etrata,christian angelo (part 1,2,3 and related appendices)

8/10/2019 ETRATA,CHRISTIAN ANGELO (Part 1,2,3 and related appendices)

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Cebu city Rapid bus transport Hub and mixed-use commercial development: Addressing traffic

congestion in the Metro

A Thesis Presented to the

School of Architecture, Industrial Design & the Built Environment

Mapua Institute of Technology

In Partial Fulfillment of the Requirements in Architectural Design 11/ AR200/ AR200S

for the Degree of BACHELOR OF SCIENCE IN ARCHITECTURE

Presented by

ETRATA,CHRISTIAN ANGELO

2010122720

Architect Junar Pakingan Tablan, uap, MSAE

Adviser

DECEMBER 2014


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PART I: THE PROBLEM BACKGROUND

CHAPTER I.1 GENERAL OVERVIEW

INTRODUCTION

Cebu is considered as one of the most developed provinces in the Philippines, with Cebu City

which had always been the center of commerce, trade and industry, and in education as well since the

arrival of the Spaniards. It was named as the 7 thbest island destination in the Indian Ocean Asia Region

in 2007 by the Cond Nast Traveler Magazine. Through the years Cebu city had been able to transform

itself to become a global hub of tourism and industries.

Transportation is one of the key aspects in the development of nations. It functions as an

intermediary of one space to the other. Without transportation, civilization as we know it will cease to

exist, furthermore progress and commercialization would be impossible. Today, the rapid urbanization

of cities has become a global trend in these past few decades and with progress comes disadvantages;the uncontrollable growth of the population. This produces a chain reaction of drawbacks, and one of

which is the growing need for an alternative means of transportation, wherein people can get to their

destination at a convenient time without the risk of getting into traffic at the most convenient way

possible. It is undeniable that Cebu city can be considered as one of the Metro Cities of the Philippines,

due to the fact that it has been able to evolve and transform itself into central business district and a

core of industries and investments, it is then evident that an alternative means of transportation that

can cater its growing needs and complement its vision of becoming a highly urbanized city is needed.

The city of Cebu, mainly the Cebu Central business district is heavily concentrated and has

become a place where road networks improvements are difficult to introduce. Most of its vehicles such

as PUJs and taxis are not enough to cater the large volume of passengers throughout the metro. The

congestion of people accompanied by the unavailability of transport systems and poor road networks in

a highly urbanized district has made it difficult for people to go around and are very disadvantageous to

the continuous growth of the city.

In the year 2010 census, the Citys population has grown from 799,762 from 2007 to 866,171 in

just 3 years. The current population of Cebu is 900,000 with a land area of 326 sq. km with and an

overall population density of 2450 persons per sq.km. About 66 percent of the citys total population is

concentrated within 15 percent of the land area.


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In terms of motorization, the number of vehicle registration in Cebu City has displayed an annual

growth rate of 7 percent from the year 1994 to 2000 and 4 percent from the year 2000 to 2006. Existing

Public transport is dominated by PUJ market; large buses operate across the island but do not provide

for travel within the intercity. Taxi use is high with a large number of taxis operating throughout the city.

According to CITOM there are around 8329 units of PUJ, 5788 units of taxis and 952 units of buses and

mini buses operating in the city in 2007. According to Cebu City CLUP (2000), air pollution is also an

increasing problem for the city. With the absence of industrial and coal fired power plants, the main

contributor of carbon emissions is no other than the motor vehicles.

Cebu city had been consciously developing itself to be the center of excellence, to be able to

achieve such; the government would have to address the issues that go along with the problem of traffic

and transportation. Perhaps the need of providing solutions to such is very apparent as it affects theenvironment and the productivity of the city itself.

The main logic of the study is to provide Cebu city a Rapid bus transit Hub that will address the problem

regarding the crowding and unavailability of a transportation core that would serve the busy avenues of

the city. The research would also encompass a mixed-use commercial development which willserve as

an ancillary facility for the primary project. The project will also use an innovation that will help in the

reducing carbon particulates in the air effectively improving the ambient air quality.

STATEMENT OF THE PROBLEM

With the presented data above and the enumerated problems to be addressed, it is a fact that

there is certainly a need for the improvement of road networks and solutions to traffic in Cebu City, but

the provisions of such that can address the problems on traffic and transportation is absent. In addition,

these lacking had proven significant loss on the productivity of the city furthermore it has also became a

considerable hindrance in the development of Cebu city.

As the research carry on, it needed to specifically address the following questions:

1. Why is there a need to develop this proposal? Can the proposed transport hub and mixed-

use commercial development provide solutions being addressed on the study? How?

2. What are special design considerations necessary in order to plan a facility or structure for a

mixed-used terminal-commercial development such as this?

How can the architecture of the project provide safety to the end-users?


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3.

What are the other possible benefits this structure could contribute to the community?

How can it help improve the air quality of the city?

ASSUMPTIONS

The results of the study will confirm that there is a need of developing the proposal. Itwill verify that the structure is beneficial not only to the Citys populace and commuters but also

to the city itself as well in terms of physical, social, economic and environmental aspects.

SIGNIFICANCE OF THE STUDY

Based from the data presented earlier, it is undeniable that over the years of progress and

development of Cebu city, the problem of transportation and air pollution is greater than ever.

Regardless of these data, the availability of structures that can solve the predicament on traffic is few

and more often than not it is not designed accordingly. In addition the upsetting news on the degrading

air quality of the city is definitely a timely issue to address since there has not been any solution

presented. In relation to this, a proposed Cebu city Rapid bus transport Hub and mixed-use commercial

development: Addressing traffic congestion in the Metrois proposed to be able to address these issues.

The project will benefit the city and its populace by helping alleviate and solve the

problem of traffic congestion in a highly urbanized area. To create a space in which

transportation and trade could be incorporated together and create a convenient atmosphere

for the passengers needs. This study addresses the safety of people-vehicular circulation within

the terminal. This Study also addresses the reduction of harmful particulates in the air.

The results of the study can contribute in establishing design considerations taking the

fact that the problem of traffic congestion is also palpable on other Metro and developing cities.

It will serve as an addition to the existing guidelines in designing terminals and can be a great

help for future research and endeavors.

SCOPE AND LIMITATIONS

The main purpose of the study is to address existing problems about traffic congestion in

general but the main sampling and scope of the study will only be in Cebu City most specifically in the

Central Business District. This study will only cover the architectural planning of the various spaces of

the project and shall no longer tackle the structural, plumbing & electrical aspects of the project. The


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study is conducted from October 2013 up to June 2014. The study is subject to variables that are not in

the control of the researcher such as economic status, behavior of the growth of population.

CONCEPTUAL FRAMEWORK

CONCLUSION

CEBU CITY RAPID BUS TRANSIT HUB AND MIXED-USE COMMERCIAL DEVELOPMENT:

ADDRESSING TRAFFIC CONGESTION IN THE METRO

REVIEW OF RELATED

LITERATURE

INTERVIEW

PROFESSIONALS

COMPARATIVE

ANALYSIS OF OTHER

BRTS IN OTHER

COUNTRIES

COLLATE DATA

GATHERED

STRENGTHS &WEAKNESSES

ANALYSIS &

RECOMMENDATION

APPLICATION

TO PROJECT

RESEARCH INNOVATIONS

THAT MAY BE APPLIED TO

THE PROJECT.


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DEFINITION OF TERMS

URBANIZATION- is the increasing number of people that migrate from rural to urban areas. It

predominantly results in the physical growth of urban areas, be it horizontal or vertical.

Mixed-Use development-is in a broad sense any urban, suburban or village development, or even a

single building, that blends a combination of residential, commercial, cultural, institutional, or

industrial uses, where those functions are physically and functionally integrated, and that provides

pedestrian connections.

Census-is the procedure of systematically acquiring and recording information about the members of a

given population.

Population density-is a measurement of population per unit area or unit volume

ACRONYMS

CLUPis an abbreviation for Comprehensive Land Use Plan.

CITOM- is an abbreviation for Cebu City Traffic Operations Management. The local government body is

responsible for the traffic management of the whole Metro Cebu.

CBD- commonly known as central business district is the commercial and often geographic heart of a

city.

PUJ- Public Utility Jeepney or commonly known as Jeepney was first introduced by the Americans during

the second world war as a means of transportation for the people and was later used as a means of

transportation throughout the country.


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CHAPTER I.2 REVIEW OF RELATED LITERATURE

LOCAL

SUBJECT OF THE STUDY

The Coastal Mall is located along the intersection of Manila-Cavite Expressway and Sea Side

Drive, Pasay City. Uniwide Coastal Mall was a shopping mall prominent in the 90s era, u nfortunately

due to the Asian financial crisis of 1998; the establishment had to close down permanently. Now the

remaining structural husk of the building serves as an intermodal terminal for both city and provincial

buses.

Since the BRT system if implemented would be the first of its kind in the Philippines, The

researcher has picked this as a local facility mainly because it would be the closest control structure for

the basis of the proposed project in Cebu city since it is also located in the Metro. The location of thestructure furthermore resembles the conditions of the proposed site in Metro Cebu.

RESEARCH INSTRUMENTS

To further the information about the subject, the researcher conducted a study regarding the

existing condition of structure. The following types of research will be conducted to provide conclusive

and detailed data to avoid redundancy in the area of study:

INTERVIEW- the Researcher shall gather information from reliable sources such as

engineers or personnel in charge of the Coastal Mall Bus Terminal in Pasay City. The

information gathered should be reliable enough to make generalizations about the

buildings current condition.

OCULAR VISIT-the researcher must also gather information using the basic senses to

provide data regarding the sites state. The researcher shall carefully analyze the

behavioral patterns of the respondents in the site and document its conditions.

ONLINE RESEARCH- Gathering data related to the subject will be very useful in creating

a basis for the space programming, design and planning of the main project.

SITE STUDY- Sensory analysis of the site is important in the data gathering and will be

considered in the planning and design process of the proposed transport hub in Cebu

City.


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Fig.1 Top view of Coastal Mall Bus Terminal

Fig.2 Manila-Cavite Expressway


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Fig.3 Macapagal-Sucat Road

Observation:The lack of exclusive busways makes it hard for both public utility vehicles and private cars

to progress through the busy road.

Fig.4 Coastal Mall Overpass Cavite Bound

Observation:Overpass is crowded with vendors making it hard for commuting passengers move around.

Fig.5 Coastal Mall Overpass Exit

Observation:Stairs are not PWD friendly. Security is also a concern due to the lack of surveillance

systems.


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Fig.6 City Bus Terminal

Observation:Upon exiting the overpass, Signage can be easily spotted.

Fig.7 Provincial Terminal

Observation:Signage is also visible although no apparent lighting is found near the vicinity thus making

it hard for others to read the signs when nightfall comes. Provision of catwalks to leading to terminal

adds comfort to the people.

Fig.8 Provincial Terminal Entrance

Observation:Entrance has poor security measures. Metal railings are inconsistent and dont seem to

provide its right purpose.


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Fig.9 Waiting Area Exterior

Observation: Waiting areas are provided for. Greeneries and vegetation can be found near the area

also.

Fig.10 Waiting Area Interior

Observation:Waiting areas lack seats for waiting passengers. Television is provided for. The area ispassively ventilated; Most of the foreign particulates can be inhaled from here.

Fig.11 Docking Area

Observation: Although waiting areas are provided for, passenger must still walk through the bus ways to

get to their respective transportation.


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Fig.12 Bus Departure Lane

Observation:Passengers are subjected to the mercy of unsafe bus departure lanes, safety of the end-

users are compromised. Proper circulation of users must be considered.

Fig.13 Bus Exit

Observation: Height gradient ofBus way to passenger waiting area is enough to prevent accidents.

Fig.14 Passenger Waiting Area (Seaside Drive)

Observation:No visible height gradient between passenger waiting area and bus way. No bollards or

metal fencing to provide safety for waiting passengers.


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Fig.15 Passenger Waiting Area (Seaside Drive)

Observation: Although seats are provided, it is not enough for the amount of passengers coming inside

the terminal.

Fig.16 Administration Office

Observation: surveillance system is also located inside. Located near Macapagal road.

Fig.17 Prayer Room

Observation: Prayer rooms are also provided for those people who are in need of divine guidance

before a long trip. Limited seats are also provided inside.


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Fig.18 Ancillary Facilities

Observation:Other ancillary facilities have been added to the terminal such as additional air-

conditioned waiting areas and Comfort rooms.

Fig.19 Waiting Area (Air-conditioned)Observation: Waiting areas such as this one must be encouraged so passengers will be much safer and

more comfortable while waiting.

Fig.20 Dispatching Area

Observation: Dispatching area is located along Macapagal road, congesting the area. Lack of space for

incoming buses tends to crowd the major roads and congest it.


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Analyses on the Threats of the Facility

Congestion on the area creates smaller terminals (legal & illegal) which also offers a direct route

from within the city and outside the metro.

Security has been a challenge in the area as numerous crimes were reported within the vicinity

since its crowded at peak hours.

CONCLUSION AND RECCOMENDATION

Coastal Terminal has the advantage of its location as it is located in between the metro and the

southern provinces an d cities. However, because of the threats in security and property maintenance,

the terminal faces a problem in maintaining its effectiveness in catering the safety and needs of the

commuters necessities. Moreover, the terminal is experiencing problems in routing from within the city

and provinces but because of the advantages offered by the utilization of the abandoned mall, aproblem of expansion can be resolved and commercial spaces can be added to attract more commuters

and transit operators.

FOREIGN

GUANGZHOU BUS RAPID TRANSIT SYSTEM

(Hurst, 2011) Said that dedicated bus lanes, subway-like stations, intermodal terminals and

infrastructure improvements to move buses more efficiently are all features you might see in one of the

many Bus Rapid Transit (BRT) systems that are popping up in cities all over the world. After the success

of the world's first BRT in Curitiba, Brazil, planners in cities including Bogota, Mexico City, Sao Paulo,

Hanoi, Seoul, Istanbul and Quito, among others, began implementing BRT systems to not only provide a

valuable mode of transportation for the city's inhabitants, they address traffic congestion and associated

air quality. And as planners learn what works and what doesn't with the new bus systems, some creative

new designs are being implemented.

He also added that one of the newest BRTs is also one of the most advanced. Only one year old,

the BRT in Guangzhou is already carrying up to one million passengers daily. China has eleven BRT

systems currently in operation but the 4.3-mile (23 km) Guangzhou bus corridor design is the first to

integrate bicycles into its design - five thousand of them.


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The Guangzhou bus rapid transit (BRT) corridor opened in February 2010 after an extensive

planning and design process by the Guangzhou Municipal Engineering Design and Research Institute in

partnership with the Institute for Transportation and Development Policy (ITDP). The Guangzhou BRT is

the is the first metro replacement level BRT system outside South America. The system carries more

than triple the single-directional passenger flows of any other BRT system in Asia, and is second only to

Bogotas BRT, Transmilenio, worldwide. (Nations, 2010)

It has the worlds highest BRT bus flows, with one bus every 10 seconds into the city in the

morning rush hour. The system features a range of innovative and transformational features, and is the

first high capacity BRT system worldwide to operate direct service routes. Guangzhous BRT has no

terminals and no interchanges, and uses predominantly regular 12 meter buses.

This new operational model is having a profound impact on BRT worldwide, as most cities now

opt for direct service rather than trunk-feeder BRT operations. It is the first BRT system in China with

more than one bus operator and the first with private sector operators. It is also the first BRT system

worldwide with a bike sharing system planned and implemented at the same time along the corridor.

Guangzhou BRT is a model for the affordable, low-carbon high-volume public transit desperately needed

by fast-growing cities in the developing world. (Nations, 2010)

Mitigation / Adaptation Social and environmental benefitsPotential for scaling-up and

replication

Improvements in

sustainable transport

improve health

outcomes by decreasing

air pollution.

Over 850,000 people now use this

much-enhanced bus service every day.

The immediate neighborhoods

surrounding the BRT include urban

villages where many low-income

immigrants live and the BRT system

The Guangzhou BRT system is

scalable at national and

international levels.

Nationally: ITDP, which led the

planning of the activityin


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Passengers save a

combined 32 million

hours each year on daily

commutes, with 850,000

average weekday riders.

Higher bus speeds and

fewer bus kilometres,

provide operational

savings, which also result

in a projected average

annual saving of 84,000

tonnes of CO2 emissions

per year over the first 10

years of the activity.

A recent impact analysis

study found that the

Guangzhou BRT system

reduces 14 tons of the

particulate matter

emissions that cause

respiratory illness on an

average annual basis.

The BRT delivers

significant environmental

benefits for all residents

of the city of Guangzhou

(population 13 million).

improves their mobility.

Improvements in sustainable transport

improve economic outcomes for the

city overall by lowering the cost of

travel, giving improved access to jobs,

and decreasing congestion for

economic activity.

A recent Impact Analysis Study found

several different significant local

benefits to City of Guangzhou

residents, especially those whom

travel on this corridor:

Travel times on the corridor have

improved for motorists and bus riders

along the corridor 20 per cent and 29

per cent respectively;

Quality of bus service has improved

dramatically with the implementationof real time bus info, new stations;

Thirty per cent higher bus speeds,

resulting in an average time saving of

6.63 minutes per BRT trip, or 88,000

passenger-hours per day, or more than

30 million passenger-hours saved each

year;

Reduction by half for out-of-pocket

bus trip costs for passengers, from 4.9

yuan (December 2009) to 2.6 yuan

(August 2010);

A 15 percent decrease in bus waiting

partnership with the City of

Guangzhou, is currently working

on replicating the activity in

several other Chinese cities. A

new BRT corridor is about to

open in Lanzhou and many more

projects are in development and

planning, including Yichang,

which will begin construction in

2013, having been directly

influenced by the Guangzhou BRT

system.

Internationally: The success of

the Guangzhou BRT system is

spurring BRT planning and design

all over Asia and beyond. Study

tours from multiple nations and

multi-lateral institutions like the

Asian Development Bank are

ongoing in Guangzhou to learn

from this design. As of October

2012, ITDP has hosted more than

65 visiting delegations to the

Guangzhou BRT system and

related improvements to

pedestrian and cycling

infrastructure and public space

projects such as greenways.


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times along the BRT

corridor;

A 50% increase in cycling along the

BRT corridor in the highest demand

locations.

(Zeng, 2013)The rapid growth of bus rapid transit (BRT) in China is leading to future opportunities to

improve the overall quality of sustainable transport in China. Although the debate on who has the right-

of-way on city streets remains, cities could still exert the maximum benefit of BRT by prioritizing the

integration of BRT with other sustainable modes.

BRT GROWTH IN CHINA

Like many other things happening in China, BRT has experienced rapid growth over the past few

years. Though BRT in China has not received as much worldwide attention as underground rail systems

the growth of BRT is still impressive. The first BRT in China was introduced to the city of Kunming in

1999, followed by the BRT in Beijing in 2004, which brought national attention to BRT as a new transport

solution. In 2010, the launch of the Guangzhou BRT broke out of the existing mold of low-to-medium

capacity BRTs in China by transporting more passengers than most of the nations metro lines. The city

adopted a direct service model, which allows for defined BRT routes (not only the trunk routes) passing

by the corridor to use the dedicated BRT lanes. (Zeng, 2013)BRT PERFORMANCE IN CHINA

According to BRTdata.org, a comprehensive, global database created in 2012

by EMBARQ and the Bus Rapid Transit Centre of Excellence, in collaboration with the International

Energy Agency, BRT systems have spread out across different regions in China. Though most systems are

concentrated along the coast, BRT recently established roots in the western region of China, in Lanzhou,

Urumqi, and Yinchuanthree cities that, together, account for 7.7 million people. Most BRT systems are

located in second and third-tier cities, or municipalities with populations of less than 5 million. Since

these cities usually do not have urban rail systems, BRT systems are designed as the backbone public

transport system. According to a recent study by Tongji University, there has been a diversification of

BRT models in China, with much success in operations.

On average, each BRT system in China serves 30,000 to 40,000 passengers every day. Even

though most systems consist of one or two corridors, averaging 40 kilometers in length, they have


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shown their potential for playing a central role in public transport. In Changzhou, BRT ridership accounts

for more than 25% of total passenger trips on public transit. Its two corridors run north-south and east-

west, transecting the city. With good planning and design, the Changzhou BRT is accessible to many city

residents and commuters and has been regarded as one of the most successful BRT systems in China.

(Zeng, 2013)

CHANGES

Despite the rapid growth and good performance, BRT face challenges in terms of public debate

over the right-of-way on city streets, as well as integrating with other modes of transport. As is the case

in many other countries, doubts over BRTs right-of-way in China have never ceased. The doubts over

BRT arise from unfamiliarity with the BRT concept and a mindset that private cars own the right-of-wayin cities. Early BRT systems like that of Hangzhou raised questions from residents when it came to the

use of two lanes for moving buses exclusively, and this criticism only ceased when the systematic effects

of BRT such as convenience, became gradually evident. Similarly, in Guangzhou, locals called BRT, Bu

Rang Tong, meaning it is not allowed (for cars) to pass through.

In Chongqing, public opposition to a 2008 dedicated BRT lane, which was believed to cause

congestion, prompted the government of Chongqing to allow other buses to use the lanes a move

which did not deter complaints from private car drivers nor ultimately save the corridor from

being demolished. Chongqing also holds the dubious distinction of being first BRT that has been torn

down in China. (Zeng, 2013)

Although BRT systems generally perform well, cities could still maximize their impact through

better integration with other public transit modes, such as the subway, traditional buses, and non-

motorized transport modes. Currently in this area, most BRT systems fall short. In terms of information

integration, few BRT systems provide clear maps of the BRT in relation with other public transit modes

a feature which would assist passengers in making multi-modal trips. The Urumqi BRT set up a new

website, providing real time info from each individual BRT line, but it is hard for users to find an overall

map of the BRT system and understand how it connects with other bus routes. In terms of physical

integration, Hangzhous 100-km BRT system is yet not integrated with the metro system, while in Beijing

the BRT lines are only linked with Metro Line 2. Some cities in China are setting a precedent for modal

integration, such as the Guangzhou, which integrates bike-sharing stations alongside its BRT stations and


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also provides direct, built-in connections between BRT and subway stations. This design is also

considered a best practice worldwide. (Zeng, 2013)

THE FUTURE OF BRT

BRT is likely to continue its rapid growth in China. According to data shared by the China

Sustainable Transport Center, there are about 1000-km BRT in China under planning now. Recent policy

directives by the State Council also recommend BRT as a key component to include in surface public

transport system in China. In the second and third-tier cities, BRT can serve as the backbone system, as

seen in Changzhou, while in large cities where the conditions for rail transit are available BRT could

still play a supplementary role to metro and rail systems, such as the case in Beijing and Guangzhou.

(Zeng, 2013)

It is unquestionable that the right-of-way debate will continue in China. A change of public

mindset toward a people first street design requires public education and time, as some awakenedurban transport professionals in China are now trying to address this issue in transportation planning.

The design and information integration of BRT with other systems will add great value to the promotion

of sustainable transport in cities and could be applied to new BRT projects in China. With forthcoming

opportunities, taking these considerations into account will help BRT to exert maximum impact to

catalyze better and bigger changes in Chinas urban transport system.(Zeng, 2013)

TRANSMILENIO BUS RAPID TRANSIT SYSTEM

Introduction

Serving the city of Bogot, Colombia, TransMilenio is one of the worlds premier Bus Rapid

Transit (BRT) systems. In January 2006, the system carried over one million passengers per day on a

network of high capacity trunk corridors, supported by feeder services that extend system coverage to

peripheral areas of the city. TransMilenio is also the centerpiece of a long-term urban renewal and

mobility strategy that prioritizes walking and cycling and discourages private vehicle use. Encouraged by

TransMilenios success, the Colombian government is now embarking on a major program to construct

similar systems in cities throughout Colombia. This report has been prepared to provide a detailed

description of the TransMilenio system, to discuss its applicability to transit in the United States, and to

summarize potential business opportunities that may exist in Colombia for the U.S transit industry.

(DOT-USA, 2006)


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System Performance / Impacts

Travel Time:

TransMilenio implementation has increased average public transit travel speeds by

approximately 15kph to 26.7kph (9.3mph to 16.6mph).

This has resulted in an estimated system-wide travel time saving of 136,750 hours per day for

TransMilenio Phase I, equating to a 32 percent reduction in average travel times for transit

users (Yepes, 2003). This equates to an average travel time saving of around 16 minutes per

trip for transit users and 13 minutes per trip for the city as a whole (Martnez, 2005).

Travel time savings have been greatest for the citys lower-income groups that tend to be

concentrated in the city periphery. (DOT-USA, 2006)

Safety and Security:

Reduction in vehicle-vehicle traffic conflicts and pedestrian-vehicle traffic conflicts has

reduced the number of collisions on the service corridors by 79 percent, which has, in turn,

dramatically reduced the number of injuries and fatalities.

The number of robberies on system corridors has also been reduced. This may relate to the

significant police presence in and around TransMilenio stations. (DOT-USA, 2006)

Environmental Quality:

TransMilenio has had a positive impact on air quality in the vicinity of Caracas Avenue, with

a 43 percent reduction in sulphur dioxide, an 18 percent reduction in nitrogen dioxide, and a

12 percent reduction in particulate matter.

For the city as a whole, particulate matter has increased by 12 percent and sulphur dioxide

has increased by 15 percent, while nitrogen dioxide, carbon monoxide, and ozone have been

reduced. Overall, this suggests that, while TransMilenio may have induced localized

reductions in air pollution, this is unlikely to have translated into citywide air quality

improvements. (DOT-USA, 2006)

Capacity :


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(DOT-USA, 2006)TransMilenio carries very high passenger volumes of up to 41,000 pphpd. This is made

possible by a variety of system design features:

high capacity articulated vehicles (160 passengers) with multiple doors

high average bus occupancies (TransMilenio buses carry an average of 1,600 pax per day)

exclusive runningways unaffected by traffic congestion, with double lanes allowing express

buses to overtake local buses

high capacity station design featuring level boarding and off-board fare payment

centralized control of bus operations, which coordinate local and express services, reduce

bunching, and improve reliability

high service frequency (280 buses per hour per direction on busy trunk sections, resulting in

a combined headway 13 seconds at busy stations)


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CHAPTER I.3 RESEARCH METHODOLOGY

SUBJECT OF THE STUDY

Cebu City, officially the City of Cebuis the capital city of the province of Cebu and is the "second

city" of the Philippines, being the center of Metro Cebu, the second most populous Metropolitan area in

the Philippines after Metro Manila. With a population of 866,171 as per the 2010 census, it is the fifth

most populated city in the country.Cebu City is a significant center of commerce, trade and education in

the Visayas area. The City of Cebu is also known as the "Queen City of the South."

The city is located on the eastern shore of Cebu Island. It is the first Spanish settlement and the

oldest city in the Philippines.Cebu is the Philippines' main domestic shipping port and is home to about

80% of the country's domestic shipping companies.

It is the center of a metropolitan area called Metro Cebu, which includes the cities of Carcar,Danao, Lapu-lapu, Mandaue, Naga, Talisay and the municipalities of Compostela, Consolacion, Cordova,

Liloan, Minglanilla and San Fernando. Metro Cebu has a total population of about 2.55 million people

(2010 Census). Cebu City is bordered to the northeast by Mandaue City and the town of Consolacion, to

the west are Toledo City and the towns of Balamban and Asturias, and to the south are Talisay City and

the town ofMinglanilla. Across Mactan Strait to the east is Mactan Island.


To further the information about the subject, the researcher conducted a study regarding the

existing condition of structure. The following types of research will be conducted to provide conclusive

and detailed data to avoid redundancy in the area of study:

INTERVIEW- the Researcher shall gather information from reliable sources such as Chief

officials, engineers or other relevant personnel regarding transportation systems in

Cebu. The information gathered should be reliable enough to make generalizations

about the buildings current condition.

OCULAR VISIT-the researcher must also gather information using the basic senses to

provide data regarding the sites state. The researcher shall carefully analyze the

behavioral patterns of the respondents in the site and document its conditions.


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ONLINE/ LIBRARY RESEARCH- Gathering data related to the subject will be very useful

in creating a basis for the space programming, design and planning of the main project.

SITE STUDY- Sensory analysis of the site is important in the data gathering and will be

considered in the planning and design process of the proposed transport hub in Cebu

City.


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ARCH BISHOP REYES AVENUE

Most of the vehicles at arch bishop avenue consists of private vehicle, if not taxis are mostly in the area.

Side walk areas are utilized by the pedestrians. Minimal sidewalk vendors can be observed in the

vicinity.

Greeneries can be seen at the center islands.


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AYALA SHOPPING MALL

Pedestrians observe proper lanes. Sidewalks have proper ramp placements.

Center islands have greeneries and various green elements.

Private vehicles can be observed at the vicinity, PUJs and other public vehicles can also be seen in the

area. Minimal Traffic Congestion can be felt.


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BULACAO STREET

The road at Bulacao Street is crowded with PUVs.

No Center islands are provided. Minimal green elements are provided for shade.

Bus stops and waiting sheds are rarely seen throughout this street.


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ESCARIO STREET

No Central Islands provided, sparse amount trees can be seen at the sidewalks. Streets in Cebu are much

like the streets in Metro Manila.


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OSMENA STREET

Central Islands are provided for. There are enough spacing of lanes for an exclusive bus lane.

Pedestrian lanes are scattered throughout the Osmena Street.


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INTERVIEW

Engineer Arnel Manresa, The Chief of road transport and planning in DOTC was asked to answer the

following questions for the interview:

1.

Q: Can the proposed BRT terminal and mixed-use commercial development present

solutions regarding traffic congestion and air quality of the city? How?

A: Yes, With the BRT System in place, the present passenger car users and para transit

system riders such as jeepneys are expected to change mode to the BRT system. By reducing

motorized trips along the corridor, the number of vehicles along the road will decrease and

motor vehicle emissions will likewise naturally follow.

2. Q: Will a commercial development be feasible in a transport terminal such as this?

A: Yes, commercial spaces can be incorporated in bigger terminals or stations and

advertisements can also be posted at the buildings exterior.

3.

Q: What are the special design considerations necessary in order to plan a facility or

structure for a mixed-used terminal-commercial development if so?

A:There is no special considerations in the design of the terminal but will mainly depend on

the availability of space and project cost.

4.

Q: How can the architecture of the BRT project provide safety to the end-users?

A:Provisions of safety railings, ramps for PWDs, elevators and escalators and use of non-

skid flooring tiles can provide safety to passengers. For visually impaired passengers, tacktiles should be installed, for hearing impaired passengers, audible sounds or warnings

should also be installed.

5.

Q: How can creating a BRT system help improve the air quality of the city?

A:As in number one, reduction of vehicles resulting from the advantages offered by the BRT

system to passengers will reduce vehicle emissions. Operation of newer buses such as Euro

5 compliant, CNG buses, Electric buses or hybrid buses will address vehicle pollution and

GHG emissions. BRT system is synonymous to operating LRT/MRT systems but using bus as a

means of conveyance.

6.

Q:What are the other possible benefits this structure could contribute to the community?

A:The possible benefits the BRT system can contribute to the country are reduction in travel

cost, efficient use of limited road network, tourism attraction and efficient public transport

system.


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POPULATION SAMPLING

The sample population of this study is limited to those people who live or have experienced traversing

the busy street ways of Cebu City. These people can give practical knowledge in creating an effective

type of structure that will assess the transportation needs of the commuters. The amount of people will

not be specified because the method used is qualitative method.


For the researcher to be able to achieve data, the researcher first scheduled an interview a professional

well versed in the field of road planning and transportation. Photo documentation was taken from the

major arterial roads throughout the Metro. Then Interview questions were formulated to evaluate the

issues at hand and were distributed to the carefully selected individuals to gather data regarding the

project.

PRESENTATION OF COLLECTED DATA

The 37% of the respondents have been using public transportation for 6-10 years,27% of the

respondents have been using public transportation 11-20 years. While the age bracket of 0-5 years and

21-30 years are in a meager 18%.

18%

37%

27%

18%

1.HOW LONG HAVE YOU BEEN

COMMUTING?

0-5 YEARS

6-10 YEARS

11-20 YEARS

21-30 YEARS


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100% of the respondents routes goes throughout the city. This further supports the idea of a mass

intercity transportation.

59% of the respondents purposes for travel is from home to work, 25% comes from home to school,

while the remaining 16% is divided equally for recreation and work to work. This concludes that most of

the commuters are coming from the working district.

100%

0%

4.ROUTE OF TRIP

WITHIN THE CITY

PROVINCIAL

25%

59%

8% 8%

5. WHAT IS THE PURPOSE OF YOUR TRIP?

HOME-SCHOOL

HOME-WORK

WORK-WORK

RECREATION


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46% of the respondents board their respective modes of transportation from 16-30 mins, 36% board

theirs at 0-15 mins mark, while 18% had to wait for 31 mins and above just to beard their

transportation.

44% of the respondents said that heat is a major factor in their mood change, second is standing too

long with 32%, 24% was for crowdedness.

36%

46%

18%

6.BOARDING TIME

0-15 MINS.

16-30 MINS.

31-ABOVE MINS.

44%

0%0%24%

32%

7.WHAT AFFECTS YOUR MOOD

HEAT

LACK OF AIR

LACK OF LIGHT

CROWDEDNESS

STANDING TOO LONG


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31% of transport terminals consists of waiting areas,21% arrival and departure lanes,17% docking area

for the public transports,14% for the toilets,10% for fast foods and 0% for parks. 3% of the respondents

said there are illegal vendors at their terminal,

31%

14%10%0%4%0%

17%

21%3%

8.WHAT FACILITIES ARE AVAILABLE AT YOUR

TERMINAL

WAITING AREA

TOILETS

FASTFOOD

GROCERY

SHOPS

PARKS

DOCKING AREA

ARRIVAL AND DEPARTURE

LANES

OTHERS: ILLEGAL VENDORS


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Determining the spaces that the commuters need in a terminal would be crucial in the designing phase

of the proposed structure. 24% of the respondents said that fast foods are needed in the structure, 20%

said that parks are needed not just for aesthetic purposes but for relaxation as well. All else is

mandatory to a terminal.

12%

12%

24%4%8%

20%

4%8%

8%

9.WHAT OTHER FACILITIES DO YOU WANT AT

YOUR TERMINAL?

WAITING AREA

TOILETS

FASTFOOD

GROCERY

SHOPS

PARKS

DOCKING AREA

ARRIVAL AND DEPARTURE

LANES


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73% of the respondents replied that they are forced to cross the perilous road to get to their

transportation. This concludes that safety of passengers is paramount even before they depart the

terminal.

100% of the commuters prefer that they have direct access from the waiting area to the transportation

itself.

73%

27%

10. DO YOU HAVE TO CROSS THE ROAD TO

GET TO YOUR TRANSPORTATION?

YES

NO

100%

0%

11.WOULD YOU RATHER HAVE DIRECT ACCESS

FROM THE WAITING AREA TO YOUR

TRANSPORTATION?

YES

NO


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CHAPTER I.4 SUMMARY OF FINDINGS AND ANALYSIS

PRESENTATION OF COLLECTED DATA

The study collected states that 37% of the respondents have been using public transportation

for 6-10 years, 82% of the respondents dont have their own cars. 37% of the respondents used bus as amode of transportation, 100% of the respondents routes goes throughout the city. 59% of the

respondents purposes for travel is from home to work, 46% of the respondents board their respective

modes of transportation from 16-30 mins, 44% of the respondents said that heat is a major factor in

their mood change.

NEED ANALYSIS

According to the data presented above, a mass transport terminal that can cater large volumes

of people is needed. The structure must have a waiting area that is comfortable enough for the users. It

must have fast foods so commuters could eat while they wait for their bus. Mini pocket parks can also

be incorporated in the design of the structure.

QUALITATIVE ANALYSIS

Commuters that will be using the bus terminal would like 31% of transport terminal consists of

waiting areas, 21% arrival and departure lanes, 17% docking area for the public transports, 14% for the

toilets, 10% for fast foods while most of them suggested that 24% of the respondents said that fast

foods are needed in the structure, 20% said that parks are needed not just for aesthetic purposes but for

relaxation as well.


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CHAPTER I.5 CONCLUSION RECOMMENDATION

With the data collected and compiled above, the researcher can say that there is indeed a need to

develop an improved mass transit terminal that would cater the commuters transportation needs as

well as its safety and comfortability while waiting at the terminal.


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CHAPTER II

RATIONALE

The reason this research is being is conducted is because the researcher want to provide Cebu

city a Rapid bus transit Hub that will address the problem regarding the crowding and unavailability of a

transportation core that would serve the busy avenues of the city. The research would also encompass a

mixed-use commercial development which willserve as an ancillary facility for the primary project. The

project will also use an innovation that will help in the reducing carbon particulates in the air effectively

improving the ambient air quality of Cebu city.

PRINCIPLES AND RELEVANCE TO THE PROJECT

This research will benefit the people of Cebu city mainly the commuters and the tourists who

use public transportation as a means to go around the city. This study if successful will give thegovernment a benchmark for future terminal design that can be implemented into other metros around

the Philippines.

APPLICATION TO THE PROJECT

Based on the data collected, the researcher must take into consideration all of those factors and

synergize it to be able to come up with a terminal design that is both practically efficient and

aesthetically pleasing. These are some of the design approaches that must be taken into account to

maximize the design of the terminal:

SAFETY AND SECURITY

-provision for safety railings and ramps for persons with disabilities must be implemented.

-provide necessary elevator, escalators for the elderly, PWDs and pregnant passengers.

-Non skid flooring tiles for safety.

-Tack tiles should be installed for visually impaired passengers.

-Audible sounds or warnings should also be installed as precaution.

-Necessary Signs should be installed in the bus lanes to prevent accidents.

COMFORTABILITY

-placing of air-conditioned waiting areas for waiting passengers.

-Fast-food areas, coffee shops and other relevant shop can be added adjacent to the staging area.

-Pocket gardens and greeneries can also both alleviate stress while waiting for transportation and also

reduce carbon dioxide emissions.


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-waiting area must be connected or at least adjacent to the staging area of the buses to alleviate the

stress of walking to the bus and boarding it.

AESTHETICS AND SUSTAINABILITY

-The design should be eco-friendly in such a way that the structure also helps in reducing the carbon

dioxide emission of the buses within the compound.

-The building must also have advertisements to attract prospective investors to put up a business in the

terminal.

-The building must strictly follow road and traffic provisions in the building code of the Philippines.

-Natural lighting of the building is encouraged to lessen electricity consumption.


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PART III SITE IDENTIFICATION AND ANALYSIS

CHAPTER III.1.1 SITE SELECTION PROCESS

CRITERIA FOR SITE SELECTION

1.

Lot Size

2.

Site Physical Characteristics

3.

Utilities

4. Zoning/Permitting

5.

Neighborhood

The site selection criteria guidelines or requirements of the site that will be analyzed and will undergo

site selection process with various proposed sites. Once a suitable site has been established, the

researcher will create schemes that will be used. This are the criterias identified: Lot size, Site physical

Characteristics, Utilities, Zoning/Permitting and Neighbourhood.Below is an itemized list of the criteria, along with specific questions that were considered when

evaluating each variation and option.

1.

Lot/Site Location

- Is the site large enough to accommodate future development? Will there be enough outdoor

areas?

-

Is the existing road accommodating vehicular and pedestrian traffic safe and accessible? Thus

unloading and loading for commuters available?

-

Will the frontage of the development accessible to the eye? Will there any hindrances exist that

will block a sight?

-

Will the frontage of the development accessible to the eye? Will there any hindrances exist that

will block a sight?

2.

Site Physical Characteristics

-

What is the slope of the terrain? Flat, rolling, etc. (5% for parking; 10% for buildings)

- Are the soils well drained?

-

Was it located in a hazardous area? Flood? Earthquake?

3.

Utilities

-

Are water and sewer connections available?


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-

Is the electrical service sufficient?

- Thus the telephone and cable television available?

-

Any provisions for storm water disposal?

4.

Zoning/Permitting

-

Are some parts of the land under protection of the government?

- Are there any restrictions or laws?

-

Could the site comply with Planning/Zoning criteria?

5. Neighborhood

-

Is the site located or near a mixedUse area?

-

Is this a rural, suburban or urban setting?CHAPTER III.1.2 SITE OPTION DESCRIPTION

These are 3 possible sites picked from the BRT system route in Cebu City which is the target region of

the proposal.

1.

A site located in Bulacao,Cebu City.

2. A site located in Ayala Mall,Cebu City.

3. A site located in San Nicolas Pob., Concepcion municipality of Tarlac Province.


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BULACAO, CEBU CITY

The terminal site has been identified approximately 250 meters down stream(towards cebu), directly

adjacent to Jollibee fast food restaurant . The site is currently used as a lumber yard business although

part of the site is vacant. In terms of overall area, the site measures 1.3 Ha.Whilst the site is currently

occupied, this area for the Bulacao terminal has the following significant advantages:

-

The site is flat and would require minimal leveling

- An adjacent skywalk would contribute and assist with pedestrian accessibility

-

The overall site area would support the operational requirements for the terminal

- Minimal social and environmental impact.


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AYALA MALL,CEBU CITY

The PUJ terminal that opened in 2010 on the northside of Ayala Shopping Mall, and adjacent to

ArchBishop Reyes Avenue presents a perfect opportunity to integrate with feeder services and provide a

direct access from BRT services into the Ayala Mall and terraces Area. Here are some of its functional

components:

-

Signalized intersection at Mindanao Avenue/Bohol.

-

Reconfigured highway link along Bohol, with a dedicated BRT lane provided on the North side of

the carriageway.


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-

Drop-off layover, configured as a saw tooth arrangement on Bohol.

- Incorporation of 6 BRT bays, accommodating 13.7 meters vehicle on the vacant plot of land

located adjacent to the PUJ terminal.

-

BRT egress onto Arch Reynes Avenue and a new traffic intersection constructed at Apitong

Street to enable BRT vehicles to access Escario and begin a return journey towards Bulacao.

-

Apitong Street to become one-way.

- Local access street onto Apitong (southern end) to be stopped-up to reduce impact on BRT

operations along Apitong.

TALAMBAN,CEBU CITY

This area for the Talamban terminal has the following significant advantages:

-

The site is flat and would require minimal leveling

-

The site is near large areas of trees making it eco friendly.

- The overall site area would support the operational requirements for the terminal

-

Minimal social impact.


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III.1.3 SITE SELECTION AND JUSTIFICATION

The site that was selected was the site located in Bulacao, Cebu City mainly because of the

advantages of the site compared to the other two. In addition, there is a strong strategic justification for

accommodating provincial bus services at this location. Provincial buses terminate at the south bus

terminal but with the BRT terminal in place, this would see a large scale buses operating alongside the

BRT running way between Bulacao and South Bus terminal before dropping passengers for their onward

journey. Accommodation of within the Bulacao Terminal would shorten their trip length and enable

passengers to interchange with the BRT.

CHAPTER III.2 SITE EVALUATION ANALYSIS

CHAPTER III.2.1 THE MACRO SETTING

Second only to Manila in terms of population density with a population of 866,171 as per 2010 census,

Cebu City has grown to be one of the most populated areas throughout the whole country. Also known

as the Queen City of the South Cebu is the centre of commerce, trade and education in the Visayas

Area.


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The population of the city of Cebu was 91,000 in 1960s. Now the city has grown up to 866,171 in over

161,151 households based on the 2010 census. The center of the metropolitan area called Metro Cebu

includes the large cities of Mandaue, Danao, Talisay, Naga, Carcar, Lapu-Lapu, Municipalities of

Compostela, Consolacion, Cordova, Lilioan, Minglanilla and San Fernando. The combined

population of these rivals that of Metro Manila with 2.55 million people based on the 2010 census.

The land area of Cebu is 315 square kilometres from the northeast town of

Mandaue City to the town of Minglanilla. The large parcel of land is further subdivided into 80

barangays. These are grouped into 2 congressional districts, 46 of those barangays belong to the

northern district and 34 to the Southern district.

BULACAO


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Bulacao is a barangay in Cebu City. The name Bulacao was derived from the visayan word dawa or

kabogtrees. These trees are indigenous to this part of Cebu and were raised by most of the original

settlers of this barangay. Bulacao alone has a estimated population of 9,125.

Nearby cities:Claveria, Misamis Oriental, Cagayan de Oro City, Misamis Oriental, Municipality of

Esperanza

CHAPTER III.2.2 MICRO SETTING

THE SITE

The site is estimated to be 13321.76 m.located near four academic buildings namely, East VisayanAcademy, Asian College of Technology,St.Paul College and Bulacao Community College. The site is

adjacent to a Major arterial of road Natalio B. Bacalso Avenue. The site is near subdivisions and a

hardware store. Mall establishments and mixed use commercial developments are far from the site.


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CHAPTER III.2.3 LAWS AND ORDINANCES PERTAINING TO THE SITE

CEBU CITY TRAFFIC ORDINANCE 1784

An Ordinance requiring all public utility buses including mini-buses from the south to load and unload

passengers at the South Bus Terminal

CEBU CITY TRAFFIC ORDINANCE 1958

An Ordinance regulating the establishment and operation of terminals for public utility jeepneys and v-

hire vehicles in the City of Cebu, repealing City Ordinance No. 1773

SANITATION CODE OF THE PHILIPPINES P.D. 856

SECTION 5. GENERAL REQUIREMENTS FOR REST AREAS, BUS TERMINALS, BUS STOPS AND SERVICE

STATIONS

5.1

Rest areas, bus terminals, bust stops and service stations with one or more

permanent sheds, buildings, and service facilities for motor vehicles shall beprovided with sanitary facilities for the convenience and personal necessities of the

traveling public. They shall be well lighted and ventilated in accordance with the

standards of DOH.

5.2

Rest areas and bus stops shall be constructed by concerned agencies (DPWH, DOT,

LGUs ETC.) at least one for every two hours travel interval but not shorter than 30

kilometres interval along national highways and shall preferably occupy a one

hectare area. They shall be erected at a reasonable distance from the shoulder of

the road, with due regard to traffic flow, zoning regulations, fire safety,

environmental concerns and aesthetic.


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CHAPTER III.3 SITE DEVELOPMENT OPTIONS

SITE ANALYSIS

VICINITY MAP

The site is easily accessible to Natalio B. Bacalso Avenue. The barangay and municipal roads near the site

are connected to the main avenue. The site is near 4 academic institutions. The site is near a

government institution, Bureau of Internal Revenue. The Natalio B. Bacalso Avanue will intersect Cebus

main thoroughfare meaning most of the vehicles, PUVs or private cars will most likely converge on

these arterials.


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SUNPATH DIAGRAM


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WIND ANALYSIS


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NOISE ANALYSIS

The almost all sides of the site releases minimal noise, the only excessive noise comes from Bacalso

Avenue which is understandable because it is a major arterial.


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PROPOSED SITE DEVELOPMENT PLAN

SCHEME 1


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SCHEME 2


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RELATED APPENDICES


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etrata,christian angelo (part 1,2,3 and related appendices)

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