INTRODUCTION

Naga, officially the City of Naga or known simply as Naga City, is a 2nd class independent
component city in the Bicol Region, Philippines. According to the 2015 census, it has a population of
196,003 people.

Geographically and statistically classified and legislatively represented

under Camarines Sur but administratively independent from the provincial government, Naga is
the Bicol Region's trade, business, religious, cultural, industrial,
]
commercial, medical, educational and financial center. It was awarded the title of "Most Competitive
Component City in the Philippines" along with "the Center of Good Governance in the Philippines".

Naga is known as the Queen City of Bicol, and the Heart of Bicol due to its central location in
the Bicol Peninsula; and as the Pilgrim City because Naga is also home to the largest Marian
pilgrimage in Asia, the Our Lady of Peñafrancia.

INFRASTRUCTURE

TRANSPORT

Airport
The city is served by the Naga Airport (WNP) located at Barangay San Jose in the
neighboring town of Pili. It has a runway of 1,402 meters (4,600 ft). The airport is only
capable of handling small aircraft.

Railways
Naga is the Regional head office and the Center point of the Philippine National
Railway's Bicol Line.
Naga with adjacent towns and cities from Tagkawayan, Quezon
Province to Ligao, Albay is served daily by Bicol Commuter's express. A plan has been
expressed upon completion of the rehabilitation of the Line to Legazpi the Bicol Commuter's
Express will be extended up to Legazpi in the near future.
Roads and Bridges
Naga's tota road network as of December 2009 is 185.02 kilometers (114.97 mi), of
which 147.67 kilometers (91.76 mi) are now concreted; 14.63 kilometers (9.09 mi) are
concreted with asphalt overlay, 4.10 kilometers (2.55 mi) are asphalted; 11.87 kilometers
(7.38 mi) are gravel surfaced while 5.76 kilometers (3.58 mi) are still earth road/unsurfaced.
This translates to an increase of 19.74 kilometers (12.27 mi)[65]
The city is connected to the capital Manila by the Quirino,
Andaya, Maharlika highways.

Land Transportation
The common vehicles used for intra-city travel are Public-Utility
Jeepneys, Trimobiles, and Padyaks.
Padyaks can be used in subdivision and barangay transportation. They provide
medium amount of speed in terms of travelling to the city center. Trimobiles are most famous
and most used land transport in the city. There are 1,500 units available for hire while 1,150
are for private use. There is now stiffer competition among drivers that create a wide range of
problems such as fare overcharging, refusal to convey passengers, imbalance distribution of
trimobile service resulting to a shortage of transport service in some areas of the city and
rampant traffic violations. Public utility jeepneys (PUJ) and multicabs are another major mode
of intra-city transport used by regular commuters, a total of 323 units.
 Inter-town trips are served by 403 Filcab vans and 708 jeepneys while inter-provincial
trips are served by an average of 300 airconditioned and non-airconditioned buses and 88
Filcab vans.
Late last year, about 50 taxi units became available in the city. They use the sides of
new SM Naga City as waiting area for passengers within and outside the city.

EXISTING PUJ TERMINAL IN THE CITY OF NAGA

Milaor Jeep Terminal Gainza Jeep Terminal

Pacol Jeep Terminal LCC Transport Terminal

Magarao Jeep Terminal

HISTORY OF THE PHILIPPINE JEEPNEY

Jeepneys are a popular means of public transportation in the Philippines. They were originally
made from US military jeeps left over from World War II and are well known for their flamboyant
decoration and crowded seating.

As American troops began to leave the Philippines at the end of World War II, hundreds of
surplus jeeps were sold or given to local Filipinos. Locals stripped down the jeeps to accommodate
several passengers, added metal roofs for shade, and decorated the vehicles with vibrant colors and
bright chrome hood ornaments.

The jeepney rapidly emerged as a popular and creative way to re-establish inexpensive public
transportation, which had been virtually destroyed during World War II. Recognizing the wide-spread
use of these vehicles, the Philippine government began to place restrictions on their use. Drivers now
must have specialized licenses, regular routes, and reasonably fixed fares.

Although the original jeepneys were simply refurbished military jeeps, modern jeepneys are
now produced by independently owned factories within the Philippines. In the central Philippine
island of Cebu, the bulk of jeepneys are built using second-hand Japanese trucks, originally intended
for hauling cargo rather than passengers. These are euphemistically known as "surplus" trucks.

The word jeepney is usually believed to come from the words "jeep" and "knee" because of
the crowded seating, passengers must sit knee to knee. Hence, the word jeepney. The word jeepney is
also commonly believed to be a portmanteau of "jeep" and "jitney.

BACKGROUND OF THE STUDY

The jeepney is the dominant form of public transport in the Philippines. It accommodates 77%
of the total public transport demand in the metropolis. It would be interesting to note that all jeepneys
in Philippines are privately owned. They are either federation or transport cooperative members.
However, those who joined the transport cooperative, which is a government-instituted body, shall
abide by all the constitution and by-laws of cooperatives thus, giving the latter the authority to manage
the operation of their jeepney units.

Only a few are driver-operators. Most of them hire drivers to operate their jeepneys on
"boundary" basis. By boundary system, the driver agrees to remit to the operator at the end of the day,
a fixed amount ranging from P100.00-P180.00 per day as prescribed by the operator based on the
route length and fuel used for the jeepney. Generally, jeepney operators own less than 5 units. A
jeepney unit, on the other hand, is operated at maximum capacity for a period of thirteen (13) hours
per day on the average, for 6 days in a week. The 7th day is usually allotted for engine/brakes tune-up,
servicing and other maintenance work.

The daily income of an average operator is P83.00 excluding the direct expenses totalling
approximately P30.00 which will go to the oil, tires, repairs and maintenance of the vehicle and
P17.00 that goes to miscellaneous annual expenses. From the driver's point of view, jeepney operation,
despite the economic crises, still appears to be profitable. Based on recent surveys, the drivers take-
home pay average P90.88 per day which makes jeepney operation a viable undertaking.

For the same fare structure, the jeepneys enjoy a profit compared to the buses. Reasons for
this are the following:

a. Jeepneys operate on shorter routes where demand is relatively high compared to long bus
routes passing to thinly populated areas.

b. Jeepneys, because of their size easily out maneuver buses to pick-up passengers.

c. Passengers prefer jeepneys for inter-city rides because of thei r short waiting time. Buses
take long to wait passengers.

d. Jeepney operators seldom if ever they pay income taxes.

e. Jeepneys can easily earn extra money by delivering passengers to destinations slightly out
of their route.

DESIGN GUIDELINES FOR PUBLIC TRANSPORT FACILITIES

The urban meaning of interchange

While interchanges play an important functional role in transportation management,

they are also very important elements of urban structure and need to be used structurally to
improve the performance of the city.

From a design perspective, they have a number of characteristics which need to

inform their conceptualization:

 They are people places: they are significant places of gathering and the generation of
pedestrian flows.
 They are places of waiting: comfort is therefore a central design issue.
 They are places of movement ‘switch’. A characteristic of equitable cities, is that people
have ‘access to access’: they can change direction and mode of transport quickly and easily.
Only when this is allowed do all people have access to the fuller range of urban
opportunities. Interchanges are a primary mechanism which allows this switching to occur.

The relationship of interchanges with urban structure

 Because interchanges result in flows of people and traffic, they have strong generative
qualities, i.e. they attract or repel other activities. As a general principle, interchanges
should:

 always be located in places of high accessibility;

 always be associated with public space;
 be considered good locations for public facilities;
 make provision for informal trading and markets (especially larger facilities);
 be reinforced by high density housing;
 be associated with facilities of convenience, such as ablution facilities;
 be places of human safety, security and comfort.
In short, transport interchanges should be viewed not only as a form of movement
infrastructure but as ‘seeds’ for the emergence of intensive, vibrant, urban modes and as
important elements of place-making.

The concept of interchange is a strongly hierarchical one - two dimensions of hierarchy can be
differentiated:

Hierarchy of mode. Movement involves a variety of modes including pedestrian, bicycle,

motorcycle, taxi, bus and train, which can occur in different combinations.

Hierarchy of size. Generally, there is a broad correlation between these hierarchical forms: the
more modes involved in the interchange, the greater the capacity and the greater the propensity to
attract other activities. In this study, five hierarchical forms are demonstrated.

i) An on-street pick-up or drop-off point for taxis and/or jeepneys;

ii) An on-street facility (stop) with embayment’s for taxis and/or jeepneys;
iii) An off-street facility (interchange) for taxis and/or jeepneys as an origin point mainly
during the AM peak period;
iv) An interchange as an origin, destination and/or transfer point. These include
combinations of taxis, buses and jeepneys, and are operational during AM and PM
peak periods;
v) Like (iv) but mostly as a destination and offering transfer facilities, and located in
higher order urban centres with more intensity and on-going activity.

AN ERGONOMIC STUDY ON THE IDEAL INTERIOR OF JEEPNEYS BASED ON

ANTHROPOMETHRICS MEASUREMENTS OF FILIPINO

Jeepneys originated from U.S. military jeeps which were left in the Philippines after World
War II. Through the years, not only did the vehicle become a mode of public transport in the country,
but it is also considered a cultural icon being known for its loud and creatively unique design. It is for
this reason that the functionality of the interiors is not necessarily put into consideration.

a. Entrance Height

60% of those surveyed experienced problems with how low the entrance height is, causing
them to bump their heads upon entering the vehicle. Based on the anthropometric measurements,
males are taller than females. To get the ideal entrance height of the jeepney, the 95th percentile of
the male sitting height, 92cm, was chosen and a clearance of 20.75 cm was added. Illustration can be
seen in Figure 2. Since 4 m is the height limit for motor vehicles such as the jeepney, there is still
enough room for the top baggage and the height of the tires.

b. Arm Handles

Respondents complained that the arm handles are usually too high or too far from the more
are too close to the ceiling or a combination of the aforementioned complaints. To address this,
the average of the median of arm span of both male and female were used in the design.
Figure 2 also shows the dimensions for the arm handles - a length of 32 cm, a height of 42.5 cm
and a clearance of 20.75 cm.

c. Seat Depth

Most respondents have no issues with the depth of the seat but the most reported concern is
that it is not enough to support their whole thighs. Based on the anthropometric data, 45.5 cm will
be used in the design. The figure shows that this is the buttock to popliteal length of the average of the
median of both male and female.

d. Entrance Step Height

More than half of the respondents complained that the entrance step is too high, making it
hard for them to alight the jeepney. The 5th percentile of half of the female knee length was chosen in
designing the height of the step which is 20.5 cm as shown in in the figure.

e. Entrance Step Width

 In addition to the height of the entrance step, the width is also a concern. Some complained
that their feet were usually too big for the step. Since it was observed in the anthropometrics data
obtained that males have larger feet compared to females, the 95th percentile of male foot length was
chosen. Figure 3 shows the 28 cm entrance step width which is already adjusted.

f. Pathway

The narrowness of the pathway is the most reported problem of the passengers. In designing
this part, legroom is also taken into consideration. So the pathway design should have enough
space for legroom and the actual pathway where passengers pass. Since the foot and shoulder
measurements of males are larger than that of females, their anthropometrics were basis for the
design of this part. This makes the pathway 100.4 cm wide where the 95th percentile of male
shoulder width and their foot length’s median are the considerations in the dimension.

g. Seat Width

Majority of the respondents found the seat width to be insufficient. This is because drivers
want to maximize the space depending on the predetermined seating capacity despite the
inconvenience, discomfort, and actual shape of the passengers. In this case, the95t percentile of the
female hip breadth, 36 cm, was used since anthropometric data obtained suggests that females have
larger hip breadth. This is a centimeter more than the minimum standard set by the LTO. Using the
usual jeepney capacity of 24 passengers with 12 passengers on each side, a total of 432 cm out of the
11 m seat length limit will result. This gives plenty of space left for the driver’s work station, length of
the engine and other necessary equipment and machinery.

h. Backrest

The primary concern reported for the backrest design is the absence of cushion. However,
since the study only deals with those that can be solved using anthropometrics as basis, the
design focuses on the height of the backrest. The low-level design is used a basis in which the support
for the lumbar region is given importance since it is the part of the spine most prone to back
pains. It shows this concept with a measurement of 22.86 cm.

i. Seat Height
 Only about a quarter of the respondents have an issue with the seat height being too low for
them. This causes strain in their popliteal muscles especially during long trips. Because majority
has no problem with the current seat height of the jeepney, the50thpercentileof both the male and
female popliteal height was used as basis for seat height. This gives a height of 41.75 cm as what is
shown in Figure 4.

j. Sitting Height

Around one-third of the subjects complained that the jeepney’s seat to ceiling height is too
low which forces them to bend their neck or slouch throughout their trip. In the design percentile
of males, 50.25 cm, is considered in the length of the sitting height since data acquired shows
that they are taller than females.

SPACE DESIGN REQUIREMENTS

Food court

A common feature of shopping malls is a food court: this typically consists of a

number of fast food vendors of various types, surrounding a shared seating area.

Stand-alone stores
 Frequently, a shopping mall or shopping center will have satellite buildings
located either on the same tract of land or on one abutting it, on which will be located stand-
alone stores, which may or may not be legally connected to the central facility through
contract or ownership. These stores may have their own parking lots, or their lots may
interconnect with those of the mall or center. The existence of the stand-alone store may have
been planned by the mall's developer, or may have come about through opportunistic actions
by others, but visually the central facility – the mall or shopping center – and the satellite
buildings will often be perceived as being a single "unit", even in circumstances where the
outlying buildings are not officially or legally connected to the mall in any way.

Departure Area
A departure is the act of leaving somewhere. Think about a terminal that has departure gates
for outgoing passengers and an arrival area for people going in.
Since departing means to leave, a departure is an act of leaving. There is much type of departures,
such as when you go to the store.

METRIC HANDBOOK PLANNING AND DESIGN DATA

Chapter 13: Retail Shops and Stores by Fred Lawson
TYPE PLANNING
Small Shops Width of frontage
 5.4 – 6.0 m;
Sales Area:  min 4.0 m
Less than 280 m2 sales Depth
area  18.0 – 36.0 m;
 Min 12.0 m
Height (depending on services)
  Min 3.0 m
Staff facilities
 1 we plus 1 washbasin for each sex (min)
 Changing area with individual lockers
 Restroom with small food-preparation area
Office
 Files, Safe, Desk, Terminals

Department Stores  Frontage with extended window displays, customer entrances

and emergency exits.
Sales Area:  Separate staff entrances and good delivery and despatch areas.
10 000-20 000 m2  Ground floor: quick sales or small items
 Main stock rooms, staff facilities and administration are located
in lower-value areas.
 Escalators and lifts are usually centrally positioned.

Variety Stores  A rectangular plan with one-level trading is preferred.
 Sales floors in large stores are on two levels with food areas
Sales Area: having access to parking or collection points.
500 – 15 000 m  Escalators, stairs and lifts for the disabled and goods
distribution are kept to the perimeter to allow uninterrupted
space for display and circulation planning.
Supermarkets  Sales are invariably on one floor.
 Where required, upper floors are limited to non-food goods.
Sales Area:  A simple rectangular plan is preferred with 30 to 60 m frontage.
2
1000 to 2500 m  Checkout points govern entrance, exit and circulation plans.
 Sales areas have large unobstructed space with structural grids
of 9.0 m or more and 3.66 m. clear ceiling heights.
 Grouped into food, non-food and off-licence sections.
 Refrigerated display cabinets are grouped together
 Demand goods are placed near the entrance.
Main Aisles
 2.2 to 2.5 m wide
 2.8 to 3.2 m in front of counters
 3.0 m across aisles at the end of turns
 2.2 to 3.0 m clear area deep on each side of checkout line.
CASE STUDY

METRO MANILA URBAN TRANSPORTATION INTEGRATION STUDY

From the planning or engineering viewpoints, transportation terminals can be defined

as an area or facility with the fundamental function of properly meeting the passengers’
boarding/alighting or vehicles’ loading/unloading requirements. Passengers further require
waiting and transfer areas as well as travel information services, while vehicles (drivers)
require turn-around, scheduling and parking facilities for efficient operation as schematically
shown below.

Planning Components of Terminal Development There are two basic issues in

transportation development planning, namely the planning issue and the institutional Issue.
The planning issue is further divided into two aspects; one is transportation and the other is
urban development. To ensure their effectiveness, the transportation terminal plans should be
carefully examined in terms of these three major planning aspects.

Figure 1.2 shows the planning components which have to be considered in terminal
development. Although the terminal, as defined earlier, is part of the transportation facility
providing better accessibility between transport modes, coordination with urban development
is indispensable to enhance the effectiveness of the public transport system.

The institutional issue looks at how to guarantee the smooth implementation of the
projects and the appropriate management and operation of the terminals. They provide an idea
of the terminal development projects discussed since the early 1980’s under the JUMSUT
study.

Figure 1.3 shows the examination process for the terminal development study under
MMUTIS. The study will make an effort to establish a functional classification of the
terminals.