Beruflich Dokumente
Kultur Dokumente
Presented by
ETRATA,CHRISTIAN ANGELO
2010122720
DECEMBER 2014
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.
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 the
environment 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 will serve 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.
How can the architecture of the project provide safety to the end-users?
3. What are the other possible benefits this structure could contribute to the community?
ASSUMPTIONS
The results of the study will confirm that there is a need of developing the proposal. It
will 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 Metro is 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.
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
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
ANALYSIS &
RECOMMENDATION
STRENGTHS &
WEAKNESSES
CONCLUSION
RESEARCH INNOVATIONS
THAT MAY BE APPLIED TO
THE PROJECT.
APPLICATION
TO PROJECT
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
CLUP is 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.
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.
Location
The location of the terminal benefits from both the city proper and the nearby provinces as it is
located in between Metro Manila and Cavite. A huge number of commuters came from these
nearby cities which made the location of the terminal appropriate for transportation within and
outside the metro.
The terminal is located on a abandoned mall and that space can be used for the expansion of
the terminal building that can cater a larger number of transits.
Utilizing the abandoned mall will also open commercial spaces within the premises that will
encourage more commuters.
Cavitex is the bridge between Manila and Cavite hence, transportation, shipping and tourism
can grow. Making Coastal Mall a community.
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.
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.
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
Improvements
sustainable
improve
Potential
for
scaling-up
and
replication
in Over 850,000 people now use this The Guangzhou BRT system is
transport much-enhanced bus service every day. scalable
health The
immediate
at
national
and
of
the
activityin
Passengers
combined
save
32
million
bus
provide
kilometres,
operational
and
decreasing
congestion
for
economic activity.
benefits
different
to
significant
City
of
residents,
especially
travel
on
this
local
Guangzhou
those
whom
corridor:
matter
that
cause
respiratory illness on an
average
annual
basis.
per
cent
respectively;
The
BRT
delivers
significant environmental
benefits for all residents
of the city of Guangzhou
(population 13 million).
year;
2010);
activity in
Yichang,
having
been
directly
the
planning,
on replicating
BRT
system
improvements
and
and
to
cycling
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 rightof-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,
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 Yinchuan three 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
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 eastwest, 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-way
in 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 nonmotorized 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
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 awakened
urban 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)
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)
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 :
(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)
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 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.
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.
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.
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.
BULACAO STREET
Bus stops and waiting sheds are rarely seen throughout this street.
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.
OSMENA STREET
Central Islands are provided for. There are enough spacing of lanes for an exclusive bus lane.
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 nonskid flooring tiles can provide safety to passengers. For visually impaired passengers, tack
tiles 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.
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.
RESEARCH INSTRUMENTS
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
18%
0-5 YEARS
27%
37%
6-10 YEARS
11-20 YEARS
21-30 YEARS
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%.
2.CAR OWNERSHIP
18%
NO
YES
82%
82% of the respondents dont have their own cars. This concludes that majority of the respondents are
commuters.
36%
37%
BUS
JEEPNEY
0%
27%
FX
TAXI
37% of the respondents uses bus as a mode of transportation, taxis secure the second spot by having
36%,27% goes to the PUJs and 0% for the FX. We can conclude that a need for mass transportation is
imminent.
4.ROUTE OF TRIP
0%
100%
100% of the respondents routes goes throughout the city. This further supports the idea of a mass
intercity transportation.
8%
8%
25%
HOME-SCHOOL
HOME-WORK
59%
WORK-WORK
RECREATION
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.
6.BOARDING TIME
18%
36%
0-15 MINS.
16-30 MINS.
46%
31-ABOVE MINS.
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.
32%
44%
HEAT
LACK OF AIR
LACK OF LIGHT
24%
0%
CROWDEDNESS
STANDING TOO LONG
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.
21%
FASTFOOD
3%
17%
31%
GROCERY
SHOPS
0%
4%
0% 10%
14%
PARKS
DOCKING AREA
ARRIVAL AND DEPARTURE
LANES
OTHERS: ILLEGAL VENDORS
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,
4%
8%
8%
12%
FASTFOOD
12%
GROCERY
20%
8% 4%
24%
SHOPS
PARKS
DOCKING AREA
ARRIVAL AND DEPARTURE
LANES
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.
YES
NO
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%
100% of the commuters prefer that they have direct access from the waiting area to the transportation
itself.
YES
NO
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.
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 will serve 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.
-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.
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?
What is the slope of the terrain? Flat, rolling, etc. (5% for parking; 10% for buildings)
3. Utilities
-
4. Zoning/Permitting
-
5. Neighborhood
-
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 overall site area would support the operational requirements for the terminal
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:
-
Reconfigured highway link along Bohol, with a dedicated BRT lane provided on the North side of
the carriageway.
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.
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 overall site area would support the operational requirements for the terminal
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
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 Visayan
Academy, 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.
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.
SUNPATH DIAGRAM
WIND ANALYSIS
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.
SCHEME 2
RELATED APPENDICES