3.

3 Planning of Terminal Facilities

An integral factor improving a transport system’s success is the quality of convenient transfers and
the movement of passengers within terminal spaces. Interchange facilities are typically located at
critical junctions of the route network where several types of services or modes intersect. Planning
and designing terminals must consider two perspectives: the operator’s and the users. A high level
of service entails a safe and permeable environment outside the terminal and convenient
movement within.

There are five considerations when designing a good terminal, (see Table 11): terminal capacity,
passenger level of service, accessibility, commuter safety, and passenger amenities. This
translates into an environment that facilitates quick, comfortable, and safe movement of people
within and around terminals.

Table 11 Five components of good terminal design (Transit Capacity and Quality of Service Manual
-2nd Edition, PART 7 n.d.)

In addition to these considerations, it is important to integrate terminal facilities into the physical
surroundings. Agencies such as the BMTC have utilised similar concepts to create a destination
out of their bus stations, by introducing a commercial component. This adds convenience to the
user experience by providing access to peripheral uses such as retail or educational activities. This
can also make the transit facility a focal point and enhance the commercial value of the property,
in turn benefitting the agency.

The case study in this section describes the principles and design process of Gulbarga’s
Supermarket Station. An increase in operations resulted in the need to redesign the stop into a
larger terminal. While upgrading the terminal for increased bus use, key aspects of passenger
safety were also incorporated into the process.

Case Study: Design Process of an Off-street Terminal at Gulbarga

With the growth in the Northeast Karnataka region, a substantial increase in demand necessitated
an increase in capacity of the town’s Central Station. In October 2012, North Eastern Karnataka
Road Transport Corporation (NEKRTC) conducted surveys to determine the increase in use.
Primary data[2] established the significance of Supermarket node in the Gulbarga transport
network: 80% of passenger trips originated or terminated at this local transport hub, and 18% of
commuters utilised the hub as a transfer point (see Figure 44). As a result, a decision was made
to upgrade the facility at Supermarket Station. The aim was to integrate the terminal facility into
the existing urban setting, in order to accommodate rise in demand.
 Figure 44 Supermarket Station was designed as a terminal to accommodate increased use *
To facilitate this aim, the following five principles were established.

 Terminal Capacity: Increased flow and throughput of buses

NEKRTC introduced 50 buses and 10 routes to cater to an increased daily ridership of 46,000
passengers (Northeast Karnataka Road Transport Corporation 2014). The platform capacity
needed to be increased from 9 buses/hr3 to 30 buses/hr, with a peak hour use of
2,300 passengers (see Figure 45). To facilitate the throughput of buses, the design incorporated
two lanes for parking and an overtaking lane at each platform.

Figure 45 A proposed Bus bay configuration *

 Passenger Level of Safety: Well-defined and legible pedestrian spaces for movement[4] ,
decision[5] , and opportunity[6]
The site was constrained by the lack of space and a high number of users limiting the available
space. To ensure a LoS as mandated by the IRC, the platform waiting area widths should be 2.3m
and the width of the walking pathways should be 0.8m as per the calculations. Table 12 and Table
13 show the space requirement for each LoS grade.

Table 12 Platform Waiting Area (Transit Capacity and Quality of Service Manual - 2nd Edition, PART 7
n.d.)

Table 13 Platform Walking Area (Transit Capacity and Quality of Service Manual - 2nd Edition,
PART 7 n.d.)
  Commuter Safety: Enhanced pedestrian safety to minimise pedestrian-vehicle conflicts
For the commuter, good design pertains to prioritising infrastructure that minimises pedestrian-
vehicle conflicts. An important type of conflict to consider in terminal design is the movement of
transferring commuters from one platform to another. In this case, the design utilised traffic-calming
measures to demarcate and create legible spaces at pedestrian crossings. Points where
pedestrian and vehicle movements intersected, used raised platforms to ensure that safe
pedestrian movement was emphasised.

Figure 46 Escalators proposed for passenger convenience and fast movement *

 Accessibility: Improve passenger convenience through better site accessibility: multiple
ingress and egress points
The site has a level-difference, which was initially thought to be a hindrance to a good design
output. However, this was used to enhance site permeability and provide additional entrances for
users. Commuters seek quick and direct access to platforms, ticketing facilities, transfers and
convenient retail facilities; non-commuting visitors seek access to a range of peripheral activities
such as retail, commercial, catering facilities, public spaces and visitor information. Hence, a
commercial component was introduced in the terminal to allow for better viability and compatibility
with surrounding land uses. The first floor entrance point allowed direct access to the park-n-ride
facility and commercial uses, with escalators to enhance passenger convenience (see Figure 46).

 Integration of multiple modes, i.e. auto-rickshaws, kiss-n-ride7 facility, park-n-ride facility

Direct access to a park-n-ride facility was provided above the bus terminal,establishing integration
with private vehicles (see Figure 47).

At present, NEKRTC is actively pursuing options to implement this project.

Figure 47 Proposed Park-n-ride facility above the bus terminal *

 CASE STUDY
1. Union Station Bus Deck Pavilions / Studio Twenty
Seven Architecture
In 2012, Union Station became the new central location for intercity bus travel in Washington DC.
The new bus transit center is located in the parking garage, removed from the facilities and
amenities of the majestic Beaux Arts masterpiece next door. Studio Twenty Seven Architecture
was asked to design a solution that would provide amenities to the bus traveler without requiring
them to leave the bus deck.
2. Narrowminded + BOM Propose New Central Bus
Station for Marrakech
As part of an international competition, Narrowminded Architects teamed up with BOM
Architects to identify and solve central functional deficiencies in a proposal for a new
Marrakech Central Bus Terminal. Together, the architects found that obsolete infrastructure,
unclear orientation, hazardous traffic density, rampant pollution, and confusing overlaps
between vehicular and pedestrian flow were all contributing factors in the inefficiencies and
hindered advancement of the terminal. Thus, with the intent to create a timeless environment
that could flourish in Marrakech's future morphological developments, the proposal adopted
a strategy to thoroughly address each individual issue.

Save this picture!

Courtesy of Narrowminded + BOM Architects

The design prioritizes efficiency and order, placing focus on the following: independence of
all transportation flows, spatial continuity and interdependence of all buildings, programmatic
fragmentation to reduce the equipment’s overall scale, and creation of a vibrant, green
pedestrian path linking the multiple infrastructural compounds.
3. Daqing Highway Passenger Transportation Hub /
Had Architects
Daqing Highway Passenger Transportation Hub is in the intersection between Century
Avenue and Longfeng Street. Its main building consist of a three-storey station house and a
fourteen-storey information center, and they are connect together harmoniously. The overall
project construction area is nearly 30,000 square meters, and is designed in early 2009,
completed in late 2010.

Save this picture!

© Wei Shuxiang and Tang Jiajun

Daqing City is famous for China’s largest oil city, and it is located in the northern alpine zone,
which has great geographical features. In this case we try to breakthrough the traditional
traffic building mode, and give the passenger building some cultural connotations. So the
shape of building is from the ice and snow culture, and considered Northeast snowy
landform features, white shapes post and down like winter hill standing above the earth,
which have beautiful profile. The details of the building facade form like branch with steel
structure, so enrich the level of the facade and also strengthen the design concept. The
interior space of passenger transportation highlights the open and transparent feelings, with
a three-storey hall, which linked the function of each space, providing a good flow line and
great view.
LEGAL REQUIREMENTS FOR THE ESTABLISHMENT OF PUBLIC
TRANSPORT TERMINAL

e. The standards set by the LTFRB as prescribed in its Memorandum Circular No. 2008-013 dated June 4,
2008 or any amendment thereto must be complied with by all public and private transport terminals, to
wit:

1. - Adequate and comfortable benches or sets with backrests for waiting passengers;
2. - Roofing that would provide sufficient shade to passengers from heat of the sun and rain;
3. - Information and Passenger Assistance Counters;
4. - Appropriate and adequate signages;
5. - Sufficient number of security personnel for the protection of passengers from abusive vendors,
pickpockets and other lawless elements and for the proper inspection of baggages; and
6. - Diaper changing table inside the female restrooms for female passengers traveling with infant or
babies;
In addition, the following standards must also be included for inter-modal transport terminal or one
which can simultaneously accommodate or serve at east three types of public land transport vehicles,
such as PUBs, PUJs, Multi-Cabs, Vans/AUVs, etc. and for bus terminal or terminal which caters to less
than three vehicle types, one of which would be public utility buses, to wit:
1. - Concrete pavement and flooring;
2. - Wide entrances and exits for easy mobility to and from the terminal;
3. - Provision for communication facilities (such as telephone, fax machines, internet, etc.);
4. - Installation of Public Address System Facilities and CCTV cameras or monitors;
5. - Separate rest rooms for male and female disabled passengers which must at all times be clean,
sufficiently lighted, foul odor-free, ventilated with clean running water, flush system, toilet seat with
cover, lavatory, waste bin, toilet paper, mirror, dispenser with soap, hand dryer, dry flooring, functional
door lock, and janitorial maintenance personnel;
6. - Provision for separate and sufficient parking lots or spaces for each mode of transport, for inter-
modal transport terminal only; and
7. - Priority lane for persons with special needs specifically pregnant women, mother travelling with
infants or small children and those with physical disabilities, for inter-modal transport terminal only.

f. The minimum location standards provided under the HLURB’s Locational Guidelines and Standards for
Land Transportation Terminal and Garages pursuant to Board Resolution no. R-408, series of 19888, or
any amendment thereto, must be fully satisfied, to wit:

1. - Terminals should be more than 100 meters away from institutional establishment particularly schools
and hospitals.
2. - The terminal must be accessible to commuters, i.e. transfer routes are available or within its service
radius. However, direct access to major thoroughfares especially high speed highways and expressways
should be discouraged for safety and smooth traffic flow purposes.
3. - The approved zoning ordinance should indicate the location of bus stations/terminals, freight/truck
terminals which should be at the periphery of a commercial zone.
4. - If the municipality has no approved zoning ordinance, the location of bus stations/terminals,
freight/truck terminals should be outside the center of commercial activities to reduce and minimize
street congestion.
5. - Jeepney/taxi terminal may be located within the central business district or commercial zone
provided, it should not be major road intersection.
6. - Garage must be located at the outskirt of the business center or commercial zone.

g. The standards set by the Department of Health as provided under Chapter IX Section 54 of the
Sanitation Code of the Philippines or any subsequent amendment thereto, must be duly observed, to wit:

1. - Rest areas, bus terminals, bus stops and service stations shall be established with ample area to
prevent overcrowding of motor vehicles and travelers.
2. - They shall be provided with adequate ventilation and lighting away from sources of nuisance.
3. - Safe and adequate water supply shall be provided in accordance with the provisions of Chapter II of
this Code.
4. - Refuse collection and disposal shall be in accordance with the provisions of Chapter XVII of the
Sanitation Code of the Philippines.
5. - Adequate numbers of comfort rooms shall be provided as well auxiliary facilities therein in
accordance with the provisions on Chapter XVII of the Sanitation Code of the Philippines.
6. - Waiting sheds for commuters shall be of adequate size to comfortably accommodate a minimum of
thirty persons. Floors shall be of smooth concrete finish and adequate sitting facilities provided for.
7. - Sale of foodstuffs in those establishments shall be done in conformity with the provisions of Chapter
III of the Sanitation Code of the Philippines.

h. Should there be an existing LGU-operated or owned Inter-Modal Grand Terminal which is compliant
with LTFRB standards, the existing transport terminals of franchise grantees within the said LGU should
be considered as garage and the use of the LGU operated or owned inter-modal terminal is hereby
encouraged.

i. Existing transport terminals, both LGU-owned and privately-owned, not in compliance with the
aforementioned standards shall be given a period of one (1) year from the effectivity of this Joint
Memorandum Circular to implement and fully comply with the policies, standards and limitations set
forth above.

j. Any further extension of time for compliance may be submitted by the concerned owner or operator,
transport association or cooperative on justifiable reasons, subject to the approval of the LTFRB or its
Regional Directors, as the case may be.

3.4 On the Issuance of Traffic Citation Tickets

All locally-issued ordinances, orders, rules and regulations should be in conformity with the following
policies, standards and limitations:
a. The LGUs can issue traffic citation tickets but only the LTO and their deputized agents can confiscate
driver’s licenses. However, in Metro Manila, the single ticketing system shall be worked out.

Traffic citation ticket refers to traffic violation receipts issued by traffic law enforcers in the course of
their enforcement of traffic rules and regulations.
3.5 On the Imposition of Other Local Fees and Charges Affecting
All locally-issued ordinances, orders, rules and regulations should be in conformity with the following
policies, standards and limitations:
a. As a general rule, the LGUs should desist from unilaterally increasing fees and charges that would
contribute to higher public transport cost. Increases in fees and charges should be in coordination with
the LTFRB and should be commensurate with the administrative expenses. Before changes in fees can be
imposed, there must be a public hearing and publication in local newspapers of general circulation
and/or posting in at least four (4) conspicuous places including the main entrance of the city/municipal
hall prior to said imposition.

b. As provided for under Section 10 of Republic Act no. 8794 (An Act Imposing a Motor Vehicle User’s
Charge on Owners of all Types of Motor Vehicles and for other Purposes), to wit:

“No other tax, fee or any charge of similar nature, as the Motor Vehicles Users Charge shall be imposed
by any political subdivision or unit in the country.”

c. Fees to be charged in the use of public transport terminals shall be reasonable and commensurate with
the administrative and operating expenses in the operation of the said terminals.

Fees and charges refer to fees collected or charged by LGUs relating to public transport and do not
include fines and penalties imposed for violation of traffic rules and regulations.
xxx

A full copy of JMC No.1 is attached hereto as ANNEX “A” for your ready reference.

A question however that may possibly confront the LGU is how to deal with the existing private transport
terminals. It is clear that, as a general rule, the LGU cannot stop the operation of existing private
transport terminals simply by reason of the establishment of a public transport terminal. There are,
however, legitimate reasons upon which grounds the existing private transport terminal may be ordered
to stop its operation without running afoul with the JMC, to wit:

1. If the existing private transport terminal constitutes a nuisance under the Civil Code, Fire Code or the
National Building Code;
2. If the existing private transport terminal violates the Local Revenue Code;
3. If the existing private transport terminal is not compliant with the requirements set by the JMC; or
4. If the existing private transport terminal is a non-conforming entity under the local zoning ordinance
based on the adopted revised Comprehensive Land Use Plan.

Further, it is worthy to note that under the same JMC No. 1, tricycles are not allowed to ply along
national highways, thus:

xxx

“3.0 Guidelines
3.1 On the Granting of Franchises to Tricycles
All locally issued ordinances, orders, rules and regulations should be in the conformity with the following
policies, standards and limitations:
xxx
b) Tricycle operation should only be confined along the city or municipal roads, not along national roads
and is limited only to routes not traversed by higher modes public transport. However, the local
Sanggunian may allow if there is no other alternative route.
Municipal and city roads refer to roads within the poblacion; they are roads that connect to provincial
and national roads and provide inter-barangay connections to major municipal and city infrastructure
without traversing provincial road.
National roads refer to any public road classified as primary and secondary, declared as national road by
the President of the Philippines.”
xxx

This condition is deemed written in tricycle franchises but a corresponding ordinance could further give
teeth thereto and effectively prohibit tricycles from plying along national highways. To reiterate, the LGU
has the power to regulate not only the operation of tricycles but, more importantly, the traffic and the
use of the streets within its territorial jurisdiction. It is opined therefore that a comprehensive traffic
ordinance could regulate and properly set the flow of traffic in order to address the problem on traffic
congestion. Consequently, however, this could render some existing transport terminals situated along
the national highways physically obsolete, thus, for them to die a natural death, so to speak.

The undersigned believes, however, that earnest effort should first be exerted to reconcile the interests
of the city and its constituents, on one hand, and the interests of the transport sector, on the other. This
underscores the importance of proper consultation and negotiation with the stakeholders. This
notwithstanding, the general welfare and convenience of the public, being the paramount consideration,
should still prevail.