What is an Urban Community? An urban community is a population set that is usually set in a city and is usually composed of a large number of people who all mostly live close together. Most urban communities are densely populated and have generally higher standards of living. promotes the growth of community life and to encourage the development of citizens participation in programmed of self help and civic improvement Urban community development seeks to involve the people and to create in them an urge to change and improve their conditions of living by their own efforts and resources supplemented by utilizing all the opportunities and assistance that are offered by the communityUrban Community Features High Density Population Mass Transportation Central business district containing services & businesses. Commercial Areas and Buildings Low, Medium, High-rise Residential buildings Recreational Centers and Civic center Professionally designed landscaping Underground utilities, municipal water andsewer service

What is a Mixed-use Development? Mixed use development is a development at least 10,000 square meters ingross floor area that combines two or more different types of land uses, such as residential, commercial, employment, and entertainment uses, in close proximity Some jurisdictions have designated mixed use zoning districts where mixed use is permitted on sites throughout the district. In all cases, the land uses should be close enough to allow convenient access between the different land uses. For instance, residents may walk to a grocery store or to their job. Advantages: allows for greater housing variety and density reduces distances between housing, workplaces, retail businesses, and other destinations encourages more compact development strengthens neighborhood character promotes pedestrian and bicycle friendly environmentsTypes of mixed use developments: Vertical Mixed Use Buildings - Combo of different users within the same building generally the lower floor would be utilized by a commercial user with residential use located above Horizontal Mixed Use Sites - Single use buildings on district parcels in a range of land uses within one planed development project. Mixed-Use Walkable Areas Combine -both vertical and horizontal mix of uses in an area within an approximately 10 minute walking distance to core activitiesMEDIUM RISE HOUSING PROJECT/ FACILITY Mid-rise Housing development creates the potential of a new market that is capable of housing hundreds of thousands of people in the coming decades.It makes a huge contribution to raising the quality of life throughout the communityby improving daily living, working and transport life cycle choices of existing residents.

DESIGN CONSIDERATIONS Location Apartments/ Housing are now commonly placed near or in the urban areas for easy access in different tasks such as work, leisure, school and etc. Ventilation Promotes passive cooling system for sustainability Comfortability Sustainability Maintenance/ Service Parking Security

GUIDELINES (PD 957) Open spaces shall be provided within the project site pursuant to the National Building Code. This includes courts,yards, setbacks, light wells, uncovered driveways, access roads, parking spaces, parks and playgrounds. Park/ Playground 50 sq. meters, increments of 3 meters for every additional family dwelling type in excess of 10 units shall be added; Park/Playground may not be required if the residential is located not more than 800 meters from public recreational facilities Easement for utilities such as drainage system, water supply, power and communication lines shall be integraded with land circulation system Parking Space Requirement Ratio is 1:4 (1 parking slot/ 4 condo units or 1/ 100 sq. m. living space 2.4mx 5m- 2.5m x 5m (Standard parking dimension) Basic Facilities and Services Laundry Area/ Drying Area Adequate laundry and drying areas shall be provided Water Tank/ Reservoir Refuse Collection/ Disposal Floor Area Requirements Single Occupancy Unit Minimum floor area of 18 sq.m. provided with common basic facilities. Family Dwelling Unit- Minimum floor area shall be 36 square meters and 22 square meters for medium cost condominium project. Ceiling Height 2.7 meters for Natural Ventilation ; 2.4 for succeeding floor Accessibility The gradient for wheelchair ramps should not exceed one in 12 (ca. 0.83%). The width of the ramp should be at least 1.2 m and the ramp should provide a half landing of 1.2 m2 after each 6 m.

BP 220Building Design Standards (BP 220)a. Space StandardsSpaces within the dwelling structures shall be distributed in an economical, efficient and practical manner so as to afford the maximum living comfort and convenience and to insure health and safety among the occupants. It shall provide complete living facilities for one family including provisions for living, sleeping, laundry, cooking, eating, bathing and toilet facilities.b. Ceiling Heights1) Minimum ceiling height for habitable rooms shall be measured from the finished floor line to the ceiling line. Where ceilings are not provided, a minimum headroom clearance of 2.0 meters shall be provided. 2) Mezzanine floors shall have a clear ceiling height of not less than 1.80 meters above and below it, provided that it shall not cover 50% of the floor area below it. c. Openings1) Doorsa) A minimum of one entrance/exit shall be provided where the number of occupants is not more than 10 and 2 entrances/exits where the number of occupants is greater than 10.b) Doors shall have a minimum clear height of 2.0 meters. Except for bathroom and mezzanine doors which shall have a minimum clear height of 1.80 meters.c) Minimum clear widths of doors shall be as follows:Main Door 0.80 m.Service/Bedroom Doors 0.70 m.Bathroom Door 0.60 m.2) Windowsa) Rooms for habitable use shall be provided with windows with a total free area of openings equal to at least 10% of the floor area of the room.b) Bathrooms shall be provided with window/s with an area not less than 1/20 of its floor area.c) Required windows may open into a roofed porch where the porch:c.1 abuts court, yard, public street or alley, or open water course and other public open spaces;c.2 has a ceiling height of not less than 2.0 meters.3) Interior StairsThe stairs shall ensure structural safety for ascent and descent, even in extreme cases of emergency. It shall afford adequate headroom and space for the passage of furniture.a) Width. Stairways shall have a minimum clear width of 0.60 meter.b) Riser and Run. Stairs shall have a maximum riser height of 0.25 meter and a minimum tread width of 0.20 meter. Stair treads shall be exclusive of nosing and/or other projections.c) Headroom Clearance. Stairs shall have a minimum headroom clearance of 2.0 meters. Such clearance shall be established by measuring vertically from a place parallel and tangent to the stairway tread moving to the soffit above all points.d) Landings. Every landing shall have a dimension measured in the direction of travel equal to the width of the stairway. Maximum height between landing shall be 3.60 meters.e) Handrails. Stairways shall have at least one handrail on one side provided there is a guard or wall on the other side. However, stairways with less than 4 risers need not have handrails, and stairs with either a guard or wall on one end need not be provided with a handrail on that end.f) Guard and Handrail Details. The design of guards and handrails and hardware for attaching handrails to guards, balusters of masonry walls shall be such that these are made safe and convenient.f.1 Handrails on stairs shall not be less than 0.80 meter or more than 1.20 meters above the upper surface of the tread, measured vertically to the top of the rail from the leading edge of the tread. f.2 Handrails shall be so designed as to permit continuous sliding of hands on them and shall be provided with a minimum clearance of 38 millimeters from the wall to which they are fastened. f.3 The height of guards shall be measured vertically to the top guard from the leading edge of the tread or from the floor of landings. It shall not be less than 0.80 meter and no more than 1.20 meters. Masonry walls may be used for any portion of the guard.d. RoofingRoofing material that is impervious to water shall be provided.e. Electrical RequirementsThere shall be provided at least one light outlet and one convenience outlet per activity area.f. Firewall (Amended per Board Res. No. 824, Series of 2008)Whenever a dwelling abuts on a property line, a firewall shall be required. The firewall shall be of masonry construction, at least 150 millimeters or 6 inches thick and extend vertically from the lowest portion of the wall adjoining the living units up to a minimum height of 0.30 meter above the highest point of the roof attached to it. The firewall shall also extend horizontally up to a minimum distance of 0.30 meter beyond the outermost edge of the abutting living units. A firewall shall be provided for duplex/single-attached units and at every unit for row houses. No openings whatsoever shall be allowed except when the two abutting spaces of 2 adjacent living units are unenclosed or partially open, e.g. carports, terraces, patios, etc.; instead, a separation wall shall be required.

Non - Residential UseNON-RESIDENTIAL AREAS >25% OF TOTAL AREAe. Cooperative store, and structures for the homeowners association. Any non-residential use of any portion of the property shall be subordinate to the residential use and character of the property. The floor area authorized for non-residential use, whether in the principal dwelling structure or in any accessory building, shall not exceed 25% of the total residential area.f. Open Space Requirements. Portions of the property shall be devoted to open space to provide adequate light, ventilation and fire safety.1) Setbacks from the property line shall be maintained, the minimum of which shall be the following:

Table 11: Minimum Setbacks per Storey2) Distance between buildings shall also be adequately maintained to ensure light and ventilation. In general, the minimum distance between 2 buildings in which the taller buildings does not exceed 2 storeys shall be 4.0 meters. And the minimum horizontal clearance between the two roof eaves shall be 1.50 meters.

Fig. 12: Distance Between 2-Storey BuildingsThe minimum distance between two buildings wherein the taller building has 3 or 4 storeys, shall be 6.0 meters. And the minimum horizontal clearance between the two roof eaves shall be 2.0meters.

Fig. 13: Distance Between 3 - Storey BuildingsThe minimum distance between buildings with more than 4 storeys shall be 10 meters. The minimum horizontal clearance shall be 6.0 meters. Except, however, in cases when the two sides of the buildings facing each other are blank walls, i.e., either there are no openings or only minimal openings for comfort rooms, the minimum distance between the buildings shall be 2.0 meters. And the horizontal clearance between the roof eaves shall be 1.0 meter.

Fig. 14: Distance Between Blank Walls of Two BuildingsOTHER GUIDELINES: Room sizes

Five major elements are responsible for a good interior climate:1. Natural light providing daylight and sunlight2. Thermal mass to balance temperature swings3. Fresh air provided through controlled ventilation4. Thermal insulation to overheating in summer5. Airtight construction. Cross Ventilation As apartments are often relatively small spaces, its important to make sure you have provided adequate ventilation for health and comfort. The recommended ventilation rate for an entire dwelling is between 0.5 ACH and 1.5 ACH (air changes per hour, which is a measure of how many times the air within a room is replaced). Storage Storage outside the apartment should be provided for each unit provides at least the following storage areas for each apartment: 2 sq. m. for a studio, 3 sq. m. for a one bedroom apartment, and an additional 1 sq.m. for extra room. Refuse and Recycling The refuse area can also be integrated into the landscape design of the common gardens and hidden by attractive walls, hedges or plants. Refuse storage should be positioned so that unpleasant smells dont reach the inhabited spaces. The refuse area should provide for waste separation to glass, plastic, paper, metal and organic materials. Building Zones

The ground floor zone is the area that receives the most prominence and interaction between residents and the building. Desirable ground floor design elements that contribute to public areas:Shop windows, cafes and restaurantsGreen spacesArt over blank wallsProtected walkways (from rain and sun).

The centre zone is the majority of the building and contains the actual apartments. it is important to provide a variety of design elements to the centre zone to provide visual relief. These elements can be differently sized balconies, bay windows or setbacks in the faade, as well as a change of facing material, color or texture. Other elements that add interest include sun shutters and small sun canopies. Besides being functional and keeping the elevation visually interesting, Residents can easily identify my place in town.

The roof zone should be set back towards the outline of the centre zone perimeter to provide a decisive cap of the building. A building lacking a roof zone setback can appear unfinished or rough, and seems lost against the city skyline.MEDIUM RISE HOUSING PROJECT/ FACILITYCASE STUDY:

URBAN COMMUNITIES AND MIXED-USED DEVELOPMENTSiena ParkResidences is nestled within a 3.1 hectarepropertyconsisting of 11 modern tropical inspired, 5-storey medium-rise buildings wherein clubhouse and other amenities centrally located.The development adapts moderntropical architectural buildingthat creates a warm setting that adds to the tranquil ambience of the village. Lower ground parking is available in each building.

Artista Place Mid-Rise Residence

6-level Medium Rise BuildingBuilding Features: Landscaped Atriums Single-Loaded Corridors Breezeways Balconies in all units

Unit Features Provision forair-conditioning units Provision forcable TVconnection Provision fortelephone lineconnection Provision forsmoke detectors Provision forwashing machine Inclusions Individualmailboxes with keys located in a centralized mail room / area Individualelectric meters Amenities/ Facility

Arista Place presents areas for socials, interactive and passive activities that will enhance the well-being of its residents.Multi-purpose function rooms, Entertainment, Game room, Fitness gym, Swimming pools, Jogging trails, Basketball court, Indoor badmintoncourt, Thematic gardens with lush landscapes, and Play field areas

HIGH END/ LUXUIRIOUS CONDOMINIUM A luxurious individually-ownedhousing unitin a multi-unitbuilding. The ubiquitous luxury word has been used to describe mass market private homes with designer fittings. The condominium ownerholdssoletitleto theunit, but ownslandandcommon property(elevators, halls, roof, stairs, etc.) Jointly with other unitowners, andsharesthe upkeepexpenseson the common-property with them. Unit ownerpayspropertytaxes only on his or her unit, and maymortgage,rent, orsellit just like any otherpersonal property.

Design Considerations: Location Parking Basement Amenities Spacious units Service Areas Maintenance Elevators / Mechanical Units

Security

GUIDELINES:No. of FloorRequirementsStanding Base Area (sq.m.)Capacity Weight(kgs.)No. of Passengers

1-2Optional

3-414.41,58822

5-6210.43,62853

7-14420.87,256104

Mechanical Equipment and Service AreasGuidelines: Elevator Requirements RestroomFor every floor shall be provided for male or female. Minimum requirement totals to (6) square meters Refuse collection and disposal system shall be provided and shall conform to the provision of the sanitation and local ordinances Water supply, power, sewerage, drainage and communication facilities shall conform to the requirements for commercial condominium and/or National Building Code. Other requirements for building shall be complied with such fire escapes, water tank, chutes etc. as required in National Building CodeDesign Standards and Guidelines for Residential Condominium Projects A. Site Criteria Conformity to Comprehensive Land Use Plan/Zoning Ordinance/National Building Code 1. Residential condominium projects shall preferably be located in areas zoned as or appropriate for residential uses. 2. Condominium projects shall likewise conform to the minimum building requirements, lot occupancy, open spaces, parking and other requirements of the National Building Code of the Philippines and its Implementing Rules and Regulations. B. Planning Consideration 1. Area Planning a. Supplementary and supportive activities to residential use shall be allowed provided that the privacy, order, health and safety of the residents are not jeopardized nor threatened and that the land use plan and/or zoning ordinance of the locality can accommodate such mixture of land uses. b. Open spaces shall be provided within the project site pursuant to the National Building Code of the Philippines and its Implementing Rules and Regulations. These shall include courts, yards, setbacks, light wells, uncovered driveways, access roads, parking spaces, buffer strips, parks and playgrounds. Except as may hereafter be otherwise provided these spaces shall be open from the ground to the sky. The open space shall also be allocated for basic utilities and community facilities or common areas. c. Easements for utilities, such as drainage system, water supply, power lines and communication lines, shall be integrated with land circulation system. d. Building orientation on lot shall take into account proper ventilation, sunlight and land characteristics. e. No development shall be allowed within the 5-meter mandatory easement on both sides of the Marikina Valley Fault Trace and such other fault traces as may be identified by PHIVOLCS. (Approved per Board Res. No. 515, Series of 1992)

2. Site Preservation/Alteration a. Slope - The finished grade shall have a desired slope to allow rainwater to be channeled into street drains. Where cut and fill is necessary an appropriate grade shall be attained to prevent any depression in the area. Grading and ditching shall be executed in a manner that will prevent erosion or flooding of adjoining properties. b. Preservation of Site Assets - Suitable trees with a caliper diameter of 200 millimeters or more, as well as shrubs and desirable ground cover shall be preserved in accordance with the implementing rules and regulations of DENR. Where good quality top soil exists in the site, it shall be banked and shall be preserved for finishing grades of yards, playgrounds, parks and garden area. c. Ground Cover - Grass, shrubs, plants and other landscaping materials used for ground cover shall be of variety appropriate for its intended use and location. They shall be so planted as to allow complete and permanent cover of the area. C. Design parameters 1. Space location - Space allocations shall provide areas for living, dining, kitchen, sleeping, toilet and bath, laundry/ drying area and storage -the minimum sizes of which shall be in accordance with the requirements of the National Building Code of the Philippines and its Implementing Rules and Regulations/referral codes. a. Parks/Playground and/or Other Recreational Areas a.1 Parks/Playground (exclusive of easements, access roads, driveways, parking space) shall be required for: a.1.1 Projects with a gross saleable area of 1.000 square meters: Or a.1.2 Projects with ten (10) or more condominium units. Except when the condominium is part of a subdivision project or a park/playground not more than or 800 meters away and in reaching it, the pedestrian will not be unduly exposed to hazard. a.2 The minimum area for a single park/playground shall be 50 square meters. Increments of 3.00 square meters for every additional family dwelling type in excess of 10 units shall be added. a.3 Parks/playground or other recreational facilities may not be required if the condominium is located not more than or 800 meters from a publicly accessible park/playground/or other recreational facilities. a.4 Parks/playground shall be properly landscaped to accommodate both active and passive activities. a.5 Parks/playground may be accommodated in the yard/s provided such yards are adequate and usable as park. a.6 Other facilities (optional) such as tennis courts, swimming pool, etc. may be integrated with the park/playground. b. Parking Space Requirement b.1 For Residential Condominium Units b.1.1 The parking slot requirement for residential condominium project snail be in accordance with the provisions of the National Building Code of the Philippines. b.1.2 Off-site parking may be allowed in addition to the on-site parking provided that the designated parking area is part of the project and provided further that the required distance shall be in accordance with the National Building Code of the Philippines. b.1.3 Compliance with additional parking spaces as required by local ordinances shall be mandatory. b.2 For Commercial Condominium Units b.2.1 The minimum parking slot requirement shall be in accordance with the provisions of the National Building Code of the Philippines. b.2.2 Off-site parking may be allowed in addition to the on-site parking provided that the designated parking area is part of the project or the project is within the commercial subdivision where common parking area is part of the approved subdivision plan and provided further that parking arrangements are explicitly indicated in the contract of sale of property to be developed. Off-site parking shall not be located 200 meters away from condominium project. c. Access Roads Roads shall serve every building, parking space, park/playground and service points (e.g. garbage collection points). Minimum roads or right-of-way shall be 8 meters, 6 meters thereof shall be the carriageway and the remaining 2 meters shall be developed as sidewalk/planting strip. Path walks shall be provided for pedestrian circulation with a minimum width of 1.2 meters. Construction of roads, sidewalk and path walks, shall be in accordance with the standards of residential subdivision. Space for turnaround at dead end shall be provided. Direct vehicular access to the property shall be provided by public street or alley. An independent means of access shall be provided to each dwelling, or group of dwellings in a single plot. Without trespassing adjoining properties. Utilities and service facilities -must be independent for each dwelling unit. An independent means of access to each living unit shall be provided without passing through any yard of a living unit or any other yard. c.1 Hierarchy of Roads - For horizontal condominium projects, the hierarchy of roads shall be the same as the minimum design standard requirements for subdivision projects. c.2 Pavement - All roads (major, minor, motorcourt) for both residential and commercial condominium projects shall be paved with concrete/asphalt. d. Basic Facilities and Services d.1 Service Area (Laundry/Drying Area) Adequate laundry and drying areas shall be provided. Where such services areas are held in common, they shall have suitable outdoor locations, fenced or screened and kept away from living rooms, entrance or front yards. d.2 Water supply, power, sewerage and drainage utilities shall conform to the requirements of a subdivision. d.2.1 Reservoir/Water Tank For multi-storey buildings. If the height of the building requires water pressure in excess of that in the main water line, a water tank shall be provided. Tank shall also be required if the peak drawn should reduce the pressure on the highest usable floor to less than 0.06 Mpa the minimum pressure required for satisfactory operation of fixtures, particularly those with flush valves. d.2.2 Capacity -20% Average Daily Demand plus fire reserve d.3 Mechanical Equipment and Service Areas d.3.1 Provision of elevators shall conform to the plans and specifications of the duly licensed architect/engineer who shall determine the requirement for elevators including the number of cars, capacity, safety features and standards, elevator type, speed and location in relation to the over-all design and use of the building; the design architect/engineer shall certify under oath that all the components thereof are in accordance with the National Building Code of the Philippines, the Accessibility Law and national industry standards and other pertinent laws. d.3.2 Compliance to the provisions of the Fire Code of the Philippines, shall be mandatory d.4 Refuse Collection/Disposal - Centralized garbage depository area and efficient refuse collection and disposal services shall be provided whether independently or in conjunction with the city or municipality garbage collection and disposal services. It shall conform to the provisions of the Sanitation Code of the Philippines and its Implementing Rules and Regulations/pertinent referral codes. 2. Floor Area Requirements a. Single-Occupancy Unit Single occupancy units shall have a minimum floor area of 18 square meters, however, a net floor area of 12 square meters may be allowed provided that: a.1 These are intended for students/employees/workers and provided further that the condominium project to which these will be integrated is within highly urbanized areas. a.2 The same shall be provided with common basic facilities such as laundry/drying area and support amenities such as visitor's lounge and dining area. a.3 Said facilities/support amenities including all other measures that will ensure compliance with the intended use of the unit shall be explicitly indicated in the master deed/ contract to sell. b. Family Dwelling Unit The minimum floor area of family condominium units shall be 36 square meters and 22 square meters for open market and medium cost condominium project respectively. HIGH END/ LUXUIRIOUS CONDOMINIUMCASE STUDY:BRISTOL AT PARKWAY PLACEThe premier CBDs unique residential icon. Located in one of the most stylishly upscale neighborhoods south of metropolis, Bristol exemplifies just how charmingmodern lifecan be. Its unmatched central location illuminates the trend in contemporary, high-rise living.ThePrestigiousCorner Address Majestically punctuating the corner ofCorporateand Parkway Avenues,morepopularly known as the Millionaires Row, Bristol essentially becomes the prestigious corner address for the privileged few.

Living at Bristol places you within easy reach of everything you need.Business, Top local and multi-national companies made Filinvest City theirhomefor its world-class facilities, possibilities and promise. Leisure,PalmsCountry Club, providing you access to a world of play and recreation available only to a limited few. Shopping, Festival SupermallsRiver Park, Schools like De La Salle Zobel, Paref Woodrose School, Paref Southridge School, FEU Alabang and San BedaCollege Alabang are within easy reach.Hospitalsand other essential servicesUNIT FLOOR PLANS

AMENITIESParkway Placeis an exclusive residential complex. It has its own private gate with a circular drive and an impressive water feature providing for that grand entrance requisite. ZEN-INSPIREDamenitiesa Swimming poolb Kiddie poolc Landscapedpool deckd Tree courtyarde Function roomf Fitness centerg Childrens gym playh Elegantwater featurei Grand receptionj Private circular drivewayk Meditative yoga deckl Librarym Entertainment centerThe Library / Study Hall Function Room is an ideal venue. Entertainment / Media Room. the Meditation Yoga Deck A plush landscaped al-frescoretailstripSAFETYDETAILS 24-hour security center Standby generatorfor common areas Emergency powerat selected outlets and lights Automatic smoke and heatdetection system Automatic firesprinkler system Pressurized fire exit stairs Dry standpipe for fire department connections Fire storage tank and firepump system

MIXED USE OFFICE AND COMMERCIAL BUILDINGMixed use development defines as Development that integrates two or more land uses, such as residential, commercial, and office, with a strong pedestrian orientation. They include good pedestrian orientation and connectivity, the accommodation of all modes of travel, the inclusion of residential development in the mix, and the physical and functional integration of uses through careful site layout and the design of buildings and streets. These qualities distinguish mixed use from multi-use developments which may locate different uses in proximity to one another, but which do not provide viable pedestrian connections, or coherent layout and design, and rely primarily on automobiles to get between uses. Mixed use can be developed in a variety of ways, either horizontally in multiple buildings, or vertically in the same building, or through a combination of the two.

Design Criteria. In order to receive design approval for a commercial center pursuant to, the decision-making authority shall find that all of the following criteria have been met.1. Integrated Theme. Buildings and structures will exhibit an integrated architectural theme that includes complementary materials, colors, and design details. The site will exhibit a unified theme that includes landscaping, amenities, signage, and lighting.2. Character Area Design Theme. A commercial center located within a planning sub-area, such as Desert Uplands, Mesa Gateway, Citrus Sub-Area, Downtown, or any other designated sub-area, shall be consistent with any City design policy adopted for such sub-area. Building design addresses any specific design theme that exists within an identified character area.3. Site Entrance. Community-scale commercial developments (10 acres or larger) are developed with at least 1 major driveway entrance feature that provides an organizing element to the site design. Major driveway entrance features, such as a landscaped entry corridor or a divided median drive separated by a landscaped center dividing island, are included.4. Building Entrances. Building entrances to anchor tenants and other large stores are prominent, shaded, and inviting. The architectural details of building entrances are integrated with the overall building design in terms of materials, scale, proportion, and design elements. Architectural and site detailing at entrances are appropriately scaled for people. Visual clues are provided in the landscape to show people the location of the entrance.5. All Side Architecture. Architectural detailing on facades may vary depending on visibility and orientation. However, all facades shall include an appropriate level of design detail or theme. Architectural details shall be integrated into the form and massing of the building; and shall avoid details that appear artificial or incongruous to the design.. Light and shadow are used to provide visual interest. Faade detailing is appropriate to solar orientation.6. Pad Developments. Freestanding pad developments, if included in the development, are integrated into the site design in terms of parking lot layout, on-site vehicular and pedestrian circulation routes, landscaping, and building design. Internal cross access is provided between pad developments and the surrounding commercial center. Building scale, materials, colors, and design details are complementary to the surrounding center.7. Drive-Through Facilities. Drive-through lanes for restaurants, banks, pharmacies, and other uses, where included, are integrated with the overall site layout in such a way as to provide safe, efficient vehicular and pedestrianCommercial Center Mixed Use Zone District

This district is intended to accommodate development of commercial centers as described in 7.2.201 of the Zoning Code. Commercial centers are activity centers that may vary in size and service area. They can serve several neighborhoods within a surrounding residential area with a mix of retail, office, service, civic and attachedresidential uses, or they can accommodate large retail establishments and serve a number of residential areas and neighborhoods over a significant portion of the City.

Small commercial centers range between ten (10) and thirty (30) acres in size. They are typically anchored by a grocery store, with supporting establishments including, but not limited to, variety, drug and hardware stores, and establishments such as medical offices, beauty shops and restaurants. Secondary uses include other supporting, neighborhood-oriented uses such asschools, small offices, day care, parks and civic facilities, as well as residential uses.The integration of residential uses helps to assure extended hours of activity within the district and support a mix of uses.

The district balances automobile access from arterial streets with transit orientation, pedestrian and bicycle access and circulation, and provides good transitions and connectivity with the surrounding neighborhoods.

Large commercial centers are typically greater than thirty (30) acres in size and include a mix of commercial with supporting office, service, medical, residentialand civic uses. Uses generally include large-scale retail uses that provide major durable goods shopping, restaurants and services to multiple residential areas. Avariety of integrated uses should be provided, including concentrated office, research and development, institutional ,and civic uses. Supporting uses include residential, service, entertainment, eating and drinking establishments, and medical uses. Activities and uses should be concentrated and mixed in order to create more diversity and synergy between uses, combine destinations, support more effective transit service, and provide viable pedestrian and bicycle access and circulation. Mobility choices should be integrated by providing transit, pedestrianand bicycle connectivity within the center as well as to adjoining areas.

Regional / Employment Center Mixed Use Zone DistrictThis district is intended to accommodate development of regional/employment centers as described in 7.2.201 of the Zoning Code. The regional/employment district is for large, intensive activity centers that combine the uses of commercial centers and employment centers and serve the city and region as a whole. The MU-R/EC district should be utilized for significant and mutually supportive combinations of commercial and employment activities. Because of their size, both sets of activities function as regional centers in terms of market for retail and employment opportunities. Higher density residential use is also a critical component of a regional/employment center in order to assure extended hours of activity within the district and provide support for a mix of uses. Uses should include a mix of commercial and employment uses integrated in a single, mutually supportive regional destination. These uses may range from regional mall anchor stores, government offices, and corporate headquarters to specialty retail and higher density housing. They may also include research and development uses, major service and office center complexes, and major educational facilities, as well as warehousing and industrial uses. Supporting uses may include restaurants, hotels, entertainment, childcare, civic activities, business services, lodging for business travelers, and multifamily residential uses if part of an overall planned development.As with the large commercial centers, activities and uses should be concentrated and mixed in order to create more diversity and synergy among uses, combine destinations, support more effective transit service, and provide viable pedestrian and bicycle access and circulation. Mobility choices should be integrated by providing transit, pedestrian and bicycle connectivity within the center as well as to adjoining areas.Required Mix of UsesTo ensure a balance between housing, retail, office, and other commercial development within the MU zone districts, the following standards shall apply:

The following table list the dimensional standards for the Mixed Use zone districts. These standards include the minimum and maximum district size, minimum lot area maximum building height and applicable build to lines. Other dimensional standards that apply to landscaping, parking, signs, fences, lighting and preservation areas in the Mixed Use zone districts are listed in Article 4 Zoning code.

Guidelines:1. An enhanced drive aisle should be used to frame block frontages that consist entirely of surface parking areas.2. For blocks that contain non-residential uses, midblock through-alleys are encouraged to enable secondary vehicle access.3. A block is defined as a tract of land bounded by streets, or a combination of streets and public parks, cemeteries, railroad right of way, shorelines of waterways, or boundary lines of municipalities.All buildings shall have at least one building entrance oriented toward an abutting internal or perimeter street with on-street parking, or toward an on-site pedestrian walkway connected to a public sidewalk1. The primary public entry to the building should be visually obvious and emphasized through the use of such architectural treatments as differing colors or materials, arches or arcades.2. A building adjacent to on-street parking should have an entry on that side.3. A building adjacent to an internal street or perimeter street with a sidewalk should have an entry on that side.4. Other building entrances may face other streets, off-street parking areas, or loading areas.5. Building entrances should provide shade from the sun and weather protection for pedestrians. This may involve overhangs that are at least 48 inches deep, arcades, roofs, porches, alcoves, porticos, awnings, or any combination of these features. (Figure IV.7).

6. When a building has frontage on more than one street, it should have an entrance on each frontage;7. When a building is located on the corner of a block, it should havean entry at the corresponding corner of the structure.

1. Any large-format building should incorporate either an on-site amenity (e.g., a plaza or public art installation), a visually interesting architectural feature (e.g., a fountain or clock tower), or some other similarly visually interesting feature or building element.2. A large-format building should be located at approximately the mid-block at the street terminus point.3. A wrap of smaller-scale retail, service, or other commercial uses around at least one side of thelarge-format buildings ground floor exterior is encouraged.All new development shall provide pedestrian and bicycle systems that provide continuous connections with off-site destinations according to the following standards:1. Safe and convenient bicycle and pedestrian access from the development site shall be provided to existing and designated public bike paths or greenways located on or adjacent to the development site.2. Connections shall be made to provide direct pedestrian and bicycle travel from within the development to adjacent uses, transit stops, perimeter sidewalks, and to major pedestrian destinations located within an adjacent neighborhood. Pedestrian access shall be provided by connection to any sidewalks or walkways on adjacent properties that extend to the boundaries shared with the development site (Figure IV.22). In order to provide efficient pedestrian connections to adjacent destinations, the City may require additional sidewalks, walkways, or bike paths not associated with a street, or the extension of a sidewalk from the end of a cul-de-sac to another street or walkway.3. Where a MU zone district is located adjacent to a signalized street intersection, a pedestrian walkway shall connect the on-site pedestrian system with the intersection and shall be connected at a distance of no more than two hundred (200) feet from the intersection. The Planning Director may grant an exception where there are no existing or planned perimeter sidewalks.4. Connections from a perimeter public sidewalk system to the on-site sidewalks shall be made at the same block length interval as exists within the development site.Connections to On-Site Parking1. All developments served by on-site parking in surface lots or parking structures shall provide either a sidewalk along the perimeter of the block or a designated pedestrian walkways through the parking lot, extending from the rows of parking furthest from the building served to either a building entrance or to a sidewalk or walkway leading to such entrance (Figure IV.25). A minimum of one (1) connecting walkway or sidewalk shall be provided for every four hundred (400) lineal feet of vehicle parking area.

2. Where an internal block face exists or is proposed greater than four hundred feet (400), a pedestrian walkway shall be included through the parking lot, separate from streets, such that the four hundred foot (400) minimum distance between walkways is achieved. Alternative compliance may be allowed as described in 7.3.708(C).3. Where an enhanced drive aisle forms the perimeter of a block, sidewalks shall be provided on both sides of the drive aisle On-Site Amenities 1. Patios, plazas, mini-parks, squares and greens should be proportionate in size to the development. Small-scale amenities are appropriate for small developments, and large-scale amenities are appropriate for large developments.2. Temporary storm water detention ponds should not be regarded as a water feature.3. In order to serve as a focal point, a feature should be visible and easily recognizable as an area that encourages outdoor assembly. It may be framed by a view corridor, be placed on a high point, or be visually related to a multi-use trial or other walkway.4. Pedestrian amenities for patios and plazas, and for landscaped mini-parks, squares or greens may include seating. lighting, special paving, planting, food and flower vendors and artwork.5. Special recreational features should be urban in character, proportionately sized, and not pose a safety hazard to users and visitors.Providing good public visibility of on-site outdoor amenities shall enhance the security of pedestrians (Figure IV.38). Accordingly, when a building will be adjacent to a pedestrian plaza, patio, mini-park, square or green as provided under this part, the building wall facing such outdoor amenity shall contain at least one (1) of the following elements: A building entry; Windows facing onto the outdoor amenity; Arcades along the edges of the outdoor amenity (Figure IV.37); Outdoor seating areas; or A similar feature that the Planning Director findswill bolster security and encourage pedestrian use of the outdoor amenity.

MIXED USE OFFICE AND COMMERCIAL BUILDINGCASE STUDY:CALIFORNIA PUBLIC EMPLOYEES' RETIREMENT SYSTEM (CALPERS) HEADQUARTERS COMPLEX

The California Public Employees' Retirement System (CalPERS) Headquarters Complex is a mixed-use development integrating corporate office space, retail space and below-grade parking. The site comprises two contiguous blocks located in Sacramento's downtown adjacent to their existing headquarters.The Complex is composed of 2 U-shaped buildings of 4 and 6 floors that form a public courtyard. The structures are linked by exterior walkways and bisected by a public plaza and a mews for pedestrians and vehicles. A grand trellis-covered veranda embraces a 6-story sculptured glass Entry Pavilion, the Complex's iconic centerpiece and its new main entry. The Complex's design is cohesive and integrated in its architecture and high-quality work environment. The building's fenestration is modulated in response to sun orientation, internal program and neighborhood adjacencies. A central courtyard offers a sheltered urban oasis, while a dramatic multi-story glass atrium floods the core of the west building with daylight. A six-story entry pavilion serves as an iconic centerpiece of the campus and signals CalPERS new main entrance. Its tree-like shape was inspired by the idea that Sacramento has histo rically been called "The City of Trees."The Complex's central courtyard offers a sheltered urban oasis, while a dramatic multi-story glass atrium floods the core of the west building with daylight. A series of canopies and trellises blends interior with exterior space. Multiple outdoor terraces distributed throughout the complex offer occupants easy direct access to sunlight, fresh air, and lush planting.

Having a LEED professional as a fully integrated and active member of the design team at the onset of the project allowed the design team to achieve the client's sustainable design goals by evaluating sustainable technologies and materials and making appropriate decisions from the very beginning. It also ensured that LEED documentation was prepared during construction. The design provided invaluable insight and advice, in particular with regards to long-term building maintenance and management.PARKING DESIGN FACILITY

Adequate parking should be provided adjacent to all new development to ensure that vehicles are not parked on the carriageway of a road where they may impede traffic flow and constitute a safety hazard.Parking requirements for developments are given according to their particular function and are classified into the following types:(a.) Residential(b.) Commercial(c.) Industrial, Recreational, Service IndustryProvision for car, coach, taxi, pedal cycle and lorry parking should be considered at an early stage in the design process so that a balanced distribution of spaces can be conveniently sited according to the use and trip destination.The factors which can affect the required level of parking provision within each of the above groups are as follows:a. Car ownership levelsb. Competing centersc. Local conditions governed by Development Plansd. Requirement for future provision demand. Dimension and ManeuverabilityThe size of the standard car is approximately 4.75 m x 1.8 m. Allowing suitable clearances all round and for the opening of doors, the standard design module for right angled car parking bays should be 4.8 m x 2.5 m where a maneuvering width of 5.5 m is available. In areas where turnover is low such as staff parking and office developments etc. it may be possible to reduce this to an absolute minimum of 4.8 m x 2.4 m Parallel parking bays should be 2.4 m wide and 5.5 m long where the bays are internal or constrained by physical means. Free access to an end space will permit the bay length to be reduced in 5 m. an internal minimum dimension of 5.5 m by 3 m is recommended in order to encourage use of the garage for parking.

On Road Parking:On road parking ays require to be clearly marked and can be provided in any of the following forms:End on ParkingParallel ParkingAngled parking- on one way road only or central reserve

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PARKING DESIGN FACILITYCASE STUDY:VERANDA CAR PARKThedesign teamthat was especially put together by Paul de Ruiter for this project, decided to locate a large proportion of theparkingspaces underground. The Veranda car park is now organized around a void of nine levels: four parking levels underground and four parking levels above ground. The ground floor accommodates shops and places to eat and drink.

The floor plan of the car park building is trapezium-shaped with rounded corners and the superstructure isoffsetat an angle to the substructure. As a result, a sense of continuous circling movement is generated upwards and downwards around the large open area in the middle of the building.The layout of the car park is both simple and efficient. From sloping runways in the middle of the trapezium-shaped floor plan, cars move in aspiralupwards or downwards around the centre. Thecar parkingspace is arranged both along the outer walls and beside the central open area and the sloping runway. Alongside the slow, straight ascending or descending route that you naturally follow when looking for a parking space, there is also a fast circular route for exiting from the four parking levels above ground. The parking levels are accessible to pedestrians via aglasspanoramic lift that ascends from the void in the central open area.

The primary function of the central open area, measuring 16 x 22 metres, is to allow more light and air to penetrate into the car park, to improve the ambience of the underground levels and ensure that these are not inferior to the levels above ground. The permeation of light is reinforced by the white ceilings, floors, walls and the pillars of the void and the light artwork that is incorporated into it. Even underground, visitors can find their bearings, because they can see the sky and retain a link with the outer world. The siting of circular routes running upwards and downwards around the central open area means that visitors can always see where the cars and people are.

An unusual construction method was used to build the underground parking levels; the walls-roof method. This method does not start with the standard full-depth excavation, where the structure is built up from the base, but reverses the construction procedure. Excavation first takes place to the depth of the first parking level, and the first basement floor is laid here. This floor is used to support the sheet piling foundations on all sides. After that, the ground under the floor is excavated and the subsequent floor is laid, progressing downwards step by step. The removal of soil takes place through the opening in the floors, the void.PUBLIC TRANSPORTATION TERMINAL/ STATION DESIGN/ FACILITYA terminal may be defined as any facility wherepassengers and freightareassembled or dispersed. Both cannottravelindividually, but inbatches. Passengers have to go to bus terminals and airports first, where they are "assembled" in busloads or planeloads to reach their final destinations where they are dispersed. Terminals may bepoints of interchangewithin the same modal system and whichinsurea continuity of the flows. This is particularly the case for modern air and port operations with hubs connecting parts of the network. Terminals, however, are also very importantpoints of transfer between modes. Buses andcarsdeliver people to airports, trucks haul freight to rail terminals, and rail brings freight to docks for loading on ships.

GUIDELINES:4.1Franchised Bus Facilities

General

4.1.1In terms of capacity per passenger car unit, franchised buses are the most efficient mode of road transport. Franchised bus services will continue to be a major passenger carrier and will play an important role in providing passengers with choices, particularly in feeding passengers to the railways and providing service to areas not accessible by railways.

4.1.2In general, every bus route requires two terminal points which fall into three basic categories, namely :(a)A service terminal point which is a simple turning only facility that gives access to a stacking area that may be in the form of an off-street lay-by for operation of 1 or 2 routes;

(b)A bus terminus which includes bus turning, stacking and passenger waiting facilities and accommodates a number of bus routes; and

(c)A public transport interchange which includes provision for buses, minibuses, taxis, kiss-and-ride and possibly park-and-ride facilities and a rail station.

4.1.3For operational efficiency and passenger convenience and safety, all bus termini and public transport interchanges should be located off-street as far as possible. However, in some circumstances a service terminal point may be temporarily located on-street, provided it does not obstruct vehicular and pedestrian circulation and other essential kerbside activities.

4.1.4The land requirement for a bus terminus or public transport interchange is determined by several factors which include the number of routes served and their peak frequency, volume of waiting passengers, spaces for bus stacking during off-peak/meal break periods, the mix of terminating and passing services, overtaking and internal vehicle and passenger circulation.

Standards for Service Terminal Points

4.1.5Service terminal points are usually provided where 1 or 2 bus routes are terminated and where the number of departure bays is unlikely to exceed four. A regulator's kiosk will be required at such terminal point.

Standards for Bus Termini

4.1.6Bus termini are usually provided in large residential developments and in localised commercial or industrial areas. Normally, a minimum of 4 departure bays are provided for operation of services and stacking of buses during off-peak/meal break periods. One of these bays should be sufficiently wide to permit overtaking a stationary vehicle. A regulator's kiosk and the other ancillary provisions would be required.

4.1.7If bus-bus interchange is to be pursued at the bus termini, additional bays would be needed.

Locational Factors

4.1.8Bus terminal facilities should be centrally located so as to be conveniently accessible on foot to residential, commercial and industrial activities. Access to the existing and proposed road system should be convenient and the ingress and egress points so located as not to cause conflict with traffic circulation on the adjacent road system and to facilitate satisfactory internal circulation.

4.1.9Where they form part of a public transport interchange, access would be physically separated but walking distances between modes should be minimal.

4.1.10Bus terminal facilities may be located in multi-storey developments, preferably on the ground floor. As they have potential to cause air pollution and noise impacts on nearby sensitive uses, they should be so sited or designed as to minimise such impacts.

Standards for Bus Bays

4.1.11Bus bays are provided to enable buses to stop for boarding/alighting passengers without obstructing other traffic.

4.1.12The provision of bus bays should be considered on rural roads, feeder roads, primary distributor roads and 2-lane, 2-directional single carriageway district and local distributor roads. Where bus bays are required, the carriageway width in Tables 1 and 4 should be increased by 3.25m. The length of bay for operation of one bus route would normally be 40m.

Locational Factors

4.1.13Bus bays are located at bus stops. The location of bus stops are determined by bus passenger demand and a need to minimise access time and maximise a potential catchment area. They are normally located 400m apart in urban areas. In rural areas a longer spacing may be acceptable.

4.1.14Detailed guidance on the location and design of bus stops, bus bays and termini is provided in Chapter 2 of the TPDM Volume 9.

Standards for Bus Depots

4.1.15Bus depots are provided in accordance withSection19 of the Public Bus Services Ordinance on a regional basis to facilitate the construction, repair and maintenance of buses and their parking when not in operation. The land requirement would be dependent on the size of fleet to be serviced. Because of the need to provide ramps and circulation areas, and the ramps must not have gradients exceeding 1 in 10, the preferred dimension for a multi-storey depot is that its width should be at least 80m; its length would depend on the number of buses to be serviced. Taking into account the dead space occupied by the ramps and circulation areas, the minimum size for a reasonably efficient multi-storey depot of regular shape is 8000m2to 10000m2. Guidance on location and planning of bus depots is provided in Chapter 2 of the TPDM Volume 9.

Locational Factors

4.1.16Bus depots should be on level terrain with suitable vehicular access to the road system and centrally located in relation to bus terminal facilities to enable dead mileage to be minimised.

4.1.17The siting of bus depots should take into account the environmental intrusion due to 24-hour operation of maintenance and repair activity and noise nuisance caused by buses travelling to and from the bus depot at late night and early morning.

4.2Franchised Bus Facilities

General

4.2.1A policy of containment of public light bus operations restricts the extension of public light bus activity into new towns, limited access roads and areas where the nature of their operations could present traffic problems. The policy also encourages the gradual conversion of red minibuses into the regulated green minibuses.

4.2.2Green minibus routes are normally introduced in areas where a public transport demand exists but is insufficient to financially sustain the operation of higher capacity modes of public transport. Also physical accessibility constraints or a demand for more frequent service makes minibus operation more attractive. Green minibuses could also be used to provide feeder services to railway stations.

Standards

4.2.3Minibus termini should preferably be located off-street in close proximity to existing or future centres of demand. If possible, they should be incorporated into public transport interchanges. On average a 3-bay terminus with each bay accommodating 3 vehicles should be adequate. The minimum land requirement is about 800m2.

4.2.4Where off-street space is not available, on-street termini may be provided but they should preferably be physically segregated from other traffic in lay-bys with specific entry and exit points. The lay-bys should have a minimum length of 21m and should preferably be 6m wide to enable a stationary vehicle being overtaken within the lay-by and fire service vehicles to operate within the lay-by in an emergency.

4.2.5Where on-street lay-bys are proposed, the carriageway widths should be increased as appropriate along the length of roadway where the lay-by is proposed.

Locational Factors

4.2.6Minibus termini should preferably be provided off-street. When on-street termini are to be provided, they should be located in side streets to avoid causing congestion on the main roads.

4.2.7When green minibus termini are provided for interchange with other forms of public transport such as rail or ferry, their location should not affect the operation of franchised bus services. Specific provision for red minibuses should not normally be made at such locations. However, where franchised bus, green and red minibus termini are located in close proximity, they must be physically separated.

4.3Taxi Stands

Standards

4.3.1Single or dual-bay taxi stands should be provided off-street at centres of heavy demand, preferably within large developments or public transport interchanges. Adequate covered provision should be available for queuing passengers.

4.3.2About 500m2would be required for a single bay stand holding up to 5 vehicles and inclusive of access and turnaround area. Double bays should be considered wherever feasible to facilitate passing through of taxis as required. The number of bays would depend on the scale and types of developments in the vicinity.

4.3.3Outside of public or private developments, on-street single-bay taxi stands are acceptable if located on side streets where they would not obstruct traffic circulation. Preferably, they should be located within lay-bys with convenient access to entrances of developments.

4.3.4Shelters should be provided for queuing passengers where necessary and as far as possible to protect passengers from inclement weather.

4.3.5Additional openings should be provided at the railings of taxi stands located at popular places to facilitate multiple boarding.

4.3.6In places where loading of luggage is common and space is not a problem, saw-tooth layout should be considered.

4.3.7Dropped kerbs at taxi stands should be provided to facilitate wheel-chair users.

Locational Factors

4.3.8Taxi stands should be provided at ferry terminals, rail stations, major public transport interchanges, the airport, hospital, cultural,entertainmentor retail centres, and in large housing developments and locations in proximity to cross harbour tunnels and cross-boundary points.

4.3.9They should be located at convenient access to entrances of nearby developments, near pedestrianised areas, or at pedestrian desire lines but should avoid queuing vehicles obstructing other traffic.

4.3.10At locations like the airport where heavy demand is anticipated, adequate area should be provided for stacking of taxis and provision of ancillary facilities such as toilets for taxi drivers.

4.3.11On-street locations in business and commercial districts should be in close proximity to centres of demand.

4.4Ferry Terminals

Standards

4.4.1A ferry terminal is the point of embarkation or disembarkation on a particular ferry route. Its size and design are related to the number of routes served, the type of vessels use, the frequency of service, the nature (passengers/freight or vehicles) and volume of patronage.

4.4.2Facilities within a passenger ferry terminal should include segregated waiting areas for each deck on the pier and each route where applicable, passenger queuing areas, ticket offices (with storage areas for computers or electronic passenger display equipment, etc.), turnstiles, staff rooms and public toilets. Consideration should also be given for passengers with disabilities, refuse collection point, as well as freight transport. Works and maintenance areas should also be provided, where necessary.

4.4.3Normally, the waiting area is designed to accommodate 1.5 boatloads of passengers (assuming 500-1500 passengers per boat, depending on vessel types) at a minimum provision of 0.65m2of waiting area per person. Due consideration should also be given to the passenger volume at weekends and public holidays, in particular for the outlying island services.

4.4.4As interchange with other modes of land transport will normally be provided, terminals should be designed to avoid conflicting pedestrian and vehicular movements.

4.4.5For vehicular ferry piers adequate vehicle waiting areas segregated from other traffic will need to be provided.

Locational Factors

4.4.6Ferry terminals should be located in proximity to residential, commercial or industrial developments which generate potential passenger movements.

4.4.7Adequate interchange facilities with other types of public transport such as franchised buses, green minibuses, and taxis should be available within or adjacent to the ferry terminal. For piers designated for outlying island services, adequate general loading and unloading facilities should also be provided outside the piers. Dropped kerbs should be provided at loading and unloading points for goods vehicles and to cater for the need of passengers with disabilities.

4.4.8The surrounding road network should have sufficient capacity for the anticipated volume of vehicular traffic generated, particularly in respect of vehicular ferries, and should have adequate footway and crossing facilities for pedestrian movements. With regard to the latter, provision of covered walkways linking adjacent areas to the ferry pier and grade-separated facilities should be provided as far as possible. Provision of travellators should be considered where justified.

4.4.9Piers should be sited taking into account various factors such as exposure to wind, water currents, wave height and swell, depth of water, presence of any underwater utilities and the draft of vessels using the piers. They should be so sited as to avoid any conflict with sewage or drainage outfall and other marine activity, and to enable the proper disposal of waste and wastewater arising from the operation of the terminals.

4.5Public Transport Interchanges

General

4.5.1In pursuing the government's objective of enhancing inter-modal co-ordination and having railway as the backbone of passenger transport, in the planning of new major land-use or transport developments the opportunity should be taken to plan for a network of high standard public transport interchanges. Public transport interchanges should be conveniently located and as far as possible provide a comfortable environment in order to encourage public transport ridership.

4.5.2Major public transport interchanges should facilitate bus-bus or multi-modal interchange. They should normally be located at or near a mass rail carrier station. Accessibility will be the key to the planning and design of such public transport interchanges.

Standards

4.5.3The design requirements for public transport interchanges can generally be grouped into four categories:(a)Layout design: such as number and size of bays and platforms for various modes, stacking space, swept path, space for operators' and other public transport interchange facilities, ingress/egress arrangement, headroom, pedestrian walkway, stair, lift and escalator provision etc. In planning for future public transport interchanges, the saw-tooth layouts which would provide the best environment to passengers and the most efficient use of bus bays and layover facilities should be pursued as far as possible, depending on site configuration or constraints. In general, the following guidelines can be adopted :

[ Table Summary ]Types of PublicTransport InterchangesApplication to Sites

Traditional parallel baysA small site with only a limited number of bays(e.g. 3 - 4)

Peripheral saw-tooth bus bay,central stacking(i)A site of minimum width of 60m. Otherwise, there will not be enough space for buses to maneuver.

(ii)Major pedestrian generator would be at the same level. An example is Tsing Yi where both MTR passengers and other passengers would be at podium or footbridge level. Another example is Mei Foo.

(iii)Any development above can be supported by large column spacing.

Central island passenger platform(i)A site of minimum width of 60m.

(ii)Major pedestrian generator at a different level. An example is Tsuen Wan where very few passengers access the public interchanges at the same level.

For major interchanges along the railway line, it is preferable to have them integrated into the concourse of the railway stations or otherwise direct and convenient linkages should be provided.

(b)Environment considerations: such as lighting, ventilation, noise protection, etc. To provide better waiting environment, it is recommended that where possible for new public transport interchanges particularly those facilitating multi-modal interchanges, consideration should be given to air-condition the waiting areas depending on need. The illumination, noise level and other environmental effects arising therefrom should meet the requirements stipulated by Highways Department, Electrical and Mechanical Services Department, Environmental Protection Department and other relevant departments. Reference should also be made to EPD's Practice Note for Professional Persons for control of air pollution in semi-confined public transport interchange (ProPECC PN 1/98).

(c)Passenger and operators' facilities and security and safety installations: such as queue railing, toilets, seating facilities, ticket machine, public telephones, fire-fighting equipment, CCTV, regulators' office, etc. Subject to availability of space, it is recommended that these essential facilities should be provided at the public transport interchanges.

(d)Passenger information facilities: such as passenger information centre/kiosk, direction signs, route/destination display, departure time indicator, etc. To enhance passengers to transfer between modes, an efficient message display and directional signs or public announcement system which help channelise passengers to their required destinations should be provided.

4.5.4Normally, a public transport interchange will comprise not less than 8 departure bays for operation of different public transport services. For public transport interchanges with parallel bays, two of the bays should be sufficiently wide enough to permit overtaking of a stationary vehicle. The actual size of the public transport interchange should be determined by the Transport Department.

4.5.5Detailed guidelines for provision of public transport interchanges are given in Chapter 8 in the TPDM Volume 9.

Location Factors

4.5.6Public transport interchanges are usually provided in town centres or other regional focal points where passengers interchange between services and modes. Preferably interchange between rail and other transport modes should be at the same level. However, if interchange between modes have to be at different levels, escalators and/or lifts should be provided for the convenience and efficiency of interchange passengers.

4.6Cross-boundary Coach Termini/Stops

General

4.6.1Cross-boundary coach is one of the most popular cross-boundary transport services in Hong Kong. Termini/stops for cross-boundary coach should be planned at suitable locations to meet the growth of future demand. The proposed cross-boundary coach termini/stops should take into account the existing facilities nearby (e.g. considering possible alternatives such as upgrading the existing facilities) with a view to raising the standards of existing facilities.

4.6.2As cross-boundary travelers usually carry luggage which could be bulky, attention should be paid in the planning of cross-boundary coach termini/stops to cater for their needs, including easily accessible locations, convenient modal change, and provision of dedicated loading/unloading bay(s) and essential ancillary facilities.

Standards

4.6.3Cross-boundary coach termini/stops should preferably be provided off-street and in public transport interchanges. Particular attention shall be paid to the internal design of a cross-boundary coach terminus/stop located in public transport interchange/public transport terminus. Adequate space should be planned for the provision of essential ancillary facilities including dedicated loading/unloading bay(s), segregation of inbound and outbound pedestrian traffic, pedestrian connection facilities, waiting/seating area, ticketing office/booth, coach information facilities, roof cover, toilets, etc. as far as possible with sufficient ventilation and lighting. The scale of these facilities should be subject to site conditions and operational needs whereas the design should be user-friendly.

4.6.4Where off-street location is not available, on-street termini/stops could be considered provided that the locations (a) are safe; (b) facilitate operation without causing adverse impact on local traffic; and (c) have sufficient sheltered waiting and queuing space for cross-boundary passengers as far as site conditions allow. The other essential ancillary facilities mentioned in paragraph 4.6.3 above should be provided as far as possible, taking account of space constraint and operational needs.

4.6.5Due consideration should be given to the design and provision of user-friendly pedestrian facilities which facilitates good connection of the cross-boundary termini/stops with the surrounding developments or other public transport facilities nearby.

4.6.6TPDM which provides the relevant provision guidelines and requirements should be referred to when designing a cross-boundary coach terminus/stop, including its size and scale.

Locational Factors

4.6.7The cross-boundary coach termini/stops should preferably be located at places where they are near transportation hub, hotels, retail facilities, commercial developments and tourism spots. If demand warrants and the location is deemed suitable with appropriate design and relevant issues addressed, consideration may also be given to locate cross-boundary coach termini/stops in major residential areas to meet the cross-boundary travelling needs of Hong Kong residents.

4.6.8Off-street locations for cross-boundary termini/stops in public transport interchange is more preferred to facilitate convenient and efficient interchange with other transport modes. Alternatively, locations of the termini/stops in close vicinity of other public transport facilities could also be contemplated. For example, locations next to rail stations may create synergy effect and hence could be considered.

PUBLIC TRANSPORTATION TERMINAL/ STATION DESIGN/ FACILITYCASE STUDY:JRTC GREYHOUND TERMINAL

The Greyhound busterminalwill be located five blocks north of the sprawling JRTC's Amtrak and commuter rail platforms.

The terminal will include a restaurant,restroomsand kitchen at the intersection of Adams and Johnson Streets. However, the general public will not have access to thisbusinessfrom this intersection. In addition, this dining facility will be designed with no outside visibility oroutdoor seatingarea, two design components that are critical in the development of a vibrant downtown atmosphere.Only one main entrance is proposed tocontrolpublic access and forsecurity. Unfortunately, the design moving forward lacks in taking advantage of street corners and sidewalk dining by developing a layout that moves the restaurant adjacent to the entrance.Aninterior layoutdesigned for an urban setting would resolve the issue of developing anothersolid wallagainst a major downtown street. Instead of exploring that avenue, a deviation of following downtown development guidelines has been requested.

View of the bus terminal'smain entrance. The restaurant is located at the corner of Johnson and Adams Streets. It will be permanently hidden from the rest of society with a stucco wall and trees, creating a pedestrianhostile environmentalong a major downtown street (Adams Street).

CIVIC COMMUNITY CENTERCommunity centersare public locations where members of acommunitytend to gather forgroup activities, social support, publicinformation, and other purposes. They may sometimes be open for the whole community or for a specialized group within the greater community.

CASE STUDYBrent Civic Center, London

The landmark new Brent Civic Center has achieved practical completion in the north London borough of Brent. The multipurpose development allows the Council to realise its vision for a consolidated facility that houses their civic, public and administrative functions under one unified roof, providing office space for 2000 staff.

Exterior of Brent civic buildingExterior of Brent civic buildingIt will streamline the efficient delivery of services to Brents diverse community and kick-start regeneration of the northern part of the Wembley Masterplan. As a development, Brents new Civic Center is a further step towards establishing an efficient and sustainable model for civic buildings delivering public services.Within the Civic Center, the architect has designed a new multi-purpose community hall, which will accommodate theatre, concerts and large wedding receptions. Behind this, glazed office wings are open-plan and flexible to provide a future-proofed solution to the diverse communitys administrative needs. The building also includes space for retail outlets and a landscaped garden to help it to connect further with the surrounding Wembley Regeneration Area.

SkylightInterior Exterior Roof The soaring foyer and atrium has been designed as a flexible space within which a large public staircase will become seating for Wembley Live performance events. Other functions will include a one-stop shop and a state-of-the-art library and learning centre. Glazed office wings are open-plan and flexible to provide a future-proofed solution to the diverse communitys administrative needs. The building also includes space for retail outlets and a landscaped garden to help it to connect further with the surrounding Wembley Regeneration Area.COMMERCIAL/ RECREATIONAL/ DINING FACILITIESRecreation FacilityStandardRemarks

IndoorBadminton court Table Tennis table Fitness/Dance hallGymnasticSwimming swimming pool complex leisure pool1 per 8 000 )2 per 15 000 or 1 per 7 500 )1 per sports centre1 per district

1 per 287 000 or 1 sq. m water per 851 per districtProvided in sports centres, leisure centres or purpose-built facilities in composite developments.

To be accommodated in the multi-purpose arenas in sports centres.

OutdoorTennis court Basketball court Volleyball courtFootball pitch

Mini-Soccer pitch 5-a-side 7-a-sideRugby/Baseball/Cricket pitchAthleticsRoller Skating rinkJogging Track

Childrens Playground2 per 30 000 1 per 10 000 1 per 20 0001 per 100 000

1 per 30 000 ) 1 per 30 000 )1 per district1 per 200 000-250 000300 sq.m per 30 000500m-1 000m per 30 000400 sq. m per 5 000Minimum 2 courts

Football pitches within sports grounds do not count towards standard due to their inaccessibility to the general public.

Provision for both facilities

To be accommodated in multi-purpose grass pitches.To be accommodated in sports ground/sports complex

May be provided in district open space or as part of pedestrian circulation system

Design Facilities Considerations Flexibility. Planners and designers should recognize that future renovations, additions and expansions of the facility are likely. Aestheticsand Visual Image. The dining experience represents a break in the patron's day. Its design should provide a visual respite as well. The designer should provide an aesthetic and visual image in keeping with the recreational functions of the facility. Develop Architectural Character. Create an appealing environment through interesting plan areas, spatial volumes, and other design elements. If outdoor dining is provided, consider the effect on both the facility layout and design character. Menus. The main menu board is a focal point of the entry. Individual serving lines and stations will have their own menu, and the design and location of the menu board will depend on the serving methodology. Natural Light. The admission of natural light is extremely important in dining areas, but direct sunshine on dining patrons can be uncomfortable and distract from a positive dining experience. Quality Work Environment. Ensure quality building systems, adequate employee facilities, easily accessible safety devices, and prevention of entry by vermin and insects. Sanitation, Durability, and Maintainability. The design should accommodate cleaning and maintenance in high-wear areas, including food preparation, dishwashing, and pot- and pan-washing areas.

Sample bubble diagram for dining facilityCommercial Facilities Accessibility requirements for wheelchair users should be applied to all new large speciality shops having a sales area of 100 m or more.In small shops, provisions for wheelchair users should be applied wherever possible. In large multi-storey department stores and supermarkets, accessible elevators should be installed to provide access to lower and/or upper levels for the benefit of wheelchair users and people with mobility problems. Merchandise display areas in accessible shops should be as conveniently located as possible to a wheelchair user. Angled mirrors can be placed above high shelves for visibility. In accessible clothes shops, at least one changing room should allow for a full 360 turn of a wheelchair.General Design and Planning Criteria:Column SpacingSignificant dimension is along the mall as this involves the widths, i .e ., frontages, of stores . Often used spaces are 20, 25 and 30 ft, with the last the roost flexible . Dimension from mall to rear of store can be set by the most economical structural system . It is essential to arrive at the most economical structural system, as the roof is a major cost factor.Store DepthsFor one-story stores in America, buildings are usually 120 to 140 ft deep, sometimes more to accommodate larger stores . If there are basements or mezzanines, the depth dimension usually can be reduced 20 to 25 percent. One often used and desirable device is to "dog leg," or "ell," a larger store around a smaller store .Clear HeightsThese vary from 10 to 14 ft or more, with 12 ft a good average . Above this clear height, there must be adequate space for air-conditioning ducts, recessed lights, structural system, etc .Central Plant vs . Individual HVAC SystemRegardless of which method is used, the space to be occupied by all equipment must be determined, both in size and location, in the earliest planning stages . Central plant equipment can be in a separate building, on the project roof, or elsewhere so long as it is economical as to design and length of runs .

Roof Equipment ConcealmentThe inexcusable eyesores so often seen can be avoided by proper coordination of work between the leasing agent, the architect, and the mechanical engineer and the resulting provision of properly located and designed roof screens and enclosures .Exterior WallsAs these may have, depending on each store's requirements, service doors, public entrance doors, trash rooms, show windows, etc ., a modular design that can suitably accommodate for visual effect any of these features is very desirable . Show windows and public entrances are rare on parking lot facades, as it has been found that the great majority of customers enter stores from the mall rather than directly from the parking lot . Anarchy vs . RegimentationIn the original shopping centers, there often was no design control at all, with a resulting anarchy of signs, materials, and design . This situation gradually changed to one where so much rigid control was exercised that the projects became far too monotonous . Generally the greatest possible latitude (in good taste) should be given to the mall facades, with fairly severe restrictions placed on the exterior facades . This gives interest in the interior, where it is desirable, and unity of design for the exterior .CASE STUDYWest Edmonton Mall, Edmonton,Alberta, Canada

Submarine Rides, Edmonton MallThe West Edmonton Mall (WEM), once promoted as the "Eighth Wonder of the World," is a leading tourist attraction in central Alberta. The WEM covers 49 hectares and encloses 493 000 square metres of space - the equivalent of 104 football fields.

ExteriorIt was among the first shopping centres to offer a wide range of amenities, from water parks to themed streets - attractive at any time of year but particularly during winter. These amenities attracted visitors to walk and gawk, then stop and shop. The WEM's massive and essentially anti-urban form generated strong opinions from the residents of Edmonton, both positive and negative, about the presence of such a behemoth in their community.

Europa BoulevardThe WEM displays the standard architectural style for malls of the period: blank exterior walls of precast concrete facing large expanses of parking. The buildings are completely inward looking, with signage as the only expression on the exterior. The structure of the WEM is steel throughout, with a clear-span glazed dome roof of 400 x 100 feet, carried on 2-foot-deep steel-plated curved roof beams.Most of the interior of the WEM is also standard for the time: long corridors of circulation lined with a variety of retail outlets. The majority of the stores belong to large national chain operations, and many are to be found 3 and 4 times throughout the WEM. Exceptions to the standard mall design are the entertainment and the variously themed shopping areas. A direct response to a generation that has been raised in an entertainment culture, entertainment retail is the most recent development in the world of shopping. Ranging from electronics playgrounds to stores designed as movie sets, these new retail outlets sell fantasy as well as tangible goods.

Galaxyland Major Attractions1. Galaxyland is an indoor amusement park located on the north side of the mall. It is the second largest indoor amusement in the world, behind Ferrari World, and features 24 rides and attractions.2. Movie theatersWorld Waterpark is the worlds largest indoor waterpark, built in 1985, with a size of over 20,000 sq. m. The park has the worlds largest indoor wave pool and is known for its high-speed water slidde called the Sky Screamer.3. World waterparkProfessor WEMs Adventure GolfSea Life Caverns is an indoor lake which contains a salt-water habitat with a sea lion and a replica of the Santa Maria.4. Ice Palace is a scaled down version of a National Hockey League (NHL) regulation sizedice rink located in the center of the mall.5. Movie Theaters6. Sea life cavernsIce palaceEds Recreation CenterEds Recreation Center is an entertainment complex consisting of a bowling alley, pool hall, music stage, arcade, and restaurant.7. Professor WEM's Adventure Golf is an 18-holeminiature golfcourse. The miniature golf course was originally known as Pebble Beach Mini Golf.The mall also includes several theme areas including:1. Bourbon Street2. Europa Boulevard3. Chinatown

ChinatownEuropa BoulevardBourbon Street 3.8 FERRY STATION DESIGN/ FACILITYFacilities within a passenger ferry terminal should include segregated waiting areas for each deck on the pier and each route where applicable, passenger queuing areas, ticket offices (with storage areas for computers or electronic passenger display equipment, etc.), turnstiles, staff rooms and public toilets. Consideration should also be given for passengers with disabilities, refuse collection point, as well as freight transport. Works and maintenance areas should also be provided, where necessary.Design Considerations AmenitiesChecklist of Amenities to be provided, including consideration of: Shelter (canopy or enclosed structure) Seats Cycle RacksRubbish Bins Seats Rubbish binCycle Racks Lighting & Power Surveillance / CCTV / Help-points Way-finding Signage and Information Public Address System Ticketing & Staffing Facilities Commercial opportunities Clock (when PIDS supplied) Time Tables (ferry and other integrated modes) CCTVWayfinding Water Tap (vandal proof) Electricity (240V single phase, vandal proof, IP65) Food & Beverage Power supply and distribution boards should be able to accommodate 3-phase supply Water supply include separate metering for commercial users and back flow prevention devices (a pre-requite for food licence) Gas supply Drainage to include provision for grease traps Extraction and other HVAC services (necessary for most commercial/retail uses) Access to communal toilets Time Table exampleAccessibility for delivery vehicles to service retail uses (especially food and beverage) Provision for appropriate waste management area, hidden from customers viewSeatingSeating should be arranged in a manner that does not obstruct passenger flow and access to information and is integrated with other terminal elements, i.e. location of advertising signs and bins.Rubbish BinsRubbish bins are to be provided. These are to be of a reasonable quality while being robust and are to be securely fixed to prevent theft. Bins are generally stainless steel frames and liners.CyclingAll ferry terminals should be designed to encourage use by cyclists. Secure cycle parking (short term and long term preferably lockable) should be provided within the terminal precinct, particularly at major ferry terminals. Terminal design should not be responsive to existing patronage level by cyclists, but should aim to attract and promote increased patronage by cyclists.Lightning and PowerTerminals should be well lit after dark up to the last trip with lighting adequate for CCTV operations and to discourage vandalism. Lighting should cover the passenger area and access points, avoiding shadows and glare, and should cover areas containing any equipment, features or walls that may be the subject of acts of vandalism. Lighting design should minimize overspill onto adjacent residential properties and prevent lighting pollution, however it should also provide a safe transition into the surrounding area and energy-efficient as possible.Surveillance, CCTV and Help-pointsTerminals shall be fitted with color CCTV cameras with low light capability and associated control/transmission equipment that permits the remote control and real time recording of images. Coverage should provide for passenger waiting areas, access and egress points, help points, rubbish bins. Waiting AreaNormally, the waiting area is designed to accommodate 1.5 boatloads of passengers (assuming 500-1500 passengers per boat, depending on vessel types) at a minimum provision of 0.65m2of waiting area per person. Due consideration should also be given to the passenger volume at weekends and public holidays, in particular for the outlying island services.CASE STUDYWest End Ferry Terminal, West End, Brisbane,Australia

The West End Ferry Terminal is a small project that was designed to simultaneously generate a new typology for Brisbanes Citycat Terminals and act as a sheltered social gathering space at the end of one of Brisbanes historic riverfront parks, one endeared in the hearts of the West End community.

Plan on siteExteriorThe terminal simply responds to its core role as conduit from bus station to ferry pontoon, rising as a spinal volume to accentuate its connectivity. The spine slopes and angles to correspond with the journe