Existing Bus Terminals
Existing Bus Terminals
Existing Bus Terminals
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
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
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.
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