EM

University of Perpetual Help System Dalta
BRGY. PACIANO RIZAL CALAMBA CITY

COLLEGE OF ARCHITECTURE

ARCHITECTURAL DESIGN 06

Navarrete, Emilyn D.
Bs Architecture 03

Title: Calamba Central Terminal

Terminal is a word with many meanings. Depending on how it's used, it can describe a place where passengers end their journey, a computer screen and keyboard, or a life-ending disease. As a noun, terminal describes a bus or train station at the end of the line. Terminals generally serve multiple transit operators and/or modes, such as combined bus and rail stations. A multimodal facility/terminal can be defined as a place where interface occurs between transportation systems. In a passenger terminal, people enter the facility by one mode of access (e.g. on foot, riding a bicycle, by car, by bus or train, etc.) and leave by another.

There are many benefits to multimodal terminals, including; supporting and enhancing transit usage, facilitating transfer between modes, clarifying the regional transit network, increasing transportation options, taking advantage of efficiencies, creating a destination and gateway, and supporting economic and urban development.

TranSystems is a leader in the planning and design of transit centers and multimodal stations. We deliver advanced and practical designs for bus and rail transit passenger facilities. To ease congestion, many communities are developing integrated transportation networks that link multiple transportation modes. Such stations allow passengers to make seamless connections between transportation modes and permit multiple uses of the same facility. And, they can be more than a place for passengers to exchange. Multiple uses built into our transit center designs include retail, office space, a downtown parking garage and even a public plaza. These amenities can provide revenue sources as well as enliven the streetscape.

BUS OPERATIONS
Bus operations generally follow the traditional vehicle cycle presented above. Operation of each bus is under control of an operator (the driver). That operator is responsible for operating the bus safely along the route, as well as managing passenger boarding and alighting at stops along the route. They may also have responsibility for managing fare payment on board, and for ensuring passenger safety and security.
One characteristic that is fairly common in bus operations is the notion of “hail-stop” operations. In practice, this means that a bus needs to stop at a stop or station only if a passenger wishes to board or alight; otherwise, the bus may simply bypass the stop at running speed. In this concept, passengers wishing to board or to alight must signal these intentions to the operator, so that he/she knows whether it is necessary to stop at the next stop or station.
In some cases, the bus may stop at all stops; this is more common where the bus has only a limited number of stops and/or high volumes of passengers boarding and alighting at these stops.
Capacity on a bus route is the product of the route’s frequency and the number of passengers on each bus. To get higher capacity, one may increase the frequency of buses or increase the passenger-carrying capacity of each bus, or both.
In the case of frequency, the primary limitation on very high-frequency service is the limitation on the number of berths for buses to stop at each station. Buses must stop for dwell time to allow passenger boarding and alighting at a stop, and the number of buses that can access the stop during that time depends on how many berths there are. If the average dwell time at a stop is 20 seconds, and the bus stop has only one berth, then the highest frequency of buses serving that stop would be 3 buses in a minute. Of course, reducing dwell times allows for higher capacities in such cases. Also, having multiple berths, especially on route segments where many routes overlap, can also allow for higher frequency service.
In the case of bus capacity, agencies may move away from a standard, single-level, 40-foot bus to higher-capacity buses, such as double-decked buses or articulated buses. These bus types may have significantly higher passenger loads than a standard bus.
Finally, when buses operate in mixed traffic, it is well known that maintaining a schedule can be a challenge. Signal timing, traffic congestion, traffic incidents, and other factors can disrupt the expected running times; the accommodation of passengers with bicycles or wheelchairs may similarly result in longer dwell times at stops. As a result, poor schedule adherence is a common challenge to service reliability. In many cases, transit agencies will allow for some “slack” in the normal schedule, including extra time in the schedule at various points along a route, and in the layover time at terminals, to allow any buses running behind schedule to catch up again.
It is well-known that higher-frequency bus service is prone to “bunching”: a preceding bus may fall behind schedule, and the subsequent bus runs ahead of schedule, until they form a pair of buses operating as one. To combat poor schedule adherence and bus bunching, bus operations may also include elements of real-time control. Such measures can include:
(1) Holding buses at stops to allow more equal headways;
(2) Encouraging drivers to speed up or slow down between stops to maintain the schedule;
(3) In more extreme cases, allowing buses to skip stops or to “short-turn” to improve schedule adherence or provide more capacity when the passenger demand surges on a certain segment of a route.

RAIL OPERATIONS
Rail vehicles (trains) also follow the vehicle cycle shown earlier. Usually, however, the trains stop at every station on the route. Also, in many cases, fare collection is performed in the station, allowing all doors of the train to be used for passenger boarding and alighting.
Rail systems can run in a grade-separated environment with its own guideway and no conflicting traffic, in a mixed traffic environment with other road vehicles, or in some combination of these two environments. As may be obvious, having a grade-separated environment allows trains to operate with few limitations, allowing higher speeds and much more reliable service (with good schedule adherence and minimal travel time variability). Once rail becomes subject to mixed traffic, speeds can drop and service often becomes less reliable.
Rail systems most commonly operate on electric power being transmitted to the vehicle through either what is called a “third rail”, located just off the ground near the existing rails, or through an overhead catenary.
The operation of rail systems is usually controlled by signal systems which indicate appropriate operating conditions to the train operator, either through signals on the wayside or through signals in the train cab. Traditionally, these signal systems are arranged according to fixed segments of track called “blocks”. These blocks are defined in such a way as to control for safe operation of the train system: no two trains can be located in a single block at the same time. This may be left to the control of the train operator, or an automated or semi-automated system can be employed to enforce these block restrictions.
In a “fixed-block” signal system, the signals have indications with various colors and patterns that prescribe the proper train operation. In the system illustrated below, a red signal is used to indicate stop, a yellow signal to indicate to reduce speed for a red signal ahead, and a green signal to indicate clear to proceed. The most common logic dictating signal the signal indication is based on the occupancy of the block(s) ahead of the signal. In the case below, red indicates the subsequent block is occupied; yellow that the subsequent signal is red; and green that the two subsequent blocks are not occupied. As trains move from block to block (from time t to t+1 to t+2), the indications in the signal system change accordingly.
A terminal may be defined as any facility where passengers and freight are assembled or dispersed. Both cannot travel individually, but in batches. 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. Freight has to be consolidated at a port or a rail yard before onward shipment. Terminals may also be points of interchange involving the same mode of transport. Thus, a passenger wishing to travel by train from Paris to Rotterdam may have to change trains in Brussels, or an air passenger wishing to fly between Montreal and Los Angeles may have to change planes in Toronto. Terminals may also be points of interchange between different modes of transportation, so that goods being shipped from the American Mid-West to the Ruhr in Germany may travel by rail from Cincinnati to the port of New York, put on a ship to Rotterdam, and then placed on a barge for delivery to Duisburg. Transport terminals, therefore, are central and intermediate locations in the movements of passengers and freight.
Any location where freight and passengers either originates, terminates, or is handled in the transportation process. Terminals are central and intermediate locations in the movements of passengers and freight. They often require specific facilities and equipment to accommodate the traffic they handle.
Terminals may be points of interchange within the same modal system and which insure a 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 important points of transfer between modes. Buses and cars deliver people to airports, trucks haul freight to rail terminals, and rail brings freight to docks for loading on ships. One of the main attributes of transport terminals, international and regional alike is their convergence function. They are indeed obligatory points of passage having invested on their geographical location which is generally intermediate to commercial flows. Thus, transport terminals are either created by the centrality or the intermediacy of their respective locations. In some cases, large transport terminals, particularly ports, confer the status of gateway or hub to their location since they become obligatory points of transit between different segments of the transport system.Three major attributes are linked with the importance and the performance of transport terminals:
Location. The major locational factor of a transport terminal is obviously to serve a large concentration of population and/or industrial activities, representing a terminal's market area. Specific terminals have specific locational constraints, such as port and airport sites. New transport terminals tend to be located outside central areas to avoid high land costs and congestion.
Accessibility. Accessibility to other terminals (at the local, regional and global scale) as well as how well the terminal is linked to the regional transport system is of importance. For instance, a maritime terminal has little relevance if it is efficiently handling maritime traffic but is poorly connected to its market areas through an inland transport system (rail, road or barge).
Infrastructure. The main function of a terminal is to handle and transship freight or passengers since modes and passengers or cargo are physically separated. They have anominal capacity which is related to the amount of land they occupy and their level of technological, labor and managerial intensity. Infrastructure considerations are consequently important as they must accommodate current traffic and anticipate future trends and also technological and logistical changes. Modern terminal infrastructures consequently require massive investments and are among the largest structures ever built. A utilization rate of 75 to 80% is considered to be the optimal since above this level, congestion starts to arise, undermining the reliability of the terminal facility.
The time a vehicle (bus, truck, train, or ship) is allowed to load or unload passengers or freight at a terminal is usually referred as dwell time. For freight terminals dwell time refers to the amount of time cargo stays in a terminal yard or storage area while waiting to be loaded. Dwell time can be operational, which reflects the performance of terminal infrastructures and management, including the scheduling and availability of transport services. It can also be transactional, which is usually linked with the performance of clearance procedures (such as customs). Finally, dwell time can be storage related, implying that the owner or the carrier of the cargo deliberately leaves the cargo at the terminal as part of a transport or supply chain management strategy. Intermodalism has incited new relations between transport terminals, which are becoming nodes in integrated transport chains. This is particularly the case between port, rail and barge terminals. New forms of integration are also emerging, such as between ports and airports.2. Passenger Terminals with one exception, passenger terminals require relatively little specific equipment. This is because individual mobility is the means by which passengers access busses, ferries or trains. Certainly, services such as information, shelter, food and security are required, but the layouts and activities taking place in passenger terminals tend to be simple and require relatively little equipment. They may appear congested at certain times of the day, but the flows of people can be managed successfully with good design of platforms and access points, and with appropriate scheduling of arrivals and departures. The amount of time passengers spend in such terminals tends to be brief. As a result bus termini and railway stations tend to be made up of simple components, from ticket offices and waiting areas to limited amounts of retailing. Airports are of a complete different order. They are among the most complex of terminals functionally. Moving people through an airport has become a very significant problem, not least because of security concerns. Passengers may spend several hours transiting, with check-in and security checks on departure, and baggage pick up and in many cases customs and immigration on arrival. Planes may be delayed for a multitude of reasons, implying a complex management of gates and scheduling of flights. The result is that a wide range of services have to be provided for passengers not directly related to the transfer function, including restaurants, bars, stores, hotels, in addition to the activities directly related to operations such as check-in halls, passenger loading ramps and baggage handling facilities. At the same time airports have to provide the very specific needs of the aircraft, from runways to maintenance facilities, from fire protection to air traffic control. Measurement of activities in passenger terminals is generally straightforward. The most common indicator is the number of passengers handled, sometimes differentiated according to arrivals and departures. Transfer passengers are counted in the airport totals even though they do not originate there, and so airports that serve as major transfer facilities inevitably record high passenger totals. This is evident in airports such as Atlanta and Chicago where in-transit passengers account for over 50% of the total passenger movements. High transfer passenger activity has been enhanced by the actions of many of the leading airlines adopting hub and spoke networks. This results in many passengers being forced to change planes at the hub airports. By selecting certain airports as hubs, the carriers are able to dominate activity at those airports, thereby controlling most landing and departure slots and the best gates, thus fending off rival airlines. In this way they are able to extract monopoly profits. A further measure of airport activity is number of aircraft movements, a figure that must be used with some caution because it pays no regard to the capacity of planes. A 50 seat regional jet and a 300 seats wide-body aircraft both count as one movement. High numbers of aircraft movements thus may not be highly correlated with passenger traffic totals. Still, the number of aircraft movements is an important variable as it indicates the level of usage of the runways as aircraft take the same landing of takeoff capacity, irrespective of their size.3. Freight terminals freight handling requires specific loading and unloading equipment. In addition to the facilities required to accommodate ships, trucks and trains (berths, loading bays and freight yards respectively) a very wide range of handling gear is required that is determined by the kinds of cargoes handled. Freight transport terminals have a set of characteristics linked with core (terminal operations) and ancillary activities (added value such as distribution). The result is that terminals are differentiated functionally both by the mode involved and the commodities transferred. A basic distinction is that between bulk, general cargo and containers:
Bulk refers to goods that are handled in large quantities that are unpackaged and are available in uniform dimensions. Liquid bulk goods include crude oil and refined products that can be handled using pumps to move the product along hoses and pipes. Relatively limited handling equipment is needed, but significant storage facilities may be required. Dry bulk includes a wide range of products, such as ores, coal and cereals. More equipment for dry bulk handling is required, because the material may have to utilize specialized grabs and cranes and conveyer-belt systems.
General cargo refers to goods that are of many shapes, dimensions and weights such as machinery, processed materials and parts. Because the goods are so uneven and irregular, handling is difficult to mechanize. General cargo handling usually requires a lot of labor.
Containers are standard units that have had a substantial impact on terminal operations. Container terminals have minimal labor requirements and perform a wide variety of intermodal functions. They however require a significant amount of storage spaces which are simple paved areas where containers can be stacked and retrieved with intermodal equipment (cranes, straddlers and holsters). Depending on the intermodal function of the container terminal, specialized cranes are required, such as portainers (container cranes). Intermodal terminals and their related activities are increasingly seen as agents of added value within supply chains.
A feature of most freight activity is the need for storage. Assembling the individual bundles of goods may be time-consuming and thus some storage may be required. This produces the need for terminals to be equipped with specialized infrastructures such as grain silos, storage tanks, and refrigerated warehouses, or simply space to stockpile, such as for containers. Containerization, because of its large volumes, has forced a significant modal and temporal separation at terminals and thus the need of a buffer in the form of storage areas. In addition, a variety of transloading activities can take place in the vicinity of terminals, particularly if long distance inland transportation is involved. Transloading, when suitable, enables to reduce transportation and inventory costs. Measurement of freight traffic through terminals is more complicated than for passengers. Because freight is so diverse, standard measures of weight and value are difficult to compare and combine. Because bulk cargoes are inevitably weighty, terminals specialized in such cargoes will record higher throughputs measured in tons than others more specialized in general cargoes. This is evident for the world's two leading ports, Singapore and Rotterdam, which are dominated by petroleum. The reverse may be true if value of commodities handled is the measure employed. The problem of measurement involving weight or volumes becomes very difficult when many types of freight are handled, because one is adding together goods that are inherently unequal. Care must be taken in interpreting the significance of freight traffic totals, therefore. For container terminals a common measure of productivity concerns the number of lifts per container gantry crane-hour, which are usually 25-40 moves per hour for quay cranes and 40-60 for rail cranes. The difficulty of comparing traffic totals of different commodities has led to attempts to ‘weight’ cargoes based upon some indication of the value added they contribute to the terminal. The most famous is the so-called "Bremen rule". It was developed in 1982 by the port of Bremen and based on a survey of the labor cost incurred in the handling of one ton of different cargoes. The results found that handling one ton of general cargo equals three tons of dry bulk and 12 tons of liquid bulk. Although this is the most widely used method, other ‘rules’ have been developed by individual ports, such as the Antwerp and Rotterdam rules. The "Antwerp rule" indicates that the highest value added is the handling of fruit. Using this as a benchmark, forest products handling requires 3.0 tons to provide the same value added as fruit, cars 1.5 tons, containers 7 tons, cereals 12 tons, and crude oil 47 tons. The "Rotterdam Rules" are more recent (2009) and relates to common practices to insure the transport of freight "door-to-door" which a sea transport leg is concerned.4. Terminal Costs because they jointly perform transfer and consolidation functions, terminals are important economically because of the costs incurred in carrying out these activities. The traffic they handle is a source of employment and benefit regional economic activities, notably by providing accessibility to suppliers and customers. Terminal costs represent an important component of total transport costs. They are fixed costs that are incurred regardless of the length of the eventual trip, and vary significantly between modes. They can be considered as:
Infrastructure costs. Include construction and maintenance costs of structures such as piers, runways, cranes and facilities (warehouses, offices, etc.).
Transshipment costs. The costs of loading and unloading passengers or freight.
Administration costs. Many terminals are managed by institutions such as port or airport authorities or by private companies (e.g. terminal operators). In both cases administration costs are incurred.
Because ships have the largest carrying capacities, they incur the largest terminal costs, since it may take many days to load or unload a vessel. Conversely, a truck or a passenger bus can be loaded much more quickly, and hence the terminal costs for road transport are the lowest. Terminal costs play an important role in determining the competitive position between the modes. Because of their high freight terminal costs, ships and rail are generally unsuitable for short-haul trips. Competition between the modes is frequently measured by cost comparisons. Efforts to reduce transport costs can be achieved by using more fuel-efficient vehicles, increasing the size of ships, and reducing the labor employed on trains. However, unless terminal costs are reduced as well, the benefits would not be realized. For example, in water transportation, potential economies of scale realized by ever larger and more fuel-efficient vessels would be negated if it took longer to load and off-load the jumbo ships.Over the last decades, very significant steps to reduce terminal costs have been made. These have included introducing information management systems such as EDI (electronic data interchange) that have greatly speeded up the processing of information and removing delays typical of paper transactions. The most significant development has been the mechanization of loading and unloading activities. Mechanization has been facilitated by the use of units of standard dimensions such as the pallet and most importantly, the container. The container, in particular, has revolutionized terminal operations. For the mode most affected by high terminal costs, ocean transport, ships used to spend as much as three weeks in a port undergoing loading and loading. The much larger ships of today spend less than a couple of days in port. A modern container ship requires approximately 750 man/hours to be loaded and unloaded. Prior to containerization it would have required 24,000 man/hours to handle the same volume of cargo. The rail industry too has benefited from the container, which permits trains to be assembled in freight yards in a matter of hours instead of days. Reduced terminal costs have had a major impact on transportation and international trade. Not only have they reduced over-all freight rates, and thereby re-shaping competition between the modes, but they have had a profound effect on transport systems. Ships spend far less time in port, enabling ships to make many more revenue-generating trips per year. Efficiency in the airports, rail facilities and ports greatly improves the effectiveness of transportation as a whole. Activities in transport terminals represent not just exchanges of goods and people, but constitute an important economic activity. Employment of people in various terminal operations represents an advantage to the local economy. Dockers, baggage handlers, crane operators and air traffic controllers are example of jobs generated directly by terminals. In addition there are a wide range of activities that are linked to transportation activity at the terminals. These include the actual carriers (airlines, shipping lines etc.) and intermediate agents (customs brokers, freight forwarders) required to carry out transport operations at the terminal. It is no accident that centers that perform major airport, port and rail functions also important economic poles.
TICKET BOOTH/ TICKET OFFICE
An office of a transportation company, theatrical or entertainment enterprise, or ticket agency wheretickets are sold and reservations made. See ticket office defined for English-language learners.

WAITING AREA
A waiting area is a building, or more commonly a part of a building, where people sit or stand until the event which they are waiting for happens and begins.There are generally two types of waiting room. One is where individuals leave one at a time, for instance at a doctor's office, hospital, or outside a school headmaster's office. The other is where people leave in masse such as those at railway stations, bus stations, and airports. These two examples also highlight the difference between waiting rooms where one is asked to wait (private waiting rooms) and waiting rooms one can just enter at will (public waiting rooms).Most waiting rooms contain seats for people so they do not have to stand. Some have adjacent toilets. It is not uncommon to find vending machines in public waiting rooms or books and magazines in private waiting rooms. In some countries there are special waiting rooms especially for those who have paid for them, for example at airports and railway stations. These will generally be less crowded and will have superior seating and more facilities.

PUBLIC TOILET
A public toilet (also called a bathroom, restroom, latrine, comfort room, powder room, toilet room, washroom, water closet, W.C., public lavatory, lav, convenience) is a room or small building containing one or more toilets and possibly also urinals which is available for use by the general public, or in a broader meaning of "public", by customers of other services. Public toilets are commonly separated by sex into male and female facilities, although some can be unisex, particularly the smaller or single occupancy types. Increasingly, public toilets incorporate accessible toilets and features to cater for people with disabilities. Public toilets may be unattended or be staffed by a janitor (possibly with a separate room), or attendant, provided by the local authority or the owner of the larger building. In many cultures, it is customary to tip the attendant, while other public toilets may charge a small fee for entrance, sometimes through use of a coin operated turnstile. Some venues such as nightclubs may feature a grooming service provided by an attendant in the room. They are typically found in railway stations, schools, bars, restaurants, nightclubs or filling stations as well as on longer distance public transport vehicles. Portable toilets are often provided at festivals and at temporary events for public use.
RESTAURANTS
A restaurant is a business which prepares and serves food and drinks to customers in exchange for money, either paid before the meal, after the meal, or with an open account. Meals are generally served and eaten on premises, but many restaurants also offer take-out and food delivery services. Restaurants vary greatly in appearance and offerings, including a wide variety of the main chef's cuisines and service models.
TELEPHONE BOOTH
A telephone booth, telephone kiosk, telephone call box, telephone box or public call box is a small structure furnished with a payphone and designed for a telephone user's convenience. In the USA and Canada, "telephone booth" is the commonly used term for the structure, while in the Commonwealth of Nations it is a "telephone box". Such a booth usually has lighting, a door to provide privacy, and windows to let others know if the booth is in use. The booth may be furnished with a printed directory of local telephone numbers, and a booth in a formal setting, such as a hotel, may be furnished with paper and pen and even a seat. An outdoor booth may be made of metal and plastic to withstand the elements and heavy use, while an indoor booth (once known as a silence cabinet) may have more elaborate architecture and furnishings. Most outdoor booths feature the name and logo of the telephone service provider.

INFORMATION BOOTH
Information is that which informs, an answer to a question, as well as that from which knowledge and data can be derived (as data represents values attributed to parameters, and knowledge signifies understanding of real things or abstract concepts). As it regards data, the information's existence is not necessarily coupled to an observer, while in the case of knowledge, information requires a cognitive observer. At its most fundamental, information is any propagation of cause and effect within a system. Information is conveyed either as the content of a message or through direct or indirect observation of something. That which is perceived can be construed as a message in its own right, and in that sense, information is always conveyed as the content of a message. Information can be encoded into various forms for transmission and interpretation (for example, information may be encoded into signs, and transmitted via signals). It can also be encrypted for safe storage and communication.
GASOLINE STATION
A filling station is a facility which sells fuel and usually lubricants for motor vehicles. The most common fuels sold today are gasoline, diesel fuel, and electric energy. A filling station that sells only electric energy is also known as a charging station, while a typical filling station can also be known as a fuelling station, garage, gasbar, gas station, petrol bunk or petrol pump ,petrol garage, petrol station, service station, a services, or servo(Australia). Fuel dispensers are used to pump petrol/gasoline, diesel, CNG, CGH2, HCNG, LPG,LH2, ethanol fuel, biofuels like biodiesel, kerosene, or other types of fuel into vehicles and calculate the financial cost of the fuel transferred to the vehicle. Fuel dispensers are also known as bowsers, petrol pumps or gas pumps. Many filling stations also combine small convenience stores, and some also sell propane or butane and have added shops to their primary business. Conversely, some chain stores, such as supermarkets, discount superstores, warehouse clubs, or traditional convenience stores, have provided filling stations on the premises.
CAFÉ
Coffeehouse and coffee shop are related terms for an establishment which primarily serves prepared coffee and other hot beverages. Café in continental Europe refers to a traditional type of coffeehouse, but elsewhere "cafe" may refer to a tea room, small and cheap restaurant, transport cafe, or other casual eating and drinking place. A coffeehouse may share some of the same characteristics of a bar or restaurant, but it is different from a cafeteria. As the name suggests, coffeehouses focus on providing coffee and tea as well as light snacks. Many coffee houses in the Middle East, and in West Asian immigrant districts in the Western world, offer shisha, flavored tobacco smoked through a hookah. Espresso bars are a type of coffeehouse that specialize in serving espresso and espresso-based drinks. From a cultural standpoint, coffeehouses largely serve as centers of social interaction: the coffeehouse provides social members with a place to congregate, talk, write, read, entertain one another, or pass the time, whether individually or in small groups of two or three people. A coffeehouse can serve as an informal club for its regular members.
CONCOURSE
A concourse is a place where pathways or roads meet, such as in a hotel, a convention center, a railway station, an airport terminal, a hall, or other space.
BUS STATION
A bus station is a structure where city or intercity buses stop to pick up and drop off passengers. It is larger than a bus stop, which is usually simply a place on the roadside, where buses can stop. It may be intended as a terminal station for a number of routes, or as a transfer station where the routes continue. Bus station platforms may be assigned to fixed bus lines, or variable in combination with a dynamic passenger information system. The latter requires fewer platforms, but does not supply the passenger the comfort of knowing the platform well in advance and waiting there.
JEEPNEY STATION
Jeepneys are the most popular means of public transportation in the Philippines. They are known for their crowded seating and kitsch decorations, which have become a ubiquitous symbol of Philippine culture and art. A Sarao jeepney was exhibited at the Philippine pavilion at the 1964 New York World's Fair as a national image for the Filipinos. Jeepneys were originally made from U.S. military jeeps left over from World War II. The word jeepney is a portmanteau word – some sources consider it a combination of "jeep" and "jitney", while other sources say "jeep" and "knee", because the passengers sit in very close proximity to each other. While most jeepneys are used as public utility vehicles, those used as personal vehicles have their rear doors attached with "For family use" or "Private" sign painted on them to alert commuters. Exceptions to this are jeepneys traversing expressways, where rear doors are mandatory, and at times, mechanically rigged to be controlled from the driver side. Jeepneys are used less often for commercial or institutional use.
VAN STATION
A van is a kind of vehicle used for transporting goods or people. In the main and most prevalent usage, a van is smaller than a truck and bigger than an automobile. There is some varying in the scope of the word across the different English-speaking countries.