BUS TERMINAL TECHNICAL AND

OPERATIONAL GUIDELINES
Lebak, Sultan Kudarat

Author/s: 121 East Development Inc.

Door 12 Reac Building, Mc Arthur Highway, Matina Balusong, Davao City
(2nd Floor, at the back of Motorzone)
(082) 333 2021 121eastdevinc@gmail.com
May 20, 2020

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 TABLE OF CONTENTS
Page

I. Introduction ....................................................................................................................... 3
1.1. Lebak, Sultan Kudarat ........................................................................................ 3
II. Review of Related Literature .......................................................................................... 3-5
2.1. Bus Terminal ...................................................................................................... 3
2.1. Operational and Technical Guidelines ............................................................. 4-5
III. Bus Terminal Technical and Operational Guidelines.................................................... 5-13
3.1. Technical Guidelines ....................................................................................... 5-9
3.1.1 Project Preparatory Technical Assistance ............................................. 5
3.1.2 Four Basic Planning Criteria for Terminal Planning (Guide) .................. 6
1. Need .............................................................................................. 6
2. Size ............................................................................................. 7-8
3. Location.......................................................................................... 8
4. Design ............................................................................................ 9
3.2. Operational Guidelines .................................................................................. 9-13
3.2.1 Basic Terminal Operations ............................................................... 9-11
3.2.2 Enforcing Rules and Regulations ................................................... 11-12
3.2.3 Bus Dwell Time ................................................................................... 12
3.2.4 Efficient Scheduling............................................................................. 12
3.2.4 Maintenance ....................................................................................... 13
IV. Summary ........................................................................................................................ 13
V. References ...................................................................................................................... 14

LIST OF TABLES

3.1 Sample Summary Outputs and Activities of the Project Preparatory TA ..................... 5-6
3.2 User characteristics (Sample Bus Types) ........................................................................ 7
3.3 Bus Terminal Space Programming .......................................................................... 10-11

LIST OF FIGURES

3.1 User characteristics (Sample Bus Types) ........................................................................ 8

3.2 Typical Bus and bus operator’s process flow................................................................... 9
3.3 Typical passengers process flow................................................................................... 10

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 I. Introduction

1.1 Lebak, Sultan Kudarat

Lebak, officially the Municipality of Lebak, (Hiligaynon: Banwa sang Lebak), is a

1st class municipality in the province of Sultan Kudarat, Philippines. According to the
2015 census, it has a population of 88,868 people and had managed to boost its
local economy to its full potential. Moreover, the opening of new routes and
improvement in transport system had been facilitated in which expected to deliver
the town into an economic promise. Strengthened inter-regional trade linkage gained
access to potential agricultural production that supports various economic activities
in the adjacent areas.

In line with the recent infrastructure development, by which stipulate and

revitalize local economy as well as ensured connectivity of movement of goods,
services and people between rural communities in the neighboring cities of Lebak,
an influx of people coming to within the city was observed, leading to an increase
number of public and private transportation vehicles circulating around the place.
Also, with the increasing population, expansion of the urban area, and changing
patterns of land use, some changes had been observed which led to a growing
demand for travel within urban centers. In order to cater an efficient mobilization and
traffic organization, public terminals, such as bus terminal/s, was utilized to support
road and transport system and to decongest traffic.

II. Review of Related Literature

2.1 Bus Terminal

A bus terminal, or terminus, is the point where a bus route starts or ends, where
vehicles stop, turn or reverse, and wait before departing on their return journeys [1]. It
is also a place where passengers board and alight from vehicles and often provides
a convenient point where services can be controlled from and be catered to the
customers. The size and nature of a terminal may vary, from a roadside bus stop
with no facilities for passengers or bus crews, to a purpose built off-road bus station
offering a wide range of facilities. If the number of vehicles arriving and departing is
low, a roadside bus stop, with no facilities, will normally be adequate. With a large
number of vehicles arriving and departing, it may be necessary to provide off-road

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bus station facilities for the convenience of passengers and to reduce traffic
congestion [2].
Moreover, Bus terminals are a significant element in the operation of bus
services. Their design and location affect the efficiency of a transport system, and its
impact on other road users. Some terminals are regarded more as landmarks than
as utilities, and as such are often of prestigious rather than practical design.

2.2 Operational and Technical guidelines

For a system to perform well, they should be technically and operationally

efficient. As such, bus terminals should follow the efficiency guidelines in order to
meet the demands of the people and the industry. New innovations must be utilized
in order to generate promising outputs and managerial techniques must be of best
practice. In addition, the main objectives of efficiency are as follows;

(1) Cost efficient

A business needs to ensure that operations are cost effective through
minimizing waste and maximizing utilization of resources to deliver product cost
effectively.

(2) Quality
Quality is one of the most important challenges faced by a business as
market becomes more demanding and knowledgeable and customers are more
aware to complain about the meager quality. If a company develops goodwill for
soaring quality then it is able to manage a merit over its competitors.

(3) Flexibility and Efficiency

Operational efficiency also depends on how efficiently the assets of a
business are being utilized and also flexibility in accordance to market change and
customer demand.

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(4) Environmental Target
Every business has certain responsibility towards environment, thus a
business organization should improve the environment through pursuing energy
conservation in logistics and reducing adverse impact of its business on
environment.

III. Bus Terminal Technical and Operational Guidelines

3.1 Technical Guidelines

3.1.1 Project Preparatory Technical Assistance

Due to the inception of the new bus terminal, several guidelines must be
considered first in order to complement the new set-up in the currently existing
transport system. The project preparatory Technical Assistance (TA) will guide the
development of substantial institutional strengthening component to support the City
Transport and Traffic Code through the City Transport and Traffic Management
Office (CTTMO) and City Transport and Traffic Management Board. Support in
public transport management, sustainable transport planning, and a training program
will be developed for city officials working in the sector. Social development
programs will also be prepared to assist current operators with the transition to the
new public transport system.

Table 3.1 Sample Summary Outputs and Activities of the Project Preparatory
TA

Major Activities Expected Major Output Expected Completion

Completion Date
Date
Inception dd/mm/yyyy Inception Report
Route definition and dd/mm/yyyy Route network definition and
design associated facilities costing
and implementation plan
Franchising Bus franchising bidding
arrangements documents
Institutional Time-bound implementation
strengthening plan for the City Transport
and Traffic Code and
strengthening program for
City Transport and Traffic
Management Office and
Management Board

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Social development Development of a social
program support system for adversely
effected bus owners and/or
operators
Stakeholder Stakeholder consultations and
consultation workshops;
• City officials (legislative,
executive and technical);
• officials of transport-related
national government agencies
and their regional offices
(Department of
Transportation and
Communications [DOTC], Land
Transportation Franchising
and Regulatory Board [LTFRB],
Land Transportation Office
[LTO], Department of Public
Works and Highways [DPWH])
– primarily the regulators of
much of the public transport
system and the national road
network;
• public transport providers
(owners, operators, drivers);
and
• public transport users
(members of civil society
groups, special advocacy
groups and the business
community).
Draft Final Report Report
Final Report Report
Source: Asian Development Bank

3.1.2 Four Basic Planning Criteria for Terminal Planning (Guide)

1. Need

Need of the terminal arises with increase in the demand. An organized bus terminal
should meet the following requirements; (1) Accessibility, (2) comfort and
convenience, (3) safety, and (4) easy processing.

2. Size

The following factors are considered to characterize the size of the terminal and its
functions are the following: (1) Flow of traffic, (2) System characteristics, and (3) user
characteristics.

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Table 3.2 User characteristics (Sample Bus Types)

Type Manufacturer Typical Length Width Propulsion Estimated Comments

Examples Capacity (m) (m) Unit Cost
(seated/ (PhP
standing/ million)
total)
‘Coaster’ Toyota, 20/0/20 7.10 2.10 Diesel, 3.0-3.5 Cost is for
midi-bus Mitsubishi, LPG, diesel
Golden hybrid powered
Dragon version;
other
propulsion
types at
extra cost
‘Solo’ Optare, 20/10/30 7.80 2.33 Diesel, 4.0-4.2 Cost is for
low floor Wright LPG, diesel
midi-bu hybrid, powered
electric version;
other
propulsion
types at
extra cost
Standard Nissan, MB, 45/45/90 12.00 2.40 Diesel 7.0-8.0 Not readily
single Volvo, available
deck Scania, with other
Golden forms of
Dragon propulsion;
may be
Philippine
built or
assembled
Low floor MB, Volvo, 45/45/90 12.00 2.55 Diesel, 8.2-10.2 Cost is for
single Scania, LPG, CNG, diesel
deck Golden hybrid powered
Dragon, King version
Long
Articulated MB, Volvo, 60/70/130 18.75 2.55 Diesel, 8.1-9.4 Cost is for
single Scania, King LPG, CNG diesel
deck Long powered
version
Articulated MB, Volvo, 60/70/130 18.75 2.55 Diesel, 9.5-12.0 Cost is for
low floor Scania, King LPG, CNG, diesel
single Long hybrid powered
deck version.
Source: Ta-8195 Phi: Davao Sustainable Urban Transport Project

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Figure 3.1 User characteristics (Sample Bus Types)

Source: Ta-8195 Phi: Davao Sustainable Urban Transport Project

3. Location

The selection of the location should satisfy the following criteria; (1) Should
form a component in the hierarchy of transport systems, (2) should be a component
in the hierarchical system of transportation terminals, (3) concentration and dispersal

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costs should be minimum, (4) should be located such that as point of coordination
and integration between inter-city and intra-city transport.

4. Design

Following points should be kept in mind for efficient workability of terminal;

1. Segregation of bus and non-bus traffic

2. Segregation of pedestrian and vehicular movement
3. Elimination of vehicular traffic conflict
4. Segregation of pedestrian flows
5. Minimum processing for the buses
6. Segregation of transportation and non-transportation activities

3.2 Operational Guidelines

3.2.1 Basic Terminal Operations

The basic bus terminal operations can be observed through ocular inspection
of the existing process flow of passengers and buses utilizing the building. (See
Figure 3.2 and 3.3)

Figure 3.2 Typical Bus and bus operators process flow

Buses arrive at Terminals were they unload passengers coming from different
places. They then wait for their turn to load passengers inside the terminal. Usually,
ticketing happens during boarding of passengers in the bus. The usual dwell time of

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bus in loading bays is between 30-45 minutes depending on the volume of
passengers at the time going on the same destination.

Figure 3.3 Typical passengers process flow

Uppon entry of travellers to the facility, they then be subjected to a security

check as precautionary measure before they get to enter the gate. They are then be
catered by the services available inside the terminal such as the restrooms, atms,
stalls, accomodation/inquiry, waiting area and departure area. The same process
flow is usually observed at the arrival to the terminal and up to exit.

Table 3.3 Bus Terminal Space Programming

Space Definition Manning

Drop-off area Commuter’s unloading area from the city n/a
Car/auto parking For taxi and private vehicles; Fetch 1 personnel for control of use
passengers, etc.
Entry and Exit points Coming in and coming out of passengers 2 personnel per entry points
Security Control Safeguards or countermeasures to avoid, 2 personnel per entry points
detect, counteract, or minimize security risks
to physical property, information, computer
systems, or other assets.
Baggage Area/ Lost Storage and claim of baggage/ lost and found 2 personnel
property valuables
Public lockers and Communication area, baggage, deliveries 2 personnel
telephones
Dispatch Office Provides and controls procedure for assigning 2-4 personnel
employees (workers) or vehicles to customers
Offices Collection of rentals and utilization fees, Varies depending to no. of

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 ticketing, and over all supervision of the assigned departments
terminal
Rental Space Rented property used by an individual or Varies
company that sells goods or services directly
to the buyers
Passenger area/Waiting Passenger waiting area for departure/arrival 2 maintenance officer
Room
Buffet/Food stalls Food accommodation varies
Public Toilets toilet available for use by the general public, 1 maintenance officer
customers, travellers, employees of a
business, students, etc.
Kiosks a small structure in a public area used for 1-2 authorized personnel
providing information or displaying
advertisements, selling tickets often
incorporating an interactive display screen or
screens.
Inquiry and Booking Mostly incorporated in kiosks or offices 1-2 authorized personnel
Facilities for staff Lounge or resting areas to be used by the 1 maintenance officer
admin staff, maintenance, and other
authorities
Facilities for maintenance Storage of Maintenance tools and equipment, Varies depending to the
space for repair and acceleration availability of personnel
Filling stations Facility that sells fuel and engine lubricants for Varies
motor vehicles; Incorporates a convenience
store, which like most other buildings generally
have electricity sockets; hence, in some
cases, plug-in electric vehicles can be
recharged.
Accommodation/Dormitory Rental space for transient travellers Varies

3.2.2 Enforcing Rules and Regulations

A regulatory system must be enforceable. This requires regulations that are
appropriate under specific circumstances. Effective administrative and enforcement
procedures are also a key. Poor enforcement of regulations plagues developing
countries. Public transport is no exception, where it can lead to:
o unreliable bus service
o poor maintenance standards (which may affect safety and pollution)
o poor driving standards (which affect safety and traffic congestion)
maltreatment of passengers
o violence between operators

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 o antisocial or dangerous on-the-road behavior
The extent of the enforcement task is also influenced by the number of operating
parameters that are subject to regulation. Where enforcement is difficult these
parameters should be kept to a minimum. Many regulatory systems are
unnecessarily complex, and are difficult or impossible to enforce with available
resources. Different enforcement agencies have different roles and
responsibilities for enforcement of transport regulations and may lie with a number of
bodies, including:
o police
o transport regulatory authority
o central and local government departments (such as the licensing authority)
o road transport department
o environment department
o operators’ associations
o passengers (to some extent)

3.2.3 Bus Dwell Time

If buses are utilized efficiently, it should not be necessary for them to spend
much more time at bus terminals than is required for loading and unloading. The
requirement to park large numbers of buses for long periods between trips is often a
reflection of inefficiency or excess capacity in the industry. Although it may be
unavoidable at off-peak times if there is a significant difference between peak and
off-peak service levels.
In practice it is necessary to achieve a realistic compromise with regard to
parking at bus stations. While it’s expensive to provide parking space at city center
terminals, it can also be expensive and inefficient for buses to be driven for long
distances to remote parking areas, particularly if traffic congestion is a serious
problem. It may be appropriate for bus operators to be charged for parking on a time
basis to discourage them from parking their vehicles for too long. Calculating these
charges should take into account the cost of providing parking facilities. But it should
not be so high that it encourages operators to park their vehicles elsewhere when
this would be uneconomic or undesirable not only to the operator but to the
community.

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3.2.4 Efficient scheduling
Efficient scheduling and regulation of departures can minimize vehicle waiting
times. Provided there is no excess capacity in the system, no more than two or three
vehicles on any one route need be waiting at the central terminal point at any time,
so that disruption to traffic can be minimized.

3.2.5 Maintenance
Maintenance plays integral role in the vitality of the structure. It helps maintain
the building’s over-all environmental quality as well as stability and thus resorts to
efficiency. To streamline operation, one must follow a certain order in order to
facilitate efficiency of work as such; the maintenance process is as follows:
1. Description of the object condition- describe the condition of the technical
object or report a malfunction at a technical object and request the damage to
be repaired.
2. Execution of maintenance tasks-plan the execution of maintenance activities
in detail, monitor the progress of work and settle the costs of maintenance
tasks.
3. Completion of maintenance tasks- record the maintenance history for future
use and long-term saving of the most important maintenance data that can ve
called up for evaluation at any time.

IV. Summary

In summary, bus terminals are a significant element in the operation of bus

services in which supports road and transport system to decongest traffic and. Their
design and location affect the efficiency of a transport system, and its impact on
other road users. Moreover, the conception and operation of terminals dwells on the
process flow and the needs of its users. In technical aspect, the overall performance
of the terminal must be thoroughly planned in order to complement the existing set-
up of road and transport system. In operational aspect, terminal must follow
operational order, rules and regulations to streamline process flow that will result to
better outcomes such as developments and return on investments.

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 V. References

[1] Urban Bus Toolkit [n.d].

Retrieved from:
https://ppiaf.org/sites/ppiaf.org/files/documents/toolkits/UrbanBusToolkit/assets/3/3.1
/35(vii).html Retrived on: May 19,2020

[2] Watanabe, K. (n.d). Ex-post Evaluation of Hapanes ODA Loan “Central Mindanao
Road Project”. Mitsubishi UFJ Research & Consulting Co., Ltd.

[3] Ranjan, S. (2016). Bus Terminal Library Study. College of Architecture, Bhaddal.
Retrieved from: https://www.slideshare.net/sumiran46muz/bus-terminal-library-
study?fbclid=IwAR3x12clbVLQhr6JMVC2ZHKOq7AbpMeBZJnjcZMaAtYT1GzrDMc
P2Z2VC2E

[4] Halcrow Philippines (December 2013). Republic of the Philippines: Davao

Sustainable Urban Transport Project.

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