Ruweda'a Centralized Terminal With Commercial Spaces in Baggao, Cagayan

RUWEDA: A CENTRALIZED TERMINAL WITH COMMERCIAL SPACES IN BAGGAO,
CAGAYAN
_____________________________________________________________________________
A Thesis Book Presented to the Faculty of

School of Engineering, Architecture, Interior Design and Information Technology
Education
University of Saint Louis Tuguegarao
Tuguegarao City, Cagayan
In Partial Fulfillment of the Requirements for the Academic Degree of

Bachelor of Science in Architecture
CAMILLE ANNE M. NAJORRA

BS Architecture 5
May 2018
RUWEDA: A CENTRALIZED TERMINAL WITH COMMERCIAL
SPACES IN SAN JOSE, BAGGAO, CAGAYAN
2
TABLE OF CONTENTS
ACKNOWLEDEGEMENT i
ABSTRACT ii
I. INTRODUCTION 3
A. THE PROBLEM & ITS SETTING 4
a. BACKGROUND OF THE STUDY 4
b. STATEMENT OF THE PROBLEM 5
c. ARCH’L THESIS OBJECTIVES 5
d. SCOPE & LIMITATIONS 6
e. SIGNIFICANCE OF THE STUDY 7
f. ASSUMPTIONS 8
g. DEFINITION OF TERMS & CONCEPTS 8
B. REVIEW OF RELATED LITERATURE & STUDIES 9
C. THEORETICAL/ CONCEPTUAL FRAMEWORK 19
D. METHODOLOGY OF THE RESEARCH 19
E. BIBLIOGRAPHY 20
II. PRESENTATION OF DATA 22
A. DATA MANAGEMENT 23
a. PRESENT CONDITION 23
DEMOGRAPHIC DATA 23
PHYSICAL DATA 25
SECTORAL DATA 26
INDUSTRY PROFILE 26
b. PRIMARY DATA 29
B. CASE STUDIES 30
a. SCOPE and DELIMITATIONS 30
b. CASE STUDIES 30
c. SUMMARY and RECOMMENDATIONS 33
III. ANALYSIS and INTERPRETATION 34
A. SITUATIONAL ANALYSIS 35
a. IDENTIFICATION/ ASSESMENT OF NEEDS 35
b. RESTATEMENT OF THE PROBLEM 35
c. RECOMMENDATIONS 35
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B. THE SITE 36
a. BACKGROUND 36
b. SITE SELECTION CRITERIA 36
c. SITE SELECTION and JUSTIFICATION 36
d. SWOT ANALYSIS 37
e. SITE ANALYSIS 41
f. BASELINE STUDIES 42
g. FACTORS and ISSUES RELEVANT TO THE SITE 55
C. VIABILITY STUDIES 55
a. TECHNIC aL VIABILITY 58
b. LEGAL VIABILITY 58
c. FINANCIAL VIABILITY 59
d. DESIGN PROPOSAL 61
IV. PROGRAMMING 62
A. INTERRELATIONSHIP ANALYSIS 63
B. BEHAVIORAL ANALYSIS 64
C. QUANTITATIVE ANALYSIS 65
V. SYNTHESIS 76
A. DESIGN PHILOSOPHY 77
B. DESIGN GOALS & OBJECTIVES 77
C. DESIGN CONCEPTS 77
D. DESIGN PARAMETERS 80
VI. TRANSLATIONS 97
APPENDICES 106
CURRICULUM VITAE
4
ACKNOWLEDGEMENT
I would first like to thank God Almighty, the Divine Architect, for the gift of life to experience
the splendor of his obra maestra. And for the gift of knowledge and skill enabling me to
pursue my degree and finally finishing the last stage of my educational training.
I would also like extend my gratitude to my thesis advisor Ar. Ana Lea Diego, uap-cn and
her fellow instructors, Ar. Peter Paul Orteza, uap-cv, and Ar. Eleanor C. Lucero, uap-cv.
The door to the Architecture Faculty office was always open whenever I had a question
about my research or writing.
I would also like to thank the Maam Anne of the Baggao Planning Department for assisting
me on gathering datas about my research. Hon. Leonardo Pattung, mayor of the
municipality who openly discussed about the proposal. Engr Herrera for sharing his
expertise in structural design.
I would also like to acknowledge Ar. Francis Gumabay, Ar. Zara Reyes,Ar. Peter Paul
Orteza as my juries during my final thesis deliberation, and I am grateful to them for their
very valuable comments and recommendations on this thesis.
Finally, I must express my very profound gratitude to my parents, Mr. Arturo Najorra and
Mrs. Criselda Najorra, to my sister Charmaine, for providing me with unfailing support and
continuous encouragement throughout my years of study.
To my fellow thesis candidates and bestfriends, Jeremiah, Jeninne, Jenina and Nova,for
motivating me to work hard and never give up and to my special friend, Kevin for
accompanying me whenever I stay late at night in working with my thesis. This
accomplishment would not have been possible without them. Thank you.
5
ABSTRACT
Transport is a vital element of development. Where a good transport infrastructure

exists, people are better able to take advantage of a wide variety of economic
opportunities, to increase their mobility, and improve their living standards. Baggao, a
developing municipality faces problems regarding transportation and mobility needs of
its people. The continuous influx of public transport vehicle in the municipality demands
for a terminal that can provide the needs of the commuters and the drivers.
This research proposes a Centralized Terminal that shall answer the transportation
needs of the people adapting the concepts of tropical design to reduce the impact of the
vehicles to the environment. The information and data concerning this study are
gathered and analyzed to come up with a design that is appropriate to the behavior of
the people, the setting, and the climate With the conceptualization, designing and
planning skills of the researcher, a systematic and organized terminal will be fashioned
for the efficiency and convenience of the users.
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CHAPTER 1
INTRODUCTION
7
THE PROBLEM AND ITS SETTING
BACKGROUND OF THE STUDY

Baggao, one of the 28 municipalities in the province of Cagayan, is located in the
eastern part of Cagayan. On November 27, 1896, it is formally created as a
separate municipality from its mother town, Amulung. Its name was derived from
Ibanag word, “abbaggaoan” meaning, a place to wash. This place is already
famous as a hunting ground long before the issuance of the decree stating its
official detaching from Amulung. As a fertile and virgin municipality, immigrants
from other towns and municipalities sprouted continuously resulting to the increase
in population. On the record as of today, it is consists of 48 barangays settled by
85 percent of the more than 66, 264 inhabitants along the north eastern portion of
Baggao according to CLUP Vol. 1 of municipality of Baggao.
Before, the seat of government was located in the Poblacion wherein the structures
were made of bamboo and cogon. However, due to a catastrophic event, it was
decided in 1985 to transfer the site of the seat of municipal government of Baggao
from the Poblacion to barangay San Jose.
Alongside with the transition, there is a continuous influx of different modes of

transportation like buses, vans and tricycles within the center of the municipality.
Due to the increase in transportation vehicles, issue regarding traffic congestion
arises caused by illegally parking of vehicles along the municipal road especially
during weekends. Roads along the public market are closed and vehicles are not
allowed to enter to accommodate the pedestrians and street vendors. Moreover,
other mobility needs of the people are not properly addressed like lack of comfort,
efficiency and safeness of the commuters because of insufficient and unregulated
transport infrastructure facilities within the locality.
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Additionally, the municipality possess a hidden beauty evident to its tourist
attractions. So, in 2018 the DPWH together with the LGU planned to construct an
arterial road routing from Penablanca to Sta. Ana to support the municipality’s aim
of improving and promoting its tourism sector. In connection with this, Baggao will
also be a must-to-go place and thus, arrival of travelers from other municipality will
increase. In connection with this, growth of tourist arrivals can boost the economy
of the municipality. Thus, establishing Baggao a developed economy and elevating
the quality of life of its residents.
The Centralized Terminal intents to address these demands and cater the
transportation and mobility needs of the people and the government. It will serve
as a public transportation terminal for all modes of transportation providing a
quality travelling and commuting experience to the people within and outside the
municipality. Furthermore, investors from other municipalities will be encouraged
to establish a business within the vicinity because of its strategic site. Thus the
proposed project will serve as a catalyst of economic development in the locality.
STATEMENT OF THE PROBLEM

As a developing municipality, Baggao encounters issues regarding its
transportation and mobility needs of its people. These encompasses insufficient
transport facilities, illegal parking of vehicles, and lack of comfortable and efficient
terminals. The study basically focus on these issues. Specifically it seeks to
answer the following:
1) What are the facilities and utilities needed to be incorporated in the design of
the terminal that will give convenience to the commuters?
2) What is the suitable planning concept of the terminal in relation with its lot that
will make it functional?
3) What character will be applied in the development that will give a unique
identity to the terminal?
ARCHITECTURAL THESIS GOAL/OBJECTIVES/STRATEGIES
ARCHITECTURAL THESIS GOAL

9
The proposed project will serve as a centralized terminal for all modes of
transportation within and outside the municipality that is responsive to the needs
of the commuters. It will feature a modern look that will be basically made of steel
structure and at the same time adapts the concepts and theories of tropical design.
The terminal will function as an iconic meeting point that will give a warm and
welcoming ambience to the travelers and commuters.
OBJECTIVES and STRATEGIES

The primary objective of this study is to develop a Centralized Terminal in Baggao,
Cagayan. Specifically, it intends to:
1) To provide facilities and services in the transportation terminal that will give
good quality of commuting experience to the users within and outside the
municipality.
Strategies:
a. Provide facilities for the drivers such as lounge area, shower room and
locker room.
b. Segregation of passengers through a separate arrival and departure
blocks.
c. Application of ergonomics in the design of spaces in the terminal.
2) To develop an iconic terminal that will serve as a catalyst of development

in the municipality.
Strategies:
a. Integration of spaces for entertainment, shopping and leisure activities
b. Inclusion of commercial spaces within the development
3) To apply tropical design theories and concepts in the development of the

terminal that will minimize the environmental effect of the vehicles in the
site.
Strategies:
a. Incorporation of natural light and ventilation
b. Provision of mini- parks and other open spaces
c. Use of low- emmisitivity glass for the glazing of windows
d. Installation of air-purifying system
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SCOPE and LIMITATIONS
SCOPE
The study aims to develop a terminal that will accommodate different modes of
transportation in the municipality which includes the buses, vans and tricycles.
Factors that will affect the establishment of the structure will be investigated to
achieve a functional and efficient solution to the problem. The scope of the study
in general terms shall involve the following:
1. Accessibility
The road networks and routes within and outside the municipality will be identified
to strategically locate the spaces in the development.
2. Zoning and Land Use
Identify the adjacent areas of the site like the residential and commercial areas.
3. Site accuracy and open spaces
Study the site’s physical condition which includes existing structures and natural
features, soil condition, slope and elevation, drainage and electrical connections.
4. Space layout
Design the desirable arrangement and adjacency of spaces through space
programming.
5. Climate
Study the climate condition in the locality. Determine how often rainfall occurs and
its effect on the site.
6. Transport facilities condition
Inquiry of the present statistics of public transport facilities registered and their
routes.
LIMITATION
The proposed project will serve as a Centralized terminal limited to:
1. Buses – short route and long route
2. Vans
3. Tricycles
SIGNIFICANCE OF THE THESIS

11
For the commuters, the study will address their transportation and mobility needs.
The proposal will provide a transport facility with sufficient spaces that will give
them convenience, safety and efficiency.
For the drivers and operators, this proposal will address their problem regarding
traffic congestion and will provide a more organized and systematic transportation
system.
For the Government of Baggao, the structure will be an iconic meeting point and
will showcase the identity of the municipality. It will act as a catalyst for future
economic development within the vicinity of the site.
For the aspiring architecture students, this study will inspire and provide basis and
idea for the proper planning and programming of a grand terminal.
ASSUMPTIONS
The Centralized Terminal is a proposed project of the Local Government Unit of
municipality of Baggao. The site, budget and other data will be determined by the
Municipal Planning and Development Office of Baggao.
DEFINITION OF TERMS and CONCEPTS

Ruweda - The word “ruweda” means wheel in the Ilocano language
Centralized - to bring things that are in different place together at a single point or
place
Terminal - a building where buses and other transport facility stop for unloading
and loading of passengers
Transportation Hub - location which handles several transport modes for
passenger transfers
Tropical design - achieving thermal comfort through the use of passive design
elements an minimizing the use of mechanical systems
Mobility - ability to move from one place to another
Multi- use – serving different functions or purposes
Ergonomics – measurement of human body measurement in relation with their
working space
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Low Emmisitivity- developed to minimize the amount of ultraviolet and infrared
light that can pass through glass without compromising the amount of visible light
that is transmitted
Air- purifying- mechanical system for removal of particulates, not gases
Iconic- widely known and acknowledged especially for distinctive characteristic
REVIEW OF RELATED LITERATURE AND STUDIES
Kuyasa Transport Interchange / MEYER+VORSTER Architects
The City of Cape Town commissioned the same set of consultants to design a new
transport interchange at this station to facilitate intermodal transfers. This facility act
as the catalyst for future intensive urban development around the station.
The complex is made up of two

public spaces, the north and south
squares, of which the north side
has recently been completed and
construction on the South side has
just started. The squares are
framed with trading spaces and
enticing colonnades. Taxi ranks are
integrated into both squares.
A high quality public space, is lined

with trading facilities and covered
walkways which link the station to
the other modes of transport and
the remainder of the precinct.
13
These walkways protect the pedestrian users from the elements, while acting as
areas of display for the wares of informal traders.
The edge of the public space is clearly defined by colonnaded arcades, where
repetition is employed to create interplay between light and shade, to give
character and identity to the individual buildings and to provide depth to the
facades. It also creates a layering system between the public aspect of the square
and the private domain of each trading unit.
It has playful semi-circular walled

benches in the square itself,
containing trees transplanted from
the Grand Parade. These benches
are covered in mosaic designs
which are urban, without jarring
with the sense of walled enclosures
typical of rural South Africa.
Cite: "Kuyasa Transport Interchange / MEYER+VORSTER Architects" Feb

2012.ArchDaily.AccessedSep2017. http://www.archdaily.com/207007/kuyasa-
transport-interchange-meyervorster-architects/
14
Rotterdam Central Station | Team CS
Rotterdam Central Station is one of the most important transport hubs in The
Netherlands. With 110,000 passengers a day the public transport terminal has as
many travelers as Amsterdam Airport Schiphol.
The roof of the hall, fully clad with stainless steel, gives rise to building’s iconic
character and points to the heart of the city.
15
The esplanade in front of the station is a continuous
public space. To achieve this simplicity a parking
garage for 750 cars and a bicycle shed for 5,200
bicycles are located under the square. The tram
station is moved to the east side of the station, so the
platforms broaden the square. Bus, tram, taxi and the
area for short-term parking are integrated into the
existing urban fabric and do not constitute barriers.
The red stone of the station floor continues into the forecourt, merging the
station with the city. Pedestrian and cycling routes are pleasant and safe and
arriving travelers now have dignified entrance to the city, free from traffic.
Incorporation of natural light, the

warmth of the sun’s rays and a
modern look are important
elements in the design.
The wood finish on the inside of

the hall, combined with the
structural wooden beams of the
platform roof creates a warm and
welcoming ambience, inviting
visitors to linger. The largely
transparent roof structure which
covers all the tracks over a length
of 250 meters, flood the platforms
with light. The glass plates of the
roof vary the level of light
transmittance by utilizing different
solar cells patterns, which produce
an ever-changing and fascinating
play of shadows on the platforms.
The new Rotterdam Central Station is a pleasant, open and transparent public
transport terminal which functions as an iconic meeting point. This modern and
16
efficient building offers travelers to and from the port city all the amenities and
comfort they could want or need in the present and the future
Cite: Rotterdam Central Station | Team CS- Arch2O.com Delia Chang
Super Bus Terminal, Jalandhar
The proposed new terminal plan was integrated with the existing terminal building both
functionally and aesthetically. The plan evolved has separated both long and short route
bus traffic and converted the terminal into an active urban street.
Two bus departure bays namely, stepped parallel and radial saw tooth have been
designed keeping function in mind. The plan defines specific domains for the passenger
and the bus movements with convenient interchanges. It encourages short lines of flow
and minimizes walking distance to the terminal building.
The radial saw tooth pattern of the departure bays adds a unique geometry to the plan.
The wing shaped roof increases the natural lighting by acting as light shafts and reduces
pollution in the terminal building by sucking out vehicular pollution through vents located
at the upper levels.
Design Principles
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The new design addresses three significant components of terminal buses and their
unobstructed movement, pedestrian circulation and their safety and passenger vehicles
and their movement. The plan evolved has segregated the traffic movement and
converted the terminal into an active urban street.
Approach to Site
Short route buses have been segregated from the long route buses by having a separate
entry and exits.
Idle parking tor the long and short route buses have been provided in such away so as to
not disturb the movement of bus entering or leaving the terminal a separate passenger
entry and exit is provided.
This passenger entry and exit is also used by other vehicles for approaching their
individual parking. A separate entry and exit for long route buses has been provided
segregating it from pedestrian. Since the arrival block lies in the centre of both the
departure of long and short route buses, hence it becomes convenient to the passengers
to travel to the arrival block is centrally located which is easily accessible from the main
passenger entrance from two of its sides.
The departure of short route buses has been properly segregated from the long route
buses by locating them at opposite sides of the arrival block
Parking is located at an appropriate distance from the other main blocks so that
passengers using the terminal do not have to travel a large distance to arrive the blocks.
The plan encourages short lines of flow and walking distance to the terminal building has
been minimized.
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Sorsogon Grand Terminal
The Sorsogon Grand Terminal is located in a 14- hectare property of LKY Group. The
location is easily accessible in all directions from the city proper which is less than a
kilometer away. Occupying (50) fifty- thousand square meters, the grand terminal is
designed to be the backbone of city transport services, so far the biggest and most modern
terminal in Bicolandia.
19
Made of steel structure,
the complex will house
four bays for the parking
of jeepneys and vans.
The main terminal offers
commercial stalls,
ticketing booths, parking
areas for provincial and
metro manila buses,
including a parking area
for private vehicles, a well
maintained rest room and a spacious waiting area for passengers. Estimated
total parking in any given day at the terminal is one hundred fifty units.
Cite: Felix ‘Boy’ Espineda, Jr. August 26, 2012. “LKY Group Opens Sorsogon Grand
Terminal”
Koronadal City Integrated Public Transport Terminal
The city government acquired last year a 5.9-hectare lot worth P40 million for the
proposed transport terminal project’s site.
20
The proposed integrated terminal’s main building was designed to cover two hectares
and the rest of the site will serve as buffer area or spot for future developments.It will
adopt the “green” concept in terms of architecture and facilities, specifically the use of
natural ventilation, natural lighting (skylight) and energy-efficient light-emitting diode
or LED lights.
GREEN COMPLEX
 Green Architecture and Technology

 Use of natural ventilation / High
ceiling
 Use of natural lighting (skylight) and
LED lights
 Provision of green open spaces and
mini-park
 Abundant vegetation
 Preserve and integrate in the design
the existing natural water bodies and natural features (Creek)
 Wastewater Treatment Facility and Water Recycling
 Solid Waste Management Facility
 Comply with environmental laws and codes
STATE OF THE ART

21
 Electronic Informational Signage
 Tourist Information Counter / Concierge
 Security Measures: CCTV Cameras and Luggage Scanner
 Waiting Areas for Passengers
 Departure Gates (Gate 1, Gate 2, etc.)
 Waiting space for the next scheduled vehicles (no garage inside the
terminal)
 Loading Bays
 Parking space for private vehicles
 Electronic Pass
CULTURE AND GENDER SENSITIVE
 Priority lane for pregnant women, senior citizens, differently-abled persons

& children
 Provide lactating area / breastfeeding station
 First-aid Kits and Emergency Response Unit
 Fire Extinguishers and Automatic Fire Sprinkler System
 Differently-abled Person (DAP) - Sensitive Building
 Meditation Garden
 Children’s Playground
MIXED USE DEVELOPMENT
 Complex-type terminal
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 Provide spaces for support facilities and commercial establishments
(Eateries, restaurants and bakeshops, snack stands, cafes, Pharmacy,
Convenience store, Pasalubong shops , Bookstore, magazine/newspaper
stalls, Massage services / spa, Amphitheater)
Cite: http://www.southcotabatonews.com/2013/10/more-perspectives-of-
proposed-city-of.html
THORETICAL/ CONCEPTUAL FRAMEWORK
• Gathered data of vehicles and commuters

• Guidelines, standards and parameters of a terminal
INPUT • Common layouts of terminals
• Design desirable and appropriate arrangement of spaces

• Incorporate tropical design concepts
PROCESS • Inquiry of the users for verification of validity of the design
• Layout the spaces according to its function and flow through

programming
OUTPUT
METHODOLOGY OF RESEARCH
The research methodology that is used in the study is described in this section. It includes
system of inquiry, research design and research tactics.
SYSTEMS OF INQUIRY
23
The research is done by manual survey to inquire the commuters and drivers of
the facilities and spaces that will address their needs. Interviews were conducted
from the different government executives to impart their knowledge and references
concerning the study. Information and data regarding transport facilities are
gathered from agencies and offices
RESEARCH DESIGNS
The researcher conducted an applied research to address an immediate solution

to needs and problem of the provincial government. It is more on the descriptive
type of research thus, this maintains the criteria of answering the attributive aspect
of the proposal. Related studies and researches are collected from magazines,
articles and case studies from the internet and library. It is an operational research
design for it deals with selection of samples, observations and information on the
data collected and analyzed.
RESEARCH TACTICS
The data collected was analyzed and organized to study the problems and the
needs of the development then integrated with the researcher’s thoughts,
visualization and perception to proceed to the programming phase. A
comprehensive analysis of all collected data will devised necessary and probable
solutions for the preparation of the planning phase.
BIBLIOGRAPHY
Andries Samuel. “KUYASA SQUARE TRANSPORT INTERCHANGE” Architecture South

Africa. September 24, 2015, 6-9
24
Baggao Municipal Planning and Development Office. Comprehemsive and Land Use
Planning Vol. I- Vol. III. Baggao, Cagayan. June 2015
Cairns Regional Council (CRC). Sustainable Tropical Building Design: Guidelines for
Commercial Buildings. December 2011
Delia Chang .Rotterdam Central Station | Team CS- Arch2O.com
Felix ‘Boy’ Espineda, Jr. “LKY Group Opens Sorsogon Grand Terminal” Bicol Today.
August 26, 2012
http://lkygroup.com/branches/terminal-operations/sorsogon-grand-terminal
John Eric C. Leido, et al. “Status of the New Centralized Public Transport Terminal in
Batangas City:Inputs to the Travel Industry Program” .Volume 11 Issue No. 1. March 2014
MEYER+VORSTER Architects. “Kuyasa Transport Interchange / MEYER+VORSTER

Architects” ArchDaily. February 14, 2012
25
CHAPTER
PRESENTATION OF DATA
2
26
DATA MANAGEMENT
In this section, the data gathered and collected will be presented in tables and graphs. It
will include demographic data, physical data, sectoral data and industry profile of Baggao.
PRESENT CONDITION
DEMOGRAPHIC DATA
PRESENT AND PROJECTED POPULATION

URBAN RURAL
120000
100000
80000
60000
40000
20000
0
2010 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024
Total Population
120000
100000
80000
60000
40000
20000
0
2010 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024
TOTAL
27
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PHYSICAL DATA
MACRO- SITE DATA

Political Boundaries Baggao is an interior municipality located on the eastern part of
Cagayan traversing the Sierra Madre Mountain Range which
extends to the Pacific Coast. It is also bounded on the north by
the municipality of Gattaran, on the east by the Philippine Sea,
on the southeast by the municipality of Peñablanca; on the
southwest by the municipality of Amulung and on the west by
the municipality of Alcala, Cagayan.
Area and Land Use URBAN LAND USES

Residential The existing settlement area of Baggao
is 84.78 hectares or 21.31 %
Commercial An aggregate area of 18.62 hectares or
4.65 % is devoted for this use.
Institutional This area covers 17.39 hectares or 5.15
% of the total urban area
Agricultural The area intended for this area is
approximately 24697.19 or 26.54
percent of the total land of the
municipality
Infrastructure and The area intended for this area is
Utilities approximately 404.54 or 0.43percent of
the total land of the municipality
Tourism
Water Bodies It is approximately an area of 1,983.54
hectares or 2.13 percent of the total land
area of the municipality
Climate The climate of Baggao falls under the radii of the type I and
type IV climate according to CORONAS classification. Type I
climate is defined two pronounced season, dry from
December to May and wet from June to November. Maximum
rain period is from June to September.
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MICRO- SITE DATA
Boundaries A triangular- shaped parcel of land bounded on the north by
commercial area, on the east by Bartolome St. and boundary
of San Jose-Tungel, on the south by Highway 54, on the west
by E. Salvador and Highway 54.
Area It has an area of approximately 1.5 hectares
Land Use The site is proposed area for a terminal in the general land
use map
Topography/ The site is generally flat
Landform
Orientation: Solar The proposed site has direct access to sunlight from west to
north with extreme temperature reaching up to 26.5 °C and
Paths and Wind
prevailing wind that generally blows from northeast to
Paths southwest.
Vegetation Existing vegetation on the site are water tolerant plants such
as weeds and grasses. However the prominent existing
vegetation is acacia tree
SECTORAL DATA
PHYSICAL INFRASTRUCTURE
TRANSPORTATION
Land transportation within the municipality is served by public utility buses, vans,
jeepneys, motors and tricycles. There are regular bus routes and public utility van
routes originating from the municipality, the San Jose –Tuguegarao and Tallang –
Tuguegarao route. Baggao is likewise served by provincial buses, Air-conditioned
buses of Florida Transport Incorporated routing regularly the San Jose-Manila.
Public utility jeepneys and tricycles travel the San Jose-Tallang route and other
barangays in the municipality. Likewise, privately-owned cars, vans, mini trucks,
jeepneys, motorcycles abound the place.
30
INVENTORY OF PUBLIC LAND TRANSPORTATION VEHICLES BY TYPE AND
SERVICE ROUTES, YEAR 2013
TYPE OF REGISTERED IN THE MUNICIPALITY
PUBLIC TOTAL ROUTE/DESTINATION
UTILITY NO.
VEHICLE WITHIN BRGY- BARANGAY TO OUTSIDE
BRGY BRGY CITY BAGGAO
SAN MUNICIPAL/CENTER
JOSE
Buses 18 - - - 18
Jeepneys/Vans 85 - - - 85
Tricycles 1016 170 432 414 -
Total 1099
Primary Survey 2014
Terminals of different Associations of Tricycle Drivers are located at Barangay San Jose,
Poblacion, Tallang and Remus. Terminals of different associations of van drivers are
located at Barangay San Jose, Poblacion, Tallang and Remus. Terminals of Air -
conditioned buses are located at Barangay San Jose.
ROAD ROUTE
Bitag Grande, Tungal, San Francisco, Imurung, San Rafael, San Miguel,
Poblacion, Bunugan, Carupian, Dabbac, Asingga
Town Hall, Public market
Mocag, Mabini, Annayatan, Asilap. San Isidro, Taytay, Taguntungan,
Nangagiman
NAME OF ROUTE TOTAL AVE NO. AVE NO. TYPE OF
TERMINAL NO OF OF OF VEHICLE
UNITS DISPATC DISPAT
HED CHED
UNITS UNITS
(REGULA (PEAK
R SEASO
ALASTODA Awallan, Lasilat, Annayatan 70 SEASON}
30 N)
60 Tricycle
DIAVBATODA Asinga, Bacagan, Tungel, Dabbac 60 40 60 Tricycle
DPRAB Dapir, Remus, Barsat, Tallang 80 15 30 Tricycle
SFISM San Francisco, Imurung, San Miguel, San Rafael 100 30 60 Tricycle
RANCHOTODA Bitag Grande 50 20 40 Tricycle
SINTABW San Isidro, Nangalinan, Taytay, Barsat West 35 10 25 Tricycle
HASATODA Sto. Ranchinda 30 15 30 Tricycle
SMAVODA Tuguegarao 20 15 20 Van
BCVODA Tugueagarao 65 15 30 Van

31
32
PRIMARY DATA
TIME SCHEDULE OF ARRIVAL/ DEPARTURE FOR VANS

SEASON FIRST TRIP LAST TRIP
Regular Season 5:30 AM 5:00 PM
Peak Season 5:30 AM 8:00 PM
TIME SCHEDULE OF ARRIVAL/ DEPARTURE FOR FLORIDA BUS
Regular Season 2:30 PM 3:00 PM
Peak Season 2:30 PM 3:00 PM
TIME SCHEDULE OF ARRIVAL/ DEPARTURE FOR CALTRANS BUS
Regular Season 6:00 AM 3:00 PM
Peak Season 6:00 AM 3:00 PM
PASSENGER CAPACITY
TYPE OF VEHICLE TOTAL NO. OF PASSENGERS
Bus 40-45
Van 14-18
Tricycle 4-8
Average no. of parked vans: 6-10 units
Average no. of parked tricycles: 6-7 units
Average no. of parked bus: 2-6 units
Mode of Departure for vans:
1. By time schedule
5:30- 7:00 AM : 10-15 mins interval of departure
2. By passenger capacity
7:00 AM- onwards : 10 mins- 1 hour waiting time
DIMENSION OF PARKING SLOT

TYPE OF VEHICLE LENGTH WIDTH
Bus 12.00m 3.60m
Van 9.00m 3.00m
Tricycle
4- seater 3.00m 2.00m
8- seater 4.50m 2.00m
33
SHORTFALLS
1. Insufficient parking area
2. Insufficient waiting area for passengers
3. Inefficient sanitary facilities
4. Insufficient space for baggage
CASE STUDIES
SCOPE and DELIMITATIONS
In this section, related case studies will be studied and analyzed to serve as a
basis to the proposed Grand terminal. The study will primarily focus on
architectural aspect of the structures specifically in terms of its passenger and
vehicle capacity, parking layout, ratio of built- up area and open area and methods
regarding segregation of different type of vehicles.
CASE STUDIES
INTEGRATED BUS TERMINAL-CUM COMMERCIAL COMPLEX AT MOHALI
Mohali, also known as Sas Nagar (Sahibzada Ajit Singh Nagar), is an extended
conurbation of Chandigarh, towards its southwest, in Punjab & known as an
organic extension to Chandigarh shares similar demographics as the union
territory during inception. The bus terminal would mainly be a transit bus terminal
for northern Punjab that adapts a multi-use concept. The site is surrounded by the
industrial area of Mohali, which
Houses prominent business establishments. Direct access between Chandigarh

and other important cities in the neighboring states of Punjab, Haryana and
Himachal Pradesh resulted in high inter-state traffic along the national highway –
21. So, it is the ideal positioning for a transit bus terminal along with a commercial
complex at the subject site. In relation with the proposed Grand terminal in Baggao,
the site condition in terms of its location and shape has their similarities. The
34
solution of the Interstate bus terminal in Mohali in responding to the problem
regarding its lot shape and location will be analyzed to gather ideas and concepts.
Site Plan
Project and Site Details
Site area = 7.02 acres (28439.4711 sq. M)

Permitted ground coverage 40 % = 11375.78 sq.m & far = 1:3
Total built up area = 3 x 28439.47 sq.m =85318.41 sq.m
Inference
 prime location create interest from all sides
 three sides internal traffic should causes max disturbance
35
 triangular site limit the design
 No. of trips = 1938 trips ~ 2000 trips per day
 Incoming buses (at unloading bays) = 1000 nos
 Incoming buses (at loading bays) = 1000 nos
 Occupancy in peak hour = 50 passanger/ bus
 Passenger capacity of terminal = 1,00,000
 Bays capacity in peak hour (unloading) = 5 nos
 Bays capacity in peak hour (loading) = 10 nos
Area Requirement
Bus terminal foot fall projected = 50,000 – 60,000
Potential bus trips / day = 1938 ~ 2000
Bus terminal area = 20% of total building area =17063 sqmt
Commercial complex = 80% of total building area =68254 sqmt
Office space 60% 40953 sqmt
Shopping 40% 27301 sqmt
BCVODA TERMINAL IN SAN JOSE, BAGGAO, CAGAYAN
LOT AREA = 150sqm
TERMINAL CAPACITY = 2 vans
AVERAGE NO. OF TRIPS = 15- 30 trips
DEPARTURE INTERVAL = 15 mins interval (from 5:30am to 7:00am)
= 10-60 mins interval (7:00am onwards)
VAN CAPACITY = 14-18 passengers

36
Shortfalls:
 Vans that are ready for dispatching are parked inside the terminal while the idle
vans are parked outside terminal along the roads
 Insufficient waiting area within the terminal
 Inefficient sanitary facilities
 Poor lighting and ventilation
SUMMARY and RECOMMENDATIONS
Most existing terminals in the local setting are rectangular- shaped. Since the
selected site has a unique configuration, the systematic parking layout and traffic
flow for the vehicles will be a challenge.
The main terminal building will be located at the the east side of the site facing
the provincial road routing from Penablanca to Gattaran. It will be provided with
waiting area, ticketing facilities, dispatching office, cafeteria, public toilets and
commercial spaces. The two roads bounding the site will be utilize and will serve
as an entry and exit point of the vehicles with the incorporation of guard post to
ensure the safety of the passengers. The loading berths for the vans will straight
saw-tooth at radial saw- tooth for buses. Parking areas for the tricycles will be
adjacent to the main building and the van parking will be parallel along the roads.
The terminal will be adopting the concepts and features of tropical design into the
main terminal building specifically maximizing the natural light and ventilation.
Existing physical features like the tamarind trees will be preserved.
37
CHAPTER
ANALYSIS and INTERPRETATION of DATA
3
38
SITUTATIONAL ANALYSIS
IDENTIFICATION/ ASSESSMENT OF NEEDS
The municipality of Baggao has an increasing growth of transportation utilities

thus efficiency and functionality of terminals is crucial to address the needs of the
commuters and travelers within and outside the municipality. The design of the
terminal should primarily focus on its parking spaces regarding its layout and
traffic flow because most of the existing terminals in the locality have poor
planning in this aspect. Aside from the parking needs, the end-user which the
passengers should be taken into consideration.
RESTATEMENT OF THE PROBLEM
As a developing municipality, Baggao encounters issues regarding its

transportation and mobility needs of its people. The existing terminals within the
locality of Barangay San Jose have limited space for idle vehicles parked at a
specific time. Due to this situation, municipal roads serve as an extension for the
terminals to accommodate the units especially during peak seasons specifically
weekends. In effect, traveling vehicles have difficulty in accessing the roads.
There is also insufficient facilities for the passengers that will give them safety
both to their welfare and baggage.
RECOMMENDATIONS
The proposed Grand Terminal will serve as a centralized terminal for all modes
of transportation which include bus, vans and tricycles. The parking area for the
vehicles will be segregated according to their time schedule and routes/
destination to attain a systematic and organized dispatching of units. Sufficient
area for the passengers will be provided in accordance with their anthropometrics
and level of service to be achieved. Furthermore, the layout of the spaces should
be arranged in consideration with the climatic condition that will affect the site. It
will include sun paths, wind direction and orientation to give comfort and
convenience to the end users.
39
THE SITE
BACKGROUND
A triangular- shaped parcel of land bounded on the north by commercial area, on

the east by Bartolome St. and boundary of San Jose-Tungel, on the south by
Highway 54, on the west by E. Salvador and Highway 54. It has an area of
approximately 1.5 hectares. The site slope is generally flat. It is adjacent to
residential area and rice mill.
SITE SELECTION CRITERIA
1. Soil Characteristic. It is a vacant lot with a good soil classification that can be
easily cultivated.
2. Transportation. It is accessible by different modes of transportation which

includes buses, vans and tricycles.
3. Geological Condition. The site is suited for the proposal with generally flat land
topography
4. Power/ Electricity. Power lines are provided by the Cagelco cooperatives,

installed along the road which would serve as a power supply for the project.
5. Zoning and Land Use. The location of the proposal is in accordance with the
zoning and land use of the municipality
SITE SELECTION and JUSTIFICATION
The identified site of the proposal is at Barangay San Jose, Baggao, Cagayan. It
is not too far from the Commercial Business District of the municipality therefore
it is accessible for the commuters
40
TECHNICAL DESCRIPTION
LOT AREA: 14735.19
LINE BEARING DISTANCE
1-2 N 41˚07’ W 251.82
2-3 S 75˚22’ E 204.20
3-1 S 13˚03’ W 140.00
SWOT ANALYSIS
STRENGTH WEAKNESS OPPORTUNITY THREAT
• Easy acces to • Triangular- • Provide • Insufficient

the main shaped lot employment parking areas
road, easy • Located at opportunities for the
acces to the the • Emerging vehicles
people intersection economic beacause
• Low flood of provincial growth for there will be
suspectibility road and the locality a possibility
municipal that PUVs
road from other
town will use
the terminal
41
Road routing to Barangay Mocag, Mabini, Annayatan, Asilap. San Isidro, Taytay,
Taguntungan, Nangagiman
Road routing to Barangay Bitag Grande, Tungal, San Francisco, Imurung, San Rafael,
San Miguel, Poblacion, Bunugan, Carupian, Dabbac, Asingga
Intersection of the provincial road and municipal road showing the entrance
monument of Barangay San Jose
42
View showing the existing electrical line adjacent to the site
View showing the existing vegetation in the site. Linear group of tamarind tree
are planted along the provincial road
43
View of the site showing its adjacency to residential area and rice mill
44
SITE ANALYSIS
45
46
47
48
49
50
51
52
53
54
55
56
57
58
FACTORS and ISSUES RELEVANT TO THE SITE
INITIAL PERSONAL RECONAISSANCE
The site is bounded by two road-right-of-ways on its Eastern and Southern part.
An existing linear vegetation is present on the Southern part that act as air
filtration of the warm breeze from the Southwest monsoon and sun-buffer from
the afternoon sun. There is a possibility of generating heavy traffic flow in the
intersection of the provincial and municipal road thus exits and entrances must
be prohibited in locating in this area.
COLLATION OF EXISTING DATA
The existing data in connection with the site is presented earlier in the different
baseline maps consisting of contour maps, climate records, soil suitability and
etc.
SUMMARY DESCRIPTION OF THE OFF- SITE CONTEXT AND ITS CHANGES
The location of the site is within the boundary of the municipality of Baggao
specifically in the Barangay of San Jose, the main seat of government of the
town. It is surrounded by agricultural, residential and commercial lands. It has
high land elevation thus having a low flood susceptibility. It is easily accessible by
a municipal and provincial road.
DATA ON THE SITE and ITS IMMEDIATE CONTEXT
PHYSICAL DATA
1. Geology and Soil
Land Capability Classes “A”. Very good land; can be cultivated safely; requires
only simple but good farm management practice.
2. Water
There are no existing water body within the vicinity of the site.
59
3. Topography
The land topography of the site is generally flat. It has a low flood susceptibility
4. Climate
The climate condition is under the type I climate which is generally exposed to
the southwest monsoon and get a fair share of the rainfall brought about by the
typical cyclones occurring especially during the maximum rain period.
5. Ecology
The existing vegetation within the site are tamarind trees planted along the
municipal road within the boundary of Barangay San Jose and Barangay Tungel.
6. Manmade Structure
The site is bounded by the municipal road on the South and a provincial road on
the East side. An existing commercial area is located at North side of the site.
Power lines are provided by the Cagelco cooperatives, installed along the road
which would serve as a power supply for the project.
7. Sensuous Qualities
The surrounding areas within the vicinity of the site serve as an agricultural land.
It is bounded by the provincial road on the Eastern side and municipal road on
the Southern side which intersects on the southern vertex of the site. Thus, there
is a high probability for traffic congestion within that area. On the Southern part of
the site, existing vegetation which consist of tamarind tree that will serve as
noise- barrier and smoke- barrier element.
CULTURAL DATA
1. Resident and using population
The residents of the municipality in all ages and social position will be the primary
user of the development.
60
2. On - site and adjacent behavior settings
The location of the site is within the boundary of the Brgy. San Jose, the main
seat of government of the municipality. It is primarily for the people of the
municipality.
3. Site values, rights and restraints
The proposed lot for the development is owned and will be managed by the
government of the municipality of Baggao.
4. Past and future
The development of the site as a grand terminal will serve as a catalyst for the
economic development of Baggao.
5. Images
The proposed grand terminal will be under the management of the government of
Baggao. The parking and rental fees that will be collected will serve as a budget
for the maintenance of the facilities in the development.
DATA CORRELATION
The development will be a commercial structure that will generate income for the
government of Baggao that will serve as a budget for maintaining and managing
the operations and facilities of the proposal. The grand terminal will be a catalyst
for the economic development within the vicinity and thus improving the
economic sector of the municipality.
61
BEHAVIORAL ANALYSIS
ACTIVITY FLOW DIAGRAM
DEPARTURE
ARRIVAL
ENTRANCE
ENTRANCE
DEPARTURE
FLOW PUBLIC TOILET
DIAGRAM
WAITING AREA COMMERCIAL PUBLIC TOILET

STALLS
CAFETERIA
TRICYCLE BAYS
DEPARTURE AREA
DEPARTURE PASSENGER ARRIVAL PASSENGER

FLOW DIAGRAM FLOW DIAGRAM
IDLE PARKING
ARRIVAL
ENTRANCE
BAY
DEPARTURE BAY EXIT
VEHICLE FLOW DIAGRAM
VIABILITY STUDIES
TECHNICAL VIABILITY
Technology
The construction technology and method will be in accordance with the regulations of
the Local Government Unit.
Cost
The total project cost, capital and operating cost will be funded by the local government
of the municipality.
62
Resource Requirements
The materials to be used in the construction of the project will be purchased on the
market within and nearby the municipality depending upon its availability. The manpower
and equipment will be dependent upon the bidding approved by the LGU.
LEGAL VIABILITY
The proposal is a project of Local Government Unit of municipality of Baggao with the
approval of Municipal Planning and Development Office. The building design will be in
accordance with the standards and regulations of the National Building Code and
ordinances of the Department of Transportation and Communication.
The design of the terminal should conform to the standards of the following parameters:
1. National Building Code

2. Fire Code of the Philippines
3. Land and Transportation Franchising and Regulatory Board Memorandum
Circular No. 1008-013 series of 2008
FINANCIAL VIABILITY
Project Projected Cost
ACTIVITY AREA UNIT UNIT COST TOTAL

SITE PREPARATION
Filling/ Grading 840 cu.mt 1,180.00 991,200.00
Titling/ Consolidation 14,735.19 sq.m 5.00 73,675.95
Perimeter fencing of the whole 596 ln.mt. 1,200.00 715,200.00
site
BUILDING/ STRUCTURES
Main Building 2374 sq.m 12,000.00 2,848,000.00
Guard Post 13 sq.m 10,000.00 130,000.00
Concession Building 210 sq.m 12,000.00 2,520,000.00
PROFESSIONAL FEES
63
Physical Planning 10,863.19 sq.m 2,500.00 27,157,975.00
Landscaping 12,150 sq.m 15% 1,822.50
Total Project Construction Cost 34,437,873.45
FINANCIAL ASSUMPTIONS AND PROJECTION
Source of Income
Commercial Center
SPACE QUANTITY AREA TOTAL UNIT COST YEARLY
AREA (per sqm)
Cafeteria 1 150 150 1500 900,000
Commercial 8 26.25 210 1000 2,520,000
Stalls
Concession 1 105 105 1000 1,260,000
Stand
Sub-Total 4,680,000
Collection from public utility vehicles
VEHICLE FEE/DAY NO. OF UNITS AMOUNT YEARLY
Bus 200 2 400 144,000
Van 150 45 6,750 1,350,000
Tricycle 25 70 1,750 630,000
Sub- total 2,124,000
Total Annual Gross Income 6,804,000
Projected Yearly Staff Salaries
QTY STAFF SALARY/MONTH YEARLY

1 Manager 23,422.00 281,064.00
2 Cashier 19,878.00 238,536.00
2 Dispatcher 19,860.00 238,320.00
4 Security guard 24,000.00 288,000.00
4 Maintenance 20,000.00 240,000.00
TOTAL 1,285,920.00
64
Financial Analysis
A. Net Income
Gross Income 6,804,000.00
Expenses -1,285,920.00
Total Net Income 5,518,080.00
B. Return of Investment
Total Project Cost 34,437,873.45
Total Net Income ÷5,518,080.00
Number of years 6 years
DESIGN PROPOSAL
A 1.5 hectare triangular-shaped lot in Barangay San Jose will be developed into
a centralized terminal that will accommodate the different modes of
transportation in the municipality. It will feature a modern look that will be
basically made of steel structure and at the same time adapts the concepts and
theories of tropical design to reduce the environmental impact of the vehicles. It
will be integrated with different entertainment and leisure spaces to give a good
quality of commuting experience to the users. The terminal will function as an
iconic meeting point that will give a warm and welcoming ambience to the
travelers and commuters.
65
CHAPTER 4
PROGRAMMING
66
INTERRELATIONSHIP ANALYSIS
67
BEHAVIORAL ANALYSIS
Spaces Definition, Considerations and Dimensio Area Furnitur Quantity and Remark
Computations according to n of the e, Area s Of
Standards and Provisions Space Fixture Circula
(sq.m) and tion
Equipm
ent
Entrance 20 persons flow per minute should be - - - - -

adopted
COMPUTATION OF SPACES
Waiting It should be directly accessible to the 3.0m x 120 Chair (100) 0.40 m x 73.30 %
Area/Publi concourse area. 40m 0.40 m = 16 circulati
c Seating Provide one seat for every three sq.m. on
passengers. The number of passenger

is calculated by multiplying the number
of loading berths by an average bus Trash (4) 0.3 m x
capacity between 35-40 persons and Can 0.30 m = 0.36
van capacity of 14-18 persons with 0.9- sq.m.
1.2 sq.m for every seating.
*40 x 2 bus loading berths = 80 and

*18 x 12 van loading berths = 216
(216 + 80)/3 = 98.67 approx. 100 Total 16.36 sq.m.
*5 designated seats are provided for
PWDs
Ticketing One position should be provided for 1.5 m x 5.4 Chair (2) 0.40 m x 69.64 %
Facilities each 25 to 30 waiting room seats. The 3.6 m 0.40 m = 0.32 circulati
length of counter space depends on * per sq.m. on
individual carrier operation and the type ticketing
of ticketing equipment used and may booth Counter (1) 1.0 m x
vary between 3 to 5ft per position and/ 0.30 m = 0.3
or about 50 to 60 sq.ft per position. The sq.m.
height of the counter is usually 42 in. Total 0.62 sq.m.
*27 bus passengers/30 = 0.9 say 1
ticketing position
68
Baggage The baggage room should be 6.0 m x 63 Counter (1) 0.50 m x 1.50 m = 76.32%
Room accessible from both the public 10.50 m 0.75 sq.m. circulation
area and the concourse and have
an area equal to about 10 percent Desk (1) 0.60 m x 1.20 m =
of the total building or contain 0.72 sq.m.
about50 sq. Ft for each bus
loading berth, whichever is higher.
Chair (2) 0.40 m x 0.40 m =
0.32 sq.m.
Metal (5) 3.5 m x 0.75 m =
racks 13.125 sq.m.
Total 14.92 sq.m.

Restaurant Dining area 8.50 m x 102 Table (15) 0.90 m x 1.80 m 72.90%
The total number of seats required 12.0 m = 24.3 sq.m. circulation
at one time, multiplied by the Chair (60) 0.40 m x 0.40 m
space required for each seat = 9.60 sq.m.
*100 passengers/2 = 50 +
Serving (1) 4.90 m x 0.75 m =

employees = 60 seats Counter 3.68 sq.m.
*60 seats x 1.70 sq.m. = 102
Total 37.58 sq.m.
Kitchen 8.50 m x 42.5 Counters (1) 0.60 m x 30 m = 55.85%

One-third of the dining area with 5.0 m 18 sq.m. circulation
2.0 m x 2.50 m storage room and
1.50 m x 1.25 m Storage (1) 2.0 m x 2.50 m =
Room 5.0 sq.m.
Toilet (2) 1.50 m x 1.25 m =

3.75 sq.m.
Total 26.75 sq.m.

69
Dispatcher’s The size of the 3.0 m x 9.0 Desk (1) 0.75 m x 1.40 m = 1.05 sq.m. 70.56%
Office dispatch office may 3.0m circulation
vary anywhere from Chair (2) 0.40 m x 0.40 m = 0.32 sq.m.
50 to150 sq. Ft.
Administratio All terminals require 4.0 m x 18.0 Trash (1) 0.30 m x 0.30 m = 0.09 sq.m. 70.56%
n Office an office space 4.50 m Bin circulation
regardless of its type. File (1) 1.20 m x 0.35 m = 0.42 sq.m.
The area depends Cabinet
upon the type and the
Total 1.88 sq.m.
size of the terminal
Desk (3) 0.75 m x 1.40 m = 1.05 sq.m.
Chair (4) 0.40 m x 0.40 m = 0.32 sq.m.

Trash (2) 0.30 m x 0.30 m = 0.09 sq.m.

Bin
File (2) 1.20 m x 0.35 m = 0.42 sq.m.
Canbinet
Total 1.88 sq.m.
Commercial Allotted space area 3.50 m 140. Counter (1) 1.70 m x 0.60 m = 1.02 sq.m. 72.90%
Spaces per person is 2.80 x 40.0 0 circulation
sq.m. m
Chair (1) 0.40 m x 0.40 m = 0.16 sq.m.
*5 person per stall x 2.
80 sq.m. = 14 sq.m.
*10 stall x 14 sq.m. = Total 1.18 sq.m.
140 sq.m.
Employee Allotted space area 2.0 m x 10.0 Locker (10) 0.50 m x 0.50 m = 2.5 sq.m. 70.56%
Room per person is 1.0 5.0 m circulation
sq.m. Chair (5) 0.40 m x 0.40 m = 0.80 sq.m.
*10 employees x 1.0
sq.m. = 10 sq.m. Total 3.30 sq.m.
70
Janitorial Allotted space area per person 2.0 m x 4.0 Lockers (3) 0.50 m x 0.50 m 70.56%
Room is 1.0 sq.m. 2.0 m = 1.0 sq.m. circulation
* 4 persons x 1.0 sq.m. = Total 1.0 sq.m.
4.0sq.m.
Mechanical/ Alloted space per equipment is 4.0 m x 28.0 - - 70.56%
Electrical 28.0 square meters 7.0 m circulation
Room
Security Allotted space area per person 3.50 m x 14.0 Chair (5) 0.40 m x 0.40 m 70.56%
Room is 2.80 sq.m. 4.0 m = 0.80 sq.m. circulation
* 5 persons x 2.80 sq.m. = 14 Desk (3) 0.90 m x 1.80 m
sq.m. = 4.86 sq.m.
Total 5.16 sq.m.
Utility Room Allotted space area per person 2.24 m x 5.60 - - 70.56%
is 2.80 sq.m. 2.50 m circulation
* 2 persons x 2.80 sq.m. = 5.60
sq.m.
Toilet Water Closet (M) 5.0 40.0 WC (5) 1.05 = 5.25 sq.m. 55.74%
m x 8.0 circulation
Male Female m Lav (5) 0.3 = 1.5 sq.m.
(F) 5.0 50.0
2 for 20 men 2 for 15 women m x 10.0 Urinal (5) .09 = 0.45 sq.m.
Lavatory m Total 3.0 sq.m.
Male Female WC (7) 1.05 = 7.35 sq.m.
2 for 20 men 2 for 15 women Lav (7) 0.3 = 2.1 sq.m.
1 urinal for 20 men Total 9.45 sq.m.

71
72
DETAILED COST ESTIMATES
DESCRIPTION OF WORKS % AMOUNT

I SITE PREPARATION
a. Clearing and grubbing 1.05 ₱ 450,000.00
b. Building Layout 0.12 ₱ 49,800.00
c. Excavation 0.84 ₱ 359,415.00
d. Temporary facilities 0.30 ₱ 127,568.90
e. Fencing 0.24 ₱ 105,160.00
f. Soft and hard landscaping 52.94 ₱ 22,739,886.00
II SITE DRAINAGE 0.17 ₱ 71,165.00
III REINFORCED CONCRETE

a. Forms and Scaffoldings 5.93 ₱ 2,545,026.50
b. Concrete Works 4.60 ₱ 1,974,177.09
c. Reinforcing Steel Bars 6.12 ₱ 2,629,372.00
IV MASONRY WORKS 2.00 ₱ 859,774.02
V PLASTERING WORKS 1.11 ₱ 475,369.80
VI TILE WORKS 2.17 ₱ 930,000.00
VII FENESTRATIONS
a. Doors 3.35 ₱ 1,439,090.00
b. windows 0.81 ₱ 350,000.00
VIII THERMAL PROTECTION 14.07 ₱ 6,042,400.00
X PLUMBING WORKS
a. Fixture 0.14 ₱ 61,900.00
b. Pipes and Fittings 0.44 ₱ 186,879.00
c. Tiles and Trims 0.53 ₱ 228,460.00
XI ELECTRICAL WORKS 0.81 ₱ 348,994.00
XII PAINTING WORKS 2.01 ₱ 864,155.00
XIII MISCELLANEOUS ITEMS 0.26 ₱ 111,950.00

TOTAL PERCENTAGE 97.70
TOTAL MATERIAL COST ₱ 42,950,542.31
LABOR COST ₱ 17,180,216.92
MARK-UP ₱ 4,295,054.23
TOTAL PROJECT COST ₱ 64,425,813.46
73
I. SITE PREPARATION U. COST AMOUNT
a. Clearing and grubbing
15,000 sqm ₱ 30.00 ₱ 450,000.00
b. building lay-out
30 pcs 2'' x 2'' x 14'' 140 bdft ₱ 50.00 ₱ 7,000.00
120 pcs 2'' x 3'' x 14'' 840 bdft ₱ 50.00 ₱ 42,000.00
10 kls Assorted wire nail ₱ 80.00 ₱ 800.00
total board feet 980 bdft ₱ 49,800.00
c. excavation
42 sets footing 656.25 cbmt
267 lnmt tie beam 97.45 cbmt
1 set septic tank 45 cbmt
total cubic meters 798.70 cbmt ₱ 450.00 ₱ 359,415.00
d. Temporary facilities
89 pcs 2'' x 2'' x 8' 237.33 ₱ 50.00 ₱ 11,866.50
89 pcs 2'' x 3'' x 8' 356 ₱ 50.00 ₱ 17,800.00
12 pcs 3'' x 4'' x 8' 96 ₱ 50.00 ₱ 4,800.00
24 pcs 3'' x 4'' x12' 288 ₱ 50.00 ₱ 14,400.00
653 lnmt GI gauge 26@8' ₱ 48.00 ₱ 31,344.00
61 pcs 1/2'' thk marine plywood ₱ 720.00 ₱ 43,920.00
29 kls assorted wire nail ₱ 80.00 ₱ 2,320.00
2 pcs concrete water closet ₱ 220.00 ₱ 440.00
2 bags portland cement ₱ 230.00 ₱ 460.00
0.14 cbmt screened sand ₱ 360.00 ₱ 50.40
0.28 cbm gravel ₱ 600.00 ₱ 168.00
₱ 127,568.90
e. Fencing
300 pcs 2'' x 2'' x 10' 1000 bdft ₱ 45.00 ₱ 45,000.00
120 pcs 2'' x 3'' x 8' 480 bdft ₱ 45.00 ₱ 21,600.00
60 pcs 10' x 6' sawali ₱ 600.00 ₱ 36,000.00
32 kls assorted common nail ₱ 80.00 ₱ 2,560.00
₱ 105,160.00
f. Soft and hard landscaping(with material)
Soft Landscaping 1599.24 sqmt ₱ 150.00 ₱ 239,886.00
Hard Landscaping 11250 sqmt ₱ 2,000.00 ₱ 22,500,000.00
₱ 22,739,886.00
sub total ₱ 23,831,829.90
II. SITE DRAINAGE U. COST AMOUNT
a. down spout
38 pcs 3'' dia x 10'' PVC, sched 40 ₱ 280.00 ₱ 10,640.00
19 pcs 3'' dia. coupling ₱ 65.00 ₱ 1,235.00
19 pcs 3'' dia. Elbow ₱ 85.00 ₱ 1,615.00
5 ltrs vulca seal ₱ 235.00 ₱ 1,175.00
b. drainage
19 sets catch basin ₱ 450.00 ₱ 8,550.00
137 lnmt storm drain 8'' dia. concrete pipes ₱ 350.00 ₱ 47,950.00
sub total ₱ 71,165.00
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III. REINFORCED CONCRETE WORKS U. COST AMOUNT
a. forms and scaffoldings
1,321 pcs 2'' x 3'' x 14'' 5016 bdft ₱ 50.00 ₱ 250,800.00
horizontal
4,752 pcs 2'' x 3'' x 14'' 28038 bdft ₱ 50.00 ₱
vertical 1,401,900.00
321 pcs 2'' x 3'' x 14'' 1003.33 bdft ₱ 50.00 ₱ 50,166.50
diagonal brace
2,253 pcs 2'' x 3'' x 14'' 5981.33 bdft ₱ 50.00 ₱ 299,066.50
suspended slabs
80 pcs 2'' x 3'' x 14'' base 560 bdft ₱ 50.00 ₱ 28,000.00
for beams
60 pcs 2'' x 3'' x 14'' 420 bdft ₱ 50.00 ₱ 21,000.00
forms for
columns
250 pcs 2'' x 2'' x 14'' 1166.67 bdft ₱ 50.00 ₱ 58,333.50
forms
20 kgs assorted ₱ 80.00 ₱ 1,600.00
common wire nail
603 pcs 1/2 '' thk plywood ₱ 720.00 ₱ 434,160.00
sub total ₱ 2,545,026.50
b. concrete works
1,560 bgs Column Footing 157.50 cbmt
312 bgs Column 31.50 cbmt
1,440 bgs Beam 145.45 cbmt
2,769 bgs Slab 279.68 cbmt
23 bgs Septic Tank 2.25 cbmt
6,104 bgs Volume of 616.38 cbmt
concrete
U. COST AMOUNT
5,856 bgs portland cement ₱ 260.00 ₱ 1,522,458.60
335 cbm screened sand ₱ 450.00 ₱ 150,572.83
502 cbm 3/4" crushed stone ₱ 600.00 ₱ 301,145.66
sub total ₱ 1,974,177.09
c. Reinforcing steel bars U. COST AMOUNT
FOUNDATION WORKS
448 pcs 16mm x 7.5m long RSB ₱ 438.00 ₱ 196,224.00
COLUMN
2,520 pcs 16mm x 6m long RSB ₱ 350.00 ₱ 882,000.00
GROUND FLOOR
2,333 pcs 10mm x 6m long RSB ₱ 260.00 ₱ 606,580.00
2,520 pcs 16mm x 6m long RSB ₱ 350.00 ₱ 882,000.00
782 kls #16 tie wires ₱ 80.00 ₱ 62,568.00
sub total ₱ 2,629,372.00
IV. MASONRY WORKS
LOCATION 4" CHB 6" CHB
Ground Floor Walls 1,506.9 194.10
Septic Tank - 68.64
TOTAL AREA of C.H.B. 1,506.9 262.74
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U. COST AMOUNT
3,415.62 pcs 6" concrete hallow blocks ₱ 16.00 ₱ 54,649.92
19,590.09 pcs 4"concrete hallow blocks ₱ 14.00 ₱ 274,261.26
1,045.71 bgs portland cement ₱ 260.00 ₱ 271,885.66
828.81 pcs 10mm x 6.00 mtrs def. Bars ₱ 260.00 ₱ 215,490.99
119.51 cbmt pure river sand ₱ 350.00 ₱ 41,828.56
20.72 kls #16 tie Wire ₱ 80.00 ₱ 1,657.62
sub total ₱ 859,774.02
V. PLASTERING WORKS U. COST AMOUNT
1,004.62 bags portland cement ₱ 260.00 ₱ 261,201.20
86.11 cbmt screened sand ₱ 350.00 ₱ 30,138.60
5,258.00 pcs sahara water proofing ₱ 35.00 ₱ 184,030.00
sub total ₱ 475,369.80
VI. TILE WORKS U. COST AMOUNT
Quantity Unit Description
2,275.00 pcs 80 x 80 cm ceramic tiles ₱ 400.00 ₱ 910,000.00
400 pcs 40 x 40 cm non-skid tiles ₱ 50.00 ₱ 20,000.00
sub total ₱ 930,000.00
VII. FENESTRATIONS U. COST AMOUNT
a. Door panels (see schedule of doors)
30 set 2.50 x 3.00 Aluminum Roll up Door ₱30,000.00 ₱ 900,000.00
4 sets .80 x 2.10 Solid Panel door with glass inserts ₱ 6,000.00 ₱ 24,000.00
10 sets .90 x 2.10 Aluminum Glass door ₱27,000.00 ₱ 270,000.00
4 set 1.60 x 2.10 Double aluminum glass door ₱27,000.00 ₱ 108,000.00
7 sets .90 x 2.10 Hollow Core door ₱ 2,500.00 ₱ 17,500.00
15 sets .60 x 1.20 Phenolic board ₱ 2,000.00 ₱ 30,000.00
3 sets .80 x 2.10 Double Panel door with glass ₱ 6,000.00 ₱ 18,000.00
inserts
b. Door Jambs
39 pcs 2'' x 6'' tanguile door jambs ₱ 350.00 ₱ 13,650.00
c. Accessories
78 prs 3-1/2" x 3-1/2" loose pin hinges ₱ 250.00 ₱ 19,500.00
62 sets stanley cylinder lockset ₱ 620.00 ₱ 38,440.00
sub total ₱ 1,439,090.00
U. COST AMOUNT
d. windows (see schedule of windows)
2 sets .60 x .30 W-3 1.98 ₱ 8,000.00 ₱ 16,000.00
9 sets 6.00 x 2.50 W-4a 15 ₱30,000.00 ₱ 270,000.00
2 sets 1.00 x 1.70 W-7 11.9 ₱ 8,000.00 ₱ 16,000.00
6 sets 1.00 x 2.50 W-9 15 ₱ 8,000.00 ₱ 48,000.00
Total area of Windows 43.88 sqmt ₱ 350,000.00
Sub Total ₱ 350,000.00
VII. THERMAL PROTECTION U. COST AMOUNT
1456 sqmt rigid steel roof framing ₱ 2,500.00 ₱ 3,640,000.00
1456 sqmt color roof sheets complete with framing ₱ 950.00 ₱ 1,383,200.00
1456 sqmt ceiling works ₱ 700.00 ₱ 1,019,200.00
sub total ₱ 6,042,400.00
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X. PLUMBING WORKS U. COST AMOUNT
a. Fixtures
15 sets Water Closet ₱ 7,850.00 ₱ 117,750.00
6 sets Urinal ₱ 4,500.00 ₱ 27,000.00
1 set Wall Hung Lavatory ₱ 2,500.00 ₱ 2,500.00
10 sets Through Lavatory ₱ 2,500.00 ₱ 25,000.00
2 sets Double Well Kitchen Sink ₱ 3,700.00 ₱ 7,400.00
Sub Total: ₱ 61,900.00
b. Sanitary lines - PVC pipes schedule 40
19 pcs 3'' PVC Pipe ₱ 442.00 ₱ 8,398.00
41 pcs 4'' PVC pipe ₱ 578.00 ₱ 23,698.00
21 pcs 6'' PVC pipe ₱ 855.00 ₱ 17,955.00
24 pcs 3'' P- trap ₱ 142.00 ₱ 3,408.00
16 pcs 4'' P- trap ₱ 258.00 ₱ 4,128.00
39 pcs 4'' Clean -out ₱ 78.00 ₱ 3,042.00
9 pcs 6'' Clean- out ₱ 734.00 ₱ 6,606.00
15 pcs Floor Drains ₱ 50.00 ₱ 750.00
10 pcs Grease Trap ₱ 65.00 ₱ 650.00
12 pcs 3'' Socket/ Coupling ₱ 37.00 ₱ 444.00
30 pcs 4'' Socket/ Coupling ₱ 6.00 ₱ 1,980.00
31 pcs 6'' Socket/ Coupling ₱ 420.00 ₱ 13,020.00
11 pcs 3'' 1/8 bend ₱ 51.00 ₱ 561.00
16 pcs 4'' 1/8 bend ₱ 80.00 ₱ 1,280.00
30 pcs 3''x3'' Wye ₱ 108.00 ₱ 3,240.00
11 pcs 4''x3'' Wye ₱ 160.00 ₱ 1,760.00
28 pcs 4''x4'' Wye ₱ 168.00 ₱ 4,704.00
9 pcs 6''x6'' Wye ₱ 330.00 ₱ 2,970.00
1 pc 3'' Double Branch Wye ₱ 216.00 ₱ 216.00
10 pcs 4'' Double Branch Wye ₱ 336.00 ₱ 3,360.00
Sub Total ₱ 102,170.00
c. Water lines - Eslon Blue PVC pipes sched. 40
2 pcs 2'' PVC Pipe with hub ₱ 460.00 ₱ 920.00
7 pcs 1-1/2'' PVC Pipe with hub ₱ 295.00 ₱ 2,065.00
27 pcs 1-1/4'' PVC Pipe with hub ₱ 189.00 ₱ 5,103.00
43 pcs 1'' PVC Pipe with hub ₱ 149.00 ₱ 6,407.00
10 pcs 3/4'' PVC Pipe ₱ 112.00 ₱ 1,120.00
54 pcs 90˚ Tee ₱ 73.00 ₱ 3,942.00
3 pcs Cross ₱ 190.00 ₱ 570.00
66 pcs Reducer ₱ 34.00 ₱ 2,244.00
94 pcs 90˚ Elbow ₱ 62.00 ₱ 5,828.00
2 pcs Water Tank ₱25,500.00 ₱ 51,000.00
14 pcs Gate Valve ₱ 335.00 ₱ 4,690.00
1 pc Check Valve ₱ 820.00 ₱ 820.00
Sub total ₱ 84,709.00
e. Tilings and trims
710 pcs 15 x 15 cm ceramic wall tiles ₱ 25.00 ₱ 17,750.00
1561 pcs 25 x 25 cm ceramic wall tiles ₱ 50.00 ₱ 78,050.00
36 bags Tile grout ₱ 120.00 ₱ 4,320.00
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464 bags tile adhesive ₱ 270.00 ₱ 125,280.00
34 pcs Tile trim ₱ 90.00 ₱ 3,060.00
Sub total ₱ 228,460.00
Total ₱ 477,239.00
XI. ELECTRICAL WORKS Unit Cost Amount
a. Wiring, Conduits and branches
120 sets Lighting outlets ₱ 820.00 ₱ 98,400.00
57 sets Convenience outlets ₱ 720.00 ₱ 41,040.00
1 sets ACU ₱ 1,850.00 ₱ 1,850.00
b. Fixtures
120 pcs 40 watts fluorescent bulb ₱ 650.00 ₱ 78,000.00
134 pcs 28 watts T5 Fluorescent ₱ 318.00 ₱ 42,612.00
32 pcs 32 watts Pendant Light ₱ 699.00 ₱ 22,368.00
258 pcs 18 watts pinlight ₱ 278.00 ₱ 71,724.00
c. Main Controls
1 set circuit main breaker 30,000.00 ₱ 30,000.00
3 pcs 10 holes plug- in panel board ₱ 2,100.00 ₱ 6,300.00
5 pcs 8 holes plug-in panelboard ₱ 1,700.00 ₱ 8,500.00
13 pcs 6 holes plug-in panel board ₱ 1,300.00 ₱ 16,900.00
8 pcs 4 holes plug in panel board ₱ 900.00 ₱ 7,200.00
20 pcs electrical meter ₱ 1,000.00 ₱ 20,000.00
d. Service Connections
1 sets meter base and meter ₱ 2,000.00 ₱ 2,000.00
1 set service connection ₱ 500.00 ₱ 500.00
Sub Total ₱ 348,994.00
XII. PAINTING WORKS Unit Cost AMOUNT
300 gal Davies paint(sun and rain) ₱ 600.00 ₱ 180,000.00
468 gal Davies paint(Bio fresh) ₱ 700.00 ₱ 327,600.00
443 gal Putty ₱ 580.00 ₱ 256,940.00
229 gal Concrete neutralizer ₱ 435.00 ₱ 99,615.00
Sub Total ₱ 864,155.00
XIII. MISCELLANEOUS ITEMS Unit Cost AMOUNT
280 pcks sahara water proofing ₱ 30.00 ₱ 8,400.00
35 ltrs anti anay ₱ 810.00 ₱ 28,350.00
10 pcs waterproof toilet partition cubicle ₱ 7,520.00 ₱ 75,200.00
Sub Total ₱ 111,950.00
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79
CHAPTER 5
SYNTHESIS
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DESIGN PHILOSOPHY
“Design must reflect the practical and aesthetic in business but above all, good design
must primarily serve people”
DESIGN GOALS and OBJECTIVES
The proposed project will serve as a centralized terminal for all modes of transportation
within and outside the municipality that is responsive to the needs of the commuters. It
will feature a modern look that will be basically made of steel structure and at the same
time adapts the concepts and theories of tropical design. The terminal will function as an
iconic meeting point that will give a warm and welcoming ambience to the travelers and
commuters.
DESIGN CONCEPTS
ARCHITECTURAL CONCEPT
TROPICAL DESIGN
Sustainable Tropical Building Design Principles
Energy and emissions

1. Incorporate passive design measures to maximise the use of natural
ventilation, cooling and lighting.
2. Maximise energy efficiency and surpass minimum statutory requirements
for energy efficiency.
3. Strive for long-term sustainability and energy security by installing
renewable energy generation systems.
4. Maximise opportunities for public and active transport access to the
building.
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Water and wastewater
5. Maximise water efficiency and surpass minimum statutory requirements for
water efficiency.
6. Access alternative water sources to reduce consumption of potable water.
7. Phase out use of potable water in landscaping.
Indoor environment quality

8. Incorporate materials and fittings that are not harmful to the health, safety
and well being of building users.
9. Use air-handling and temperature control systems that provide a
comfortable and healthy indoor environment.
10. Ensure work areas have access to natural light and external views.
Waste and construction materials

11. Select materials with the lower embodied energy and environmental
impacts.
12. Maximise reuse and recycling of construction and demolition waste.
13. Allow adequate space for recycling, waste storage and composting by
building occupants.
Local environment
14. Restore habitat and improve community spaces surrounding buildings.
15. Minimise the impact during and post development on biodiversity, water
and soil quality, soil erosion
and visual amenity.
BUILDING UTILITIES CONCEPT

AIR FILTRATION SYSTEM
The primary focus of air filtration is removal of particulates, not gases—partly
because particulates are easier and less expensive to filter out. Particulate air
filters vary widely according to function, operation, configuration, and
efficiency. For the removal of aerosols (particulates and liquid droplets), there
are two primary types of filters: mechanical and electrostatic.
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Mechanical filters physically capture particulates by straining out the largest

particles and by various mechanisms of intercepting and holding onto smaller
particles. While the straining function of a filter is easiest to envision, far more
significant is the capture of particles smaller than the filter fibers. Some filters
are sticky to capture small particles. The smallest particles stick to the fibers
through Van der Waals forces (weak attractions between molecules or
particles that result from the interaction of electrons).
The simplest, least expensive particulate filters are flat, or panel, filters with a
1⁄2”- to 2”-thick (13–51 mm) mat of fibrous material, such as fiberglass,
cellulose, nonwoven synthetic fiber, open-cell foam, or animal hair. These
filters effectively capture large particulates and are common on residential
furnaces and air conditioners, but they do not filter smaller, respirable
particles.
Many of the highest-efficiency particulate filters today are made of nonwoven,

high-denier synthetic fiber and are pleated to extend the filter surface area.
Pleated filters range from 1” (25 mm) to more than 24” (600 mm) deep and
offer medium to the very highest filtration efficiencies. Bag or pocket filters
also provide extended-surface filtration.
STRUCTURAL CONCEPT
STAINLESS STEEL AS A PRIMARY CONSTRUCTION MATERIAL

 Stainless steel is an iron alloy which contains a minimum of 11 per
cent chromium besides some other Additives like nickel,
molybdenum, titanium, aluminium and copper.
 stainless steel is attractive because of its resistance to erosion and
corrosion; it is lightweight without Compromising strength. Moreover, it
is heat resistant, durable, impact resistant, low maintenance, flexible,
has a low life-cycle cost and an aesthetic appearance.
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DESIGN PARAMETERS
“An Act Repealing Presidential Decree (PD 1096), otherwise known as the
1977 National Building Code of the Philippines (NBCP)”
Classification and general requirement of all buildings by use of

occupancy
Division E-1
Business and Mercantile, where no work is done except change of parts and
maintenance requiring no open flames, welding, or use of highly flammable
liquids.
Building Height Limit (BHL) by Type of Use or Occupancy

15.00 meters (or must complement
Utility/ Transportation/ RROW/
the duly-approved BHL in the major
Services
zone it is part of)
Section 710. Parking Slot, Parking Area and Loading/ Unloading Space
Requirements
a. The parking slot, parking area and loading/ unloading space requirements
listed hereafter are generally the minimum off-street cum on-site
requirements for specific uses/ occupancies for buildings/ structures, i.e.,
all to be located outside of the road right-of-way (RROW).
b. The size of an average automobile (car) parking slot must be computed at

two point five (2.5) m by five (5.0) m for perpendicular or diagonal
parking.
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Minimum Requirement Off-Street (Off-RROW) cum On-Site Parking Slot,
Parking-Area and Loading/Unloading Space Requirements by Allowed
Use or Occupancy
One (1) car slot for every
500.00 sq. meters of gross
floor area or for a fraction
thereof; and one (1) off-
RROW (or off-street)
Terminals, Inter- passenger loading space
modals or Multi- that can accommodate
Division E-1
modals, Depots and two (2) queued bus slots
the like (UTS) whichever is applicable;
maneuvering area of
buses, trucks and like
vehicles shall be outside
of the RROW (within
property or lot lines only)
Lot Type
Corner Lot
Setbacks for Commercial*, Industrial, Institutional, and Recreational

Buildings:
Road Right-of-Way (RROW) Side Rear Front
Width (meters) (meters) (meters) (meters)
10.00 to 19.00 5.00 2.00 2.00
85
Total Open Space Requirements on Lots by Use/ Occupancy, Type/
Location and Suggested Minimum Lot Sizes, Lot Dimensions & Types
by Use/ Occupancy
Lot Type/ Location Minimum Percentage of Open
Space By Occupancy Type ** (for
Proposed Developments without
Firewalls or Abutments)
E-1 and E-3 ( Transportation/Utility/Services)
Corner Lot + or Through Lot 40% (for all classes of
transportation/ utility use or
occupancy)
Section 805. Clear Ceiling Heights.

Habitable rooms provided with artificial ventilation must have clear floor to
ceiling heights (clear ceiling height or CCH) of not less than two point four
(2.4) m measured at right angle from the top of the finished floor (the finished
floor line or FFL) to the bottom of the finished ceiling (the finished ceiling line
or FCL); Provided, that for buildings of more than one(1)- storey, the
minimum CCH of the first floor shall be two point seven (2.7) m and that for
the second floor, two point four (2.4) m and succeeding floors shall have a
CCH of not less than two point one (2.1) m above the FFL. The above- stated
rooms with a natural ventilation shall have CCH of not less than two point
seven (2.7) m.
Section 808. Window Openings and Openings.

Every room intended for any use, not provided with artificial ventilation
system as herein specified in this Act, shall be provided with a window or
windows with a total free area of openings equal to at least ten percent (10%)
of the gross floor area (GFA) of room if the room is fully enclosed by heat-
insulating panels such as cement-bonded boards (CBBs), at least fifteen
percent (15%) of the GFA of the room if the room is fully enclosed by panels
with some heat-absorbent properties such as wood or plastic based
materials, and at least twenty percent (20%) of the GFA of the room if the
room is fully enclosed by concrete masonry units (CMUs), which are heat-
86
absorbing materials. Such window openings shall be provided with either
operable of fixed glass panels to allow natural light and/or ventilation into the
building interior, and shall open directly to (or face) a court, yard, public
RROW/ street or alley or open water courses.
Section 1207. Stairs, Exits and Occupant Loads.

1. Exits
a. Number of Exits. Every building or usable portion thereof shall have at
least one exit. In all occupancies, floors above the first floor having an
occupant load of more than ten (10) shall have at least two (2) exits.
b. Width. The total width of exits in meters shall not be less than the total
occupant load served divided by one hundred and sixty five (165). Such width
of exits shall be divided approximately equally among the separate exits. The
total exit width required from any floor/ level of a building shall be determined
by using the occupant load of that floor/ level plus the percentage of the
occupant loads of floors which exits through the floor/ level under
consideration as follows: fifty percent (50%) of the occupant load in the first
adjacent floor/ level above (and the first adjacent floor/ level below when a
floor/ level below exits through the floor/ level under consideration) and
twenty five percent (25%) of the occupant load in the floor/ level immediately
beyond the first adjacent floor/ level. The maximum exit width from any floor/
storey of a building shall be maintained.
c. Arrangement of Exits. If only two (2) exits are required, these shall be
placed a distance of not less than one-fifth (1/5) of the perimeter of the
area served measured in a straight line between exits. Where three (3) or
more exits are required, these shall be arranged at a reasonable distance
apart such that if one becomes blocked, the others will still be available.
2. Doors. The provisions herein shall apply to every exit door serving an area
having an occupant load of more than ten (10) or serving hazardous rooms or
areas.
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a. Swing. Exit door shall swing in the direction of exit travel when serving any
hazardous areas or when serving an occupant load of fifty (50) or more.
Double acting doors shall not be used as exits serving a tributary occupant
load of more than one hundred (100); nor shall they be used as a part of fire
assembly, nor equipped with public hardware. A double acting door shall be
provided with a view panel of not less than one thousand three hundred
(1,300) square centimeters (sq cm).
b. Width and Height. Every required exit doorway shall be of a size as to

permit the installation of a door not less than nine hundred (900) mm in width
and not less than two meters (2.0) m in height. When installation in exit
doorways, exit doors shall be capable of openings at least ninety (90)
degrees and shall be so mounted that the clear width of the exit way is not
less than seven hundred (700) mm. In computing the required exit width the
net dimension of the exit way shall be used.
c. Door Leaf Width. No leaf of an exit door shall exceed one point two (1.2) m
in width.
3. Corridors and Exterior Exit Balconies. The provisions herein shall apply to
every corridor and exterior exit balcony serving as required exit for an
occupant load of more than ten (10).
a. Width. Every corridor or exit balcony shall not be less than one point one
(1.1) m in width.
b. Projections. The required width of corridors and exterior exit balconies

shall be an obstructed: Except, that trim handrails, and doors when fully
opened shall not reduce the required width by more than two hundred (200)
mm. Doors in any position shall not reduce the required width of the corridor
by more than one half (1/2).
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4. Stairways. Except stairs or ladders used only to access, equipment, every
stairway serving any building or portion thereof shall conform to the following
requirements:
5. Width. Stairways serving an occupant load of more than fifty (50) shall not
be less than one point one (1.1) m. Stairways serving an occupant load of
fifty (50) or less may be nine hundred (900) mm wide. Private stairways
serving an occupant load of less than ten (10) may be seven hundred and
fifty (750) mm wide. Trim and handrails shall not reduce the required width by
more than one hundred (100) mm.
6. Rise and Run. The rise of every step in a stairway shall not exceed two
hundred (200) mm and the run shall not less than two hundred and fifty (250)
mm. The maximum variations in the height of risers and the width of treads in
any one flight shall be five (5) mm: Except, in case of private stairways
serving an occupant load of less than ten (10), the rise may be two hundred
(200) mm and the run may be two hundred and fifty (250) mm, except as
provided in sub-paragraph (3) below.
7. Landing. Every landing shall have a dimension measured in the direction of

travel equal to the width of the stairway. Such dimension need not exceed
one point two (1.2) m when the stairs have a straight run. Landings when
provided shall not be reduced in width by more than one hundred (100) mm
by a door when fully open.
8. Ramps. A ramp conforming to the provisions of this Act may be used as an

exit. The width of ramps shall be as required for corridors.
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The Law to Enhance Mobility of Disabled Persons
BATAS PAMBANSA BLG. 344
“AN ACT TO ENHANCE THE MOBILITY OF DISABLED PERSONS BY REQUIRING

CERTAIN BUILDINGS; INSTITUTIONS, ESTABLISHMENTS, AND PUBLIC UTILITIES
TO INSTALL FACILITIES AND OTHER DEVICES.”
OUTSIDE AND AROUND BUILDINGS
1. WALKWAYS AND PASSAGEWAYS
a. Walkways should be kept as level as possible and provided with slip-resistant

material.
b. Whenever and wherever possible, walkways should have a gradient no more than
1:20 or 5%.
c. Walkways should have a maximum cross gradient of 1:100.
d. Walkways should have a minimum width of 1.20 meters.
e. Walkways should have a continuing surface without abrupt pitches in angle or

interruptions by cracks or breaks creating edges above 6.50 mm.
f. Walkway headroom should not be less than 2.0 m and preferably higher.
g. Passageways for the disabled should not be obstructed by street furniture, bollards,
sign posts or columns along the defined route, as they can be hazardous.
2. HANDRAILS
a. Handrails shall be installed at 0.90 m and 0.70 m above steps or ramps. Handrails for
protection at great heights may be installed at 1.0 m to 1.06 m.
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b. A 0.30 m long extension of the handrail should be provided at the start and end of
ramps and stairs.
c. Handrails that require full grip should have a dimension of 30 mm to 50 mm.
d. Handrails attached to walls should have a clearance no less than 50 mm from the
wall. Handrails on ledges should have a clearance not less than 40 mm.
3. SIGNAGES
a. Directional and informational sign should be located at points conveniently seen even
by a person on a wheelchair and those with visual impairments;
b. Signs should be kept simple and easy to understand; signages should be made of
contrasting colors and contrasting gray matter to make detection and reading easy;
c. The international symbol for access should be used to designate routes and facilities
that are accessible;
d. Should a sign protrude into a walkway or route, a minimum headroom of 2.0 meters
should be provided;
e. Signs on walls and doors should be located at a maximum height of 1.60 M. and a
minimum height of 1.40 meters. For signage on washroom doors,
f. Signages labelling public rooms and places should have raised symbols, letters or
numbers with minimum height of 1 mm; braille symbols should be included in signs
indicating public places and safety routes;
g. Text on signboards shall be of a dimension that people with less than normal visual
acuity can read at a certain distance.
PARKING
1. PARKING AREAS
a. Parking spaces for the disabled should allow enough space for a person to transfer to
a wheelchair from a vehicle;
b. Accessible parking spaces should be located as close as possible to building

entrances or to accessible entrances;
91
c. Whenever and wherever possible, accessible parking spaces should be perpendicular
or to an angle to the road or circulation aisles;
d. Accessible parking slots should have a minimum width of 3.70 m.;
e. A walkway from accessible spaces of 1.20 m. clear width shall be provided between
the front ends of parked cars;
f. Provide dropped curbs or curb cut-outs to the parking level where access walkways
are raised;
g. Pavement markings, signs or other means shall be provided to delineate parking

spaces for the handicapped;
h. Parking spaces for the disabled should never be located at ramped or sloping areas;
i. Where parking spaces are required to be provided, the number of accessible parking
lots for vehicles driven by persons with disabilities or vehicles with passengers with
disabilities shall be in accordance with Table B.1.1 below:
ACCESSIBLE PARKING SLOT REQUIREMENT
REQUIRED NUMBER OF ACCESSIBLE

TOTAL NUMBER OF PARKING SLOT
PARKING SLOTS
1-25 1
26-50 2
51-75 3
76-100 4
101-150 5
151-200 6
201-300 7
301-400 8
401-500 9
501-1000 2% OF TOTAL SPACES
20+(1 FOR WACH 100 OR A FRACTION
1001-OVER
THEREOF OVER 1000)
92
INSIDE BUILDINGS AND STRUCTURES
1. ENTRANCES
a. Entrances should be accessible from arrival and departure points to the interior lobby;
b. In case entrances are not on the same level of the site arrival grade, ramps should be
provided as access to the entrance level;
c. Entrances with vestibules shall be provided a level area with at least a 1.80 m. depth
and a 1.50 m. width;
2. RAMPS
a. Changes in level require a ramp except when served by a dropped curb, an elevator
or other mechanical device;
b. Ramps shall have a minimum clear width of 1.20 m;
c. The maximum gradient shall be 1:12;
d. The length of a ramp should not exceed 6:00 m. if the gradient is 1:12; longer ramps
whose gradient is 1:12 shall be provided with landings not less than 1.50 m.;
e. A level area not less than 1.80 m. should be provided at the top and bottom of any
ramp;
f. Handrails will be provided on both sides of the ramp at 0.70 m. and 0.90 m. from the
ramp level;
g. Ramps shall be equipped with curbs on both sides with a minimum height of 0.10 m;
3. DOORS
a. All doors shall have a minimum clear width of 0.80 m;
b. Clear openings shall be measured between the surface of the fully open door at the
hinge and the door jamb at the stop;
c. Doors should be operable by a pressure or force not more than 4.0 kg; the closing
device pressure an interior door shall not exceed 1 kg;
d. A minimum clear level space of 1.50 m x 1.50 m shall be provided before and
extending beyond a door;
93
EXCEPTION: where a door shall open onto but not into a corridor, the required clear,
level space on the corridor side of the door may be a minimum of 1.20 m. corridor width;
e. Protection should be provided from doors that swing into corridors;
f. Out swinging doors should be provided at storage rooms, closets and accessible
restroom stalls;
g. Latching or non-latching hardware should not require wrist action or fine finger
manipulation;
h. Doorknobs and other hardware should be located between 0.82 m. and 1.06 m. above
the floor; 0.90 is preferred;
i. Vertical pull handles, centered at 1.06 m. above the floor, are preferred to horizontal
pull bars for swing doors or doors with locking devices;
j. Doors along major circulation routes should be provided with kick plates made of
durable materials at a height of 0.30 m. to 0.40 m;
4. CORRIDORS
a. Recesses or turnabout spaces should be provided for wheelchairs to turn around or to

enable another wheelchair to pass; these spaces shall have a minimum area of 1.50 m x
1.50 m. and shall be spaced at a maximum of 12.00 m;
b. As in walkways, corridors should be maintained level and provided with a slip resistant
surface;
c. Corridors shall have minimum clear width of 1.20 m.; waiting areas and other facilities
or spaces shall not obstruct the minimum clearance requirement;
5. WASHROOMS & TOILETS
a. Accessible public washrooms and toilets shall permit easy passage of a wheelchair
and allow the occupant to enter a stall, close the door and transfer to the water closet
from either a frontal or lateral position;
b. Accessible water closet stalls shall have a minimum area of 1.70 x 1.80 mts. One
movable grab bar and one fixed to the adjacent wall shall be installed at the accessible
water closet stall for lateral mounting; fixed grab bars on both sides of the wall shall be
installed for stalls for frontal mounting;
94
c. A turning space of 2.25 sq.m. with a minimum dimension of 1.50 m. for wheelchair
shall be provided for water closet stalls for lateral mounting;
d. All accessible public toilets shall have accessories such as mirrors, paper dispensers,
towel racks and fittings such as faucets mounted at heights reachable by a person in a
wheelchair;
e. The minimum number of accessible water closets on each floor level or on that part of
a floor level accessible to the disabled shall be one (1) where the total number of water
closets per set on that level is 20; and two (2) where the number of water closets exceed
20;
f. In order to aid visually impaired persons to readily determine whether a washroom is

for men or for women, the signage for men's washroom door shall be an equilateral
triangle with a vertex pointing upward, and those for women shall be a circle; the edges
of the triangle should be 0.30 m long as should be the diameter of the circle; these
signages should at least be 7.5 mm thick; the color and gray value of the doors; the
words "men" and "women" or the appropriate stick figures should still appear on the
washroom doors for the convenience of the fully sighted;
g. Note: the totally blind could touch the edge of the signs and easily determine whether
it is straight or curved;
h. The maximum height of water closets should be 0.45 m.; flush control should have a
maximum height of 1.20 mts.
i. Maximum height of lavatories should be 0.80 m. with a knee recess of 0.60 - 0.70 M.
vertical clearance and a 0.50 m. depth.
j. Urinals should have an elongated lip or through type; the maximum height of the lip
should be 0.48 m.
95
STANDARD CLASSIFICATION AND GUIDELINES IN THE ESTABLISHMENT,
MAINTENANCE AND OPERATIONS OF PUBLIC TRANSPORT TERMINALS
MEMORANDUM CIRCULAR NO. 2008-013
1. FOR INTER-MODAL TRANSPORT TERMINAL
An inter-modal transport terminal is one which can simultaneously accommodate/serve

at least three (3) types of public land transport vehicles, such as PUBs, PUJs, TaxiCabs,
Multi-Cabs, Vans/AUVs, etc.
The owner/operator of such terminal shall install/provide the following:
a. Separate and sufficient parking slots/spaces for each mode of transport;

b. Adequate and comfortable benches and/or seats with backrests for waiting
passengers;
c. Concrete pavement and flooring;
d. Roofing that would provide sufficient shade to passengers from heat of sun or
rain;
e. Wide entrances and exits for easy mobility to and from the terminal
f. Communication facilities (such as telephone, fax machines, internet, etc.);
g. Public Address System Facilities and CCTV cameras/monitors;
h. Information and Passenger Assistance Counters;
i. Appropriate and adequate signages;
j. Sufficient number of security personnel for protection of passengers from abusive
vendors, pickpockets, and other lawless elements and for the proper inspection
of baggages;
k. Separate restrooms for male, female and disabled passengers which must at all
times, be clean, suficiently lighted, foul odor- free, ventilated, with clean running
water, flush system, toilet seat with cover, lavatory, waste bin, toilet paper, mirror,
dispenser with soap, hand dryer, dry flooring, functional door lock, and janitorial/
maintenance personnel;
l. Diaper- changing tables inside the feamle restrooms for female passengers
travelling with infants/babies; and
m. Priority lane for persons with special needs specifically pregnant women,
mothers travelling with infants and/or small children, and those with physical
disabilities
96
SPACE REQUIREMENTS
1. Public Seating
2. Baggage room
The baggage room should be accessible from both the public area and the
concourse and have an area equal to about 10 percent of the total building or
contain about50 sq. Ft for each bus loading berth, whichever is higher.
97
3. Ticketing Facilities
One position should be provided for each 25 to 30 waiting room seats. The linear
feet of counter space depends on individual carrier operation and the type of
ticketing equipment used and may vary between 3 to 5ft per position and/or
about 50 to 60 sq.ft per position. The height of the counter is usually42 in.
4. Dispatch Office
The size of the dispatch office may vary anywhere from 50 to150 sq. Ft. Offices
all terminals regardless of type require a certain amount of office space. The
specific area to be provided depends on the terminal size and type.
5. Corridor Design
The maximum practical flow through a corridor is approximately 25 persons per
foot width of corridor per minute (pfm). The flow volume that allows for the
selection of normal walking speed and avoidance of traffic conflicts is equivalent
to 7 pfm (or less).
6. Queuing Stations
The length of a linear queue may be estimated on the basis of an average per
person spacing of 20 in. Where no circulation through the queuing space is
required, area occupancies as low as 5 sq. ft per person may be tolerated for
short periods. This allows standing pedestrians to avoid physical contact with
each other. Where movement through the queuing space is required, such as in
a passenger waiting concourse, an average area of 10 or more sq.
Ft per person is required.
7. Toilet
AREA NO. OF WC NO. OF LAV NO. OF URINAL
Arrival Block 2 for 20 men 2 for 20 men 1 for 20 men
2 for 15 women 2 for 15 women
Departure Block 1 for 25 men 1 for 25 men 1 for 7-20 men
1 for 15 women 1 for 25 women 2 for 21-45 men
Offices 1 for 25 men 1 for 25 men 1 for 7-20 men
1 for 15 women 1 for 25 women 2 for 21-45 men
Food Courts 1 per 50; over 1 per WC 1 for 50 men
200 people add For men and
1 per 100 for women
men
2 per 50;over
200 people add
1 per 100 for
women
8. ANGLE OF DEPARTURE
A reasonable minimum value is necessary to reduce the incidence of tailpipe and
rear bumper dragging. The standard calls for a minimum of 10 degrees.
98
9. ANGLE OF APPROACH
The standard developed in 1960 by the society of automotive engineers calls for
a minimum value of 15 degrees.
10. RAMP SLOPES

The maximum ramp slope should be 20 percent. For slopes over 10 percent, a
transition at least 8 ft long should be provided at each end of the ramp at one half
the slope of the ramp itself.
d. BUS GEOMETRICS
1. PLATFORM TYPE
PARALLEL LOADING
 Requires Excessive Amount Of Space.

 Buses Must Usually Wait Until First Bus Exits.
 Large Terminal Requires Pedestrian Under/Overpass Facilities To Protect
Passengers While Crossing Lanes.
RIGHT-ANGLE LOADING
 Out swinging Bus Door Which Forms a Barrier around Which Passenger Must
Pass.
 Bus Maneuvering Difficult.
STRAIGHT SAW TOOTH LOADING
 Efficient-Employed Where Lot Is Comparatively Narrow and Deep.

 Passenger Has Direct Approach To Loading Door.
 Baggage Truck Can Operate Between Buses For Side Loading.
RADIAL SAW TOOTH LOADING
 Most efficient buses swing into position along natural driving are.
 Space required at front is minimum-wide space at rear making maneuvering
easy.
99
100
CHAPTER 6
TRANSLATIONS
101
102
103
104
105
106
REVISED FLOOR PLAN
107
108
APPENDICES
109
110
111
112
CURRICULUM VITAE
PERSONAL INFORMATION
Name: Camille Anne Madriaga Najorra
Birthdate: March 18, 1997 Birthplace: Santiago City
Height: 5’0” Weight: 52 kg.
Religion: Roman Catholic Nationality: Filipino
Civil Status: Single
Father’s Name: Arturo Najorra Occupation: Bank Employee
Mother’s Name: Criselda Najorra Occupation: Bank Employee
Contact No.: 09266625597 Email: [email protected]
EDUCATIONAL ATTAINMENT

March 2013 ▪ Secondary Education

March 2009 ▪ Primary Education
PROFICIENCY
Computer Skills: Well- verse in operating AutoCad and SketchUp
Drafting Skills: Can complete architectural, structural, sanitary and electrical drawings
Languages: Proficient in the English Language and knows basic Mandarin
Other: Can create rough and deatialed cost estimates of a project

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RUWEDA: A CENTRALIZED TERMINAL WITH COMMERCIAL SPACES IN BAGGAO,

A Thesis Book Presented to the Faculty of

In Partial Fulfillment of the Requirements for the Academic Degree of

CAMILLE ANNE M. NAJORRA

Transport is a vital element of development. Where a good transport infrastructure

THE PROBLEM AND ITS SETTING

BACKGROUND OF THE STUDY

Alongside with the transition, there is a continuous influx of different modes of

STATEMENT OF THE PROBLEM

ARCHITECTURAL THESIS GOAL/OBJECTIVES/STRATEGIES

ARCHITECTURAL THESIS GOAL

OBJECTIVES and STRATEGIES

2) To develop an iconic terminal that will serve as a catalyst of development

3) To apply tropical design theories and concepts in the development of the

SCOPE and LIMITATIONS

SIGNIFICANCE OF THE THESIS

DEFINITION OF TERMS and CONCEPTS

Kuyasa Transport Interchange / MEYER+VORSTER Architects

The complex is made up of two

A high quality public space, is lined

It has playful semi-circular walled

Cite: "Kuyasa Transport Interchange / MEYER+VORSTER Architects" Feb

Rotterdam Central Station | Team CS

Incorporation of natural light, the

The wood finish on the inside of

Cite: Rotterdam Central Station | Team CS- Arch2O.com Delia Chang

Super Bus Terminal, Jalandhar

Sorsogon Grand Terminal

Koronadal City Integrated Public Transport Terminal

 Green Architecture and Technology

STATE OF THE ART

CULTURE AND GENDER SENSITIVE

 Priority lane for pregnant women, senior citizens, differently-abled persons

MIXED USE DEVELOPMENT

THORETICAL/ CONCEPTUAL FRAMEWORK

• Gathered data of vehicles and commuters

• Design desirable and appropriate arrangement of spaces

• Layout the spaces according to its function and flow through

The researcher conducted an applied research to address an immediate solution

Andries Samuel. “KUYASA SQUARE TRANSPORT INTERCHANGE” Architecture South

Delia Chang .Rotterdam Central Station | Team CS- Arch2O.com

MEYER+VORSTER Architects. “Kuyasa Transport Interchange / MEYER+VORSTER

PRESENT AND PROJECTED POPULATION

MACRO- SITE DATA

Area and Land Use URBAN LAND USES

DIAVBATODA Asinga, Bacagan, Tungel, Dabbac 60 40 60 Tricycle

DPRAB Dapir, Remus, Barsat, Tallang 80 15 30 Tricycle

RANCHOTODA Bitag Grande 50 20 40 Tricycle

SINTABW San Isidro, Nangalinan, Taytay, Barsat West 35 10 25 Tricycle

HASATODA Sto. Ranchinda 30 15 30 Tricycle

SMAVODA Tuguegarao 20 15 20 Van

BCVODA Tugueagarao 65 15 30 Van

TIME SCHEDULE OF ARRIVAL/ DEPARTURE FOR VANS

DIMENSION OF PARKING SLOT

SCOPE and DELIMITATIONS

INTEGRATED BUS TERMINAL-CUM COMMERCIAL COMPLEX AT MOHALI

Houses prominent business establishments. Direct access between Chandigarh

Project and Site Details

Site area = 7.02 acres (28439.4711 sq. M)