ACKNOWLEDGEMENT I am very thankful to my adviser, Arch’t. Zafra, who was always there since the start of the thesis book and for the times when he was there to check and guide me during the development of my design. I would also like to thank my thesis coordinators, Arch’t. Ma. Lizetta Uy, Arch’t. Raymund Dinglasa, Arch’t. Omar Maxwell Espina and Arch’t. Joseph Michael Espina. Special thanks also to Arch’t. Raagas, Arch’t. Valenzona and Arch’t. Cabilao for the time and the advice that helped a lot. I would also like to thank especially to my housemates, Jake, Zev, Romie, Mike, Nikko, Rishi, Abbie and Dan2x who helped me through time, also to Robert, Tisoy, Mark Bets, Evee, Hannah, and to Mama for their undying support and help. For my classmates who were there support and for their smiles, thank you. 1
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Transcript
ACKNOWLEDGEMENT
I am very thankful to my adviser, Arch’t. Zafra, who was always there since the start of
the thesis book and for the times when he was there to check and guide me during the
development of my design.
I would also like to thank my thesis coordinators, Arch’t. Ma. Lizetta Uy, Arch’t.
Raymund Dinglasa, Arch’t. Omar Maxwell Espina and Arch’t. Joseph Michael Espina.
Special thanks also to Arch’t. Raagas, Arch’t. Valenzona and Arch’t. Cabilao for the time
and the advice that helped a lot.
I would also like to thank especially to my housemates, Jake, Zev, Romie, Mike, Nikko,
Rishi, Abbie and Dan2x who helped me through time, also to Robert, Tisoy, Mark Bets,
Evee, Hannah, and to Mama for their undying support and help. For my classmates who
were there support and for their smiles, thank you.
To my parents for the support, time and money they spent for me. To my mother, Diana,
my father, Charles and my sisters, thank you so much.
And lastly to the almighty God who gave me all of these, the blessings and the
opportunity to be here right now in my life.
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CHAPTER 1
THE PROBLEM AND ITS PURPOSE
I. INTRODUCTION
A bus garage and terminal is necessary for bus maintenance and repair. It is also
used as a parking facility and headquarters for drivers. More importantly, the facility is
made to provide comfort and safety to passengers in their few hours or minutes of stay
in the facility. A common garage for cars would surely not be the same as to the bus
because of its physical and mechanical features
Ceres Bus Liner is the biggest bus company in the Philippines which started
operations in 1968 at Bacolod, Negros Occidental. As of now it comprises 1500 bus
units. 80% of its buses are mostly found in Visayas and Mindanao, and the other 20%
serves the northern part of the archipelago. The operator is the Vallacar Transit Inc.
Ceres Bus Line operates mostly in Visayas, especially in Cebu. It started in Cebu when
they took over the ABC Bus Liner, owned by Crisologo Abines, which was the most
famous bus liner in Cebu. But as Ceres took over, they were considered to be having
the most number of bus units in the province. It is also one of the buses which travel by
land and by sea (through ferry). It is famous because of its huge and air-conditioned
units which possesses comfort to the passengers. Some tourists would hire Ceres
buses for their travel and tours.
Lately, the recent president Gloria Macapagal Arroyo introduced a new
connection of the Visayas and Mindanao as a part of its project that unites the islands of
the whole nation. With this, the town of Samboan may boost its income because of the
new establishment that might be present here. Also, the city of Dumaguete is just at the
other side of the strait, so its not far to tell that sooner or later, the town will be a
developed town already. New projects that have been proposed by the government are
mostly within the towns of the province, not the city itself to reduce decongestion. 2
II. THE PROBLEM
One of the garages of Ceres Bus Lines is located in Brgy. San Sebastian,
Samboan, Cebu. The facility is just a parcel of land where a large number of buses can
park. The parcel of land also served as the terminal for the bus liner where passengers
go in and out of the space in an un-orderly manner.
The space lacks the elements to facilitate an orderly, safe and convenient
terminal for the passengers. Waiting in a terminal without even a proper waiting area
and other facilities can be very inconvenient to a passenger. The so called terminal and
garage also lacks the facilities to have a proper bus depot for the company. As you can
see proper management, maintenance and monitoring of the buses are essential to
have a safe trip whether if it is within the province of Cebu or to other parts of the
country. Its not necessary also to create a depot with heavy repair because the
headquarter itself for the Ceres is found in Bacolod, so its far from the supervision of the
owner.
Located a few hundred meters from the said garage and terminal is a RORO port
used by the bus liner. Although it already has a structure to provide for the passengers
who will use the ferry, the port itself lacks the facilities to again ensure the passengers a
safe, orderly and comfortable trip.
The late President Gloria Arroyo proposed a new project where another RORO
shipping line is to be placed in the south which will create a direct link from Visayas to
Mindanao. For these a terminal would be a necessity to help in the economic growth of
the province especially in the town of Samboan.
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A. OBJECTIVES
The study aims to create an integrated ferry and bus terminal with roadworthy
test and to incorporate modern design solutions for the convenience of Bus drivers
and personnel, and the passengers.
The study intends to seek solutions to this problem and also answer the
following sub – problems:
1. What elements are needed to ensure the passengers of the buses and
roro a safe, smooth and comfortable flow inside the facility?
2. What inconveniences were observed in previous bus and ferry terminals
and what is needed in order to avoid these?
3. What is to be considered in order to have an efficient and effective bus
roadworthy test?
By designing an integrated RORO and bus terminal with a roadworthy test for
Ceres Bus Liner, the proponent want to achieve the following goals:
1. Efficient flow of buses whether coming from the sea (through ferry) or land
to the terminal and vice – versa.
2. Efficient and effective flow of the buses inside the bus depot/roadworthy
test.
3. A modern image of the proposed facility that may soon serve as a
landmark in commemoration of the town’s identity where the facility is
located.
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B. Significance of Study
The study will provide architectural solutions to create a safe, efficient,
comfortable and convenient ferry and bus terminal and depot for bus and ferry
passengers, drivers and staff. This will also change the image of bus and other types
of terminals being inconvenient in the locality.
The study will also help the town by creating an income generating facility.
The existing primary users which are the Ceres and Maayo Shipping Inc. would also
benefit in this study for they will have an efficient terminal for both of them and the
payment they gave to the LGU will be worthy enough.
III. RESEARCH METHODOLOGY
A. RESEARCH DESIGN
1. Research Environment
The proposed rehabilitation will be located in Bato, Samboan, Cebu.
Details regarding the site will be discussed on the later chapters.
2. Research Subject
The study will involve architectural space programming and other
approaches applicable to the said proposal.
3. Research Instruments
The researchers will make use of numerical data gathered from Ceres Bus
Liner, Sunrays, Rough Riders and Maayo Shipping Inc (e.g. no. of buses or
vessels & passengers per day etc.). They will also make use of other data
such as maps, interviews, related literature and theories in order to come up
with applicable solutions to the problem.
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B. RESEARCH PROCEDURES
1. Gathering of Data
The proponent, in order to collect needed data for the said proposal, will
perform the following methods in data gathering:
Ocular inspection of site
Collection of data from the 3 bus companies
Collection of data from Maayo Shipping Inc.
Interviews with people involved (CBL staff and drivers, passengers)
Library research and research through other means like the internet
Documentation of the site and its environment.
2. Treatment of data
After the collection of the needed data, the proponents will do the following
to filter out the collected data:
Analysis of collected data
Analysis of the site and possible spaces to be considered
Consideration of codes, regulations and government requirements
that might be applicable to the proposal and rules that apply to the
municipality of Samboan.
Translation of filtered data through preliminary sketches and
diagrams
Drafting of final drawings after the approval of preliminary drawings
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IV. SCOPE AND LIMITATIONS
SCOPE
The focus of the study will deal with the integration of the ferry and the bus
terminal of the area and to add other facilities which can improve the condition of
the two facilities such as:
- Comfort
- Safety
- Efficiency
- Image
LIMITATIONS
a) Area of Study
The study will only focus on a specific area of Brgy. San Sebastian,
Samboan, Cebu namely the existing ferry terminal and the parcel of land used by
the Ceres Bus Liner as a bus terminal and garage.
This is just a mini depot that will serve for emergency and on-the-site
repairs of the buses. The depot will only be limited of service which will just focus
on maintenance and other repair that can be handling within the depot.
Heavy repair like changing of chassis, the body of the buses and the like
will be not be within the range of the depot.
b) Scope of Work
The scope of work will involve providing architectural design solutions to
address the problem at hand. Structural, Utilitarian and other studies may be
considered but will not go further into its details.
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DEFINITION OF TERMS
Bus - is a road vehicle designed to carry passengers Buses are widely used public
transportation.
Bus Depot – a bus depot contains either or both of these areas.
Bus terminus / terminal – defines the facility where it drops and picks up
passengers. The term terminal is used because its not like an ordinary bus
stop.
Bus garage – pertains to the shop, maintenance, repair and stored.
Seldom used as a parking space for overnight stay of buses for early trips
in the dawn.
RORO – Roll On, Roll Off. A kind of ferry which boards commonly in a short
distance travel. Derived from the amphibian and commonly transport vehicles
and even buses.
Wharf – a structure on the shore of a harbor where ships may dock to load and
unload cargo and passengers.
Berth – refers to the cabin in a ship or ferry
Roadworthy Test – means the exams taken to the buses especially from long
trips. This will help to lessen engine trouble or any defects when at trip.
- Modern design techniques and building forms will be applied.
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- The use of materials which are anti rust and will not corrode would be
the best fir for the facility because it is near the sea.
- Creating revolutionary designs which will may be the start of new
designs of commercial and terminal structures.
- A challenge will be for the form of the garage and to stay to its function
but will be more efficient enough to support its necessary operations.
- Having a part of the town of Santander, related ideas and some
identity of the town will be a key for some of the design principles.
- Designing to stand out within the site. This is greatly a help to uplift the
towns identity.
III. CRITERIA FOR SECURITY
- Creating a space that will protect from stealers of any materials
especially in the garage.
- Avoiding many partitions in the lobby where it help to create suspected
activities in the facility.
IV. SPECIAL CONSIDERATION
1. Antropometrics – deals with physical human dimensions, considering its
parts in relation to its static and dynamic function. The concept here is that the
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build environment should be based on the dimension of the user in relation to its
space, equipments and other facilities.
2. Comfort – it deals with condition of the design space in relation to its
environment. This is an important factor since it affects the condition and the
behavior of the users. The concept here is to provide a space that is obtained at
thermal comfort using natural ventilation over such mechanical means.
The following are the guidelines:
Proper orientation with respect to sun path and prevailing winds
Inducement of cross ventilation through appropriate construction
Providing sufficient overhangs and shading devices
Reduction of heat radiation through insulation
3. Acoustics – a proper acoustics enable the employees to be able to
communicate and clearly get the requests of its clients and its superiors. With
respect to this, the choice of materials is important to minimize and reduce the
intrusion of destructive sounds.
The following are the guidelines:
Providing acoustical plaster on both walls and ceilings
Using acoustical tiles on ceilings
Location of noise producing machines should be considered
V. OBJECT CRITERIA
A. SITE REQUIREMENTS
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1. PARKING
- Parking area is a necessity for this proposed facility. Parking spaces
are to be separated according to overnight and short stay parking. Bus
loading and unloading berths are to be separated and must be near
the waiting areas for the passengers. Parking areas for the buses in
the garage must be separated from the parking slots for those buses to
be repaired. Parking spaces for disabled could be excused since the
facility is catering able service men.
2. CURBS
- Dropped curbs are to be provided in walkways which change in level
- Dropped curbs at crossings have a width corresponding to the width of
the crossing; otherwise, the minimum width is 0.90m.
- Dropped curbs shall be ramped towards adjoining curbs with a
gradient not more than 1:12.
- Dropped curbs should be provided at pedestrian crossings and at the
end of walkways of a private street or access road.
- Dropped curbs at crossings have a width corresponding to the width of
the crossing; otherwise, the minimum width is 0.90 m.
- Dropped curbs shall be ramped towards adjoining curbs with a
gradient not more than 1:12.
- Curb cut-outs should only be allowed when it will not obstruct a
walkway or in any lessen the width of a walkway.
- The minimum width of a curb cut-out should be 0.90 m.
- Curb cut-outs should have a gradient not more than 1:12.
3. WALKWAYS AND PASSAGEWAYS
- Walkways should be kept as level as possible
- Whenever and wherever possible, walkways should have a gradient no
more than 1:20 or 5%.
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- Walkways should have a maximum cross gradient of 1:100.
- Walkways should have a minimum width of 1.20 meters.
- If possible, gratings should never be located along walkways. When
occurring along walkways, gratings openings should have a maximum
dimension of 13mm x 13mm and shall not project more than 6.5 mm
above the level of the walkway.
- Walkways should have a continuing surface without abrupt pitches in
angle or interruptions by cracks or breaks creating edges above 6.50
mm.
- In lengthy or busy walkways, spaces should be provided at some point
along the route so that a wheelchair or a push cart may pass another
or turn around. These spaces should have a minimum dimension of
1.50m and should be spaced at a maximum distance of 12.0 m
between stops.
- Walkway headroom should not be less than 2.0m and preferably
higher.
4. HANDRAILS
- Handrails should be installed at both sides of ramps and stairs and at
the outer edges of dropped curbs. Handrails at dropped curbs should
not be installed beyond the width of any crossing so as not to obstruct
pedestrian flow.
- Handrails shall be installed at 0.90m and 0.70m above steps or ramps.
Handrails for protection at great heights may be installed at 1.0m to
1.06m.
- A 0.30m long extension of the handrail should be provided at the start
and end of ramps and stairs.
- Handrails that require full grips should have a dimension of 30mm to
50mm.
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5. CROSSINGS
- In order to reduce the exposure time to vehicular traffic, all at grade
crossing should:
o Be as near perpendicular to the carriageway as possible.
o Be located at the narrowest, most convenient pan of
carriageway.
All crossings should be located close if not contiguous with
the normal pedestrian line.
B. BUILDING REQUIREMENTS
1. ENTRANCES
- Entrances should be accessible from arrival and departure point is to
the interior lobby.
- In case entrances are not on the same level of the site arrival grade,
ramps should be provided as access to the entrance level.
- Entrances with vestibules shall be provided a level area with at least a
1.80m depth and a 1.50m width.
2. RAMPS
- Changes in level require a ramp except when served by a dropped
curb.
- Ramps shall have a minimum clear width of 1.20m.
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- The maximum gradient shall be 1:12.
- The length of a ramp should not exceed 6.00m if the gradient is 1:12,
longer ramps whose gradient is 1:12 shall be provided with landings
not less than 1.50m.
- A level area not less than 1.80m. should be provided at the top and
bottom of any ramp.
- Handrails will be provided on both sides of the ramp at 0.70m. and
0.90m from the ramp level.
- Ramps shall be equipped with curbs on both sides with a minimum
height of 0.10m.
- Any ramp with a rise greater than 0.20m and leads down towards an
area where vehicular traffic is possible, should have a railing across
the full width of its lower end, not less than 1.80m from the foot of the
ramp.
3. DOORS
- All doors shall have a minimum clear width of 0.80m.
- Clear openings shall be measured between the surface of the fully
open door at the hinge and the door jamb at the stop.
- Doors should be operable by a pressure or force not more than 4.0kg;
the closing device pressure an interior door shall not exceed 1kg.
- A minimum clear level space of 1.50m x 1.50 m shall be provided
before and extending beyond a door.
- Protection should be provided form doors that swing into corridors.
- Out swinging doors should be provided at storage rooms, closets and
accessible restroom stalls.
- Latching or non – latching hardware should not require wrist action or
fine finger manipulation.
- Doorknobs and other hardware should be located between 0.82m and
1.06m above the floor, 0.90 is preferred.
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- Vertical pull handles, centered at 1.06m above the floor are preferred
to horizontal pull bars for swing doors or doors with locking devices.
- Doors along major circulation routes should be provided with kick
plates made of durable materials at a height of 0.30m to 0.40m.
4. CORRIDORS
- Corridors shall have a minimum clear width of 1.20m; waiting areas
and other facilities or spaces shall not obstruct the minimum clearance
requirement.
- 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 1.50m x 1.50m and shall be spaced at a
maximum of 12.0m.
- Turnabout spaces should also be provided at or within 3.50m of every
dead end.
- As in walkways, corridors should be maintained level and provided with
a slip resistant surface.
5. WASHROOMS AND TOILETS
- Accessible public washrooms and toilets shall permit easy passage of
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.
- Accessible water closet stalls shall have a minimum area of 1.70 x
1.80m. 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.
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- A turning space of 2.25 sqm. with a minimum dimension of 1.50m for
wheelchair shall be provided for water closet stalls for lateral mounting.
- 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.
- 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 exceeds 20.
- The maximum height of water closets should be 0.45m; flush control
should have a maximum height of 1.20m.
- Maximum height of lavatories should be 0.80m with a knee recess of
the 0.60 – 0.70m vertical clearance and a 0.50 m depth.
- Urinals should have an elongated lip or though type; the maximum
height of the lip should be 0.48m.
6. STAIRS
- Tread surfaces should be s slip-resistant material; nosing may be
provided with slip resistant strips to further minimize slipping.
- Slanted nosing are preferred to projecting nosing so as not to pose
difficulty for people using crutches or braces whose feet have a
tendency to get caught in the recessed space or projecting nosing. For
the same reason, open stringers should be avoided.
- The leading edge of each step on both runner and riser should be
marked with a pant or non-skid material that has a color and gray value
which is in high contrast to the gray value of the rest of the stairs;
markings of this sort would be helpful to die visually impaired as well
as to the fully sighted person.
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- A tactile strip 0.30m wide shall be installed before hazardous areas
such as sudden changes in floor levels and at the top and bottom of
stairs; special care must be taken to ensure the proper mounting or
adhesion of tactile strips so as not to cause accidents.
CHAPTER 5DESIGN DEVELOPMENT
I. DEVELOPING THE DESIGN CONCEPTS
A. IDENTIFYING THE DIFFERENT TYPES OF PASSENGERS42
The flow of passengers is sorted through their travel types. By analyzing
thoroughly the flow of passengers, this will led to a more organized planning and
arrangement of spaces. Separating of the arrival and the departure will be an important
factor for these because it will lead to a more efficient and secure terminal.
B. IDENTIFYING THE BUS FLOW
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CEBU CITY
TYPES OF PASSENGERS
BATO AMLAN
CEBU CITY
BATO
- via BUS- via RORO
1
2 4
3
78
CEBU – AMLANAMLAN – CEBU LEGEND :
BATO AMLAN 65
FROM AMLAN TO AMLAN
TERMINAL
TO CEBU CITY FROM CEBU CITY
The arrangement of the buses is according to the most efficient way of the bus flow as it negates the intersection from arrival and departure, creates a single loop inside the terminal and a counterclockwise flow that respects the flow of the buses from the port. The reason that it is situated in a counterclockwise way is to negate the intersection from the inbound buses to the outbound buses because we have a right hand drive system.
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This is the flow of passengers on the site deriving from the types of passengers
and the bus flow in the previous tables.
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PASSENGER FLOW TO AMLAN
T E
R
M
I
N
A
L
FROM CEBU CITY
TO CEBU CITY
TO CEBU CITY
With the different flow of the users and the buses already plotted in the site, intersections are present which leads to a chaotic and inefficient terminal already.
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PASSENGER FLOW
FROM CEBU CITY
INTERSECTION 2
INTERSECTION 1
TO AMLANINTERSECTION 3
T E
R
M
I
N
A
L
TO CEBU CITY
1st intersection solution – create a direct exit for arriving passengers that will not go to the RORO anymore.
2nd intersection solution – create a direct entrance for departure in the lower left. This will also help in security for late travels and for 1st trips at midnight where the facility itself is still closed as this entrance will be 1st to open at around 1am.
3rd intersection solution – designed the offices to be at in between to hallways. This will tend to create poor ventilation for the offices, so I created the hallways to be just open and not covered by wall or glass curtain.
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PASSENGER FLOW
FROM CEBU CITY
TO AMLAN
T E
R
M
I
N
A
L
DIRECT ENTRANCE
TO CEBU CITY
1. Roadworthy test is at the left side to have a direct link to the arriving buses from RORO which is their priority in the test.
2. RORO berths are found at the waterfront of the site.
3. The terminal is derived from the arrangement of spaces in the previous table
4. Parking slots are subdivided to private parking areas, jeepney and tricycle (which will be used for future expansion of the terminal for jeepneys) and the private vehicle pre departure parking area.