MANUEL L.

QUEZON UNIVERSITY
SCHOOL OF ARCHITECTURE

CHAPTER 1-3: COMPILED FINAL DRAFT

KATERYHN TRACY G. POLICARPIO

STUDENT

ARCHITECTURAL DESIGN 9
SUBJECT

AR. MELDUARD HERNANDEZ

PROFESSOR
CHAPTER 1- PROBLEM AND RATIONALE

1. Background of the Study

The growth in cities and motorization in developing countries cause an increase in traffic
jams on road networks. The constant increase of population in the world has an effect on
transportation networks and this event leads to major congestion. Cities in South Asia are
classified by big population and employment, density, mixed land use patterns, short and long
trip length of motorized transport, the worsening traffic conditions encountered in transportation.
With an increase in industrialization and urbanization overtime, the demand for transportation
has increased proportionally as well and despite the fact that the rate of urbanization in
Southeast Asia is predicted to decrease within the next few decades, the Philippines is
experiencing otherwise (United Nation,2018).

According to Cervero 2000, due to increased urbanization and population in its cities,
inadequacy of transport infrastructures has left the people to develop inexpensive and
innovative transportation alternatives. This is mainly accurate in the Philippines setting where
funds are insufficient and the development of the terminal typically raised to private developers,
some of them interested with generating revenue instead of providing quality service. A wide
increase of motorization that leads to the traffic congested that commuter are prompted to find
other ways to their destinations. It causes the massive volume of vehicles crossing through it
and some terminals along major thoroughfares causes road use efficiency in the surrounding
and along the entire stretch of the roadway. The span of transit is broad and diverse however
many researchers and foreign case studies have proven that public transport facilities can
achieve much success to improve transit ridership.

Transportation terminals have been part of communities in the Philippines since the
olden times. Through the years up to the present it is still on the line and continuing to operate.
Almost every city/municipality has this kind of facility owned and operated by the government. In
the Philippines, 56 percent of the population regularly uses public transportation, ranked No. 5
in the world. At the same time there is also a need to shift from monomodal travelling using only
one transportation mode per trip to multimodal using more than one transportation per trip.
Since, the lack of access to transportation leads to social marginalization and creating more
delay and affecting the future it will serve as a diverse transportation option.

The researcher conducts this study to address the present situation that produces some
important dilemmas that obstruct the growth and development of the city that address the
experience of the users in transportation. The present condition with congested traffic gives it
serious delays to solve this problem and lessen the number of vehicles blocking up road
networks. In improving public transportation frequently deals with the improvement that used as
basis of how good the transportation system of the city works. It won't only make vehicular
traffic less jammed; it will also act as the main reason and purposes.

1.2 Problem Statement

The average number of commuters increases year by year up until now. The constant
increase of population growth in the country has an effect on transportation in terms of
accessibility and becoming a hindrance. Moreover, Philippine society has various physical,
financial, technical and institutional limitations to actualize the improvements that can affect the
old ways of living with a modern way of transportation.

MAJOR:

 The local setting becoming more highly urbanized, the problems that can affect in the
future is traced back to the lack of mobility.

 The increase of passengers that need to travel demands and growing numbers of
vehicular trips by car and two wheelers that result in traffic congestion.

 The lack of a set transportation terminal aggravates the situation.

 The lack of public information or limited funds that are given by the government.

 The uncoordinated and poorly maintained transportation infrastructure that could not
face modern transportation models or low quality to serve.

MINOR:

 The main road and streets are being used as pick- up and drop off points by different
vehicles that worsen traffic jams also.

 The copious vehicle is traversing and deregulation created in terminals by different

modes scattered.

 The negative perception regarding using public transportation.

 Most of the existing terminals are old enough or damaged and the quality decreased to
support its function as terminals.
  It compromises the safety and convenience of passengers and operators that it will
become not qualified enough in supporting activities as transportation users.

 The situation in most terminals is very contradictory as it is a strategic location but

seems to be neglected in terms of functions and performance.

1.3 Objectives of the Study

To shift away from mainly using private transportation to using public transportation
modes that promote the usage of public transportation by integrating more than one
transportation per trip and making public mobility easy and affordable by the different class of
people.

 To allow people to reach destinations in reasonable time and cost

 To lessen the congestion of the road, air and noise pollution

 To improve the sustainability quality of transportation that widely available and

accessible to the public

 To increase the economic efficiency and level of the mobility in the cities

 To includes connectivity of people and location and well-organized transportation system

 To show the essence of Architecture in the society

 To provide a convenient and safe transportation facilities, such as terminal 

1.4 Significance of the Study

It is necessary to conduct this study because it will provide a reliable or efficient

transportation system to their respective destinations with ease and comfort. This part of
research contains beneficiaries of the research:

For the transit passenger this study would be the initial idea to improve the commuter’s
productivity and the value of travel time and the associated cost to manage a journey.

For the transit operators this study can be used as a preference for efficient operations
of transportation that improves vehicle utilization and lower operational costs.

For the Government it can be used as the reference in building a project and it will also
help to solve or lessen the traffic congestion and other concerns regarding this study.
 For the Future Researchers this study will be a future reference of the students who are
going to research about transportation. It will guide their pick topics to being more practical and
gives them more knowledge and information.

1.5 Scopes and Limitation 

The purpose of this study is to solve the encountered problems on transportation.

Knowing the government laws and regulations. The study is also conducted in province or
regional places, specifically in region 3 which can be considered as the Central Luzon Region
and near Metro Manila. Interviews and surveys will be conducted to the people who are part of
the study of transportation.

This study will be limited to the areas outside the Central Luzon Region to collect the
concise details of the study. The respondents of the study will not include people who are using
private vehicles ever since the study focus on transportation it cannot be relevant information. It
will also limit in multimodal transportation only since it defined as the complete transportation
process, using more than one mode of transport to create connection and transport together.

1.6 Definition of terms and concept

For a better understanding of this study, the following terms are defined in the context of
this research:

 Congestion - it is the state of being crowded or traffic.

 Mobility- it is an ability to move freely and easily

 Unimodal- it is having connection with one terminal

 Motorization- it is the process of adopting and using motor vehicles as part of economic
and daily use

 Multimodal- it uses as more than one mode of transportation

 Road network- it is a system of interconnecting lines and points that visualize a system
of street for a certain area

 Social Marginalization- it is a certain group of people get denied access to areas of

society

 Transit ridership-it is a number of passengers boarding on transportation

  Transportation System- it is a fundamental part of logistics and planning whenever
vehicles are used to move people or items from one location to another.

 Urbanization- it is a population that shift from rural to urban areas

CHAPTER 2: REVIEW OF RELATED LITERATURE

This chapter presents the relevant literature and studies that the researcher considered
to substantiate the significance of the present study. It also presents the critical overview to fully
understand the research for better comprehension of the study.

2.1 LOCAL AND INTERNATIONAL LITERATURE

A. References in Public Transport: 

Transportation is an important infrastructure enabling urban mobility at both micro and

macro level. It is a medium which allows people access to use public transportation, a shared
passenger-transport service which is available for use by the general public who are going for
school, jobs or any other purposes. Trips are seldom made by only one mode of transport what
is known as unimodal trips. In such situation a single mode of transport will not be sufficient to
fulfill the daily demand. On the contrary, according to Liu (2011) the human mobility within an
urban area actually always happens in an multimodal transportation network.

A Multimodal transportation system as defined by Bielli, et al.(2006) is “the combination of all

traveler modes and kinds of transportation systems operated through various systems”. Based
on UITP,International Association of Public Transport (2013), commuters predominantly use
private cars to travel to the cities, adding to congestion, parking and environmental problems
and putting the city Center’s transport network under continuous strain. The recent transport
policies and policy-related transport research trends, focusing on replacing (passive) car travel
with more active modes like walking, cycling and public transportation. Petrunoff, Rissel & Wen
(2016) may suggest that there will be an increased need for better public transport services.
Sedentary lifestyles thus affect all generations and public transport services with walking and
cycling as first and last mile-solutions, that may play an important role in the future. For many
commuters, walking and cycling are not viable options, meaning that public transport is often the
only alternative to the car for such trips. People in rural areas are at a risk of being excluded
from participation in normal relationships and activities if they do not have a driver license or
access to a car. Berg & Lhlstrom (2019), stated that the quality of public transport service
impacts the independent mobility of this group, particularly children and adolescents.

B. Evaluation of Public Transportation Systems

FOREIGN SETTINGS

Public Transportation Planning and Policy

The significance of public transport for urban mobility varies in South Asian cities. Traditionally,
South Asian cities are characterized by high population and employment density, mixed land
use patterns, short trip length and high shares of non-motorized transport. However, according
to the study of Imran (2006) these characteristics have been changed by spatial structure that
consists of medium- to - low density housing schemes built at the edge of the city. Usually,
these housing schemes are designed for the middle- to high-income groups and are accessible
only by public transport and private vehicles, either cars or motorcycles. Therefore, the share of
public transport and private vehicles trips is growing at the cost of non-motorized trips in South
Asian cities.

Table 1 shows the percentage of total trips made on different modes of transport in Indian and
Pakistani cities. The data show a large share of public transport trips in Indian cities as
compared to the trips made by private vehicles, However, on the other hand the shares of
private vehicles trips are higher in Pakistan Cities compared to the public transport trips. The
differences in Indian and Pakistan Cities are the services of rail-based public transport and the
recent opening and on-going expansion of Delhi Metro. In contrast, Pakistani cities are served
by bus or wagon (mini bus-based public transport) which provides a very low level of service
and comfort. In fact, they entered in the 20th century with an urban tram and suburban railway
system but these systems

were either shut down or nearly shut down. (SEE TABLE 1)

 Despite investments in road infrastructure and plans for land use and transport
development, all of them face the problems of congestion, traffic accidents, air pollution and the
problems that continue to grow. Based on the evaluation of public transportation systems : case
study of Delhi metro by Advani & Tiwari (2005), large cities are facing an unprecedented growth
of personal vehicles (two wheelers and cars) and in medium and small cities different forms of
intermediate public transport provided by informal sector are struggling to meet the mobility
demands of city resident .The upward trend of private vehicle uses and the declining or static
role of public transport in most cities contributed the numerous factors the continuous
investment in roads, which left few or no funds for public transport provision in most cities of the
developing world. Howe (1996) Reported on how the investment in roads in Bangladesh
became a threat to the natural environment and society. Badami (2005) said that in India the
urban transport policy

has been biased toward private transport modes.

 Source: Journal of Public Transportation, Vol.12, No. 2, 2009

According to the article of Kennedy,Miller,Shalaby, McLean and Coleman (2005),

besides financial factors there are a number of other factors that have been suggested as
having an influence on the level of success of public transport systems. These include car
ownership, traffic volume, parking policies, fuel cost, travel choices and capacity, urban density,
urban sprawl, public transport network planning, public transport mode attractiveness and
perception and governance.

LOCAL SETTINGS

Integrated Transport System Terminal

The rapid population growth results in problems associated with urban transportation, as
well as environmental concerns. Based on TSSP (2016) As Metro Manila is the center of
commerce, it is apparent in urban areas that a reliable or efficient transportation system is
needed for people to their respective destination with ease and comfort. The National Capital
Region, private provincial bus operators have their terminals along major thoroughfares, i.e.,
EDSA, which causes congestion in the surrounding vicinities of the terminals and eventually
along the entire stretch of the roadway. Furthermore, provincial buses plying through Metro
Manila add up to the overwhelming volume of vehicles traversing through it which increases
road congestion and reduces road-use efficiency. The government has drafted plans and
conducted studies to regulate and control the worsening traffic condition in Metro Manila, and
part of this is the implementation of the Integrated Transport System (ITS). The ITS is a project
under progress by the government established in March 2012 under Executive Order no. 67.
Three intermodal terminals are intended for the project. The purpose of these terminals
generally lies in transferring passengers from provincial areas to urban areas within Metro
Manila and vice versa.

The study conducted by Buzon, C. and Flores, S. (2013) on analyzing the appropriate
location for a provincial bus terminal (Integrated Transport System Terminal) in Metro Manila,
considered preferences from the project’s three main stakeholders: passengers, bus operators,
and administrators (government agencies). From this study, two initial ITS locations were
considered and evaluated based on the criteria they have developed. The locations are as
follows: in North Triangle, Quezon city (northbound ITS) and in FTI Complex, Taguig city
(southbound ITS). These locations were evaluated thoroughly considering the preferences of
the major stakeholders; furthermore, the stakeholders’ preferences could influence the design
standards used for the ITS terminals.

 For passenger preferences, the major concerns regarding the terminal’s location are as
follows:

(1) location – the urban density surrounding the vicinity of the terminal 

(2) availability of transport modes – the interoperability between transport modes within the
terminal for efficient passenger mobility 

(3) door-to-door public transport service the convenience of passengers to disembark or embark
on or near their desired destination, and 

(4) resistance to change – the passenger’s hesitance to evade their ‘usual’ mode of transport
system due to a new one which may cause inconvenience. 

 For bus operator preferences, their main concern was where to garage their buses
(including lease of lots for depot) 

(1) assuming that ITS terminals wouldn’t be able to handle each of the operator’s bus fleet.
(2) The additional expense in operation due to the travel distance between depot and terminal
was part of their minor concern.

 For government agency preferences, the following factors were considered in selecting
an appropriate site for the terminal: 

(1) adjacency to mass transit networks – connectivity to other transport networks for efficient
passenger mobility 

(2) locations at the fringes of Metro Manila – considered location of terminals must not be
heavily congested by urban traffic 

(3) adjacency to government-owned properties – expansion of terminals by acquiring more

space(land) would be easier through government-to government transactions, and 

(4) accessibility to other modes of public transport – the terminal is intended to be multimodal to
support efficient passenger mobility

The concerns from the stakeholders were deliberately considered to evaluate the government-
proposed locations of the ITS terminals. It was found out that the North Triangle location in
Quezon City is inadequate since its surrounding vicinity is heavily urbanized and traffic
congested. However, the FTI Complex in Taguig city is an acceptable location for the south ITS
terminal since it adheres to the stakeholder’s preferences or concerns. 

C. A Critical Overview

Why Did Most of the Public Transport Policies Fail?

Many shortcomings in the development and implementation of public transport policy.

The primary purpose of this is the concerns that were largely overlooked in the development of
public transportation.

FOREIGN

 Overstating the Role of the Private Sector in Public Transport- According to

Sohail,Maunder and Cavill (2016), from the beginning there was an issue with investing,
managing, and operating public transports like in Pakistani cities. Historically, the
provincial governments in Pakistan have owned and operated intercity and urban public
transport services. But, over the years according to the World Bank the government
 advocated to encourage the private sector in operating public transport. Overtime, the
public sector became regulators of the private operation of public transport. 

Karachi Strategic Development 2020 proposed to revive and extend the Karachi Circular
Railway, construct Bus Rapid Transit (BRT), and introduce Light Rail Transit (LRT) (City District
Government Karachi 2007). But all these plans were conditional on investment by the private
sector. The Punjab government also initiated bus-franchising schemes that offered exclusive
rights to private transport operators on selected routes. However, after operating for a few
years, franchised services in many cities were closed down due to a lack of investment from the
private sector and the inability of the public sector to resolve conflicts that arose from this
initiative.

 Lack of Capacity among Public Transport Organizations- Kennedy et al. (2005), in

their article ‘” The Four Pillars of Sustainable Urban Transportation,” reviewed the factors
contributing to best practice in urban transport. They concluded that adequate finance,
infrastructure, and urban planning are important for public transport planning, but the
critical is effective governance. Effective governance included appropriate organizations
with the necessary powers, skills, finance, and responsibilities for public transport
planning. These characteristics of governance were not present in public transport
organizations. These organizations have a long history of deficiency in professional,
administrative, and financial capacity to manage public transport service planning.

Haider and Badami (2007) reported that recent franchised bus operations in the cities of
Islamabad and Rawalpindi were eventually closed down by the private operators due to lack of
capacity in the public sector to resolve conflicts. In fact, no one knows how long franchised bus
services in Lahore lasted because the institutional capacity of the provincial Transport
Department to support it was not strengthened. The government and the World Bank have
simply ignored this reality and have never tried to develop a capacity for the public transport
organizations. A long history of the investment of the private sector in public transport provision
has already been shown as a saga of failed experiments. Even if the private sector is willing to
invest more, there is a lack of professional and management capacity among counter public
organizations to make public transport successful.

 Negligence in the Development of High-Capacity Public Transport- a new paradigm

of road development emerged, despite the existence of an inherited railway network as
an alternative for intercity passenger transport. In contrast with intercity transport, the
 policies for urban transport development were more complex in nature. The investment
in public transport would be combined with disinvestment in road development. Cervero
(1998), Vuchic (1999), and Newman and Kenworthy (2000) argued that Investment in
both modes of transport would only make private transport successful. The proof of the
case in f Pakistan where some sections of the Circular Railway in Karachi were built,
operated, and then shut down. Similarly, no serious effort was made to implement the
proposal of the Circular Railway in Lahore. Although JICA took the initiative in the early
1990s to propose an LRT project in Lahore, this initiative was not implemented. A
number of high-speed, grade-separated road projects were implemented in all the cities
of Pakistan.

In short, the cities should not be persuaded that the growth of public transport can be
managed primarily by improvements to the bus systems. Both the bus network and the rail
systems are simultaneously required. However, the future success of public transport depends
on the management of the different roles of each mode in an integrated system.

 Failure to Utilize High-Density Mixed Land Use Patterns- The fundamental message
of Mitchell and Rapkin (1954) was that a transport proposal should not be evaluated only
on transport criteria, but also on land use, social, and environmental grounds. It seems
that these criteria have been overlooked in the provision and development of public
transport. According to Imran and Low (2007), In summary, all policies to provide
adequate and reliable public transport in Pakistani cities have failed badly in the
presence of continuous demand, high-density mixed land use patterns, and a long
history of private sector involvement in the provision of public transport. Still, passengers
routinely hang out from doors and windows on unreliable, unsafe, and inconvenient
modes of public transport. The continuous decline in the quality of public transport
means that it has now become the mode of transport for those who have no alternative
such as car, rickshaw, or motorcycle.

LOCAL

According to the study of Metro Manila Urban Transportation the Government of

Philippines recognizes the traffic problem as a national issue and has introduced a series of
possible countermeasures. Unfortunately, these countermeasures so far have not been
effective enough to eliminate the traffic congestion. Only Metro Manila has formal public
transportation, while other urban areas are catered by privately-operated informal
transportation, such as Jeepneys (Asian Development Bank, 2019). Other informal
transportation that are uniquely found in the Philippines include Tricycle (auto rickshaw),
Pedicab or Trisikad (cycle rickshaw), and “Habal-habal” (for-hire motorcycle). Based on the
article of Dissanayake et al (2012), although unregulated by the government, they are still
allowed to. Despite diverse options commuters still tend to own private vehicles.

Based on the article of ASEAN (2001), In the face of transport advancement and drive
towards sustainable transportation, the presence of indigenous motorized transportation modes
in developing countries remains. In fact, this has been a subject of most planners and
researchers in developing countries. With a rapidly growing economy, the Philippines has been
seeing the sales of hundreds of thousands of cars sold annually one of the fastest in the ASEAN
without any significant investment in infrastructure for sustainable modes of urban transport or
even road space. Between the year 2007 to 2012, car ownership grew by 16% and motorcycle
ownership increased by 69%. The 2014 ASEAN Automotive Federation sales report noted the
Philippines as the fastest growing automobile and motorcycle market in the region ahead of
Vietnam, Singapore, Malaysia and Indonesia.

For developing countries such as the Philippines with numerous transport options, a
sustainable transport system would prove to be a challenge. The range of transit amenities is
broad and diverse, such that:

 It would be too costly and impractical to include all of them in any terminal.

 This is especially true in the Philippine settings resources are scarce

 Terminal development is usually left up to private developers, some of whom are more
concerned with generating revenues rather than providing good service.

Seeing the increase of passengers and the interest of people to use public
transportation, it is necessary to anticipate by providing convenient and safe transportation
facilities, such as terminals. However, many terminals spread in the city:

 It was built many years ago and out of date.

 The appearance of the terminal seems like it could not face modern transportation
models, it was built when transportation was still served by small public cars whereas
now it should use bigger public cars.

 Many terminal conditions are low in quality to serve.

Some of the various factors that causes the terminal condition to deteriorate:

 Not only because the transportation pattern has changed but also the lack of funds to
maintain buildings.

 This problem is certainly also triggered by the limited funds to operate the terminal
facilities devoted by the terminal operational government in order to manage and
specially to maintain the terminal.

Behind those sluggish functions of the terminals, there is actually a potential given that
the terminal's location is very strategic. This situation is very contradictory, the terminal is in a
strategic location but seems to be neglected in terms of both function and performance.

D. Consideration and Redevelopment of Public Transportations

According to Kumari et al.(2010) and Rehrl et al. (2007), a good transportation network
is one of every modernized city’s initial priority because today’s modern society needs mobility
in every aspect of life. Every day, people need to go to work, children need to go to school, and
products need to reach the other end of the supply chain. However, because of the continuous
population growth in the world, transportation networks are unceasingly being congested.
Kenyon & Lyons (2003) stated that many governments worldwide have been pushing for the so-
called “modal shift” to solve this problem and reduce the number of vehicles clogging up road
networks, i.e., by enticing citizens to shift away from mainly using private transportation modes
to using public transportation modes.

The National Household Travel Survey (NHTS, 2009) notes that the average vehicle
occupancy of private cars is only 1.55 persons. The World Bank’s Implementation Completion
and Results Report (2011) notes that the average jeepney occupancy is 10.6 people and bus
occupancy is 43.4 people. These statistics illustrate the big difference in numbers of people
transported with almost the same road space used. Simultaneously, there has also been a need
to shift from monomodal traveling using only one transportation mode per trip to multimodal
traveling using more than one transportation mode per trip. This shift in modes supports the
long-term sustainability of transportation networks because each transportation mode would
have its proper role and function. 

According to Buhaug and Urdal (2013), during the past two decades, a huge population
growth has been recorded in developing countries. Increase in population has caused an
increase in the demand for mobility. If the transport infrastructure is not capable of meeting the
demands, this causes an increase in waiting times and congestion in public transport and
streets. Jackiva.,Budilovičaa and Gromul (2017) states that Public transport can be more
attractive by providing "Door to door mobility” and development of transportation services is an
important factor of social quality. Sustainability of transportation, environmental conditions of an
area, public health and economic condition of residents can be raised by shifting from private
transport to the public transportation, walking and cycling. This shift-Ing will happen in the
condition that the public transportation is widely available and accessible to the public.

According to the article of Hawas, Hassan and Abulibdeh (2016), since the lack of
access to transportation leads to social exclusion, transport and land use policies focus on
accessibility and aim at enabling people to reach destinations at reason-able costs and times.
Therefore. Saghapour, Moridpour, & Thompson (2016) states that providing efficient public
transport in terms of accessibility is one of the main objectives of policy makers and planners in
metropolitan areas throughout the world.

In 2016, Lättman,Friman, & Olsson proposed to consider the perceived accessibility in

public transport as a complementary measure to conventional objective measures of
accessibility by capturing the subjective element of accessibility, as opposed to conventional
accessibility that is based on the same objective attributes for large areas or groups of people.

 Public health- the access to public transport has consequences on the air quality and
health. The access of public transit is likely to enhance the probability of meeting the
public via physical activity. Research shows that the people who tend to walk to the
public transport station achieve significantly more physical activity as compared to the
others who use private transport to the activity points. Low-income groups of publics with
risk of obesity are likely to gain health benefits from transport through walking.

 Mobility- is difficult to measure at individual level as it requires trailing the behavior of

travel. The potential of increasing the level of mobility in cities. Hence, the public
transportation system should consider mobility of the system along with accessibility to
stops/stations and connectivity to other transportation modes. Originally looked upon as
a concept closely related to mobility, accessibility has been used in planning and
evaluating the transportation system through activity-based approaches such as choice
theory and travel behavior. The both factors are directly linked with each other so
policies to increase mobility will generally increase accessibility as well and it will make
the destinations easier to reach. But it is possible to have good accessibility with poor
 mobility and vice versa. The mass mobility and quality of urban lives can be improved by
establishing public transport networks that are accessible to pedestrians within a
reasonable walking distance.

 Sustainability- Efficient public transport (PT) networks are a prime feature for well-
operative and sustainable cities. Shifting from private motorized vehicles to public
transportation, walking and cycling can sustainability of transportation and accordingly,
improve the environment, economics and public health.

[In literature, models for multimodal transportation systems are used for a wide range of
functionalities. It can also act as a decision support tool for transportation policies such as
assessing the overall performance of the transportation system of an area after introducing a
new route or line for a specific mode of transport. It is important to note that the lack of public
transportation information was identified as one of the reasons why some commuters opt to use
private vehicles over public ones. According to Zuidgeest, et al.,(2009), a model for multimodal
transport can also help measure the benefits of an integrated transport system like assessing
the benefits of integrating non-motorized transport with public transport which can only be
performed in a multimodal context. Wang et al., (2009) states that such models can also assist
in route planning, commuters need improved means to solve the problems affecting their
journey in a multimodal context aiming to find the optimal route between the source and the
target of the trip using different modes of transportation.

This movement gave birth to the popularity of public transport route planners. These
applications are designed to provide users with a good route from their given origin point to the
destination prior to the user’s journey.

International Context:

 Abbaspour and Samadzadegan tested the possibility of using a genetic algorithm in a

multimodal public transport route planner. Their proposed approach was lab tested in the
transportation network of Tehran. However, the current system lacks user preference
input and only considers travel time. In addition, the proposed approach still has to be
tested with a real-time implementation of the algorithm that considers the contextual
information of the user. The above-mentioned systems are noteworthy route planners,
but they lack a multimodal aspect as well as the capacity to consider user preference
when computing routes.
  Spitadakis and Fostieri implemented WISETRIP in Greece, which is an international
multimodal journey planner that delivers personalized trip information. WISETRIP is an
online unified journey planner that enables cooperation with different journey planners to
allow for wide-scale journey planning, especially for international travelers. The system
is able to compute for all available trip solutions and is able to provide personalized trip
services based on user configuration. Some further improvements to the system include
content and modal extension, pricing and ticketing information, alerts and replanning
option, concerns for elderly and disabled users, concern for green routes, and mobile
application implementation.

 Zografos and company also developed ENOSIS in Greece. ENOSIS is a passenger

information and trip-planning system that aims to provide both urban and interurban
multimodal planning services with real-time travel information. ENOSIS considers
multiple criteria and incorporates complex scheduling constraints, which can all be
customized by the user. It also serves as a travel companion throughout the entire
journey by providing real-time ordinary and unexpected event alerts. Some other notable
route planners include researchers from the teams of Zhang, Li, and Jariyasunant, who
have all created systems to support mobile-based ATISs in the Californian context. 

 Su, Cheng, and Who developed a multimodal trip-planning system for intercity
transportation in Taiwan using a search algorithm that considers the transit network,
timetable, and the restrictions on access stops.

 Kumar, Singh, and Reddy developed a GIS-based multimodal transport system for
Hyderabad, India. Their system provides a convenient and powerful tool for storage and
graphical representation of information; it is not limited to road networks, but includes
comprehensive information about Hyderabad in general, including hospitals, government
and private offices, stadiums, and tourist places within the city limits. These systems are
the best multimodal public transport route planners available and the Philippines, with its
ever-worsening traffic conditions, has to catch up with these innovations. 

The Philippine Context:

 Google Maps, which is perhaps one of the most well-known route-planning systems in
the world, has its own version of a public transport route planner called Google Transit.
Google Transit is able to calculate a number of routes including distance to be traveled
and travel time. However, the system only incorporates buses, MRT, LRT1, and LRT2
 routes. The system does not include Jeepneys, which is the main transportation mode
used in the Philippines. Transportation costs are also not included in the generated route
plan. 

 Transit.com.ph, a system produced by the Philippine Transit App Challenge 2013, aimed
to produce a local version of Google Transit by adding more local transportation modes.
The system is currently running on the transportation network of Cebu city. The Metro
Manila routes are not yet fully functioning; it is only able to return walking routes from the
origin to the destination point. 

 Sakay.ph, which was also produced by the Philippine Transit App Challenge 2013, was
successful in creating a local version of the Google Transit application. Their system is
able to compute an array of multimodal public transportation routes for the given origin
and destination points, complete with supplementary transportation information. They
were also able to incorporate jeepney routes, which was the main shortcoming of
Google Transit. The main difference of the researchers’ system from its inspiration
“Sakay.ph” would be the GTFS data used to run the system.

E. House Bill No. 725 on January 29,2019 and other purpose

Previous literature reviews have pointed out quality attributes commonly found to be
important in public transport. For customer satisfaction, four quality attributes are of particular
importance:

  frequency  

 travel time 

 safety 

  punctuality

Also, the main elements of multimodal transportation as:

 Travelers

 Different modes of transports

 Different operators

In addition, costs, staff behavior, on-board cleanliness and comfort are also commonly
discussed as important factors that influence customer satisfaction and loyalty. In terms of
attracting car users, though, the factors of importance essentially depend on the context and
characteristics of the target group. The set of choices of modes of transport which travelers can
use with different combinations according to their needs and preferences to reach their
destination. The Republic Act no. 11311 the state recognizes that the right of every
establishment to a fair return of investments carries with it a corresponding social responsibility
to provide adequate facilities for the comfort of its clientele. It is an act to improve land
transportation terminals, station, stops, rest areas and roll-on/roll-off terminals, appropriating
funds therefor and for other purposes

According to Taylor and Fink (2003), many research and foreign case studies have shown
that improvements in public transportation can go a long way to increase transit ridership. These
improvements can be in the overall planning and design of the facilities, or in the provision of
additional transit amenities to existing ones. From a technical standpoint, one concrete way to
help push for this so-called modal shift and to attract commuters to support this shift is by
providing them with relevant and reliable travel information. Providing commuters with path
finding options or optimal route with the least cost as well as the overall travel cost is expected
to help in trip planning and route choice. Such information can only be obtained by a model
encompassing all modes in one network.

F. LOCAL AND INTERNATIONAL TRANSPORT TERMINAL

Local Case Study

SOUTHWEST INTEGRATED TRANSPORT TERMINAL

OWNER | MWM Terminals (Megawide-Waltermart)

LOCATION | Manila-Cavite Expressway, Parañaque City

PROJECT SITE | 4.59 hectares

AGREEMENT | Build-Transfer-Operate for 35 years

 This
modern and sophisticated transport infrastructure will also be a home to BPO offices, and will
offer various
retail, dining,
and shopping
options.

The Project site is in the southwestern part of Metro Manila and it lies near Manila-Cavite
Expressway which connects Metro Manila to the province of Cavite. The Southwest ITS will
connect commuters from Cavite to other transport systems servicing Metro Manila. This urban
transport terminal awarded to the MWM Terminals will link all provincial buses from Cavite to
other modes of inter-city transport, as well as to the future LRT 1 South Extension. Commuting
will be made
easy, safe, and

convenient. The departure area will boast of 36 bus bays leaving at 15-minute intervals, while
the arrival area will hold 23 bus bays. SWITS is expected to service over 34 million passengers
per annum.
 FEATURES TO ADOPT:

 It features other spaces providing conveniences for the passengers, not just the whole
transport
hub itself
e.g.,
BPO
offices,

restaurants, shopping places and other recreational spaces. The designer chose to
adopt its goal in uplifting the economy which can help the city and the country.
 Not only the uplift, it is also help decongest Manila and pave way for the people to be
encouraged to take public transportation instead of bringing their respective private
vehicles
 Convenience not only to the commuters but also to consumers. Due to spaces provided
for the business establishments, it can also foster economic development within the
 location. It can help not only the consumers but the economic standing of the people
surrounding the site.

Manila Multimodal Terminal

LOCATION | Lawton, Manila City

The Manila Multimodal Terminal in Lawton caters to a lot of passengers ranging from
employees to students. It is filled with buses and fx’s going to places as far as Sucat and South
Mall. The site is located between the Carriedo Terminal station and Central Terminal station.
The site has a part of the railway of the two train stations going through it so the site has a
partially artificial shade for the vehicles parked inside. It also has a ferry station that carries
passengers to 13 other stations namely: Plaza Mexico, Escolta, Lawton, Quiapo, PUP, Santa
Ana, Lambingan, Valenzuela, Hulo, Guadalupe, Pineda, San Joaquin, Bambang, Kalawaan,
Pinagbuhatan – Acacia, Maybunga and Nagpayong.

The site has 3 small food stalls that are roughly 30 sq. m each located at the right of the
ingress, an office for the administration, comfort rooms for both men and women, chairs for
people waiting for the bus or fx that they want to ride on and a smoking area located at the
egress for the vehicles. The site does not have a parking lot for private vehicles because of the
limited area for parking of the buses and fx’s. The architect of the site utilized the railway as part
of the parking for additional shade.
 FEATURES TO ADAPT:

 The landscaping of Manila Multimodal blends the terminal with nature. The trees
were used to block any unnecessary and unpleasant vistas of the site. The
materials used in this multimodal terminal are classic and the planning is
mediocre. It made the design so humble yet appealing to the users, and user-
friendly because of the familiarity of what the people can see – Nature

International Case Study

Multi-Modal Transportation Centre, Kaohsiung, Taiwan

Architect: Mecanoo

Year: 2023 completion

Type: Built Project

 The Kaohsiung multi-
modal transit hub, by a Dutch architecture firm Mecanoo, integrates train, metro, local and
intercity bus services, taxi and bicycle. The design of the aboveground station activates the local
community and adds a valuable public green space. The transit hub consists of a lit patterned
atrium at the entrance like a welcoming gateway for the city. It has an organic motif,
asymmetrical oval-like ceiling, sound panels and lights, and large rounded skylights.

The station offers numerous facilities for the local community and travelers, making it an
efficient mobility hub. In the tropical climate of Kaohsiung, sprawling canopy with the green roof
reduces the urban heat island effect and protects the open public plaza underneath as large
trees would do. The plaza becomes a place where people meet or hold various events like a
traditional open-air opera, markets or a mobile library.
 Site

Plan ©Mecanoo Interior ©Mecanoo

Kaohsiung Train Station ©Mecanoo Kaohsiung Train Station View ©Mecanoo

Aaheim Regional Transportation Intermodal Center (ARTIC), USA

Architect: HOK

Year: 2014

Type: Built Project

 The Anaheim Regional Transportation Intermodal Center Aerial View ©HOK

The Anaheim Regional Transportation Intermodal Center also called ARTIC is a civic-minded
multi-modal transit hub in Southern California designed by HOK. It provides daily commuters
and other passengers with rail, bus, taxi services. The innovative, contemporary and a
community-focused design of the transit hub makes it a destination in itself.

The multi-modal transit hub becomes a link for various modes like Amtrak train, Metrolink,
Anaheim Resort Transportation (ART), OCTA bus service, Mega Bus, Greyhound, and the
future high-speed rail system. The transit hub also provides amenities such as transit-oriented
retail, Wi-Fi, charging stations, lockers, community space, food courts, bike racks and parking.
 ARTIC Exterior ©John Linden Interiors ©John Linden

The ARTIC draws inspiration from the transit hubs like Penn Station, New York and
Grand Central Terminal, New York. The concept of the Arnhem Central is a futuristic parabolic
form that consists of diamond-shaped steel arches. The diagrid structure is infilled with
translucent ETFE (ethylene tetrafluoroethylene) pillows and illuminated by LEDs.

The north and south facades have curtain walls which provide views of the city and bring
in daylight. The main entrance consists of date palms and olive trees, making the transit hub
vibrant and appealing. The central, grand atrium allows open circulation for the passengers. The
master plan of the transit hub is functionally seamless with separate areas for vehicular, non-
vehicular traffic, and areas for future mixed-use development.

Georgia Multi-Modal Passenger Terminal

Architect: FXFOWLE, Cooper Carry Associates

Year: 2013

Type: Unbuilt
Project
 Exterior ©Cooper Carry Associates

The Georgia Multi- Modal Transit Hub is

located in downtown Atlanta and integrates
service for ten passenger train
platforms, including commuter rail and high-
speed rail. It also includes 80 bus bays
for local, regional, and inter-city buses in a
single transit hub. The transit hub emphasizes
a great hall connected with restaurants and
retail areas.
The proximity of the transit hub to the sports
center and convention center complex creates
an opportunity for numerous activities. Not
only this, The multi- modal transit hub acts
as a catalyst for private development and urban
revitalization.

Atlanta Multi-modal Passenger Terminal

View
 Interior ©Cooper Carry Associates

2.2 Framework

A. Theoretical Framework

As stated, the main purpose of this research is to address and solve the encountered
problems to the present situation that produces some important dilemmas that obstruct the
growth and development of the city that address the experience of the users in transportation.
This section discusses the theoretical framework based on the International and Local study of
the research and system of transportation.
B.Conceptual Framework
This chapter addresses the use of transportation modes that promote the usage of

public transportation by integrating more than one transportation per trip and making public
mobility easy and affordable by the different classes of people. The discussion provides a
conceptual framework of improvement of transportation. A review of past studies that have
explored the effects of transportation systems to the elements and quality and then presented.