Sustaimobility: A Multi-Modal Transport Hub in Baguio City

Sustaimobility: A multi-modal transport hub in Baguio City
A Thesis Presented to
The Faculty of the School of Engineering and Architecture
Department of Architecture
University of Baguio
In Partial Fulfilment
of the Requirements for the Degree
Bachelor of Science in Architecture
By
Francis F. Kinones Jr.
May 2021
SCHOOL OF ENGINEERING AND ARCHITECTURE
Approval Sheet
This THESIS entitled “SUSTAIMOBILITY: A MULTIMODAL TRANSPORT HUB IN
BAGUIO CITY” prepared and submitted by FRANCIS F. KINONES JR. in partial
fulfillment of the requirements for the degree BACHELOR OF SCIENCE IN
ARCHITECTURE has been examined and is recommended for oral presentation and
defense.
AR. DIVINA LIGAYA BENIGNO-RILLERA, MACT/MAEHP

Adviser
Accepted by the Thesis Committee as presented on

DECEMBER 2020
AR./EnP. RYAN M. BENAOE, MA EHP

Member
AR. CLEOFE M. PARAN ENGR. JESSICA CABOTAJE

Member Member
Endorsed by:
AR. DIVINA LIGAYA BENIGNO-RILLERA,

RILLERA, MACT/MAEHP
MACT
Thesis Coordinator
Approved by:

Program Chair
Noted by:
ENGR. JEFERD E. SAONG, M. Eng - ECE

Dean
Date
Approval Sheet
This THESIS entitled “SUSTAIMOBILITY: A MULTIMODAL TRANSPORT HUB IN
BAGUIO CITY” prepared and submitted by FRANCIS F. KINONES JR. in partial
fulfillment of the requirements for the degree BACHELOR OF SCIENCE IN
ARCHITECTURE has been examined and is recommended for oral presentation and defense.
AR. DIVINA LIGAYA BENIGNO-RILLERA, MACT

Adviser
Accepted by the Thesis Committee as presented on

APRIL 07, 2021

Member
AR. CLEOFE M. PARAN AR. ELVIS C. PALICDON

Member Member
Endorsed by:

Thesis Coordinator
Approved by:

Program Chair
Noted by:
ENGR. JEFERD E. SAONG, M. Eng - ECE

Dean
Date
“Sustaimobility: A Multi-modal Transport Hub in Baguio City”
Kinones, Francis Jr., F.
School of Engineering and Architecture, Department of Architecture
University of Baguio, Baguio City
ABSTRACT
Public transport is considered as an important foundation of efficient urban development,

as it should allow more reliable movement through regions. In urban and rural areas,
numerous mass transit options, such as railways, buses, jeeps and taxi help improve
mobility. A transport hub or transport interchange is an environment in which freight and
passengers are transported between vehicles or other modes of transport. However, due to
the lack of terminal facilities and service providers, issues and concerns with the terminals'
ability to provide the intended operation of the coordinated and rapid transaction arise. This
study's general objective is to design a transport hub in Baguio City, which caters the
services of at least three modes of land transportation housed in one terminal. The study is
a descriptive form of research that falls under the quantitative category and focuses on the
development of a transport hub in the city of Baguio. Data was obtained from interview,
observation, case studies, and literature reviews. The necessary spaces, amenities and
facilities in the hub's design were determined in this study and related to user-centered
design ergonomic principles. Part of the study also covered the search for sustainable
mobility concepts. The multi-modal development was given the most priority in the
integrated sustainable mobility concept for the transport hub, for it is the most efficient and
appropriate in transportation structures. The study will give potential terminal designers
more information to understand the architecture, amenities, services, and facilities required
for the transport hub terminal. The study about different innovations and ideas for the
transport hub introduces new experience and knowledge that would encourage the
community to take public transport as a form of everyday transport rather than using private
utility vehicles, which will help in the deflation of private vehicles population that causes
traffic congestion.
Keywords: Public transport, Transport hub, Multi-modal, Sustainable Mobility, Baguio

City
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INTRODUCTION
Public transportation has existed since 1820 starting from simple horse-drawn
carriage to the mode of transportation we know of to the present time, such as buses, trains,
vans, and other modes of transport (Parks, 2020). Public transport is also considered an
essential foundation of efficient urban development, as it should allow more reliable
movement through regions. One of the most critical global experiences of the last century
in terms of land area and population has been the rise of urban development. Cities
worldwide suffer from long periods of travel, extreme traffic congestion, pollution, and
road accidents (Ibarra-Rojas, Delgado, Giesen & Muñoz, 2014).
Land transportation in the Philippines includes buses, vans, jeepneys, taxis, and
tricycles (three-wheelers). According to Delgra (2018), the Philippines public transport
system is deemed unsafe, unhealthy, unreliable, and uncomfortable due to the country's
flawed public transport system. The outcome of widespread competition among various
transport modes, overlapping routes, no hierarchy of modes, franchises issued based on
Route Measured Capacity (RMC), low-capacity vehicles in high-demand areas leading to
reduced road capacity and mostly operator-initiated routes, is due to old public
transportation planned with no government-led planning of road transit network.
Nonetheless, public transport plays a vital role in the community (cities and regions),
particularly in the provinces and municipalities. Improving public transportation can
alleviate national problems concerning welfare, mobility, transportation, and the
environment.
Baguio City, approximately 250 kilometers north of Manila, is situated in the

Province of Benguet. It has an area of 57.49 square kilometers enclosed in a perimeter of
30.98 kilometers. The city is within the province of Benguet and bordered on all sides by
its numerous municipalities; North by the capital city of La Trinidad, East by Itogon, and
South and West by Tuba (The Comprehensive Land Use-Plan- Baguio City CLUP 2013-
2023). The City of Baguio is a major urban center in the north and is one of the most highly
urbanized cities in the Philippines. Many are attracted to visit and stay in the city due to its
well-known name as the Summer Capital of the Philippines, thus increasing the population.
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Department of Tourism [DOT] (2017) data travel statistics (see Table 6 on p. 43 of
Appendix A) showed an increase of foreign and domestic travelers as well as overseas
Filipino workers or "balikbayans” in the years 2010 to 2017 that contribute to the growth
of the population in the city. Transport services are being insufficient due to travelers'
increase, and the demand for transportation is also rising. As the need for transportation in
the city aggravates, people tend to shift to use private vehicles for traveling. With this, the
ity's vehicle population increases, resulting in the streets' congestion and more harmful
carbon emissions that are dangerous to our health and environment.
To help decongest the Central Business District (CBD) from the monstrous traffic
jams in the locale, The City Government of Baguio (2020) is looking forward to construct
at least five terminals in strategic areas across the city. These include: (1) a south-bound
bus terminal within the four-hectare portion of the Dairy Farmland that was ceded by the
Department of Agriculture (DA) to support its plan to solve the problem of massive traffic
jams inside the CBD; (2) a westbound terminal to be constructed on an 8,000-square-meter
property in Irisan which will also serve as an impounding location for towed illegally
parked vehicles; (3) a north-bound terminal which will be situated at the Slaughterhouse
compound for north-bound buses, and it will be built into an integrated bus terminal and
parking area to provide additional parking spaces for the growing number of motor vehicles
in the city; (4) the central bus terminal along upper Session Road and (5) the vacant lots
along Abanao and Harrison Road. The plan aims to help solve the massive traffic jam
within the CBD.
According to The Department of Transportation - Cordillera Administrative Region

(DOTR-CAR), Baguio City is a hub and the economic and tourist center of CAR. Most of
the roads' endpoints and routes terminate in Baguio. Mass public land transport in the locale
comes in different types; these include buses (inter-provincial and intra-provincial), vans,
jeepneys, and taxis utilized for point to point and pick and drop transport. The presence of
diverse transportation types recognizes the concept of multi-modal/intermodal transport
terminals as a factor of an organized transport system. In addition, the city of Baguio is in
line with the Public Utility Vehicle Modernization Program (PUVMP) that aims to
implement a transition from current vehicles to high-quality public transit requisites such
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as higher capacity vehicles, low-emission vehicles, fleet consolidation, a reformed business
model, and intelligent ticketing system.
Furthermore, the proposed process of implementation of the PUVMP is split into

three timeframes: (1) the Metro Manila pilot projects in 2017, (2) the implementation in
Metro Manila, Metro Cebu, and Metro Davao in 2018-2019, and (3) the implementation in
highly urbanized cities and the rest of the country in 2019-2020. The timeframe suggests
that integrated terminals are highly given priority in transport terminal developments.
(Estipular, 2020)
Conceptual Framework
As defined by Ustadi and Shopi (2015), a transport hub is a location where

passengers are transferred between vehicles or modes of transport. Furthermore, the
researchers also differentiated road and waterway public transport as bus, taxi, motorcycle,
rickshaw, bicycles, ships, and boats while bus stations, taxi stations, bus stops, and ferry
terminals are transport hubs. In urban and rural areas, numerous mass transit options such
as railways, buses, jeeps, and taxis, help improve mobility. However, for those who need
to use multiple forms of public transport to get to their destination, travel remains difficult.
According to the organization, the Korea Transport Institute (KOTI) (2020), transport hub
facilities enhance public transit connectivity by offering easy transfers between various
modes of transport. The interchange station is vital to the physical integration and to have
a seamless travel experience of the public transit network.
The variety of transit facilities is wide and varied, so it would be too expensive and
impractical to have them all in terminals and is particularly true in the Philippine context,
where resources are scarce. Private developers are typically left with terminal growth. Cal,
Diaz, and Koh (2011) identified fifteen amenities (see Table 7 on p. 45 of Appendix A)
which includes: trip information boards, comfort rooms, signs and directions, police
officers/security personnel, park-and-ride facilities, public assistance booth, seats in the
waiting area, kiss-and-ride, air-conditioned interior, excellent architectural design,
telephone booths, ambient music/television playing, shops and stalls, bike racks, and
baggage deposit. The fifteen amenities come from an initial list of more than eighty
amenities drawn from an initial inventory of terminal amenities and features cited in
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numerous studies and references. The initial list shows the public's preferred amenities and
facilities that give insights into the terminal's activities and movement.
Concerning the topic of innovations for spaces, amenities, and spaces for terminals,
Tosi (2019) thoroughly discussed human-centered design as the basis for ergonomics.
Furthermore, the researcher defined ergonomics as the term used to define all the
interdisciplinary knowledge of human factors as well as the set of methods and procedures
aimed at evaluating the needs and expectations of people in their interaction with products,
environments, services, and systems in general, which people interact within a work setting
or as part of their daily routine. The International Ergonomics Association (IEA) (2018)
identified three specialist areas of ergonomics: (1) physical ergonomics, (2) cognitive
ergonomics, and (3) organizational ergonomics, which can be used to identify and relate
ideas and innovations for the terminal spaces, amenities, and facilities. In connection to
this, Mitchell, Claris, and Edge (2017) stated that the transport system needs to be highly
intuitive, user-centric with all components, from ticketing to wayfinding. To sustain a
growing and vibrant community, it needs to be functional, cost-effective, and open to the
broader population. The system should be an agnostic mode so that a passenger can switch
between walking or cycling or taking a bus, tram, or car. This system allows versatility but
is also inherently resilient if one mode fails or maintenance is needed—the interaction of
spaces through ergonomics results in a more efficient movement inside the facility.
Many studies have recently been performed on the sustainability of transport

systems, as sustainability has taken on a high degree of significance in the broader
development context. According to Amaroso, Caruso, and Castelluccio (2011), current
trends and future challenges will meet a growing "accessibility" demand, highlighting
concerns about transport sustainability. The researchers set out metrics that take three
dimensions of sustainability into account at the same time: the environment, the economy,
and social issues. The set dimension of sustainability serves as a guideline and indicator of
sustainable planning. Sustainable mobility requires a better provision of infrastructure and
services to facilitate the flow of goods and people.
Sustainable transport comes in various concepts; one is explicitly from the

Leadership in Energy and Environmental Design (LEED) (2017) that recommends a
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different approach that defines performance that optimizes mobility, parking management
programs and responds to changing demands. Furthermore, Litman (2015) thoroughly
discussed that transportation has considerable economic, social, and environmental
impacts than other residential, commercial, and industrial sectors. For these reasons, the
researcher recommended that the LEED rating system encourage the following
development: (1) It is situated in open, multi-modal locations (close to common
destinations, good walking and cycling conditions, and high-quality public transit
services). (2) It includes programs and financial incentives that encourage the use of
efficient travel modes. (3) It has reduced parking supply and efficient parking management.
The researcher also set different sustainable strategies that will be discussed through the
advancement of the study.
Basing on the United Nations Conference on Sustainable Development (UNCTD)

(2016), to achieve sustainable transport of passengers and freight within and between
countries, integrated multi-modal transport and transit systems maximizing each mode's
comparative benefits transport are necessary. Sustainable multi-modal transport and transit
networks can provide a range of passengers and freight transport options, linking people
and countries successfully while fostering economic growth, social development, and
global trade.
Multi-modal transportation uses optimum efficiency and is defined by Budilovich

and Jackiva (2016) as the complete process of transport, using at least two means of
transport to establish connections and transport together, and, of course, transport
interchanges (hubs) play a critical role. Furthermore, multi-modal transportation is an
integrated operation process; it combines modern organization means and single
transportation mode. It is essential to improve transportation service quality by researching
a multi-modal transportation scheme in transportation. The hierarchy of transportation in
the integration operation process leads to a better transportation mode organization that can
help mobility in the transportation sector. It is recommended that affiliated organizations,
networks, stations, user information, and fare payment systems be included in multi-modal
transportation planning. All significant impacts, including long-term, indirect and non-
market impacts, such as shifts in inequity and land use, should be addressed.
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The research paradigm (see Fig. 6 on p. 45 of Appendix B) presents the study's
input, process, and output. The report's inputs, related data and literature, observation of
existing terminals, and interview data regarding the study were utilized and collected for
the research. The process is the procedure undertaken to obtain results from the collected
data. The output is the architectural layout of the proposed transport hub.
Scope and Delimitations
The study only covered the design and planning of the proposed transport hub in
Baguio City, precisely, the vacant property along Upper Session Road, Baguio City (see
Fig. 5 on p. 46 of Appendix A). According to The City Government of Baguio (2020), the
property has been idle for several decades now despite certain offers from the public and
private sectors to purchase the same to maximize its use that will contribute to addressing
the problems of the local government in terms of the absence of a central bus terminal and
adequate parking spaces to cater to the rapidly increasing volume of motor vehicles
flocking to the city. Data regarding the city's annual peak season travelers, peak hours, and
the local transport plan of Baguio City (see p. 111 of Appendix F) were not obtained due
to the current pandemic situation at the time the study was conducted, and this situation led
the study to focus on the planning and zoning development of the transport hub. The user-
centered ergonomics relationship to spaces was used as the basic concept for relating ideas
and innovation to the transport hub areas. In addition, the multi-modal transportation
integration was given focus as the sustainable concept for the terminal to achieve the
sustainable mobility concept for the proposal.
Furthermore, only the research manuscript, architectural solutions through

architectural drawings and programming of space, interrelationship diagrams, conceptual
massing, and digital visual presentation were presented in the study. However, the detailed
return investment and estimation of the construction cost, extensive structural detail, and
construction methods were not included in the study.
Significance of the Study
The study aimed to give potential terminal designers more information to

understand the architecture, amenities, services, and facilities required for the transport hub
7
terminal. The study about different innovations and ideas for the transport hub introduced
new experience and knowledge that would encourage the community to take public
transport as a form of everyday transport rather than use private utility vehicles and, in the
process, will help in the deflation of private vehicles population that causes traffic.
Travelers including tourists and the local community particularly those who use the
terminals as a travel stop would also gain an advantage from the analysis.
This study's purpose is not to contradict the mayor's proposal about the five
terminals but to envision other possible approaches in the terminal planning rather than
merely concentrating on a central terminal in one of the locations. The proposal of a multi-
modal terminal is still in line with the city's transportation sector plans of providing a
terminal that will cater to the community.
Objectives of the Study
This study's general objective was to design a transport hub in Baguio City, having
the services of at least three modes of land transportation housed in one terminal. The
following specific objectives also guided the study:
1. to identify land transport terminal areas and related functional concepts to come
up with innovations and ideas that can be incorporated in the transport hub.
2. to determine sustainable transportation mobility concepts and planning that can
be appropriately integrated into the transport hub design.
3. to plan and design a transport hub integrating sustainable transportation
mobility concept that will encourage people to use public transport mode and
decrease the private utility vehicle population that causes traffic congestion.
METHODOLOGY
Study Design
The study used the descriptive form of research under the quantitative category.
Primary data were obtained by observing existing terminals in Baguio City's locale and by
reading case studies related to transport hubs. An interview relevant to the transport sector
was also conducted with a planning authority to establish the report. Secondary pieces of
8
information were obtained from related literature, case studies, journals, laws, planning
and design guidelines, and from the procured data and documents such as the
Comprehensive Development Plan (CDP), tax mapping, and lot title from the government
offices of Baguio City.
Context and Locale of the Study
The proposed lot is owned by the Government Service Insurance System (GSIS),
under negotiations with the local government for terminal use. The lot is zoned as
commercial C-1 corner lot abutting three streets, on the south, west, and northern part, and
an alley on the eastern part, having a total lot area of 10,465 sqm. The site is situated in the
vacant property along Upper Session Road, Department of Public Service (DPS)-
Marcoville Barangay, Baguio City (see Fig. 7 on p. 48 of Appendix B).
The City Government of Baguio (2020) council approved a resolution stating that
the relocation of the central bus terminal from its current site along the Gov. Pack Road to
DPS-Marcoville barangay would make the flow of traffic smooth in the said route and
would make the GSIS very profitable in the future, provided that enhanced commercial
activities in the said area would be triggered. Besides, despite being ideal to be used as a
central bus terminal, the lot owned by GSIS in DPS-Marcoville barangay is reportedly idle
for decades now despite the need for additional spaces for the growing number of south-
bound buses serving the needs of both residents and visitors flocking to the city during
weekends and holidays.
Data Gathering Tools
The data collection included an observational guide comparing the local and
different case studies related to terminal areas, an interview guide, and a literature review.
For the first objective, the tool used to determine the amenities, facilities, and
spaces were observation guides in tabulated form (see pp. 108-110. of Appendix F). For
objective two which determined sustainable mobility concepts that can be appropriately
applied in the transport hub design, a request letter was made. An interview guide was used
to gather appropriate information about the transport hub's sustainable planning (see pp.
104-106 of Appendix F). For the third objective, a request letter was made to procure
9
supporting documents such as photocopies of tax mapping and photocopies of the lot title
indicating the site's boundaries for the study (see p. 107 of Appendix F). The site
description for analysis was obtained via internet sources to determine the location's
features.
Data Gathering Procedure
For objective one, a comparative observation of local terminals was conducted and
tabulated to obtain data related to the transport hub's areas. Additional data for relating new
ideas and innovations were collected through foundation support documents, literature,
articles, books, and case studies (see pp. 49-59 of Appendix C).
For objective two, a request letter was given to the Department of Transportation -
Cordillera Administrative Region (DOTR-CAR) director to conduct an interview and
obtain information regarding the sustainable mobility concept. Case studies, related
literature, and other applicable papers were used to define the proposed transport hub's
appropriate sustainable mobility concept.
For objective three, a request letter was personally sent to procure supporting
documents such as the photocopy of tax mapping and a lot title showing the site's
boundaries for the study (see pp. 112-113 of Appendix F). The Zoning Code of Baguio
City, The National Building Code, Fire Code of the Philippines, and other related resources
needed for the transport hub design to support the development were obtained through
internet resources.
Treatment of Data
The collected inputs for the first objective of the study were arranged and sorted
accordingly. Space programming was utilized to serve as the baseline for categorizing the
minimum areas and dimensions. The design features needed were analyzed to maximize
each space and facilities' flexibility and functionality. The gathered data and information
were then synthesized to serve as a reference in the transport hub's design development.
For the second objective, the sustainable concepts were analyzed and assessed for
its applicability and integration for the proposed transport hub. Additional sources were
10
added to support the data procured. The relationship of the sustainable concepts to the data
related to the first objectives spaces and innovation and how they achieve a harmonious
relation were analyzed.
The third objective was to create an architectural solution to the study. Past gathered
data were reviewed and translated into an architectural drawing and massing for the
proposed transport hub. Next, appropriate spaces and dimensions in the plan related to the
first two objectives’ results were assigned while complying with the local ordinances, laws,
and other relevant documents. Lastly, the study was presented through architectural
documents with the design process of the study included.
Ethical Considerations
This study's findings were submitted to the project proponent and used as additional
knowledge for the transport hubs' design and planning. Information obtained from the
participants in the research through interview were treated confidentially. All references
used in the study were correctly cited, and the obtained data during the research study was
used for academic purposes only.
RESULTS AND DISCUSSION
Facilities and Amenities of a Public Transport Terminal

To achieve the first objective of innovating transport hub areas, the proposal's
functional areas were first identified. The following terminal areas were categorized using
the criteria of the Whole Building Design Guide (WBDG): (1) functional areas: the access
roads, parking facilities, entry drive, pickup and drop off areas and service drives or loading
zones, and (2) facility area: the passenger areas, passenger conveniences, administrative
areas, and utilitarian areas. Table 1 shows the summary of the comparative observation
case studies on existing local terminals, facilities, and amenities based on literature. The
data were organized based on the two categories of WBDG. Further analysis of the areas
is shown in Table 10 on pp. 56-59 of Appendix C.
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Table 1
Summary of spaces, facilities and amenities of a public transport terminal
Category of spaces Terminal areas Analysis

Functional areas Parking areas - These facilities are necessary
Staff parking for the efficiency of the terminal
Delivery truck parking services and also they serve as
Bus Parking support facilities for the terminal
Van parking users.
Jeepney parking
Taxi lane
Pick up and drop off area
Concourse
Staging area
Facility area
 Passenger area Arrival and Departure areas - The passenger areas serve as the
Security check area public point of convergence and
Phone charging station transfer of the terminal users.
Drinking station
Ticketing and queuing
PWD ramp and facilities
Lobby\ circulation area
Lounge area
Landscapes and greeneries
Baggage area
Waybill area
Passenger waiting area
Information desk area
Elevators and Stairs
 Passenger Restaurant - Restaurants provide food for the

conveniences Retail and concessions commuters before traveling and
for those who just arrive from a
long trip. Commercial
establishments provide the needs
of commuters before or after
traveling.
 Administrative Conference rooms -Administrative areas are

area Administrative offices necessary to control and monitor
Revenue office the activities inside the terminal.
Operation manager’s office In addition, these areas are
Dispatch office provided to improve the quality
Passenger service center of service of the terminal.
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Table 1
Summary of spaces, facilities and amenities of a public transport terminal (cont’n)
Category of spaces Terminal areas Analysis
 Utilitarian area Nursing room - The utilitarian areas serve as

Restrooms support facilities for the
Garbage collection area / MRF (Material terminal.
Recovery Facility)
Central terminal room/ Control room
Electrical/ Mechanical rooms
Locker room
Lodging and facility areas for bus staff
Staff convenience area
Porter area
Maintenance area for terminal personnel
Maintenance area for Bus / jeepney / van
Source: https://www.wbdg.org/ffc/af-afcec/design-guides-standards/passenger-terminal- facility, Bus

terminal guidelines by SGArchitects 2016, Time Saver Standards for Building Types, Planning and
Designers handbook by Max Fajardo Jr., Passenger Terminal Facility Design Guide (Air Mobility
Command) by Whole building design guide 2011, Particular Design And Performance
Specifications For Emerald And Masinag Stations by DOTr (2015), Case Studies on existing bus
terminals, Preferences of Amenities in Public Transport Terminals Desired by Makati CBD Workers
by Cal, Diaz, and Koh, 2011.
Ergonomics, as defined by Tosi (2020), is the term used to define all the
interdisciplinary knowledge of human factors as well as the set of methods and procedures
aimed at evaluating the needs and expectations of people in their interaction with products,
environments, services, and systems in general, which people interact within a work setting
or as part of their daily routine. Furthermore, the basis for the relationship between
ergonomics and design and its growth over time is the definition of human-centered design.
Human-centered design is an approach to developing interactive systems that seek to make
systems functional and useful by concentrating on users, their needs, and requirements and
applying knowledge and techniques of human factors/ergonomics and usability. This
strategy increases productivity and efficacy, promotes human well-being, customer loyalty,
usability, and sustainability, and counteracts the perceived detrimental effects of usage on
human health, safety, and performance. The IEA (2018) identified three specialist areas of
ergonomics: (1) physical ergonomics, (2) cognitive ergonomics, and (3) organizational
ergonomics, which can be used to identify and relate ideas and innovations for the terminal
spaces, amenities, and facilities (see Fig. 8 on p. 58 of Appendix C)
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By understanding the areas of ergonomics, relating to new ideas and innovations to
the spaces, amenities, and facilities can be achieved by analyzing different literatures. The
relationship of the spaces, amenities, and facilities to the three areas of human-centered
design and the applicable innovations and ideas that can be applied to the areas are shown
in Table 2.
Table 2
Relationship of terminal areas to human-centered design and applicable innovations and

ideas
Category of Area of Analysis Applicable innovations and ideas

spaces ergonomics
Functional Physical -The spaces, amenities -Transportation demands management
areas ergonomics and facilities under technologies to maximize the ability of
functional areas are transit and road networks to accommodate
concerned more on the increased transportation demand.
workspace layout and -It also requires automated service
circulation to avoid coordination technologies to coordinate the
traffic and congestion of service of multiple transportation providers
spaces. in the region
Facility areas
Passenger area Cognitive -These areas are -Integrated smart ticketing system/ cashless
ergonomics concerned more on the ticketing- the use of magnetic stripe cards,
decision-making credits cards and smart cards. Consumers
process and human- will embrace these technologies as e-
computer interaction commerce becomes prevalent.
which is affected by the -Traveler Information Systems to provide
capabilities of the users travelers with information before, during and
to interact with the after the trip.
systems of the spaces.
Passenger Cognitive - Areas under passenger -Customer-Facing Tabletop Tablet and
conveniences ergonomics conveniences are Kiosks allowing diners to browse the menu,
concerned with the send orders directly to the kitchen, and pay
health and safety of the the bill without the need of a live server
users and the workplace - Mobile Payment systems that include
layout to provide quality mobile card reader’s right at the table so that
service. diners don’t have to wait for the server to
process their payment.
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Table 2
Relationship of terminal areas (Cont’n)
Category of Area of Analysis Applicable concept and ideas

spaces ergonomics
Administrative Organizational - Administrative areas -Security/ surveillance camera integration to
area ergonomics are more concerned on monitor activities on the terminal.
the resource -Fleet management for effective vehicle and
management and fleeting plan, scheduling and operations.
cooperative work of -Geographical information systems (GIS)
these spaces for the and automatic vehicle location systems
efficiency of the offered (AVLS) for vehicle tracking systems that use
services of the terminal. computers and satellite-based global
positioning systems (GPS)
-Automatic passenger counters (APC) for
collecting data on passengers boarding and
alighting by time and location.
Utilitarian area Physical -Spaces, amenities and -Integrating automatic water discharge
ergonomics facilities under the systems on sanitary fixtures to avoid contact
utilitarian area are when flushing.
concerned more on the -information boards on support facilities for
safety and health of the safety of the management.
users and the
functionality of the
spaces as efficient
support facilities for the
terminal.
Source: https://www.wbdg.org/ffc/af-afcec/design-guides-standards/passenger-terminal- facility, Bus
terminal guidelines by SGArchitects 2016, Time Saver Standards for Building Types, Planning and
Designers handbook by Max Fajardo Jr., Passenger Terminal Facility Design Guide (Air Mobility
Command) by Whole building design 2011, Particular Design And Performance Specifications For
Emerald And Masinag Stations by DOTr (2015), Case Studies on existing bus terminals, Preferences
of Amenities in Public Transport Terminals Desired by Makati CBD Workers by Cal, Diaz, and
Koh, 2011, Design for ergonomics by Tosi 2019.
Sustainable mobility concept for the development of the proposal
Policies on transport and parking have very significant economic, social and
environmental impacts. Figure 1 shows the energy consumption by sector from
international studies by Litman (2015).
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Figure 1. Energy Consumption by Sector
As other industries have become relatively more productive, the share of energy
consumed by transport is rising. Sustainable transport comes in various concepts; LEED
(2017) recommends a different approach that defines performance that optimizes mobility
and parking management programs and responds to changing demands. Various locations
and building design and management factors can significantly reduce vehicle ownership
and use. Table 11 on p. 61 of Appendix C describes various neighborhood factors that can
affect travel behavior. These can predict how different variables in building location,
design, and management can impact the generation of trips and parking, thereby helping to
develop mobility and parking management strategies that achieve clear goals. Table 12 on
p. 62 of Appendix C summarizes various building design and management strategies and
indicates the typical reductions in affected travel they can provide.
Transport and parking management needs a very different approach than other
LEED requirements. Mobility and parking management should establish the desired
outcome and implement a scalable program to achieve this objective instead of allocating
credits to individual initiatives, believing that their combined impacts would meet the
desired outcome (such as decreased energy use or output stormwater). Table 13 on p. 62
16
of Appendix C shows an example of the trip and parking generation reductions needed to
achieve various LEED certifications. This assessment may be adjusted based on expert
consultation.
This approach is a substantial improvement over the current LEED method because
it sets realistic performance targets, dramatically expands the menu of potential strategies
that can be used. A typical LEED program decreases the use of building services by 20-
60% in cost-effective ways, i.e., incremental costs are offset by potential energy savings
and increased habitability of buildings. Similarly, a mobility management program will
usually minimize motor vehicle travel and parking generation in cost-effective ways to a
building by 20-60%, with additional costs offset by cost reductions for parking and
roadway services and other savings and benefits for users. Table 3 shows transport
management strategies indicated by Litman (2015) and its applicability to the study's
second objective.
Table 3
Transport management strategies and application to hub design
Strategy Description Typical Application to Transport hub design

reduction
New urbanist Compact, mixed, multi- 10-30% -Applicable, the multi-modal strategy
design modal development. development will be advantageous in the
planning and zoning of spaces where
combined transportation are housed to
function efficiently.
Parking Number of parking spaces 10-30% -Applicable, proper parking management will
supply and per building unit or acre, give efficient circulation in the vehicular
management and how parking is activity in the terminal.
regulated and priced.
Car sharing Availability of automobiles 2-10%. -Mostly applicable, the terminal proposal will
and public and bicycles for hourly not cater to loan of cars but bike loan is a
bikes rental or loan. possibility.
Site design The layout and design of 2-10%. -Applicable, the proper layout and design of
buildings and parking the building spaces, zones and facilities to
facilities. achieve sustainable mobility is applicable to
the transport hub plans.
17
Table 3
Transport management strategies and application to hub design (Cont’n)
Strategy Description Typical Application to Transport hub design

reduction
Walking and Improve walking and 5-15% -Applicable, the accessibility to the public in
cycling cycling conditions to the form of cycling and pedestrian access is
improvements increase travel options and applicable in the design of the transport hub.
improve public transit
accessibility.
Bicycle Provide bicycle storage 5-15% -Applicable, provision of biking facilities

facilities and changing facilities. will encourage travelers to use these modes
of transportation.
Improve user Provide convenient and 5-15% -Applicable, the use of modern technology in
information accurate information on advertising the terminal services can help
and travel options using maps, greatly in the services of the terminal.
marketing signs, websites and direct
marketing programs.
Source: “Recommendations for Improving LEED Transportation and Parking Credits” by Litman,
2015.
Sustainable multi-modal transport and transit networks can provide a range of

options for passengers and freight transport. Understanding the physical components of the
terminal affects the efficiency of the planning of the structure significantly. According to
Design Buildings (2020) an interchange terminal will typically have three spatial zones:
(1) the access-egress zone, which links to the local areas and to transport modes; (2) the
facilities zone that comprises supporting services like retail shops, restaurants, ticketing,
hotels and the like; and (3) the arrival-departure that caters for intermodal transfers. Table
14 on p. 63 of Appendix C shows the multi-modal terminal's spatial zones and the
categorization of spaces, facilities, and amenities.
To achieve the goal of integrating the sustainable concept of mobility into the
proposal, understanding the set of sustainable mobility indicators that can affect the early
planning of the proposal's development is shown in Table 15 on p. 64 of Appendix C.
In line with the sustainable mobility concept, DOTR-CAR regional director Almora
(2020) stated that multi-modal or inter-modal transport is recognized as an organized
transportation system where a different mode of transport has different areas dedicated to
each transport mode. This system is in line with the Public Utility Vehicle Modernization
Program (PUVMP) of the Philippines related to public transport hierarchy to change
18
transportation perspective in the Philippines and give way to high capacity buses. The
concept of mobility planning was discussed through the Paranaque Integrated Terminal
Exchange (PITX) as an example where the arrival of passengers is located on the second
floor and the departure on the ground floor. Modern Integrated Terminal (IT) utilizes the
cashless ticketing system to reduce the time spent traveling. Furthermore, the integration
of electric-powered vehicles is not recognized as mandatory, and the decision is up to the
respective company owners for its integration. As a multi-modal/inter-modal transport, the
hierarchy of transportation from buses, to UV express, to taxis and jeepneys is an essential
component for the system's efficiency in which the terminal is utilized as an exchange point
of transport.
Budilovich and Jackiva (2016) stated that multi-modal transportation planning

should have integrated institutions, networks, stations, user information, and fare payment
systems; it is needed to consider all significant impacts, including long-term, indirect and
non-market impacts such as equity and land-use changes. Regarding the relation between
multi-modal exchanges and their influence on land use, it was indicated that if there is no
clear, coordinated development strategy linked to policymakers' participation, it is not
direct. The Land Transportation Franchising and Regulatory Board (LTRFB) set guidelines
for compliance for multi-modal/inter-modal transport and was used as a guide for planning
the integrated terminal (see pp. 92-93 of Appendix E).
A vital aspect of an efficient transport system is good integration between modes

in terms of fare and schedule and the policies implemented by various authorities. To set
the direction of and parameters for the integrated development and regulation of the
Philippine transport sector, pages 93-98 of Appendix E show a compilation of different
local governing laws and regulations to further enhance the study.
The Philippine National Standard provided dimensions for PUV Class 2 and Class
3 (Class I and Class III of "M2" United Nations Economic Commission for Europe UNECE
category) to support the PUV Modernization program of DOTR. This standard was
prepared to improve the safety and comfort of passengers and was used in the design
development of the transport hub (see pp. 99-103 of Appendix E).
19
The design of a multi-modal transport hub
The multi-modal transport hub's design development is based on the research and
results from objectives one and two. Other concepts and ideas related to the design of the
transport hub were gathered from related literatures and added in the architectural
solutions.
Design brief
To plan an efficient terminal, sufficient knowledge about the areas, facilities, and
spaces is necessary and this is identified from the data under the first objective which is
related to human-centered design and innovations and ideas. Transport management
strategies, specifically multi-modal transport spatial zoning, were determined under the
second objective and used as the sustainable mobility concept incorporated in the space
planning and zoning development of the transport hub. The transport hub's design was
presented through architectural solutions based on the previous objectives' findings and
review. Table 16 on p. 65 of Appendix D shows the application of the gathered data
concerning the objectives.
Site analysis
Knowledge about the site condition and context is vital in the preliminary phase of
design development. The analysis helps clarify the current site conditions or problems and
determines the reactions to these results. Figure 2 shows the analysis of the location and
the existing factors on the site.
20
Figure 2. Site Analysis
The site has a flat topography in the middle and a sloping characteristic in the north
eastern part; however, the lot has an elevation of two point four meters (2.4m) from the
road level suggesting a design having more floor levels. Furthermore, the site is bounded
by three roads that can be utilized as the proposed transport hub's access points. The road
on the southern part is utilized as the main arterial road for vehicles. The road on the
western and northern part of the site is utilized as thoroughfares for other transportation
modes. A good practice to avoid traffic congestion and conflict of routes from buses,
jeepneys, van, and private utility vehicles is to separate transportation modes by type.
Currently, jeepneys with PNR, Acupan and Camp 6 routes use the western part of the site
as parking and terminal. The analysis suggests that jeepneys having these routes as the
potential jeepney terminals can be integrated into the transport hub. Existing vegetation is
also present on the site and can be used as natural vegetation. To further understand the
site profile, Fig. 9 on p. 66 of Appendix D shows a three-dimensional presentation of the
site.
21
The vicinity map (see Fig. 10 on p. 67 of Appendix D) shows the existing
landmarks around the site. In addition, the vehicular access related to the site is also shown.
Space programming
The space programming seen in Table 4 shows the transport hub amenities,
facilities, and spaces from the first objectives' results which were categorized based on the
multi-modal concept's spatial zone. The table shows the function and users of the spaces
based on the Bus terminal guidelines by SGArchitects (2016), Passenger Terminal Facility
Design Guide (AMC) by Whole Building Design (2011), Particular Design and
Performance Specifications for Emerald and Masinag Stations by Department of
Transportation [DOTr] (2015). Some design standards from Time-Saver Standards for
Building Types and Philippines' National Building Code were also used. Secondary
sources were from related documents, literature, and books. Table 17 on pp. 68-75 of
Appendix D shows the detailed programming of spaces and development control
computations.
Table 4
Space programming
Spatial zone Area Function Users
Access-egress Lobby\ Used as circulation area Passengers and terminal staffs

zone circulation area
Lounge/ Staff Used as resting space for terminal Passengers and other terminal
lounge area users end users
Security check Space allocated for checking of Passengers and other terminal
area terminal users belongings, users
baggage’s, possessions, etc.
Concourse Point of exchange from transport Passengers conductors,

vehicle. dispatchers and porters
pathways
Elevators and Means of access to other floors of Passengers and other terminal
Stairs the terminal. users.
22
Table 4
Space programming (Cont’n)
Facilities zone Ticketing and For availing tickets for transport Passengers and ticket booth
queuing and queuing area personnel
Retail and For commercial use of the terminal Terminal customers and
concessions commercial staffs
Information For assistance and information Terminal users and terminal
desk area staffs
Restrooms Personal hygiene activities Terminal users
Nursing room For nursing mothers to nurse their Nursing mothers and their
child child
Restaurant Areas for eating and dining Terminal customers and staffs
Phone charging Area for phone charging Mainly used by terminal

station customers
Drinking station Area for drinking and water Terminal customers
refilling
Security and For terminal surveillance and Security personnel of the
information CCTV for safety terminal
Staff Areas for necessities of terminal Terminal staffs and personnel
convenience staffs
area
Revenue office Collection and assessment the terminal revenue officers
income of the terminal
Operation place to monitor the activities terminal personnel and
manager’s inside the terminal operators
office
Baggage Storage center for passenger terminal staffs in charge of
deposit and baggage, express parcels, and any baggage
claiming area valuable commodity to be shipped
or picked up
Waybill area For receiving and dropping of Terminal staffs and personnel
documents from transport
Central terminal For safety monitoring of the Security terminal officers
room/ Control transport vehicles, routes and other
room terminal activities.
Lodging and For accommodation of bus staffs Drivers, dispatchers,
facility areas for conductors, etc.
bus staff
Porter area Area for employees who carry Terminal staffs / porters
luggage, baggage and other loads.
23
Table 4
Space programming (Cont’n)
Maintenance Areas for janitorial and terminal Janitorial and

area for maintenance maintenance personnel
terminal
personnel
Maintenance Areas for transport vehicle Maintenance personnel of
area for Bus / maintenance terminal
PUV / UV
Conference For meeting and conferences Terminal admins and staffs
rooms
Locker room Temporary storage of belongings Terminal personnel and staffs
for terminal personnel
Administrative Rooms for terminal admins and Terminal admins and
offices executives, for inquiries and executive
information
Garbage Waste disposal area where garbage Terminal personnel

collection area / are collected by the garbage truck.
MRF (Material
Recovery
Facility)
Delivery truck For delivering goods for Terminal personnel
parking commercial establishments
Arrival- Dispatcher area Area allocated for dispatchers that Terminal dispatchers
departure mainly located near the concourse
to manage arriving and departing
transport vehicle
Arrival and Areas designated for arrival and Terminal passengers
Departure areas departure of passengers
Passenger Area for waiting in arrival or Terminal passengers
waiting area departure areas with seating
Staging area Area used as temporary storage or Terminal staffs and personnel
accommodation before use
Staff parking Private parking for vehicle Staff and terminal personnel
Bus Parking Vehicle parking for buses Buses and bus users
UV parking Vehicle parking for van Van and van users
Jeepney parking Vehicle parking for jeepney Jeepney and jeepney users
Taxi lane Lane for taxi waiting area Taxi and taxi users
Parking areas Vehicle parking for terminal users passengers
Pick up and Designated area for loading and Passengers and vehicles
drop off area unloading
Source: Bus terminal guidelines by SGArchitects 2016, Time Saver Standards for Building
Types, Planning and Designers handbook by Max Fajardo Jr., Passenger Terminal Facility
Design Guide (Air Mobility Command) by Whole building design 2011, Particular
Design And Performance Specifications For Emerald And Masinag Stations by DOTr
(2015), Case Studies on existing bus terminals, Preferences of Amenities in Public
Transport Terminals Desired by Makati CBD Workers by Cal, Diaz, and Koh, 2011, The
National Building Code of the Philippines and other related literatures.
24
Space Interrelationship Diagram
The matrix diagram presents each space and facility that was integrated into the
proposed transport hub. This diagram serves as the reference for the configuration and
planning of spaces to determine which spaces should be located adjacent to each other
based on their functions. Further analysis on the relationship of movements by different
users of the terminal are also shown in Appendix. The multi-modal concept of spatial
zoning was used to analyze the relationship between the spaces. (See Appendix D, Fig. 11-
21, pp. 76-86)
Public vehicles to be catered
One factor that would affect the design is the number of public vehicles that the
transport hub will cater. No data was given from the LTFRB or the DOTR-CAR on the
registered public vehicle traveling within the city. As for the site investigation, Table 19
on p. 87 of Appendix D shows the identified public vehicles currently located in the Gov.
Pack terminal having the southern routes. Additional data regarding the Baguio jeepney
trunklines are seen in pp. 86-88. The southern route was given more focus because more
travelers and vehicles are traveling the southern corridor. The data dictate that designation
of vehicle slots may vary and may depend on the company it will cater to or the route it
will be traveling.
Strengths, Weaknesses, Opportunities and Threats (SWOT) Analysis
The SWOT analysis is a process to determine the site's condition to reduce the
chances of failure in the design by understanding the present condition and eliminating
threats that might not be given attention in the development process. Table 5 displays the
findings of the SWOT analysis on the site.
25
Table 5
SWOT analysis
SWOT ANALYSIS RECOMMENDATIONS

- It is accessible to the public via different mode
of transport as well as walking and cycling.
-Site is in an urban area -Structure to be constructed on the site
Strength will be easily visible to the public.
-Existing site vegetation -Can be used as natural landscaping.
-Main road is present -Can be utilized to its maximum use

as the main arterial road.
Weaknesses -Some roads are narrow. -Road improvement should be

implemented.
-Noise from the terminal that can affect the -Additional sound buffers and setback
residential houses in the vicinity. should be provided to lessen the noise.
Opportunities -Development of commercial area on site can be -New job opportunities for the
an opportunity for the surrounding locale for surrounding residents can be provided
business. by the terminal.
-The location is not near the CBD which then -Site is suitable for terminal rather
will decrease the vehicles entering the CBD than the old terminal located at Gov.
streets. Pack road which is congested.
-Offices and a school are in the vicinity - Provision of additional facility such
as book store or material supply
facility should be considered
Threats -Congestion might appear due to narrow roads -Strategic placement of entrance and
exit for vehicular activity will give
solution to the threat of congestion.
-Ground level is lower than road level. -Provision of ramps is a
consideration.
-
Architectural Massing Concept
The massing design for the transportation hub is inspired by two historical names
for Baguio: “kafagway” or a large open field, according to Estoque and Murayama (2013),
and “bigyiw,” a moss green-plant that developed around the area where Burnham Park is
now located. The “kafagway” concept can be seen in the terminal's interior for having a
wide-open space for lighting and ventilation purposes, and the “bigyiw” can be seen in the
roofing and enclosure of the terminal, which also serves as the structural shell of the
transport hub. To achieve the organic visualization of the moss-like characteristics, the
26
Voronoi pattern was used as inspiration for a more contemporary architectural character
rather than the local pyramidal pattern commonly seen in Cordilleran architecture.
According to Sahin (2017), Voronoi diagrams, also known as Voronoi tessellations, can be
found in nature's cell structures, honeycomb, and animal fur patterns at various scales.
Rather than imitating nature directly, architects and designers use this diagram to construct
a more organic-looking style. In addition, the different changes in elevation in the design
represent the mountainous region of the Cordilleras (see Fig. 26 on p. 91 of Appendix D).
Design concept
Functional Grouping and zoning. The spatial zoning from the data under the
second objective seen in Fig. 21, on p. 86 of Appendix D was used efficiently to achieve a
more functional circulation inside the terminal. Areas are zoned according to their function
by separating private and public areas.
Space Articulation. The interrelationship of spaces seen in Figures 11- 17 on pp.

76-82 of Appendix D was considered to enhance the flexibility, accessibility, and
circulation of vehicles and pedestrians inside and outside the terminal. A centralized
organization of spaces can give a circular shape plan (see Figures 18-20 on pp. 83-85 of
Appendix D) to the structure and was considered to achieve a smooth one-way flow of
vehicular activity outside the transport hub and a more organized space zoning inside the
terminal for the passengers and the end-users. Commercial areas and food establishments
are located on the ground, mezzanine, and the second floor to give the terminal users the
freedom of choice, for not all users are terminal passengers. The bus departure and arrival
area is located at the lower ground to efficiently use the road on the west side of the site as
the bus entrance and isolate the bus traffic from other vehicular activities due to their space
requirements for maneuvering. The jeepney and van terminals are located adjacent to the
main road for manageable access from the Road Right of Way. Public parking, park and
ride or private parking, and staff parking are also grouped in one location in the
northeastern part of the site to avoid chaotic vehicular flow. Circular ramps are used to
avoid long horizontal ramps, which need more space (see architectural solutions A1-A7).
Geometry. The most commonly observed feature of any structure is the visual
appearance of how one perceives it. The "bigyiw" concept through the Voronoi pattern
27
gave the structure the organic features. The architectural character of the transport hub
achieved the contemporary character from the combination of modern circular plan and
curvature surfaces that can be seen in its outer wall and roof, and the vernacular character
inspired by the big umbrella of the old in Mines View Park, which can be seen in the roof
garden area of the hub (see architectural solutions A8-A14).
Response to context. The building envelope utilizes a closed type shell that protects
terminal users from unwanted external influences such as noise, strong winds, rain, and
vehicular emissions. The "Kafagway" concept introduces a wide-open space inside the
structure for air circulation and permits warm air to rise to the upper part of the structure
in the summertime, associating it with the passive cooling principles (see Fig. 26 on p. 91
of Appendix D). The exposed floor of the mezzanine and second-floor overhangs increases
heat loss and heat gain. The enclosure and roofing feature large windows and skylights to
let natural lighting penetrate inside the structure to help the terminal users perceive the
activities happening inside the structure. The curvature surface serves as wind dampers to
redirect strong winds in case of typhoons and storms. In addition, the curvature also helps
in preventing the accumulation of rainwater in the roof surfaces by redirecting the flow of
water to the lowest part of the curvature and storing it in water storage as harvested water
since one of the cities requirements for a newly developed building is the integration of
water harvesting systems; however, the extent of the integration is limited to the size of the
storage tanks (see architectural solutions A15). The curve element in the front of the
structure from the entrance blocks the intense heat from the site's southwestern part.
Canopies and eaves are also considered for blocking direct sunlight.
Enclosure. The enclosure separates the building from the other elements on the site
and serves as security and protection from the external elements. Transition spaces defined
by door entry are provided to control the movement pattern of terminal users. The main
doors in the front serve as the wide main entry points to the terminal. Other access points
are also located in the jeepney area and the second floor that connects the building to the
existing overpass to maximize the functionality of access. Terminal staffs also have their
separate access on the north side of the terminal, which can also be used as service and fire
exits with the concept of compartmentation. Large windows are provided for light and
28
ventilation, as explained from the response to context. The window and skylight pattern
also cast distinctive shadows silhouette for a more dramatic ambiance.
Systems. The building systems work on different areas, mainly the structural wall
enclosure and roofing, and the automated systems from the data gathered from the first
objective. The building enclosure utilizes the diagrid frame system which serves as the
structural element holding the structure to minimize the use of internal columns (See
architectural solutions A16), while the roofing makes use of structural space frames and
aluminum cladding as the outer finish. The water harvesting system concept is enclosed
inside the cladding to hide the pipes from the public vision (See architectural solutions
A15). Windows are treated with low emissivity window film on the outside to allow light
to penetrate inside the structure while deflecting solar heat and anti-shatter film in the
inside for safety purposes. According to Bernard (2020), manufacturers state that low
emissivity films reflect between 70- and 80-percent of solar heat gain in the summer or
conserve over 50-percent of interior heat in the winter. The automated systems work in the
different areas of the terminal. Cashless ticketing systems are integrated into the ticketing
areas and ticketing gates for departure passengers. Information boards are scattered around
the terminal to update and remind terminal users about different schedules of transportation
vehicles and directions about different areas of the terminal. Fleet management schedules
for vehicle operators are also integrated to effectively distribute the route and schedule to
different transport operators. Automated systems are controlled by the main terminal
control room. Tablet kiosks are utilized by food establishments for faster reservation of
orders (see architectural solutions A12-A13).
Economic. Data gathered from the second objective and the integration of the
different concepts stated by Litman (2015) were used to develop design of the transport
hub. Although assessment may be adjusted based on expert consultation, housing different
transportation types in one location is cost-effective as the user will not be wasting money,
time, and energy traveling from one terminal to another. The use of diagrid concept and
space frame lessens interior columns and saves development cost. The utilization of wide-
open spaces, passive cooling, and window treatment minimizes the use of heating,
ventilation, and air conditioning (HVAC), which reduces the building's energy cost. Water
29
harvesting concept features, automated water discharge and recycling water minimize the
wastage of water.
Human Factors. Local sensibilities need to be recognized in any and every new
development. It involves sociocultural factors, such as physiological factors. Although
adopting new designs and ideas rather than using traditional and conventional practices
may be uncommon for the community due to habitual tendencies, it is high time for the
public to shift to a more efficient lifestyle. The essence of this development creates a
terminal in a community setting where inhabitants are given the opportunity to attain a
comfortable transportation experience with facilities and technologies that contribute to
them having a sense of security, efficiency, and comfortability. Public areas or user-shared
services build a connection with the beneficiaries for them to appreciate and have fair
opportunities to use such areas. Additional facilities provided are based on the locale's
circumstances.
CONCLUSION & RECOMMENDATION
Public transport is an essential foundation of efficient urban development and plays

a vital role in our community (cities and regions), particularly in the provinces and
municipalities. Improving public transportation can solve community problems concerning
welfare, mobility, transportation, and the environment. Transport hub facilities enhance
public transit connectivity by offering easy transfers between various modes of transport.
The interchange station is vital to the physical integration and to the seamless travel
experience of the public transit network.
Baguio City is a hub, and being the economic and tourist center of CAR, most of
the endpoints of roads and routes terminate in Baguio. Mass public land transport in the
local area comes in different types. These include buses (intra-provincial and inter-
provincial), van, jeepneys, and taxis utilized for point to point and pick and drop transport.
To help decongest the CBD (Central Business District) from the monstrous traffic jams,
the city government of Baguio is looking forward to constructing at least five terminals in
strategic areas across the city.
30
However, the study's general objective is to design a transport hub in Baguio City,
having the services of at least three modes of land transportation housed in one terminal.
The necessary spaces, amenities, and facilities in the hub's design were determined in this
study and were related to user-centered design ergonomic principles to develop appropriate
ideas and innovations for the proposal. It brought out the requisite variables and spaces that
will be added to the structure’s design. The areas added will appeal to end-users with a
high-quality service that is internationally competitive.
Part of the study also covered the search for sustainable mobility concepts. This
approach would comply with the CLUP of Baguio stating that structures to be constructed
should be efficient and sustainable. The results showed that there are many strategies for
sustainable mobility and development. The multi-modal development is given the most
priority in the integrated sustainable mobility concept for the transport hub, for it is the
most efficient and appropriate in transportation structures.
The study considered the spaces and facilities needed and applicable sustainable
mobility concept in the last objective. The spatial zonings from the multi-modal concept is
utilized for the development of the functional zoning of the structure. The two historical
name of Baguio, “Kagfagway” that means an open wide space and “Bigyiw” that means
moss in Ibaloi language inspired the structures massing. Voronoi pattern was used to
visualize the organic character of the building. Furthermore, the proposed development
will reflect the city's mission regarding infrastructure and sustainable development. In
response situations such as the ongoing pandemic, the use of contactless systems and the
provision of ample wide spaces in public terminals are safety measures to lessen the chance
of spreading contact-related diseases that greatly affect health. Even the economic sector
is greatly affected by the pandemic and the use of the contactless systems emerge as an
essential solution for ensuring the safety and businesses of the community. In the future,
this technology may result to rapid innovations and change the lifestyle before the
pandemic.
In the light of the findings and the conclusion, the researcher would like to
recommend the following:
31
1. A thorough analysis of the human-centered design concerning the spaces to the
public terminal should be studied further for more efficient results;
2. For multi-modal development structures whose intention is to house more
transportation modes, wider space development should be considered;
3. The municipality planners should undertake a more extensive study of various
transportation systems and structural problems to determine the common causes
and develop long-term solutions; and
4. Due to the limitation of the study, sustainable concepts integration such as water
harvesting should be studied further for the benefit of the locale.
ACKNOWLEDGMENT
The author of this study would like to express his sincere and most tremendous
gratitude.
To God, who gave him physical strength, spiritually and emotionally, to trust
himself and pursue this study;
To my family to whom the author dedicates this study for the emotional and
financial support;
To his thesis coordinator and thesis adviser, Ar. Divina Ligaya B. Rillera for her
continuous guidance, understanding, and patience in encouraging him to pursue his dreams
despite the harsh conditions at present.
To my panel members: Ar. Cleofe M. Paran, Ar. Ryan M. Benaoe, Ar. Elvis C.
Palicdon and Engr. Jessica Cabotaje, who gave their time to read this study and offered
suggestions, comments, solutions, and shared knowledge to improve my thesis;
To the City Hall of Baguio City for providing me the needed legal documents;
To the Director of DOTR-CAR for letting me conduct an interview and gather data
regarding my study; and
To my friends who helped me in the completion of this study.
32
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36
APPENDICES
37
TABLE OF CONTENTS
TITLE PAGE NO.

Cover Page................................................................................................... I
APPROVAL PAGE PROPOSAL............................................................... II
APPROVAL PAGE THESIS...................................................................... III
ABSTRACT………………………………………………………………. 1
INTRODUCTION………………………………………………………... 2-4
Conceptual Framework…………………………………………… 4-7
Scope and Delimitation…………………………………………… 7
Significance of the study………………………………………….. 7-8
Objectives of the Study…………………………………………… 8
METHODOLOGY………………………………………………………... 8
Study Design……………………………………………………… 8-9
Context and Locale of the Study………………………………….. 9
Data Gathering Tools……………………………………………... 9-10
Data Gathering Procedures……………………………………….. 10
Treatment of Data………………………………………………… 10-11
Ethical Consideration……………………………………………... 11
RESULTS AND DISCUSSION………………………………………….. 11
Facilities and Amenities of a Public Transport Terminal………… 11-15
Sustainable mobility concept for the development of the proposal. 15-19
The design of a multi-modal transport hub……………………….. 19-20
Design Brief………………………………………………. 20
Site Analysis……………………………………………… 20-22
Space Programming………………………………………. 22-24
Space interrelationship diagrams…………………………. 25
Public vehicles to be catered……………………………… 25
SWOT Analysis…………………………………………... 25-26
Architectural Massing concept……………………………. 26-27
Design Concept…………………………………………… 27-30
CONCLUSION AND RECOMMENDATION…………………………... 30-32
ACKNOWLEDGEMENT………………………………………………… 32
REFERENCES……………………………………………………………. 33-36
APPENDICES…………………………………………………………….. 37-139
CURRICULUM VITAE………………………………………………….. 140
38
List of tables
Table no. Description Page no.

Table 01 Summary of spaces, facilities and amenities of a public 12-13
transport terminal ……………………………………………..
Table 02 Relationship of terminal areas to human-centered design and 14-15
applicable concepts……………………………………………
Table 03 Transport management strategies and application to hub 17-18
design………………………………………………………….
Table 04 Space programming…………………………………………... 22-24
Table 05 SWOT analysis……………………………………………….. 26
List of Figures
Figure no Description Page no.

Figure 01 Energy Consumption by Sector……………………………… 16
Figure 02 Site analysis………………………………………………….. 21
39
List of Abbreviations:
CBD Central Business District

CLUP Comprehensive Land Use-Plan
DA Department of Agriculture
DOT Department of tourism
DOTR-CAR Department of Transportation - Cordillera Administrative Region
DPS Department of Public Service
GSIS Government Service Insurance System
HVAC Heating, ventilation and air conditioning
IEA International Ergonomics Association
IT Integrated Terminal
KOTI Korea Transport Institute
LEED Leadership in Energy and Environmental Design
LTFRB Land Transportation Franchising and Regulatory Board
PITX Paranaque Integrated Terminal Exchange
PUVMP Public Utility Vehicle Modernization Program
RMC Route Measured Capacity
UNECE United Nations Economic Commission for Europe
UNCTD United Nations Conference on Sustainable Development
WBDG Whole Building Design Guide
40
List of appendices
Appendix label Contents Page no.
Appendix A Table 6: Distribution of regional travelers in Baguio
City……………………………………………………… 43
Figure 3: Percentage of travelers in Baguio City (2011-
20212)…………………………………………………... 44
Figure 4: Monthly Visitors arrival to the Philippines
(2010-2017)……………………………………………... 44
Table 7 The list of fifteen amenities preferred by the
public…………………………………………………..... 45
Figure 5: Site location…………………………………... 46
Appendix B Figure 6: Paradigm of the study ………………………... 47
Figure 7: Site Description……………………………..... 48
Appendix C Case study on existing terminals………………………... 49-51
Table 8: Summary of Local Terminal spaces…………... 52
International case studies……………………………….. 53-54
Table 9: Summary of International Terminal spaces…… 55
Table 10: Terminal areas analysis and applicability to
design…………………………………………………… 56-59
Figure 8: Areas of ergonomic specialization……………. 60
Table 11: Building Location and Design Factor Impacts
on travel………………………………………………… 61
Table 12: Transport management strategies …………… 62
Table 13: Example of LEED Certification Trip
Reduction Target ……………………………………….. 62
Table 14: Multi-modal spatial zones and Terminal areas 63
Sustainable ……………………………………………...
Table 15: Mobility Indicators…………………………... 64
Appendix D Table 16: Design Brief………………………………….. 65
Figure 9: Site profile……………………………………. 66
Figure 10: Vicinity Map and Vehicle route…………….. 67
Table 17: Space programming and computations………. 68-75
Figure 11: Matrix analysis ……………………………… 76
Figure 12: Passenger and terminal customer movement... 77
Figure 13: Terminal staff movement……………………. 78
Figure 14: Bus and bus staff movement………………… 79
Figure 15: Jeepney movement relationship……………... 80
Figure 16: Parking movement relationship……………... 81
Figure 17: Relationship of areas and movement to
spaces……………………………………………………. 82
Figure 18: Site diagram…………………………………. 83
Figure 19: Lower ground thumbnail diagram…………... 84
Figure 20: Upper ground thumbnail diagram…………… 85
Figure 21: Zoning bubble diagram……………………… 86
Table 19: Vehicles to be catered………………………... 87
41
Figure 22: Yellow trunkline route………………………. 88
Figure 23: Red trunkline route………………………….. 88
Figure 24: Blue trunkline route…………………………. 89
Figure 25 Green trunkline route………………………… 89
Table 20: Red and Green Baguio Trunklines…………… 90
Figure 26: Architectural massing……………………….. 91
Appendix E Excerpt from LTFRB MEMORANDUM CIRCULAR 92-93
NUMBER 2008-23……………………………………...
Governing Laws and Regulations………………………. 93-98
The Philippine National Standard………………………. 99-103
Appendix F Request letter and interview for DOTR-CAR…………... 104-106
Request letter for City Planning and Development……... 107
Observation Guide………………………………………. 108-110
Transport plan request…………………………………... 111
Tax mapping…………………………………………….. 112
Lot title………………………………………………….. 113
Architectural solutions………………………………….. 114-139
42
Appendix A
Table 6
Distribution of regional travelers in Baguio City
Year Domestic Foreign Overseas Filipino Total
Travelers Travelers (Balikbayan)
2010 702,629 32,399 3,358 738,386
2011 523,116 25,106 4,275 552,497
2012 584,932 28,931 3,216 617,079
2013 802,223 38,607 2,643 843,473
2014 898,442 33,522 328 932,292
2015 1,083,852 31,159 253 1,115,264
2016 1,243,721 50,778 407 1,294,906
2017 1,473,245 48,261 242 1,521,748
Source: Accommodation Establishments as submitted to Department Tourism Regional
Offices (DOT) (2010-2017). Retrieved from http://www.tourism.gov.ph/regional_
offices.aspx
Basing from table 6 the data can perceive the increase of travelers percentage by
subtracting the total numbers of travelers per year from the preceding years and dividing
the achieve value to the current year traveler total.
2010 to 2011---- 552,497- 738,386 = -185,889---- 552,497/-185,889 = -2.97 (Decrease)
2011 to 2012----617,079-552,497= 64,582---- 617,079/64,582 = 9.55 (Increase)
2012 to 2013----843,473-617,079= 226,394----843,473/226,394= 3.72 (Increase)
2013 to 2014----932,292-843,473=88,819----932,292/88,819=10.49 (Increase)
2014 to 2015----1,115,264-932,292=182,972----1,115,264/182,972= 6.09 (Increase)
2015 to 2016----1,294,906-1,115,264=179,642----1,294,906/179,642=7.20 (Increase)
2016 to 2017----1,521,748-1,294,906= 226,842----1,521,748/226,842=6.07(Increase)
43
Percentage of travelers in Baguio City 2010-2017
Indicator
12
10
8
6
4
2
0
2010 to 2011 2011 to 2012 2012 to 2013 2013 to 2014 2014 to 2015 2015 to 2016 2016 to 2017
-2
-4
Figure 3. Percentage of travelers in Baguio City (2010-2017)
Figure 3 shows the percentage of travelers from the year 2010-2017. The results
states that traveler’s peak total is 10.49 percent which can affect the planning of the
transport hubs capacity to accommodate the increase.
Figure 4 show the monthly visitor’s arrival to the Philippines in the year 2011-2012
and states an increase of 75% in the peak season starting from September until January.
Figure 4. Monthly Visitors arrival to the Philippines (2011-2012) from The

Comprehensive Land Use-Plan- Baguio City CLUP 2013-2023
44
Table 7
The list of fifteen amenities preferred by the public
Note. From “Preferences of Amenities in Public Transport Terminals Desired by Makati

CBD Workers” by Cal, Diaz, and Koh (2011).
45
Site location
Figure 5. From The Comprehensive Land Use-Plan- Baguio City CLUP 2013-2023
46
Appendix B
Figure 6. Paradigm of the study
47
Site Description
Figure 7.From google maps
48
Appendix C
Case study on existing terminals
Victory Liner
The establishment is a 2-storey building but to comply with BP344 the

establishment provided elevator for the accessibility of all users. The site is accessible by
land transport and pedestrians. Modern in design character using glass but vernacular
design can be seen from the material of using stone wall finish. Landscaping are visible on
the vicinity of the terminal. The entry point of buses is also the exit, the concourse area is
wide enough for the maneuvering of buses. Amenities included that are useful in the
establishments were ATM booths, charging station, electric chair massage, and a television
where commuters can watch while eating or waiting for their scheduled trips. The terminal
has two entry point for the commuters, the upper level and lower level provided with
security check. The floor to ceiling on the lower level was high so that the buses can enter
under but not all the way through because of the barriers provided. The ticketing booths
are located in the upper floor, also the comfort rooms and restaurants/food stalls. The
customer parking is located outside and on the upper road level of R. Villalon street. The
loading is located inside the terminal but the unloading is outside. Bus maintenance is
located outside the terminal. Victory Liner Baguio Terminal have proper planning
compared to other terminal in Baguio.
49
Dangwa Terminal
A 3-storey terminal building located behind Baguio Centermall. Modern in design

with a bit of the 70’s touch of Googie architecture. Commercial establishments are located
in all floors and ticketing facilities on the ground floor. The terminal is accessible by
pedestrian but hardly by vehicles when parking is full and chaotic in circulation with
signage all over the place. The site is surrounded by commercial establishments. No visible
landscape in the area and mostly concreted. Bus maintenance is located at the same parking
bay. The terminal also caters jeepney and UV parking for passengers. In adequate customer
parking facilities. Terminal needs more improvement to cater passengers efficiently.
50
PITX (Paranaque Integrated Terminal Exchange)
The PITX (Paranaque Integrated Terminal Exchange) located at Paranaque Manila,

is a 10-storey building having terminal of different modes of transport in the ground to the
4th floor and offices from the 5th to 10th floor. Surrounded by roads and accessible to the
public. Metro rail transport is considered in the planning. The terminal can accommodate
a maximum of 200,000 people. Modern in design with minimalist touch and have visible
landscapes in the vicinity. No traffic in some of the surrounding roads, but in the present
some passengers suffers from long line outside waiting for their ride. The terminal have
wide spaces for human circulation, proper signage, service facilities, security facilities, etc.
commercial establishments are located inside the terminal as well as dining facilities. With
adequate customer parking and spaces for vehicular activity are provided. With proper
loading and unloading area where unloading usually in the 2nd and 3rd floor. Bus
maintenance is inside the building and staging areas are provided for bus personnel. The
PITX is a good reference for multi-modal/ intermodal terminal planning.
51
Table 8
Summary of Local Terminal Spaces
Name of terminal and spaces
Victory Liner Dangwa terminal Paranaque Integrated Terminal
Exchange (PITX)
Security Area Commercial establishments
Ticketing booth Ticketing facilities Security Area
Waiting areas Jeepney and van terminal Centralized Ticketing
Commercial stalls Comfort rooms Waiting areas for both arrival and
Waybill and storage Utility areas departure
Parking spaces Dispatch office Commercial stalls
Administration and Baggage area and waybill Waybill and storage
offices Parking spaces
Dining area Administration and offices
Dispatch office Dining area
Comfort rooms Dispatch office
Information boards Comfort rooms
Service facilities Information boards
Utility areas Service facilities
Elevators Utility areas
Drop off area Elevators
Lounge areas Drop off area
ATM booths Lounge areas
Phone charging ATM booths
station Phone charging station
Landscapes Landscapes
Bus maintenance Bus maintenance
Loading and Arrival and Departure bays
Unloading areas Jeepney and van terminal
Nursing rooms
Staging areas
Terminal staff lodgings
Control rooms
Lobby
Link to LRT (Light Rail Transit)
Staff canteen
Commercial Offices
52
International Case studies
Puduraya Terminal (Malaysia)
The Puduraya station is the main bus station terminus in Kuala Lumpur, Malaysia.
Long-distance buses arrive and leave from Puduraya for all over Peninsular Malaysia, and
also Thailand and Singapore. Puduraya is especially busy during public holiday and festive
periods. Passengers go down to the boarding platforms via 22 new gates (tunneled stair-
well) on the ground floor. The waiting area, ticketing counters, retail outlets and food court
are fully air-conditioned. There are adequate electronic departure/arrival status screens to
keep passengers posted on schedule and timings. There are two information counters and
a Police booth on the ground floor. The Genting Highlands taxi stand is located on the first
level of the car park. Resort World’s coach to Genting Highlands and Star Shuttle bus to
LCCT airport operate from Puduraya as well.
53
Hakata Bus Terminal (Japan)
Hakata Bus Terminal is a general bus terminal that located in Fukuoka city center
zone, Japan. Hakata Bus terminal have a function to provide city center node needs of
transportation beside the train, subway, taxi, and the other public transportation. Hakata
Bus Terminal is integrated with another public transportation inside the Fukuoka traffic
center zone. Hakata Station Zone is an important zone for the development of surrounding
area because it provides transportation service inside and also to the outer Fukuoka city
main node and become a welcome point for Fukuoka city. Hakata bus terminal located
inside the Traffic Center Fukuoka area which is connected by public transport train,
subway, and taxis and regarded as the gateway of Fukuoka. Hakata Bus terminal itself can
be accessed from 3 different level entrance. The basement floor or "Bus Chika floor" was
connect directly to subway facilities area. The first floor of a building can be accessed from
surrounding area which is on the ground level. The entrance was provided with a zebra
cross and traffic light to organize the movement of people and bus. And the 2nd floor can
be accessed from bridge corridor. This bridge corridor connects the 2nd floor of Hakata
Station and also connect the surrounding area from ground level by escalator and elevator.
54
Table 9
Summary of International Terminal spaces
Name of terminal and spaces
Puduraya Terminal (Malaysia) Hakata Bus Terminal (Japan)
Information booths Link to public transport train, subway and taxi

Police booth Facilities area
Taxi and shuttle services Zebra crossing and traffic light
Multi-level car parking No parking facilities
Puduraya hotel Commercial areas
Bus holding areas Taxi parking
Security Area Departure platform,
Centralized Ticketing Arrival platform,
Waiting areas for both arrival and departure Waiting area (seating),
Commercial stalls Ticketing facilities,
Waybill and storage Information and signage,
Parking spaces Vehicle circulation
Administration and offices People circulation (hallways, elevator, escalator,
Dining area etc)
Dispatch office Security and management office
Comfort rooms Toilet
Information boards Rental space
Service facilities Baggage lockers
Utility areas Public telephones
Elevators and escalators Nursery room
Drop off area Smoking area
Lounge areas Handicap facilities.
ATM booths Commercial space was various from a restaurant
Phone charging station Shop for foods and sweets
Landscapes Mobile phone shop
Bus maintenance Fashion and accessories shop
Arrival and Departure bays Relaxation and beauty shop100 yen shop
Nursing rooms Office rental space
Staging areas Rental hall
Terminal staff lodgings Game center
Control rooms Souvenir shop
Lobby
Staff canteen
Commercial Offices
The spaces and areas identified from table 8 and table 9 became the basis for the
terminal areas analysis and applicability of design seen on table 10 for the functional
areas to be integrated in the transport hub. Other spaces are gathered from different
literatures and online sources related to the transport hub.
55
Table 10
Terminal areas analysis and applicability to design
Terminal areas Analysis and usage Applicability
Passenger waiting area  Part of a building where people can sit/ stand while -Applicable, this area should be directly accessible to
waiting concourse area and should be provided with drinking
fountains, trash baskets and etc.
Retail and concessions  Commercial areas and stalls where many items are -Applicable, shall be accessible from the waiting area
sold. of the terminal.
Restrooms  A room that does not belong to a specific -Applicable, one of the most important facilities of a
household, with toilets and sinks. Instead, the toilet terminal for personal hygiene purposes.
is open for the general public to use.
Restaurant  a restaurant or the area and space for dinning & -Applicable, restaurants are important to the
eating space for the people commuters specially those coming from long trips.
Parking areas  Acts as a place for the ceremonies of arrival & -Applicable, parking areas invite more customer and is
departure. Can either be surface/ground level, a necessity in the present transportation context.
basement level or multi-level parking
Nursing room  Breastfeeding area -Applicable, a necessity for terminal, for respect
purposes for lactating mothers.
Pick up and drop off area  Only to be used for the immediate loading or -Applicable, should be located near the main entrance
unloading of passengers, baggage or freight, or and other access point of the terminal.
short term parking
Phone charging station  An area designated for charging phones -Applicable, one of the important trend in the present
is having a phone for communication and charging
station helps in boost of terminal services quality.
Drinking station  Area for drinking and water refilling -Applicable, should be provided as to DOH guidelines
for bus terminal and stations.
Staff convenience area  An area for the use of terminal staff -Applicable, provide area for terminal staff to rest and
relax to avoid overworking
Bus Parking  Area for drinking and water refilling -Applicable, one of the main services of the terminal in
the local context.
56
Table 10
Terminal areas analysis (Cont’d)
UV parking  Vehicle parking for UV / express van -Applicable, one of the services of the terminal in the
local context.
Jeepney parking  Vehicle parking for jeepney -Applicable, one of the services of the terminal in the
local context.
Taxi lane  Lane provided for taxi passenger pick up -Applicable, essential for pick and drop transport.
Staff parking  Vehicle parking for terminal staff and admin -Applicable, provide this area and located it with
boundaries to avoid mixing of public vehicles and
public parking.
Ticketing and queuing  Room or area in a transportation facility such as an -Applicable, one of the main services that should be
airport or a train station where travelers purchase incorporated either cashless or windowed type.
tickets, check in baggage, or inquire about travel
information.
 Queuing is an area provided for waiting
Arrival and Departure areas  Departure refers to an outgoing transport and -Applicable, important access in a terminal, should be
Arrival refers to an incoming transport. These area separated from each other to avoid congestion.
are designated for outgoing and incoming
transportation.
Information desk area  An area where people may obtain information, -Applicable, important to be visible to the public,
typically in a public building mainly centralized to be accessed easily.
Security check area  An area for checking that a person is not armed, or -Applicable, should be located either after or before the
carrying something dangerous and for checking main entrance; for safety purposes.
baggage, luggage, belonging, etc.
Baggage area  Area where passenger baggage, express parcels, -Applicable, should be accessible from both the public
and any valuable commodity to be shipped are area and concourse and have an area equal to 10 % of
stored and a room for pick-up for parcel. total building.
57
Table 10
Concourse  An open space or hall (as in a railroad or public -Applicable, as appoint of exchange concourse should
terminal) where crowds gather. be wide to accommodate passengers and avoid
overcrowding.
 Room, set of rooms, used as a place for commercial, -Applicable, to have administrative control over the
Revenue office professional, or bureaucratic work. terminal, these offices are necessary.
Operation manager’s office
Administrative offices
Dispatcher area  Area allocated for dispatchers that mainly located -Applicable, important to monitor incoming and
near the concourse to manage arriving and outgoing transport vehicles.
departing transport vehicle
Staging area  Area used as temporary storage or accommodation -Applicable, should be integrated to avoid chaotic
before use. Applicable to transport vehicle. circulation of buses.
Waybill area  Area for receiving and dropping of documents from -Applicable, important for transporting documents.
transport
Central terminal room/ Control room  Area designated for safety monitoring of the -Applicable, to monitor the activities outside and inside
Security area transport vehicles, routes and other terminal the terminal these facilities are necessary. For safety
activities. monitoring.
Lodging and facility areas for bus  Area for accommodation of bus staff and personnel -Applicable, driver and bus personnel work for a long
staff period of time, these facility are needed for them to
avoid overworking.
Porter area  Area for employees who carry luggage, baggage -Applicable, porters are needed for baggage with large
and other loads. sizes and numerous in count.
Maintenance area for terminal  Areas for janitorial and terminal maintenance -Applicable, cleanliness and maintenance of the
personnel facility is important for quality of service that the
terminal is giving. This area is important for cleaning
necessities.
Maintenance area for Bus / PUV / UV  Areas for transport vehicle maintenance -Applicable, maintenance of vehicle is important to
avoid accidents, delays and repairs along the transport
process, so maintenance area for vehicles are important
in terminals.
Conference rooms  Room designated for meeting and conferences -Applicable, private meeting are initiated between
admins and staffs so a conference room should be
provided.
Locker room  Room for lockers and temporary storage of -Applicable, for the security of terminal staff
belongings for terminal personnel belongings locker rooms is important.
58
Table 10
Lobby\ circulation area  Building lobbies often serve as the “public face” of -Applicable, the lobby and circulation is an important
building interiors. Used as circulation area part of the terminal where activities of different kind is
initiated. It is necessary to provide proper lighting to
feel secured.
Lounge area  Public waiting room, as in a hotel or a terminal -Applicable, lounges are important as resting stop for
passengers and terminal users.
Landscapes and greeneries  Open spaces or areas with vegetation -Applicable, greeneries and landscapes are important
feature to give off the feeling of being one with the
environment.
Garbage collection area / MRF  Waste disposal area where garbage are collected by -Applicable, shall be accessible from the road for the
(Material Recovery Facility) the garbage truck garbage truck for faster garbage collection
Delivery truck parking  Parking space available for drop-off for goods -Applicable, this shall be located near the commercial
stalls for faster transfer of goods
Elevators and Stairs  Means of access to other floors of the terminal. -Applicable, should be located where it is visible to the
public.
PWD ramp and facilities  Facilities provided for seniors and people with -Applicable, should always be integrated in every
disabilities planning for the comfort and respect to these people.
Source: https://www.wbdg.org/ffc/af-afcec/design-guides-standards/passenger-terminal- facility, Bus terminal guidelines by

SGArchitects 2016, Time Saver Standards for Building Types, Planning and Designers handbook by Max Fajardo Jr., Passenger
Terminal Facility Design Guide (AMC) by Whole building design 2011, Particular Design And Performance Specifications For
Emerald And Masinag Stations by DOTr (2015), Case Studies on existing bus terminals, Preferences of Amenities in Public
Transport Terminals Desired by Makati CBD Workers by Cal, Diaz, and Koh, 2011, Design for ergonomics by Tosi 2019
59
Figure 8. Areas of ergonomic specialization. Source IEA, International Ergonomics
Association (2018). Retrieved from https://iea.cc/what-is-ergonomics/
60
Table 11
Building Location and Design Factor Impacts on travel
Note. From “Recommendations for Improving LEED Transportation and Parking

Credits” by Litman, 2015.
61
Table 12
Transport Management Strategies

Table 13
Example of LEED Certification Trip Reduction Targets

62
Table 14
Multi-modal spatial zones and Terminal areas
Spatial Zone Terminal areas
Access-egress zone Lobby\ circulation area
Lounge area
Security check area
Concourse
Elevators and Stairs
Facilities zone Ticketing and queuing
Retail and concessions
Information desk area
Restrooms
Nursing room
Restaurant
Phone charging station
Drinking station
Security and information
Staff convenience area
Revenue office
Operation manager’s office
Waybill area
Central terminal room/ Control room
Lodging and facility areas for bus staff
Porter area
Maintenance area for terminal personnel
Maintenance area for Bus / PUV / UV
Conference rooms
Locker room
Administrative offices
Dispatcher area
Delivery truck parking
Garbage collection area / MRF (Material Recovery Facility)
PWD ramp and facilities
Arrival-departure Arrival and Departure areas

Passenger waiting area
Staging area
Baggage deposit area
Bus Parking
UV parking
Jeepney parking
Parking areas
Staff parking
Pick up and drop off area
Taxi lane
Source:https://www.designingbuildings.co.uk/wiki/Design_of_Intermodal_Passenger_
Terminal, Case Studies on existing bus terminals, Preferences of Amenities in
Public Transport Terminals Desired by Makati CBD Workers by Cal, Diaz, and
Koh, 2011.
63
Table 15
Sustainable Mobility Indicators
Indicator Description Remarks
Economic aspects This refers to the modal choice,
transport cost, travel time, the
speed of transport and mobility
rendered through the  The proper
transportation process. planning of multi-
modal terminal
Social aspects This refers to the quality of spaces, facilities
transport, availability of funds and amenities in
devoted to transportation, relation to the
overall satisfaction rate of the human centered
transport system and overall design should
plan of the transportation. conform to the set
of sustainable
Environmental aspects This refers to the energy mobility indicators
consumption disaggregated by to achieve the
the mode of transport, pollutant sustainable mobility
emission, spaces devoted to the concept.
transport infrastructure,
exposure to air pollution, noise
and health damage and
impermeable surface protection
and management rainfall.
Source: “Indicators for sustainable mobility in the cities” by Amaroso, S., Carusso, L.
and Castelluccio, F. 2011, WIT Transactions on Ecology and the Environment.
64
Appendix D
Table 16
Design brief
Objectives Application
To identify new concepts and ideas for land -Facilities and amenities are the essential areas
transport terminal facilities, amenities, and spaces needed for the layout of the plans of the transport
that can be properly incorporated into the transport hub and were identified from the data under the first
hub design. objective relating it to the human centered design.
Innovations and ideas related to the gathered data
was integrated in the systems application of the
transport hub.
To determine sustainable concepts in terms of -Transport management strategies specifically

transportation mobility that can be appropriately Multi-modal transport spatial zoning is the
applied in the transport hub design. sustainable mobility concept that is incorporated in
the space planning and zoning development of the
transport hub.
To plan and design a transport hub integrating -The design of the transport hub were based from
sustainable transportation mobility concept that will the results and analysis from the previous objectives
encourage people to use public transport mode and and was presented through architectural solutions.
decrease the private utility vehicle population that Other concepts and ideas related to the design of the
causes traffic congestion. transport hub were gathered from related literatures
and added in the architectural solutions.
65
Figure 9. Site profile
66
Figure 10. Vicinity Map and Vehicle route from google maps
67
Table 17
Space programming
Spatial zone Area Programming / Design guideline/ Design standards

Access-egress Lobby\ circulation area -Must be easily accessible to the public, contains reception/
zone information, loan officers, tellers, and check-writing desks.
-The main entrance should be easily accessible to physically

challenged persons.
-Should be able to accommodate visitors by providing
information facilities, seating lounges and access to vertical
transportation.
Lounge/ Staff lounge -Must be separated from traffic aisle

area -Should provide an adequate space needed for various activities
space for storage.
Security check area -Should be located before or after the main entrances
Concourse -The concourse and have an area equal to

about 10 percent of the total building or contain about 50 sq ft
(4.60sqm) for each bus loading berth, whichever is higher
Elevators and Stairs -Should be located where it is visible to the public.

-The angle of inclination of an escalator shall not exceed 30°
from the horizontal.
-Minimun size of elevators 1.10 X 1.40 mts.
Facilities Ticketing and queuing - One position is provided for each 25 - 30 waiting room
zone seats. (1 booth: 25- 30 seats)
- 5.5 sq. m. per position. The counter height is usually 105cm
-does shall provide 3 booth
-The length of a linear queue may be estimated on the basis of
an average per person spacing of 20 in.
-22sqm/100pax
Retail and concessions -The amount of rental space to be provided for stores, shops,
concessions, etc. depends primarily on the earning potential
involved and the amount of space available.
Information desk area - Information desk should be clearly identifiable

- 0.75sqm/100pax
Restrooms -Toilet room - 1.50 sqm

-Wash hand basin – 1.11 sqm
-Urinals – 1.11 sqm
-Male- 4 WC for first 1000 persons and 1 for every

subsequent 1000 persons; 6 urinals for first 1000 persons and
1 for every subsequent 1000 persons
-Female- 5 WC for first 1000 persons and 1 for every
subsequent 2000 persons
-Staff toilets same as above
68
Table 18
Space programming (Cont’d)
Nursing room -A minimum footprint of 7 feet by 7 feet (2.10m x2.10m) is
recommended as it allows for a 5-foot radius circle with 24-
inch
deep counters on two walls. Other configurations such as 10
feet by 5 feet work well, too.
-Lactation rooms should be located in a safe area accessible to
all. They should not be located in areas that would not be
suitable for the preparation and storage of food.
-Install a user-operated deadbolt for privacy. The best locks
are indicator dead bolts that display an “occupied” message
to discourage interruptions.
Restaurant / Food court -1.2 sq. m. per person
-A banquet seating allowance can be small as .92 sq. m. per
seat, and 1.8 sq. m. for deluxe restaurant.
-Place seating for adult .60 sq. m and 45-50 sq. m. for
children.
Service entrance estimated into one small entrance for every
20 seats, and a large central door for every 50-60 seats.
-Small substation for silver dishes, napery beverage and etc.
and condiments could be 2-2.5 sq. m. by .90-1m. high.
Phone charging station -Can be located on passengers areas in the terminal
Drinking station -Drinking fountains or equivalent drinking facilities with a

minimum ratio of 1:100 commuters or passengers.
Security and information -There is no definite standard for security area and varies
depending on the equipment it is housing.
-Minimum: Rooms for Human Habitations - 6.00 sq. meters
with a least dimension of 2.00 meters
Staff convenience area -Rooms for Human Habitations - 6.00 sq. meters with a least
dimension of 2.00 meters
-2sqm/ person
Revenue office -All terminals require offices space regardless of its type. The
area depends upon the type and size of the terminal
-10sqm/person
Operation manager’s -All terminals require offices space regardless of its type. The
office area depends upon the type and size of the terminal
-10sqm/person
Baggage deposit and -Baggage room must have an area of about 10% of the total
claiming area building area or contain about 4.5 sq. m. for each bus loading
berth or whichever is higher.(4.5 sq. m. per berth)
Waybill area Waybill area depends on the size of the storage area of the
terminal.
69
Table 18
Central terminal room/ -There is no definite standard for security area and varies
Control room depending on the equipment it is housing and the size of the
terminal.
Lodging and facility -Rooms for Human Habitations - 6.00 sq. meters with a least
areas for bus staff dimension of 2.00 meters
-6.31 sqm/bunk
Porter area Rooms for Human Habitations - 6.00 sq. meters with a least
dimension of 2.00 meters
Maintenance area for Shall be no means of access from the public areas
terminal personnel
Maintenance area for Shall be no means of access from the public areas
Bus / PUV / UV
Conference rooms -Should be centrally located within office spaces

Should accommodate average number of people only
-Typical allotment based on 15 people is 45 sq.m.
Locker room Should be securely located near the staff lounge area.
Administrative offices -All terminals require offices space regardless of its type. The
area depends upon the type and size of the terminal
Garbage collection area / -Located near accessible road for fast collection of garbage.
MRF (Material Recovery
Facility)
-Located near the commercial stalls for faster transfer of goods
Delivery truck parking
Arrival- Dispatcher area -The dispatch office controls all bus movement and
departure consequently should be located on the concourse so that it can
observe
all loading berths. The size of the dispatch office may vary
anywhere from 50 to 150 sq ft (4.60 sqm- 14 sqm).
Arrival and Departure -Separate arrival and departure areas in different modes of
areas transport to avoid traffic and congestion.
Passenger waiting area -One seat every three passenger (1 seat:3 passengers)
-the departing area has 6 bus which does provide 48-50 sitters
Computing the seats for waiting area it should have 95-100
seats.
Staging area -Bus staging areas shall be accommodated adjacent to service

drive and entrance areas; at key locations along circulation
drives; and at major pedestrian focal points along the external
roadway system.
70
Table 18
Staff parking -Parking slot must be computed at 2.50 meters by 5.00 meters
for perpendicular or diagonal parking and at 2.15 meters by
6.00 meters for parallel parking.
Bus Parking -A standard truck or bus parking/loading slot must be computed
at a minimum of 3.60 meters by 12.00 meters.
UV parking -A jeepney or shuttle parking/loading/unloading slot must be
Jeepney parking computed at a minimum of 3.00 meters by 9.00 meters
Taxi lane -Should be separated from other mode of transport and should
be offered temporary parking designated to the lane.
Parking areas -Parking slot must be computed at 2.50 meters by 5.00 meters
for perpendicular or diagonal parking and at 2.15 meters by
6.00 meters for parallel parking.
-1 PWD parking is needed for every 25 public parking space.
Pick up and drop off area -The drop-off area should be at least be 3.60 m wide and
incorporate an aisle 1.20 m wide to allow for maneuvering`.
The length should accommodate at least two cars.
-Drop-off zones should be provided at public transport stops
such as bus stops, and not more than 30.00 m from accessible
building entrances.
Source: Bus terminal guidelines by SGArchitects 2016, Time Saver Standards for Building
Types, Planning and Designers handbook by Max Fajardo Jr., Passenger Terminal
Facility Design Guide (AMC) by Whole building design 2011, Particular Design And
Performance Specifications For Emerald And Masinag Stations by DOTr (2015), Case
Studies on existing bus terminals, Preferences of Amenities in Public Transport
Terminals Desired by Makati CBD Workers by Cal, Diaz, and Koh, 2011, The
National Building Code of the Philippines and other related literatures.
71
Development controls:
Total lot area: 10,465 sqm
Lot type: C-1, Corner lot abutting 3 or more streets
Building height limit according to Baguio CLUP 2013-2023:
8 allowable storey, 24 m height maximum above established grade
Max allowable Percentage of Site Occupancy (PSO): 50% of TLA (Table VIII.G.6) NBC
Allowable Maximum Building Foot Print (AMBF):
By Minimum Setback (Table VIII.2 & Table VII.3) RROW (12m) Setback (Front 5m, Side & Rear 2m)
Computed value: 9,065 sqm
By Firewall provision (Sec. 704.4) (Not Applicable)
By Max PSO (Table VIII.1) 50% e without firewall
10,465 x 50% = 5,232.5 sqm
By Lot type Corner lot abutting 3 or more streets open space 5%
10,465 X 5% = 523.25---------10,465 – 523.25 = 9,941.75 sqm
NOTE: The least resulting value will not violate any provisions.
Max Impervious Surface Area (ISA): 40% of TLA
10,465 x10 % = 4,186 sqm
Minimum Unpaved Surface Area (USA): 10% of TLA
10,465 x10 % = 1,046.5 sqm
Total Open Space within Lot (TOSL): ISA+ USA
40%+10%= 50%------- 4,186 + 1,046.5 =5,232.5 sqm
Maximum Allowable Construction Area (MACA): PSO+ ISA
50% + 40% = 90% --- 10465x .90 = 9,418.5 sqm
Max allowable Total Gross Floor Area (TGFA): BHL x 60% TLA
10,465 X 60% = 6,279 sqm.
BHL (3 storey) x 6,279 = 18,837 sqm
Max allowable Gross Floor Area (GFA): TLA x FLAR (2.00 up to 3.00)
10, 465 x 3 = 31,395
Allowable maximum building bulk (AMBV): AMBF x 15m
5232.5 x 15 = 78,487.5 cu.m
72
Area Computation:
Parking space: GFA/500 sqm
31,395 / 500 = 62 parking, PWD parking for every 25 parking space = 3 PWD parking
Bus arrival seating: 5 berths, Bus capacity 50 person / 3
5 x 50 = 250 / 3 = 83.3 or 84 seating
Bus departure seating: 8 berths, Bus capacity 50 person /3
8 x 50 = 400 / 3 = 133.33 or 134 seating
Terminal Capacity:
Public space:
13 berths x 50 person per bus = 650 x (1.20 sqm per person) = 780 sqm
650 + 10% increase from tourist data statistics = 65 persons x (1.20 sqm per person) = 78 sqm
780sqm +78 sqm = 858 sqm in normal condition
Peak season increase of 75% from fig. 4 = 650 + 65 = 715 x 75% = 536.25 or 537 person
537 + 715 = 1,252 person x 1.2 sqm per person = 1,502.4 sqm
Administrative areas and Supporting areas:
50% of the public space---- 1,502.4 sqm x 50 % = 751.2 sqm
Commercial spaces:
30 % of the public space----1,502.4 sqm x 30 % = 450.72 sqm
Total terminal initial space: 2,704.32 sqm
Baggage area: 4.5 sqm per bus loading berth
8 x 4.5 sqm = 36 sqm
Bus staff dormitory: 6.1 sqm per bunk, 8 buses x 2 (1-driver, 1 dispatcher) = 16 bus staff
8 x 6.1 = 48.8 sqm
Dispatch office: 14 sqm
Administrative offices: 10sqm per person
Door width computation:
715 person / 60 Person per Meter Width per Minute (PPM) = 11.91 or 12 m
Stair width computation:
715 person / 80 Person per Meter Width per Minute (PPM) = 8.93 or 9 m
Other area sizes are already based from the space programming standards
73
Allocated Areas:
Site Facilities (Ancillary areas) Area in Square meter
Jeepney office 22.00
Van Office 12.00
Van area waybill 12.00
Toilet Facilities 24.00
Security Office 9.00
Utility room 22.00
Mechanical room 22.00
Generator room 70.00
Material Recovery Facility (M.R.F.) 18.00
Garbage collection 38.00
Generator Room 70.00
Bus Maintenance and Refueling 242.00
Total: 561.00
Terminal facilities
Lower ground
Administrative facilities Area in Square meter
Operations manager (1 person) 21.00
Accounting office (2 person) 20.00
Auditing Office (2 person) 20.00
Staff locker 18.00
Waybill and baggage 25.00
Storage area lower ground 96.00
Dispatchers office 27.00
Staff Restroom 18.00
Porter area 8.00
Maintenance and janitorial 9.00
Security 10.00
Public facilities and area
Departure waiting area (144 seating) 150.00
Arrival waiting area (96 seating) 124.00
Phone charging area 30.00
Assistance desk 9.00
Ticketing and queuing area 33.00
Ancillary facilities
Nursing area 9.00
PWD toilet 6.40
Public comfort room 36.00
Garbage area 10.00
Infirmary 37.00
Total: 716.40
74
Upper ground
Staff canteen (Max 50 person) 100.00
Terminal police 15.00
Control room 56.00
Staff lounge 15.00
Security office 6.00
Security check and disinfection area 52.00
Commercial rentable 102.00
Food stalls 48.00
Food court (Max of 150 persons) 200.00
Assistance desk 18.00
Pick and drop facility 45.00
Tablet Kiosk and queuing area 30.00
Nursing area 9.00
PWD toilet 6.40
Garbage room 10.00
Storage area upper ground 117.00
Total: 867.40
Mezzanine and Second floor

Terminal manager office 24.00
Reception area 16.00
Conference room 38.00
Bus Staff lodge 60.00
Bus staff comfort room 12.00
Bus staff lounge 36.00
Security checking 15.00
Commercial rentable 280.00
Commercial stalls 45.00
Food kiosk 42.00
Bookstore 200.00
PWD toilet 3.40
Garbage area 10.00
Total: 799.4
Total terminal facilities area: 2,944.20
75
Figure 11. Matrix analysis
76
Figure 12. Passenger and terminal customer movement
77
Figure 13. Terminal staff movement
78
Figure 14. Bus and bus staff movement
79
Van movement relationship
Figure 15. Jeepney movement relationship
80
Figure 16. Parking movement relationship
81
Figure 17. Relationship of areas and movement to spaces
82
Figure 18. Site diagram
83
Figure 19. Lower ground thumbnail diagram
84
Figure 20. Upper ground thumbnail diagram
85
Figure 21. Zoning bubble diagram
86
Table 19
Vehicles to be catered
Bus Routes Hours No. of
company of travels (1
travel bus per day)
Victory Liner  Baguio to Pangasinan (Dagupan) and vice versa 3-4 hrs 2 max of 3
Genesis  Baguio to Metro Manila and vice versa (Avenida, 8-9 hrs 1 max of 2
Cubao, Pasay, PITX)
 Baguio to Bataan (Balanga, Mariveles) and vice versa 9-10 hrs 1
 Baguio to Tarlac and Pampanga and vice versa 3-4 hrs 2 max of 3
Joy Bus  Baguio to Metro Manila and vice versa (Avenida, 8-9 hrs 1 max of 2
Cubao, Pasay, PITX)
 Baguio to Bataan (Balanga, Mariveles) and vice versa 9-10 hrs 1
Philippine  Baguio to Metro Manila and vice versa (Avenida, 8-9 hrs 1 max of 2
Rabbit Cubao, Pasay, PITX)
Pine Tree  Baguio to Metro Manila and vice versa (Avenida, 8-9 hrs 1 max of 2
Transit Cubao, Pasay, PITX)
 Baguio To Cagayan (Aparri, Ballesteros, Flora, 8-9 hrs 1 max of 2
Tuguegarao) and vice versa
 Baguio to Isabela (Aurora, Cauayan, Iligan, Roxas, 5-6 hrs 2 max of 3
Santiago, San Mateo) and vice versa
Solid North  Baguio to Metro Manila and vice versa (Avenida, 8-9 hrs 1 max of 2
Cubao, Pasay, PITX)
 Baguio to Pangasinan (Dagupan) and vice versa 3-4 hrs 2 max of 3
 Baguio to Pangasinan (Bayambang) and vice versa 4-5 hrs 2 max of 3
 Baguio to Nueva Ecija (Cabanatuan) and vice versa 4-5 hrs 2 max of 3
Partas  Baguio to Ilocos Sur (Vigan) and vice versa 7-8 hrs 1 max of 2
Transport Co.  Baguio to La Union and vice versa 3-4 hrs 2 max of 3
 Baguio to Ilocos Norte (Laoag, Pagudpud) and vice 9-10 hrs 1
versa
Dalin  Baguio To Cagayan (Aparri, Ballesteros, Flora, 8-9 hrs 1 max of 2
 Baguio to Isabela (Aurora, Cauayan, Iligan, Roxas, 5-6 hrs 2 max of 3
Santiago, San Mateo) and vice versa
Farinas Trans  Baguio to Ilocos Norte (Laoag, Pagudpud) and vice 9-10 hrs 1
versa
Gabriel Trans  Baguio to Ilocos Norte (Laoag, Pagudpud) and vice 9-10 hrs 1
versa 8-9 hrs 1 max of 2
 Baguio To Cagayan (Aparri, Ballesteros, Flora,
Van company
APMA Van  Baguio to Nueva Vizcaya (Aritao, Bambang, Belance,
Trans Bayombong, Kayapa, Solano) and vice versa
Jeepney  PNR- City Plaza vice-versa
terminal  Acupan- City Plaza vice-versa
 Camp 6- City Plaza vice-versa
Source: “Baguio Bus Terminals” retrieved from https://www.baguiocityguide.com/bus
terminals-in-baguio/, Google map
87
To further support the study, a research by Rañosa, Fillone and De Guzman
(2017) showed different jeepney trunklines of Baguio city. According to the study
Baguio city has four existing trunk lines according to their route shown in figures 22 to
25.
Figure 22. Yellow trunkline route
SITE
Figure 23. Red trunkline route
88
Figure 24. Blue trunkline route
SITE
Figure 25. Green trunkline route

Yellow Trunkline. The yellow trunkline consists of jeepney lines coming from
western part of Baguio City and those passing through Naguilian Road and Quirino
Highway.
Red Trunkline. The red trunkline consists of jeepney lines coming from eastern
part of Baguio City and those passing through Leonard Wood Road or Teacher’s Camp
Area.
89
Blue Trunkline. The blue trunkline consists of jeepney lines coming from the
northern part of Baguio City and those passing through Magsaysay Avenue and Bonifacio
Street.
Green Trunkline. The green trunkline consists of jeepney lines coming from
southern part of Baguio City and those passing through Kennon Road and Marcos
Highway.
Based on observation, the green and red trunkline passes along the site of the
transport hub. The data states that the other possible jeepney lines to be integrated in the
transport hub are along the green and red trunklines but still the decision for these jeepney
line integration relies with decision of the local government of Baguio City. Table 20 shows
the jeepney line traveling along the red and green trunkline.
Table 20
Red and Green Baguio trunklines
Red trunkline Green trunkline
Baguio Country Club Bakakeng
Beckel Balacbac
Lucnab Camp 7
Maria Basa Campo Sioco
Mines view Crystal Cave
Navy Base Dontogan
Pacdal Liteng Loakan
Ucab Military Cut-off
PMA Kias
Santo Tomas
Scout Barrio
SLU SVP
Tuba
Source: From Jeepney Service Operation and Demand in Baguio City, Philippines by
Rañosa, Fillone and De Guzman (2017)
90
Figure 26. Architectural massing
91
Appendix E
Excerpt from LTFRB MEMORANDUM CIRCULAR NUMBER 2008-23

A “terminal” as used in this memorandum circular shall refer to “any building or
facility constructed primarily for the purpose of loading and unloading of passengers and
cargoes by public utility vehicles and which conforms to the standards set forth by the
LTFRB for the operational thereof”.
I. FOR INTER-MODAL TRANSPORT TERMINAL
An Inter-modal transport terminal is one which can simultaneously accommodate/serve at

least (3) types of public land transport vehicles, such as PUBs, PUJs, Taxicabs, Multi-
Cabs, Vans/AUVs, etc.
The owner/operator of such terminal shall/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 the sun
or rain;
e. Wide entrances and exists 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 an adequate signage’s ;
j. Sufficient number of security personnel for protection of passengers from
abusive vendors, pickpockets, and other lawless elements and for the proper
inspection of baggage’s;
k. Separate restrooms for male, female and disabled passengers which must , at
all times, be clean, sufficiently lighted, foul odor-free, ventilated, with clean
running water, flush system, toilet seat with cover, lavatory, waste bin, toilet
92
paper, mirror, dispenser with soap, hand dryer, dry flooring, functional door
lock, and janitorial/maintenance personnel;
l. Diaper-changing tables inside the female restrooms for female passengers
travelling with infant/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.
n. travelling with infants and/or small children, and those with physical
disabilities.
Governing Laws and Regulations

 R.A. No. 6957, as amended by R.A. No. 7718, the Build-Operate-
Transfer (BOT) Law and its implementing rules and regulations (IRR);
 b) P.D. No. 1096, the 1977 National Building Code of the Philippines
(NBCP), its 2004 Revised IRR, duly promulgated by the DPWH (which
set the minimum building standards) and its various Referral Codes
(RCs), which set building standards that may be higher than those found
in the NBCP; if not found in the NBCP, the applicable minimum
standard shall be those found in the RCs or those that shall be
recommended for adoption by the Concessionaire’s commissioned
registered and licensed professional (RLP);
 R.A. No. 9514, the 2008 Fire Code of the Philippines (FCP) and its 2009
IRR, duly promulgated by the DILG;
 B.P. Blg. 344, The Law to Enhance the Mobility of Disabled Persons
and its IRR/ Annex as well as the applicable provisions of R.A. No.
7277, otherwise known as The Magna Carta for Disabled Persons;
 The applicable provisions of R.A. No. 9729, the Climate Change Act of
2009 and of R.A. No. 10121, the Philippine Disaster Risk Reduction
and Management Act of 2010 and of applicable environmental laws
such as R.A. No. 8749, the Philippine Clean Air Act of 1999, R.A. No.
93
9003, the Ecological Solid Waste Management Act of 2000 and R.A.
No. 9275, the Philippine Clean Water Act of 2004;
BP 344- Accessibility Law
 Ingress/egress from the street to the building or structure shall be made

accessible.
 Accessible slots in parking areas shall be located as near as possible to
ingress/egress spaces of the building or structure.4.1.2 Building and related
structures to be repaired or renovated including those proposed for a change
of occupancy ± If feasible , barrier-free facilities and accessibility and
accessibility features shall be provided in accordance with the requirements
under Subsection 4.1.1 (1), (c )and (d): feasibility of incorporation of
barrier-free facilities and accessibility features shall be determined from all
the following conditions:
 When the repair or renovation work is to be done in the space where the
primary function is served
 When the facilities can be made accessible at any other level which is
accessible by means of an elevator with a minimum width of 800 mm
 When the space allotted for the primary function will not be diminished by
more than ten percent (10%) of its original area
 When the capacity or strength of any major structural component, such as
slabs, beams, girders, columns, bearing walls and footing of the building or
structure will not be diminished
 when the cost (exclusive of the exception provided below) of such repair or
renovation works more than twenty percent (20%) of the total cost of the
building or structure, based upon the computation of permit fees as provided
under Rule III of the Implementing Rules and Regulations promulgated
pursuant to P.D. 1096 entitled: The National Building Code of the
Philippines
o Streets, highways and transport related structures to be constructed ± Streets,
highways and transport related structures shall be provided with the following
94
barrier-free facilities and accessibility features at every pedestrian crossing:
ramps and other accessible features in buildings of the Sectoral offices and
attached agencies of DOTC; transportation terminals and passenger waiting
areas for use of disabled person;
 Cut-out curbs and accessible ramps at the sidewalks.
 Audio-visual aids for crossing EXCEPTION: Requirements for
accessibility at pedestrian grade separations or overpasses and underpasses
may be waived.
 Existing streets and highways to be repaired and renovated the accessibility
requirements shall be provided where the portion of existing streets and
highways to be repaired or renovated includes part or the entire pedestrian
crossing
 Transport vehicles for public use
 No license or franchise for the operation of public buses, passenger
boats, ships and domestic airplanes shall be granted or issued unless
the owner or operator thereof shall have provided and designated the
number of seats and shall have placed audio-visual aids.
 Ramps
 Changes in level require ramp except when served by a dropped
curb, an elevator or other mechanical devices
 Ramps shall have a minimum clear width of 1.20m
 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 gradients is 1:12 shall be provided with
landings not less than 1.50m
 Handrails shall be provided on both sides of the ramp at 0.70m. and
0.90m from the ramp level
95
Fire Code of the Philippines
Provision on Fire Safety Construction, Protective and Warning System

Owners, occupants or administrator or buildings, structures and their
premises or facilities, except such other buildings or structures as may
be exempted in the rules and regulations to be promulgated under
Section 6 hereof, shall incorporate and provide therein fire safety
construction, protective and warning system, and shall develop and
implement fire safety programs, to wit:
 Fire protection features such as sprinkler systems, hose boxes, hose
reels or standpipe systems and other firefighting equipment;
 Fire Alarm systems; Fire walls to separate adjoining buildings, or
warehouses and storage areas from other occupancies in the same
building;
 Provisions for confining the fire at its source such as fire resistive
floors and walls extending up to the next floor slab or roof,
curtain boards and other fire containing or stopping components;
 Termination of all exits in an area affording safe passage to a public
way or safe dispersal area;
 Stairway, vertical shafts, horizontal exits and other meals of egress
sealed from smoke and heat;
 A fire exit plan for each floor of the building showing the routes
from each other room to appropriate exits, displayed prominently
on the door of such room;
 Self-closing fire resistive doors leading to corridors;
 Fire dampers in centralized air-conditioning ducts;
 Roof vents for use by fire fighters; and
 Properly marked and lighted exits with provision for emergency
lights tadequately illuminate exit ways in case of power failure.
Section 9. Prohibited Acts. The following are declared as prohibited act and
omission.
96
 Obstructing or blocking the exit ways or across to buildings clearly
marked for fire safety purposes, such as but not limited to aisles in
interior rooms, any part of stairways, hallways, corridors,
vestibules, balconies or bridges leading to a stairway or exit of any
kind, or tolerating or allowing said violations;
 Constructing gates, entrances and walkways to buildings
components and yards which obstruct the orderly and easy passage
of fire fighting vehicles and equipment;
 Prevention, interference or obstruction of any operation of the Fire
Service, or of duly organized and authorized fire brigades;
 Obstructing designated fire lanes or access to fire hydrants;
 Overcrowding or admission of persons beyond the authorized
capacity in movie houses, theaters, coliseums, auditoriums or other
public assembly buildings, except in other assembly areas on the
ground floor with open sides or open doors sufficient to provide
safe exits;
 Locking fire exits during period when people are inside the
building;
 Prevention or obstruction of the automatic closure of fire doors or
smoke partitions or dampers;
 Use of fire protective of firefighting equipment of the Fire Service
other than for firefighting except in other emergencies where their
use are justified;
 Giving false or malicious fire alarms; Smoking in prohibited areas
as may be determined by Fire Service, or throwing of cigars,
cigarettes, burning objects in places which may start or cause fire;
 Abandoning or leaving a building or structure by the occupant or
owner without appropriate safety measures;
 Removing. destroying, tampering or obliterating any authorized
mark, seal, sign or tag posted or required by the Fire Service for
fire safety in any building, structure or processing equipment; and
97
 Use of jumpers or tampering with electrical wiring or overloading
the electrical system beyond its designated capacity or such other
practices that would tend to undermine the fire safety features of
the electrical system.
98
From The Philippine National Standard
99
100
101
102
103
Appendix F
Request letter for interview DOTR-CAR
104
Interview Guide DOTR-CAR
105
106
Request letter for City Planning and Development Office- Baguio City
107
Observation guides
108
109
110
Transport plan request
111
Tax mapping
112
Lot title
113
UTILITY ROAD 9 METER VAN AND JEEPNEY AREA
BAGUIO WATER DISTRICT
VICTORY LINER
TERMINAL
ROOF GARDEN
CIRCULAR RAMP
AREA
PARKING AREA
CALTEX
3 METER ALLEY
MARCOVILLE ST.
BUS EXIT
TERMINAL UPPER SESSION ROAD 12 METER

ENTRANCE
MAIN TERMINAL
QUEZON ELEMENTARY SCHOOL SCHOOL OF ENGINEERING AND ARCHITECTURE

VAN AND JEEP EXIT SCHOOL OF ARCHITECTURE
THESIS CANDIDATE THESIS COMMITTEE MEMBERS CONTENTS
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE SITE

THESIS CHAIRMAN DEVELOPMENT
THESIS TITLE / LOCATION PLAN
1 SITE DEVELOPMENT PLAN (S.D.P.) SUSTAIMOBILITY: A MULTI-MODAL
TRANSPORT HUB IN BAGUIO CITY
MEMBERS OF THE PANEL
AR. CLEOFE M. PARAN
SHEET NO.
A 1 SCALE 1:900 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
AR. ELVIS C. PALICDON
AR. DIVINA B. RILLERA
ENGR. JESSICA G. CABOTAJE A-1
CITY BUILD ING AND
ARCHITECTURE
O F F I C E
BENGUET ELECTRIC
COOPERATIVE
BAGUIO WATER M
D I S T R I C T 9 Y
T R RADIAL RA
MP
E N 4 M
HEIGHT 2.
D ED
SPE P 0 GRADIENT
7%
2.0 4.50
3.50
BUM
A
27
F R O M
VICTORY LINER O
.50
ION L O W E R
VAT
ELE DN
BUS HANGER R 1.6M R A M
D
P
: 12 M
P
CR E D ELEV.
PARKING AREA
P W DI ENT 1 OS
SIN . ANCILLARY AREA
S
R A G ACCES (SQ. METER)
G 0
4.25
0 5.0 01
3.5
4.0
T
Y
0
WA
E A 2 02
22.00
A
01
T A R 11 1
WAYBILL
T O L O W ER
JEEPNEY OFFICE
IT
MP
RADIAL RA
F
3.0
03
I N PARKING
IN
V A N 4 M
V A 09
10 01 HEIGHT 2.
P
0
F
O FF I C E 7%
G
04 N T
VICTORY LINER L S 08 GRA D I E
VAN OFFICE 12.00
E 0S6 0 7
02
A
AR
F
T E R M I N A L I PR 05
P
R
X 03
EA
T E 04 05 06 I T
A
COMFORT M X
O
03
ROOM
04 E
VAN AREA WAY BILL 12.00
U
R
07
5.5
0
02
4.5
01 05
E
0
K
N T : GHT
08
10%
0
5.0 06
TOILET FACILITIES 24.00
I N
W
EI
09
37
9.00
G R A 1.6M H
07
2.5
D
A
.50
W A Y 10
O N E
A
Y
0
G
DIE
08
0
36.0 11
R
3.00
RAM
09
PE
08
I D
E
10
D.
PUBLIC AND
0
10.0
CR
TAXI EXIT
05 11 0
E
5.0
OS
02
R
ED
SPE P
SIN
BUM 01 12
03 09 PARKING PROVISION NO.
3.00
G
13
9.00
04
M
AREA
A
ING
WAIT 14
JEEPNEY 04
OFFICE 15
JEEPNEY 12
WA
7.00
IT
G
PED. CROSSIN
3.00
A 10
IN
TAXI LANE 5
L
AR
3
05
EA
WA
DROP OFF
A
03 2
JEEPNEY
WAITING AREA
PUBLIC PARKING
03
E
IT
IN
WAY)
NG
A R E A
N
G
J O L L I B E E SSI
9 M
O
. CR
AR
PED
A
I
EA
11
WAITING LANE 3
L
BYPASS (ONE
02
02 7.50
T
7.50
I
S T .
EXPRESS VAN 12
X
6.00
A
N
01
01
12
T
Y
06 STAFF PARKING 11
E
2.00 6.00 2.00
L E
10.00 PARK AND RIDE 15
D
UPPER GROUND
M A R C O V I L
G RD IEN T 1: 12M
PWD RAMP
E
TERMINAL BUILDING 3.00
PWD PARKING 1
I
07
REFER TO A-5
ELEVATION
%
T
1.6M
ELEVATION
RAMP 1.6M HEIGH

GRADIENT: 10
S
1.6M
E
C A L T E X
R
T
GH
HEI 0 %
B .6M
L
1
M P 1 NT:
B
RA IE
AD
D
GR
Y
R
O
P
P
A
4.00
-
O
S
A
S
JEEPNEY AND
VEHICLE ENTRY VAN EXIT
U P P E R S E S S I O N R O A D 1 2 M SCHOOL OF ENGINEERING AND ARCHITECTURE

O V E R P A S S SCHOOL OF ARCHITECTURE
0
.5 THESIS CANDIDATE THESIS COMMITTEE MEMBERS CONTENTS
11
Q U E Z O N E L E M E N T A R Y S C H O O L KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE UPPER

THESIS CHAIRMAN GROUND
THESIS TITLE / LOCATION SITE PLAN
1 UPPER GROUND SITE PLAN SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 2 SCALE 1:600 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
A
CITY BUILDING AND
ARCHITECTURE
7.0
B
0
O F F I C E
6
8.0
5
C
4 8.00 BENGUET ELECTRIC
3 8.00 COOPERATIVE
8.0
0
D
2 8.00 M RADIAL RA
MP
BAGUIO WATER SECURITY
O FF I C E T O U P PE R 4 M
9 HEIGHT 2.
1 8.00 D I S T R I C T PARKING GRADI E N T 7%
3.00
8.0
8.00 D
0
3.5
E
0 3.00
5.0
0
A F R O M
VICTORY LINER O 0 02 P AR KIN G
5.5 UP M A I N AREA
BUS HANGER R 0 ENTRANCE
5.0 18 ELEV. ANCILLARY AREA (SQ. METER)
DN
3.00
16
03
T
EXI
19
.00
Y A 9.00
ARE
20
T SECURITY OFFICE
NG 01
P
RKI
21 MP
36
I RADIAL RA
F
PA 4 M
.00
02 HEIGHT 2.
U
VICTORY LINER L 6.00
22
GRADIENT
7% UTILITY ROOM 22.00
B
03
T E R M I N A L I 23
L
F R O M
8.5
04
O
T 24
I C
UPPER
MECHANICAL ROOM 22.00
0
N
O
G
M.R.F. 05 P AR KIN G
U 25
5.00
E
N
06
E
26
P
MAINTENANCE AND
W
07 GENERATOR ROOM 70.00
A
W
REFUELING AREA
Y
08
A
R
2 87
Y
K
09
16.0
0
29 MATERIAL RECOVERY 30.00
I N
A
42
10
30 FACILITY (M.R.F.)
.50
11
G
IDLE PARKING/
E
STAGING AREA 12
GENERATOR ROOM 70.00
P A S S 13
B Y
R
14 BUS MAINTENANCE
242.00
M
15 AND REFUELING
A
01
16
02
17
A 05 03
3
PARKING PROVISION NO.
L
AY
04
BUS ARRIVAL
A
04 5
J O L L I B E E
9 M
BUS ENTRY
L B
.00
I
DEPARTURE BAY
05 BUS DEPARTURE
03 10 8
VA
10
T
S T .
IDLE PARKING/
RI
06 .00 7
02 10 STAGING AREA
AR
N
9
Y
BUS MAINTENANCE
AND REFUELING 7
E
L E
01 07
0
18.5 8
10.00 PUBLIC PARKING 30
D
LOWER GROUND
M A R C O V I L
08
N T : GHT
E
10%
5.00 5.00
TERMINAL BUILDING
EI
PWD PARKING
I
REFER TO A-4 2
G R A 2.4M H
6.00
UTI L ITY MECHANICAL
DIE
S
ROOM R O O M 7
P
DELIVERY PARKING
RAM
2
L
C A L T E X E DE RY
E
X
P A LIVE VE E
I LI
T R K RY
IN DE N C
R
G D
AN A
B C E R
L
I
9.50 RV T
SE N
E
7.50
GENERATOR
A
R O O M
R E T A I N I N G W A L L 2 . 4 m H E I G H T
BUS EXIT
U P P E R S E S S I O N R O A D 1 2 M SCHOOL OF ARCHITECTURE
O V E R P A S S
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE LOWER

Q U E Z O N E L E M E N T A R Y S C H O O L THESIS CHAIRMAN GROUND
1 LOWER GROUND SITE PLAN SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 3 SCALE 1:600 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
6.00 48.50 5.50 PUBLIC FACILITIES AREA
AND AREA (SQ. METER)
24.50 24.00
DEPARTURE WAITING
150.00
2.50 5.00 27.50 13.50 AREA (144 SEATING)
ARRIVAL WAITING 124.00
AREA (96 SEATING)
PHONE CHARGING 30.00
PRIVATE
ENTRANCE
E X I T
AREA
ASSISTANCE DESK 9.00
5.50
BAGGAGE AND
CR STORAGE AREA
CR UP 0 1 TICKETING AND
I N F I R M A R Y SERVICE 33.00
ELEV.
PORTER
QUEUING AREA
SECURITY ROOM
O P ER A TI O N' S
MANAGER DE
CHECK F 0 2
WI AREA
M
2.0 S T A F F ADMINISTRATIVE AREA
R
DO S T A F F COMF OR T
5.2 R RI
AUDITING L O C K E R R O O M
M
FACILITIES (SQ. METER)
2 CO
O F F I C E R O O M
0 3 OPERATIONS
11.00
0 5 AC C O U NTIN G F M
WAYBILL
21.00
O F F I C E
NURSING
R O O M DISPATCH
MANGER OFFICE
TICKETING KIOSK O F F I C E
28.00
ACCOUNTING OFFICE 20.00
PH
AY
0 4
ON
E
0 4
CH
L B
AUDITING OFFICE
AR
F QUEUING AREA
T IC K ETING 20.00
GI
NG
ASSISTANCE
PUBLIC TICKET GATE
AR
AND INFO
VA
C OMFO R T
EA
R O O M 5.00 STAFF LOCKER 18.00
RI
0 5
A R R I V A L
WA I TI NG A RE A
0 3
AR
M
WAYBILL 12.00
DEPARTURE BAY
DISPATCHERS 27.00
0 6 OFFICE
0 2
STAFF RESTROOM 18.00
UP
A T R I U M
55.50
PORTER AREA
23.50
8.00
NG AR E
OPEN ABOVE
EA
0 7
RTUR
0 1
MAINTENANCE AND 9.00
JANITORIAL
DEPA
WAITI
UP
SECURITY CHECK 9.00
R D 0 8
O B O A
I N F
P U B L I C ANCILLARY AREA
SEATING FACILITIES (SQ. METER)
ANCE
ELEV. MAINTEN
L
A ND
NURSING AREA 9.00
ERCIA JANITORI
AL
COMM LE 01
B
RENTA
28.00
GE
PWD TOILET 6.40
G ARB A
M
ELEV. R O O
SE
RV PUBLIC COMFORT 36.00
IC L
ERCIA ROOM
E
CO COMM LE 02
B
RR RENTA ERCIA
L
COMM GARBAGE ROOM
ID BLE 05 10.00
OR RENTA
15.50
1.
5M
B W
ID
E
ERCIA
COMM LE 04
B
L
STORAGE AREA
ERCIA
L RENTA 35.00
COMM LE 03
B
RENTA
INFIRMARY 32.00
SERVICE
ELEV.
UP IDE
.5M W
RRI DOR 1
CE CO
SERVI
7.50 48.00 4.00
60.00 SCHOOL OF ENGINEERING AND ARCHITECTURE

SCHOOL OF ARCHITECTURE

THESIS TITLE / LOCATION FLOOR
1 LOWER GROUND FLOOR PLAN SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
PLAN
SHEET NO.
A 4 SCALE 1:300 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
28.00 28.00
PUBLIC FACILITIES AREA

SECURITY CHECKING 52.00
BUS ST
AFF COMMERCIAL
LODGIN
C O
RR
102.00
G 01 BU
S
LOD S T A ID RENTABLE
GI N F F OR
G0 1.
DN SERVICE UP 2
ELEV.
2M
FOOD STALLS 48.00
BUS S W
TERMINAL TAFF ID
CO MF OR E
EN
F STAFF T AR E A
E SHO.
NT LODGING SHO. FOOD COURT 290.00
CA SHO. SHO.
FF M SHO. U
B
A E OD S S
WID
ST
L
.5 M TERMINAL GI T
KIT.
AL R 1 ASSISTANCE DESK 18.00
AF 0
IN IDO
NG
STAFF
F
R
RM OR 3
C LODGING
TE RV
ICE
F O O D
SE ORDE RIN
STALL 04 G TA B L E
M T KI O SK TABLET KIOSK AND
B U DG I
F O O D 30.00
ST TAF
LO
S NG
AF F L
S
STALL 03 QUEUING AREA
28.00
F R OU
S T 04
PUBLIC
ES NG
AF
C O M FO R T
TA E
F O O D
F
R O O M
RE
STALL 02
A/
F
F O O D ADMINISTRATIVE AREA
NURSING
R O O M
STALL 01 FACILITIES (SQ. METER)
HA
ND
A
R WA S STAFF CANTEEN 110.00
E H
A FOOD COURT
BUS STAFF LODGING 56.00
45.00
DN
BUS STAFF
12.00
COMFORT ROOM
T O J E EP N EY A R EA
TERMINAL STAFF 33.00
LODGING
56.00
OPEN BELOW
OPEN BELOW
ESCALATOR
DN STAFF LOUNGE/ 51.00
OPEN BELOW SLOPE 28% REST AREA
UP
SECURITY OFFICE 6.00
DN
3.00 ANCILLARY AREA
TO MEZZANINE ASSISTANCE
UP AND INFO O B O A
R D
NURSING AREA 9.00
D E S K I N F
ELEV.
PWD TOILET 6.40

SECURITY
28.00
OFFICE
G A R BA
GE PUBLIC COMFORT
SECURITY ELEV. R O O
M 38.00
P U B L I C ROOM
CHECK AREA SEATING GARBAGE ROOM 10.00
L
ERCIA
COMM LE 08
B
RENTA
B M A I N
ENTRANCE DN L
ERCIA
COMM LE 07
ELEV. 1.6M L RENTA
B
ERCIA
COMM LE 06
B
SERVICE RENTA
ELEV. E
WID
1.5M
PW UP R IDOR
GR D R COR
VICE
AD
I EN A M SER
T1 P
: 12
M

6.00 11.50 38.50
56.00 THESIS CANDIDATE THESIS COMMITTEE MEMBERS CONTENTS
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE UPPER

1 UPPER GROUND FLOOR PLAN SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
PLAN
SHEET NO.
A 5 SCALE 1:300 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
31.00 36.00
28.00 23.50
7.00
COMMERCIAL
280.00
T O R O O F G A R D E N A R E A
RENTABLE
COMMERCIAL STALLS 48.00
INAL
TERM
CONFER
ENCE I C E ROL
P O L CONT
R O O
M O M FOOD KIOSK
R O 42.00
SERVICE DN.
ELEV.
T
O STAF
F STORE
BOOKSTORE 280.00
OF LOUNG
E BOOK
RO DEN ION
R RECEPT
GA REA
A
AL ADMINISTRATIVE AREA
TERMIN
MANAGER FACILITIES (SQ. METER)
TERMINAL MANAGER
24.00
OFFICE
27.00
RECEPTION AREA 18.00

FOOD
KIOSK
01 CONFERENCE ROOM 38.00
STALL
06
TERMINAL POLICE 15.00
39.50
STALL TERMINAL CONTROL 20.00

05 ROOM
STAFF LOUNGE 12.00
STALL
04
64.50
FOOD
OPEN BELOW KIOSK ANCILLARY AREA
01
UP DN
ESCALATOR
SLOPE 28%
PWD TOILET 3.40
PUBLIC COMFORT 18.00
I C
G
ROOM
1 . ND
M
IN
2
6
STALL
SE B L
IO O
GARBAGE ROOM
AT E T
03
6.00
AT
T O
EV IN
E L ZA N
ROOF
P U
GARDEN
Z
OO ME
UP AREA STALL
02
F L LIT
R
ELEV.
SP
STALL
01
DN.
URAL
31.00
STRUCT E
C
S P A ELEV.
2M
1:1 GE PUBLIC
NT GAR BA
DIE M C O MF O R T
GRA R O O
ERCIA
L AMP R O O M
COMM LE 09 D R
PW
B RENTA
B
COMM
ERCIA
L
BLE 12
DN
RENTA SECURITY
CHECK AREA
L
ERCIA
SERVICE COMM LE 11
B
ELEV. L RENTA
ERCIA
COMM LE 10
B
RENTA
URAL
STRUCT E
S P A C WID
E
5M
R 1.
R IDO
COR
VICE
SER
O V E R P A S S

28.50 24.50 8.50
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE MEZZANINE
64.00 THESIS CHAIRMAN AND SECOND
THESIS TITLE / LOCATION FLOOR PLAN
1 MEZZANINE AND SECOND FLOOR PLAN SUSTAIMOBILITY: A MULTI-MODAL MEMBERS OF THE PANEL
T O
TRANSPORT HUB IN BAGUIO CITY AR. CLEOFE M. PARAN

SHEET NO.
A 6 SCALE 1:300 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
10
13.
O
T IN
00
M
AD AS
9 10.
00 AR
E
B
M
2
00
8 10.
D
1
A
O
8.0
R
0
Y
C
T
I TO UPPER
L CE
I RAN PARKING
EN T
T AIN
U E AM 0
KIN G AR 4.5
8.0
PAR
D
0
4.0
MP
RADIAL RA
46.00
5.0
0 M
HEIGHT 3.
7%
0
GRADIENT
RITY
26.00
SECU
I C E
O F F
8.0
IC
01
0
02
E
UP 03
C
.00 3.0
0 04
LE
2 05
ELEV.
06
P
M
07
A
01
R
OT
E
R
02 08
T
1.0
K
A
03 09
OR
I N
IN
04 10
I N
CY
E
11
G
05
G
06 12
A
CL
W
07 13
A
R
E
L
08
L
PA
T
09
ELEV.
R
10
RK
H
W A TE R 11
T
E D F OR
EDI CAT ES
A
CILITI
IN
AREA D ING FA
12
I N
V E S T DN.
HAR
G
13
I N
URAL
14 STRUCT E
G
S P A C
15
.00
W
13
7.5
A
L
0
L
WA T E R
R
ED F OR
ED ICAT TANK
E
A REA D ING
2 ROOF GARDEN PLAN
T
E S T
HARV
A
I N
A 7
I N
SCALE 1:300 m
G
W
A
L
L
12.
00
11.
00

KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE PARKING

THESIS CHAIRMAN ENTRANCE AND
THESIS TITLE / LOCATION ROOF GARDEN
1 P A R K I N G E N T R A N C E P L A N SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
PLAN
SHEET NO.
A 7 SCALE 1:300 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
ROOF GARDEN AREA VORONOI PATTERN
"BIGYIW CONCEPT"
TERMINAL NAME BUS EXIT

OVERPASS
BUILDING APEX BUILDING APEX
ROOF GARDEN LEVEL

SECOND FLOOR LEVEL
MEZZANINE LEVEL
UPPER GROUND LEVEL UPPER GROUND LEVEL

ROAD LEVEL ROAD LEVEL
1 F R O N T E L E V A T I O N
A 8 SCALE 1:400 m
V O R O N O I P A T T E R N ROOF GARDEN AREA

"BIGYIW CONCEPT" ROOF
STRUCTURAL SPACE FRAME
PARKING AREA B U S A R E A VAN PARKING AREA

ENTRANCE LOWER GROUND
BUILDING APEX
ROOF GARDEN LEVEL

PARKING BUILDING APEX
MEZZANINE LEVEL
TERMINAL GROUND
LEVEL UPPER GROUND LEVEL
PARK AND RIDE/ STAFF
PARKING LEVEL
PUBLIC PARKING LEVEL
MAIN PARKING
ENTRANCE LEVEL

KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE FRONT

THESIS CHAIRMAN AND REAR
THESIS TITLE / LOCATION ELEVATION
2 R E A R E L E V A T I O N SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 8 SCALE 1:400 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
GA R D EN A R E A TR E LL IS
INSPIRED BY UMBRELLA OF
ROOF GARDEN AREA THE OLD MINES VIEW
VORONOI PATTERN
BUS ARRIVAL "BIGYIW CONCEPT"
AREA STRUCTURAL SHELL
PARKING AREA
BUILDING APEX
ROOF GARDEN LEVEL

MEZZANINE LEVEL
TERMINAL GROUND LEVEL UPPER GROUND FLOOR LEVEL

PARK AND RIDE/ STAFF PARKING LEVEL ROAD LEVEL
PUBLIC PARKING LEVEL LOWER GROUND LEVEL
1 R I G H T S I D E E L E V A T I O N
A 9 SCALE 1:400 m
V O R O N O I P A T T E R N
BUS EXIT BUS DEPARTURE

AREA CIRCULAR RAMP
HEIGHT 2.4
BUILDING APEX PARKING AREA GRADIENT 7%

SECOND FLOOR LEVEL
MEZZANINE LEVEL
UPPER GROUND LEVEL TERMINAL UPPER GROUND LEVEL
ROAD LEVEL PARK AND RIDE/ STAFF PARKING LEVEL
LOWER GROUND LEVEL PUBLIC PARKING LEVEL
MAIN PARKING ENTRANCE LEVEL

KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE RIGHT

THESIS CHAIRMAN AND LEFT
THESIS TITLE / LOCATION SIDE
2 L E F T S I D E E L E V A T I O N SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
ELEVATION
SHEET NO.
A 9 SCALE 1:400 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
PARKING AREA V O R O N O I P A T T E R N
ENTRANCE "BIGYIW CONCEPT" ROOF
STRUCTURAL SPACE FRAME ROOF GARDEN AREA
PUBLIC PARKING
JEEPNEY AREA VAN AREA BUS AREA
PARK AND RIDE/
CIRCULAR RAMP STAFF PARKING
HEIGHT 2.4 BUILDING APEX
GRADIENT 7%
ROOF GARDEN LEVEL

MEZZANINE LEVEL
TERMINAL UPPER GROUND LEVEL UPPER GROUND LEVEL

PARK AND RIDE/ STAFF PARKING LEVEL
MAIN PARKING
ENTRANCE LEVEL
E A R T H
1 S E C T I O N T H R O U G H A
A 10 SCALE 1:400 m
ROOF GARDEN AREA
MAIN ENTRANCE MEZZANINE FLOOR SECOND FLOOR
JEEPNEY AREA
ESCALATOR
INFORMATION
BOARD
ROOF GARDEN LEVEL

SECOND FLOOR LEVEL
MEZZANINE LEVEL

ROAD LEVEL
LOWER GROUND LEVEL LOWER GROUND LEVEL
E A R T H
BUS ARRIVAL FOOD BUS

AREA COURT DEPARTURE
STAIRS ATRIUM AREA
DEPARTURE
WAITING AREA

KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE

THESIS CHAIRMAN SECTIONS
THESIS TITLE / LOCATION
2 S E C T I O N T H R O U G H B SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 10 SCALE 1:400 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
A E R I A L 0 1
VIEW FROM MAIN ROAD
VIEW FROM UTILITY ROAD
A E R I A L 0 2 SCHOOL OF ENGINEERING AND ARCHITECTURE

KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE EXTERIOR

THESIS CHAIRMAN
THESIS TITLE / LOCATION PERSPECTIVES
1 E X T E R I O R P E R S P E C T I V E S SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 11 SCALE NTS
TECHNICAL ADVISER
AR. RYAN M. BENAOE
F O O D C O U R T
UPPER GROUND VIEW FROM MEZZANINE
LOWER GROUND ATRIUM

T I C K E T I N G A R E A THESIS CANDIDATE THESIS COMMITTEE MEMBERS CONTENTS
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE INTERIOR

THESIS CHAIRMAN PERSPECTIVES
01
1 INTERIOR PERSPECTIVES 01 SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 12 SCALE NTS
TECHNICAL ADVISER
AR. RYAN M. BENAOE
ARRIVAL WAITING AREA DEPARTURE WAITING AREA

C O N C O U R S E THESIS CANDIDATE THESIS COMMITTEE MEMBERS CONTENTS

02
AR. CLEOFE M. PARAN
SHEET NO.
A 13 SCALE NTS
TECHNICAL ADVISER
AR. RYAN M. BENAOE
V A N A R E A R O O F G A R D E N
J E E P N E Y A R E A
T A X I L A N E A N D SCHOOL OF ENGINEERING AND ARCHITECTURE
PUBLIC WAITING AREA THESIS CANDIDATE

THESIS COMMITTEE MEMBERS CONTENTS

03
AR. CLEOFE M. PARAN
SHEET NO.
A 14 SCALE NTS
TECHNICAL ADVISER
AR. RYAN M. BENAOE
UPPER CHORD NODES
ALUMINUM CLADDING
ROD OR BAR
FABRICATED BOSS
1 ROOF DETAILS
300
IO
A 15 SCALE NTS
AT
DI
SPACE FRAME DETAIL 300
RA
LAMINATED WINDOW FILM
SCALE NTS
R
LA
FRAME GLASS
H
SO
300
E
DEF A
LEC T
TIO
OUTSIDE N
300
T
INSIDE
N
T R LIGH
IO
SP ACE FRAME PLAN
AT
L
SCALE 1:50m
P E URA
ANTI-SHATTER FILM
NE
T
NA
2 SKYLIGHT DETAIL WATER COLLECTING PIPE

A 15 SCALE NTS
WATER COLLECTING PIPE
SPACE FRAME
SIZE OF STORAGE TANK:

mean annual rainfall in mm x area in m² x (0.9) runoff factor = collected rainwater in litres
SOURCE: gbis.ces.iisc.ernet.in/energy/water/paper/drinkingwater/rainwater/calculation
In Baguio, during the entire year, the rain falls for 282.2 days and
collects up to 2330mm (91.73") of precipitation.
SOURCE:
https://www.weather-atlas.com/en/philippines/baguio-climate
T O W A T E R
STORAGE TANK 2330mm X 158 m² x 0.9 = 331,326 Liters
1 Liter = 0.001 cu.m SCHOOL OF ENGINEERING AND ARCHITECTURE
331,326 Liters = 331.326 cu.m + 15% extra capacity
W A T E R 331.326 x .15 =49.70 cu.m THESIS CANDIDATE THESIS COMMITTEE MEMBERS CONTENTS
STORAGE TANK 331.326+ 49.70 = 381.02 or 381 cu.m
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE DETAILS
L x W x H = size of tank
THESIS CHAIRMAN
(L) x (W) x 3m = size of tank THESIS TITLE / LOCATION
3 WATER HARVESTING CONCEPT POSSIBLE DIMENSION TO ACCOMMODATE THE CAPACITY
12 m x 11m x 3m = 396 cu.m.
SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
A 15 SCALE NTS 12m x 11m x 3m can accommodate a 381 cu.m capacity AR. RYAN M. BENAOE
SHEET NO.
TECHNICAL ADVISER AR. ELVIS C. PALICDON
TOTAL RUN OR GOING
(RAMP ACTUAL LENGTH 18m)
RISE (HEIGHT)
16.00
SLOPE PERCENTAGE
LENGTH
4.50
TAN (SLOPE %) = RISE / LENGTH
0
R8.0
FOR 2.4 m HEIGHT

TAN (SLOPE %) = 2.4 m / 18.00 m
16.00
(-1)
(SLOPE %) = TAN (2.4 m / 18.00 m)
(SLOPE %) = 7.59 %
2.40
FOR 3.00 m HEIGHT
TAN (SLOPE %) = 3.0 m / 18.00 m
4.50
(-1)
3.00
(SLOPE %) = TAN (3.0 m / 18.00 m)
(SLOPE %) = 9.46 %
RADIAL RAMP HEIGHT : 2.4 M
ENTRANCE AREA RAMP
H E I G H T : 3 . 0 0 M
G R A D I E N T 7 %
1 C I R C U L A R R A M P D E T A I L 7.00
A 16 SCALE NTS
CIRCULAR RAMP PLAN

SCALE 1:200m
SEAL PLATE
CIRCULAR TUBE
RANGE
PLATE JOINT
WEB
ALUMINUM CLADDING SCHOOL OF ENGINEERING AND ARCHITECTURE

DIAGRID STRUCTURAL SYSTEM KINONES, FRANCIS JR., F.

AR. RYAN M. BENAOE
THESIS CHAIRMAN
DETAILS
2 SHELL WALL STRUCTURAL SYSTEM SUSTAIMOBILITY: A MULTI-MODAL

AR. CLEOFE M. PARAN
SHEET NO.
A 16 SCALE NTS
TECHNICAL ADVISER
AR. RYAN M. BENAOE
TO ACHIEVE THE ORGANIC VISUALIZATION OF THE MOSS-LIKE MOSS LEAF CELLS
CHARACTERISTICS, THE VORONOI PATTERN WAS USED AS INSPIRATION FOR A
MORE CONTEMPORARY ARCHITECTURAL CHARACTER. THE ROOF GARDEN
AREA OF THE HUB IS INSPIRED BY THE BIG UMBRELLA OF THE OLD IN MINES
VIEW PARK. THE CURVATURE SURFACE SERVES AS WIND DAMPERS TO
REDIRECT STRONG WINDS IN CASE OF TYPHOONS AND STORMS. IN ADDITION, LEAVES OF A MOSS
THE CURVATURE ALSO HELPS IN PREVENTING THE ACCUMULATION OF
RAINWATER IN THE ROOF SURFACES BY REDIRECTING THE FLOW OF WATER "BIGYIW" - IBALOI TERM FOR MOSS
MINES VIEW PARK (UMBRELLA OF THE OLD)
NORTH EAST WINDS
T
C EP
C ON
G
IN
MP
DA
N D
WI
DELAUNAY TRIANGULATION AND VORONOI DIAGRAMS
SOUTH WEST WINDS

S
O NE
P
L
E
A TR
R
L TI
N
IG O
ECTIO
DEFL A T
A
H N
T
HE
HOT AIR RISES AND RELEASES "KAFAGWAY" IBALOI TERM FOR OPEN WIDE SPACE
T H R O U G H R O O F THE "KAFAGWAY" CONCEPT INTRODUCES A WIDE-OPEN SPACE INSIDE
THE STRUCTURE FOR AIR CIRCULATION AND PERMITS WARM AIR TO RISE TO
TH E UP PE R PA R T OF TH E STR U CT UR E IN T HE S UMME RT IME A ND I S
AIR CIRCULATES ASSOCIATED WITH THE PASSIVE COOLING PRINCIPLES. THE ENCLOSURE AND
ROOFING FEATURE LARGE WINDOWS AND SKYLIGHTS TO LET NATURAL
LIGHTING PENETRATE INSIDE THE STRUCTURE THAT HELPS THE TERMINAL
USERS PERCEIVE THE ACTIVITIES HAPPENING INSIDE THE STRUCTURE.

A I R F L O W
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE CONCEPT

THESIS CHAIRMAN DETAIL
1 C O N C E P T D E T A I L SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 17 SCALE NTS
TECHNICAL ADVISER
AR. RYAN M. BENAOE
REVISED CITY BUILD ING AND
ARCHITECTURE
O F F I C E
BENGUET ELECTRIC
COOPERATIVE
BAGUIO WATER M
D I S T R I C T 9 Y
T R RADIAL RA
MP
E N 4 M
HEIGHT 2.
D ED
SPE P 0 GRADIENT
7%
2.0 4.50
3.50
BUM
A
27
F R O M
VICTORY LINER O
.5
L O W E R
0
DN
BUS HANGER R VAT
ION
P
CR E D ELEV.
PARKING AREA
ELE OS
SIN . ANCILLARY AREA
S
2.6M G ACCES (SQ. METER)
0
4.25
D
5.0 01
3.5
P W
T
P
Y RAM NT
0
WA
DIE
E A 2 GRA 2M 0 02
22.00
A
T 4.0 01
JEEPNEY OFFICE
A R 11 1
1:1
T O L O W ER
IT
MP
RADIAL RA
F
WAYBILL 03
I N PARKING
IN
4 M
V A 09
10 01 HEIGHT 2.
F
7%
3.5
G
04 N T
VICTORY LINER L S 08 V A N GRA D I E
VAN OFFICE 12.00
E 0S6 0 7
02
A
AR
0 3
OFFI CE
T E R M I N A L I PR 05
P
R
X 03
EA
.00
T E 04 05 F
06 I T
A
X
O
03 COMFORT 04 E
VAN AREA WAY BILL 12.00
U ROOM M
R
07
0
02
5.5
4.5
01 05
E
R
A
TED FO
K
0
N T : G HT
DEDICA 08
10%
AREA NTENANCE 0
5.0 06
TOILET FACILITIES 24.00
N
AI
VAN M
I N
W
EI
09
37
9.00
G R A 2.6M H
07
2.5
D
.50
W A Y 10
O N E
A
0
G
08
DIE
0
36.0 11
R
P
3.00
RAM
09
PE
08
I D
E
EXISTING 10
D.
P R I V A T E
S H E D 0
10.0
CR
VE H ICLE AND
05 R 11 0
TED FO
E
STRUCTURE
5.0
TAXI EXIT
OS
DEDICA ANCE 02
R
ED
SPE P AREA
AINTEN
SIN
BUM 01 JEEP M 12
03 09 PARKING PROVISION NO.
3.00
G
13
9.00
04
A
14
JEEPNEY 04
OFFICE 15
JEEPNEY 12
WA
7.00
IT
G
PED. CROSSIN
3.00
A 10
IN
TAXI LANE 5
L
AR
3
05
EA
WA
DROP OFF
A
03 2
JEEPNEY
REA
03
E
IT
IN
WAY)
NG
A R E A
N
G
J O L L I B E E
PICK AND DROP A
SSI
9 M
O
. CR
AR
PED
A
I
EA
11
PICK AND DROP 3
L
BYPASS (ONE
02
02 7.50
T
7.50
I
S T .
EXPRESS VAN 12
X
6.00
A
N
01
01
12
T
Y
06 STAFF PARKING 11
E
2.00 6.00 2.00
L E
10.00 PARK AND RIDE

ELEVATION
15
2.6M
D
UPPER GROUND
M A R C O V I L
E
TERMINAL BUILDING 3.00
PWD PARKING 1
I
07
REFER TO A-5
%
T
ELEVATION
RAMP 2.6M HEIGH

GRADIENT: 10
S
1.6M
D
PW MP T
RA ADIEN
GR M
L
2
1:1
E
C A L T E X
T
R
GH
HEI 0 %
.6M 1
P 2 NT:
B RA M IE
L
AD
GR
B
D
Y
R
O
P
P
A
4.00
-
O
S
A
S
JEEPNEY AND
VEHICLE ENTRY VAN EXIT
U P P E R S E S S I O N R O A D 1 2 M SCHOOL OF ENGINEERING AND ARCHITECTURE

O V E R P A S S SCHOOL OF ARCHITECTURE
0
.5 THESIS CANDIDATE THESIS COMMITTEE MEMBERS CONTENTS
11
Q U E Z O N E L E M E N T A R Y S C H O O L KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE UPPER

1 UPPER GROUND SITE PLAN SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 2 SCALE 1:600 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
A
REVISED CITY BUILDING AND
ARCHITECTURE
7.0
B
0
O F F I C E
6
5
C
4 8.00 BENGUET ELECTRIC
3 8.00 COOPERATIVE
8.0
0
D
2 8.00 M RADIAL RA
MP
BAGUIO WATER T O U P PE R 4 M
9 HEIGHT 2.
1 8.00 D I S T R I C T SECURITY PARKING GRADI E N T 7%
5.50
8.0
O FFIC E
8.00 D
E
0 4.50
A 5.0
F R O M
VICTORY LINER O 0
P AR KIN G
5.5 UP M A I N AREA
BUS HANGER R 0 ENTRANCE
5.0 18 ELEV. ANCILLARY AREA (SQ. METER)
DN
3.00
16
XI T 19
.00
Y A E
RE 20
T G A 01
N
P
I 21 MP
36
I K RADIAL RA
F
PAR 4 M
.00
02 HEIGHT 2.
U
VICTORY LINER L 22
GRADIENT
7% UTILITY ROOM 22.00
B
03
T E R M I N A L I 23
L
F R O M
8.5
04
O
T 24
I C
UPPER
MECHANICAL ROOM 22.00
0
N
O
G
05 P AR KIN G
U 25
E
N
06
06
E
05 26
P
MAINTENANCE AND
W
04 07 GENERATOR ROOM 70.00
A
W
REFUELING AREA
Y
08
A
R
03 2 87
Y
K
09
01
02 16.0
0
29 MATERIAL RECOVERY 18.00
I N
A
42
10
30 FACILITY (M.R.F.)
.50
EXISTING 11
G
IDLE PARKING/ GARBAGE
E
S H E D
A S S 12 38.00
STRUCTURE STAGING AREA B Y P COLLECTION
13
R
14 GENERATOR ROOM
CARGO PARKING 02 70.00
M
01
15
BUS MAINTENANCE
A
01
02
16 242.00
17
AND REFUELING
A 05 03
L
AY
04
PARKING PROVISION NO.
A
04
J O L L I B E E
9 M
BUS ENTRY
L B
.00
I
BUS ARRIVAL
DEPARTURE BAY
03 05
10 5
VA
10
T
S T .
RI
06 .00 BUS DEPARTURE 8

02 10
AR
N
9
Y
IDLE PARKING/
STAGING AREA 6
E
L E
01 07
0
18.5 8 BUS MAINTENANCE
AND REFUELING 7
D
LOWER GROUND
M A R C O V I L
10
0 U T ILITY
6.5 08
N T : GHT
E
.50
10%
ROOM
TERMINAL BUILDING
PUBLIC PARKING
EI
30
I
GARBAGE REFER TO A-4
G R A 2.4M H
MECHANICAL
COLLECTION
R O O M
DIE
S
7
6.5
PWD PARKING
P
2
RAM
M.R.F. 0
6.5
0
L
C A L T E X E RY
E
X VE E
I LI DELIVERY PARKING 2
T 01DE DE N C
P A LIVE
R
D
R K RY AN A CARGO PARKING
B IN C E R 2
L
G 02 I
9.50 RV T
SE N
E
7.50
GENERATOR
A
R O O M
R E T A I N I N G W A L L 2 . 4 m H E I G H T
BUS EXIT
U P P E R S E S S I O N R O A D 1 2 M SCHOOL OF ARCHITECTURE
O V E R P A S S

Q U E Z O N E L E M E N T A R Y S C H O O L THESIS CHAIRMAN GROUND
1 LOWER GROUND SITE PLAN SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 3 SCALE 1:600 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
REVISED 6.00 48.50 5.50 PUBLIC FACILITIES AREA
24.50 24.00
DEPARTURE WAITING
150.00
2.50 5.00 27.50 13.50 AREA (144 SEATING)
ARRIVAL WAITING 124.00
AREA (96 SEATING)
PHONE CHARGING 30.00
1.50
PRIVATE AREA
ENTRANCE
EXIT AND
FREIGHT
ELEV.
SERVICE ASSISTANCE DESK 9.00
F
UP UTILITY 0 1 TICKETING AND
CARGO
R A M P
SERVICE
S T A F F CR
33.00
ELEV.
COMF OR T
M QUEUING AREA
R O O M JANITORIAL
CO R R I DO R
2.0M WIDE
STOR.
0 2
O PERA T IO N 'S
M ADMINISTRATIVE AREA
15.50
F MANAGER
5.2 STORAGE AREA
S T A F F
SECURITY
2 LOWER GROUND
L O C K E R
0 5 R O O M EXIT 0 3 OPERATIONS
PORTER 21.00
NURSING
R O O M ROOM AUDITING DISPATCH
MANGER OFFICE
A C C O UN T IN G O F F I C E O F F I C E
EXIT
28.00
O F F I C E ACCOUNTING OFFICE 20.00
AY
WAYBILL I N F I R M A R Y 0 4
0 4 L B AND
F AUDITING OFFICE
BAGGAGE
TICKETING KIOSK
CR 20.00
PUBLIC TICKET GATE
VA
C OMFO R T
R O O M TI C KETING
QUEUING AREA
5.00 STAFF LOCKER 18.00
RI
ASSISTANCE
AND INFO 0 5
0 3
AR
M
WAYBILL AND 25.00
BAGGAGE
DEPARTURE BAY
DISPATCHERS
A R R I V A L
WA I TI N G A R E A
27.00
0 6 OFFICE
0 2
DEPARTURE
W A IT IN G AR E A
STAFF RESTROOM 18.00
PHONE C HARGIN G AREA

UP
STALL
03
A T R I U M
55.50
PORTER AREA
23.50
OPEN ABOVE 8.00

STALL
0 7
0 1 02
MAINTENANCE AND 9.00
JANITORIAL
UP STALL
01 SECURITY 10.00
R D 0 8
O B O A
I N F
P U B L I C ANCILLARY AREA
SEATING FACILITIES (SQ. METER)
ANCE
ELEV. MAINTEN
A ND
AL NURSING AREA 9.00
ERCIA
L JANITORI
COMM LE 01
28.00
B
RE NTA
PWD TOILET 6.40
GE
G A R BA
ELEV. M
EXIT R O O
SE
RV PUBLIC COMFORT 36.00
IC
E
CO L
ROOM
ERCIA ERCIA
L
RR COMM LE 02 COMM EXIT
ID
OR RENTA
B
RENTA
BLE 05 GARBAGE ROOM 10.00
15.50
1.
5M
B W
ID
E
ERCIA
COMM LE 04
B
L
STORAGE AREA
ERCIA
L RENTA 96.00
COMM LE 03
RENTA
B LOWER GROUND
INFIRMARY 37.00
SERVICE
ELEV.
UP IDE
.5M W
RRI DOR 1
CE CO
SERVI
7.50 48.00 4.00
60.00 SCHOOL OF ENGINEERING AND ARCHITECTURE


1 LOWER GROUND FLOOR PLAN SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
PLAN
SHEET NO.
A 4 SCALE 1:300 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
REVISED
28.00 28.00
SECURITY CHECK AND
52.00
DISINFECTION AREA
COMMERCIAL
102.00
RENTABLE
FREIGHT
ELEV.
UP T ERM FOOD STALLS 48.00
SERVICE
I NA L S
DN SERVICE UP T AFF
R A M P ELEV. CANT CR
EXIT
E EN CR FOOD COURT 200.00
STORAGE AREA CO TERM

INAL ASSISTANCE DESK 18.00
KIT. I C E
UPPER GROUND RR P O L
ST
ID
A FF
OR
EQUIP.
LO
1. TABLET KIOSK AND
UN
PICK
2M S T OR. 30.00
GE
AND
ORDE RIN
G TA B L E
T KI O SK
W
ID QUEUING AREA
DROP E
FACILITY PICK AND DROP
28.00
F O O D 45.00
STALL 04 FACILITY
ROL
F F O O D CONT
O M
STALL 03 R O
NURSING F O O D
R O O M STALL 02
PUBLIC
REA
C O MFOR T
R O O M
F O O D ADMINISTRATIVE AREA
STALL 01
HA R
EY A
M
A
UP
ND E
WA A
EXIT
100.00
SH
FOOD COURT STAFF CANTEEN
EPN
45.00
TO JE
DN CONTROL ROOM 56.00
TERMINAL POLICE 15.00
56.00
OPEN BELOW
OPEN BELOW STAFF LOUNGE 15.00
DN
ESCALATOR
SLOPE 28%
OPEN BELOW UP
T 1 : 12 M
GRADIEN
DN
3.00
ANCILLARY AREA
TO MEZZANINE ASSISTANCE
UP R D
AND INFO O B O A 9.00
D E S K I N F NURSING AREA
ELEV.
SECURITY
PWD TOILET 6.40
28.00
OFFICE SECURITY CHECK GE

G A R BA PUBLIC COMFORT
AREA AND ELEV. R O O
M
38.00
DISINFECTION AREA P U B L I C ROOM
SEATING
GARBAGE ROOM 10.00
L
ERCIA
COMM LE 08
B
RENTA STORAGE AREA
B M A I N
117.00
UPPER GROUND
ENTRANCE DN
ERCIA
COMM LE 07
L
B
ELEV. 1.6M ERCIA
L RENTA
COMM LE 06
B
SERVICE RENTA
ELEV. E
WID
1.5M
UP R IDOR
COR
VICE
SER
PW
GR D R
AD
IE N A M
T1 P
: 12
M

6.00 11.50 38.50
56.00 THESIS CANDIDATE THESIS COMMITTEE MEMBERS CONTENTS
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE UPPER

1 UPPER GROUND FLOOR PLAN SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
PLAN
SHEET NO.
A 5 SCALE 1:300 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
REVISED
31.00 36.00
31.00 20.00
7.00
BUS S
TA
LODGI N F F COMMERCIAL
G 01 BUS S
TA 280.00
E A LOD GI N F F RENTABLE
A R G 02 K
E N B O O
R D STOR
E
G A
R O
O F ST ORA G E COMMERCIAL STALLS 45.00
T O
ENCE BUS STA B U S
CONFER
M LOUNG FF
R O O E SHO. S T A
COMFORT
FF FOOD KIOSK 42.00
SHO.
SERVICE DN. BUS S AREA
TA
ELEV. LOD GI N F F SHO.
G 03
T
O BUS ST
BOOKSTORE 200.00
OF A
LOD GI N F F
RO DEN ION
R RECEPT G 04
STORE
GA REA BOOK
A C
O
R
R
I
AL D ADMINISTRATIVE AREA
TERMIN O
R
MANAGER FACILITIES (SQ. METER)
TERMINAL MANAGER
24.00
OFFICE
27.00
RECEPTION AREA 18.00

FOOD
KIOSK
01 CONFERENCE ROOM 38.00
STALL
05 BUS STAFF LODGE 60.00
39.50
STALL BUS STAFF 12.00

04 COMFORT ROOM
STALL BUS STAFF LOUNGE 36.00

03
64.50
FOOD
OPEN BELOW KIOSK ANCILLARY AREA
01
UP DN
ESCALATOR
SLOPE 28%
PWD TOILET 3.40
PUBLIC COMFORT 18.00
I C
G
ROOM
1 . ND
M
STALL
IN
2
6
SE B L
IO O
02
GARBAGE ROOM
AT E T
10.00
AT
T O
EV IN
E L ZA N
ROOF
P U
GARDEN STALL
Z
OO ME
UP AREA 01
F L LIT
R
ELEV.
SP
PUBLIC
C O M FO R T
R O O M
DN.
URAL
31.00
STRUCT E GE
C G ARBA
S P A ELEV. M
R O O
2M
1:1
NT
DIE
GRA
AMP
D R
PW
L
ERCIA
B COMM LE 09
RENTA
B COMM
ERCIA
L
SECURITY
BLE 12
RENTA
DN
CHECK AREA
L
ERCIA
SERVICE COMM LE 11
B
ELEV. L RENTA
ERCIA
COMM LE 10
B
RENTA
URAL
STRUCT E
S P A C WID
E
5M
R 1.
R IDO
COR
VICE
SER
O V E R P A S S

28.50 24.50 8.50
KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE MEZZANINE
64.00 THESIS CHAIRMAN AND SECOND
THESIS TITLE / LOCATION FLOOR PLAN
1 MEZZANINE AND SECOND FLOOR PLAN SUSTAIMOBILITY: A MULTI-MODAL MEMBERS OF THE PANEL
T O
TRANSPORT HUB IN BAGUIO CITY AR. CLEOFE M. PARAN

SHEET NO.
A 6 SCALE 1:300 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
HEIGHT REVISION
ROOF GARDEN AREA VORONOI PATTERN
"BIGYIW CONCEPT"
TERMINAL NAME BUS EXIT

OVERPASS
ROOF GARDEN LEVEL

SECOND FLOOR LEVEL
MEZZANINE LEVEL

ROAD LEVEL ROAD LEVEL
1 F R O N T E L E V A T I O N
A 8 SCALE 1:400 m
V O R O N O I P A T T E R N ROOF GARDEN AREA

PARKING AREA B U S A R E A VAN PARKING AREA

ENTRANCE LOWER GROUND
BUILDING APEX
ROOF GARDEN LEVEL

MEZZANINE LEVEL
TERMINAL GROUND
LEVEL UPPER GROUND LEVEL
PARK AND RIDE/ STAFF
PARKING LEVEL
PUBLIC PARKING LEVEL
MAIN PARKING
ENTRANCE LEVEL

KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE FRONT

THESIS CHAIRMAN AND REAR
THESIS TITLE / LOCATION ELEVATION
2 R E A R E L E V A T I O N SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 8 SCALE 1:400 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
HEIGHT REVISION
GA R D EN A R E A TR E LL IS
INSPIRED BY UMBRELLA OF
ROOF GARDEN AREA THE OLD MINES VIEW
VORONOI PATTERN
BUS ARRIVAL "BIGYIW CONCEPT"
AREA STRUCTURAL SHELL
PARKING AREA
BUILDING APEX
ROOF GARDEN LEVEL

MEZZANINE LEVEL
TERMINAL GROUND LEVEL UPPER GROUND FLOOR LEVEL

PARK AND RIDE/ STAFF PARKING LEVEL ROAD LEVEL
1 R I G H T S I D E E L E V A T I O N
A 9 SCALE 1:400 m
V O R O N O I P A T T E R N
BUS EXIT BUS DEPARTURE

AREA CIRCULAR RAMP
HEIGHT 2.4
BUILDING APEX PARKING AREA GRADIENT 7%

SECOND FLOOR LEVEL
MEZZANINE LEVEL
UPPER GROUND LEVEL TERMINAL UPPER GROUND LEVEL
ROAD LEVEL PARK AND RIDE/ STAFF PARKING LEVEL
LOWER GROUND LEVEL PUBLIC PARKING LEVEL
MAIN PARKING ENTRANCE LEVEL

KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE RIGHT

THESIS CHAIRMAN AND LEFT
THESIS TITLE / LOCATION SIDE
2 L E F T S I D E E L E V A T I O N SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
ELEVATION
SHEET NO.
A 9 SCALE 1:400 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
HEIGHT REVISION
PARKING AREA V O R O N O I P A T T E R N
ENTRANCE "BIGYIW CONCEPT" ROOF
STRUCTURAL SPACE FRAME ROOF GARDEN AREA
PUBLIC PARKING
JEEPNEY AREA VAN AREA BUS AREA
PARK AND RIDE/
CIRCULAR RAMP STAFF PARKING
HEIGHT 2.4 BUILDING APEX
GRADIENT 7%
ROOF GARDEN LEVEL

MEZZANINE LEVEL
TERMINAL UPPER GROUND LEVEL UPPER GROUND LEVEL

PARK AND RIDE/ STAFF PARKING LEVEL
MAIN PARKING
ENTRANCE LEVEL
E A R T H
1 S E C T I O N T H R O U G H A
A 10 SCALE 1:400 m
ROOF GARDEN AREA
MAIN ENTRANCE MEZZANINE FLOOR SECOND FLOOR
JEEPNEY AREA
ESCALATOR
INFORMATION
BOARD
ROOF GARDEN LEVEL

SECOND FLOOR LEVEL
MEZZANINE LEVEL

ROAD LEVEL
LOWER GROUND LEVEL LOWER GROUND LEVEL
E A R T H
BUS ARRIVAL FOOD BUS

AREA COURT DEPARTURE
STAIRS ATRIUM AREA
DEPARTURE
WAITING AREA

KINONES, FRANCIS JR., F. AR. RYAN M. BENAOE

THESIS CHAIRMAN SECTIONS
2 S E C T I O N T H R O U G H B SUSTAIMOBILITY: A MULTI-MODAL
AR. CLEOFE M. PARAN
SHEET NO.
A 10 SCALE 1:400 m
TECHNICAL ADVISER
AR. RYAN M. BENAOE
CURRICULUM VITAE
FRANCIS F. KINONES JR.

#264 Lower East Camp 7, Baguio City · 09386259533
francisunderscorejr08@gmail.com
PERSONAL INFORMATION
Date of Birth: July 22, 1994
Place of Birth: Cagayan De Oro City
Age: 26 years old
Citizenship: Filipino
Gender: Male
Civil Status: Single
Weight: 52 kg
Height: 5’5”
Language/s: Filipino, English
EDUCATION
TERTIARY
2019-Present
UNIVERSITY OF BAGUIO
2012 - 2018
UNIVERSITY OF THE CORDILLERAS
SECONDARY
2007 – 2012
BAGUIO CITY NATIONAL HIGH SCHOOL
PRIMARY
2001 - 2007
JOSEFA CARINO ELEMENTARY SCHOOL

ENGLISH EDITOR’S CERTIFICATE

This is to certify that the undersigned has reviewed all the pages of the thesis study
entitled “SUSTAIMOBILITY: A MULTIMODAL TRANSPORT HUB IN BAGUIO
CITY” by Francis F. Kinones Jr. and has edited errors in structure, grammar, and
mechanics that govern the composition of sentences, phrases and words in the English
Language.
Signed, this 21st day of May, in the year of our Lord, 2021 at the University of Baguio,
Baguio City.
5/21/21
Sabrina Brineth A. Ramos
English Editor
CERTIFICATE OF ORIGINALITY
This is to certify that this thesis is my work and does not contain any material previously
published or written by another person nor material which to a substantial extent has been
accepted for the award of any degree or diploma in the University of Baguio, or other
educational institution, except where due acknowledgement is made in the paper. Any
contribution made to the research by others is explicitly acknowledged in the manuscript.
Francis F. Kinones Jr.

Candidate
19 May 2021
Date: _________________________
Attested by

19 May 2021
Date: _________________________

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Sustaimobility: A multi-modal transport hub in Baguio City

AR. DIVINA LIGAYA BENIGNO-RILLERA, MACT/MAEHP

Accepted by the Thesis Committee as presented on

AR./EnP. RYAN M. BENAOE, MA EHP

AR. CLEOFE M. PARAN ENGR. JESSICA CABOTAJE

AR. DIVINA LIGAYA BENIGNO-RILLERA,

AR./EnP. RYAN M. BENAOE, MA EHP

ENGR. JEFERD E. SAONG, M. Eng - ECE

AR. DIVINA LIGAYA BENIGNO-RILLERA, MACT

Accepted by the Thesis Committee as presented on

AR./EnP. RYAN M. BENAOE, MA EHP

AR. CLEOFE M. PARAN AR. ELVIS C. PALICDON

AR. DIVINA LIGAYA BENIGNO-RILLERA, MACT

AR./EnP. RYAN M. BENAOE, MA EHP

ENGR. JEFERD E. SAONG, M. Eng - ECE

Kinones, Francis Jr., F.

School of Engineering and Architecture, Department of Architecture

University of Baguio, Baguio City

Public transport is considered as an important foundation of efficient urban development,

Keywords: Public transport, Transport hub, Multi-modal, Sustainable Mobility, Baguio

Baguio City, approximately 250 kilometers north of Manila, is situated in the

According to The Department of Transportation - Cordillera Administrative Region

Furthermore, the proposed process of implementation of the PUVMP is split into

As defined by Ustadi and Shopi (2015), a transport hub is a location where

Many studies have recently been performed on the sustainability of transport

Sustainable transport comes in various concepts; one is explicitly from the

Basing on the United Nations Conference on Sustainable Development (UNCTD)

Multi-modal transportation uses optimum efficiency and is defined by Budilovich

Scope and Delimitations

Furthermore, only the research manuscript, architectural solutions through

Significance of the Study

The study aimed to give potential terminal designers more information to

Objectives of the Study

Context and Locale of the Study

Data Gathering Tools

Data Gathering Procedure

RESULTS AND DISCUSSION

Facilities and Amenities of a Public Transport Terminal

Summary of spaces, facilities and amenities of a public transport terminal

Category of spaces Terminal areas Analysis

 Passenger Restaurant - Restaurants provide food for the

 Administrative Conference rooms -Administrative areas are

Summary of spaces, facilities and amenities of a public transport terminal (cont’n)

Category of spaces Terminal areas Analysis

 Utilitarian area Nursing room - The utilitarian areas serve as

Source: https://www.wbdg.org/ffc/af-afcec/design-guides-standards/passenger-terminal- facility, Bus

Relationship of terminal areas to human-centered design and applicable innovations and

Category of Area of Analysis Applicable innovations and ideas

Relationship of terminal areas (Cont’n)

Category of Area of Analysis Applicable concept and ideas

Sustainable mobility concept for the development of the proposal

Transport management strategies and application to hub design

Strategy Description Typical Application to Transport hub design

Transport management strategies and application to hub design (Cont’n)

Strategy Description Typical Application to Transport hub design

Bicycle Provide bicycle storage 5-15% -Applicable, provision of biking facilities

Sustainable multi-modal transport and transit networks can provide a range of