Home 

» Palanyag : Integrated Terminal System | Jeffrey O. Nevado

ArchitectureStudents Week 8Terminal

Palanyag : Integrated Terminal System

| Jeffrey O. Nevado













Palanyag

What if the economic growth of the city means minimized traffic congestion in edsa and other
main roads of the city?. What if interconnection of transportation also means empowered filipino
culture and society? What if balanced ecological system also means preserved developments and
future? What if terminal also means public spaces not final destination? What if we can ; as one
do it all at once? Imagine a lobby as a museum of our culture. Imagine a waiting area callled
fiesta. Imagine a sunset of manila bay in arriving and departure area. Imagine an illegal vendor
we called “tiange”
Imagine an edsa buses like become london red buses. Imagine henry sy ridding public transport
with you. Imagine a social interconnection in green spaces.imagine you can uphill in mountain of
tagaytay and see viewable from the several vantage points in the city.imagine a balcony called
emilio aguinaldo balcony and see the scenery of taal lake. A new terminal from urban to rural,
this is how to change norms into interconnection of progress. This is where interconnection
means growth of developments. This is when people meet in architecture. This is how
architecture making your dreams. This is what is possible; this is how transport terminal begins.
DESIGN PHILOSOPPHY
“ARCHITECTURE CREATES CULTURE AND CULTURE CREATES
INTERCONNECTION INTO PROGRESS AND DEVELOPMENTS”
The terminal serves to the passengers and also creates culture by means of architecture. Bring all
terminal together by introducing another entity: integrated terminal system beside Metro Manila,
Philippines . The transport terminal from urban to rural that promoting public transportation and
tourism. The terminal can be stand as comfortable travel, seamless flow and the design focus to
the people. The passengers and local community enjoying the spaces and expanding promenade
to create opportunities for the people, appropriate for their activities and movements. The
terminal is the connection and gateway from urban to rural into interconnection of progress, this
interconnection means growth of developments. This is how people meet architecture and how
transport terminal begins.
DESIGN CONCEPT
The design of the terminal are from the three main points, these are the adaptation of the
environment, identity of the terminal and introducing open spaces and parks. The adaptation of
the environment is not the building creates environment but the environment create the building.
The design of the terminal is from the dictation of the environment how it’s look like and
function it, that the people enjoying the spaces through convenience, efficiency and safety.
Creating a signature, timeless design and identity. The terminal design reflects the identity of
Filipino by the culture around it and other provinces destination. The terminal show the
transition from urban to rural, from the terminal gives idea and show the scenery of the places
and culture (e.i the taal lake, mountain of tagaytay , Emilio agunaldo house etc.). The design is
inspired from the “baybayin”, the old form of writing of the Filipino. The tagalog word
“palanyag”, old names of the Paranaque City ( site of the project) means point of navigation. It is
translate in baybayin to create a form of the façade and connect the three building as bridge. The
design concept is not only the symbolic form, also as connection from urban to rural that the
terminal promotes culture of the Filipino and the terminal create developments of the city and
other provinces by means of transportation. The lack of open spaces and combined with the
growth of population. Manila needs open landscaped areas e.i parks, playground , plaza , etc. that
caters to comfortable enjoyment of social activities. The project is produce as an extension of
urban ground can be used as a cultural activities that cannot affect to the operation of the
terminal.

FORM DEVELOPMENTS
The form is from the basic shape rectangular and its boring. The building height is 15 max
according the national building code.
ZONING
Composed of four floors, in the ground the circulation of the vehicles, departure and arrival area.
Open plan for the ventilation, in the second floor all passengers’ circulation and terminal
facilities, ticketing and waiting area. Third floor composed of commercial spaces and fourth
floor is administration and other offices
ORIENTATION
The longest side of the site is oriented through east and west and shortest is north and south. The
rectangular block divided in three parts and separate to create three blocks of rectangular that the
longest side of the block is oriented in north and south to minimize the impact of heat of direct
sunlight in the building.
ARRIVING AREA
From the separated three block we create open area and become arrival area of passengers.
CONNECTION FROM GROUND
We push down the edge of the three blocks to connect to the ground as connection, not only
inside and outside spaces and can connect the symbiosis from the other plants and also easy
access of people to the roof to see the view of manila bay.
VIEWS
We move alternately the three blocks for their view of different angle from the bay and the city.
ATRIUM
We put atrium as light well for the building, as wind scoop and to create stack effect that draws
cool air from the underside of the structure while pulling hot air out to the top.
IDENTITY
The façade of the building is from the baybayin script, translate the word palanyag and then trace
the same pattern of the script as flowing façade.
CONNECTION
We connect the script to form a continuous flow and we put as the connection of the three
building and connection of green landscaped .
OPEN SPACES AND PARK
The roof deck as roof plaza , park and other social activities , the passengers and other local
resident will benefit in green spaces as public spaces.
Project Name: Palanyag : Integrated Terminal System
Project Site: PARAÑAQUE CITY, METRO MANILA PHILIPPINES.
Name: Jeffrey O. Nevado
School: RIZAL TECHNOLOGICAL UNIVERSITY
Mandaluyong City, Philippines.
Adviser: ARCH’T. MICHAEL F. LUGA UAP.
Arch2o has received this project from our readers in order to participate in the Students week
8 event, you may submit your own work for publication in the Students Week 9 , for more details
please CLICK HERE
Chapter 6 – Transportation Terminals
All spatial flows, except for personal vehicular and pedestrian trips, involve
movements between terminals. Transport modes require the assembly and
distribution of their traffic, both for passenger and freight. Passengers must go to
bus terminals and airports first to reach their final destinations, and freight has to
be consolidated at a port or a rail yard before onward shipment. Terminals are
essential links in transportation chains, with many representing substantial
infrastructure and capital investments. The goal of this chapter is to examine the
spatial and functional characteristics of transport terminals. They occupy specific
locations, and they exert a strong influence over their surroundings. At the same
time, they perform specific economic functions and serve as clusters of
specialized activities.

6.1 – The Function of Transport Terminals

Authors:  Dr. Jean-Paul Rodrigue and Dr. Brian Slack

A terminal is a facility where passengers and freight are assembled or dispersed.

1. The Nature of Transport Terminals

Passengers and freight cannot travel individually but in batches. Passengers
must go to bus terminals and airports first, where they are “assembled” into
busloads or planeloads to reach their final destinations where they are dispersed.
Freight must be consolidated at a distribution center, a port, or a rail yard before
onward shipment. Terminals may also be points of interchange involving the
same transport mode. Thus, a passenger wishing to travel by train from Paris to
Rotterdam may have to change trains in Brussels, or an air passenger wishing to
fly between Montreal and Los Angeles may have to change planes in Toronto.
Terminals may also be points of interchange between different modes of
transportation and their respective networks. Goods being shipped from the
American Mid-West to the Ruhr in Germany may travel by rail from Cincinnati to
the port of New York, put on a ship to Rotterdam, and then placed on a barge for
delivery to Duisburg. Transport terminals, therefore, are central and intermediate
locations in the mobility of passengers and freight.

Terminal. Any location where freight and passengers either originate, terminate, or are
handled in the transportation process. Terminals are central and intermediate locations
in the mobility of passengers and freight. They often require specific facilities and
equipment to accommodate the traffic they handle.
Terminals may be points of interchange within the same modal system, which
ensure continuity of the flows. This is particularly the case for air and port
operations with hubs connecting parts of the network. Terminals, however, are
also critical points of transfer between modes. Buses and cars deliver people to
airports, trucks haul freight to rail terminals, and rail brings freight to docks for
loading on ships. One core attribute of transport terminals is their convergence
function. They are obligatory points of passage, capitalizing on their geographical
location, which is generally intermediate to commercial flows. Thus, transport
terminals are either created by the centrality or the intermediacy of their
respective locations.

The importance of a transport terminal is often a function of its size. Large

transport terminals, particularly ports and airports, confer the status of gateway or
hub to their location since they become obligatory points of transit between
different segments of the global transport system. Containerization has favored
the emergence of a hierarchy of terminals fulfilling different functions and added
value, from the mega-gateway coordinating the flows of a large market area to a
small rail yard or truck depot servicing a local market. The same observation
applies to passenger transport, where a specific hierarchy of terminals is evident.
There are large hub airports located in global cities, connecting continents down
to the small local airport, and limited daily services to a few destinations.

Three major attributes are linked with the importance and the performance of
transport terminals:

 Location. The major locational factor of a transport terminal is obviously to

serve a large concentration of economic activities, representing a
terminal’s market area. Specific terminals have specific locational
constraints, such as port and airport sites. New transport terminals tend to
be located outside central areas to avoid high land costs and congestion.
 Accessibility. Accessibility to other terminals (at the local, regional and
global scale) as well as how well the terminal is linked to the regional
transport system is of importance. For instance, a maritime terminal has
little relevance if it is poorly connected to its market area through an inland
transport system (rail, road, or barge).
 Infrastructure. The primary function of a terminal is to handle and
transship freight or passengers since modes are physically separated.
They have a nominal capacity, which is related to the amount of land they
occupy and their level of technological, labor, and managerial intensity.
Infrastructure considerations are essential as they must accommodate
current traffic and anticipate future trends along with technological and
logistical changes. Modern terminal infrastructures consequently require
 massive investments and are among the largest structures ever built.
Airports, ports, and distribution centers are visible on remote sensing
images. A utilization rate of 75 to 80% of design capacity is considered to
be optimal since, above this level, congestion starts to rise, undermining
the reliability of the terminal facility. A terminal rarely has a consistent
utilization, which is often characterized by periods of high and low activity
(daily, weekly, monthly).

The time a conveyance (bus, truck, train, or ship) is allowed to load or unload
passengers or freight at a terminal is usually defined as dwell time. For freight
terminals, dwell time refers to the amount of time cargo stays in a terminal yard
or storage area while waiting to be loaded. Dwell time can be operational, which
reflects the performance of terminal infrastructures and management, including
the scheduling and availability of transport services. It can also be transactional,
which is usually linked with the performance of clearance procedures (such as
checking in and customs). Finally, dwell time can be storage related, implying
that the owner or the carrier of the cargo deliberately leaves the cargo at the
terminal as part of a transport or supply chain management strategy.
Intermodalism has incited new relations between transport terminals, which are
becoming nodes in integrated transport chains. This is particularly the case
between port, rail, and barge terminals. New forms of integration are also
emerging, such as between ports and airports.

2. Passenger Terminals
With one exception, passenger terminals require relatively little specific
equipment. This is because individual mobility is how passengers access busses,
ferries, or trains. Indeed, services such as ticketing, shelter, food, and security
are required, but the layouts and activities taking place in passenger
terminals tend to be simple. They may appear congested at certain times of the
day. Still, the flows of people can be managed successfully with good design of
platforms and access points and with appropriate scheduling of arrivals and
departures. The amount of time passengers spend in such terminals tends to be
brief. As a result, bus terminals and railway stations tend to be made up of simple
components, from ticket offices and waiting areas with retailing catering to this
transient mobility (fast-food restaurants, convenience stores).

Airports are of a different order completely. They are among the most complex
of terminals. Moving people through an airport has become a very significant
problem, not least because of security concerns. Passengers may spend several
hours transiting, with check-in and security checks on departure and baggage
pickup and, in many cases, customs and immigration on arrival. Planes may be
delayed for a multitude of reasons, implying complex management of gates and
scheduling of flights. The result is that a wide range of services has to be
provided for passengers not directly related to the transfer function, including
restaurants, bars, stores, hotels, in addition to the activities directly related to
operations such as check-in halls, passenger loading ramps, and baggage
handling facilities. At the same time, airports must provide the specific needs of
the aircraft, from runways to maintenance facilities, from fire protection to air
traffic control.

Measurement of activities in passenger terminals is generally straightforward.

The most common indicator is the number of passengers handled, sometimes
differentiated according to arrivals and departures. Transfer passengers are
counted in the airport totals even though they do not originate there, and so
airports that serve as major transfer facilities inevitably record high passenger
totals. This is evident in airports such as Atlanta, Chicago, and Dubai, where in-
transit passengers account for well over 50% of the total passenger movements.
High transfer passenger activity has been enhanced by the actions of many of
the leading airlines adopting hub and spoke networks. This results in many
passengers being forced to change planes at hub airports. By selecting certain
airports as hubs, the carriers can dominate activity at those airports, thereby
controlling most landing and departure slots and the best gate locations, thus
fending off rival airlines. In this way, they can extract monopoly profits.

A further measure of airport activity is the number of aircraft movements, a figure

that must be used with some caution because it pays no regard to the capacity of
planes. A 50-seat regional jet and a 300-seat wide-body aircraft both count as
one movement. High numbers of aircraft movements may thus not be highly
correlated with passenger traffic totals. Still, the number of aircraft movements is
an important variable as it indicates the level of usage of the runways as aircraft
take about the same landing of takeoff capacity, irrespective of their size.

3. Freight terminals
Freight handling requires specific loading and unloading equipment. In
addition to the facilities needed to accommodate ships, trucks, and trains (berths,
loading bays, and freight yards, respectively), a wide range of handling gear and
storage are required, which is determined by the types of cargoes handled.
Freight transport terminals have a set of characteristics linked with core (terminal
operations) and ancillary activities (added value such as distribution). The result
is that terminals are differentiated functionally both by the mode involved and
the commodities transferred. A basic distinction is that between bulk, general
cargo, and containers:

 Bulk refers to goods that are handled in large quantities that are

unpackaged and are available in uniform dimensions. Liquid bulk goods
include crude oil and refined products that can be handled using pumps to
move the product along with hoses and pipes. Relatively limited handling
equipment is needed, but significant storage facilities may be required. Dry
bulk includes a wide range of products, such as ores, coal, and cereals.
More equipment for dry bulk handling is needed, because the material may
have to utilize specialized grabs and cranes and conveyor-belt systems.
For specific bulk cargoes, some changes in their characteristics may be
required to ensure the continuity of the transportation process, such as its
load unit or its physical state (from solid to liquid or gas, or any
combination).
 General cargo refers to goods that are of many shapes, dimensions, and
weights, such as machinery, processed materials, and parts. Because the
goods are so uneven and irregular, handling is difficult to mechanize.
General cargo handling usually requires labor.
 Containers are standard units that have had a substantial impact
on terminal operations. Container terminals have minimal labor
requirements and perform a wide variety of intermodal functions. They,
however, require a significant amount of storage space, which are
simple paved areas where containers can be stacked and retrieved
with intermodal equipment (cranes, straddlers, and holsters). Depending
on the intermodal function of the container terminal, specialized cranes are
required, such as portainers (container cranes).

2. Passenger Terminals
With one exception, passenger terminals require relatively little specific
equipment. This is because individual mobility is how passengers access busses,
ferries, or trains. Indeed, services such as ticketing, shelter, food, and security
are required, but the layouts and activities taking place in passenger
terminals tend to be simple. They may appear congested at certain times of the
day. Still, the flows of people can be managed successfully with good design of
platforms and access points and with appropriate scheduling of arrivals and
departures. The amount of time passengers spend in such terminals tends to be
brief. As a result, bus terminals and railway stations tend to be made up of simple
components, from ticket offices and waiting areas with retailing catering to this
transient mobility (fast-food restaurants, convenience stores).
Airports are of a different order completely. They are among the most complex
of terminals. Moving people through an airport has become a very significant
problem, not least because of security concerns. Passengers may spend several
hours transiting, with check-in and security checks on departure and baggage
pickup and, in many cases, customs and immigration on arrival. Planes may be
delayed for a multitude of reasons, implying complex management of gates and
scheduling of flights. The result is that a wide range of services has to be
provided for passengers not directly related to the transfer function, including
restaurants, bars, stores, hotels, in addition to the activities directly related to
operations such as check-in halls, passenger loading ramps, and baggage
handling facilities. At the same time, airports must provide the specific needs of
the aircraft, from runways to maintenance facilities, from fire protection to air
traffic control.

Measurement of activities in passenger terminals is generally straightforward.

The most common indicator is the number of passengers handled, sometimes
differentiated according to arrivals and departures. Transfer passengers are
counted in the airport totals even though they do not originate there, and so
airports that serve as major transfer facilities inevitably record high passenger
totals. This is evident in airports such as Atlanta, Chicago, and Dubai, where in-
transit passengers account for well over 50% of the total passenger movements.
High transfer passenger activity has been enhanced by the actions of many of
the leading airlines adopting hub and spoke networks. This results in many
passengers being forced to change planes at hub airports. By selecting certain
airports as hubs, the carriers can dominate activity at those airports, thereby
controlling most landing and departure slots and the best gate locations, thus
fending off rival airlines. In this way, they can extract monopoly profits.

A further measure of airport activity is the number of aircraft movements, a figure

that must be used with some caution because it pays no regard to the capacity of
planes. A 50-seat regional jet and a 300-seat wide-body aircraft both count as
one movement. High numbers of aircraft movements may thus not be highly
correlated with passenger traffic totals. Still, the number of aircraft movements is
an important variable as it indicates the level of usage of the runways as aircraft
take about the same landing of takeoff capacity, irrespective of their size.

3. Freight terminals
Freight handling requires specific loading and unloading equipment. In
addition to the facilities needed to accommodate ships, trucks, and trains (berths,
loading bays, and freight yards, respectively), a wide range of handling gear and
storage are required, which is determined by the types of cargoes handled.
Freight transport terminals have a set of characteristics linked with core (terminal
operations) and ancillary activities (added value such as distribution). The result
is that terminals are differentiated functionally both by the mode involved and
the commodities transferred. A basic distinction is that between bulk, general
cargo, and containers:

 Bulk refers to goods that are handled in large quantities that are

unpackaged and are available in uniform dimensions. Liquid bulk goods
include crude oil and refined products that can be handled using pumps to
move the product along with hoses and pipes. Relatively limited handling
equipment is needed, but significant storage facilities may be required. Dry
bulk includes a wide range of products, such as ores, coal, and cereals.
More equipment for dry bulk handling is needed, because the material may
have to utilize specialized grabs and cranes and conveyor-belt systems.
For specific bulk cargoes, some changes in their characteristics may be
required to ensure the continuity of the transportation process, such as its
load unit or its physical state (from solid to liquid or gas, or any
combination).
 General cargo refers to goods that are of many shapes, dimensions, and
weights, such as machinery, processed materials, and parts. Because the
goods are so uneven and irregular, handling is difficult to mechanize.
General cargo handling usually requires labor.
 Containers are standard units that have had a substantial impact
on terminal operations. Container terminals have minimal labor
requirements and perform a wide variety of intermodal functions. They,
however, require a significant amount of storage space, which are
simple paved areas where containers can be stacked and retrieved
with intermodal equipment (cranes, straddlers, and holsters). Depending
on the intermodal function of the container terminal, specialized cranes are
required, such as portainers (container cranes).
 Cost comparisons frequently measure competition between the modes.
Efforts to reduce transport costs can be achieved by using more fuel-
efficient vehicles, increasing the size of conveyances (economies of scale),
and reducing the required labor. However, unless terminal costs are
reduced as well, the benefits would not be realized. For example, in water
transportation, potential economies of scale achieved by ever larger and
more fuel-efficient vessels would be negated if it took longer to load and
unload the mega-ships.
 Significant steps to reduce terminal costs have been made. These include
introducing information management systems that speed up information
processing and removed transactional delays. The most significant
development has been the mechanization of loading and unloading
 activities. Mechanization has been facilitated by using units of standard
dimensions such as pallets and, most importantly, containers, which have
revolutionized terminal operations. Maritime shipping is the mode most
affected by high terminal costs. Ships used to spend as much as three
weeks in a port undergoing unloading of inbound cargo and loading of
outbound cargo. Ships now spend less than a couple of days for each port
call. A Panamax container ship requires approximately 750 workers/hours
to be loaded and unloaded. Before containerization, it would have required
24,000 workers/hours to handle the same volume of cargo. The rail
industry has benefited from the container as well, which enables trains to
be assembled in freight yards in a matter of hours instead of days. Many
mechanized terminals are being automated, which further expands their
productivity and lowers their labor costs. Still, automation involves
significant capital expenditures and is therefore not applied uniformly.
 Reduced terminal costs have had a major impact on transportation and
international trade. Not only have they reduced freight rates, and thereby
re-shaping competition between the modes, but they have had a profound
effect on transport systems. Ships spending far less time in port are able to
make many more revenue-generating trips per year. Efficiency in airports,
rail facilities, and ports greatly improves the effectiveness of transportation
through better asset utilization.
 Activities in transport terminals represent not just exchanges of
passengers and freight but constitute an important economic activity.
Employment in various terminal operations represents an advantage to the
local economy. Dockers, baggage handlers, crane operators, and air traffic
controllers are an example of jobs generated directly by terminals. In
addition, there is a wide range of activities that are linked to transportation
activities at the terminals. These include the actual carriers (airlines,
shipping lines, etc.) and intermediate agents (customs brokers, freight
forwarders) required to carry out transport operations at the terminal. It is
no accident that nodes that include a major airport, port, or a rail terminal
are also important economic poles. Terminals and their related activities
are increasingly seen as agents of added value within supply chains.
Concept Layout Model of Transportation
Terminals

Li-ya Yao,1 Li-shan Sun,2 Wu-hong Wang,1 and Hui Xiong1

Show more
Academic Editor: Klaus Bengler

Received28 Apr 2012

Revised06 Dec 2012

Accepted10 Dec 2012

Published27 Dec 2012

Abstract
Transportation terminal is the key node in transport systems. Efficient terminals can improve
operation of passenger transportation networks, adjust the layout of public transportation
networks, provide a passenger guidance system, and regulate the development of commercial
forms, as well as optimize the assembly and distribution of modern logistic modes, among
others. This study aims to clarify the relationship between the function and the structure of
transportation terminals and establish the function layout design. The mapping mechanism of
demand, function, and structure was analyzed, and a quantitative relationship between function
and structure was obtained from a design perspective. Passenger demand and terminal structure
were decomposed into several demand units and structural elements following the principle of
reverse engineering. The relationship maps between these two kinds of elements were then
analyzed. Function-oriented concept layout model of transportation terminals was established
using the previous method. Thus, a technique in planning and design of transportation structures
was proposed. Meaningful results were obtained from the optimization of transportation terminal
facilities, which guide the design of the functional layout of transportation terminals and improve
the development of urban passenger transportation systems.

1. Introduction
With the accelerated urbanization and motorization, construction of transportation terminals in
major cities in China is gradually approaching the ideal. The operating efficiency of terminals,
which are key nodes in the transportation network, directly influences the efficiency of
transportation networks. However, the occurrence of passenger interleaving and long-distance
walking due to deficiencies in the layout of transportation terminals result in a low operating
efficiency. This problem is aggravated with the increase in transportation demand.

In many advanced cities, planning, design, and management of transportation terminals adaptive
to their cities have been investigated since the 1950s to alleviate traffic congestion [1–3].

Batarliene and Jarašuniene [4] studied the interaction between different transport modes in
transport terminals. Piccioni et al. [5] gave an application for facility location and optimal
location models. Some scholars succeeded in the study of traffic characteristics of pedestrian.
Lam et al. [6, 7] and Young Seth [8] obtained pedestrian walking speed at different facilities.
Cheung and Lam [9, 10], Lee and Lam [11] and Delft [12] explained the pedestrian flow
characteristics and route selection rule at subway stations and simulated facility service level.
Progress in researches about characteristics and evolution law of the weaving behaviors of
pedestrian flow in transport terminals has also been achieved. Henderson [13] analyzed the
statistical characteristics of high density pedestrian flow. Satish et al. [14], Laxman et al. [15],
and Lam et al. [16] studied the characteristics of pedestrian flow at certain transportation
facilities. The relationship between pedestrian speed and density was studied by Ando et al. [17],
Thompson and Marchant [18], Hughes [19], Hankin and Wright [20], and so on. All the achieved
results formed a base for the planning, design, and management of transportation terminals. The
study of public passenger transportation planning and design in China began in the 1990s.
Among the successful efforts were the development of a technique that allows cooperation of
public traffic and the subway, evaluation of joining coordination degree, streamline analysis of
transfers, optimization of cohesive systems of transportation terminals, calculation of the main
function of key facilities, and the optimized layout design of transportation terminals [21–23].

A number of local and international achievements in planning and design of transportation

terminals have been reported; however, a traditional architectural design is usually used, without
consideration and analysis of the traffic function of terminals as well as the matching facilities.
Traditional architectural design cannot meet the demand of modern and efficient transportation
terminals. The layout or design should be suitable for transportation structures such as
transportation terminals. This study uses the decomposition and reconstitution mechanism in
industry design to study the relationship maps between demand, function, and structure. The
study also searches for a transportation terminal design based on demand, which will eventually
provide a new method for the layout of transportation terminals.

The remainder of the paper is structured as follows. Section 2 briefly introduces the basic
methods of concept layout model. Section 3 forms a concept layout model of transportation
terminal based on mapping mechanisms among demand, function, and structure, followed by the
conclusions in Section 4.

2. Basic Method
Apart from ordinary architectural structures and basic structural functions, transportation
terminals play specific functions for traffic, business, and civil aviation. Thus, creating a layout
of transportation terminals is a complex task. Such layout differs from those of ordinary
architectural structures. This study proposes a new layout that satisfies the demand of both
passengers and structures. The layout is developed from the perspective of passenger demand for
efficient transportation terminals and maximum operating efficiency.

This study analyzes the different characteristics of passengers’ demand and the structure of
facilities. To clarify the uncertainty and multiplicity of the relationship maps between demand
and structure, the function layer was formed as the medium. A concept layout model of
transportation terminals based on the relationship maps between demand, function, and structure
was examined.

3. Concept Layout Model of Transportation Terminals

3.1. Mapping Mechanisms among Demand, Function, and Structure

Passengers engage in a series of activities inside and outside transportation terminals. These
activities include purchasing tickets, security inspection, ticket checking, waiting, line
transferring, boarding and alighting, and shopping. Each activity corresponds to an area within
the terminal. However, the demand of passengers and the structure facilities of terminals are
complicated. A passenger needs a series of structural facilities at certain times, and each structure
can satisfy various passenger demands. To solve such problems, a functional transport layer has
been established between passenger demands and structural facilities. This layer simulates
human thinking.

Aimed at unifying demand, function, and structure, this paper first analyzed the original demand
of passengers, the objective law of evolution of terminal function, and the characters of terminal
structure facilities. For a certain passenger demand , the corresponding function element  can be
inversely decomposed. Facility elements of terminal structure can simultaneously be
decomposed to form the mapping combination  in Figure 1.
Figure 1 

Relationships among demand, function, and structure.

3.2. Concept Layout Model

Passenger demand in transportation terminals can be divided into several subdemands such as
transportation, business, architecture, and civil aviation, among others, as shown in the first layer
in Figure 2. Transportation demand is the core among the four sub-demands. Each subdemand
can be divided into several demand units. For instance, let subdemand 1 represent transportation
demand. Transportation demand can be divided into demand units such as transferring, waiting,
buying tickets, parking, and coming in and out of the station.
Figure 2 

Decomposition and reconstitution of transportation concept layout model.

To determine the functions of the demand units, corresponding structure facilities are needed.
For example, to realize transfer demand, facilities such as transfer halls, transfer channels,
railings, transfer stairs, autoescalators, automoving walkways, and elevators are necessary.

Thus, all facilities needed to realize the functions of the terminal are listed and then grouped into
different substructures.

In Figure 2, the facilities are divided into four sub-structures, which consist of the following:
inside and outside the area, fare collection system, transferring system, and platform area.
Substructure 1 includes the security inspection equipment, elevator, stairs, automatic moving
walkway, automatic escalator, and channel.

Substructure 2 includes the wicket, automatic ticket-selling machine, autoinquiry machine,

autorecharge system, pulling in and out of the station point, supplementary ticket desk, inquiry
office, and railing.

Substructure 3 includes the transfer hall, transfer channel, railing, transfer stairs, autoescalator,
moving walkway, and elevator.

Substructure 4 includes the channel, elevator, auto-escalator, stairs, platform, and platform
screen door.

Figure 2 shows the decomposition and reconstitution of transportation concept layout model.

3.3. Constraints of the Transportation Concept Layout Model

To form the detailed layout design, the growing elements must be calculated, including, the
form, scale, relative position, and combination of cohesive primitive constraints of the facility.
The key objective is to determine the constraints of all growing elements. With the aim of
optimizing efficiency, this paper examines the calculation of the constraints of time utility,
distance utility, and structure utility.

3.3.1. Constraint of Time Utility 

Time utility  is the most important constraint in the calculation of growing elements of
transportation terminals.  is determined by the service level of facilities, passenger volume,
adaptability relationship of the joining facilities, and so on. Time utility  can be calculated by
(3.1). The equation is explained by the arrival and departure of passengers in the terminal.
Passengers are divided into four types: those arriving in mass and departing in mass, arriving
individually and departing in mass, arriving in mass and departing individually, and arriving
individually and departing individuallywhere  is the passenger volume of kind , ;  is the average
time required for type  passenger to buy tickets;  is the average time of security inspection for
type  passenger;  is the average time required for type  passenger to arrive at the station;  is the
average waiting time for type  passenger;  is the average time required for passenger  to depart
from the station; and  is the average transfer time between different traffic modes or lines for
type  passenger.

3.3.2. Constraint of Distance Utility 

Distance utility  represents the basic constraint in the calculation of growing elements of

transportation terminals.  is determined by the relative position of facilities in passengers’
walking streamline, as shown in (3.2)where  is the number of transfer traffic modes;  is the
passenger volume of traffic mode ; and  is the average transfer walking distance of traffic mode .

3.3.3. Constraint of Structure Utility 

Structure utility is the basic constraint in the calculation of growing elements of transportation
terminals, which is determined by the facility plot ratio , organizational order of streamline  and
facility correlation degree , as shown in (3.3)where ;  is the facility plot ratio;  is the
organizational order of streamline;  is the degree of facility correlation;  is the weight of the
facility plot ratio;  is the weight of organizational order of streamline; and  is the weight of the
degree of facility correlation.
The facility plot ratio is determined by the average ratio of the effective facility utilization
area  and the whole utilization area of the transportation terminal , as shown in (3.4). The greater
the plot ratio, the more reasonable the structure designwhere  is the number of facility elements
of terminals.
The organizational order of the streamline reflects the intereffect of each streamline, which is
determined by the ratio of the total number of conflict points of the streamline  and the total
number of facility nodes of the streamline , as shown inFacility correlation degree is determined
by the combined correlation value of each node of the streamline, as shown in (3.6). The greater
the facility correlation degree, the more reasonable the structure designwhere  is the number of
streamlines in the facility,  is the number of facilities at the node of the streamline ;  is the total
number of passengers between the facility node  and the facility node ; and  is the walking
distance from the facility node  and the facility node .

4. Conclusion
A transportation terminal design is established. The relationship between the function and the
structure of transportation terminals is examined in this study. Following the principle of reverse
engineering, the whole function and structure of the transportation terminal was decomposed into
several demand units and elements of a facility structure. Transportation demand can be divided
into subunit demands such as transferring, waiting, buying ticket, parking, and coming in and out
of the station, among others. Facilities are divided into four sub-structures: inside and outside the
area, fare collection system, transfer system, and platform area. Furthermore, the calculation
methods of the constraints of time, distance, and structure utilities are given. Based on this, the
function-oriented concept layout model of transportation terminals is established to provide a
new method for planning and designing transportation structures.

Future studies should focus on the quantitative description of the demand units and structure
facilities.