
andsocial transportation complex in Lüleburgaz by using the potential of land and realize that
its nature as a landmark. The land of the building is on the Edirne-Istanbul mainroad that is
between Murat Hüdavendigar St. and İstiklal St. which is placed the old bus station. By using
the same enter-exit point with the old one, different circulation route is desgined in the land.
Also, the building is located on east-west axis which gives an opportunity to be seen directly
the building from the mainroad.
Intercity bus platforms are located at the south side of the building, although regional
bus platforms are located in north side. The seperation between those platforms is been
provided by building itself. The main idea of interior design is getting one place without any
separation between departure and arrival areas, so ticket sales offices and shops are placed
between waiting lounges.  That idea provides transformation of the building in future.
 West point of the building, the access point from the city, canopy is designed as an
effective public front space with different sloped roof system. Restaurant, cafe and
commercial spaces are located at that part not only for passengers but also public use.
Consequently, the design aim is to integrated waiting areas within public spaces and create a
landmark for Lüleburgaz.

Terminal de ônibus

Dra. Evangelina de Carvalho Passig

Situated on the banks of the Ribeirão Preto Stream - which gives the city its name -,

next to the bus terminal, the project excelled in a light design, allowing for wide visibility of

the river and the park from its platforms. As you approach the terminal, what you see is a

discreet building, but at the same time it stands out from the chaotic landscape that surrounds

it through the rigor of the modulation of the elements that compose it.

The metallic cover is the most striking element of the work, which surprises through

its slimness and lightness, supported by pillars of circular section with only 10cm thick. The

lining under the structure, punctuated by the lighting system gives unity for reading the set.

The support building, at the bottom of the terminal, not only groups all the activities
necessary for its proper functioning, but is also responsible for the structural stability of the

roof set.

Hsinchu Bus Terminal

Kris Yao

  In order to relieve congestion of traffic and to enhance new urban development of the
“back side” of the old Hsinchu Train Station, the City decided to move the Bus Terminal to
this new location on the back of the Station. With this, the small terminal needs to achieve
two purposes: to establish an efficient and safe people/bus flow on the ground level, and to
create a “billboard” architecture for the public to re-orient themselves around the station area.
The two-story architectural concrete terminal building is simple and straightforward, with
buses circling on the outer peripheral areas and people entering from the center, avoiding any
conflicts between them. The “billboard” part of the building features lofty steel frameworks
cladded with perforated aluminum panels. In the daytime, this gigantic billboard mainly
shows its silver-metallic color on the outside; while in the evenings, the bright red color from
inside reveals itself, giving the terminal a new urban energy and a sleek sight.

Bus Station of Trujillo

Ismo Arquitectura

When the road turns in crossing, the mantle of crags gives way to a profile of stone
carved by man and history. A large concrete tubes silo interrupts him to showing the
importance of the livestock factor in these difficult farmlands. In this border area between
countryside and city, where the urban layout has diluted to individuality, an urban plan seeks
integration through a cattle track and a large green area where the station of buses of Trujillo
is located. In this field of crags as exposed to the weather sits this architecture linked to the
substrate, raised the least to protect themselves from outside, as a large "stone" rises to place
ourselves under her.
Once inside the site are established two distinct dimensions: one, the platform for
transit vehicles and other associated with movements of the traveler. Accesses are
distinguished equally, so buses entering and leaving through the natural elevation of the land,
without ramps, to interfere as little as possible in their movements. While the pedestrian
access is available at the top, near the city. A soft game levels introduces the cobblestone
Street in the solar to stop under the "great stone", and already covered, access to the station.
Under the "stone", sloping structure, comes off of the substrate, folds and increases its
volume transforming from car park of bus maintenance area staff to cover docks and
platforms. In the horizontal outer space is conceived as the true lobby both input and output
for pedestrian traffic. The drudgery of the "stone" is perforated by light: abroad will be a few
skylights that guide us towards the entrance, stretching in the interior of the building and will
be inside, patios, boxes of glass under the roof slab, permeable to the platforms, a single
horizontal and open space in interior/exterior visual continuity.
The provision of these courtyards, materialized towards internal travel as translucent lockers,
subdivided space in different lounges according to the different types of travel: local or long‐
distance.
The cafeteria, as another waiting room, opens directly to the platforms and
culminating the indoor waiting area, gives way to a tree‐lined courtyard, that oriented to
South and larger than the previous, it is linked to the outside waiting area creating a sunny
place of stay. The concrete unifies floors, walls and ceilings, a monolithic element and
defines the spaces of Circulations interrupted only by the path of facilities and confined space
liner. Glasses physically separate spaces and closed courtyards, creating an effect of
transparency and brightness of the rock.

Bus Station of Rio Maior

Domitianus Arquitectura
 The terminal bus station of Rio Maior stands from a set of interventions proposed
under the transport infrastructure set out in the Strategic Plan of the city. The building is
assumed as a facility that receives those who come to Rio Maior, or the last memory that is
taken after visiting the city. It is a blade, or piece of white concrete with high-intensity plastic
that solves the whole proposal, revealing an autonomous body coated by wood panels which
are organized, in two different floors the area of service users. The building’s transparency
allows from inside to enjoy the green structure that characterizes the sports area of the city. In
the outside all the environment appears reflected in the glass that contains the functional area
of the Terminal. The glass assigns formal politeness of the building, dropping the opacity of
the concrete structure that takes us to a sober understanding of the whole construction. Text
provided by Paulo Tormenta Pinto.

Santa Pola Bus Station

Manuel Lillo + Emilio Vicedo

 This Project is set as an urban strategy to solve the public uses plot existing in the
south access to Santa Pola town, conforming a kind of ‘door to the city’. The roads
linking Santa Pola and Elche towns are running through an area exclusively shaped with
industrial buildings, just at the very front of the public plot and the entrance to the city itself.
So, this Project had to realise its nature as a landmark, and was settled as an organic and
uniform ensemble of building pieces and spaces. Main use comprehends the new Bus Station,
placed in the most prominent point of the plot, next to the roundabout, and directly visible
from all points. Likewise, a wide green area is placed next to the road, to emphasise its public
role.Formally, the main station building is composed as a floating huge deck, which must provide
shadow and protection to the waiting platforms, settled under this deck together with the ticket office
ant services, and an oil station and shop in its back side. The main deck has a void in the central area
to provide a kind of garden, whose purpose is to provide light, reference point and to serve as a
boundary between different uses and spaced.There is a second volume with a similar composition,
using metallic claddings as the main material to conform façades. This volume is laid down twisting
its lines and so allowing public spaces and gardens to appear in first place. This second piece is used
to provide space for commercial and city servies.

Bus Station, Osijek, Croatia

ArchitectStaff

The idea of building a new bus station in Osijek was hatched in 2007, when the city of
Osijek published an invitation to compete for the construction of a new bus station in Osijek
on the principle of public-private partnerships. The competition brief required high quality
architectural, and an economically best solution, in terms of construction cost, maintenance
and usage. We, the renowned Croatian architect's office Rechner Ltd. from Osijek, were hired
by one of the greatest Croatian construction companies “Osijek Koteks Inc.” from Osijek,
and together we won the commission.
A slightly wavy dominant roof surface substantially shelters Bus terminal building on
all sides, especially over the bus platform and the access of the square, which gives the
association of a pleasant bus ride, like sailing on low and long waves. An underground public
garage beneath the entire building and the external platform has a capacity for 251 vehicles. It
is directly associated with the contents of the bus station building, and pedestrian access is
also possible from outside, through the access square. Transportation to the garage is
separated from bus traffic.
Local

First Bus Rapid Transit Station in Cebu

CAZA, Brooklyn, NY, USA

Brooklyn-based architecture and design firm CAZA (Carlos Arnaiz Architects), with
offices in Bogotá, Colombia; Lima, Peru; and Manila, Philippines, is pleased to announce
their newest public works project, a Bus Rapid Transit (BRT) station in Cebu, Philippines.
This is the first major public transit system ever to be developed in Cebu, which has a
population of roughly 3.5 million. The system will serve 15–25% of the population,
facilitating transportation and alleviating congestion for nearly 1 million citizens. As of May
2016, five of the nineteen stations have been built and are operational.

This modular system of bus stations takes its design from ancient basket-weaving
traditions of Cebu, while integrating a mixture of much-needed improvements to Cebu’s
public transit system. The Cebu BRT project will significantly improve sidewalks,
crosswalks, and public lighting throughout the streets of Cebu, while also addressing serious
problems such as street flooding. Each roof acts as a water catcher, and is able to direct the
rainfall fromintense rainstorms away from the street, alleviating the stress of rain on the
streets and sidewalks. At the same time, the roof acts as a source of shade, shielding civilians
from the intense heat and extreme weather that are characteristic of certain times of year in
the Philippines. While this project significantly improves the public transit system, it also
keeps in mind the human condition, making new infrastructure into a cultural icon for Cebu
City.

PUV Terminal to Bogo

RLC

BOGO City’s new public utility vehicle (PUV) terminal is now operational, after
Gokongwei-led Robinsons Land Corp. (RLC) handed over the transport facility to the City of
Bogo last Feb. 28. In partnership with the City of Bogo, the new terminal will serve as the
station for several PUVs to provide comfort and convenience to passengers.
“This is just the start of more projects that Robinsons Land will undertake, which
shows the company’s trust and commitment to the City of Bogo in contribution to the city’s
dynamic economic growth,” said RLC regional operations manager Floramie Adolfo, in a
statement.
RLC invested P80 million for the modern terminal. It houses different modes of public
transportation such as buses, vans, jeepneys, and tricycles that bring passengers to towns such
as Daanbantayan, Medellin, San Remegio, and Tabuelan.
 The terminal has an area of about 3,000 square meters and is part of a 10-hectare
property owned by RLC in the City of Bogo’s New Business District in Sitio Buac, Barangay
Cayang. The modern terminal has seven bays for buses and 14 bays for vans-for-hire.
It has an air-conditioned passenger waiting area, clean washrooms for men, women, and
people with disabilities, as well as a terminal office and food carts.
Adolfo added the delivery of the terminal is just one of the many developments RLC
will invest in the area. She said RLC will be putting up a mall that is a mixed-use
development.
The new terminal was set up at zero cost to the City of Bogo and is expected to decongest
traffic in the city. (KOC)

Ayala PUV Terminal

The PUV terminal of Ayala Center Cebu is a focal part of many commuters’ daily
trips. The two-level structure is is regarded for its systematic loading and unloading process,
which in its own way raises the bar of public transportation facilities in Cebu.
The new Ayala Center expansion will cover a space one-third to the entire size of the
existing mall, offering a total leasable area of 36,000 square meters.
“Over the years, ACC has made some expansions to improve the mall’s total ambiance and
facilities,” he added.
 He said that the company however, has changed some of the designs and aesthetics to
conform with the times and consumers' changing preferences.In fact, of the construction of
the al-fresco style The Terraces was not part of the original master-plan.
In 2009, Ayala Center registered a 19 percent growth of its total revenue.

3. Related Studies
A. Foreign Studies

Terminal stations pertain to be infrastructures that are primarily designated to be used as

parking facilities of the fleet of a transport system or for the transfer between the different
means of a transport system. Its objectives is to create the appropriate conditions as well as to
provide safe services for transition between two or more means of transport. In the case that
they operate just for the embarking and the disembarking of passengers and the vehicle
remains at the station for a short period of time (for exit and entrance maneuvers,
embarkation and disembarkation of the passengers etc) the infrastructure is characterized as
stop point. Depending on the transport system that they serve, the stations are divided in four
categories: Bua stations, Railway Stations, Airports, Ports. Depending on the trip length, bus
and railway stations are divided in: Urban (terminal stations, stations for transitions and stop
points), Interurban (terminal stations, stations for transitions, and stop points), and Mixed
(stations for transitions and stop points aiming to serve urban and interurban means of
transport). Urban Transport, 2013)
The study conducted by Jason Monios and Richard Bergqvist (2016) the significant
amount of transportation has focused on the development of terminal, particularly the role of
the public sector in supporting such developments through the funding or planning system.
Terminal can offer high quality handling services to lessen the traffic congestions and to face
rapid increase of vehicles in the society. This study conducted the relation of government
funders and other public actors to support and operates on the ongoing economic viability of
terminal to life to meet the enough capacity and quality of infrastructure for freight
operations.

The study of Carey Curtis and Jan Scheurer (2016) bringing together a comparative
analysis of the accessibility by public transport of 23 cities spanning four continents, this
book provides a “hands-on” introduction to the evolution, rationale and effectiveness of a
new generation of accessibility planning tools that have emerged since the mid-2000s. The
Spatial Network Analysis for Multimodal Urban Transport Systems (SNAMUTS) tool is
used as a practical example to demonstrate how city planners can find answers as they seek to
improve public transport accessibility. Uniquely among the new generation of accessibility
tools, SNAMUTS, has been designed for multi-city comparisons. A range of indicators are
employed in each city including: the effectiveness of the public transport network: the
relationship between the transport network and land use activity: who gets access within the
city: and how resilient the city will be
Public transportation terminals are indispensable facilities in ensuring the
effectiveness and convenience of the public transport network configuration. Since existing
terminal areas were identified as a serious traffic bottleneck in the Metro Manila urban
transportation system, need for terminal development has been recognized to eradicate traffic
congestion. All transportation nodes and terminals, including bus stops and jeepney
loading/unloading places, should be carefully designed to ensure the smooth and safe flow of
general road traffic and the effectiveness of public transport operation. (Urban Transport,
2013)

In local cities, it is important to improve bus service level in order to keep the
number of passengers and to maintain bus routes since there is no other public transportation
system operated except bus. Our research focuses on the punctuality, which is one of the
most important factors to determine the level of bus service. Improvement of the punctuality
of bus
service does not provide benefits only to bus users but also to bus operators. For example,
improving of the bus service level will increases number of passengers and, in the meantime,
decreases the expense to bus operator because of reducing the bus waiting time at terminals.
Our survey was conducted in Nagaoka city, Niigata to study the behavior of passengers
coming to bus stops and to analyze the operation costs of bus operator. In addition, we
estimate the benefits on both bus passengers and bus operator when the punctuality of bus
service has been improved.

Designation of bus lane means implementing the priority of urban bus system by
monopolizing portion of the road resources, which has greater attraction for passengers and
can impel the shift of bus passenger flow, thus impacting bus stations. With the aim of
mastering the scope and extent of the impact accurately, the article firstly modified the bus
station network and the bus transfer network. Furthermore, this paper proposed an algorithm
for detecting communities in the improved bus transfer network to mine the transfer relations
between any bus routes, and then, on the basis of the improved bus station network, designed
a referable bus travel time and put forward an impact model to calculate the absolute impact
and relative impact of bus lanes. Finally, the validity of the method was verified according to
the actual investigation data. The results show the feasibility and effectiveness of the
proposed approach that can obtain the impact of bus lanes on the stations. The research in this
paper will be beneficial to the strategy of bus scheduling and has guiding significance for the
evaluation of existing bus lanes or further applications.

A mass transportation system has a main role in every development process of

countries in the modern world. In Japan, transportation infrastructure such as train stations or
bus terminals plays as an important node that determines the development of functions and
other community activities in the surrounding area. Based on the compact city development
concept, various types of transport infrastructure were constructed in the integrated area of
city nodes and mixed with a various public and commercial functions and supported with a
well-structured management of transportation systems. With the condition of limited land in
the city nodes, transport infrastructure has to be built as a compact building. This paper
reviews design and system of Bus Terminal in Japan from the architectural perspective with
the issue of a compact building. As a study case, Hakata Bus terminal is one of Japanese bus
terminal built with a slim building and vertically extended level without bus parking area.
The platform was divided into three different floor levels with total ten building stories filled
by various public and commercial functions. Time schedule, information system, people and
vehicle circulation, and the other aspect become the main support to create a compact bus
terminal. However, the commercial function is more prominent than the overall function of
the building, thus making Hakata bus terminal does not show the typology terminal design in
general. Overall, the terminal provides community services without ignoring the main
function as a mass transportation system in a compact bus terminal.

This paper is based on a study undertaken on design of a bus station in Brighton - a town
about 100 km south of London. The study covered the review of models for bus stop capacity
estimation, issues realting to adapting such models for estimation of bus station capacity, use
of a microsimulation model for estimating capacity of existing situation and the proposals, use
of a graphic simulation tool for formulating proposed physical layouts for the bus station,
developing a methodology to evaluate bus station designs, and taxi rank capacity estimation and
its physical layout to the extent that it enhances the performance of the bus station. However, in
this paper the discussions on development of a method for evaluation of bus station designs and
capacity estimation for taxi ranks and its alternative physical layouts are omitted, because it would
require a separate dedicated space. Also, only two layouts of bus stations out of the proposed four
are included in this paper. The discussion on models for estimating bus stop capacity have able
been considerably shortened in this paper. This paper is based on a study undertaken on design of
a bus station in Brighton - a town about 100 km south of London. The study covered the review of
models for bus stop capacity estimation, issues realting to adapting such models for estimation of
bus station capacity, use of a microsimulation model for estimating capacity of existing
situation and the proposals, use of a graphic simulation tool for formulating proposed physical
layouts for the bus station, developing a methodology to evaluate bus station designs, and taxi
rank capacity estimation and its physical layout to the extent that it enhances the performance of
the bus station. However, in this paper the discussions on development of a method for evaluation
of bus station designs and capacity estimation for taxi ranks and its alternative physical layouts are
omitted, because it would require a separate dedicated space. Also, only two layouts of bus
stations out of the proposed four are in- cluded in this paper. The discussion on models for
estimating bus stop capacity have able been considerably shortened
in this paper.

Stockholm is growing and the demand for land in the central region as well as public
transport facilities is increasing. As a result, it has become a big challenge to plan and build
needed terminals. The municipalities demand good public transport, but this is hard to
accomplish without the extra space required. Lack of capacity is also a growing problem in
the terminals, causing security risks and quality efficiency in traffic. The Public Transport
Administration has therefore recognized the need to make an inventory of Stockholm’s bus
terminals, to identify their capacities, and to review and define the capacity of the terminals.

Gresik, Bangkalan, Mojokerto, Surabaya, Sidoarjo, and Lamongan

(Gerbangkertosusila) areas serve as National Activity Centre in East Java Province especially
in export-import activities regionally, nationally, and internationally. Because of its strategic
position, in order to develop industries, the supporting factors such as the availability of
infrastructure particularly in transportation should be well prepared. There are many
problems emerging in transportation including congestion, a number of private vehicles,
public transport facilities, and transportation development policies. The transition of land
transportation modes, especially from private vehicles to mass transportation (buses, trains,
etc.) becomes an alternative problem-solving. The study aimed to analyze passenger
satisfaction who experienced the services in the provincial bus stations in the area of
Gerbangkertosusila. Performance level and customer expectations of customers were
examined and analyzed using Importance-Performance Analysis (IPA). There were 139
respondents interviewed. The result showed the customer satisfaction index for the best bus
station was Gresik, followed by Sidoarjo, Lamongan, Surabaya, Mojokerto, Bangkalan, and
Mojokerto (district). Passengers (customers) have different expectations especially for the
services of each station in every region, so local governments need to create new policies and
breakthroughs in order to increase consumer interest in mass transportation facilities.

B. Local Studies
Sustainable urban design strategies can help create places in which: Transit
contributes to making a “place”, facilities are attractive, functional, and serve as community
destinations, access o transit facilities support and destination, access to transit balances the
needs of all modes and user, the neighborhoods around transit facilities support and
encourage a vital mix of activities, transit corridors take advantage of nearby neighborhoods
and destinations to encourage a diversity of paces and access modes, and the transit network
connect users to key regional destinations. (sustainable urban design & transit, 2013)
The jeepney is a unique public transport mode not only as a vehicle but also in the
ways it is operated and utilized by passengers. This paper presents the characteristics of the
public utility jeepney service operation and demand in Baguio City. The analysis is made
based on various field surveys conducted. The rationalization of color-coded trunk lines (Red,
Blue, Green and Yellow) of jeepneys comprising 116 jeepney lines and associations and 4208
units are thought to determine the exact number of vehicles on the road to complement the
carrying capacity of the city's roads. Results show that the average jeepney load factor
computed is 0.82 or 82%, the average jeepney trips per day is 7.47, the average seating
capacity is 20.97. Moreover, the average speed of jeepneys is at 10.228 kph at an average
distance of 4.140 kilometers. The Aurora Hill and Trancoville lines obtained the highest
demand with values of 43,973 and 37,689 passengers per day, respectively. This paper
provides an initial analysis regarding the demand and supply of jeepneys serving routes in
Baguio City.

“Traffic rules it all.” There is no bigger topic in the urban daily life of the Philippines
than traffic. Everyone who is living in or has visited Manila understands why. Long
commuting times have reached unprecedented levels and the traffic jams on EDSA are
world-known. Many factors played into this: The Philippines is one of the fastest growing
economies in Southeast Asia, almost tripling its Gross Domestic Product (GDP) in the last 10
years and sustaining an annual average GDP growth of 5-7% in the last two years. More than
60% of the total 100 million inhabitants in 2015 live in urban areas. Metro Manila, as the
dominating economic and political center of the country, accounts for an estimated
population of 12-13 million in 2015 and represents approximately one-third of the GDP.
Metro Manila is comprised of 16 cities and a town. The metro capital is highly dense wherein
8 of the 16 highly urbanized cities surpassed the metro capital population density of 20,000
persons/km2 in 2015. But at the same time, Metro Manila has adopted a car-focused urban
design approach with only four public railway lines. Where Manila has too few high-capacity
railway lines it has too many old buses and jeepneys. While motorization is still low relative
to other low-middle income countries in ASEAN, annual growth of the vehicle fleet is
approximated at 6-7% and the fastest growing market in ASEAN. The increasing private
vehicle ownership challenges the status quo of the public transport system in the Philippines
significantly.

Statement of the Problem

This proposal aims to prove that the Tarlac Transportation Public Terminal is

important in our modern society.

Specifically, this study aimed to answer the following questions:

1. How it can help and effect the:

1.1. Passengers

1.2. Entrepreneurs

1.3. Citizens

1.4. Economy

2. How is it important to have this modernized terminal?

3. How it can be accessible for the passengers?

4. Are there going to be more improvement?

 Objective of the Study

Terminal and Terminal facilities have played an important role in urban development.
This also served as transportation point and gateway that integrates and creates dynamic
transportation and facility that allow people and vehicles to have a proper place. Also, to have
a facility to help people in their everyday transportation journey. This is a great adaption to
Tarlac City development to answer urbanization and motorization growth.

To provide a safe, reliable, efficient, comfortable and accessible transportation option

for the users or commuters of the Public Terminal. Implement a transportation service that is
efficient and reliable by meeting or exceeding established standards of performance. Evaluate
the potential for developing public transportation options.

Businessman, investors and unemployed workers. Integrates and generates the aspects
of the economy in terms of transport system and provide insight of what will the best possible
outlay and job opportunities to boost economic use of the area.

Conceptual Framework

This figures below illustrate the expectation of the people through the research,
including how the variables you are considering might relate to each other.

INPUT PROCESS OUTPUT

- Economic
Development
-Have a financial stability
- Benefit for the
- Local support
Individual transit MODERNIZED
users - Government support TERMINAL

-Modernized -Commuter’s / Passenger’s

Technology and Preferences
Amenities
Scope and Limitation

The study will be conducted in San Nicolas, Tarlac City along the major road of
Ninoy Aquino Boulevard.

This study directly involves the commuters and pedestrian from different places or
provinces, and public utility vehicles (PUV’s) that will be allotted a terminal that is safe,
secured, accessible, efficient, sustainable and equipped with basic services.

The proposed project will concentrate on building and designing a modernized

terminal with commercial facilities. The new transit terminal is divided in different phases for
different types of vehicles and companies. The terminal will scope different provinces of
Tarlac going to Tarlac City.

Significance of the Study

Terminal have played an essential role in urban development. This also served as
transportation point and gateway that integrates and creates dynamic transportation and
facility that enable people and cars to have a perfect place. Also, to have a facility to help
human beings in their everyday transportation journey. This is an exceptional adaption to
Tarlac City improvement to reply urbanization and motorization growth.

The generalization the of this study would be a great contribution to the vast
knowledge in relation to transportation system and to people. The result of this study could be
highly significant and beneficial specifically to the following.

Common commuters of all transit chains are given or show their needs for the
possible application.

The project will also benefit the community for it will examine any solutions for the

interest of the people. Searching the effects of mass transportation in the community will

widen their knowing to transport development and give them new opportunities.

Businessman, creditors and the jobless. Integrates and stimulates economic aspects in 
terms of the transport system,and provides insight into what will be the best outlay which job 
opportunities to improve the area's industrial usage.
 The study will benefit the country, as well. 
It will generate the economy and, through architectural integration, serve as guidelines for sol
ving traffic circulation and congestion, and other challenges.

Assumptions

 Terminal will be eco friendly

 Terminal will be efficient and safe
 The development will make an impact to the economic development within
the CBD area
  Schedules will be frequent, and easily use by drivers.
  Facilities will be functional and better.
 Terminal is for bus and PUV only.

 The proposed project helps to move the economy for the benefit of

Tarlaqueños
 The proposed project will help ease traffic congestion, connect people with jobs
and opportunities.

Definition of terms

Amenities. A desirable or useful feature or facility of a building or place.

Assumptions. a thing that is accepted as true or as certain to happen, without proof.

Boulevard.  wide street in a town or city, typically one lined with trees

Congestion. the state of being congested.

Dispersion. Distributing people in their unloading places.

Ease. Absence of difficulty or effort before and during riding and travelling.

Indispensable. It means that they are absolutely essential and other people or things cannot

Intracity. are things that happen or exist in the inner city.

Route. Way or course taken in getting from a starting point to a destination.

function without them

Rectilinear. contained by, consisting of, or moving in a straight line or lines.

Simultaneously. at the same time.

Tenants. Is a person who occupies land or property rented from the landlord, can be

government or non-government.

Terminal. Any location where freight and passengers either originates, terminates, or is
handled in the transportation process

Transit. the carrying of people, goods, or materials from one place to another.

Utilized. make practical and effective use of.

 CHAPTER 2

METHODS

2.1 Methods of Research

This study presents the methods of research and data collection processes. The

researcher used appropriate research method and procedure in the treatment and

interpretation of the data that were utilized in this study. To achieve the objectives of the

study, a survey was conducted in Tarlac Public Transportation Terminal. The face -face to

face approach was employed to Jeepney drivers and BUS drivers and asked them the

questionnaires.

2.2 Respondents of the Study

 Jeepney drivers

 Bus drivers

 Commuters

 Terminal Clerk

 Canteen owners

2.3 Sources of Data and instrument Used

 Through Building Code of the Phillippines – To determine the rules and regulations

for a terminal.

 Through surveys

 Through Related Literature

 Through Interviews.
2.4 Procedures

Procedures

These following procedures shows on how the researchers went from problem

initiation and coming up into a good design solution to the problem:

STEP 1. Identifying the problem. The initial step in which the researchers identified the

problem and its background.

 STEP 2. Architectural Programming. In this process, the researcher
collected information needed regarding the Public Terminal and its restrictions
and guidelines between the existing terminal and comparing its standards and
able to get good remarks which will the researchers be applying in the solution
of the problem.

STEP 3. Walkthrough. Site Visit. In order to identify the existing

neighborhood context, climate and topographical conditions, current planning
and hazards that affects the site.

STEP 4. Site Inventory. The step where researchers gathers

information through:

 Existing structural building

 Site Photos
 Existing condition of site
 List of present operational facilities
 Site utilization study

STEP 5. Guidelines on Design:

 National Building Code of the Philippines

  Accessibility Law
 Fire Code of the Philippines
 Related Literature

2.5 Statistical Techniques

The gathered data formulated such as population rates, numbers of jeepnies

and buses that going to terminal every day, problems on the terminal are evaluated
from the respondents of the study. Descriptive statistic methods are being used and to
all charts, tables, surveys and other form of diagrams are being discussed eventually.