CHAPTER 6

STATION AND STATION PLAZA DESIGN

STANDARDS
 CHAPTER 6
STATION AND STATION PLAZA DESIGN STANDARDS

In the Study, the railway transport in Metro Manila is recognized to be as dominant urban
public transport mode and various measures are proposed for establishing an efficient urban
transport network based on systematic coordination among the railway lines and between the
railway and other transport.

6.1 Necessity of Manual of Station and Station Plaza Planning

6.1.1 Rationale for Station Standards

For maximum benefits from investments in railway transport, it must be integrated with other
railway lines as well between the railway and other transport modes. Stations and station
plazas provide the desired integrating elements. These facilities are most deficient in Metro
Manila; hence, the necessity for addressing their proper planning, design, and construction.

This chapter starts with the fundamentals and presents conceptual designs for five (5)
candidate multi-modal stations that have the potentials - aside from being transshipment
points - of inducing a reorganization of the urban functions, of intensifying land usage in the
adjoining station areas, and of re-structuring public transport services. In the process, the
design considerations and standards for such facilities are illustrated.

6.1.2 Necessity of Stations and Station Plazas Planning

Rail, more than any other modes, depends on convenient transfers to attract users. In an
integrated transport system, railways are assigned the role of line haul service, with buses and
jeepneys performing the 2nd and 3rd tier of complementary services, according to their
capacities and inherent advantages. The station plazas of major stations play an intrinsic role
in this system. Hence, they should be constructed to achieve smooth interchange between
modes of transport now and in the future, aside from supporting other urban activities in the
surrounding areas.

Good stations do not happen by accidents. They are products of systematic planning and
design. Station layouts have to be user-friendly, with facilities intuitively-understandable to
boarding and alighting passengers. Movements between different floor levels should not be a
major effort. The quality of station facilities is often associated with the quality of railway
services.

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6.1.3 Observed Problems and Deficiencies

The main problems that bedevil stations and station plazas in Metro Manila can be
summarized as follows:

(1) Lack of consideration to shared use or co-locations, nor of courtesies to commuters.

Planning appears to have overlooked opportunities for the track- and/or station-sharing.
Little attention was given to the inter-connection requirements of stations in adjacent
sites, thus making it difficult for passengers. In many instances, stations were constructed
in areas separated by distance from business and commercial districts of high demand, or
far from bus and jeepney terminals, with no corresponding link facilities.

(2) Lack of consideration to changeover, and to height differences, between elevated rail and
grade-level road transport
None of the existing facilities could fit the definition of a station plaza. Hence, the
discontinuities in inter-modal transfers. Despite the short walking distance to stations
(approximately 300 m), passengers are deterred by the large height differences between
sidewalks and ticketing platforms. Road traffic is likewise adversely affected when buses
and jeepneys convert the lanes below or around the stations into loading/unloading
zones.

(3) Discounting of danger signs and trends

Despite the dire forecast of extreme congestion occurring at stations in the future, the
rapid increases in the number of boarding and alighting passengers appear to raise no
alarm bells among authorities.

(4) Lack of consideration to transfer facilities within stations

In several instances, it has been observed that commuters are forced to negotiate long
stairways between ticket barriers and platforms on separate floors, or between ground
and railway platforms.

In addition to the major deficiencies mentioned above, stations and station plazas are
being built by each rail proponent or operator without the benefit of a common standard
to guide their planning.

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With a view towards providing the missing standards, and to illustrate the "best practices" in
the area of station and station plaza planning, this Study shall prepare a manual for the
purpose.

6.2 Manual of Station and Station Plaza Planning

6.2.1 Role of Stations and Station Plazas

Stations and station plazas are nodes between rail transport and road transport and, although
their roles differ depending on location on the route network, local characteristics of stations,
and size, etc., the basic role of stations is to enable boarding and alighting passengers to use
trains, while that of station plazas is to provide safe, convenient and comfortable facilities to
enable rail users to transfer to and from buses and jeepneys.

6.2.2 Classification of Stations and Station Plazas, etc.

In planning stations and station plazas, classification shall be carried out as described below
in consideration of factors thought to have an effect on the functions and scale of stations and
station plazas.

(1) Station geographical characteristics and classification

The geography of stations is generally planned with consideration given to projected

demand in 15 years based on following figure. With consideration given to existing
conditions, stations are classified as in CBD stations and outside CBD stations based on
future land use plans in the station area, nighttime and daytime population, boarding and
alighting passengers in the morning rush, and so on(CBD:Central Business District). In
CBD stations are located in areas of concentrated business and commercial functions and
handle large numbers of alighting passengers during the morning rush and boarding
passengers during the evening rush; while outside CBD stations are located in residential
land or are surrounded by a certain degree of commercial concentration with residential
hinterland, and they handle large numbers of boarding passengers during the morning
rush and alighting passengers during the evening rush.

The classification of stations is planned in the same way as geographical characteristics,

i.e. based on following figure and with consideration given to the demand forecast in 15
years. The number of station plaza users is computed from the number of boarding and
alighting passengers during peak times, and stations are divided into ordinary stations

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 and multi-function stations in consideration of the terminal transport share rate, etc. (see
Appendix).

(2) Scale of stations

There are varying numbers of boarding and alighting passengers at stations, and station
scale is determined with consideration given to the geographical characteristics and
classification of stations.

Future land use • Commercial and • Residential district • Other (district

plans in station business district • Large scale residential where land use
area (future urban • Industrial district development district plans are not
land use plans, • Large scale established)
roughly 15 years development district
ahead) (commercial,
business, industrial)

Estimate of popula-
tion flows (night-
time and daytime Nighttime population Nighttime population Nighttime population
population by < daytime population ≒daytime population > daytime population
district)

Numbers of
boarding and Number of alighting Number of alighting Number of alighting
alighting passengers > number of passengers ≒ number passengers < number of
passengers during boarding passengers of boarding passengers boarding passengers
morning rush

Station In CBD station Outside CBD station

geographical
characteristics

Number of Number of station plaza users at Number of station plaza users at

station plaza peak time = number of boarding and peak time = number of boarding
alighting passengers at peak time× and alighting passengers at peak
users 1.5 time×1.1

Terminal transportation
development plan in Route plans of terminal modes of transport
station area (jeepney, taxi, bus, etc.)

(Jeepney, taxi,
bus, etc.) Multi-function
station (In
Classification CBD,Outside
of stations and Ordinary CBD)
Terminal modes
station plazas stations (In
CBD,Outsid
(Walking) e CBD)

Small (number of station plaza users) Large

Fig. 6.2.1 Flow for Examining Geographical Characteristics and Classification of Stations

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(3) Classification of stations

Stations are classified into terminal stations, intermediate stations, junction stations, and
connecting stations.

1) Terminal station: this generally refers to stations at the end of lines, but includes
stations in the middle of networks where most trains terminate their journeys.
① Pass-through type: stations through which trains can pass
② Heading type: stations where all trains come to a stop in terms of route

2) Intermediate station: intermediate stations on route networks. Most stations fall

under this heading.

3) Junction station: stations where different lines break off from an intermediate stop
on a different line

4) Connecting station: stations where stations on two lines are adjoining or intersect on
differing levels.
① Stations where two lines are joined in close proximity are known as connecting
stations.
② Stations where two lines cross on different levels are known as intersection
stations.

Terminal Connecting
station station Junction station

Intersection
station

Intermediate station

Terminal station

Fig. 6.2.3 Classification of Stations

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 ①Pass-through type ②Heading type

Fig. 6.2.4 Classification of Terminal Station

(4) Station structure

Conceptual drawings of station structure are given below.

Over-bridge Station building

Station
building
(Plaza) (Plaza) Plat- Plat- (Plaza)
Platforms Plat- Plat-
forms forms
forms forms

(1) Ground level station (2) Bridge station

Passenger Passenger Passenger Passenger

building building building building

Protective Protective
screen Plat- Plat-
screen Plat- Plat-
forms forms forms forms
Con-
course
Station
building

(Plaza) Station (Plaza) Plaza Road Road Plaza

building

(3) Station under viaduct (4) Viaduct station

(Plaza) Road

Corridor Station
building

Plat- Plat-
forms forms

(5) Underground station

Fig. 6.2.5 Conceptual Drawing of Station Structure

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1) Ground level station
① Outline: the station building is on the same level as lines or platforms. This is
not suited to integrated urban development to the front and rear of stations.
② Passenger traffic lines: the station and station plaza are connected almost on the
same level, but over-bridges or underground corridors are required to reach
platforms and traffic lines inside the station are long.
③ Features: since the station is on ground level, works costs are cheap and layout
is simple.

2) Bridge station
① Outline: the station building is installed over the lines and platforms, and a free
corridor allows passengers and local residents to cross back and forth between
the front and rear of the station.
② Passenger traffic lines: since vertical movement is necessary, elevator and
escalator facilities, etc. are required. There are also cases of connection with
pedestrian decks, etc.
③ Features: because an artificial ground bed is required above lines, works costs
are expensive when constructing new station buildings.

3) Station under viaduct

① Outline: the station building is on the same level as roads or the station plaza
underneath a viaduct. This type of station is adopted when elevated railways are
constructed.
② Passenger traffic lines: the station and station plaza are connected almost on the
same level, however, vertical transfer facilities (elevators, escalators, etc.) are
required inside the station. There are frequently almost no traffic lines outside
the station complex, and traffic lines on the whole are short.
③ Features: works costs are expensive since existing railways need to be elevated,
etc.

4) Viaduct station
① Outline: the station building is constructed over roads, etc. and a free corridor
allows passengers and local residents to cross back and forth between the front
and rear of the station. This type of station is adopted in cases where new
railways are constructed over roads, etc.

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 ② Passenger traffic lines: since vertical movement is necessary, elevator and
escalator facilities, etc. are required. There are also cases of connection with
pedestrian decks, etc.
③ Features: works costs are expensive since existing railways need to be elevated,
etc.

5) Underground station
① Outline: the station is constructed underneath roads, etc.

② Passenger traffic lines: since vertical movement is necessary, elevator and

escalator facilities, etc. are required.
③ Features: works costs are expensive due to underground excavation; future
expansion of facilities is difficult; and disaster prevention facilities must be
fully installed. For these reasons, actual cases are limited.

(5) Station type

Stations are divided into island platform types or separate platform types, and the
features of each are given below.

① Island platform ② Separate platform

Fig. 6.2.6 Platform Types

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 Table 6.2.1 Features of Platform Types

Item for Comparison Island Platform Separate Platform

Structural facilities • Future platform widening is difficult. • Future platform widening is relatively
• In cases of intersection with other lines, it easy.
is relatively easier to install connecting • In cases of intersection with other lines, it
facilities. is relatively more difficult to install
• Total width of stairways and finished connecting facilities.
building area are relatively smaller. • Total width of stairways and finished
• The number of escalators that need to be building area are relatively larger.
installed is relatively fewer. • The number of escalators that need to be
installed is relatively greater.
Passenger handling • Congestion is apt to occur when both • Separate platforms can be used to handle
upward and downward trains are handled upward and downward trains during rush
during rush hour. hour.
• Mistaking of passenger platforms can be • Mistaking of passenger platforms is apt to
averted. occur.
• Facilities for aiding movement of • Facilities for aiding movement of
physically challenged persons can be physically challenged persons are
limited to one place. required on each platform.
Station personnel • Platform staff can handle upward and • Relatively more platform staff are
arrangements downward moving passengers. required.

6.2.3 Thinking Behind Station Positioning

Because the existing intersection and connecting stations of current operating lines,
constructed lines and planned lines are inconvenient for transfers, planning shall be carried
out with consideration given to the following ①→②→③ in order to ensure smooth transfer
between rail transport.

①Mutual trackage
②Construction of stations in same place
③Construction of adjoining stations

Furthermore, to ensure that rail transportation is easy to use, effort shall be made to plan
stations close to areas of concentrated business, commercial and residential functions and bus
and jeepney terminals, etc., and to improve the level of services by providing facilities which
can be used by passengers in safety and comfort.

6.2.4 Station Planning

(1) Basic thinking behind station planning

1) Establishment criteria

When it comes to the planning and construction of new stations, consideration shall
be given to the following establishment criteria.

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 ① The station site must not present any problems in terms of transportation and
technology.

• Track layout based on transportation plans which incorporate future

possibilities must be secured.
• Grade in stations must be 5‰ or less (10‰ or less in unavoidable cases)
• Curve radius of lines along platforms must be 400 m or more.
• Appropriate intervals must be secured between stations.

2) Basic thinking

As for the basic thinking to adopt when planning stations, plans shall be compiled
based on the following eight clauses for station facilities with consideration given to
simplicity, flexibility, and attention to the needs of disabled persons, etc.

9 Articles for Station Facilities

Chapter 1 Overall Layout

Article 1 Secure easy to understand passenger flow

• Adopt simple traffic lines • Secure visibility.

Article 2 Free corridors shall be provided not to cause division of the area
along the line.

Article 3 Adopt a flexible layout which considers space for future expansion
and addition of facilities.

• Adopt facilities which respond to increased numbers of users and business

expansion, etc.
• Secure maximum width for ticket inspection.

Article 4 Adopt facilities which consider labor saving.

• Seek to integrate ticket inspection. • Seek to integrate duties.

• Introduce automatic ticket inspection.

Article 5 Install escalators, elevators, slopes and passenger toilets (including

toilets for physically challenged persons), etc. with a view to catering to
physically challenged persons and promoting rail use.

• Install escalators and elevators both inside and outside station compounds.
• Install Braille information and Braille blocks for persons with impaired
vision.
• Install continuous and smooth handrails.

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 Article 6 Install passenger toilets in inconspicuous but easy to find places.

• Remove height differences at entrances and also consider automatic

washing.

Chapter 2 Platform level

Article 7 Do not install anything in addition to the minimum necessary

facilities.

• Do not place anything except for the minimum necessary facilities.

• Keep benches, etc. to a minimum and avoid placing facilities at platform
centers or near exits.
• Move kiosks and other facilities which may obstruct flow to concourse
levels as much as possible.
• Make platforms as straight as possible and strive to keep platforms level by
raising, etc.
Chapter 3 Station offices, etc.

Article 8 Place offices on one floor.

• Place station offices, ticket inspection rooms, ticket issue rooms, and ticket
vending rooms, etc. onto one floor.

Chapter 4 Guide and information displays

Article 9 Make information displays easy to understand.

• Introduce LED displays for train information, time information and accident
information.
• Standardize the size, positioning and display contents of information signs.
• Position information boards perpendicular to the flow of passengers and
advertisement boards parallel to the flow.
• Consolidate and integrate advertisements so that they don't clash with signs.

3) Station component elements

Station component elements can broadly be divided into the passenger zone and the
work zone, and they can be further broken down into four classifications.

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 Table 6.2.2 Component Elements of Stations

Platforms, concourse, passenger

Portion where passengers move
Flow facilities corridors, free corridors,
Passenger around inside the station area
escalators, elevators, etc.
zone
Passenger Waiting rooms, passenger Convenience facilities for
facilities toilets, in-station shops passengers inside stations
Facilities where station
Guest handling Ticket booths, ticket barriers,
personnel provide services to
facilities information areas, etc.
passengers using the station
Work zone
Facilities necessary for station
Station work Station offices, changing rooms,
staff to run trains and provide
facilities toilets, etc.
services to passengers

① It is desirable that free corridors and platforms, etc. be positioned in the center
of the station premises as much as possible, in order to minimize the walking
distances of passengers and secure visibility within stations.
② Ticket issue and inspection barriers shall be placed in areas which are easy to
see from customer traffic lines.

(2) Computation of scale of facilities in the station facilities plan

1) Procedure for compilation of facilities plan

Station size is determined according to the number of using passengers, etc., and the
procedure for compiling station equipment plans is indicated in the following flow
diagram.

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 Station users Future demand
(generally 15 years from now)

Computation of boarding and alighting passengers,

calculation of rush factor, allocation to each area
Computation of the scale of (stairways, corridors)
station facilities

Ticket issue and Station building

Platform width Stairway width Escalators, elevators Free corridor width
inspection gates area

Passenger
facilities Retail and staffing plan
Work facilities

Platform width

Facilities positioning Free corridor position

plan Station plaza
Related businesses

Tentative station
facilities plan

Fig. 6.2.7 Flow of Facilities Plan Compilation

2) Method of advancing facilities planning

① Flow facilities

a) Planning of free corridors, concourses, and passenger corridors, etc.

Station corridors shall be placed so as not to be concentrated around main

roads and station plazas.

Concourses shall be divided into interior and exterior facilities. The

concourse is the center of passenger flow in the main station building;
other facilities are placed around it; and it is often connected to free
corridors.

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 Moreover, as the scale of stations becomes larger, passenger corridors
become necessary inside station premises. When planning corridors, it is
desirable that simple traffic lines be adopted and that height differences be
avoided. In cases where corridors are bent, the best visibility possible is
aimed for by using corner cut-offs.

i) Computation of width and ceiling height

○ In order to not impede the smooth flow of passengers, width shall

be 1.5 m or more.
○ Width of 1 m shall be assumed for passenger flow of every 2,000
people per hour when conducting calculation
○ Concerning the height of ceilings, in consideration of the hanging
of information display equipment, etc., standard height shall be
3.5 m and minimum height 2.5 m.

b) Planning of ticket issue and inspection barriers, and calculation of

concourse area

The required area of concourses (outside inner station) is obtained from the
following expression by totaling the area before ticket issue and the flow
area.

A=U+T A: required area

U: area before ticket issue
T: flow area

i) Area before ticket issue

The area before ticket issue is the space required for passengers to
purchase boarding tickets, etc. It is retention area for waiting for
purchase.

U = B1×L1

B1: total width of ticket windows

L1: standard depth in front of ticket windows shall be 3 m.

ii) Flow area

Flow area refers to the concourse area necessary for passenger flow in
boarding and alighting.

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 T = B2×L2

B2: flow width (but minimum width shall be 4 m)

B2 = (L3×N) + B3
L3: Unit width of ticket inspection and collection gate
N: Calculation value of number of ticket inspection and
collection gates
B3: flow width value shall be 2 m.
L2: depth in front of ticket collection and inspection gates

L2 shall be 3 m standard, and depth behind the ticket collection

and inspection gates (B2) shall be 0.5 m or more.

B2 B1
B3 L3

L2 Ｔ
Ｕ L1

Width of free corridor

Fig. 6.2.8 Planning of Ticket and Inspection, etc.

c) Stairway plan

i) Stairways shall have a minimum width of 1.5 m, and a width of 1 m

shall be assumed for passenger flow of every 1,500 people per hour
when conducting calculation.

ii) Concerning stairways which have a height of more than 3 m, one

passing area of at least 1.2 m in length shall as a rule be provided at a
height of 3 m or less (see drawing below).

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 iii) Stairways must be planned to possess a grade of 2:1 (see drawing
below).

iv) Concerning standard dimensions for step width and step height, height
shall be 16 cm and width shall be 30 cm to ensure that the flow of
passengers is not hindered (see drawing below).

v) Hand rails shall be provided on passenger stairways

Non-slip
30cm Section Profile
drawing
16cm

1.2m or more
2cm
2

Ｈ
1
3m or less

Note: A wide area is required if this is above 3 m

Fig. 6.2.9 Layout of Stairway Dimensions

d) Escalators and Elevators, etc.

i) Stations where escalators should be installed and number of escalators

to be installed

○ New stations or stations undergoing major renovation

• In new stations or stations undergoing major renovation,

escalators are installed as basic station facilities on graded
passages between walkways and free corridors, between free
corridors and platforms, and between platforms, etc., in order to
assist users with impaired mobility and to promote use of
railways.

• As a rule, concerning separate graded corridors, upward and

downward escalators shall be installed on at least one corridor.

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 Note) Major renovation refers to station-wide works in cases of
the relocation of stations, elevation of stations or
underground expansion of stations, etc. This refers to
rebuilding of station buildings and comprehensive
renovation which includes corridors and stairways.

○ Existing stations

• In existing stations which fulfill the following conditions,

escalators shall be installed as soon as possible. Generally
speaking, effort shall be made to carry out planned installation
within around 10 years with consideration given to number of
users, level of cooperation from the local community, topography,
station structure, and so on.

• In stations where the daily number of boarding and alighting

passengers is 5,000 or more, upward and downward escalators
shall be installed on at least one corridor in the following cases:

- Where the aggregate height in the upward direction between the

platform and public corridor is 5 m or more

- Where the aggregate height in the upward direction between

platforms is 5 m or more

• In cases where escalators cannot be installed in both directions,

escalators shall be installed in at least one direction.

• It is desirable to install escalators on corridors which have

particularly large numbers of users.

○ Structure of escalators

In stations which do not have elevators or slopes, the structure of

escalators shall as a rule be designed so that wheelchair users can
board them.

○ Types and transportation capacity of escalators

The following table shows the types and transportation capacity of

escalators used when computing the number of escalators to be
installed.

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 Table 6.2.3 Types and Transportation Capacity of Escalators

Nominal Effective
Speed
Type capacity capacity Efficiency
(m/minute)
(people/hour) (people/hour)
1200 type (for 2 people) 30 9,000 6,750 75%
800 type (for one person) 30 6,000 4,500 75%

ii) Stations where elevators, etc. should be installed and installation sites

○ In new stations or stations undergoing major renovation, where

height differences cannot be overcome by means of slopes, at least
one elevator each shall be installed between walkways and free
corridors, between free corridors and platforms, and between
platforms.

○ Concerning existing stations where there is a height difference of at

least 5 m and the daily number of users is 5,000 or more, effort
shall be made to successively carry out planned installation with
consideration given to number of users, level of cooperation from
the local community, topography, station structure, and so on.

○ Structure and installation position of elevators

• The structure of elevators shall be such that wheelchair users can

utilize them.

• Providing there are no problems in terms of structure, elevators

shall be installed in easy to use positions so that other persons
apart from wheelchair users can utilize them.

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 iii) Examples of escalator and elevator installation

Boarding area

Push button at boarding area for wheelchair users

Indicator push button at general boarding area

Elevator for Ordinary and Wheelchair Use

Conditions of use
Wheelchair operation
Wheelchair changeover switch
operating switch
Upward operation
Handrail
Wheelchair user Railing
Station staff member

Wheelchair operation Time of alighting at top

Wheelchair operatio Frame
changeover switch switch
System step for wheelchair use Downward operation
(one set installed per escalator)
Carrying up slope

Time of boarding at bottom

Facing front or back

Escalator for Ordinary and Wheelchair Use

Fig. 6.2.10 Examples of Escalator and Elevator Installation in Station Premises

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e) Platform Planning

Since it is necessary for large numbers of passengers to safely and rapidly

board and alight trains during limited train stop time, straight lines are
desirable and designated height, width and length are required.

i) Platform dimensions

○ Length

The effective length of platforms shall comfortably accommodate

the longest trains that arrive at and depart from each platform in
question. effective platforms length =longest train length +
allowance(generally 10m)

Line spaceing :D1

× ×
Clearance Point

Clearance Point
longest train length

effective length of platform

effective length of line

Notice）The effective length of line

Fig. 6.2.11 Platform Planning

The effective length of line in stations shall be enough to

accommodate the longest train at a stop in the station .

To allow trains to pass the adjacent track without any problem, the
effective length of line shall be sufficient enough to accommodate
the longest train operating on the line concerned. effective
length of line= longest train length + allowance(generally 35m)

Train Limit markers shall be positioned where the line spaceing is

equivalent to the total of the specified construction gauge and the

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 displacement(α) caused by curves and cant. The line spaceing D1
= construction gauge + α

D1: Center-to-center distance of adjacent tracks at points where

clearance posts are erected

○ Width

The width of platforms shall be sufficient not to hinder the flow of

passengers.

• On platforms where both sides are used, standard width shall be 3

m in the center and 2 m at ends

• On platforms where only a single side is used, standard width shall

be 2 m in the center and 1.5 m at ends.

Moreover, distances between platform structures and platform

edges shall be as follows:

• The standard distance between edges and pillars on platforms shall

be at least 1 m.

• The standard distance between edges and overpasses and

entrances to underground passages on platforms shall be at least
1.5 m.

According to 2) through 4) above, minimum dimensions for islands

platforms shall be as shown below (see drawing).

Platform width = 1.5×2 + maximum width of structures on

platform

However, from the viewpoint of wheelchair users and risk

prevention on platforms, width of at last 2.0 m is desirable. In this
case, the above expression will be converted as follows:

Platform width = 2.0×2 + maximum width of structures on

platform

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 Necessary platform width
1,000 mm
1,650 mm or more
1,500 mm or Calculated value if for use
more or more by two

300 ㎜ 300 ㎜ 200 ㎜

Stairway Pillar
ESC

＋ ＋

Fig. 6.2.12 Required Platform Width, etc.

○ The following expression is used to calculate platform width:

B = B1 + B2 + γ

B : required platform width

B1 : width occupied by boarding passengers at rolling stock
entrances when boarding trains
B2 : width occupied by alighting passengers when flowing
onto the platform
γ : width required for pillars and train waiting, etc.
Waiting width : generally 0.8 m

B1 = 0.2×(Pa/n)1/2

B2 = 2Pb/31n (in case of Pb/n < 6.41n) or

13n/3 (in case of Pb/n > 6.41n)

Pa : maximum number of boarding passengers per train

(assuming one train on average every 30 or 60 minutes
during rush hour)
Pb : maximum number of alighting passengers per train
(assuming one train on average every 30 or 60 minutes
during rush hour)
l : 1 train length n : number of cars

In this expression, required width for upward and downward lines

shall be calculated and totaled in the case of island platforms, while

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 required width shall be calculated separately by upward line and
downward line in the case of separate platforms.

Moreover, there are cases where the platform width is determined

by the above-mentioned stairway width and distances from
platform edges.

○ Other

The standard gradient of platforms shall be 1/100 in consideration

of drainage and so on.

However, since platforms are level in the parts where stairways and
escalators are installed, it is necessary to ensure that there are no
grades of more than 1/100 for the sake of preventing danger.

Moreover, in order to prevent passengers from coming into contact

with incoming or outgoing trains, warning blocks shall be installed
800 mm from the ends of platforms as train avoidance targets and
as a measure for disabled persons.

ii) Platform equipment

The following kind of equipment is installed on platforms.

Platform roof, information equipment (broadcasting equipment,

electric displays), safety equipment (safety fences, ITV system, train
protection switches, fall detection system)

The platform roof is generally constructed over the whole platform

length in order to protect passengers and luggage from rain and direct
sunlight.

② Passenger Facilities

a) Important points to consider in planning waiting rooms

In urban area commuter stations, since ticket inspection and collection

work is taking place all the time, waiting rooms are frequently not
provided. However, waiting rooms are required in stations which don't
handle so many trains.

6 - 24
 In terms of layout, it is desirable for waiting rooms to be positioned so that
passengers can confirm the coming and going of trains. Moreover,
information displays and broadcasting equipment, etc. are the minimum
required facilities, and it is also desirable to install air conditioning, etc.

b) Important points to consider in planning passenger toilets

Since passenger toilets are used by large numbers of persons and much
time and effort is spent on cleaning, it is necessary to consider the
following points when carrying out planning.

i) Important points to consider in planning passenger toilets

○ Pay sufficient attention to ease of cleaning and maintenance.

○ Avoid height differences in floors (including approaches) and keep

on the same level as concourses.

○ Select non-slip materials for floors.

○ Select materials which are not prone to break.

○ Select materials which do not become dirty so easily.

Use large tiles as much as possible and keep joints to a minimum.

○ Provide handrails for aid purposes.

○ When installing toilets for use by wheelchair users, determine upon

carrying out ample examination of the installation position.

③ Passenger handling facilities

a) Required number of ticket barriers

Since ticket barriers often create bottlenecks in the flow of passengers in

stations, the number of ticket barriers shall be determined so as not to
hinder passenger flow.

The required number of ticket barriers is calculated based on the number of

boarding and alighting passengers at congested times and speed of passage.

[Manned ticket barriers]

1  n1 n 2 
N=  + +A
T  P1 P2 

6 - 25
 N : number of ticket barriers
T : 1 hour (3600 seconds)
n1 : boarding passengers during busiest hour
n2 : alighting passengers during busiest hour
P1 : boarding passengers passing by per unit hour
(1.0 person/second)
P2 : alighting passengers passing by per unit hour
(1.0 person/second)
A : 1 or more standby ticket barrier (depending on station
conditions)

[Automatic ticket barriers]

n1 n2
N= + +A
40 × S 40 × S
N : number of ticket barriers
n1 : boarding passengers during busiest S minute
n2 : lighting passengers during busiest S minute
40 : number of passengers passing by per minute
S : busiest time (depending on line conditions)
A : standby ticket barriers (depending on station conditions)

In the case of automatic ticket inspection, since each ticket barrier basically
deals with passengers going in one direction, when calculating the required
number of barriers, it is necessary to decide the final number upon
examining other times too.

b) Ticket issue facilities

Ticket issue facilities are divided into ticket windows and automatic ticket
vending machines. It is desirable that boarding tickets for short distance
sections (inexpensive tickets) be sold through vending machines.

6 - 26
 [Required number of automatic vending machines]

n
N=
0.0333 × n + 667
N : required number of vending machines
n : estimated total number of sold tickets

[Number of ticket windows]

n × 1.5
N=
Number of tickets sold per hour × Effective hours

N : required number of ticket windows

n : estimated number of total tickets sold

[Reference] Ticket issue and inspection facilities

In this system, ticket issue and inspection work can be handled by one
station staff member. This system is adopted in stations which handle
relatively few passengers, or during times when the flow of passengers is
small.

④ Station Work Facilities

Station work facilities, where station running and train operation control are
carried out, are generally placed to the rear of passenger handling facilities. The
rooms that are required depend on the scale of the station in question, but these
generally consist of station offices, conference rooms, rest rooms, changing
rooms, toilets, and so on. When planning these rooms, it is necessary to achieve
an effective linkage between them.

a) Station offices

Although offices depend on the scale of the station in question, generally

speaking, in order to handle the efficient operation of station work and
changes in the future operating setup, consideration shall be given to
placing offices on the same flow and avoiding partitioning.

b) Changing rooms, toilets, etc.

When planning changing rooms and toilets, etc., it is necessary to pay

attention to calculation of scale and to integrate rooms as much as possible.

6 - 27
 Moreover, since there are cases where control is difficult, it is necessary to
examine methods for controlling entry by outside persons, etc.

⑤ People Friendly Station Building

a) Thinking behind facilities for people with impaired mobility, etc.

Since stations are constructed over multiple levels, height differences with
outside footpaths are large, and vertical movement can be a burden,
boarding and alighting passengers including those with impaired mobility
are discouraged from using railways. Therefore, it is becoming more and
more important to provide station areas that are safe and pleasant for all
station users to utilize.

i) Persons with impaired mobility in stations

When it comes to utilizing station facilities, it is mainly the following
kinds of people who are placed at a disadvantage.

○ Elderly persons

• It is difficult for elderly people to use stairways, move up and

down height differences, and walk continuous long distances.

• It is difficult for elderly people to understand how to use new

equipment.

• Information awareness decreases in line with declining sight and

hearing.

○ Physically challenged persons

● Persons with limb disabilities

(Wheelchair users)

• Height differences and steep slopes cannot be climbed.

• Passage and rotation are difficult in narrow places.

• The range of hand movement is limited.

(Non-wheelchair users)

• Movement over height differences and slopes is difficult and

there is risking of falling over.

6 - 28
 • It is difficult for people using walking sticks to move in narrow
areas.

• It is difficult to do fine movements.

● People with hearing difficulties

• People with hearing difficulties must depend on step width and

the feeling and sound of sticks and heels, etc.

• It is difficult to confirm the shape and position of facilities and

equipment.

• Reading of information displays and signs, etc. is impossible or

difficult.

● People with hearing and language disabilities

• It is difficult or impossible to understand sound information.

• There is danger because alarm sounds and buzzers, etc. cannot

be heard.

• It is difficult to hold conversations with people.

○ People with temporarily impaired movement (injured persons,

pregnant women, adults accompanying children, people carrying
bulky luggage, etc.)
• Walking continuously over long distances is difficult.

• Climbing and descending stairs and grades is difficult.

○ Foreigners

• Confirmation of traffic line routes is difficult.

• Foreigners cannot understand information transmitted at times of

accidents or disasters.

In relation to persons with impaired mobility, consideration is

generally given to wheelchair users with heavy physical disabilities,
persons with weak constitutions including elderly people, and persons
with impaired sight and/or hearing.

6 - 29
 However, since persons with sound bodies also experience impaired
movement , for example, people with temporarily impaired movement
and foreigners, it is necessary to aim for station facilities that are safe
and pleasant for all users.

Measures for aiding physically challenged persons were previously

based on medical recognition of physical handicap or on the level of
functional handicap recovery achieved in rehabilitation; however, the
current trend throughout the world is to eliminate social disadvantage
through not questioning the level of functional disability but clarifying
areas of inconvenience in everyday living and removing or
augmenting these. In other words, even if both legs are incapacitated,
it should be possible to travel on railways providing that a wheelchair
is used. The trend of removing obstructions (barriers) which are a
cause of social inconvenience is called barrier-free thinking. This
thinking is based on the concept of normalization, whereby physically
challenged persons are able to take part in ordinary social activities
and can share in rights and duties just as much as other people. In
other words, this thinking does not call for physically challenged
persons to be protected or kept separated, but it aims to support the
social independence of such persons.

ii) Facilities for aiding persons with impaired mobility (see Appendix)

Facilities for aiding various kinds of persons with impaired mobility

are as follows.

○ Facilities for persons with impaired sight

• Guide and warning blocks

• Braille tape

• Guide chimes

• Fall prevention fences

○ Facilities for persons with impaired hearing

• Station information signs as fixed information

• LED displays which enable variable information (effective at

times of accident or emergency) to be provided

6 - 30
 • Train approach indicators, etc.

○ Facilities for wheelchair users

• Wheelchair toilets

• Handrails, etc.

• Slopes (1/12 or less indoors)

• Escalators (for wheelchairs) and elevators

• Securing of corridor width (ticket barriers 900 mm)

• Non-slip finishing

• Height of counters, etc.

○ Elderly persons and children

• Hand rails, etc.

b) Thinking behind station sign systems

Since passengers using stations for the first time experience difficulties, a
sign system which includes pictographs shall be proposed.

i) Purpose of the sign system

Sign systems provide appropriate guiding information at various

points to ensure that passengers can smoothly move around in the
station space in safety and comfort. In order to give priority to making
train boarding and alighting (the most basic function) easy to
understand, boarding signs and alighting signs are installed on
concourses inside and outside inner station premises, and platforms
based around boarding traffic lines and alighting traffic lines.

It is proposed that green-based signs be used to guide boarding

passengers from ticket barriers to platforms, and that yellow-based
signs be used to guide alighting passengers from platforms to exits.

ii) Pictographs

Pictographs refer to picture symbols with meanings which can be

understood immediately anywhere in the world without prior learning.

6 - 31
 As pictographs for use in this sign system, the international standard
system of ISO (International Standards Organization) is proposed.

c) Station disaster prevention facilities

The following table summarizes disaster prevention facilities generally

adopted in stations.

Table 6.2.4 General List of Station Disaster Prevention Facilities

Station work
Purpose of use portion

Concourse

Platforms
Occupied
rooms

rooms

Shops

Notes
Other
Facilities

Detectors, Automatic fire warning system □ ○ ○ ○ □

etc. Gas leak alarms − ◎ ◎ ◎ − Note1
Emergency lighting ○ ○ − ○ □
Guide lights ○ ○ □ ○ □
Evacuation Guide signs ○ ○ ○ ○ □
Emergency warning system Emergency bells, etc. ○ ○ ○ ○ □
Smoke ventilation system ○ ○ − ○ −
Indoor fire hydrants ○ □
Fire fighting Sprinklers □ −
equipment Interior finishing restrictions ○ ○ ○ ○ −
Fire limits □ ○ ○ ○ −
Short circuit fire alarms ○
Connecting water conveyance pipes
Outdoor fire extinguishers ○
Other
Emergency sockets
Special fire extinguishing equipment ○
Emergency power supply ◎
[Legend] ○: Installation based on ordinance ◎: Installation partly over legal criteria
□: Installation depending on conditions −: Items not determined in legal criteria
Note1: Rooms using gas are targeted.
[Commentary]
Concourses : portions introduced on floor area according to fire fighting law (depending on screening
criteria)
Occupied rooms: including station work rooms, conference rooms, rest rooms, corridors leading to occupied
rooms, stairways, etc.
Other rooms : store rooms, storage areas, machine rooms, etc.
Shops : commercial shops on station premises, etc.
Platforms : portions introduced on floor area according to fire fighting law (depending on screening
criteria)

6 - 32
 d) Lighting Facilities

Lighting facilities shall be provided inside and under the stations to

facilitate the boarding/alighting of passengers and toguide passengers to
safety in case of emergency.

The purpose of lighting is to secure the boarding and alighting of

passengers and train operation and to ensure safe execution of railway
work.

With regard to illumination intensity, mandatory standards are not

advisable because of varying conditions. However, appropriate intensity
shall be provided in relation to the state of railway facilities in question,
conditions of use, and extent of railway works.

Table 6.2.5 Example of Required Illumination Intensity

Required Intensity (lx)

Place Notes
General lighting Emergency lights

Platforms 300~250 Minimum 2

General lighting also

Plazas, corridors,
300~250 Minimum 2 includes entrance/exit
entrance/exit corridors
buildings
Ticket barriers, ticket General lighting shall
windows ○800~600 Minimum 2 have work illumination
intensity

Season ticket sales areas 500~400 Minimum 2

Wash basins, toilets 250~200 Minimum 2

Evacuation corridors 150~100 Minimum 2

1. Required illumination intensity shall be the intensity on the floor surface.

2.○ mark indicates that localized lighting is OK.
Since the power load requirements of general lighting does not have an
impact on train operation, this power should be separated from the power
used for train operation.

Lighting equipment Power for train operation must be separate from

power used for general lighting, e.g., line and platform lights, station
signs, display lights, etc.

6 - 33
6.2.5 Station Plazas Planning

(1) Basic Thinking Behind Station Plaza Planning

Station plazas serve two roles: first of all they are transportation zones for allowing
changeover with road traffic such as buses and jeepneys, etc., and secondly they are
environmental zones for supporting activities and exchange of shoppers and waiting
passengers and contributing to the urban landscape, etc. In addition to laying out
facilities for fulfilling these roles in a manner which enables them to function
organically, it is necessary to secure a scale that can be used smoothly and in comfort
when planning station plazas.

At major stations in Metro Manila, numbers of boarding and alighting passengers are
increasing in line with greater population influx from the suburbs to the city center.
Moreover, since there is a higher demand for pedestrian and vehicular traffic around
stations due to the higher level of land use around stations, congestion is becoming more
and more intense on roads and footpaths around stations. In order to promote use of
railways, it is necessary to secure smooth changeovers and, in addition to roads, it is
necessary to secure separate station plazas and construct alighting zones and stops for
buses and jeepneys, etc. Moreover, station plazas where many citizens gather are
considered to be gateways to different areas and precious open spaces, and it is also
necessary to develop them as relaxation zones for pedestrians and as assets to the urban
landscape.

1) Station plaza functions and planning procedure

① Thinking behind station plaza functions

The functions of station plazas can broadly be divided into transportation node
functions (handling traffic as transportation nodes) and exchange and landscape
functions. Exchange and landscape functions refer to the following kinds of
functions: i) exchange functions whereby people can relax, gather and
communicate, ii) landscape functions whereby greenery, trees and monuments,
etc. are used to enhance the urban landscape, iii) service functions whereby
various services are provided to users, iv) disaster prevention functions
whereby station plazas act as core points of disaster prevention activity during
disasters such as earthquakes, and so forth. Space required to achieve transport
node functions is defined as transportation space, and space required to achieve
exchange and landscape functions is environmental space.

6 - 34
 The functions of station plazas differ greatly according to characteristics of the
station, immediate urban area and whole city, and it is necessary to secure the
necessary space while at the same time appropriately combining transportation
space and environmental space to ensure that the required functions are secured.

② Transportation space functions

Station plazas act as transportation nodes between railway transport and road
transport and as access transportation points for people using districts around
stations, and their basic transportation handling function is to smoothly and
efficiently handle transfers and access.

However, transportation space functions are not uniformly defined but should
be appropriately planned with consideration given to characteristics of the city
and each station in question.

a) Basic transportation handling functions

Station plazas, acting as connecting nodes between railways (medium-

large volume mode of transport) and roads (mode of transport with
relatively small transportation units), not only serve the role of smoothly
and efficiently handling transfers between railways and pedestrians and
vehicles (buses, jeepneys, tricycles, taxis, private cars), etc., they also fill
the role of smoothly handling traffic for facilities around stations.

b) Facilities provided

Major facilities for handling transportation space functions are footpaths,

roads, boarding and alighting zones (buses, jeepneys, tricycles, taxis,
private cars, etc.), and parking spaces (buses, jeepneys, tricycles, taxis,
private cars, etc.). Concerning these facilities, the necessary area, etc. shall
be secured to enable an appropriate level of services to be provided.

③ Environmental space functions

In addition to transportation space functions, station plazas also have

environmental space functions. These environmental space functions can
broadly be divided into four areas, i.e. exchange functions, landscape functions,
service functions, and disaster prevention functions, and it is necessary to plan
station plazas with consideration given to these environmental space functions.

6 - 35
 a) Exchange functions

In order for station plazas to serve as areas for people to rest, gather and
communicate, examination shall be given to the introduction of rest space
and plazas according to the characteristics of each station in question.

b) Landscape functions

When planning station plazas, it is necessary to achieve harmony with the

surrounding environment and to promote beautiful plaza development. In
order for the people who use plazas not to be given a visual sense of
oppression, it is desirable that examination be carried out on the
relationship between the height of surrounding buildings and size of the
plaza. Moreover, it is possible to achieve aesthetic station plazas in terms
of landscape by securing uniformity of design throughout the whole station
plaza, and establishing trees and fountains, monuments and other symbolic
facilities.

c) Service functions

Basic facilities for upholding urban services are toilets, post boxes and
telephone boxes, etc. in the area of public services, information centers and
information boards in the area of information provision, and other facilities
deemed to be necessary in consideration of conditions around station
plazas.

d) Disaster prevention functions

In central urban areas where concentrated land use takes place, station
plazas, together with parks and roads, etc., play an important role as public
open spaces for disaster prevention in the inner city. Not only do station
plazas serve as temporary evacuation areas in the event of earthquake and
so on, there is a strong possibility that they can be used as centers for
rescue activities, etc.

④ Station plaza planning procedure

The following factors need to be sorted out in order to plan station plazas.

• Status and expected functions of the station plaza in question (see sections
6.2.2 (1) and 6.2.5 (1) 1) ⑤).
• Station district and future transportation demand (see 6.2.2 (1)).

6 - 36
• Required plaza area (see section 6.2.5 (2)) and facilities layout planning (see
section 6.2.5 (3)).

The planning procedure for station plazas is indicated in the following flow.

1. Grasping of related plans (plans relating to station plazas, generally 15 years ahead)

1.1 Land use plans 1.2 Urban facilities plans 1.3 Railway plans
● Redevelopment ●Roads ●Buses, etc. ● Station improve-
plans, etc. ment plans, etc.

2. Grasping of station plaza characteristics

2.1 Collection of existing 2.2 Fact-finding survey of current conditions

reference materials ●Number of boarding and alighting passengers
● Land use ●Bus routes ●Transfer conditions ●Road transportation

2.3 Grasping of characteristics 2.4 Estimation of future demand

● Conditions of use in station plazas and ● Numbers of boarding and
surrounding space alighting passengers at stations
● Station plaza and surrounding ● Breakdown of terminal
transportation characteristics changeovers

3. Station plaza analysis

3.1 Classification of station plaza character

● Local characteristics of station plaza
● Defining of character in terms of environmental elements
(environmental space functions)

3.2 Clarification of station plaza functions

●In CBD Multi-function station ●In CBD Ordinary station
●Outside CBD Multi-function station ●Outside CBD Ordinary station

3.4 Projection of necessary facilities

●Transportation facilities ●Landscape
enhancing facilities ●Convenient facilities

4. Plaza layout planning (station plaza planning)

4.1 Plaza area

●Quantity of facilities ●Area calculation
●Plaza position, shape and connecting roads

4.4 Facilities layout plan

●Traffic lines plan ●Facilities-separate development concept
●Facilities layout plan ●Project techniques

Fig. 6.2.13 Planning Procedure for Station Plazas

6 - 37
 Station plaza development projects require compilation of comprehensive
plans, selection of development techniques, coordination with related agencies,
consultation with transportation operators, coordination with landowners, and
know-how extending in various directions. In particular, because development
projects for station plazas belonging to existing stations incur great costs due to
surrounding urbanization, it is necessary to conduct ample examination into
feasibility and problems of development techniques, etc.

⑤ Patterning of station plaza development functions

Facilities which should be introduced to station plazas are roughly divided into
transportation facilities, landscape enhancing facilities, and convenience
facilities. Concerning the necessity and contents of these facilities, these are set
upon considering the characteristics of transportation used around targeted
station plazas, site form, and conditions of land use in the surrounding area. As
station plaza functions, the necessity of each facility in cases where stations are
classified as inner in CBD stations, outside CBD stations, multi-function
stations, and ordinary stations are as shown in the following table.

Table 6.2.6 Necessity of Station Plaza Facilities in terms of Station Character

In CBD In CBD Outside CBD Outside CBD
Station pattern
Multi-function Ordinary Multi-function Ordinary
Zoning and Facilities
station station station station
Footpaths ◎ ◎ ◎ ◎
Roadways ◎ ○ ◎ ○
Boarding Bus ○ − ◎ −
and Jeepney, taxi, tricycle ◎ ◎ ◎ ◎
Transfer zone alighting Private vehicle △ △ △ △
and areas
Transportation Bus △ − △ −
Parking
facilities Jeepney, taxi, tricycle △ △ △ △
areas
Private vehicle △ △ △ △
Various signs ◎ ◎ ◎ ◎
Traffic directing islands, etc. ○ △ ○ △
Bus stop shelter ○ − ◎ −
Landscape Flower beds, planters ◎ ◎ ◎ ◎
enhancing Monuments ○ △ ○ △
facilities Street lights ◎ ◎ ◎ ◎
Environment
Telephone boxes ◎ ◎ ◎ ◎
zone
Convenience Benches, stools △ △ △ △
facilities Post boxes ○ △
Information boards ○ △ ◎ △
◎: Indispensable ○: Generally necessary items △: Install where necessary

6 - 38
 Table 6.2.7 Station types (proposal)
Location of station
In CBD Outside CBD Remarks
Scale of station
Monumento [Link] Tutuban Calumpit Quirino A large number of
Quezon Aven Cubao Katipunan Magallanes Taft passenger use the
Multi-function
Shaw Blvd Baclarant Calanba station plaza.
Alabang Imus
A small number of
Ordinary Small stations Small stations passenger use the
station plaza.
Most passenger select walking as Most passenger do not select walking
Remarks
the terminal transportation. as the terminal transportation.

STATION PLAZA

SURROUNDING AREA
TRANSFER
ZONE JEEPNEY,
BUS,ETC.
JEEPNEY,
STATION BUS,ETC.
STATION
ENVIRONMENTAL
ZONE

DISASTER
EXCHANGE LANDSCAPE SERVICE
PREVENTION
FUNCTION FUNCTION FUNCTION
FUNCTION

Fig. 6.2.14 Zoning and Functions at station plaza

<Remarks>
(Functions in Environmental zone)

a) Exchange functions

To serve as areas for people to rest, gather and communicate

6 - 39
 b) Landscape functions

To achieve harmony with the surrounding environment and to promote

beautiful plaza development. For the people who use plazas not to be given
a visual sense of oppression, it is desirable that examination be carried out
on the relationship between the height of surrounding buildings and size of
the plaza. Moreover, it is possible to achieve aesthetic station plazas in
terms of landscape by securing uniformity of design throughout the whole
station plaza, and establishing trees and fountains, monuments and other
symbolic facilities.

c) Service functions

Toilets, post boxes and telephone boxes, etc. in the area of public services.

Information centers and information boards in the area of information

provision, and other facilities deemed to be necessary in consideration of
conditions around station plazas.

d) Disaster prevention functions

As public open spaces for disaster prevention in the inner city.

(2) Calculation of Station Plaza Area

1) Method of station plaza area calculation

When calculating the area of station plazas, the quantity of facilities required in the
future shall be secured in line with the characteristics of station plaza use and
necessary service level.

When examining the area of station plazas, the station plaza reference area is
obtained by combining the area that should be secured for transportation space
functions with the area that should be secured for environmental space functions,
and the area is determined upon giving overall consideration to the composition of
functions and layout plan, etc.

Furthermore, in order to secure station plaza functions, depending on the layout

conditions of facilities, examination which includes multi-leveling shall be
conducted and area appropriate for the district in question shall be adopted.

6 - 40
2) Transportation space area

Transportation space consists of footpaths, roadways, bus boarding and alighting

zones, jeepney boarding and alighting zones, taxi ranks, tricycle ranks and parking
spaces, etc. And, when it comes to calculating the required area of each, status of the
target station plaza in urban transportation plans shall be clarified, required functions
and facilities contents shall be grasped, the future number of station plaza users shall
be estimated, and space fully capable of handling these modes of traffic shall be
secured.

① Forecast of station plaza users

a) Number of users to forecast

People who use station plazas are divided into station users and non-station
users. Station users, starting from passengers boarding the first trains of the
day and ending with passengers alighting from final trains, are counted as
station plaza traffic. Passengers changing between different train lines at a
station are not included in the target traffic, however, it is necessary to
include them in cases where they use the connecting corridors of station
plazas.

Moreover, non-railway users are classified into terminal-related traffic and

station peripheral flow traffic. Out of trips to buildings around stations for
purposes of commuting and shopping, terminal-related traffic refers to
traffic which utilizes station plazas by means of transport such as buses,
etc.

Meanwhile, concerning station peripheral flow traffic, this refers to traffic

which passes through station plazas on its way to the station building and
other buildings around stations for shopping and waiting purposes, etc.

Furthermore, at stations in city centers, since numbers of such non-railway

users increase according to the level of commercial and business
concentration around stations and this is largely linked to the setting of
station plaza area, it is necessary to carry out projection of future station
plaza users including non-railway users.

6 - 41
b) Concerning future number of station plaza users by facility at peak times

In order to calculate the standard area of transportation space, it is

necessary to forecast future numbers of users at each facility.

Future number of bus users at peak time (NPB)

Future number of jeepney users at peak time (NPJ)
Future number of taxi users at peak time (NPT)
Future number of tricycle users at peak time (NPTR)
Future number of automobile users at peak time (NPC)
Future number of pedestrians at peak time (NPW)

Concerning the users of these facilities, basically speaking, the peak

number of users at each facility should be adopted.

Concerning these figures, the number of users at peak time in each facility
should be adopted. Moreover, in cases such as morning rush hour at
commuter stations where it is thought that peak usage of each facility
generally coincides with the peak in overall station plaza users, the number
of users of each facility at the overall peak time is sometimes adopted.

Moreover, the peak number of pedestrians in the future not only refers to
people traveling on foot but includes pedestrians in the process of
transferring between railways, buses, jeepneys, taxis and tricycles, etc., and
this figure is gauged as the peak number of station plaza users in the future
(railway users and non-railway users).

The flow for projecting the number of station plaza facilities users at peak
time is indicated below.

6 - 42
 Future railway users Future non-railway
users

Facility-separate railway users Facility-separate non-railway

(terminal means) in future users (terminal means) in future

Station plaza users at peak time in future

Jeepney Taxi Tricycle Private Pedestria

Bus users
users at users at users at car users ns at
at peak
peak peak peak at peak peak
time in
time in time in time in time in time in
future
future future future future future

Fig. 6.2.15 Flow for Projecting the Number of Station Plaza Facilities

c) Burden by terminal means of transport

It is desirable to set the burden of each means of transport by station based

on future estimates, however, since it is not realistic to carry out estimates
according to each state of development of the route network, and since
disparities are larger between station classifications, it is allowable to make
settings with reference given to the standard burden by station and by
terminal means of transport based on fact-finding survey of current
conditions.

6 - 43
 Table 6.2.8 Standard Burden by Station Classification and by
Terminal Means of Transport (%)

In CBD Outside CBD Outside CBD

In CBD Multi-
Means Ordinary Multi-function Ordinary Remarks
function station
station station station
Bus 5 0 5 0
Jeepney 53 35 40 35
Taxi 2 0 15 0
Private car 0 0 0 0
Bicycle 0 5 10 5
Walking 40 60 30 60

② Setting of design traffic volume by facility

With respect to the obtained number of facilities users at peak time, design
traffic volume by facility and the number of facilities are set based on the
following kind of thinking.

a) Thinking behind setting of design traffic volume by facility

i) Design traffic volume and number of facilities concerning bus berths

○ Number of bus boarding berths (BIB)

The number of bus boarding berths (BIB) is obtained from the

following expression.

In other words, the required number of buses to handle boarding

passengers per hour is obtained from the peak number of boarding
passengers and the average number of passengers per bus (nB).
When these figures are multiplied by the bus service time (bus
departure interval: SB), the bus boarding handling time per hour is
calculated, and from this the required number of bus boarding
berths (BIB) is obtained.

Moreover, the peak number of boarding passengers is obtained by

multiplying the peak number of bus users (NPB) by the boarding rate
(boarding passengers/boarding and alighting passengers) (kIB).

6 - 44
 BIB = (boarding passengers at peak time)/(average boarding
passengers per bus)×(bus service time)/60
= (NPB • kIB) (SB)/(nB • 60)

○ Bus alighting berths (BOB)

Concerning the number of bus alighting berths (BOB), the bus

alighting handling time per hour is obtained from the peak number
of alighting passengers and required alighting time per person, and
from this the required number of bus alighting berths per hour is
obtained.

BOB= (peak bus alighting passengers)×(required alighting time

per person)/60
= (NPB • kIB) (tOB)/60

○ Design traffic volume of passengers waiting for buses (NBW)

The design traffic volume of passengers waiting for buses, i.e. the
number of passengers waiting for buses per unit hour (NBW), can be
obtained from the peak number of bus boarding passengers (NPB •
kIB) and the bus service time (SB).

NBW = (peak number of bus boarding passengers)×(bus service

time)/60
= (NPB • kIB) (SB)/60

ii) Design traffic volume and number of facilities concerning jeepney

berths

○ Number of jeepney boarding berths (BIJ)

Concerning the number of jeepney boarding berths (BIJ), the

jeepney boarding handling time per hour is obtained from the peak
number of boarding passengers and required boarding time per
person (tIJ), and from this the required number of jeepney boarding
berths per hour is obtained.

Moreover, the peak number of boarding passengers is obtained by

multiplying the peak number of jeepney users (NPJ) by the boarding
rate (boarding passengers/boarding and alighting passengers) (kIJ).

6 - 45
 BIJ = (boarding passengers at peak time)×(required boarding
time per person)/60
= (NPJ • kIJ) (tIJ)/60

○ Jeepney alighting berths (BOJ)

The hourly number of jeepney alighting berths (BOJ) is obtained by

the following expression from the peak number of alighting
passengers and required alighting time per person (tOJ).

Moreover, the peak number of alighting passengers is obtained by

multiplying the peak number of jeepney users (NPJ) by the alighting
rate (alighting passengers/boarding and alighting passengers) (KOJ).

BOJ = (peak jeepney alighting passengers)×(required alighting

time per person)/60
= (NPJ • kOJ) (tOJ)/60

○ Design traffic volume of passengers waiting for buses (NJW)

The design traffic volume of passengers waiting for jeepneys, i.e.

the number of passengers waiting for jeepneys per unit hour (NJW),
can be obtained from the peak number of jeepney boarding
passengers (NPJ • KIJ) and the jeepney service time (SJ).

NJW = (peak number of jeepney boarding passengers)×(jeepney

service time)/60
= (NPJ • kIJ) (SJ)/60

iii) Design traffic volume and number of facilities concerning taxi ranks

○ Number of taxi boarding berths (BIT)

Concerning the number of taxi boarding berths (BIT), the taxi

boarding handling time per hour is obtained from the peak number
of boarding passengers and required boarding time per person (TIT),
and from this the required number of taxi boarding berths per hour
is obtained.

6 - 46
 Moreover, the peak number of boarding passengers is obtained by
multiplying the peak number of taxi users (NPT) by the boarding
rate (boarding passengers/boarding and alighting passengers) (kIT).

BIT = (boarding passengers at peak time)×(required boarding

time per person)/60
= (NPT • kIT) (tIT)/60

○ Taxi alighting berths (BOT)

The hourly number of taxi alighting berths (BOT) is obtained by the

following expression from the peak number of alighting passengers
and required alighting time per person (tOT).

Moreover, the peak number of alighting passengers is obtained by

multiplying the peak number of taxi users (NPT) by the alighting
rate (alighting passengers/boarding and alighting passengers) (kOT).

BOT = (peak taxi alighting passengers)×(required alighting time

per person)/60
= (NPT • kOT) (tOT)/60

○ Design traffic volume of passengers waiting for taxis (NTW)

The design traffic volume of passengers waiting for jeepneys, i.e.

the number of passengers waiting for jeepneys per unit hour (NTW),
can be obtained from the peak number of taxi boarding passengers
(NPT • kIT) and the taxi service time (ST).

NTW = (peak number of taxi boarding passengers)×(taxi service

time)/60
= (NPT • kIT) (ST)/60

iv) Design traffic volume and number of facilities concerning tricycle

berths

○ Number of tricycle boarding berths (BITR)

Concerning the number of tricycle boarding berths (BITR), the

tricycle boarding handling time per hour is obtained from the peak
number of boarding passengers and required boarding time per

6 - 47
 person (tITR), and from this the required number of tricycle boarding
berths per hour is obtained.

Moreover, the peak number of boarding passengers is obtained by

multiplying the peak number of tricycle users (NPTR) by the
boarding rate (boarding passengers/boarding and alighting
passengers) (kITR).

BITR = (boarding passengers at peak time)×(required boarding

time per person)/60
= (NPTR • kITR) (tITR)/60

○ Tricycle alighting berths (BOTR)

The hourly number of tricycle alighting berths (BOTR) is obtained by

the following expression from the peak number of alighting
passengers and required alighting time per person (tOTR).

Moreover, the peak number of alighting passengers is obtained by

multiplying the peak number of tricycle users (NPTR) by the
alighting rate (alighting passengers/boarding and alighting
passengers) (kOTR).

BOTR = (peak tricycle alighting passengers)×(required alighting

time per person)/60
= (NPTR • kOTR) (tOTR)/60

○ Design traffic volume of passengers waiting for tricycles (NTRW)

The design traffic volume of passengers waiting for tricycles, i.e.

the number of passengers waiting for tricycles per unit hour (NTRW),
can be obtained from the peak number of tricycle boarding
passengers (NPTR • kITR) and the taxi service time (STR).

NTRW = (peak number of taxi boarding passengers)×(taxi service

time)/60
= (NPTR • kITR) (STR)/60

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v) Design traffic volume and number of facilities concerning private car
berths

The number of private car boarding and alighting berths (BC) is

obtained from the following expression by obtaining the private car
boarding handling time per hour from the peak number of private car
users (NPC), average number of private car passengers (nC) and
average stop time of private cars (tC):

Bc = (peak number of private car users)/(average number of

private car passengers) (average stop time of private
cars)/60
= (NPC/nC)(tC)/60

Moreover, boarding and alighting space for welfare shall be secured

separately from the above-mentioned berths.

vi) Design traffic volume concerning parking areas

○ Number of parked jeepneys

The design traffic volume of parked jeepneys (PJ) is obtained from

the following expression using the average number of passengers
per jeepney (nJ). This approach comes from the idea of securing
jeepneys that are equivalent to the design traffic volume of
passengers waiting for jeepneys (Njw).

PJ = (design traffic volume of passengers waiting for

jeepneys)/(average number of passengers per jeepney)
= (NJW)/nT

○ Number of parked taxis

The above approach is used to obtain the number of parked taxis as

follows.

PT = (design traffic volume of passengers waiting for

taxis)/(average number of passengers per taxi)
= (NTW)/nT

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 ○ Number of parked tricycles

The above approach is used to obtain the number of parked

tricycles as follows.

PTR = (design traffic volume of passengers waiting for

tricycles)/(average number of passengers per tricycle)
= (NTRW)/nTR

vii) Design traffic volume on footpaths

The design traffic volume on footpaths (CW) is the number of

pedestrians at peak time (NpW) and is obtained as the number of people
using the station plaza at peak time (railway users + non-railway
users).

In other words, the design traffic volume on footpaths not only refers
to pedestrian traffic in and out of station plazas, but it includes traffic
transferring from railway to bus or jeepney within station plazas.

viii) Design traffic volume on roadways

Design traffic volume on roadways (CC) is obtained by totaling peak

traffic volume by each means of transport.

Cc = (NPB/nB)•γB+(NPJ/nJ)•γJ+(NPT/nT)+(NPTR/nTR)+(NPC/nC)

γB: bus (large vehicle) boarding conversion factor (= 1.7)

γJ: jeepney (medium vehicle) boarding conversion factor (= 1.3)

③ Thinking behind indicators used for setting design traffic volume

Concerning the various figures used for setting design traffic volume by
facility, the following values shall be used as rough guides for services which
should be provided when estimating the plaza area.

a) Average number of passengers per bus (nB): current figure is 50

passengers/bus

• As the current figure in the MMUTIS survey, the average number of

passengers shall be 50 passengers/bus.

6 - 50
b) Bus service time (SB): 3 minutes (design service time)

• This is the bus service which will be provided (departure frequency). In

consideration of the fact that there are many bus routes in Manila, this
has been set at 3 minutes (20 buses/hour) as a rough guide.

c) Bus alighting time per passenger (tOB): 2/60 minutes/passenger (design

service time)

• This varies depending on the method of fare payment and can actually be
done in a short time, however, it shall be assumed that something like the
above service level is secured.

d) Jeepney service time (SJ): 1.5 minutes (design service time)

• This is the jeepney service which will be provided (departure frequency).

In consideration of the fact that there are many jeepney routes in Manila,
this has been set at 1.5 minutes (40 buses/hour) as a rough guide.

e) Jeepney boarding time per passenger (tIJ): 10/60 minutes/passenger (design

service time)

• This can actually be done in a shorter time, however, it shall be assumed

that something like the above service level is secured.

f) Jeepney alighting time per passenger (tOJ): 1.5/60 minutes/passenger

(design service time)
• Since alighting from jeepneys is easy, it shall be assumed that this
service level is secured.

g) Taxi service time (ST): 5 minutes (design service time)

• This is the taxi service which will be provided (departure frequency) and
has been set at 1.5 minutes as a rough guide.

h) Taxi boarding time per passenger (tIT): 10/60 minutes/passenger (design

service time)

• This can actually be done in a shorter time, however, it shall be assumed

that something like the above service level is secured.

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i) Taxi alighting time per passenger (tOT): 10/60 minutes/passenger (design
service time)

• This can actually be done in a shorter time, however, it shall be assumed

that something like the above service level is secured.

j) Tricycle service time (STR): 5 minutes (design service time)

• This is the tricycle service which will be provided (departure frequency)

and has been set at 5 minutes as a rough guide (since the approach to
services differs between urban areas and regional areas).

k) Tricycle boarding time per passenger (tITR): 10/60 minutes/passenger

(design service time)

• This can actually be done in a shorter time, however, it shall be assumed

that something like the above service level is secured.

l) Tricycle alighting time per passenger (tOTR): 10/60 minutes/passenger

(design service time)

• This can actually be done in a shorter time, however, it shall be assumed

that something like the above service level is secured.

m) Average number of passengers in private cars (nC): 2.0 passengers/vehicle

• Basically speaking, current values based on survey should be used, but

two passengers per vehicle shall be adopted as a rough guide.

n) Average stop time of private cars (tC): 1 minute (design service time)
• This is stop time for boarding and has been set at 1 minute as a rough
guide to provided services.

o) Average number of passengers per jeepney (nJ): 15 passengers/jeepney

• As the current figure in the MMUTIS survey, 15 passengers/jeepney

shall be adopted.

p) Average number of passengers per taxi (nT): 2.2 passengers/txi

• As the current figure in the MMUTIS survey, 2.2 passengers/taxi shall

be adopted.

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 q) Average number of passengers per tricycle (nTR): 2.0 passengers/tricycle

• Basically speaking, current values based on survey should be used, but

two passengers per vehicle shall be adopted as a rough guide.

④ Setting of transportation space reference area

a) Base unit of facilities

Standard base units by facilities are as follows.

i) Bus boarding and alighting berths (aB): 70 m2/bus

• Area obtained by adding space between vehicles to the required

area for parking

3.25m×(13.0m＋6.0m)＝61.75 ㎡

3.25m

13.0m 6.0m

Fig. 6.2.16 Bus Boarding and Alighting Berths

ii) Assembly space for passengers waiting to board buses and jeepneys,
etc. (aW): 1.0 m2/passenger
• The mutual distance between people standing and waiting is the
upper limit of density within the scope of pleasant buffer space for
human beings.

iii) Jeepney boarding and alighting berths (aJ): 30 m2/jeepney

• Area obtained by adding space between vehicles to the required
area for parking

2.25m×(6.0＋4.0)＝22.5 ㎡

2.25m

6.0m 4.0m

Fig. 6.2.17 Jeepney Boarding and Alighting Berths

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iv) Taxi and private car boarding and alighting berths (aT): 20 m2/vehicle

• Area obtained by adding space between vehicles to the required

area for parking

2.25m×(5.0＋3.0)＝18.0 ㎡

2.25m

5.0m 3.0m

Fig. 6.2.18 Taxi and Private Car Boarding and Alighting Berths

v) Tricycle boarding and alighting berths (aTR): 5 m2/tricycle

• Area obtained by adding space between vehicles to the required

area for parking

1.5×(1.5＋1.0)＝3.8 ㎡

1.5m

1.5m 1.0m

Fig. 6.2.19 Tricycle Boarding and Alighting Berths

vi) Jeepney parking area (aPJ): m2/vehicle

Private car parking area (aPC), taxi parking area (aPT): 30 m2/vehicle

vii) Tricycle parking area (aPTR): 5 m2/vehicle

viii) Pedestrian density (DW): aim for 27 people/minute/m (1,600

people/hour/minute)

• Upper limit of density which enables pedestrians to walk at normal

walking speed, ensures freedom of walking movement and avoids
physical contact.

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 ix) Design roadway length (LC) LC = 0.4 CC + 36.1

• Design roadway length for handling automobiles, excluding bus

departure and arrival berth space, etc.

• Express by simple expression from roadway length at stations

where the ratio of environmental space is around 0.5.

x) Average walking distance (LW) LW = 0.009 AO + 82.4

• The average walking distance of station plaza users shall be

expressed by setting the diagonal line length across the station plaza
and using a simple expression.

• Ao is the station plaza area calculated upon excluding the footpath

area.

xi) Design traffic lane width (WC) WC = 3 m + width allowance 2 m

• This is the distance obtained by adding passing width to the traffic
lane width.

b) Calculation of transportation space reference area

The transportation space reference area is obtained by multiplying the base

units of each facility by each design traffic volume described above.

Transportation space reference area =

i) Bus berth-related area: (boarding berths BIB + alighting berths BOB)×
base units of bus berths aB + design traffic volume of waiting
passengers NBW×waiting space per bus boarding passenger aW

+ii) Jeepney berth-related area: (boarding berths BIJ + alighting berths BOJ)
×base units of jeepney berths aJW + design traffic volume of waiting
passengers NJW×waiting space per jeepney boarding passenger aW

+iii) Taxi berth-related area: (boarding berths BIT + alighting berths BOT)×
base units of bus berths aTW + design traffic volume of waiting
passengers NTW×waiting space per taxi boarding passenger aW

+iv) Tricycle berth-related area: (boarding berths BITR + alighting berths

BOTR)×base units of tricycle berths aTRW + design traffic volume of

6 - 55
 waiting passengers NTRW × waiting space per tricycle boarding
passenger aW

+v) Private car berth-related area: number of boarding berths BC×base

unit of private car facilities ac

+vi) Parking area-related area: design traffic volume of parked jeepneys PJ

×base unit of jeepney parking facilities aJW + design traffic volume of
parked taxis PT×base unit of taxi parking facilities aTW + design
traffic volume of parked tricycles PTR×base unit of tricycle parking
facilities aTRW

+vii) Footpath area: (design traffic volume on footpaths NPW÷pedestrian

density DW)×average walking length LW

+viii)Roadway area for handling traffic: design roadway length LC×design

traffic lane width WC

+ix) Area of supplementary facilities

⑤ Minimum plaza area for traffic

The minimum area which should be secured at comprehensive stations shall be

that which allows buses to turn and one bus to park.

This is indicated specifically below:

• (Setting conditions: roadway width 3.25 m → 1 bus, turning radius 12 m,

minimum footpath width 6 m, one entrance/exit)

3) Environmental Space Area

In the environmental space plan, environmental space area which considers station
status, surrounding land use, local characteristics, history and unique character, etc.
and is consistent with functions, shall be secured in accordance with the station
plaza scale.

Particularly concerning stations where attention should be directed towards urban

and station characteristics, in addition to the area required for transportation

6 - 56
functions, sufficient area to reflect the characteristics of the city and station in
question shall also be secured.

① Basic thinking

When planning environmental space, as well as judging station status in terms

of urban and transportation systems and land use around the station, it is
important to pay attention to local characteristics (natural conditions, etc.), city
history and uniqueness, and to secure environmental space area that complies
with these functions and is in accordance with station plaza size.

② Thinking behind securing of area

Using the standard environmental space ratio as a rough guide, enough area
shall be secured to enable scale and space to be planned for each environmental
space facility according to the environmental space functions of each station in
question.

③ Definition of environmental space ratio

The environmental space ratio is an indicator for grasping how much

environmental space has been secured. Out of station plaza area, all area except
for roadways (but including decorated traffic islands) shall be viewed as
environmental space area, and the share of this within the station plaza area is
defined as the environmental space ratio.

④ Standard environmental space ratio

0.5 shall be used as the standard environmental space ratio. This is the value
adopted in cases where standard environmental space functions are secured at
stations where the station plaza reference area based on the area calculation
model is around 4,000−10,000 m2.

⑤ Applicable scope of standard environmental space ratio

The applicable scope of the standard environmental space ratio shall be stations
in large cities or regions where there are medium numbers of boarding
passengers and where the station plaza reference area based on the area
calculation model is approximately 4,000−10,000 m2.

Stations not included in the applicable scope are stations in large cities or
regional core cities where there are large numbers of boarding passengers and

6 - 57
 where the station plaza reference area is roughly 10,000 m2 or more. At these
stations, even if the standard environmental space ratio is not attained, the
adopted ratio shall be enough to maintain the scale of necessary environmental
space facilities and secure standard environmental space functions (0.2-0.3 or
more). Meanwhile, concerning stations where numbers of boarding and
alighting passengers are few and space is calculated from minimum traffic
handling capacity (rather than using station plaza reference area based on the
area calculation model), these are excluded because it is not possible to secure
the desirable minimum environmental space functions by using the standard
environmental space ratio.

Moreover, the standard environmental space ratio is not used in cases of multi-
level utilization either. This is because the environmental space ratio tends to
grow in stations which are used on multiple levels.

⑥ Area of desired minimum environmental space

At stations where numbers of boarding and alighting passengers are few and
space is calculated from minimum traffic handling capacity (rather than using
station plaza reference area based on the area calculation model), it is desirable
to generally secure at least 600-800 m2 as area for plaza and symbolic facilities,
etc. (not including footpaths) as the minimum desired environmental space
functions.

4) Flow of station plaza area calculation

In determining the station plaza area, the standard area for calculation (station plaza
reference area) is first obtained by combining the area required to secure
transportation space functions (transportation space reference area) with additional
area for securing environmental space functions.(note)

Based on this, the general layout plan shall be examined and comprehensive
assessment carried out to determine whether or not conditions are satisfied in terms
of transportation facilities layout and whether functions are secured according to the
environmental space ratio and actual conditions in the district concerned, and finally
the station plaza area shall be set.

Note) In cases where additional area for securing plaza and symbolic facilities, etc.
cannot be determined, as a rough guide to securing the standard

6 - 58
 environmental space ratio, station plaza reference area shall be adopted
assuming a 20% increase in the transportation space reference area.

Station plaza users

Transportation space
layout
① Facilities layout Transportation space reference area
method
② Transportation
handling method
• Entrance/exit
Additional area for securing
method
environmental spaceNote)
• Traffic line
handling
• Safety, etc.

Station plaza reference area

Environmental space Examination of layout plan

layout
① Sufficiency of • Transportation space and
environmental environmental space facilities
space functions layout that considers local
② Facilities layout characteristics
• Examination of possibility of
method
multi-level use

Examine
NO expansion of
Evaluation station plaza
reference area in
plans
YES

Final setting of station plaza area

Fig. 6.2.20 Flow of Station Plaza Area Calculation

6 - 59
(3) Station Plaza Layout

1) Thinking behind overall layout

Items which should be examined in the overall layout plan are the relationship of
surrounding roads with the plaza, shape of the plaza, and layout of transportation
space and environmental space. In consideration of the character of each station,
quantities of people and vehicles using each plaza, and methods of plaza use, etc.,
overall layout shall be planned upon taking transportation safety and smoothness of
flow, landscape formation and environmental space into account.

① Relationship between surrounding roads and plaza

a) Basic items to consider when planning

In areas around station plazas, vehicles and pedestrians generally

concentrate (even for in city centers) and traffic lines converge. In order to
safely and smoothly handle traffic in station plazas and their surrounding
areas, it is necessary to pay attention to the following points when
compiling plans:

• Exclusion of transit vehicular traffic in station plazas

• Simplification, smoothing and shortening of traffic lines
• Separation of human and vehicular traffic lines

b) Shape of plaza

i) Aspect ratio

It is necessary to shape station plazas so that traffic lines, etc. are

simplified and made smoother. Concerning the short side to long side
ratio (aspect ratio) of station plazas, this is often planned in the range
of 1:1 to 1:3. In large scale station plazas, it is necessary to pay
attention to separation of traffic lines by vehicle type and length of
walking distances, and to flexibly deal with the aspect ratio.
Furthermore, it is desirable to plan layout so that pedestrians crossing
plazas do not experience any discomfort.

ii) Minimum dimensions

At the station plazas of comprehensive stations, it is desirable to

secure 40-50 m in the longitudinal direction and 50-60 m across.

6 - 60
 iii) Plaza size and shape and height of surrounding buildings

Since the plaza shape is an important element for landscape planning,

examination shall be especially carried out on the balance between
station plaza size and shape and the height of surrounding buildings,
etc.

c) Form of plaza

Station plazas as a rule are level plazas, however, in cases where elevated
traffic lines are required in view of the structure of station facilities,
relationship with adjoining buildings, restrictions on site land and
convenience for pedestrians, etc., multi-level station plazas shall be
examined. In specific terms, it is necessary to plan multi-level station
plazas in the following kinds of cases.

i) Securing of traffic lines with surrounding buildings

Cases where convenience for pedestrians is greatly improved by

pedestrian traffic line connections with surrounding buildings
(including station buildings).

ii) Site restrictions

Cases where land use around stations is already highly concentrated

and it is extremely difficult to secure station plazas on the level plane
in view of land acquisition.

iii) Shape and scale of station plazas

Cases where the large area or limited shape of station plazas make
walking distances longer and hinder convenience for pedestrians.

2) Transportation space layout

In the layout of transportation space, since people and vehicles such as buses,
jeepneys, taxis and general automobiles, etc. concentrate in station plazas as
transportation nodes, effort shall be made to simplify traffic lines and ensure smooth
handling. Moreover, planning and design shall be carried out with consideration
given to use by elderly people and physically challenged persons, etc.

6 - 61
 ① Basic thinking

In planning the layout of transportation space facilities, examination shall be

carried out with consideration given to character of the station in question,
quantities and methods of use of people and vehicles using the plaza, scale and
form of plaza, positioning of access roads, and so on.

At this time, examination of layout shall be carried out based roughly on the
quantity of facilities (bus berths, parking spaces, etc.) obtained during setting of
the station plaza area, and with consideration given to specific bus routes and
traffic handling, etc. Here, the area of each facility as obtained during the
setting of area shall be referred to when examining balance of the overall
facilities layout in the station plaza.

② Type of facilities layout

In layouts where facilities such as roadways and bus boarding and alighting
areas, etc. are placed in the center of generally used plazas, since bus berths,
etc. are placed along footpaths, pedestrians and vehicles can be easily separated
and this arrangement is convenient for changeovers, however, since traffic
inside and outside plazas becomes chaotic as the car traffic volume increases,
this type of layout is suited to small station plazas.

Moreover, in cases of large openings such as at large station plazas where rail
passenger and related vehicle traffic volume is large, it is possible to separate
traffic lines for people, buses, jeepneys, taxis and general cars, etc. by providing
pedestrian sections in the center of the plaza and arranging traffic handling
facilities in series.

3) Environmental space layout

Not only is environmental space intended to act as the 'face of the city' in accordance
with city and station characteristics, environmental space facilities layout is planned
in a manner which ensures that environmental space functions are fully functioning
with consideration given to harmonization with surrounding land use and pedestrian
traffic lines.

Moreover, consideration shall also be given to elderly people, physically challenged

persons and natural conditions, etc.

6 - 62
① Basic thinking

Concerning facilities layout planning in environmental space, it is necessary to

achieve mutual harmonization between functions and to conduct comprehensive
examination to ensure that the said space acts as the 'face of the city' in
accordance with city and station characteristics, etc.

When planning the layout of facilities, care shall be taken to ensure that main
pedestrian traffic lines are not hindered, and plans shall be compiled so that
harmonization is sought with surrounding land use and the installed facilities
are able to function sufficiently.

Moreover, consideration shall be given to removing barriers to the movement of

elderly people and physically challenged persons as much as possible and
securing smooth mobility for users.

② Important points to consider by function

a) Urban area focal point functions

Concerning decks and underground spaces which are facilities to enable

station plazas to further strengthen surrounding urban functions as centers
of urban activity, it is desirable to plan their layout so that station buildings
and surrounding buildings are mutually linked by the shortest distances.
Moreover, in consideration of convenience for elderly people and
physically challenged persons, etc., it is desirable to appropriately place
elevators and escalators, etc.

b) Exchange functions

Concerning spaces used for exchange activities such as resting, gathering

and talking, it is desirable to establish gathering areas and green areas and
strive to create peaceful and tranquil spaces.

In planning layout, it is necessary to take care in making sure that main

pedestrian traffic lines are not obstructed.

c) Landscape functions

It is desirable to enhance landscape by planting vegetation around open

spaces and on traffic islands, etc.

6 - 63
 With respect to planting of greenery, layout and tree planting shall be
planned with consideration given to separation of landscape and spaces and
the role of buffer zones, etc.

Concerning monuments, etc., designs which consider city history and

individuality shall be adopted, and visibility from surrounding areas shall
be taken into account. Moreover, it is desirable to adopt layout which does
not hinder pedestrian traffic lines.

d) Service functions

Concerning facilities which provide public services, for example,

administrative services, police boxes, toilets and public telephone boxes,
etc., it is necessary to examine installation sites including station buildings,
etc. Within station plazas, it is desirable to adopt layout which does not
hinder main pedestrian traffic lines.

As for information centers, information boards and other information

providing facilities, it is desirable to place these around station entrances
which are easy to understand for users and to adopt layout which does not
hinder pedestrian traffic lines.

e) Disaster prevention functions

Station plazas are vital open spaces in cities and have a role to play as
disaster prevention spaces. Particularly in cases where station plazas are
included in disaster prevention plans, it is desirable to design and plan
environmental space so that flat and open spaces are secured in
consideration of use during emergencies.

③ Important points to consider in planning and design concerning welfare

It is desirable to plan station plazas so that they are easy to use for all people
including elderly and physically challenged persons, in order to increase
opportunities for use in everyday living.

When planning station plazas, it is necessary to adequately examine

convenience and safety for all people including elderly and physically
challenged persons, and to take care in planning easy to understand traffic lines
and creating spaces which are easy to use (through use of guide signs, etc.),

6 - 64
 impose little vertical movement or height differences on users and are kind to
people.

Moreover, in giving consideration to the various needs of elderly and physically

challenged persons, it is desirable to vigorously regard this area as a single
design component and to aim for spaces which have an overall balance.

4) Thinking behind multi-level use (conditions, thinking, important points to consider

in multi-level use)

When planning multi-level use of station plazas, it is first necessary to examine the
main users, form and layout of multi-level facilities. The layout of multi-level
facilities shall be planned so that station plaza functions are ample fulfilled, with
consideration given to the mutual positional relationship between station ticket
barriers and transport boarding and alighting areas (buses, jeepneys, taxis, etc.), the
position of roads connected to the station plaza, and relation with entrances and exits
to and from surrounding buildings, i.e. traffic lines with surrounding buildings,
shape and scale of station plaza, and site limitations.

① Conditions for multi-level use

Station plazas are usually used on a single level, however, in cases where multi-
level traffic line handling is required in view of the structure of station facilities,
relationship with adjoining buildings, convenience for pedestrians, and site
limitations, etc., examination shall be given to multi-level use. The following
cases can be considered as specific examples of multi-level use planning.

a) Traffic lines with surrounding buildings

In cases where land use around stations is highly concentrated and it is

possible to ensure smooth flow of pedestrians in plazas, secure safety,
improve convenience, attain smoother traffic flow, and promote
vitalization of station districts by linking elevated or underground stations
to surrounding buildings by elevated or underground pedestrian traffic
lines, multi-level use shall be examined while seeking to achieve
compatibility with urban development in surrounding areas.

b) Site limitations

In cases where land use around stations is highly concentrated and it is

extremely difficult to acquire land for level station plaza use, multi-level

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 use shall be carried out while giving overall consideration to the status of
target facilities in transportation plans in districts around stations.

However, in these cases too, care shall be taken to secure as large an area
on the level plane as possible and to allow as many pedestrian and vehicle
traffic lines as possible to be handled on the level plane.

c) Shape and scale of station plazas

In cases where station plazas are large in scale or where there are
restrictions on shape, it is possible that walking distances become overly
long between station buildings and public transport boarding and alighting
areas (bus, jeepney, taxi, etc.), or between station buildings and
surrounding districts; and in instances where pedestrian convenience and
safety can be greatly improved through adopting multi-level station plazas,
multi-level use shall be examined.

(4) Determination of scale of station plaza and Design Standard by Classification

For each type of station plaza, the quantity and area of each facility should be calculated.

1) Concentration and separation of facilities at station plaza

Since conveniences are required for the station plaza, all the necessary facilities
should be basically gathered around the station, and the land area necessary for these
facilities should be secured.

However, concentration of all the facilities to one point may cause traffic jam around
the station due to wrong location of the station, railroad track, or roads around the
station. In this case, reduce the number of facilities necessary for the station plaza, or
separate the station plaza into two. After that, determine the quantity and area for
each facility.

Nowadays, in the Manila metropolitan area, about 30 to 50 percent of railway

passengers use Jeepneys, about 10 to 20 percent of them use tricycles, and about 10
percent of them use busses (result of JICA’s research in 2000). In the near future,
however, more people will have their own cars, and the railroads will be further
extended to the suburban areas. For this reason, the kiss-and-ride rate and the park-
and-ride rate of the privately-owned cars will be increased, and the railway use rate of
the privately-owned cars will be also increased.

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Among these railway feeder transportations, Jeepneys are exclusively used
particularly on the back streets near the stations because they run at a low speed and
can easily make sharp turns. However, Jeepneys are not permitted in the most
sections of the EDSA road, a trunk road. They can only cross the EDSA road.
The lightweight tricycles travel only back streets, and crossing highways are
restricted. Regarding taxis, waiting for passengers on the EDSA road is restricted,
but getting out of the taxis are not restricted.

Considering the features of the feeder transportations, scale of the station, and the
locations of the trunk roads, determine the feeder transportations to be introduced to
the station plaza and their scales as follows:

■ Considering the traffic restriction on the trunk roads around the station, properly
select a location closest to the station for each transportation facility so that the
introduced feeder transportation does not prevent the smooth traffic on the trunk
roads. If the location of a transferring facility is away from the station,
construct a pedestrians’ passage to ensure smooth access to the facility.

■ If the scale of the station is large, the demands for the feeder transportations and
the area of the station plaza will be large. In this case, separate the bus zone
from the other short-distance transportation zones because buses need a wide
area. Or separate the bus zone to both sides of the station depending on the
destinations. If the scale of the station is small (number of railway passenger is
small), the number of necessary berths (number of bus stops, taxi stands, etc.)
will be small. In this case, gather all the necessary transferring facilities at one
point near the station.

■ For a subway station or an elevated railroad station, effectively use the ground
above the station or space under the station to gather the transportation facilities
to one point.

■ The number of long-distance bus users are comparatively large. For this reason,
some stations may not have many terminal bus users. In this case, consider a
compact layout of bus routes, and adopt loop-line bus systems (buses start from a
station and returns to the same station). By the way, if the railroad is extended
in the future, the number of terminal bus uses will be increased at main suburban
stations particularly. If a station has a possibility of increase in the terminal bus
users, preliminarily secure spaces for the future bus stops.

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 Jeepneys will be important means of transportation also in the future. For this
reason, smooth access to/from the station should be ensured. If a scale of a
station is large, demands for Jeepneys will be considerably large. To establish a
Jeepney facility at such a station or within 50 m of such a station, a considerably
large area will be necessary. In addition, parking so many Jeepneys will affect
the traffic conditions on the roads. In this case, separate the Jeepney facility
into two or three depending on the destinations, etc.

Tricycles are important means of transportation, too. They are compact and
lightweight, and do not need a large area. However, they travel at a low speed.
For this reason, if tricycles are introduced to a large-scale station plaza, they may
cause traffic jam or traffic accidents because many buses and Jeepneys bigger
than tricycles are traveling at higher speeds and are likely to cross low-speed
tricycles. Considering such a point, if the scale of a station is small and the
traffic is not heavy, introduce tricycles. However, if the scale of a station is
large, the tricycle parking lot should be established on a narrow street near the
station as usual.

Current terminal transportation use rate at each station

0% 20% 40% 60% 80% 100%

L1:Monumento

L１:Ｅｄｓａ

L3:Buendia

Walk Pedicab Motorcycle Tricycle

Air-conditioned
Jeepney Minibus Busaircon Busordinary
Ordinary Bus
Bus
Taxi Megataxi Car Others

（JICA SURVEY 2000）

Fig. 6.2.21 Current Transferring Transportation Use Rate at Each Station

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2) Estimation of number of railway passengers at each station plaza

The future number of railway station feeder transportation users at each station
should be estimated for each pattern while determining the number of railway
passengers, rate of station plaza users to passengers, and rate of each transportation
users to station plaza users as shown in the table below.

To calculate the future number of station plaza users, multiply the future number of
railway passengers by the rate of station plaza users to passengers. The future
number of passengers was determined for each pattern while referring to the values
estimated by SIRNMN, and the rate of station plaza users to passengers was
determined to 1.1 to 1.5 for each pattern while referring to the examples in Japan.
The rate of railway station feeder transportation users to station plaza users was
determined for each transportation while referring to the research result.

For each mode of transferring, the estimated number of future users is shown in the
following table:

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 Table 6.2.9 Future Number of Feeder Transportation Users for Each Modes of
Transportation at Each Type of Station
(estimated from number of train passengers)

transportation users to

Feeder transportation
Mode of transferring
Rate of station plaza

users (persons/day)
users to passengers

station plaza users

station plaza users

Future number of
Future number of

(reference station
Rate of feeeder
(persons/day)

(persons/day)
Pattern passengers

Remarks

name)
Bus 5 18,750
Jeepney 53 198,750
Multi-functionstation Taxi 2 7,500
250,000 1.5 375,000 LRT1.-[Link]
in CBD Private car 0 0
Tricycle 0 0
Walking 40 150,000
Bus 0 0
Jeepney 35 26,250
Ordinary station Taxi 0 0
50,000 1.5 75,000 [Link]
in CBD Private car 0 0
Tricycle 5 3,750
Walking 60 45,000
Bus 5 9,000
Jeepney 40 72,000
Multi-functionstation Taxi 15 27,000
120,000 1.5 180,000 [Link]
outside CBD Private car 0 0
Tricycle 10 18,000
Walking 30 54,000
Bus 0 0
Jeepney 35 19,250
Ordinary station Taxi 0 0
50,000 1.1 55,000 [Link]
outside CBD Private car 0 0
Tricycle 5 2,750
Walking 60 33,000
Note: • The future number of passengers was determined for each station while referring to the estimated future numbers of
passengers of main stations.
• The rate of station plaza users to passengers was determined while referring to the examples in Japan.
• The rate of feeder transportation users to station plaza users was determined for each transportation while referring
to the value estimated for the future. However, the rate of walking was determined while referring to the current
value.
• To draw a plan actually, calculate each value after selecting the transportation facilities to be introduced to the
corresponding station plaza as described later.

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 Table 6.2.10 Estimated Number of Passengers for Each Pattern (persons/day)
Estimated number of
Pattern Station Subtotal
passengers
Monumento 260,695
D. Jose(NR) 325,615
D. Jose 167,541
Recto(2) 150,773 939,272
Old Bilibid(4) 295,343
Multi-function
EDSA/Quezon Ave.(4) 129,790
in CBD
EDSA/Quezon Ave. 110,733 240,523
Cubao 159,469
Cubao(2) 228,115 387,584
Shaw Blvd. 178,770
Alabang 255,492
Marilao(NR) 258,291
Tutubang
Quirino(4) 73,592
Katipunan(2) 107,851
EDSA(MCX) 122,681
Multi-function Magallanes(3) 77,526 200,207
outside CBD EDSA(1) 95,640
EDSA/Taft Ave.(3) 155,313 250,953
South Terminal(1) 266,464
Baclaran(6) 168,649 435,113
Cabuyao(MCX) 156,579
Niog(6) 221,831

Note: Since the scales of ordinary stations are small, no estimated values are shown in
the above table.
Each subtotal shows the total number of passengers of several adjacent stations.
For the subtotal values, the passengers who change the trains were counted
twice.
The above values have been calculated assuming that trains directly go through
from LRT Line 1 to LRT Line 3, or vice versa, at Monumemto Station.
(Based on the estimated number on Oct. 23)

3) Determination of scale of station plaza

① Transportation facilities

Transportation facilities are basic facilities necessary for station plazas. Based
on the peak demands for each transportation facility to be introduced to the
corresponding station plaza, calculate the quantity and area of each
transportation facility.

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 If the other station is close to a station, many people will change the railroad
lines. In this case, calculate the area necessary for the junction passage.

For the berths of buses, Jeepneys, tricycles, etc., consider the current traveling
routes and future reorganization plan. Do not determine the necessary number
of berths from the number of users, but determine the necessary number of
berths from the number of necessary routes (construct a berth for each route).
In the latter case, the number of berths will be larger than the former case.
However, the latter case will ensure smooth transfer to the other line and
convenience.

② Environment facilities

The station plaza will create a city base, and should include the transportation
facilities, landscape enhancing facilities, service facilities, and disaster
preventive facilities. These facilities should not be the same for each station
plaza, but necessary facilities should be determined for each station plaza
considering the features of the corresponding station and city.

In Japan, there are two methods to determine the space for the environment
facilities. One of the methods is the recently-introduced method. If this
method is used, the area excluding the roadway area should be regarded as the
environment space area, and the environment space rate (rate of environment
area to entire station plaza area) should be 0.5 (standard value). The other
method is the conventionally-used method. If this conventional method is
used, the area excluding the transportation facility area (roads, sidewalks,
berths, parking lots, etc.) should be regarded as the general public space, and
the rate of general public space to the transportation facility area should be 0.2
to 0.3.

Even if the environment space rate (or general public space rate) is lower than
the standard rate at a large-scale station having many passengers, an appropriate
space can be secured for the environment facilities.

③ Total area

For each station pattern and number of berths, determine the total area
necessary for the station plaza as shown in the following table. Note that these
values are reference values.

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 Table 6.2.11 Total Area Necessary for Station Plaza for Each Station Pattern and
Number of Facilities
(If all the facilities should be gathered into the station plaza)

Number of
Number Number of Number of
station plaza Number of Approximate
Station pattern of bus Jeepney tricycle Remarks
users taxi berths area (m2)
berths berths berths
(persons/day)
The area of the transfer
Multi-function
375,000 2 10 2 (None) 11,000 deck should be
station in CBD
separately estimated.
Ordinary station
75,000 (None) 6 (None) (None) 1,400
in CBD
Multi-function The area of the transfer
station outside 180,000 2 5 7 (None) 7,000 deck should be
CBD separately estimated.
Ordinary station
55,000 (None) 4 (None) (None) 1,000
outside CBD

Note: • Considering the future use, the peak rate shown in the research result was used.
• The rate of passengers getting on trains to getting off trains at the peak was determined while referring to the reference
values in Japan.
• The service time of each facility at the peak was determined as follows while referring to the reference values in Japan
and current conditions in Manila:
Bus : Getting on = Every 3 minutes (20 buses/hr for each berth) / Getting off = 2 sec/person
Jeepney : Getting on = Every 1.5 minutes (40 Jeepneys/hr for each berth) / Getting off = 1.5 sec/person
Taxi : Gettin on = Every 1 minute (40 taxis/hr for each berth / Getting off = Every 1 minute (40 taxis/hr for
each birth)
Berth area : Bus = 70 m2/berth / Jeepney = 30 m2/berth / Taxi = 20 m2/berth
Passengers’ waiting area : 1 m2/person
• Environment space rate:
Determined to 20 to 30% while referring to the example in Japan (included in the total area)

4) Draft of design standard

For each type of station plaza, the draft of the design standard is shown below:

(i) Layout

As a traffic nodal point, the layout of the station plaza should be carefully
determined. Since people and various vehicles, such as buses, gather at the
station plaza, the traffic circulation lines should be simplified and smooth traffic
should be ensured at the station plaza. In addition, to ensure safety and
convenience of the aged people or physically handicapped people, traffic on the
street should be improved and the plaza should command a fine view.

The concept for the basic layout is described below:

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① Layout of traffic facilities

• Sidewalk

The pedestrian circulation lines and the vehicle circulation lines should
not be level-crossed as far as possible (the number of pedestrian
crossings should be reduced).

If the area is large and the walking distance is long, or if the traffic
conditions at the station should be improved for smooth transportation,
the multi-level crossing should be adopted.

Including the circulation lines of pass-through pedestrians living near the

station, minimize the length of each circulation line so that walking
distance can be minimized for the pedestrians.

• Roadway

Adopt one-way traffic for the roadways to ensure smooth traffic flow.
Reduce the crossings and junction points as far as possible. As a rule,
construct at least 2 lanes for each roadway. Near bus berths and other
berths, 3 lanes (2 lanes + bus parking lane) are recommended.

It is also recommended that the number of entrances/exits of streets

should be reduced at the station plaza.

• Bus and Jeepney berths

For a small-scale or medium-scale station plaza, the same berth can be

used for both getting on and getting off. For a large-scale station plaza,
however, the getting-on berth and getting-off berth should be separated.

Construct berths near the ticket gate of the railroad station to ensure
convenience for the passengers.

• Taxi berths

Those who have a poor sense of direction, are in a hurry, or have a

handicap often use taxis. The taxi berth, therefore, should be close to
the ticket gate of the railroad station.

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 If a taxi pool is necessary, select an appropriate location for the taxi pool
so that the taxis waiting for their turns can easily see the flow of the taxis
to the passengers.

For the passengers waiting for a taxi, the sidewalk should be so wide that
they cannot prevent smooth walking of the pedestrians.

• Tricycle berth

Tricycles travel at a low speed. If a tricycle berth is introduced to a

station plaza, locate the tricycle berth near the tricycle way so that the
tricycles do not have to cross the roads of other high-speed vehicles as
far as possible.

• Privately-owned car parking lot

If a privately-owned car parking lot is introduced to a station plaza,
locate the parking lot at an appropriate place so that the privately-owned
cars can smoothly go in and go out and the drivers getting off their own
cars do not have to cross any roadway at the station plaza (or if they
have to cross a roadway, take measures to ensure their safety in crossing
the road).

② Layout of environment facilities

• Considering the features of the city or station, make the station plaza to
the “symbol of the city”. For the “symbol of the city”, consider what
facilities are needed and make an adjustment between the facilities from
the total point of view.

The environment facilities should not prevent smooth circulation of the

pedestrians, and should be in harmony with the other facilities around the
station. In addition, the environment facilities should function well.

In addition, considering various natural conditions, adopt the optimum

layout for the environment facilities in order to ensure smooth flow of
the users. Note that these facilities should ensure smooth flow of even
the aged people or handicapped people.

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 • Since decks and underground spaces are the facilities that support the
city functions, they should connect the station to each nearby buildings
by the shortest route.

At the exchange space where people gather, talk, or have a rest, be sure
to secure a gathering space and green zone so that people can enjoy the
relaxing and refreshing atmosphere.

It is recommended that around the open space, such as a plaza, or

transportation island, there should be green belts so that people can enjoy
a fine view.

Considering the history and features of the city, adopt an optimum

design for each monument, etc. Considering the visibility, carefully
locate the monuments, etc. In addition, they should be at the optimum
locations so that they do not prevent smooth circulation of the
pedestrians.

If the station plaza is specified as the disaster preventive space (space for
refugees from flood, earthquake, etc.) by the disaster preventive scheme,
be sure to secure a flat and spacious ground for this scheme and carefully
design the plaza.

(ii) Multifunction station

① Scheme for urban multifunction station plaza

Since an urban multifunction station is a main station in the business area

at the center of the city and connected to the other railroad lines, a large
number of people use the station.

For the railroad users and nearby business facility users, ensure safe and
comfortable walking at the station plaza, and be sure to secure a gathering
space and pedestrian space to ensure smooth flow.

If two or more stations gather at the same place, many people will walk
between the stations to change the lines. In addition, many people will
walk between the stations and nearby buildings. In this case, construct
multi-level passages (consisting of an overpass and underpass) to ensure
smooth flow for the pedestrians.

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 At such a station, many people use Jeepneys and buses. For this reason,
many berths are necessary for these terminal transportations. To ensure
smooth getting on and off for the passengers, properly locate the berths
considering the destinations, etc. Construct sidewalks between the station
and the roadways to ensure pedestrian safety. Also construct roadways
having enough number of lanes to ensure smooth flow of vehicles. In
addition, install signals to ensure safety and smooth flow.

If there are many pedestrians around the station, install escalators, etc. to
ensure smooth flow and to relieve the congestion. Also install guide
plates and nameplates so that people can easily go to the desired facilities
or roads.

② Scheme for suburban multifunction station plaza

Since a suburban multifunction station is a main station in the outskirt or

suburb of the city and connected to the other railroad line, a large number
of people use the station.

If there is a station near this station, many people will walk between the
stations to change the lines. In this case, secure a gathering space and
pedestrian space to ensure smooth flow of people.

If the stations are separated from each other, construct a multi-level

passage between the stations in addition to the multi-level passage between
the station and nearby area.

At such a station, many people use buses, taxis, and Jeepneys. For this
reason, properly locate the berths considering the destinations, etc. so that
people can easily use these transportations.

Since many people walks between the station and the berths for terminal
transportations, install escalators, etc. to ensure smooth flow.

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 green taxi and
space fx pool
jeepney
berth
taxi and fx
berth

walk
bus berth

station Urban multifunction station

Multi function station's plaza inside of CBD

green taxi and

space fx pool
jeepney
berth

taxi and fx berth

bus berth walk

station
Suburban multifunction station

Fig. 6.2.22 Standard Design for Multifunction Station Plaza

(In CBD and outside CBD)

(iii) Ordinary station

An ordinary station in the city area or suburban area does not have many
passengers, and does not have many facilities around the station. For this
reason, a small number of people use the station plaza.

After getting off a train, most people walk or use tricycles or Jeepneys. For
this reason, considering the traffic of the nearby area, construct an optimum
station plaza that can ensure smooth circulation of people and vehicles.

Jeepneys are the most popular vehicles, but they are small. For this reason,
construct a Jeepney berth that can be used for both purposes; getting on and off.
If the road is narrow, partially widen the road to construct the berths so that
smooth flow of vehicles can be ensured.

For the pedestrians, install escalators or elevators to ensure easy walking.

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 Jeepney
Jeepney berth
or bus berth

station

Jeepney or bus
Jeepney berthberth

(Urban ordinary station)

Ordinary station's plaza inside CBD

Jeepney
Jeepney berth
or bus berth

station

Jeepney or bus
Jeepney berth
berth
(Suburban ordinary station)
Ordinary station's plaza outside CBD

Fig. 6.2.23 Standard Design for Ordinary Station Plaza

5) Designing circulation
① Designing circulation between station and peripheral road

If the scale of a station is large, the roads around the station have heavy traffic,
and the station plaza also has heavy traffic. To design a flow line that
connects the station to a peripheral road, be careful not to worsen the current
traffic condition.

To design a left turn lane on a peripheral road to connect the road to the station
plaza, select a crossing wide enough to construct a left turn lane or extend the
waiting zone. If necessary, widen an existing crossing. In addition, as a rule,
install a signal.

To construct a new crossing having a signal, ensure enough distance between

the new crossing and the adjacent existing crossing so that the vehicle line
waiting for left turn will not reach the adjacent crossing.

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 If the distance between the crossings is short, unify the signal indication of the
consecutive crossings to control the traffic.

As described above, to design a flow line between the station and a peripheral
road, check the traffic condition of the station plaza and the peripheral road, and
estimate the traffic volume and calculate the congestion degree for each
crossing having a signal. In addition, improve the traffic condition by
constructing a new left turn lane on the road.

② Designing circulation in station plaza

Regarding Jeepneys, etc., determine the zone in the station plaza as described
before. For these vehicles, adopt the one-way traffic system, as a rule, and
minimize the circulation crossing points.

Regarding pedestrians, estimate the number of users for each pedestrian source
facility, such as the station, berth, peripheral road, exchange space, and rest
house, and then estimate the pedestrian flow rate between the facilities. After
that, estimate the pedestrian flow rate of each passage while referring to the
layout plan, and then determine the width of each passage so that the traffic
service level specified for pedestrians can be satisfied.

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 Estimation of number of facility users

Estimation of Pedestrian Flow Rate between Facilities

O–D Station Jeepney Taxi Tricycle Bus Walking Total

Station
Jeepney
Taxi
Tricycle
Bus
Walking
Total

Traffic service level for pedestrians

Estimation of pedestrians’ demand level for

each passage and determination of necessary
width for each passage

Fig. 6.2.24 Procedure for Determination of Pedestrians’ Passage Width in Station Plaza

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