Archiculture Street

ARCHI-CULTURE STREET:
Transforming and Developing Street Spaces and Street Elements of Benigno S. Aquino Ave.
Into A Walkable Street through Integration of Culture and Sustainable Architecture
Ringor, Khaye Celeanne T. Ringor
A. INTRODUCTION/ BACKGROUND OF THE STUDY

When you say urban planning, the first thing that comes to mind is street, sidewalks and
roads. Streets are very important matter that you have to consider when planning an urban city.
Streets are hard-working spaces. They balance a wide range of uses, communicate values and
signify the transformation of neighborhoods, towns and cities. Street has important role in urban
places. Streets need to respond to the complexities of public life, promoting the interaction of
people with different priorities, different circumstances and different expectations.
Street furniture and street pocket spaces are the important elements of the street. Street
pocket spaces refer to the spaces located in urban public area these are the parks, sidewalk, road,
and bus stops/ waiting area. Street furniture refers to the object and facilities located in urban
public spaces that provide various services and functions to the public. Those are one of the
important elements of the urban landscape that contributes to humans and their activities.
Developing and transforming street elements (street pocket spaces and furniture) through
architecture comparatively small in scale, street architecture plays a significant role, along with
other urban landscape elements, in determining the quality of an urban life, and in representing
the image of a city. Of all the urban landscape elements, street architecture has the closest contact
and interaction with people.
Today, further down the impact of rapid urbanization and globalization, global warming,
as well as the prominence on humanism, urban landscape design is facing supreme challenges
and requirements. Streets embody around 80% of public space in cities, and most buildings and
urban activities front onto streets. So that most urban activity and much urban identity is closely
associated with the urban street network. The result is that too many streets are designed for
traffic movement alone, dominated by traffic signs, with people herded behind guard rails into
pinch points to cross the road. It is known that streets are far more than the tarmac between
pavements, but that is where priority has been focused.
Streets not only influence our mobility choices, but they also affect the safety and quality
of life in our neighborhoods. When streets are designed with only vehicular throughput in mind,
they create an environment that invites unsafe speeds. As a result, bicycling becomes more
daunting and pedestrian walkways become less attractive. An overabundance of single occupancy
vehicles on the road slows down buses and other motorists, making public transit less convenient
and driving more frustrating. When streets are continually widened to accommodate more
vehicular volume, they create an induced demand for car travel that only encourages future traffic
congestion.
Condition of Streets in Baliwag
Philippines experienced the said problems in the street particularly in Baliwag. Baliwag
in the province of Bulacan was rich in history and culture which are now fading and forgotten.
The street of baliwag nowadays shows no evidence of the said culture and history of the town.
The important public spaces (street architecture) in Locality of Baliwag are not being considered
and partakes less significance and Streets in Baliwag are not attractive which cause common
problems such as street congestion, unsafe sidewalks, illegal vendors, traffic congestion, exposed
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spaces from sun radiation and even crime scene. Sidewalks are no longer in use especially in
Benigno S. Aquino Ave. which is from Baliwag bayan (circle) to crossing, what you will
encounter in the sidewalks are illegal vendors and those sidewalks are also used as parking spaces
of commercial building along the road.
Developing, transforming and greening the street of Baliwag bayan to Baliwag crossing
through sustainable and adaptive architecture which will transform environments and will affect
the street behavior pattern of the citizen/users. Which is today, the street became major problem
in our social, economic, activities, and everyday life. Crime, traffic, frustration, and pollution are
the major problems of our country which generally started and developed in the street. Walking
comfortably in the sidewalks, relaxing in the park, walk through the town while embracing its
culture and being free from any kind of pollution which produced by mobile cars are the things
that every citizen will want, enjoy and agreed on.
Importance of street elements and spaces
Growing awareness of the importance of risk in public space has important implications
for street design. The complex and unpredictable outcomes of removing barriers illustrate how
reconsidering long-standing assumptions about safety and behavior can provide opportunities for
high quality streets. Street architecture is emphasized and considered as a starting point to
improve the environment in urban development and in urban planning. This study will explore
the importance and possibilities of developing and creating design criteria for street architecture
in Baliwag, Bulacan. It is hoped to contribute toward creating awareness of the importance of
sustainable design in street architecture in the country which will help in the sustainable
development of the urban areas and cities, moreover improving the environment and urban living.
B. STATEMENT OF THE PROBLEM

Today, further down the impact of rapid urbanization and globalization, global warming,
as well as the prominence on humanism, urban landscape design is facing supreme challenges
and requirements. Streets embody around 80% of public space in cities, and most buildings and
urban activities front onto streets. So that most urban activity and much urban identity is closely
associated with the urban street network. The result is that too many streets are designed for
traffic movement alone, dominated by traffic signs, with people herded behind guard rails into
pinch points to cross the road. We know that streets are far more than the tarmac between
pavements, but that is where priority has been focused.
Baliwag in the province of Bulacan was rich in history and culture which are now fading
and forgotten. The street of Baliwag nowadays shows no evidence of the said culture and history
of the town. The important public spaces (street architecture) in Locality of Baliwag are not being
considered and partakes less significance and Streets in Baliwag are not attractive which cause
common problems such as street congestion, unsafe sidewalks, illegal vendors, traffic congestion,
exposed spaces from sun radiation and even crime scene. Sidewalks are no longer in its true
purpose and use especially in Benigno S. Aquino Ave. (Baliwag circle to crossing), what you will
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of commercial building along the road. The main problem is the design of street spaces and
elements which doesn‘t meet the satisfaction and the necessities of users/ residents. It has poor
design which leads to misunderstanding and misused of each street elements and spaces.
Because of the Complications that you will encounter in the Street makes the
residents commute even the distance is short. People prefer commuting than
walking because of these complexities.
Like in common provinces and towns, here in town of Baliwag, Bulacan (from circle to
crossing) many of the street users/residents do not walk in the streets because in this modern year
walking is frightening and walking is not healthy to do.
 Our streets are polluted and has environment which is not really encouraging to walk.
Improper and dirty sidewalks, street lamps but not working, sidewalks that turned into big
trash can and uncomfortable bus stops/waiting shed which is also frightening to wait specially
at night and exposed to sunlight in daylight.
 In this modern year you will experience and you will see commuters who wait besides the
road rather than in the bus stops/ Waiting shed. It is because they are not comfortable in the
bus stops/waiting sheds. No electric power especially at night, no benches and not too
accessible.
 Our streets are not ideal to use anymore. Even when you walk in the morning, you will be
cover of the smoke of the cars and the sunlight will burn your skin. And No one will love to
walk at night with the issues and crimes in our streets nowadays. If it is not the crime that will
stop you, it will be the pollution, the uncomforting feeling and the lack of necessity in our
streets.
 The street of Baliwag became center and place just for the cars which cause car congestion
and so much traffic. It is not safe to walk anymore because sidewalks are also now for cars
which they used as their parking spaces. Even every establishment are nearby, you have no
choice but to commute not just because sidewalks are not for walking anymore but the
radiation from direct sunlight which can cause skin disease that will harm you or the accident
and crime that you may encounter especially at night which just a few lamp post are working.
 Everything became a threat; even the parks which are not properly designed and has poor and
broken lamps and it also became lifeless and a place where scattered illegal vendors and
illegal settlers gather. They are in the vicinity of schools, in the compound of churches, parks
and amusement centers. They may be located on top of overpasses, or in underpasses. In fact,
the term sidewalk has become indistinct because these vendors have occupied not only
sidewalks but literally the streets.
 The design of street spaces like parks is the problem. The parks are poorly design and not
maintained. You cannot also relaxed and play in the park for it is exposed in the car and noise
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pollution and exposed to sunlight. All the benches are not suitable and comfortable to use for
some of it are broken and has a poor design.
C. ARCHITECTURAL THESIS GOAL/OBJECTIVES AND

STRATEGIES
The goal of the study is to make the Benigno S. Aquino Ave. (Baliwag circle/glorietta
to Baliwag crossing) a walkable street which highlights the rich culture and history of Baliwag
for diverse user and dynamic interaction. To use architecture solutions to lessen and reduce
the pollution by making the whole street walkable, this is from Baliwag Bayan to crossing. The
goal of this study is organize the street elements and features of Baliwag that would make an
enjoyable, comfortable and fascinating experience while they walk. The goal of the study is to
make the street pocket spaces and street furniture/elements to be active and to be the major
medium for social life and everyday life activities. To provide an all-around reference to street
architecture design and this can be flexibly applied to various situations. The goal is to develop
and produce a green and sustainable street architecture design which is adaptive that affects and
transform the environment, and change the behavioral street pattern of the user. Lastly, the goal
of this study is to transform and make the street spaces as safer place and to be the image of
the city. To achieve these goals the research objectives and strategies are as follows:
A. OBJECTIVES
1. To investigate, integrate, and reorganize the principles of relevant street architecture

design studies.
Strategies:
- Conduct researches, case studies and other relevant topic

- Study the environment and street design principles to learn the need of the site
2. To identify the different street features and street elements that can appeal the human
senses to make the street of Baliwag an accessible walking experience.
Strategies:
- Study the environment to learn the need of the site and Observe around the site area.
- Observe the site to know why people do not walk even the distance is short.
- Read books, magazines, other literatures and internet surfing for the needed information
related to this study.
- Collect sets of information pertaining to the street features, street elements and the
difference standard of the street.
- Identify street elements and facilities which are needed and suitable for Baliwag street.
3. To determine the different human senses and their need to enhance the walking
experience of the users.
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Strategies:
- Collect sets of data pertaining to the users need and wants.

- Analyze the pattern and sequence of people and the interaction of people with the
environment.
- Interview street users to identify their needs and wants.
4. To evaluate the presence street condition of Baliwag and identify the problem that affects
the user‘s experience.
Strategies:
- Conduct site visit to observe for the site analysis and user‘s analysis.
- Observe the present street condition and present scenarios of the site gathering photo
documentation.
- Interview street users, government officials/officers establishment‘s owners and vendors
to identify the problem of the street.
5. To trace, study and apply the culture of Baliwag.
Strategies:
- Research and investigations about history, culture, urban life, development, culture, street
happenings, and street spaces surround the site
6. To integrate, use and apply green and sustainable architecture.
Strategies:
- Study the environment to learn the need of the site.

- Study the principles and concept of green and sustainable architecture
7. To implement, evaluate, and consolidate the principles of street architecture design, and
based on this core knowledge, to suggest new principles through different case studies
and design projects.
Strategies:
- Conduct researches, case studies, knowledge and information about street designing and
other relevant topic.
- Study street urban planning design and study behavior, environmental approach and
principles as regards to the street proposal.
- Conduct principles and approaches to integrate new learning and findings to the existing
ideas or design.
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D. SCOPE AND LIMITATIONS

SCOPE
To establish comprehensive principles, this study explores different studies of street

architecture design. It includes the general concepts and design principles of street architecture
design from different perspectives. Also, street architecture is part of the urban landscape; this
study includes the study of the urban landscapes, including general concepts, the development of
design theories, and general design principles. Knowledge of the urban landscape is directed
applied and extended in establishing the principles of street architecture in this study.
The study will focus on the design of streets spaces such as parks, sidewalks, road, and
drop off or waiting sheds and it will also focus on the design of street furniture in the Benigno S.
Aquino Ave. Baliwag bulacan, the scope area will be from Baliwag bayan to Baliwag crossing.
The center of the study will be focus on developing street of Baliwag bayan (circle/glorietta) to
Baliwag crossing. It includes creating new ideas and techniques and integrating the existing to a
new design of street architecture that will bring changes in the community and will create a new
image of the city.
The research will also focus on the green and sustainable architecture that is appropriate
and applicable to the said topics. The culture and history of Baliwag are included when gathering,
observing and investigating data and information in integrating the culture of the town in its city.
The study will conduct research and case studies about transforming environment, changing
needs, diverse users, social interactions, dynamic interaction and the street behavioral pattern of
users which all connected and related to the street activities. It includes different case studies and
design projects for discussion analysis. The study will also observe and gather information about
architectural techniques that leads to adaptive and sustainable. It will also include green and
sustainable architecture. Integrating urban planning and principles to street architecture will be
included. Smart architecture will also be involved when integrating and researching. The study
will identify the significance role of each street pocket spaces and street furniture.
LIMITATIONS
The study will concentrate in the street spaces. Observation, gathering data, and
investigation will possibly proceeds just around the street spaces. The area will be from Benigno
S. Aquino Ave. Baliwag Bayan which starts from the circle Street and Baliwag crossing. The
overpass is not included in the site.
Traffic and the street users‘ behavior will be conducted through observation.
Development and design of buildings and other establishments along the site will not be included
in the proposal but it will all be necessary in gathering data and information about the developing
of the street spaces and street furniture.
The study will be focus on developing two elements of the street which are street spaces
or street pocket spaces and street furniture. Street pocket spaces include parks, road, sidewalks,
and waiting shed or drop off. Street furniture includes lamp post, trash cans, railings, benches,
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and other objects which are commonly found in the streets. The study gathered ideas, research
and information that are appropriate and applicable in the Philippines.
E. SIGNIFICANCE OF THE STUDY

This paper aims to propose a set of flexible design principles for enhancing the flexibility
of street architecture to deal with the diverse and changing urban environment. Flexibility is an
important but less considered element of public design (otherwise called public environment and
facility design), especially in regard to the street furniture and spaces that is encountered in
everyday life.
This study is a street architecture design reference tool which provides full disclosure of
design principles. It introduces the functions, importance, and different design principles of street
architecture. This helps readers gain a complete understanding and knowledge of street
architecture design. Further studies and investigation on specific principles can be done with
reference to this or to other relevant street architecture studies
The purpose of this study is to change the behavioral pattern of street users by developing
a small scale which will have a great impact in the whole city. Integrating culture in the street will
unite diverse user. Another purpose of this study is to encourage people to use the street spaces
and to encourage them to walk through the street to make every street space to be a social area.
Green and sustainable street which lessen pollution are one of the main purpose why this study is
being conducted. A transformed environment, social interaction and integrated culture in every
street spaces and furniture through architecture that will promote the history and culture of Bali
wag. The main purpose of the study is to create and develop an adaptive streets spaces and street
furniture to a green, smart and sustainable design to reduce traffic and to make the place a walk
able street to be the highlight and the image of the city. Creating and developing street spaces for
diverse user and transforming environment. Changing the behavior of the street users through
architecture in which the street pocket spaces design and street furniture design will affect and
change how the users use and act in the space.
F. ASSUMPTIONS
Baliwag is a progressing city in the province of Bulacan which creating its own name in
the Philippines. Baliwag creates numerous opportunities in the country, as the demand of
development increase; street is one of the most important things to consider for this development.
The research can become increasingly practical and realistic through cooperation with the
government (the main party responsible for street design of a city). This project will be funded by
the local government of Baliwag and other private individuals who have an interest in
decongesting the street so that the consumers can easily use street spaces. The funds that they will
give could make this study successful.
This study will assume that it improves the walking experience of the people along the
street of Baliwag Circle to Baliwag crossing by making it comfortable and fascinating place to
experience. Baliwag will become a place that they can experience.
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G. Theoretical/Conceptual Framework
MAIN PROBLEM
The main problem of Benigno S. Aquino Ave. (Baliwag circle to crossing) the design
of street spaces and elements which doesn’t meet the satisfaction and the
necessities of users/ residents. It has poor design which leads to misunderstanding
and misused of each street elements and spaces. Because of the Complications that
you will encounter in the Street makes the residents commute even the distance is
short. People prefer commuting than walking because of these complexities.
- Streets are polluted and has - Misused of street spaces - The street of Baliwag shows
environment which is not and street elements due no evidence of its culture
really encouraging to walk. to its poor design. and history.
- The street of Baliwag - The important public spaces
- Street elements are not
became center and place just (street architecture) in
comfortable to use, and Locality of Baliwag are not
for the cars which cause car the environment causes
congestion and so much being considered and
stress. partakes less significance
traffic.
Organize the street elements

To formulate a street
and street features of To implement, evaluate, and
architecture guideline for
Baliwag that would make an consolidate the principles of
street pocket spaces and
enjoyable, comfortable and street architecture design,
other street elements.
fascinating experience while and based on this core
Collect sets of information
they walk. It aims to make knowledge, to suggest new
pertaining to the street
the street pocket spaces and principles through different
features, street elements and
street furniture to be the case studies and design
the difference standard of
major medium for social life projects.
the street.
and everyday life activities.
• Concept of the •
Designing with a Topics:Tracing the culture of
architecture building concept of “earth Baliwag
effect in other space care, people care, • Behavior of the
based on future care” street users
environmental and • Designing a street • Green and
street behavior of applying culture and sustainable street
users. other considerations • Responsive
• Urban street to provide environment
guidelines and satisfaction to the • Street elements and
Architecture Street users and to be an street spaces
design guidelines for effective design to • Streets environment
developing street of encourage users in • Sensory perception
Baliwag. using of sidewalks
and other street
TRANSFORMING AND DEVELOPING STREET SPACES AND ELEMENTS OF BENIGNO S.
AQUINO AVE. INTO A WALKABLE STREET THROUGH INTEGRATION OF CULTURE AND
SUSTAINABLE STREET ARCHITECTURE
.
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H. REVIEW OF RELATED LITERATURE

STREET SPACES AND STREET ELEMENTS
Street furniture and street pocket spaces are the important elements of the street. Street
pocket spaces refer to the spaces located in urban public area these are the parks, sidewalk, road,
and bus stops/ waiting area. Street furniture refers to the object and facilities located in urban
public spaces that provide various services and functions to the public. Those are one of the
important elements of the urban landscape that contributes to humans and their activities.
Developing and transforming street elements (street pocket spaces and furniture) through
architecture comparatively small in scale, street architecture plays a significant role, along with
other urban landscape elements, in determining the quality of an urban life, and in representing
the image of a city. Of all the urban landscape elements, street architecture has the closest contact
and interaction with people.
STREET SPACE
Streets aren't just for driving, and cities are starting to realize it. Amber Hawkes and
Georgia Sheridan explain why street design matters and where we are today in terms of designing
the "street space." According to the article Rethinking the Street Space: Why Street Design
Matters of Amber Hawkes and Georgia Sheridan, urban planners, cities across the world are
looking to makeover their public streets with progressive design manuals and toolkits that address
"Livability." For the past century, street design has been geared towards the automobile. Design
regulations have prioritized uniformity and speed over character and livability, leaving
pedestrians, bicyclists, and transit users competing for the residual space.
The effects of this type of design are everywhere – streets with no sidewalks, sidewalks
with no shade, pathways cluttered with telephone poles, utility boxes, and criss-crossed with
access roads and garage driveways. Dozens of cities have decided to put the "public" back in "the
public right of way", reclaiming and redesigning this urban land to satisfy a greater number and
type of uses. Through design toolkits and manuals, cities are regulating the street space to
improve our economies, our mental well-being, our environment, and our physical health.
The following are the points that Amber Hawkes and Georgia Sheridan point out why
street design matters:
Why is Good Street Design So Hard to Come By?
There are several reasons why good street design is difficult to achieve. First, streets must
fulfill a wide variety of functions for diverse groups at different times. Designing streets to satisfy
all users is tough. Second, historically street design has been the role of the traffic engineer whose
goal it was to move traffic through streets, rather than to attract people to lingering shared public
space. Third, as cities look for new street design methods, a wide variety of engaged parties are
eager to have a seat at the negotiation table, including bicycle coalitions, storm water experts, bus
rapid transit advocates, business improvement districts, community gardeners, school districts,
utility companies, etc. While participation of these groups allows for more holistic design,
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achieving consensus among disparate parties is challenging. Fourth, the power to regulate the
street space is dispersed in ways that makes communication and collaboration difficult to achieve.
In most cities, the Department of Transportation regulates the street space, while other agencies
and departments such as Planning, Parking, Public Works, Economic Development, Fire and
Public Safety, and Historic Preservation also have a stake in street design. Fifth, timing and
money are always a challenge. The transformation of city streets requires vision and courage, but
also patience and consistency for long-term change. Elected officials may tend to stray from
projects that require immediate investment and provide small, incremental changes.
Street Design and Our Urban Economies
For many communities, street beautification has been viewed as an unnecessary expense.
But as cities compete for investment, new residents, and tourists, there can be a substantial return
on design dollars. The Value of Urban Design, produced by the Commission for Architecture and
the Built Environment (CABE) in the UK, quantifies and defines the monetary benefits of
thoughtfully-designed urban spaces. CABE argues that good urban design adds value by:
producing higher returns on investment; producing local competitive advantages; raising prestige;
responding to demand of local businesses; providing benefits to local workers (through
productivity gains and the like); and reducing management, maintenance, energy, and security
costs.
Street Design and Our Environment
Undoubtedly, street design has profound effects on the quality of our urban environment.
Environmental problems have reached a tipping point in which the cost of consumption is
outpacing the cost of conservation and mitigation. As cities look for ways to reduce their million
dollar clean-up tabs for air and water pollution, bulb outs, bio swales, and bike lanes are
becoming standard design elements in the latest wave of street design manuals. Smart street
design can reduce area temperatures, absorb storm water, combat air pollution, and save cities
money.
Street Design and Psychology
Streets, like all of the spaces in which we function, affect our mental wellbeing. CABE
reported that 80% of people they polled say they are interested in how the built environment feels
and 85% say that the quality of the built environment makes a difference to the way that they feel.
Many studies show that people choose to sit on public benches in centrally located places rather
than removed ones. Children prefer to play on streets, in parking areas, and in front of building
entrances instead of designated play areas in their own backyards. The street, as an extension of
the built environment, has an emotional value that should not be overlooked. As such, the
psychology of space is making its way into progressive street design manuals.
Street Design and our Health
Street design also affects our physical health. Attractive and accessible public spaces are
inviting to people for passive exercise (e.g. a casual window-shopping stroll) and active exercise
(bike-commuting to work). A new study by San Diego State University published in a recent
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issue of the American Journal of Preventative Medicine, shows that the presence of sidewalks can
influence our health by encouraging people to exercise. The study reports that cross-culturally,
people who live in a city neighborhood are twice as likely to be physically active than those
living in the suburbs.
In fact, in looking at data from over 11,000 surveys in 11 countries, the main factor
influencing physical activity is accessibility to sidewalks. The speed of traffic along streets,
something that new street design policies are trying to address, also greatly affects our health and
safety. A pedestrian hit by a vehicle traveling at twenty miles per hour (20 mph) has a 15%
chance of death compared to a 45% chance of death at 35 mph. When hit by a vehicle traveling at
just 40 mph, a pedestrian has an 85% chance of dying. Designing streets as safe, attractive, shared
spaces for vehicles and people is essential to reducing pedestrian fatalities, as well as encouraging
physical activity for a healthy population.
PUBLIC LIFE AND STREET ACTIVITY
Public spaces are important to the wellbeing of a city and its residents. Consisting of all
sorts of outdoor environments including parks, squares, plazas and streets, these spaces can
generate public life which contributes to individuals‘ sense of community and wellbeing. When
these spaces are missing or unused, residents become isolated from each and members are likely
to offer each other support (Carr et al. 1992, Avila and Ines 2001). The most abundant and
distributed of public spaces in cities are its streets and their vitality mirrors the vitality of the city
at large. This is what Jacobs (1961) means when he says that when people don‘t feel safe in a city
or part of it is because they do not feel safe on its street. But when a ―city‘s streets are safe from
barbarism and fear, the city is thereby tolerably safe from barbarism and fear (p. 106)‖. But
livable streets and cities are more than just the absence of danger or fear – they are able to meet a
diversity of human needs to contribute to a high quality of life.
Planning for Human Needs
According to Dinca, master urban planner, urban planning is fundamentally about

manipulating the natural environment for the benefit of people. She stated that the key way of
evaluating performance of cities is by evaluating how well individuals; needs are met. One of the
most cities theories on the subject is Maslow‘s (1943) hierarchy of needs, which stipulates that
there are five levels of needs, starting with psychological, safety, belonging, self-esteem and self-
actualization.
Maslow groups the bottom four categories into ―deficiency needs‖ and postulated that lower
needs must be met in subsequent order from the bottom-up (Huitt, 2007). In this original model,
self-actualization was defined as a need. According to Maslow, even when all proceeding needs
are satisfied, an individual will not be happy unless he is doing what he is fit to do – the ultimate
goal for humans according to Maslow (1943). Later on, Maslow refined this model and further
defined growth needs into four categories (Huitt, 2007 referring to Maslow, 1971) as follows:
1. Cognitive: to know, to understand, and explore;

2. Aesthetic: symmetry, order and beauty;
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3. Self-actualization: to find self-fulfillment and realize one‘s potential;

4. Self-transcendence: to connect to something beyond the ego or to help others find self-
fulfillment and realize their potential.
Following Maslow‘s theory, Dinca stated that good city planning must take care of deficiency
needs before it is able to provide our growth needs, urban planning has rightly concerned itself
with those basic needs over the course of the past century. But when those are met people will not
necessarily be satisfied unless higher order needs are provided for.
Carr et al. (1992) further operationalize human needs with respect to public space into four
categories: comfort, relaxation, passive and active engagement, and mystery and discovery,
which overlap completely with Maslow‘s hierarchy at different levels of deficiency and growth
needs. These are varied needs which invoke very different spaces and activities; from the ability
to lay down in a quiet space, to places for children to run and play, and festivals which give
people the feeling of excitement and discovery. The more a city‘s spaces serve these diverse
needs, the more the city becomes ―livable‖. This is why I believe a livable city is one that
continually expands the portion of public spaces which are able to serve human needs.
The discussion of street activity and its contribution to public life presupposes that people‘s
basic psychological and safety have been addressed, and considers how higher psychological and
self-actualization needs can be achieved. Public spaces are particularly relevant for belonging and
self-esteem needs which are usually achieved by participating in groups (Lang, 1994).
Public life which is ultimately about bringing people together can help meet these needs for
interaction and affiliation with others, and can contribute to the growth needs for learning, beauty,
self-actualization, and transcendence which imply interaction among people. It is important to
underline that the mere presence of people in public spaces is necessary, but in sufficient for a
healthy public life. Public life refers to the levels and characteristics of the sociability among
people and groups which implies a diversity of people and a variety of interactions among them,
which is not automatically achieved because people frequent public spaces.
Factors impacting public life
According to Avila and Ines (2001), the character of public life depends on five key
characteristics:
1. Environmental characteristics (climate and photography)

2. Socio-cultural characteristics of the community
3. The functional and physical characterizes of spaces
4. Political economic system
5. Recreational and health needs of a society
Environmental characteristics such as climate can help explain why public life is more
dynamic in specific place than in another places, however, it is socio-cultural characteristics that
sometimes explains why cities of similar climates have varying levels in public life. In some
provinces for instance, it is rare to see women in public spaces whereas many urban cities are
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known for their lively street life with families eating together and children playing in plazas late
into night.
Similarly, political systems can determine whether people have the right to congregate in
public, while economic systems determine how much public space is available and how well it is
maintained, all which impact the level of street activity and by extension public life. In this way,
public spaces are said to mirror social values, customs and culture, and reflect the interaction
between physical, social, political, and economic realities of a place (Avilla and Ines 2001).
What makes public spaces successful?
According to Montgomery (1999), three key categories are identified: spatial form, activities and
image.
DIVERSITY, SCALE,
VITALITY, STREET INTENSITY,
LIFE, PEOPLE, ACTIVITY FORM PERMEABILITY,
WATCHING, LANDMARKS
CAFÉ, CULTURE, PLACE
EVENTS AND SPACE TO BLDG
LOCAL IMAGE RATIOS, STOCK
TRADITIONS? (ADAPTABILITY
(Cognition, perception AND RANGE)
PASTTIMES,
VERTICAL GRAIN,
& information)
According to PPs (2015), there are four key elements that determine the quality of a
public space: sociability, uses and activities, access and linkages, and comfort and image.
These two models have a great deal in common, and their complexibilities indicate that
successful public spaces –streets included- cannot be achieved through any single measure or
intervention. Both models emphasize image and sociability as key characteristics of great places.
Montgomery‘s ―form‖ category captures elements that PPS further breaks down into ―uses and
activities‖ and ―access and linkages‖. In both models, these categories speak to the spatial and
functional organization of the city.
Importance of street activity
Jacobs (1961) describes at great length and very convincingly the importance of street
life. She noted that human activity on streets generated self-governing properties. Among the
most important, they facilitate public surveillance, building trust in a community and contributing
to the healthy development of children, suggesting that street life is important in meeting the
needs at the bottom of Maslow‘s hierarchy, and further up as well.
Although Jacobs‘ remarks were not based on academic studies, there is now empirical
evidence supporting her observations. Particularly regarding safety concerns, there is now a rich
body of literature suggesting that street activity improves safety. Most notably, Newman (1972)
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developed the theory of defensible space to explain that when the built environment is busy with
people, crime rates are low.
Another area rich in empirical evidence concerns the relationship between street activity
and community trust and levels cohesion. Many of the Jacob‘s theories were explored further by
Whyte (1980) and Gehl (2006) who found that people attract more people, and that this attraction
is beneficial for quality of life. Appleyard (1981) coined the term ―livable streets‖, and showed
that increased levels of vehicular traffic on residential streets have a negative impact on peoples‘
quality of life – expressed in neighboring friendships and levels of trust. Lund (2003) found that
trust, community cohesiveness and resilience increase in communities where members have
opportunities to meet each other. Rogers et al. (2010) found that social capital – measured in
individuals‘ or groups‘ connections and interactions with others – is an important component of
quality of life, and has a positive correlation with walkability. Similar positive correlations
between walkable, mixed-use neighborhoods and increased sense of community were made by
Oldenburg (1999).
Jacobs (1961) also suggested that an active street life is good for economic activity.
Studies of transformation of city centers found that increased levels in tourism are at least
partially associated with improvements to public spaces and streets which increase people activity
(Gehl & Gemzoe 2001). Other studies now link increased property value and economic
dynamism to increased opportunities for walking (see for example Ccortright, 2009). Whereas the
dominant paradigm of the past few decades is that mobility-centric infrastructure contributed to
economic growth, emerging evidence suggests reducing car-dependence is not only beneficial for
quality of life, but also for local economies.
Today street activity, walkable cities, and livable streets are used by a diversity of groups
to evoke urban development based on one or more of the following principles: transportation
choices, place making, social justice, and environmental sustainability (Henderson, 2011) – and
increasingly – happiness (Montgomery, 2013). Proponents are generally concerned with the
negative impact of car-dependent communities, and endorse instead non-motorizes transport as a
healthier, more environmentally friendly more socially equitable form of development. The
convergence of all these disciplines pointing to the benefits of walkable communities begs the
question why development policies do not reflect these priorities.
How to generate an active and healthy street life?
Jacobs (1961), Whyte (1980) and Gehl (1987) all emphasize that successful places are
well trafficked by people, and that presence of people is the key attraction for more people.
Whyte (2012) finds that successful places are also correlated with a high proportion of women
and groups of people using the space. Therefor the number of people, the proportion of women,
and the presence of groups can be used to evaluate the vibrancy of street activity.
These authors also stress that the presence of other people partakes in should be
considered. One of the key indicators of great public spaces is the opportunity to engage
―passively‖ – for example by people watching. Simple design improvements can increase use and
quality of space – fo example through the provision of places to sit – benches, movable chairs and
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grass, and opportunities to buy and consume food (Whyte 1980). Ultimately, a vibrant street life
that contributes to public life is infused with opportunities for social exchanged and interaction.
One of the most important elements to influence the quality of public spaces, identified by Whyte
(1980), is the presence of ―triangulation‖ elements – ―external stimuli‘ that provide strangers the
opportunity to interact. These elements can be physical- such as a monument or piece of art, or
they can be an activity / performance. These opportunities for interaction among strangers are a
key contributor to a community‘s wellbeing and quality of life.
SIDEWALK PLANNING
According to the published research work ―Planning Sidewalks‖ of Leslie Deacon, an

urban planner, the following are the points in planning of street sidewalks:
1: THE DISCOURSE OF SIDEWALKS
Public space plays a crucial role in the physical and social fabric of urban environments.
Scholars and professional planners constantly question the use of public space within cities to
decipher how to plan public space that provides a setting for civic engagement supports the
cultivation of social relationships between citizens and form an attachment to place.
The allocation of public space and its purpose must satisfy the needs of the users within
the city, an idea examined by William Whyte, an urbanist and sociologist who argued that
everyday use of space must be considered within the planning and design for public space.
Whyte, who worked for the New York City Planning Commission, began in the 1980s
questioning how people actually use public space. Through physical observation of spaces and
time lapsed photography, he provided insight on behavior patterns and social engagement. While
his work asserted basic observations (i.e. people like to sit in the sun, people like to watch other
people, etc.), his work brought to the forefront concerns about planning spaces people actually
want serving as inspiration for other planners and scholars. William Whyte‘s observed mostly
formalized public space leaving a gap in observation of the sidewalk space. This study draws
upon his methodology of observations - both style and technique - to formulate a research
methodology applicable for observing sidewalk space.
While Whyte‘s work focused on New York City, this ideology existed beyond this city
and country. Jan Gehl, a Danish architect and planner, continuously examines the role of public
space within both the social and physical fabric of the city arguing for better public spaces for
social engagement.2 He describes spaces for walking and placing for staying within the urban
environment, two elements directly tied to sidewalk culture, and he further attests that the
physical condition of our city spaces influences both social engagement and inclusion. One of
Gehl‘s most successful projects extensively studied is the pedestrianization of the Stroget in the
1960s, a pedestrian shopping street in Copenhagen. This project spurred a variety of pedestrian-
oriented projects and remains influential as seen with the current debate of pedestrianizing
Broadway. The pedestrian projects of New York City initially were inspired by Gehl‘s work.
Shifting these ideas from formalized public space, as Whyte focused on, to informal spaces such
as sidewalks, Gehl expresses the value of everyday spaces. Gehl served as primary inspiration
for this research of the sidewalks of the East Village. Gehl‘s behavioral mapping methodology
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ideas and understanding of assessing the quality of social interactions along sidewalks. While
Gehl prioritized the pedestrian in the physical setting of the city by shifting allocated space from
the vehicle to the person, this thesis does not attempt similar intensity and amounts of reform but
rather assesses applicable solutions and approaches to planning sidewalks within the current
context rather than of seeking an entire revolution to the physical fabric.
Within the discourse of public space, scholars gravitate towards differing typologies of
space such as privately owned public space, pedestrian plazas, parks, etc. Under the typology of
sidewalks as public space, five leading scholars address critical issues within sidewalks. Each of
these scholars approach their argument and analysis from different directions with work focused
on various cities across the country and the world. The five scholars provide foundational
knowledge and consideration for the work of this research. The intention of this research
attempts to fill gaps within the sidewalk discourse building upon the existing framework of
knowledge.
2: THE EXPERIENCE OF DIFFERENT USERS
According to the research, Planning Sidewalks, by Leslie Deacon sidewalks remain

concrete, fixed in the urban fabric of the neighborhood. She also stated that however, the life
surrounding, encompassing, and circulating through these spaces adjust the meaning and
articulation of the space. Different people, agendas, and routes shift and morph the experience
and perception of the sidewalks throughout the day, the month, the year. The initial conception
of the static quality of sidewalks becomes removed as the stories and experiences of these spaces
become articulated and expressed.
Historically, the different users represent tension, creativity, and expression since its rise
to the current neighborhood beginning in the 1960s. These aspects of the community‘s persona
still remain embedded within the city as diversity of users and people infiltrate the historic fabric.
The sidewalks of the city absorb the experience of the community and the neighborhood.
One understands the multitudes of identities and tones of this place by walking through these
gridded paths coming upon a variety of different types of streets and sidewalks.
The following are the points that Leslie Deacon observed in conducting researches to her thesis:
RESIDENTIAL STREET
Residential buildings comprise 43% of the land use in the East Village. These residential
streets are often oriented East-West following the patterns of land use exiting throughout
Manhattan. The narrowness of the setbacks along these streets cause pedestrians to weave around
obstacles sprinkled across the segments. Approximately a third of the buildings within the East
Village are walk-up residential buildings as these buildings extend into the sidewalk with steps
and stoops of various sizes. While pedestrians zig-zag around these impediments, these steps
provide opportunities for increased social interaction as groups of people often gather along them
during favorable weather.
SIDEWALKS OF TRANSITION
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The East Village is currently undergoing dramatic change in its built form. Large scale
development projects are popping up throughout the neighborhood, especially along the eastern
and southern edges of the study area. The sidewalks surrounding construction efforts are
dramatically changed during the process of building these new buildings. Sidewalk scaffolding
and sheds infiltrate the area. Pedestrians must navigate these tunneled passages along entire
blocks near Astor Place and other areas scattered throughout the Village removing themselves
from the typical experience of the neighborhood‘s sidewalks and shifting into bland segments
suffering placelessness. When one walks through these scaffold and shredded sidewalks, one
feels no longer embedded within the scale of the East Village but is transferred to a place of both
construction chaos and complete desolation.
THE SMALL SCALE OF MIX-USE
The East Village maintains an authentic character through its small-scaled mixed uses.
These sites are not the large, developed, super blocks with chain retailers at the bottom floor.
These former tenement buildings and their small floor plates allow of business establishments to
locate here who are unable to afford the larger, traditional commercial options in other parts of
the city. A unique mixture of establishments commonly sparks interest and curiosity as one move
down these streets. Goods fill the sidewalks, extending outward of the business to attract
customers and pedestrians. Specialty stores such as high-fashion vintage dresses, custom
designed hats, and eclectic antique shops alternate throughout the area.
THE NIGHTLIFE DESTINATION: SATURATED BAR AREAS
Once night falls in the East Village, populations of people migrate in herds to the area‘s
many bars to begin their night out. 2nd Avenue becomes littered with people who as the weekend
night progresses stagger around the area looking for the next bar, food, or the easiest way back to
their origin. During busy nights, sidewalks are filled with lines of people waiting to get in to
establishments once capacity decreases. Leaving the bar, patrons mumble, shout, and smoke their
way along often as nuisances to the actual residents. The night activity extends into the early
morning leaving only a mere few hours before the morning rush hour begins. As a commercial
street, businesses line both sides with tenants ranging from street vendor-sequel merchants to
tattoo and piercing parlors to bars. This street fills with tourists and visitors throughout the day
and night.
CAFE CULTURE
Cafes line the sidewalks of the avenues and the streets throughout the East Village
providing opportunities for pedestrians to sit, stay, and enjoy the street life as a break within the
day. These ample amounts of cafes belong to both restaurants and coffee shops but also are
placed in front of barber shops and hair salons. On a warm day in the East Village, varieties of
people are seen either perched or relaxed on a bench outside of an establishment or within an
enclosed cafe enjoying a meal or snack.
3: CRITERIA FOR SUCCESSFUL SIDEWALKS
How do we determine when sidewalks are successful and functioning and when they aren‘t?
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Derived from leading scholars‘ criteria, various city-wide pedestrian planning efforts across
the country, the following criteria define functioning, successful sidewalks:
1. Sidewalks must function as public space.

2. Sidewalks must allow and promote social activity.
3. People must feel safe walking along the sidewalk.
4. Sidewalk congestion cannot greatly impair circulation.
5. Sidewalks cannot be over-planned, but must provide opportunities for spontaneous
occurrences.
While these criteria provides a checklist of how to create successful sidewalks, ambiguity,
subjectivity, and temporarily challenge which are the ability to classify sidewalk segments along
this dichotomy. Sidewalks are static, permanent elements in the streetscape but the experiences
and life surrounding the sidewalks changes from moment to moment.
According to observation, research and investigation of Deacon that walking along a

residential street, pedestrians navigated the small sidewalk space infiltrated with the stoops of
walk-ups and the large trees regularly dotting the sidewalk. Small groups of people interacted
and enjoyed conversations strolling along the shaded street. On this afternoon this sidewalk
appeared to be very successful. This sidewalk segment met the criteria defining functioning and
successful sidewalks. However, while passing through this sidewalk segment, suddenly a swam
of adolescent boys barreled through this narrow space – a local school‘s track team suddenly took
over the sidewalk passing through forcing pedestrians to step aside and allow this group to pass.
This experience was a spontaneous occurrence along this segment. However, with this
experience, several of the other criteria were no longer satisfied, momentarily causing the
sidewalk to be inoperable for pedestrians.
With the fear of liability, concerns surrounding pedestrian safety extends to assure
pedestrians are safe walking down the sidewalk by attempting to ensure that people will not slip,
trip or fall due to sidewalk conditions. The interstitial spacing between each of the pavers causes
slight discrepancies in placement and height of each of the pavers. However, the pedestrian still
proceeds with ease along the path. This historic value of the area and its sidewalks become a
value asserted over the common threshold of pedestrian safety faced in other areas with
standardized concrete pavement. Sidewalks with cracks or defects are identified and highlighted
through bright yellow paint or safety cones placed on top of the imperfection to signify to the
pedestrians to be careful when proceeding. A defect in historic sidewalk pavement does not raise
the same alarm as a crack in typical concrete – the physical element of the sidewalk material
shifts the criteria for safety from one segment‘s condition to the next.
This difficulty of identifying successful and unsuccessful sidewalks leads to problems

regulating and controlling sidewalk space. The engineering perspective typically governing the
regulation of the physical space and rationalize segments to accommodate circulation. This
prioritizes pedestrian circulation over the ideology that sidewalks should function as public space
with social activity. Behavior is controlled and monitored within the sidewalk space – allowing
and permitting actions and activity to a certain extent. The criminalization of marginalized
populations excludes and limits who qualifies as the ―public‖ within this public space.
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4: SIDEWALK THEMES
Based on Deacons‘ Research conducted, the findings revolve around six key themes:
spatial justice and injustice, liability, public and private, politics, health and safety, and the
economy. Each of these themes plays a dominant role within both regulations and sidewalk
usage. These themes do not act independently from one another, but rather intrinsic relationships
form amongst these themes defining the complexity of the public space of sidewalks.
WEIGHTED ROLE OF SIDEWALK ACTORS
SPATIAL JUSTICE AND INJUSTICE
Spatial justice and injustice exists within two aspects. First, marginalized populations
experience spatial injustice within the sidewalk space. Class issues reside within sidewalk space.
Individuals with lower socio-economic statuses, such as the homeless and/or panhandling
populations, face criminalization within sidewalks through quality of life enforcements. These
groups face behavioral restrictions to limit their presence along sidewalks.
Secondly, spatial competition exists within sidewalk space. According to Deacon that
The East Village struggles with commercial gentrification, as this is a main issue within the
neighborhood. Community members and establishments fight chain stores such as 7-11 from
infiltrating this locally oriented neighborhood. According to her observation and investigation
The East Village Community Coalition advocate for Formula Retail Zoning, a form of zoning
that would limit and potentially ban major chain retailers from building and opening within the
East Village. This campaign for this type of zoning is intended to help prevent commercial
gentrification.
These issues surrounding zoning in the East Village directly relate to spatial justice
concerns as well as economic factors. Because larger chain stores have deeper economical
pockets, they can afford higher rents and often push out smaller tenants that are typically locally
owned businesses. Walking along 9th Street in the East Village, one passes various storefront
with unique goods strategically placed behind the windows. When weather permits, the workers
of these commercial establishments place tables of goods and racks of clothes outside in the
sidewalk space, allowing pedestrians to stop and examine items of interest, sparking conversation
between people and surfacing inspiration. When these small tenants are replaced with chain
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establishments, this creativity and curiosity is replaced by voids and barren concrete, losing a
sense of community and instead fostering an element of placelessness.
LIABILITY
Another major concern surrounding sidewalks is liability. Liability concerns are the
rational for many of the regulations that exist within sidewalks.
Specifically, property owners are liable for trip and slip lawsuits. These occur when
pedestrians trip over defects within the sidewalk. Furthermore, materials within surfaces have
different levels of slipperiness in various weather conditions and if inappropriate materials are
used to pave sidewalks, increased lawsuit may occur because of personal injury.
These liability issues are ultimately rooted in concerns for pedestrian safety as well as the
economy. Pedestrian safety is fundamental in the utilization and activation of lively sidewalks.
This is typically focused on in terms of crime and perceptions of fear, as Jane Jacobs articulated.
However, the articulation of property ownership liability is complex when considering who must
pay in these scenarios. In many situations, the cracks in the pavement as shown throughout this
research are not directly created, but are instead a by-product of typical wear and tear as well as
street tree plantings. Because of this, it complicates the question of liability and the requirement
for property owners to pay. This offsets city-wide costs to individual land owners. While this is
controversial, it is beneficial because the property owners and land users are more intimately
aware of their sidewalk conditions. Instead of the Department of Transportation having to survey
the entire city for sidewalk issues, property owners or managers are instantly aware of cracks and
disturbances to the walking surface.
PUBLIC & PRIVATE
The tension between the public and the private exists on several different levels. As
articulated throughout the discourse of public space, private ownership manifests within the urban
fabric through a variety of different ways. First, bias often exists in the favor of the property
owners, marginalizing the overall public. This bias is inherent because of the increased
responsibility and power asserted through the regulations. Tension between the public and the
private is more complex than just the relationship between those who own property and those
who don‘t. Property owners exert ownership over the space through various public-private
partnerships.
POLITICS
Because much of the regulation and enforcement of the regulations is through

governmental agencies, politics play a dominant role on sidewalks. However, political
relationships exist between the users of the space and are not just isolated to the agencies.
Given that so many of the uses within sidewalk space requires permits and licenses, there
is an inherent political structure and potential struggle about who these permits and issued and not
issued to. Historically, quality of life enforcement and regulation presents an additional layer of
politics. This is seen especially within the street vending culture and has thus lead to arguably
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excessive criminalization of these vendors as permits are unobtainable to the population.

Furthermore, the criminalization of homelessness with quality of life infringements presents an
additional layer of political control within sidewalk space. These sidewalk politics relates back to
issues of spatial justice and in this instance, spatial injustice against marginalized populations.
Do we have a right to space? Do we have a right to regulate behavior with public space?
Who has the power to do this? There questions do not have a simple answer and will continue to
be asked into the future.
HEALTH & SAFETY
Cracked and defective sidewalks can create unsafe walking conditions. The Department
of Transportation reports violations and defects to property owners to ensure safety; however
despite the issuing of the violations, there are no fines or fees associated with them until the
transferring of property. This regulation is intended to help encourage property owners to repair
their sidewalks.
STREET USE
Since the acceptance of the street as a part of community culture, it has been the goal of
urban theorists to develop a concept that would enhance the safety and physical comfort of the
street in order to ―encourage participation‖ to make it the ―most desirable place to be.‖ Urban
conditions like health, safety, comfort, access, the availability of light, air, and land use are only a
few of the considerations theorists, planners, and designers must give to good street design.
According to architect Thomas Schumacher, (1941–2009) was an American academic architect
and a Fellow of the American Academy in Rome and for his expertise in rationalist Italian
architecture, ―physical planning factors that appear most to influence street use are [1] user
density, [2] diversity, [3] pedestrian/vehicular interaction, and [4] configuration of street and
context.‖
4 PLANNING FACTOR THAT INFLUENCE STREET USE:
1. DENSITY
Density is important to the creation of a healthy active street environment. Without adequate
density, streets may become unsightly, unoccupied, derelict spaces. However, one cannot design
density, it is a matter of public policy, yet, theorists and designers must address it in order to
improve the public realm.
Street activity occurs only if it is convenient for large numbers of pedestrians to use it in
various ways, but even places that have a high density are not guaranteed to bring activity to the
streets. Creating theories that take into account various degrees of density is no easy task,
theorists and designers must be aware that numerous other variables affect street use which often
counteract the potential effects of high density.
2. DIVERSITY
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In order to achieve physical, social and economic diversity streets must simultaneously
―inhibit the use of the automobile, support goal-directed activities, and employ the potential of the
street space for unplanned activities.‖18 The inclusion of mixed uses produces not only a
situation in which people from various economic and social standings can co-mingle it also,
allows for the greater possibility of having diverse uses and activities happen. The restrictions
applied to cities and neighborhoods however, tend to restrict a mix of land uses which often
reduce the possibility of, and interaction in the street. The public space of the street then is often
unused because there is no place to go.
3. PEDESTRIAN/ VEHICULAR INTERACTION
Physical safety on streets is crucial in order to encourage pedestrian participation. During

Antiquity being able to protect the city correlated with how streets were designed. Centuries
later, during the Renaissance, the increase in trade and reduced need for the military made
possible the linking of urban street networks outside of the city. As a result safety issues of
another kind arose, the protection of the pedestrian from the increase in vehicular traffic. The
separation of pedestrian traffic from vehicular traffic is a constant consideration in street design
and while the complete separation of high-speed vehicular traffic from the pedestrian is
necessary, ―the complete separation of the two can be potentially harmful to street activity‖. The
primary consideration in separating automobiles from pedestrians is pedestrian safety which has
resulted in the creation of pedestrian centered public spaces. These spaces act to pull pedestrian
activity away from the streets completely and leave them vacant. Theories then must ―consider
all the factors of pedestrian/auto interaction, not just traffic separation.‖
4. CONFIGURATION OF STREET AND CONTEXT
Streets can be defined in two dimensions, the horizontal – the width of the street - and the
vertical – the building façade, the third dimension I spoke of earlier would be topography or
landscape. The ability of the user to immediately perceive the street as a figure not only promotes
a sense of enclosure and orientation but also defines the public realm. The enclosure of the street
as an outdoor room is a precondition for street activity and it is important to define it by the
creation of a connected façade. Theorists have to consider both the vertical and horizontal
dimensions of street design when formulating their theories however, ―numbers and proportions
are not clear and it is uncertain whether to know if building spacing or height or one of the many
other variables along a street will define or fail to define it‖.
When we look at these concepts in more depth we begin to realize that the dynamism of cities
make these concepts difficult to implement. These of course are not the only considerations that
must be given to street design. The design of streets is a multifaceted endeavor made all the more
complicated by the ever evolving complex urban condition. It is difficult for theorists ―to know
when a quality has been achieved in the best way‖. As we have seen when developing a concept
about street design much still remains uncertain. In recent years theorists have tried to tackle
these factors and have developed various urban theories. Much like the historical designs before,
each theory builds on the other, reflecting in large part the mood of the culture, and filling in the
gaps that were left from previous design philosophies. Allen Jacobs described street design as a
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―leapmanship, a point where it is necessary to jump from the known to something else that is
desired.‖ Everyday urbanism, green streets, and complete streets are that leap.
GREEN STREETS
The green street design approach is a concept that arose out of the larger sustainability
movement of the twentieth century. It has multiple uses and seeks to provide a creative
sustainable alternative to traditional streetscape designs. ―By design and function, urban areas are
covered with impervious surfaces: roofs, roads, sidewalks, and parking lots‖. Due to the large
amount of impervious surfaces in urban areas when it rains the impervious surfaces greatly
reduces the water ability to soak into the ground which leads to ―increases in runoff volume and
high runoff peak flows,‖ which are damaging not only to the environment but, also surrounding
property. These alterations in ecology increases the potential of flooding and more importantly
creates a great strain on the storm water infrastructure that is present. The impervious surfaces
act as collection sites for vehicular pollutants and distribute them through the storm water
infrastructure and ultimately to local streams, disrupting the local ecological habitat. As people
became more aware of the environmental costs that were being transferred to the surrounding
ecology they sought ways to alleviate the growing environmental impact cities were having.
―Roads presented many opportunities for green infrastructure application‖.
Green infrastructure seeks to make a permanent connection to long-term sustainability

goals through the incorporation of infrastructure projects that mimic a natural hydrological
ecology. The incorporation of these sustainable techniques into the public right-of way is
considered a green street.
Green streets were developed as part of a larger green infrastructure initiative that seeks
to minimize the negative environmental impact cities are having by addressing problems such as,
runoff, soil erosion, the heat island effect, as well as, other sustainability issues.
They are designed to merge the natural hydrological cycle, managed through the mimicry
of natural ecosystems, with a designed urbanscape. Through the use of planting and a reduction
in the impervious surface area, water is filtered through the urbanscape before going into streams
and rivers. Minimizing the amount of pollution that pours into our rivers and streams and
reducing the impact on our stormwater systems.
Green street design can vary depending on a number of factors like the needs of the
street, the amount of right-of-way, and the layout of the street. Many streets are oversized for
their typical everyday function because they were designed to accommodate emergency vehicles
and provide a free flow of traffic. Street reduction initiatives are used as a part of green street
design in order to reduce the amount of impervious surface, replacing the areas that were taken
away with a bio-retention curve extension or swell. There are many different ways to design for a
green street however; the goal still remains the same, to reduce impervious surfaces and runoff
through the enhancement of ecologically friendly streetscapes and road improvements.
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COMPLETE STREET
The Complete Streets concept intends to provide for the safe use of the street by all
travelers. In essence, they are shared spaces that enable safe and comfortable access and travel
for pedestrians, cyclists, motorists, and public transport. More so than the previous two theories
complete streets are ―about policy and institutional change‖. The complete street approach not
only looks to alter the design of streets for more democratic usage, it also looks to change the
―decision-making process so that all users are routinely considered in the planning and designing
process‖. As part of this new approach policy makers developed ―context-sensitive design
concepts and techniques [CSS]‖. CSS is another policy approach which ensures that complete
street designs ―are appropriate for the area in which a project is implemented‖. The policies that
shape complete streets are not intended to be universally applied, but, rather reflect the local
context of their application because rural streets and urban streets do not have the same type of
users, with the same frequency of use.
According to the National Complete Streets Coalition, typical elements that make up a
complete street include sidewalks, bicycle lanes, shared-use paths, designated bus lanes, safe and
accessible transit stops, and frequent and safe crossings for pedestrians. Another factor in
defining a complete street is in the way mobility is defined. However, the implementation of
complete streets policies has to do with more than its physical design. One of the major
components of complete street policies is selecting a vehicular speed that is comfortable for all of
the various users of the street. The policies of complete streets are attempting to redefine mobility
in terms of total travel time as opposed to the conventional definition of travel speed. Complete
street designs use ―arterial traffic calming measures‖ in order to ―retrofit urban aerials which‖
ensures safe pedestrian crossing. Infrastructure changes like road diets, narrowing travel lanes,
controlling for speed, synching traffic signals, and adding median landscaping are just a few other
ways engineers and designers have sought to calm traffic on arterial roads. Each of these policy
initiatives and techniques is in essence a way of making the arterial street more accommodating
to various other forms of travel and users. The policy of complete streets is an attempt at
designing in a less conventional manner, spurred by the ―growing awareness of other
transportation modes‖.
TREATMENTS & ELEMENTS
The author of NACTO design guide stated that public spaces, streets and sidewalks are
often limited by their preexisting geometries and adjacent land uses. Despite these constraints,
cities today have access to a growing toolbox of treatments and elements to activate their rights-
of-way. From curbside public seating to green infrastructure and pedestrian safety improvements,
an array of new design strategies are helping cities carve vibrant public spaces out of
underutilized roadbeds. This section investigates these innovations as part of a flexible approach
to street design and safety, focusing in particular on the curbside as a malleable space bridging
the sidewalk and the street.
Moving the Curb
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Originally designed to capture stormwater and lead it to catch basins, curbs mark the
traditional dividing line between motorized and non-motorized space on the street. On-street
parking reinforces this division and serves as a physical boundary between the sidewalk and the
street. Today, as cities reinvest in their streets as public spaces, curbside uses are beginning to
change and evolve.
The Guide looks at the curbside as a flexible space that bridges and negotiates the street
and the sidewalk. Cafe seating for adjacent businesses can replace curbside parking spaces.
Bioswales and landscaping near the intersection can improve a street‘s ecological performance,
while simultaneously calming traffic. The curb can host temporary uses and activities, such as
food trucks and vendors, or low-cost safety improvements that shorten pedestrian crossings at
intersections. Cycle tracks and interim sidewalk widening, meanwhile, officially extend the curb
line and shift parking into a floating lane.
Low Impact Design
Low impact design (LID) refers to efforts to manage stormwater at the source, as
opposed to directing it into the sewer system. LIDs are increasingly important as cities deal with
climate change, water pollution and outdated infrastructure. In some circumstances, they can
reduce long-term construction and maintenance costs, alleviate hazards from flooding and
provide opportunities for innovative design. The latter is especially important as cities grapple
with wide expanses of impermeable surfaces causing stormwater runoff.
Where a given street falls within its particular watershed dictates LID usage. Almost
every street has a running slope: the higher portion deals with falling rain, while the lower portion
handles rain and runoff. This begins to suggest design solutions reflective of local topography.
Climates with more rainfall can support lush plantings, while more arid climates require systems
that can remain dry for long periods.
Benefits
- Delineates no parking zones through enhanced vegetation

- Landscapes and beautifies the street
- Diminishes pedestrian crossing distances when located in medians or bulb-outs
- Reduces ―ponding‖ at pedestrian ramps
More than Just Rain Gardens
- Calms traffic as drivers move slower past trees and landscaping

- Provides rationale for narrowing street widths
- Acts as a buffer between traffic and the pedestrian realm
Parklets, Pop-ups & Street Seats
Parklets, pop-ups and street seats transform one to two parking spaces into 200-400
square feet of public space. These treatments may be temporary or permanent. Parklet programs
are on the rise all across the country, as cities rethink how to best utilize these public amenities.
P a g e | 25
The following criteria are used in the design and placement of parklets, pop-up cafes and street
seats:
Location
- Lack of public space in the surrounding area

- Surrounding land uses that can attract people
- Identified community or business steward
- Pre-existing community support
- Not immediately adjacent to the corner
- Not blocking a fire hydrant or bus stop
Design
- Materials that can stand up to impacts, resist scratches and not degrade under constant
UV and moisture exposure
- Protection from traffic while allowing for visibility via wheel stops, flexible bollards,
street markings and railing edges
- Curbside drainage not impeded
A business owner, community benefit district, nonprofit or resident, is typically responsible

for the construction costs, maintenance and liability insurance for the parklet. Permits are
renewed annually.
DESIGNING STREETS AS PUBLIC SPACES
The NACTO Urban Street Design Guide charts the design principles and strategies that
cities are adopting to confront 21st Century demands on their streets. It is based on the
fundamental idea that streets are spaces for people as well as arteries for traffic. The guide is
rooted in on-the-ground, built projects and great streets, and reflects international best practices
and research in urban design, planning and engineering.
Five Principles of Urban Street Design according to NACTO design guide
NACTO design guide documented five principles which establish a clear understanding of
the primary goals, ideals, and tenets of world-class street design.
1. Streets are Public Spaces
Streets are often the most vital, yet underutilized public spaces in cities. Conventional
highway design standards tend to look at streets as thoroughfares for traffic and measure their
performance in terms of speed, delay, throughput and congestion. In reality, streets play a much
larger role in the public life of cities and communities and should be designed to include public
spaces as well as channels for movement.
2. Great Streets are Great for Business
P a g e | 26
Cities have realized that streets are an economic asset as much as a functional element. Well-
designed streets generate higher revenues for businesses and higher values for homeowners.
3. Design for Safety
In 2010, 32,885 people were killed in traffic crashes, which are also the leading cause of
death among children aged 5 to 14. These deaths and hundreds of thousands of injuries are
avoidable. Traffic engineers can and should do better, by designing streets where people walking,
parking, shopping, bicycling, working and driving can cross paths safely.
4. Streets can be Changed
Transportation engineers can work flexibly within the building envelope of a street. This
includes moving curbs, changing alignments, daylighting corners and redirecting traffic where
necessary. Many city streets were created in a different era and need to be reconfigured to meet
new needs. Street space can also be reused for different purposes, such as parklets, bicycle
parking and pop-up cafes.
5. Act Now!
Implementing projects quickly using temporary materials helps inform public decision
making. Cities across the US have begun using a stepped approach to major redesigns, where
temporary materials are used in the short term, to be replaced by permanent materials after the
public has tested the design thoroughly.
I. METHODOLOGY OF RESEARCH
Research process and methods of the collaborative street elements design projects
Research Strategies Tactics Target Instrument output

Method respondents/
source of data
Study of the Research and Conduction of Source of This is
background investigations relevant data: important to
about history, background government understand the
culture, urban studies, documents background of
life, and reports, and and studies, a place in
development. documentaries field research order to
(observation design a
and suitable street
Make interviews) pocket spaces
investigations, and reports and furnitures
observations and
and interviews documentaries
about the
culture, street
happenings,
P a g e | 27
and street
spaces
surround the
site
Field Conduct site Photo Street users The different
observations visit for the documentation ways of
site analysis Street observations
and user‘s Site visit structures were
analysis. conducted to
Observe users, Environmental investigate the
Observe the observe behavior issue
present street structures thoroughly
condition and along the site, from different
present and observe perspectives
scenarios of environmental so as to offer
the site behavior an all-around
gathering and objective
photo understanding.
documentation
Direct Interview Conduct Street users This helped to

interviews street users, interview with Site residents design street
establishment‘s the local pocket spaces
owners and residents and and street
vendors to users furniture
identify the which can
problem of the truly meet the
street. users‘ needs
and reflect the
Interview image of the
street users to places where
identify their they are
needs and situated
wants.
Consultations Consultations Conduct Professionals It is essential

were opinions and that have the to balance the
undertaken guidance knowledge interests of
with about the topic different
government parties and
officers and Government design street
related officials elements with
professionals the best value
to obtain to improve the
opinions and urban
directions. environment.
P a g e | 28
J. DEFINITION OF TERMS
Adaptive- can easily reproduce and accept or can easily change behavior or something so
that it functions better or is better suited for a purpose.
Behavioral pattern- the usual way of behaving: something that a person goes often in a
regular and repeated way
Culture- a particular society that has its own beliefs, ways of life, and art
Diverse user- different type of user with different culture and behavior
Street architecture- street architecture refers to street spaces and street furniture
Street furniture- Street furniture refers to the object and facilities located in urban public
spaces that provide various services and functions to the public.
Street spaces- Street spaces refer to the spaces located in urban public area these are the
parks, sidewalk, road, and bus stops/ waiting area.
Street pocket spaces- Street pocket spaces refer to the spaces located in urban public area
these are the parks, sidewalk, road, and bus stops/ waiting area.
Side walk- a usually concrete path along the side of a street for people to walk on
Traffic calming- The combination of street designs and traffic rules that deliberately
reduces vehicle speeds by designing and building interventions (e.g. speed humps, raised
crossings, chicanes) to improve safety for all road users, especially pedestrians and
cyclists.
Exposure- In the context of road safety, exposure is defined as the state of being exposed
to risk. The measure of exposure aims to indicate the likelihood that certain segments of
the population could be involved in crashes. It is based on the amount of time, volume, or
distance. In the context of crash models, exposure may include total motorized traffic
volumes (vehicle kilometers traveled, or VKT; annual average daily traffic, or AADT), or
travel volume of pedestrians and cyclists.
K. BIBLIOGRAPHY
Appleyard, D. (1981). Livable streets. Berkeley, Los Angeles, London: University of California
Press.
Blomley, N. (2010). Rights of Passage: Sidewalks and the regulation of public flow. New York,
NY: 2011.
Breslin, P. (1995). ―On These Sidewalks of New York, the Sun is Shining Again.‖ Smithsonian.
26, 1: 100-110.
P a g e | 29
Brown, P. (5 Jan. 2003). ―Whose Sidewalk Is It, Anyway?‖ New York Times. New York: 4, 12.
Duneier, M. (1999). Sidewalks. New York, NY: Farrar, Straus, and Giroux.
Duneier, M. & Molotch, H. (1999). ―Talking City Trouble: Interaction Vandalism, Social
Inequality, and the ‗Urban Interaction Problem.‘‖ American Journal of Sociology. 104, 5:
12621295. Retrieved from http://www.jstor.org/stable/10.1086/210175.
Ehrenfeucht, R. & Loukaitou-Sideris, A. (Nov. 2010). ―Planning Urban Sidewalks: Infrastructure,

Daily Life and Destinations.‖ Journal of Urban Design, 15, 4: 459-471.
Ehrenfeucht, R. & Loukaitou-Sideris, A. (2009). Sidewalks: Conflict and negotiation over public
space. Cambridge, MA: The MIT Press.
Gehl, J. (1987). Life Between Buildings. New York, NY: Van Nostrand Reinhold.
Great Streets for Los Angeles: Complete Street Design Guide (November, 2014), pdf
Hall, S. (2012). City, Street and Citizen: The measures of the ordinary. New York, NY:
Routledge.
Hou, J. (ed.) (2010). Insurgent Public Space: Guerrilla urbanism and the remaking of
contemporary cities. New York, NY: Routledge
Jacobs, J. (1989). The Death and Life of Great American Cities. New York, NY: Random House,
Inc.
Jacobs, Allan B, Great Streets. Cambridge [Mass.: MIT Press, c1993], 4.
Joseph-Ben, Eran and Southworth, Michael, ―Street Standards and the Shaping of Suburbia,‖
APA Journal, 1995, 77
Lefebvre, H. (2009). State Space World: Selected Essays. (N. Brenner & S. Elden, Eds.).
Minneapolis: University of Minnesota Press.
Leslie, Deacon ―PLANNING SIDEWALKS: IMPLICATIONS OF REGULATING SIDEWALK

SPACE IN THE EAST VILLAGE”, Columbia (2015)
Low, S. (2000). On the Plaza: The Politics of Public Space and Culture. Austin, TX: University
of Texas Press.
Madanipour, A. (Ed.). (2010). Whose Public Space? International case studies in urban design
and development. New York, NY: Routledge.
Miller, K. (2007). Designs on the Public: The Private Lives of New York‘s Public Space.
Minneapolis: University of Minnesota Press.
Nemeth, J. ―Controlling the Commons: How Public is Public Space? Urban Affairs Review. 48:
811 – 835.
P a g e | 30
NRDC, Nashville, Tennessee: A Case Study of How Green Infrastructure is Helping Manage
Urban Stormwater Challenges,
New York City Department of Transportation. (2011). Curbside Public Seating Platforms: 2011
Pilot Program Evaluation Report. Retrieved from http://www.nyc.gov/html/dot/downloads/pdf/
curbside-seating_pilot-evaluation.pdf.
Moore, Mandy and Prain, Leanne, Yarn Bombing The Art of Crochet and Knit Graffiti, [Arsenal
Pulp Press, 2009], 17.
Oldenburg, R. (2001). Celebrating the Third Place: Inspiring Stores about the ―Great Good
Places‖ at the Heart of our Communities. New York: Marlowe & Co.
Portland State University, Portland State University: University District Framework Plan,
http://www.pdx.edu/planning-sustainability/sites/www.pdx.edu.planning-
sustainability/files/PSU%20FrameworkPlan_WEB.pdf, 72.
Whyte, W. (1980). The Social Life of Small Urban Spaces. Washington, DC: Conservation
Foundation.
P a g e | 31
A. DATA MANAGEMENT
a. PRESENT CONDITION
Baliwag in the province of Bulacan was rich in history and culture which are now
fading and forgotten. The street of Baliwag nowadays shows no evidence of the said
culture and history of the town. The important public spaces (street architecture) in
Locality of Baliwag are not being considered and partakes less significance and Streets
in Baliwag are not attractive which cause common problems such as street congestion,
unsafe sidewalks, illegal vendors, traffic congestion, exposed spaces from sun radiation
and even crime scene. Sidewalks are no longer in its true purpose and use especially in
Benigno S. Aquino Ave. (Baliwag circle to crossing), what you will encounter in the
sidewalks are illegal vendors and those sidewalks are also used as parking spaces of
commercial building along the road.
Like in common provinces and towns, here in town of Baliwag, Bulacan (from
circle to crossing) many of the street users/residents do not walk in the streets because in
this modern year walking is frightening and walking is not healthy to do. Our streets are
polluted and has environment which is not really encouraging to walk. Improper and
dirty sidewalks, street lamps but not working, sidewalks that turned into big trash can
and uncomfortable bus stops/waiting shed which is also frightening to wait specially at
night and exposed to sunlight in daylight. In this modern year you will experience and
you will see commuters who wait besides the road rather than in the bus stops/ Waiting
shed. It is because they are not comfortable in the bus stops/waiting sheds. No electric
power especially at night, no benches and not too accessible. Our streets are not ideal to
use anymore. Even when you walk in the morning, you will be cover of the smoke of the
cars and the sunlight will burn your skin. And No one will love to walk at night with the
issues and crimes in our streets nowadays. If it is not the crime that will stop you, it will
be the pollution, the uncomforting feeling and the lack of necessity in our streets.
PHYSICAL CHARACTERISTICS
I. Geographic Location and Land Area
The municipality of Baliwag is located on the westernmost part of Bulacan

province. It is also one of the perimeter towns of Bulacan in the provincial boundary
line with Pampanga. North of the town are two (2) municipalities of Pampanga namely,
San Luis and Candaba, on the south are Pulilan and Plaridel both of Bulacan: on the
west Bustos and San Rafael Bulacan. The town is approximately located between 14
55‘ and 15 00 North latitude and 120 40 and 121 00‘ East longitude.
There are three (3) major transport lines in the municipality: The Baliuag
Candaba road going to Pampanga, the Cagayan Valley road and the Dona Remedios
Trinidad Highway going to Manila and Nueva Ecija.
P a g e | 32
The town is 52 kilometers north of Manila, which takes usually one (1) hour in
term of travel time.
Baliwag is a boot-shaped bounded municipality with a total area of

approximately 4,424.37 hectares consisting of 27 barangays. The five largest barangays
are Tarcan with 848.48 Calantipay with 384.86 hectares, Matangtubig with 309.06
hectares, Barangca with 240.88 hectares and Makinabang with 227.25 hectares.
II. Topography
Baliuag has a fairly level land suited for agricultural crop production and urban
development. Other topographic variations are the bodies of water, which means that
the soil is fertile aside from adding to the natural beauty of the territory. One of the
largest rivers in Luzon can be found in Baliuag. It is named as Angat River and is the
natural boundary line of Baliuag and Bustos. Rio Grande de Pampanga (Pampanga
River) is on the northern north part of the town that divides the provinces of Pampanga
and Bulacan.
III. Climate
The town has two (2) pronounced seasons the wet and dry. The wet season
begins in April and ends in December. The rest of the year is dry with occasional rains
around the area. The average temperature is from 21 C to 33 C while the annual rainfall
is 100.58 inches. December and January are the cold months and the temperature
registers from 21 to 25 C the town is also affected by typhoons, tropical rains and
storms.
BENIGNO S. AQUINO AVE. IN BALIWAG BULACAN
Benigno S. Aquino Ave. passes through 5 barangays. The study will focus on just
two barangays which are in the area of Baliwag Bayan. These two barangays are
Barangay Poblacion and Barangay Bagong Nayon.
Table 1.1
Republic of the Philippines

Province of Bulacan
MUNICIPALITY OF BALIWAG
PROJECTED POPULATION
Barangay 2015 2016 2017

Bagong Nayon 5,616 5,719 5,825
Poblacion 9,448 9,622 9,799
P a g e | 33
Table 1.2

Province of Bulacan
Population by Barangay and Sex : 2017
Barangay Population Male Female

Bagong Nayon 5,825 2,919 2,906
Poblacion 9,799 4,910 4,889
Urban and Rural Distribution
The major concentration of the town‘s population is in the urban areas, which accounted
for 77% of the population and distributed among the rural areas is the rural areas is 23%.
Mariano Ponce National High School and St. Mary’s College of Baliwag
Benigno S. Aquino Ave. passes 2 big schools in Baliwag, St. Mary‘s College of Baliwag
(private) and Mariano Ponce National High school (public). One of the main users of Benigno S.
Aquino is the students. Since most of the street users in Benigno S. Aquino Ave. are students the
following are the population of the two schools along Benigno S. Aquino Ave.
Table 2.1
MARIANO PONCE NATIONAL HIGH SCHOOL
Barangay Bagong Nayon, Baliwag, Bulacan
ENROLMENT REPORT (For School Year 2017- 2018)
Year level Total

I 2783
II 2573
III 2402
IV 2152
TOTAL 9910
SOURCE: MARIANO PONCE NATIONAL HIGHSCHOOL
Table 2.2
ST. MARY’S COLLEGE OF BALIWAG
ENROLMENT REPORT HIGH SCHOOL (For School Year 2017- 2018)
P a g e | 34
Year level Total

I 701
II 711
III 622
IV 655
TOTAL 2689
Source: St. Mary’s College Of Baliwag
Table 2.3
ST. MARY’S COLLEGE OF BALIWAG
ENROLMENT REPORT ELEMENTARY (For School Year 2017- 2018)
GRADE LEVEL TOTAL

I 332
II 279
III 362
IV 343
V 367
VI 423
TOTAL 2106
Source: St. Mary’s College Of Baliwag
The overall population of student in 2017-2018 is approximately 14,705.
Sidewalk Population
The table 3.1 below shows the estimated pedestrian volume along Benigno S. Aquino
Ave. it also shows that the numbers of sidewalks users are fewer because most of the user prefers
to commute.
SIDEWALK POPULATION (7am – 5pm)
BASED ON MUNICIPALITY OF BALIWAG (TABLE 3.1)
Monday Tuesday Wednesday Thursday Friday Saturday Sunday Peak

season
11000-15000
9000-10999
7000-8999
5000-6999
3000-4999
1000-2999
1-999
P a g e | 35
Sunday has fewer users of sidewalks since there are no classes every Sunday. This data
will serve as a guide in developing the Benigno S. Aquino Ave. (Baliwag bayan circle/glorietta to
crossing) which considered the population to know the extents and limitation of the project.
SIDEWALK POPULATION (5pm-6am)
BASED ON MUNICIPALITY OF BALIWAG (TABLE 3.2)
Monday Tuesday Wednesday Thursday Friday Saturday Sunday Peak

season
11000-15000
9000-10999
7000-8999
5000-6999
3000-4999
1000-2999
1-999
Pedestrians and sidewalks are not active from 5pm to 6am especially on weekdays since
sidewalks are not comfortable to use especially at night where lampposts or street lights are
inattentive. Sunday night has more street users because of Sunday mass.
PHYSICAL DATA OF BALIWAG
 POLITICAL BOUNDARIES OF BALIWAG
The figure 1.2 shows the political boundary of towns in the Province of Bulacan. It shows
the boundaries of Baliwag Property.
Political Boundaries (Figure 1.1)
Figure 1.2 below shows boundaries of each town in Baliwag.
P a g e | 36
Political Boundaries (Figure 1.2)
The study of Benigno S.

Aquino Ave. focus on just
two Barangays in Baliwag
starting from Baliwag
Bayan (circle/Glorietta) to
Crossing which are under
Brgy Poblacion and Brgy.
Bagong Nayon.
P a g e | 37
LAND AREA
Total Land Area of Barangay Bagong Nayon and Barangay Poblacion

Province of Bulacan
TOTAL LAND AREA PER BARANGAY

TABLE 4.1
BARANGAY SQ.M. HAS.
1. Bagong Nayon 281,150.60 28.11

2. Barangca 2,408,884.64 240.88
3. Calantipay 3,848,658.02 384.86
4. Catulinan 1,751,266.00 175.12
5. Concepcion 593,120.61 59.31
6. Hinukay 1,686,354.00 168.63
7. Makinabang 2,272,573.30 227.25
8. Matangtubig 3,090,633.00 309.06
9. Pagala 1,919,890.75 191.98
10. Paitan 1,568,220.51 156.82
11. Piel 1,059,869.00 105.98
12. Pinagbarilan 2,790,670.50 279.06
13. Poblacion 422,969.90 42.29
14. Sabang 1,971,179.27 197.11
15. San Jose 583,815.89 58.38
16. San Roque 2,010,374.17 201.03
17. Sta. Barbara 1,621,911.04 162.19
18. Sto. Cristo 507,008.50 50.7
19. Sto. Niño 631,565.00 63.15
20. Subic 337,122.18 33.71
21. Sulivan 837,786.00 83.77
22. Tangos 1,322,917.90 132.29
23. Tarcan 8,484,813.50 848.48
24. Tiaong 524,460.30 52.44
25. Tibag 271,006.34 27.1
26. Tilapayong 1,065,102.94 106.51
27. Virgen Delas Flores 380,391.33 38.03
TOTAL 44,243,712.21 4,424.37
Barangay Bagong nayon has a land area of 281, 150. 60 (sq.m.) while Barangay Poblacion has a
land area of 422, 969. 90 (sq.m.). Barangay Poblacion has larger land area than Bagong Nayon.
P a g e | 38
LAND USE MAP AND ADJOINING USES
Barangay Bagong Nayon
Barangay Poblacion
Figure 2.1 Land Use Map and Adjoining Uses
P a g e | 39
BASE MAP AND ACCESS DATA
Figure 2.2 Base Map and Access Data
P a g e | 40
 BOUNDARIES OF BARANGAYS ALONG BENIGNO S. AQUINO AVE.
Territorial Boundaries- There is two barangays along Benigno S. Aquino Ave.
Territorial Boundaries (figure 3.1)
Barangay 1 (Bagong Nayon)
-The boundaries of R.E Chico St., Lopez Jaena St., including Quirino Highway, Baliwag
Crossing
Barangay 2 (Barangay Poblacion)
-The boundaries of Baliwag Bayan, Mariano Ponce St., Glorietta Park/ Baliwag circle.
TRANSPORTATION INTERFACE
Modes of Transportation
The transportation network is a key consideration which strongly influences the quality of
the public domain, and the level of accessibility it provides. The network of transportation
services along and across Baliwag plays an extremely important role in defining the experience of
this place in ways both positive and negative. It integrates the accessibility and connectivity of the
different area.
The main transportation on the Baliwag is the jeepneys and tricycles. One of the famous
transportation on the Baliwag is Baliwag Transit Inc. Because of this transportation it is easily to
go in Baliwag.
P a g e | 41
VEHICULAR ACTIVITY AND TRAFFIC FLOW
Vehicular Activity and Traffic Flow Map
Figure 4.1 Vehicular and Traffic Activity Flow
Picture 2.1 right-side façade of parish Picture 2.2 Baliwag glorietta

church
The figure 4.1 shows the vehicular flow of Benigno S. Aquino Ave. This image presents
the major routine of the vehicles but all of the streets are entering of public and private vehicles.
The yellow arrow represents the one way route and the red arrows represent two way route. The
blue circle shows the most congested intersection in Benigno S. Aquino Ave.
The picture 1.2 is one of the most congested areas because commercial establishments
and the parish church are across the pedestrian.
AVERAGE OF TRAFFIC FLOW Volume of Vehicle along Benigno S.

According to the Baliwag traffic officers Aquino Ave.
the average numbers of vehicles are present
every day in Baliwag particularly in Benigno S.
Aquino Ave. is 500-5000 most of it is tricycle. It
shows that the Baliwag have many vehicles that
produce pollution it also prove that even every
establishment is walkable, people chose to
Table 5.1
commute every day.
P a g e | 42
PUBLIC UTILITY VEHICLE ROUTE (ALONG BENIGNO S. AQUINO AVE.)
JEEP TERMINAL
BUS TERMINAL
Figure 4.2 PUBLIC UTILITY VEHICLE ROUTE
The figure 4.3 shows the route of each type of public utility vehicle.
Buses and jeepneys route is in the Baliwag crossing and Flyover and they
are not entering Baliwag Bayan circle. Their access is just in their
terminals which are located nearby the circle/glorietta. The riding public
of the municipality and its ability to move goods freely depend on
various types of vehicles such as cargo trucks, buses, jeepneys, tricycles
and other forms of transportation. From the town proper to the
barangays, jeeps and tricycles are available having a total number of
10,000 tricycles and 5,000 jeepneys. Source: municipality of Baliwag
CLUP
PEDESTRIAN AND SIDEWALK FLOW AND IDENTIFIFCATION DIAGRAM
Figure 4.3 Pedestrian and Sidewalk Flow and Identification Diagram
Figure 4.3 show the flow in the sidewalks along Benigno S. Aquino Ave. Slow flow
which is represented by pink line for sidewalks that are walkable but just
few users using it. Orange line represents moderate flow in sidewalks
P a g e | 43
that are walkable and many users using it. Most of the sidewalks are not
walkable.
ROADS OF BARANGAY BAGONG NAYON AND BARANGAY POBLACION
BARANGAY ROADS
TABLE 6.1
No. Name of BRGY. Length Kilometers Condition
1 Bagong Nayon 1.85 km. Concrete
1.42 km. Gravel
2 Poblacion 1.79 km. Concrete
1.00 km. Gravel
BENIGNO S. AQUINO AVE. ROAD NETWORK MAP
Figure 5.1 Road Network Map

Legends:
Circle
Crossing
Major Road
Minor Road
List of Minor Streets along Benigno S.

Aquino Ave.
Mariano Ponce St. Calderon St.
R.E Chico St. Lopez Jaena St.
P a g e | 44
IMAGE MAP
Nodes and Land Marks
Figure 6.1 nodes and land marks
Buildings along Benigno S. Aquino Ave.
Figure 6.2 Important Buildings
P a g e | 45
The image map shows the map of spatial experiences of the people it produces a series of
overlays of existing contextual activity and experiential characteristics together with their spatial
location. The image map shows the node, buildings (district), and landmarks.
 Nodes
Picture 3.1 parklet Picture 3.2 parklet
 Landmarks
Picture 3.3 Clock tower of Baliwag Picture 3.4 Circle or Glorietta Park
Picture 3.5Monument of Andres Bonifacio Picture 3.5 Monument and Plaza in front of Municipality
P a g e | 46
EXISTING CONDITION
The researcher observed the site and the street spaces and street elements along Benigno S.
Aquino Ave. The following are the list of street spaces and furniture/elements with the corresponding
problems and issues based on the researcher‘s observation.
STREET SPACES ALONG BENIGNO S. AQUINO AVE.

Table 7.1
Type /name Photo Documentation Description and Problem and Issues

Observation
Glorietta Park The park has not
Has a good location. enough benches.
The circle is also the People don‘t use it as a
rotunda of the town. ―park‖. They use it as
part of pedestrian.
Street users used the
park to pass by, not to
stay or use it in its
original purpose.
Parklets
Parklets are located Parklets are not used
near and beside according to its
Parish Church. purpose. Parklets are
exposed to sunlight and
there are no benches or
any public seating.
Exposed to pollution.
At night there are not
enough street lights or
lamp posts in each park.
Most of the residents or
street users don‘t want
to stay in any of these
parks.
Parklets are not

designed to its original
used.
P a g e | 47
Crossing
There is no proper place
Bus stops/ Bus stops and
Loading and or space for bus
loading and stops/waiting shed and
Unloading area
unloading area in loading and unloading
the crossing of passenger
Sidewalks
(walkable) Provided sidewalks The first and middle
for schools. With picture is a wide
the dimension of 4 sidewalk. But the
meters. sidewalk is cut in the
end boundary of the
school. There are no
enough street light at
night and exposed in
radiation at day.
The third picture is a

narrow sidewalk and
exposed to accidents,
sun radiation, rain, and
source of traffic
congestion. The
sidewalk is cut in the
end façade of the
school.
P a g e | 48
Sidewalks ( not
The sidewalk in the
walkable)
middle picture is used
The pictures are the by the vendors as their
sidewalks that are territory or extension of
provided but not their space even it is not
walkable. their property.
The first two pictures

show that some
sidewalks cannot use
because it is not safe
and very narrow.
Drainage as sidewalks
has large holes and not
properly designed.
The third picture shows

that sidewalks are
occupied by illegal
vendors.
These sidewalks are not

properly designed and
lacks of street furniture.
P a g e | 49
Street
Due to poor design
Landmarks Baliwag Circle
people neglect these
rotonda
landmarks. Some still
see it purpose. But
mostly doesn‘t give
attention to these
landmarks.
Baliwag Clock
tower which is
made of bricks
Andres Bonifacio
Monument
Baliwag plaza
STREET ELEMENTS (FURNITURES) ALONG BENIGNO S. AQUINO AVE.

Table 7.2
Type /name Photo Documentation Description Problem and Issues

Street lights
Sidewalks and the
Street lamps/ Street light and
posts road have shared lamp
lamp post for
post/ street lights.
side walks
Some of this street
lights are not working.
The second picture is

the sidewalks of the
school which has no
any street light.
The reason why

people in Baliwag
always commute
because walking in the
sidewalks has no
P a g e | 50
Public seating
Public seating in The researcher noticed
parks, parklets, that instead of seating
and sidewalks in the public seating,
people chose to seat in
the roots of the tree.
The benches are Public seating is not

made of flat comfortable to use.
bars.
Footpath
Used in Footpath they used has
parks.The path is no unity.
made of concrete
On the third photo, the
(brick form)
researcher observed
that some people who
Used in sidewalks walk in the path get
footpath of Parish their foot stock in the
Church and holes. It is the other
School. The path reason why people do
are made of red not want to walk in the
bricks sidewalks.
Drainage covers
with large holes
Median Poor design and poor

The median is
from Baliwag maintenance. The design
Parish Church is less attractive.
up to Calderon
St. and J.Buizon
St.
Pedestrian
Pedestrian lane Fading pedestrian lane.
of park and
Parish Church
P a g e | 51
Traffic light
Traffic lights are not
Traffic light in
working. The location of
Circle/ Glorietta
traffic light is not
appropriate in circle.
Bridge Bridge in Bridge has no

Bagong Nayon significance and
identity of Baliwag.
Signage
Signage is Some signage is not
around Baliwag in the proper location
STREET ELEMENTS (UTILITIES) ALONG BENIGNO S. AQUINO AVE.

Table 7.3
Type /name Photo Documentation Description Problem and Issues

Drainage Drainage covers are
Drainage cover
as side walk exposed and have large
path holes.
P a g e | 52
Electric Posts
Electric posts Infrastructure and utilities
and street lights doesn‘t have the
along the significance of identity of
sidewalks the town.
Water pipes
Water lines and Some water pipes are
posts are located exposed.
beside the Infrastructure and
sidewalks utilities doesn‘t have
the significance of
identity of the town.
P a g e | 53
STREET ELEMENTS (TREES AND VEGETATION) ALONG BENIGNO S. AQUINO

AVE.
Table 7.3
Type / Name Photo Documentation Type / Name

And Quantity And Quantity
Mango tree (4) Acacia (16)
Kayomito (2) Balete (3)
P a g e | 54
(2) Narra (2)
Palm tree (Buri) Coconut Tree

(31) (11)
P a g e | 55
Mahogany (13) Ipil ipil (3)
Talisay (3) Bongambilya

(23)
River Birch (3) Bonsai (15)
Santan (35)
P a g e | 56
BUIDING STRUCTURES ALONG BENIGNO S. AQUINO AVE.

Buildings along Benigno S. Aquino Ave.
Figure 7.1 building structures along Benigno S. Aquino Ave.
Most of the commercial establishments in Baliwag are situated

and clustered around the Poblacion and along the main streets
and highways. These stores carry a variety of consumer goods
of both primary an luxurious items such as foods, clothing,
housing and dwelling materials and others which are necessary
for daily living.
P a g e | 57
Other Commercial Buildings/ Establishments along Benigno S. Aquino Ave. (Table 8.1)
RIGHT SIDE LEFT SIDE
P a g e | 58
SECTORAL DATA
COMMERCIAL DATA
Baliwag is the growth center in the northern hemisphere of Bulacan and considered one of the
commercial centers where some of the adjacent municipalities buy their needs. At present, there are
approximately 945 commercial establishments which includes general merchandise/sari-sari stores,
restaurants, eateries and carinderias, groceries, bakeries, bakeshops, lumber and hardware/construction
supplies, car/jeep/motorcycle/bicycle parts and supplies, agricultural supplies, school and office
supplies, photo centers, video rentals, appliance centers, bag, and footwear stores, bazaars and gift
shops, pawnshops/jewelry, stores, banks, funeral services, drugs/pharmaceutical stores, cinema/bowling
and billiard halls, beauty parlor/barber shops , wholesale and retail trades, financing institutions and
other services as the business, recreational and personal services which substantially contributes to the
economic progress of the municipality.
Most of these commercial establishments are situated are clustered around the Poblacion and
along the main streets and highways. These stores carry a variety of consumer goods of both primary an
luxurious items such as foods, clothing, housing and dwelling materials and others which are necessary
for daily living.
The overcrowding of business and/or commercial establishments in the municipality most
especially in the Poblacion has resulted in unbalanced growth and unplanned direction of the said
sector.
P a g e | 59
INDUSTRY PROFILE
Tourism Industry
The municipality of Baliuag has its own tourism potentials which needs to be projected and
disseminated to attract more tourists to the municipality is now being undertaken by the present
administration.
P a g e | 60
Baliuag feels honored to be the first municipality to be created by the civil government of
America in the Philippines after the Philippine Revolution of 1896 against Spain. Prior to this event,
the old municipal building which is now being used as the office of Baliuag Tourism, was used by the
revolutionists, the katipuneros as a meeting place at the height of the revolution? It is now, therefore
recorded as a historical edifice by the Philippine Historical Commission.
Added to this attraction is the history of how the church of Baliuag, was built by the
Augustinian friars for so many years. It has become a tourist attraction not only for its archaic
architectural middle age built, but also for some unique processions being held during the observation
of Holy Week and during processions every January of the year in the honor of the the Holy Infant
Jesus.
The holding of the ―Senakulo‖, a portrayal of the biblical life of Jesus Christ is also a tourist
attraction.
Under the present administration, the revival of some old edifice, like the Glorietta for instance,
adds to the aesthetic view of the center of the town. The beauty of the town itself can be considered a
tourist attraction.
Baliuag Tourism Council, a newly born organization, headed by the first couple of the
community continuous to plan for more tourism activities and projects in order to invite more tourist
from within and outside the country.
Transport Industry
Baliwag has three (3) major vehicle routes and means of transportation from Metro Manila area
to Northern Luzon. All buses and cargo trucks coming from the north especially from Region II pass
through Baliwag going to Metro Manila and other neighboring areas.
The Baliuag Transit, Inc. has its home base in the town and plies passengers and cargoes from
Baliwag to Manila. Other buses that pass Baliwag are Five Star, Ram Transit, RL Transit and other
buses like Victory Liner that passes along Dona Remedios Trinidad Highway (will passed through
crossing) going north.
The transportation network is a key consideration which strongly influences the quality of
the public domain, and the level of accessibility it provides. The network of transportation
services along and across Baliwag plays an extremely important role in defining the experience of
this place in ways both positive and negative. It integrates the accessibility and connectivity of the
different area.
The main transportation on the Baliwag is the jeepneys and tricycles. One of the famous
transportation on the Baliwag is Baliwag Transit Inc. Because of this transportation it is easily to
go in Baliwag.
P a g e | 61
THE EXPERIENCE OF DIFFERENT USERS IN USING THE

STREET OF BENIGNO S AQUINO AVE.
The researcher interviewed 5 different street users. The researcher asked two questions to
the interviewees. The questions are ―what is your experiences in using street spaces (sidewalks
and parks)?‖ and ―what can you say about the Street spaces along Benigno S Aquino Ave.?‖
All of the interviewees have the same experiences in using the street along Benigno S.
Aquino Ave. According to the users they were not fan of using the sidewalks. One of the
interviewee was student; in her four years of studying in Mariano Ponce National Highschool
(MPHS) she used the street spaces along the Benigno S. Aquino Ave. at least 6 times. Most of it
was by forced. The reason why she was not using the street spaces because it is not safe and you
cannot actually walk around the street without getting irritated and without getting all the
pollution from different elements. She also said that the sidewalks are not usable because using it
might actually just hurt you. Either you will hit by a car or stock your feet in the canal covers or
you will get sick and disease. She added that walking in the sidewalks especially at night is
dangerous because most of street lights are not working and sidewalks and the road are just
sharing streetlights/lamps.
She also stated that commuting is a waste of money but she rather wastes money than to
suffer in the street. Even she spent more time in commuting because of traffic and the distance is
very short, she said that she will still prefer commuting. Actually, almost all of her classmates are
commuting even the distance is very short, “safety comes first”, she added. She also said that
even the parks and parklets are not comfortable to use. What you will encounter in the parks are
damaged and dirty benches plus theses parks are exposed to dirt, pollution and radiation. She said
that these parks and parklets are just a part of pedestrian for them.
She added that the times she often used and enjoy parks are when the town celebrating
occasions like fiesta and Christmas, Senakulo and Programs.
BENIGNO S AQUINO AVE. USERS AND ITS BEHAVIOR

Different type of user and behavior are observed around the site
Different Type of Users and Behaviors
Table 10.1
Type of User Behavior

Student Often commuting. Used parks and parklets just
a connecting path.
Normal user (users who had business in Few still chose to walk. Most of the users that
Municipality or nearby establishments) are still walking are those who have business
nearby (3 building distance). Most of them
prefer commuting. They find commuting safer
even it will take them a while.
P a g e | 62
Shopper Often commuting. Used parks and parklets just

a connecting path.
Tourist Because of the influence of tricycles, the

tourists tour around the street with the
company of tricycle.
Not resident (bypasser) Most of the bypasser is the ones who still walk.
They ignore the situation of street spaces. They
are the users who are the most tired and
irritated after taking a walk and stay at the
street spaces.
Night Walking Experience in the street along Benigno S. Aquino Ave.
Name and Observation Picture / figure

Clock tower
Along benigno S Aquino ave. the clock tower
is the only area with bright ambiance
Road and Median

The road has no enough lighting.
Benches and Sidewalks

There are no users along sidewalks at night.
P a g e | 63
Median
Many of streete elements/furniture such as
street lights are not working.
Parklets
The parklets are not used according to its
purpose.
Street Lights
Some street lights are not working
P a g e | 64
Parks
Parks has no lights especially at night.
Sidewalks
Sidewalks are not safe to use due to lacking of
lights.
Sidewalks and other Street Spaces Problems

Day and Night Observation
Based on the interview and observation, the following are the problems of the street spaces and
the reasons why users don‘t want to use it.
 Lack of lights at night and exposed to radiation during daylight.

 Narrow paths and sidewalks.
 Poor design. Uncomfortable design of elements and spaces.
 Inappropriate locations of other street furniture.
 Large holes in sidewalk paths.
 Exposed to pollution and dirt and in radiation.
 Exposed to crime.
 Illegal vendors.
 Footpath they used has no unity.
P a g e | 65
 The researcher observed that some people who walk in the path get their foot stock in the
holes. It is the other reason why people do not want to walk in the sidewalks.
 Sidewalks and the road have shared lamp post/ street lights. Some of this street lights are not
working.
 The sidewalk of the school has no any street light.
 The reason why people in Baliwag always commute because walking in the sidewalks has no
good.
 What you will encounter in the parks are damaged and dirty benches plus theses parks are
exposed to dirt, pollution and radiation.
 The park has not enough benches. People don‘t use it as a ―park‖. They use it as part of
pedestrian. Street users used the park to pass by, not to stay or use it in its original purpose.
 Parklets are not used according to its purpose. Parklets are exposed to sunlight and there are
no benches or any public seating. Exposed to pollution. At night there are not enough street
lights or lamp posts in each park. Most of the residents or street users don‘t want to stay in
any of these parks.
 Parklets are not designed to its original used.
 The sidewalk is used by the vendors as their territory or extension of their space even it is not
their property.
 Some sidewalks cannot use because it is not safe and very narrow. Drainage as sidewalks has
large holes and not properly designed.
 Sidewalks are occupied by illegal vendors.

 These sidewalks are not properly designed and lacks of street furniture.
 Due to poor design people neglect these landmarks. Some still see it purpose. But mostly
doesn‘t give attention to these landmarks.
 Narrow sidewalk and exposed to accidents, sun radiation, rain, and source of traffic
congestion. The sidewalk is cut in the end façade of the school.
 The researcher noticed that instead of seating in the public seating, people chose to seat in the
roots of the tree.
 Public seating is not comfortable to use.
Sidewalk Dimension
Sidewalk beside the church and Sidewalk of Mariano Ponce Common Sidewalk is 1.5 meter
SMCB are 4 meters wide. National HS is 2 meters wide. wide
BALIWAG AND ITS CULTURE
P a g e | 66
Recently, first week of May, the Baliwag celebrated Buntal Hat Festival. In his occasion, the
researcher noticed that parklets and parks are full of vendors and residents. They used the circle as their
venue of any events.
EVENTS OBSERVATION (Table 11.1)

PERCENTAGE OF USERS
STREET ELEMENT/ CHRISTMAS FIESTA OTHERS (SENAKULO,

SPACES EVENTS)
SIDEWALKS
PARKS
ROADS
CIRCLE
The table 11. 1 shows that when the town celebrating occasions the street spaces are used.
0-1000 3001-5000
1001-3000 5001+
QUALITATIVE OBSERVATION
The table below is the qualitative characteristics of street elements based on observation.
Qualitative Observation of Street Spaces and Elements
Table 11. 2
Type of street elements Good Fair Poor

Parks
Parklets
P a g e | 67
Landmarks
Sidewalks
Paths
Public Seating
Nodes
Street furniture
Street utilities
SENSOUS QUALITY
Visual Character
The Baliwag have no unity in terms of visual because of different characteristic of each street
element. Some street elements are not in the proper location and have poor design which is not visually
appealing.
Auditory Character
Excessive noise created by the vehicles and vendors.
Olfactory Character
Olfactory experience are not comfortable because its encounter pollution and the drainage
which are not properly covered.
Tactile Character
It is uncomfortable to the skin because of the temperature in the area.
P a g e | 68
FEATURES AND CHARACTERISTICS OF DIFFERENT STREETS OF

DIFFERENT CITIES
A HERITAGE WALKING TOUR OF MALOLOS HISTORIC TOWN CENTER
Location: Malolos City, Bulacan

Similarity to the Projec: Developing A walking tour with its culture in the city
Malolos, Bulacan, Philippines was at the heart of Philippine nationalism and nation-building at the end
of the 19th Century. The town (now city) was the site of the 1898 constitutional convention and the first
Philippine Republic was established in Malolos, at the sanctuary of the Barasoain Church. Additionally,
the convent at the Malolos Cathedral served as the presidential palace for the first Philippine President,
Emilio Aguinaldo. In this way, Malolos is seen as ―the birthplace of the first constitutional republic in
Asia.‖ In 2011, a leading cultural heritage preservation non-governmental organization (NGO),
Heritage Conservation Society (based in Manila) threatened to remove Malolos from the Philippines‘s
lists of historical and cultural heritage and resources because the organization alleged, ―there were no
efforts done by the local government and the people to preserve the marked structures.‖
The people of Malolos, Bulacan, should feel privileged to live and walk in such a historic town, now a
city. Every street is rich in history.
The rows of heritage houses, the well-preserved buildings where our forefathers formed the First
Republic in Asia and Africa, the iconic Barasoain Church, the whole place is a veritable feast of sights
and stories for history buffs and tourists alike.
‘History center’
Given all this, the proud people of Malolos gladly share their celebrated history with the nation and the
world. The local government, led by Mayor Christian D. Natividad, laid out a comprehensive 10-year
program to make Malolos the History Center of the Philippines.
Natividad and other Malolos officials have worked to make January 23 a red-letter day in the Philippine
calendar, it being the founding date of the First Philippine Republic (aka The Malolos Republic). It is
also the date to culminate Fiesta Republika. Set from January 17 to 23, the annual week-long festivity is
packed with sociocultural activities leading to the celebration of Araw ng Republikang Filipino, 1899.
Fiesta Republika is the penultimate event of Malolos‘ Tourism Calendar Season, which starts every last
quarter of the year. During this period, the city plays host to arts, culture and tourism events for local
and foreign guests.
The season‘s other highlights are Parangal sa Kongreso (September) and Pistang Pasko sa Malolos
(December).
City attractions
Parangal sa Kongreso features city-walk tours to heritage and historic points of interest in Malolos City.
Pistang Pasko sa Malolos celebrates the Christmas season in true Tagalog style, with Parada ng Parol,
Christmas Décor Contest, Pistang Bayan ng Malolos and Viva Malolos! Cityhood Anniversary.
P a g e | 69
In the early days of the First Philippine Republic, many of the houses in the poblacion were used as
revolutionary government offices. Many of these buildings still stand today—among them, the house
where the original KKK flag is kept, the Don Antonio Bautista House, found in the cramped Spanish
era street of the city.
It is considered one of the most beautiful houses in the Philippines, an example of the traditional bahay
na bato design. Statues of the caryatids, female figures sculpted into pillars, stand guard on the facade
of this historic building.
The notable Dr. Luis Santos house, with its dark wooden panel interiors and gilded Art Deco designs,
speaks of the affluence of the Tagalog families of the 20th century. Its ceiling was painted by National
Artist Fernando Amorsolo himself and the fountain sculpture in the garden was by National Artist
Guillermo Tolentino.
Many of the famed places in Malolos have Spanish names: Ferro Caril, Paseo del Congreso, the road
the participants of the Malolos Congress took to get to the congress halls; Pariancillo, Casa Real de
Malolos, the first municipio of the town; and Inmaculada Concepcion Church.
Malolos Heritage
The Malolos Heritage Tour takes you to the ancestral homes of the then Calle Pariancillo town proper
also known as the Kamestizuhan district that survived the ravages of war, neglect, and development.
Pariancillo, meaning a ―small market place,‖ housed the Chinese migrants who were directly involved
with the Galleon trade. They settled and intermarried with the native women which resulted to the
creation of a strong middle class, this explains the many residents with Chinese sounding names such
democratic traditions amidst the backdrop of long struggles for independence of the earliest as Gatdula,
Gatmaitan, Gatchalian, among others.
 Barasoain Church
This stood as the site for the First Philippine Congress by General Emilio Aguinaldo where the first
draft of the Philippine Constitution or the Malolos Constitution was convened.
Located just beside the Barasoain Church is the newly opened Museum of the Philippine Political
History that traces the evolution of the Filipino nation-state and the emergence of its system of
government. With galleries containing displays in various formats, including an audio-visual room
which introduces viewers through a 7-minute AVP and an elearning room, the museum aims to provide
historically accurate and aesthetically engaging ways to educate it.
P a g e | 70
 Don Antonio Bautista Mansion
1812 Antonio Bautista House stone house built in 1812, the oldest in Malolos owned by chinese
matriarch Dona Rufina Tanjosoy heir by her son Don Antonio Bautista House, famous for its Art-
Nouveau Interiors with design contributions from Isabelo Tampingco done in 1910.
 Cojuangco
1893 Jose Cojuangco House (Tagalog: Pook Kapanganakan ni Jose Cojuanco)Birthplace of Jose
Chichioco Cojuangco, with marker from the National Historical Commission of the
Philippines,Bulacan,City of Malolos, Liang.
 Don Ramon Gonzalez de Leon
Don Ramon Gonzalez de Leon House Built in 1923, Chalettype Ancestral House of Gobernadorcillo
Don Ramon Gonzales de Leon Bulacan City of Malolos Cigarillera Street.
P a g e | 71
 Paaralan ng mga Kababaihan ng Malolos
Remaining stone wall or ruins of the Instituto Mujeres, with marker from the National Historical
Commission of the Philippines. Site where Rizal addressed his famous letter to the 21 women of
Malolos who petitioned Governor General Valeriano Weyler for a night school for women on
December 12, 1888 Bulacan City of Malolos Santo Niño Street .
 Casa Real
The original Casa Real of Malolos, which was the municipal hall and where the gobernadorcillo or
town mayor held office, was originally erected in 1580 of light materials such as bamboo and cogon
grass. It was rebuilt in stone in 1767, then of brick in 1786. It was further upgraded and likely enlarged
P a g e | 72
in 1843, perhaps almost contemporary with the Casa Tribunal. When Malolos was split into the three
towns of Malolos, Barasoain, and Santa Isabel in 1859, the Casa Tribunal became the town hall of the
new ―smaller‖ Malolos, and the Casa Real became the town hall of Barasoain, since it stood across the
river in Barasoain territory.
 Aguas Potables de Malolos
American period water tank built in 1923Bulacan City of Malolos Plaza Torres.
 De fomenta
It used to serve as the office of the Secretaria de Fomento or Ministry of Interior Affairs, and later
became a municipal hall, primary school and even a Japanese camp. The most famous personality who
visited this house is no other than the Filipino national hero, Dr. Jose Rizal, to form La Liga Filipina .
P a g e | 73
 Malolos Cathedral
The Malolos Cathedral convent served as the presidential palace of Emilio Aguinaldo, during the First
Philippine Republic from September 15, 1898 to March 31, 1899. Aguinaldo used the convent as his
office. During the Philippine–American War, Aguinaldo and his men decided to escape before the
American Army arrived in the capital. While escaping to San Fernando, Pampanga, Aguinaldo ordered
General Antonio Luna to burn down the Malolos Church, as part of his scorched earth policy so that
anything left would be rendered useless.
P a g e | 74
ANALYSIS/ SWOT ANALYSIS OF MALOLOS HERITAGE
BARASOAIN SWOT ANALYSIS
STRENGTH OPPORTUNITIES
PARKING SPACES Since barasoain is a
To prevent parking of cars in landmark of malolos, people
sidewalks and roads. can easily come without
worrying. Increase visitors.
WEAKNESS
RECOMMENDATION: RECOMMENDATION:
The entering and leaving of relocate the guard house at monitored the entering and the
cars cause heavy traffic least 3 meters away from the leaving of the tourist/visitor,
especially before and after gate to prevent traffic ask the purpose of the visit to
mass. The parking space is disturbance in entering the be more organize that it will
too hot due to lack of trees. church. increase praises and show how
discipline are we.
THREATS
Others may come just to RECOMMENDATION: tight RECOMMENDATION:
use the space as their security by asking the purpose provide streetscapes to
parking space even their of the visit especially in encourage passengers/visitors
business is outside the ordinary days. to just walk or use a bike.
church
ESTABLISH Provide necessary things It helps in promoting the
MENTS that visitors may need/like. place.
WEAKNESS RECOMMENDATION:
Some establishment doesn’t provide parking spaces for the RECOMMENDATION:
have parking spaces. customers. improve each establishment
and provide proper setback.
THREATS
Others that visit the
establishment use the RECOMMENDATION: RECOMMENDATION:
church‘s parking space for provide signs and landscapes provide streetscapes to
their cars. Others also use the in the area or street side to encourage passengers/visitors
side walk due to lacking of prevent parking in sidewalks to just walk or use a bike
parking space in each and street sides.
establishment.
P a g e | 75
VENDORS Provide necessary things Promote the place by selling
that visitors may need/like. souvenirs.
WEAKNESS
Too many vendors provide/give small part or increase security and Limit the
especially in some space which vendors can number of the vendors that can
important occasion and actually sell their products so sell inside the park to avoid
mass cause congestion of they do not have to roam unusual accidents.
people and the essence of inside the park of the church.
place somehow fading.
THREATS
The place is prone in crime RECOMMENDATION: RECOMMENDATION: limit
and in accident and check or limit the products the number of the vendors that
beggars/strangers. that can safely sell b the can sell inside the park to
vendors. avoid unusual accidents.
The church is can easily
ROAD Easy to visit and easy to visited and discovered. It
transport. Have access in promotes tourism and even
major and minor roads. you are just in your car you
can sight the beauty of
malolos.
WEAKNESS RECOMMENDATION: RECOMMENDATION:

Due to loading and
Provide waiting shed for provide right loading and
unloading of vehicles in commuters. unloading spot for vehicles
wrong places/spots it cause
disturbance and heavy
traffic.
THREATS
Due too many vehicles that RECOMMENDATION: RECOMMENDATION:
passing through the church, provide streetscapes to maintain cleanliness, provide
walking is not safe. There encourage passengers/visitors streetscapes. It will help to
are no waiting areas for to just walk or use a bike maintain the good ambiance
transportation. and the beauty of the church
surrounding.
P a g e | 76
NODES/ STRENGTH OPPORTUNITIES

AMENITIES It gives more attraction as The other side of the church
landmark of malolos. and the upper part of the
barasoain church attracts
people to pay a visit and it
actually can use for
gatherings and historic
events or tours.
WEAKNESS
RECOMMENDATION: give RECOMMENDATION: give
Lessen the parking space separate schedule for visiting separate schedule for visiting
and may cause disturbance or for using the amenities and or for using the amenities and
during mass. gathering areas.it will be well gathering areas.
organized and will be in
favour in both sides.
THREATS
RECOMMENDATION: tight RECOMMENDATION:
Due to frequent visitation in security. monitor every part that was or
the place, some part of the will be exposed in the eyes of
structure is actually tourist/visitor. The church and
damaged by them other part will be more
accidentally. preserve and will maintain its
good appearance that make
tourist wants to come back.
KAMESTISUHAN STREET (HERITAGE DISTRICT)
(INCLUDES DR. LUIS SANTOS, KNIGHT OF COLUMBUS HOUSE, HOLY

INFANT ACADEMY, BAHAY KABABAIHAN, SECRETARIA DE FOMENTO,
ALBERTA UTANGCOY)
ROAD STRENGTH OPPORTUNITIES

Walk able. No traffic in Walk able. You can visit each
ordinary days and light heritage just by walking.
traffic when there’s an Good for walk in visitors and
occasion. good for biking. Open for
alternative route.
P a g e | 77
WEAKNESS
The street is hidden, cannot provide sidewalks and improve the street, provide
be easily discovered. No streetscapes that match in the amenities or improve other
sidewalks. Far from the heritages which are built establishment that are built
main road. Narrow road. along the road. Since there are along the street so the place
There are no parking open spaces, it can be used as will be known. It will increase
spaces. parking space for those who visitor and it will promote the
visit the houses along the road, heritage district of Malolos.
they can park their car and They can still freely walk in the
walk through the street street.
THREATS
Because of the narrow road RECOMMENDATION: Since RECOMMENDATION:
and no sidewalks when there are open spaces, it can improve the street, provide
group of tourist visit there be used as parking space for amenities or improve other
will be congestion and the those who visit the houses establishment that are built
road is not applicable for along the road; they can park along the street so the place
tourism purposes. The road their car and walk through the will be known. Since there are
was used as parking space. street. open spaces, it can be used as
parking space for those who
visit the houses along the road;
they can park their car and
walk through the street. It will
increase visitors.
LANDMARK STRENGTH OPPORTUNITIES
Good for tourism. Attracts Promotes history of Malolos.

tourist. Can be a heritage preserved
city. Open for restoration
and preservation.
WEAKNESS
Ordinary people do not improve the street, provide improve the street, provide
recognize some of Malolos amenities or improve other amenities or improve other
old houses. The street is not establishment that are built establishment that are built
dicoverable. along the street so the place along the street so the place
will be known. will be known. When the
heritage district is well known,
other people will be interested
and inspired in preserving and
restoring some of old houses.
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THREATS
Other people show interest RECOMMENDATION: make RECOMMENDATION: make
in using and renovating the sure of what kind of sure of what kind of
establishment/ancestral restoration and preservation restoration and preservation
houses that the original they will initiate. Restoration they will initiate. Restoration
structure is vanishing. must be well monitored to must be well monitored to
maintain the preservation of maintain the preservation of
the old establishments. the old establishments. Then
the demand in tourism will
increase.
ILOG TAMPOY STREET

Walk able. Good for Increase the number of
walking. people that visits by just
walking. Lessen the carbon
footprint.

improve the street, provide improve the street, provide
Narrow roads. Not streetscapes, sidewalks and streetscapes, sidewalks and
accessible. One way. bike lane so that they can bike lane so that they can enjoy
Heritage in the street is not enjoy walking through the walking through the street.
discoverable or cannot street. Open space/vacant lot Open space/vacant lot can be
easily seen/find. No parking. can be used as parking area so used as parking area so they
they can freely walk in the can freely walk in the street.
street. In result, the visitors will
increase and it promotes
walking in the whole heritage
district while enjoying.
THREATS
improve the area; provide improve the area; provide
Some people lose interest in landscapes and signage and landscapes and signage and
visiting other heritage that paths that will enlighten the paths that will enlighten the
was built along the street. visitors. visitors.
(DON RAMON DE LEON HOUSE)
RIVER STRENGTH OPPORTUNITIES

The place is can be easily Can be used as promenade.
located and described.
P a g e | 79

provide landscapes in the sides provide landscapes in the sides
Polluted river. of the river bridge and of the river bridge and
maintain cleanliness so other maintain cleanliness so other
that walk along the street will that walk along the street will
be more encourage and be more encourage and
enlighten while walking. enlighten while walking.
Provide signage in the area. Provide signage in the area.
THREATS
Some people lose interest in provide landscapes in the sides cleaning the river will increase
visiting other heritage that of the river bridge and and will encourage people to
was built along the street. maintain cleanliness so other visit; the river can be a
that walk along the street will promenade when improved.
be more encourage and Provide signage n tha area.
enlighten while walking.
CATHEDRAL
PROVIDE NECESSARY PROMOTE THE

VENDORS CATHEDRAL BY SELLING
THINGS THAT VISITORS
MAY NEED OR LIKE. SOUVENIRS

Must provide proper location Relocate the vendors or must
Vendors use the sidewalks
for the sidewalk vendor provide souvenir shops. To
as selling place, it may avoid the illegal sidewalk
cause heavy traffic. vendors.
Sidewalks are unsafe for
the pedestrian.
THREATS
Congestion for the people Must provide a space/location We may provide souvenir
that passing through. The that can fit the large mass of shops. To avoid sidewalk
place is prone in crime and people to prevent the vendors and provide safer
accident congestion sidewalks.
P a g e | 80
The parking space can be The large mass of people
LANDMARKS used as gathering area. can use the front of the
cathedral as gathering area
and event place
STRENGTH OPPURTUNITIES
PARKING SPACE Having parking space, it It’s easy for the people
prevent to use the public specially that brings vehicles
space like sidewalks and
roads as parking
WEAKNESS
Lack of parking space, it Provide another parking Provide terminals nearby the
can’t accommodate the space. cathedral for an easy and
capacity of the cathedral convenient travel in terms of
transportation and to
encourage people not to bring
vehicles
THREATS
Other may come just to use Provide another parking space Provide another parking space
the parking space even their for the public use like for the for the public use like for the
buisiness is outside the establishments that aren’t establishments that aren’t
church have enough space for the have enough space for the
vehicle of their customers. vehicle of their customers.
P a g e | 81
WEAKNESS
IT LESSEN THE PARKING Must provide a separate event Establish a space that can
SPACE WHEN THERES AN place. accommodate large mass of
EVENT people like plaza that can also
use as event place
THREATS
BECAUSE OF THE Must provide a separate event Just develop a front portion
EVENTS, THE MAIN place so the main purpose of only or provide another place
ESSENCE OF THE PLACE the cathedral will retain. for the event place.
WAS FAIDING
STRENGTH OPPURTUNITIES
Easy to visit through karatig Easy to visit even through
ROADS and tricycle public transportation.
( VEHICLES ) Tricycle and karatig can also
use to promote the tourism.
WEAKNESS
Tricycle and karatig drivers Provide terminals and station Put a station to each heritage
are stopping anywhere to for loading/unloading of houses and churches
get passengers passengers
THREATS RECOMMENDATION: RECOMMENDATION:

Provide terminals and station Put a station to each heritage
There are no waiting for loading/unloading of houses and churches for the
areas/loading and unloading
passengers convenience of tourist
zones.
PASEO DE CONGRESO
(Paseo de Congreso street contains Casa real, Cojuangco, Don Antonio Bautista Mansion,
Barasoain Church, and it is also the business district)
P a g e | 82
VENDORS STRENGTH OPPORTUNITIES

Some of the vendors sell a Helps to promote the place.
souvenir to promote the
spirit of the landmark.

As a business district it must Provide souvenir shops and
Some vendors use the contain souvenir shops and pasalubong center to avoid
sidewalks and it cause pasalubong center for the traffic.
congestion to people that tourist to prevent the
passing through and at
increasing population of the
some point it may cause vendors
traffic.
THREATS
Because of the sidewalk As a business district it must Provide souvenir shops and
vendors, there’s not enough contain souvenir shops and pasalubong center to avoid
space for the road pasalubong center to have traffic.
enough space for the
pedestrian and sidewalks
PARKING
SPACE There are some vacant lot to Can develop the vacant lot as
use as parking space a multi storey parking
WEAKNESS
Some establishment doesn’t Vacant lot can be developing Can develop the vacant lot as a
have parking space for into multi storey parking and multi storey parking
their customers terminal as well.
Establishment must provide
parking
THREATS
Lacking of public interest Vacant lot can be develope
due to the lack of parking into multi storey parking and
and traffic. terminal as well.
P a g e | 83
LANDMARK STRENGTH OPPORTUNITIES

On this street, barasoain Through heritages and
and some heritage house can churches the street can be
be located. known/discover to other
place
WEAKNESS
Sometimes the heritage and Put a terminal for the tourist’s Put a terminal for the tourist’s
churches cause a heavy to buses and PUV’s. It can be buses and PUV’s. It can be
moderate traffic specially used as terminal of karatig used as terminal of karatig and
when there’s a field trip or and tricycle. tricycle.
special occasions.
THREATS
Original structure may RECOMMENDATION: RECOMMENDATION:
vanish by renovating and Make sure of what kind of Must provide a museum for the
using it by some people who restoration and preservation historic background of the
show interest on it. they will initiate. Restoration Malolos and history of each
must be well monitored to heritage
maintain the preservation of
the old establishment.
TRAFFIC STRENGTH OPPORTUNITIES

No traffic when early in the Good for the delivery of
morning. goods of each establishment
when early in the morning
WEAKNESS
Heavy traffic mostly during Widen the road into standard Alternative route if necessary
operating hour of size.
commercial establishments.
During Sunday there’s a
heavy traffic after and
before mass.
THREATS
Lessen the attraction of the Widen the road into standard Alternative route if necessary
heritage due to the traffic size to prevent traffic.
P a g e | 84

This is one of the route that Increase the tourism because
can use to go in bayan of it’s easy to locate for the
Malolos and other newly tourist/visitors.
landmarks like Barasoain,
casa real, Talhosoy And
Utangcoy
WEAKNESS
Provide parking, Provide parking, signage and
Some of the vehicle uses the loading/unloading area and direction, loading/unloading
sidewalks as parking. pedestrian lane, sidewalks, area and, sidewalks,
Drivers are stopping streetscape. streetscape.
anywhere to get passengers.
Lack of pedestrian lane.
THREATS
Unsafe for pedestrian and Provide pedestrian lane, Provide pedestrian lane,
prone to accident sidewalks and streetscape sidewalks and streetscape
JACINTO STREET SWOT ANALYSIS
(On this street contain the terminal of Hagonoy, commercial establishments and some heritage
house like the Meralco, office of Apolinario Mabini and the old jail)
VENDORS STRENGTH OPPORTUNITIES

Some of the vendors sell a Helps to promote the place.
souvenir to promote the
spirit of the landmark.
WEAKNESS RECOMMENDATION:
Some vendors use the Relocate them into proper RECOMMENDATION:
sidewalks and it cause location Provide space for them
congestion to people that
passing through and at
some point it may cause
P a g e | 85
traffic.
THREATS
Because of the sidewalk Relocate them into proper Provide space that appropriate
vendors, there’s not enough location for them
space for the road
LANDMARKS STRENGTH OPPORTUNITIES

Some of the heritage has The heritage can be used as
been preserved properly like tourist attraction
the Meralco Mansion
WEAKNESS
Some of the historic Preserve or restore the Preserve or restore the
landmarks was not heritage houses heritage houses so it can be
preserved, like the jail and used as tourist attraction
the office of Mabini
THREATS
There’s a possibility that the Preserve or restore the Preserve or restore the
Landmarks will heritage houses heritage houses so it can be
disappear/demolished used as tourist attraction
TOUR ON TWO WHEELS:

SEEING ILOILO CITY'S HISTORIC SIGHTS BY BIKE
Location: Iloilo City

Similarity to the Projec: Bike Tour in the City reduces traffic pollution
Iloilo City Diversion Road, also known as the Ninoy Aquino Avenue, is a long stretch that
carries Iloilo City‘s strongest business and leisure finds. One of the major developments (back in the
days) started when SM City Iloilo opened its doors to the public in 1999. SM City stood as a lone
beacon (in Diversion hah) until it was followed by the opening of Smallville Complex, Paseo de
Arcangeles and its shops in 2009, Ayala Iloilo Technohub, Plazuela de Iloilo in 2010, and The Iloilo
River Esplanade in 2012.
P a g e | 86
Now, Diversion has the awesome 21-storey Injap Tower, the sweet road to Donato Pison
Avenue‘s Ayala Atria, a long line of amazing Ilonggo restaurants and commercials havens – not to
mention an organized vehicle lane, motorcycle lane, and bike lane (I prefer walker‘s lane) to
demonstrate how the lone Mandurriao road became Iloilo‘s strong catalyst in economic development
and progress.
Iloilo City, Philippines – By day, the historic heritage street of Calle Real is bustling with
activity, as Ilonggos go about their daily lives in the decades-old business district. By night, however,
Calle Real comes alive in a different way. The roaring jeeps and cars are gone, and instead incandescent
street lamps light up the quiet street, rendering it a scene straight out of the Spanish era.
This was one of the stops on a Tuesday night biking tour held by members of iFOLD, a group
of cycling enthusiasts who hold regular biking activities around the city. For this particular night, the
group held what it calls a "visi-tour" for Rappler – a tour-by-bike to the famed tourist spots of Iloilo
City. One of the group's members is Wilfredo Sy Jr, an architect by profession who also runs café and
bike rental shop Fitstop, where visitors can avail of tours to discover the city on two wheels.
Iloilo City, after all, is hailed as one of the Philippines' most walk-friendly and bike-friendly
places. Aside from hosting an annual biking festival, the city is also investing in infrastructure to
encourage more people to bike. A 5-kilometer bike lane runs on Diversion Road, and soon, another 4-
kilometer bike lane is set to connect to that, running through the city's university area.
A local biking community hopes to promote cycling by holding 'visi-tours' – a tour-by-bike to

the famed tourist spots of the city
Diversion Road Bike and Pedestrian Lanes
Iloilo City has a 5-kilometer bike lane along Diversion Road, one of the major highways.
Through its weekly night rides, iFOLD hopes to encourage more Ilonggos to bike to work and
around the city instead of using motorized transportation.
P a g e | 87
The proposed university bike loop, a project in which Sy is involved in, would go around 6
major tertiary institutions and would stand to benefit some 58,000 students.
"Part of the logic why we did it with university groups first is that there are active cycling
groups there," Sy said.
He also pointed out that even before Iloilo City had bike lanes, people were already going
around the city on two wheels.
But the city is banking on the idea that with better bike infrastructure that would help protect
cyclists as they go around the city, more people would be encouraged to use bicycles instead of cars.
A glimpse of Diversion Road (Ninoy Aquino Avenue) and Plazuela de Iloilo.
Near the Iloilo River end of Diversion Road, in front of the former Marina Restaurant.
P a g e | 88
Tree-lined pedestrian lane and Diversion 21 Hotel.
Tour by bike
One of the ways iFOLD is promoting cycling is by linking it up with tourism. On this particular
"visi-tour," the 20-kilometer route would cover the heritage areas of the city that most tourists only get
to visit in the daytime.
From Fitstop's headquarters along Diversion Road, the group kicked off the tour on the bike
lane running on the highway – a smooth, easy ride, as the lane helped protect the group from motor
vehicles sharing the road.
For around two hours, the bike tour covered Iloilo City's famed tourist hotspots, such as the
Jaro Cathedral, the old Iloilo provincial capitol, Calle Real, and Plaza Libertad, among others. With the
city streets almost deserted at night, it was like being on a private city tour without the bustling crowds.
With a total travel time of just around two hours, bike tours like these also highlight the fact
that one can get around Iloilo City quite easily by bike.
P a g e | 89
Diversion Road Bike Lane.
Ted‘s stand-alone branch along Diversion Road.
P a g e | 90
Pedestrian overpass in front of the site of Gaisano‘s Iloilo City Center. Now completed,
it is the first overpass in the city equipped with an elevator for better accessibility.
Road.
THE MAKATI CENTRAL BUSINESS DISTRICT (MCBD)
Location: Makati City

Similarity to the Project: Developing the street and streetscapes of the city
The development of the whole Ayala area was first envisioned by Colonel Joseph R.
McMicking, a Philippine Army World War II veteran, of Scottish and Spanish-Filipino ancestry, who
married into the Roxas-Zobel-Ayala. Together with other Ayala managers, the Ayala Master Plan, a 25-
year urban development program of a new community was developed after the war. One aspect of it,
popularly called for the Ayala Avenue-Paseo de Roxas complex to be Greater Manila‘s new financial
and business center,3 which later came to be known as the Makati Central Business District.
Serving as the main artery of this commercial district is the Ayala Avenue, a 180 ft. wide
former runway strip, now lined with tall buildings housing most of the banks and other big companies,
and thus, becoming the ―Wall Street‖ of the country.
From this commercial avenue radiated two mixed used developments: Legaspi Village on the
left and Salcedo Village on the right, with the Makati Commercial Center at the south as its main
anchor. The whole central business district is located at the northwest side of Makati City, one of the
thirteen cities and municipalities comprising Metro Manila.
The 70‘s and 80‘s saw the mushrooming of different commercial establishments and residential
condominiums. By the early nineties, the land value in this area skyrocketed. It was also during this
time, at the height of the so-called economic boom, that the commercial district bustled with the mass
exodus of workers from different places. As a result, traffic congestion, too much air pollution,
aggravated by construction growth and unfriendly streets, all contributed to the uninviting image that
P a g e | 91
befell this area. Traffic was so horrible that it took around 30 minutes just to traverse the two kilometer
Ayala road. It was also during this time that vehicular rerouting started.
The association of different commercial establishments and Ayala Land, Incorporated, made
allied strides on decongesting the vehicle-dominated streets, through measures that will make walking
attractive to the thousands of commuters, employees, shoppers, visitors, business people and others that
visit the place daily.
Since a big proportion of the people are workers/commuters from nearby towns and cities, the
daytime population of the whole city becomes two times higher than that of the night-time. Thus, the
area became almost deserted and ―dead‖, except for passing vehicles, after office hours; ―unsafe and
unattractive‖ for people who stayed late or live in the vicinity who want to walk. The Makati
Commercial Estates Association and Ayala Land, Inc. ventured on urban renewal, particularly on
enhancement of streetscapes.
Figure 8.1 Covered Walkway Network
The whole area was inventoried, and as per analysis and recommendations, some great
improvements were made. Underpasses were placed where necessary and elevated walkways were
introduced together with on-grade covered walks. Street planting was enhanced and sidewalk pavings
were repaired and restored.
Commercial establishments, such as restaurants and especially 24-hour convenience stores

were then allowed to operate. The objective is to enliven the place and at the same time offer workers
and building occupants with the necessary amenities without having to ride towards the commercial
center. The idea is to provide connecting covered walks along areas where pedestrians often pass. In
1997, the first portion of the elevated walkway was constructed. A portion of an existing street was
closed to traffic, designed and paved and planted and totally pedestrianized. Improvements were made
and continuously implemented.
P a g e | 92
Photo of pedestrian underpass and covered walk along Paseo de

Roxas cor. Sedeno St.
People going to Ayala Center at lunchtime
Elevated walkway near Cojuangco Bldg area
In the case of the covered sidewalks, only the areas along Ayala Avenue and Jaime Velasquez
Street have the qualities of a good pedestrian passageway based on set criteria.
P a g e | 93
EAST MAIN STREET - WALLA WALLA, WASHINGTON

REVITALIZING AN EXTRA-WIDE RIGHT-OF-WAY
Location: Walla Walla, Washington

Similarity to the Project: Public Art in the Street
Main Street is the primary axis through Walla Walla‘s historic downtown, and is the spine of
the city‘s thriving downtown retail core. Main is characterized by its historically significant buildings
(including several on the National Register), many of which have been renovated recently. The right-of-
way is 99‘ wide – extremely wide when compared to other ―main streets‖ around the region and the
nation – and is lined with pedestrianoriented retail and office uses.
Although highly successful now, Downtown Walla Walla witnessed a serious decline in its
retail base as growth occurred at the periphery of the city during the 1980‘s. The overall vacancy rate
within the central business district approached 30 percent at its height. To address this loss of
investment, the downtown business community formed the Downtown Walla Walla Foundation, and
with the City, created the Downtown Redevelopment Plan focused on economic development for the
city‘s historic core. While the plan consisted of an economic restructuring element and promotional
strategies for reasserting Downtown‘s development appeal, it also outlined an urban design approach as
a key means for luring new investment.
The cornerstone of the design strategy was a catalyst streetscape improvement project along
Main Street. The original project (funded by a local improvement district (LID)) was completed in the
late 1980‘s, with a utility upgrade project completed in 2004. The improvements have been credited
with jumpstarting several building renovation projects which followed, and in 2001, the project was
recognized by the National Trust for Historic Preservation‘s Great American Main Street Program.
Street trees provide shade for Brick intersection paving and Public art was installed at key
pedestrians, and brick furnishing special crossing treatments calm intersections
zones visually separate the traffic while distinguishing the
pedestrian sphere from vehicles. intersections as special places
within the district.
P a g e | 94
Crucial to the project was ensuring that streetscape improvements were compatible with the
Downtown‘s existing historic structures. New brick pavers were installed along the curb, and within
key intersections. These unique paving treatments call out these intersections as special pedestrian
zones while providing a degree of traffic calming. A coordinated collection of new street furniture was
installed that included benches, bike racks, trashcans, and traditional, pedestrian-scaled streetlights.
Public art was placed on the sidewalks at key intersections. In planting street trees along Main,
the designers strived to strike a balance between providing shade (crucial in Eastern Washington‘s dry,
hot climate) and protecting views of the historic architecture and commercial signage. The broad-
canopy trees that were selected and spaced at wide intervals now help to visually narrow Main Street‘s
extensive right-of-way. The streetscape project also entailed installing new curbs and gutters and
replacing underground utilities.
The cross-section of Main Street did not change as a result of this project. The current right-of-
way measures 99‘ – with 12-15‘ wide sidewalks, a 3‘ furnishing zone, and a single travel lane in each
direction. The roadway itself feels narrower because angled parking is used on both sides of the street,
with curb extensions built at intersections to shorten crossing distances for pedestrians.
Loading and unloading along Main Street on an ad hoc basis, and formal loading zones are not
provided. Many buildings are served by rear access alleys, in which case deliveries are handled at the
rear of the building. Delivery to buildings without alley access requires that drivers either pull into the
angled parking spaces in front of the building, or parallel park along side streets. Area retailers typically
arrange deliveries to occur in early morning hours so as to ensure adequate parking space for delivery
trucks and to minimize traffic disruption.
Although both pedestrian and vehicular access is quite good along Main Street, one emerging
issue has been parking. While the overall success of Main Street has increased dramatically over the
last decade or so – retail uses are thriving and new residential structures are developing – there have
been growing demands on the area‘s limited parking supply. In addition to the on-street parking spaces,
there are a few private parking garages, and there are discussions going on currently regarding the
provision of public parking facilities in the area.
Scored concrete sidewalks, Pedestrian crossings are clearly Awnings shelter

angled parking, and street trees marked with striping and paving pedestrians from the
with decorative grates. elements and create a
more pleasant walking
environment.
P a g e | 95
NW 3RD AND 4TH AVENUES - PORTLAND, OREGON

CREATING CULTURAL STREETSCAPES
Location: Portlan, Oregon

Similarity to the Project: Creating Cultural Streetscapes
NW 3rd and 4th Avenues between Burnside and Glisan Streets run through Portland‘s Old
Town/Chinatown neighborhood, a National Historic District, and a historically depressed area of the
city. In September 2002, the Portland City Council adopted the Old Town/ Chinatown 3rd & 4th
Avenue Streetscape Plan, which outlined street improvements aimed at revitalizing the neighborhood.
The first phase of the project began in March 2005, and the final phase of the 3rd and 4th Avenue
improvements was completed in August 2006. The Festival Streets that accompany these improvements
are substantially complete, with a few final pieces of artwork schedule to arrive in early 2007.
The vision for the improvements was to strengthen the unique cultural and architectural identity
of the historic district while providing a vibrant pedestrian environment for a diverse set of commercial,
retail, and residential uses. The physical improvements to the streetscape were designed to reflect and
promote the district‘s historic and ongoing ties to Asia and Asian-American culture. The public
investment was intended to initiate new private investment and redevelopment in the neighborhood by
enhancing the appearance of small business storefronts, increasing pedestrian safety and comfort, and
making the area more attractive for new housing, new commercial tenants, redevelopment, and tourism.
New sidewalks were constructed throughout the project. Roadway striping was adjusted on 3rd
Avenue, with a bike lane replacing one auto lane. This adjustment allowed for sidewalk widening (by 2‘
on each side of the street) between NW Glisan and NW Davis Streets.
The new sidewalks are paved with scored concrete, and the 4‘ furnishing zone features sand-
set, black granite blocks imported from China. The streetscape extends the botanical theme from the
nearby Classical Chinese Garden by incorporating a large variety of flowering fruit trees into the
furnishing zone. The 120 new trees replaced a smaller number of older (and often struggling) cherry
trees that formerly lined the streets. The planting areas around these trees are as long as 9‘ and are filled
with low-level vegetation. The diversity and quantity of these plantings were chosen by adjacent
property owners, who, after an initial acclimation period, will be ultimately responsible for their
maintenance. While these plantings will mitigate some stormwater, the majority of stormwater run-off
flows through catch basins to the City‘s sewer system.
Additionally, 20 bronze plaques were designed by local designers and historians, produced and
cast in China, and embedded within the sidewalk‘s furnishing zone. These plaques feature botanical
elements and historic vignettes related to the neighborhood‘s cultural roots. Historic twin-ornamental
streetlights (used here and throughout Old Town/ Chinatown) are painted ―Chinatown Red‖ to accent
the neighborhood‘s unique character.
Twin-ornamental street lights Bronze plaques embedded within the New scored concrete sidewalks.
(painted ―Chinatown Red‖), black furnishing zone relate to the
granite blocks, and flowering fruit neighborhood‘s cultural roots.
trees add to the street‘s unique
cultural identity
P a g e | 96
The 3rd and 4th Avenue improvements complement two ―Festival Streets‖ that were created
along NW Davis and NW Flanders between 3rd and 4th. Sculptural Chinese lanterns sit atop carved
granite bases at the corners of 3rd and 4th as gateways to each Festival Street. (These lanterns were
commissioned by the Regional Arts and Culture Council (RACC).) The Festival Streets themselves are
designed as plazas which can be closed to auto traffic for events and celebrations.
With the streetscape improvements on NW 3rd and 4th Avenues substantially complete, several
questions remain about their long-term effectiveness and maintenance. The streetscape design for these
streets uses a greater degree of vegetation than other comparable ―downtown‖ or ―main street‖ areas in
Portland. The long-term resilience of these plantings given their heavily-utilized, urban setting remains
a question, as does the willingness and dedication of adjacent property owners to maintain them. Also,
the location and overall length of the planting strips may cause some consternation for automobile
passengers, who may need to infringe upon the planting areas to get into and out of their vehicles (an
activity which itself may cause further damage to the vegetation). Lastly, the sand-set granite blocks
featured in the furnishing zone are a unique element within the City of Portland‘s street network and
may represent a maintenance issue over time. Their repair will be the responsibility of adjacent property
owners.
Wide planter strips and new, Twin-ornamental light fixture

culturally specific with banner.
vegetation.
Sculptural Chinese lanterns atop The project provided new,

granite bases serve as gateways coordinated street furniture,
to each Festival Street. including botanically themed
bicycle racks.
P a g e | 97
SW 12TH AND MONTGOMERY GREEN STREET - PORTLAND, OREGON

CREATING A GREEN STREET
Location: Portland, Oregon

Similarity to the Project: Creating a green street
The SW 12th Avenue Green Street (located at Montgomery adjacent to Portland State
University) utilizes a series of landscaped infiltration planters to capture and infiltrate stormwater run-
off from 12th Avenue. These planters are structural, landscaped reservoirs used to collect, filter, and
infiltrate stormwater run-off. This system allows pollutants to settle and filter out as the water
percolates through the planter soil and infiltrates into the ground. The planters at 12th and Montgomery
are designed to handle approximately 8,000 square feet of stormwater run-off.
The SW 12th and Montgomery streetscape project effectively manages street run-off while still
maintaining strong pedestrian circulation and onstreet parking. Built in summer 2005, this street retrofit
project demonstrates how both new and existing streets in downtown or highly urbanized areas can be
designed to provide direct environmental benefits and be aesthetically integrated into the urban
streetscape.
The 12th Avenue Green Street project successfully disconnects street stormwater run-off from
the street, manages it on-site using a landscape approach in the public right-of-way, and releases the
water back to a storm sewer that drains directly into the Willamette River. Stormwater runoff from SW
12th flows downhill along the existing curb until it reaches the first of four stormwater planters.
A 12-inch curb cut channels the street runoff into the first stormwater planter. Once inside the
planter, the water is allowed to collect until it reaches a depth of six inches. The landscape system
within each planter allows the water to infiltrate in the soil at a rate of four inches per hour.
Overhead view of new stormwater planters.

Sculptural Chinese lanterns atop
granite bases serve as gateways
to each Festival Street.
If a rain event is intense enough, water will exit through the planter‘s second curb cut, flow
back out into the street and eventually enter the next downstream stormwater planter.
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Depending on how intense a particular storm is, run-off will continue its downhill ―dance‖ from
planter to planter until all of the stormwater planters are at full capacity. If and when the stormwater
planters exceed their carrying capacity, the water exits the last stormwater planter and enters the
conventional storm sewer.
The main challenge for retrofitting SW 12th Avenue was finding enough space for pedestrians,
on-street parking, street trees, and landscaping, street lighting, signage, and stormwater planters within
a limited amount of space.
A 30-inch wide parking egress zone was dedicated for people to access their vehicles without
infringing upon the stormwater planters. Perpendicular pathways were located between each stormwater
planter so that a pedestrian would not have to walk very far to access their cars or the sidewalk.
A four-inch curb exposure at each planter indicates to the pedestrian that there is a drop in
grade. Each curb cut that allows the street runoff to enter the stormwater planters has an ADA
accessible grate to allow for unencumbered pedestrian flow along the parking egress zone.
SW 12th and Montgomery stormwater Section view of typical stormwater planter

infiltration planter stormwater flow diagram
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COMPARATIVE ANALYSIS OF FEATURES AND CHARACTERISTICS

OF DIFFERENT STREETS OF DIFFERENT CITIES
LOCAL CASE STUDIES

Table 12.1
MALOLOS ILO-ILO CITY MAKATI CITY REMARKS/

CITY FINDINGS
Features A heritage Tour on two Developing the
walking tour wheels: seeing street and
of Malolos Ilo-Ilo city‘s streetscapes of
historic Town historic sights by the city
center bike
Physical Historic heritage Covered Developing streets
Heritage houses
Characteristics street and bike
as city sidewalks, as an eco-friendly
attractions lane in diversion streetscapes, and street while
road which streets that have promoting its
promotes a tour- qualities of a culture is a great
by-bike to the good pedestrian method of creating
famed tourist spots passageway green and
of the city. which prioritize sustainable streets
safety of the which embracing
user. its culture. The
three (3) local
cities forming their
Social cities that
Walking Biking as ―visi- Walking
Characteristics prioritize the
promotes and tour‖ is a great promotes and
safety and health
develops social method to promote develops social
of its citizen is a
interaction social interaction interaction
great way to
as biking in the
promote street as
Philippines are
image of the city.
now in and
popular
Environmental A walking tour Biking reduces Developing
Characteristics
reduces traffic traffic and an eco- streetscapes
and an eco- friendly method to lessen pollution
friendly lessen pollution. and an eco-
method to Ilo-ilo City also friendly method.
lessen pollution promotes geen
city.
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FOREIGN CASE STUDIES

Table 12.2
WALLA
WALLA, PORTLAND, PORTLAND REMARKS/
WASHINGTON OREGON OREGON FINDINGS
Features Public art in Creating cultural Creating a green
the Street streetscapes street.
Physical Strengthen the The SW 12th

Revitalizing an Developing streets
Characteristics unique cultural
extra-wide and Montgomery as an eco-friendly
right-ofway. and architectural streetscape street while
Downtown identity of the project promoting its
Redevelopment historic district effectively culture is a great
Plan focused on while providing a manages street method of creating
economic vibrant pedestrian run-off while green and
development environment for a still maintaining sustainable streets
for the city‘s diverse set of strong pedestrian which embracing
historic core commercial, retail, circulation and its culture. The
and residential on street parking. three (3) foreign
uses.
case studies
Social New street Creating cultural Green street forming their cities
Characteristics
design streetscapes design promotes that prioritize the
promotes promotes walking which safety and health
walking which walking tour visit also promotes of its citizen is a
also promotes which also social great way to
social creates social interaction. promote street as
interaction. interaction. image of the city.
Environmental Designing street A walking tour Green street is a

Characteristics
while reduces traffic and great method to
considering an eco-friendly reduce pollution.
green reduces method to lessen and an eco-
street polution pollution friendly method.
and an eco-
friendly method
to lessen traffic
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SUMMARY AND FINDINGS

Profound case studies, existing street developments, shows different types of concepts
and approaches on designing streets. It is essential for the improving of this study. The potential
issue and the developments may possibly encounter of this study. The developments and the
approaches must be carefully studied and considered in this study.
Developing streets as an eco-friendly street while promoting its culture is a great method
of creating green and sustainable streets which embracing its culture. The six (6) foreign and local
case studies forming their cities that prioritize the safety and health of its citizen is a great way to
promote street as image of the city.
LOCAL CASE STUDY:
The different local case studies have different concepts in enhancing the pedestrian
experience through traditional and cultural of the place it contribute to walking experience of the
users‘. They have different street elements and street features that enhance the street experience.
The different concept they use can be used as a guide in this project proposal.
FOREIGN CASE STUDY:
These specific case studies consider specific design elements, the challenges that each
streetscape design addressed, and the particular social, economic, or cultural role that each street
is designed to serve. The first foreign case study, East Main Street in Walla Walla, Washington,
typifies how concerted civic investment along a failing main street can revitalize and reinvigorate
a downtown economy. The NW 3rd and 4th Avenues Streetscape Project in Portland, Oregon
illustrates how history and culture can be woven into the physical fabric of an historic district.
Finally, the SW 12th and Montgomery Green Street (Portland, OR) illustrates how streetscape
elements can manage storm water run-off and create ecologically sound neighbourhoods.
They have different street elements and street features that enhance the street experience.
The different concept they use can be used as a guide in this project proposal.
CONCLUSION:
The goal of this paper is to demonstrate that streets can be ―more than public utilities,‖
they have the effect of ―focusing attention and activities on one or many centers.‖ The concepts
looked at show actual case study examples of how streets are evolving and how people are
responding to new concerns.
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Within these case studies streets are beginning to be defined, understood, and designed in
a multi-dimensional capacity. Consideration is being given to sustainability, people, ecology, and
the surrounding environment.
Using the case studies as a creative reservoir of ideas for redesigning streets, the concepts
of Green Streets and walkable and active Streets could be applied to the project. Redefining how
we want to experience a place and increasing the health, livelihood, and vitality of the urban
environment is essential to creating walkable, lively, and active streets and better communities
while embracing its culture.
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FOCUS STUDIES TO TRANSFORM AND DEVELOP BENIGNO S.

AQUINO AVE. INTO WALKABLE STREET
STREET DESIGN PRINCIPLES
According to City Safer, an Urban Planning Design Guideline, there are principles to achieve a
better and a walkable city.
Urban design that reduces the need for vehicle travel and
fosters safer vehicle speeds. Develop mixed land uses, smaller
blocks, ground-floor activities, and nearby public facilities that
reduce overall exposure to traffic crashes from less vehicle travel.
Traffic calming measures that reduce vehicle speeds or allow

safer crossings. Integrate proven measures such as speed humps,
chicanes, chokers, refuge islands, traffic circles, shared streets, and
other street design applications that can reinforce safety
Arterial corridors that ensure safer conditions for all road

users. Improve arterials and other main streets to ensure the safety
of pedestrians, cyclists, mass transit as well as motor vehicle
drivers through reduced crossing distances, lead pedestrian
intervals, refuge islands and medians, safe turning movements, and
lane alignments. Consistent designs should create a forgiving road
environment with the least surprises for the road user, especially
for vulnerable users.
A network of connected and specially designed bicycling

infrastructure Design accessible, bicycle-friendly streets that
include protected bike lanes or cycle tracks and connected
networks. Pay special attention to reducing conflicts at junctions
between cyclists and turning vehicles.
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Safe pedestrian facilities and access to public spaces Provide

quality space for pedestrians through sidewalks and street space, as
well as access to parks, plazas, schools, and other key public
spaces. Design these spaces to be attractive for pedestrians.
Safe access to mass transport corridors, stations, and stops

Improve access to transit, in part by avoiding physical barriers.
Create a safe and secure interchange environment.
FIVE KEY PRINCIPLES BEHIND SUCCESSFUL STREETS:
1. Vision
Vision Maintain a strong physical and organizational vision. Solve problems within that
framework, adapting structures and service delivery accordingly. Be confident as an organization.
Good street design requires the co-operation and integration of a wide range of professional
disciplines, user groups and local authority directorates. Successful street projects can provide a
remarkable boost to the confidence and organizational coherence of the local authorities involved.
This is particularly the case when schemes challenge conventions and require unusual working
relationships. The widespread confusion about risk, liability and the role of processes such as
safety auditing often constrain fresh thinking. To deal with risk a clear design vision for a
scheme, supported by strong design leadership is vital.
Connect with place and history
Streets serve as statements of our collective values and culture. All of CABE‘s case
studies demonstrate an increasing understanding of the emotional and psychological importance
of streets, and the relevance of such qualities to social safety, well-being and the promotion of
civility. The issue of tree replacement is one specific example where change and renewal can
prove particularly painful and unpopular, calling for imaginative processes and public
engagement to recognise the emotional as well as practical issues surrounding change. Streets
should promote the character of place by responding to and reinforcing locally distinctive patterns
of development, landscape and culture. The integration of creative artists into the design teams at
the outset characterises almost all of the selected case studies. Some streets provide a perfect
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public gallery for monumental art, either permanent or temporary. Others incorporate quirky
details to intrigue and delight at a scale that suits children or to civilise residential streets or
simply to reinforce connections with place and history.
2. Commitment
Be committed to long delivery timescales and to management and maintenance after delivery.
Be prepared for the long haul
Almost all of the case studies reveal the remarkably long timescales required to initiate, plan
and implement schemes. Ten years between first reports and completion of works on the ground
is not unusual. Most projects require significantly more time than initially anticipated. The time
required to raise public expectations and to establish the need and potential for change is usually
underestimated. Timetables are frequently influenced by political timetables, trading cycles such
as seasonal sales, other infrastructure changes, transport imperatives and major events. It is rarely
possible to describe a street project as ‗completed‘, given the constant pressure to respond to
other developments in the surrounding environment and infrastructure. Adapting local structures
and service delivery will help to sustain this.
The benefits of simple, durable materials, capable of withstanding the impact of heavy loads
and continuous activity, were evident in many case studies. But there were still examples of
declining quality through inadequate day-to-day ‗low-level‘ maintenance. The loss of long-
established skills and the lack of coordination between agencies involved in the maintenance and
upkeep of streets have contributed to the decline of British streets.
3. Integration
Accommodate everyone and every different use. Connect street networks to help people to
choose to travel sustainably.
Integrate the widest range of people and activities
Civilised streets are used by the widest range of people and activities, and good ‗inclusive‘
design should reflect this. It is important that those involved in street design consider from the
outset how a full range of users are likely to access a street, rather than make this an afterthought.
Inclusive design should not, in principle, impose barriers of any kind that affect the choice of
movement. Navigational clues, such as tactile paving and changes in level, will work best where
such barriers are removed. Slowing down traffic means you can remove these barriers. However,
several case studies reported here illustrate where problems remain. Programmes to help raise
confidence levels and improve orientation and navigation are an important part of a public realm
scheme for the young, older and disabled people.
Think outside conventional design
Many of the case studies demonstrate the potential for integrated streets where traffic speeds
lower than around 20 mph can be encouraged through street design rather than through
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regulation. Disentangling the concept of ‗design speeds‘ from ‗speed limits‘ remains a critical
issue to allow engineers and design teams to move outside conventional design. Examples include
the acceptance of a wider palette of paving materials less constrained by standard surface friction
requirements, and the use of narrower lane widths. Slower design speeds are critical to improving
accessibility, providing maximum choice and minimizing disruption to pedestrians.
4. Adaptation
Take account of climate and culture change in order to deliver sustainable spaces that are fit
for purpose in the 21st century.
Take climate action
The urgent need to reduce carbon emissions has yet really to influence street design in the
UK. Yet its significance is clear, from traffic speed, lighting and planting right down to details
like the selection of paving materials, and their transportation there. Streets will have to cope with
heavier rainfall and more storms and flooding, as well as higher temperatures. Although street
trees provide only limited opportunities for counteracting the emissions from traffic and energy
use, they can be of immense significance in the overall composition, quality and scale of streets,
providing edges and canopies. In many examples, trees can enrich space that would otherwise be
highway dominated, helping to unify the overall composition and sense of space. With the threat
of warmer temperatures and more extreme weather, streets will serve an increasingly important
role in public space and we‘ll become more demanding of them.
5. Coherence
Deliver projects where organisational, political and technical issues are resolved into a
coherent design solution.
Balance stakeholder needs and interests
In common with much good design, the most successful streets seem simple and effortless.
This masks the immense organisational, political, logistical and technical problems that have to
be balanced and resolved. Most street projects require Byzantine diplomacy between different
authorities and stakeholders well as the patient balancing of a multitude of interests and the
infinite diversity of human needs and circumstances.
The Newhall development on the edge of Harlow exemplifies the efforts of progressive
landowners, developers, consultants and local authorities to establish a new language for
residential street design. The continuing role of the landowner through Newhall Projects Ltd. has
supported the creation and running of a Project Centre. This has played an essential role in
helping to establish a community in the new development, supporting and informing new
residents and providing a wide range of services.
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Select visual simplicity Almost all of the case studies illustrate the benefits from the careful
selection of a limited palette of simple, durable materials and street furniture. Streets serve as the
plinth and visual frame for architecture and street life, the backdrop for an unscripted play.
Integrating street design into the wider built environment suggests a move away from
standardised highway masts and poles, and the use of building-mounted lights to articulate space
whilst achieving highway illumination standards. The case studies reinforce the importance of
restraining colour and establishing consistent neutral tones in order to achieve coherence. Visual
simplicity has important implications for traffic engineering and road marking, and raises difficult
design challenges to provide clarity for those visually impaired people.
CREATING A SAFER SYSTEM FOR ALL PEOPLE: REDUCING EXPOSURE

AND RISKS
Looking closer within cities reveals that safety and design go hand in hand. The safest
cities in the world for traffic safety include Stockholm, Berlin, Hong Kong, and Tokyo. These
cities and others with lower levels of traffic crashes and deaths share certain characteristics.
Safer cities tend to be ones with extensive mass transport, good conditions for walking
and cycling, and fewer cars on the road driving short distances at safer speeds, which lower the
energy levels inflicted from vehicle impact. Data confirms there are fewer fatalities in places with
fewer vehicle miles traveled and those promoting mass transport, walking and cycling, thus
reducing overall exposure. These cities also have comprehensive traffic safety plans, which at
their core pay attention to reducing vehicle speeds to make them safe for walking and cycling, in
addition to providing good infrastructure for these modes. The approach is called safe systems
(Bliss and Breen 2009).
This guide provides design principles to help achieve this safer environment. It can be
explained under the following interconnected categories found in research on urban and street
design.
▪ Connected and compact urban design. Cities can be safer when they have more compact and
connected urban form that reduces the need for driving and fosters shorter trips. In a study from
the United States, urban sprawl— places with less density, long blocks, and a lack of street
connectivity—has been ―directly related to traffic fatalities and pedestrian fatalities‖ (Ewing,
Schieber, and Zegeer 2003). For every 1 percent change toward a more compact and connected
urban form, all-mode traffic fatality rates fell by 1.49 percent and pedestrian fatality rates fell by
1.47 to 3.56 percent. In fact, densely populated New York City had the least fatalities, while the
most sprawling areas of Atlanta and elsewhere the highest. Other research shows that this is
because people drive less in the compact, mixed-use areas and that connected urban form tends to
lead to lower vehicle speeds (Ewing and Dumbaugh 2010).
▪ Safer vehicle speeds. Enhancing safety depends on lowering vehicle speeds and reducing
conflicts. Lower automobile speeds, especially those below 30 kilometers per hour (km/hr), have
been found to drastically lessen the risk of fatalities (Rosen and Sander 2009). The fatality risk
for pedestrians with vehicles traveling at 50 km/hr is more than twice as high as the risk at 40
km/hr and more than five times higher than the risk at 30 km/hr (figure 1.2). For example,
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bringing traffic speeds down to safer levels can be achieved through a set of evidence-based
traffic calming measures (Bunn et al. 2003).
▪ Managing arterials. Ensuring safety is especially true with arterial corridors. Pedestrianscaled
retail configurations have been associated with fewer fatal crashes as opposed to layouts of big
box stores with large parking lots along busy urban arterials (Dumbaugh and Rae 2009). Research
from Mexico has shown that most crashes are likely to occur on wide arterials; similar findings
are shown in New York City and elsewhere (Chias and Cervantes 2008; NYC DOT 2010). Rather
than being built for the quick movement and flow of vehicles, putting pedestrians and bicyclists at
high risk, cities can ensure safer design of complex intersections that involve multiple modes of
transport and limit motor vehicle speeds to 40 km/hr, especially in mixed land use areas. Roads
with higher speeds ought to be separated entirely from pedestrians, cyclists, and corresponding
mixed land uses.
▪ Walking, bicycling, and mass transport emphasized. Cities with lower levels of vehicle
travel have connected networks of high quality walking, bicycling, and mass transport
infrastructure. Cities can make bicycling practical and safe, reducing injury rates as bicycling
increases (Duduta, Adriazola, and Hidalgo 2012). U.S. and European cities with higher rates of
bicycling have fewer overall traffic crashes. These cities also have good cycling infrastructure,
high street connectivity and compact urban form (Marshall and Garrick 2011). On the flip side,
there is evidence that bicycling rates are declining in places such as China and India—as road
space is commandeered for automobiles, it becomes more dangerous to undertake this activity
(Yan et al. 2011).
PERFORMANCE MEASURES
According to the World Bank, periodic monitoring and evaluation of traffic safety targets
and programs are essential to assess performance and are integral to a safe system approach to
traffic safety (World Bank 2013).
There are a variety of factors to consider in evaluating the progress of traffic safety
policies and projects. Decision makers, engineers, and planners instituting traffic safety plans and
measures within community and street design can consider the following key indicators in
monitoring and evaluation.
 Final safety outcomes. These include deaths and injuries recorded by police, hospitals,
health authorities, or other sources of such information. A common indicator is the number
of traffic fatalities per 100,000 inhabitants, which is ideal for comparing jurisdictions or for
monitoring progress over time. A common form of measurement counts those killed or
seriously injured, abbreviated as KSI.
 Exposure. Kilometers traveled by mode, traffic volume by mode, mode share of trips or
commuting trips.
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 Risk. Traffic crashes, fatalities, and injuries over mode or passenger distance traveled.
Traditional engineering has often focused on reducing crash frequency per VKT, which can
lead to a bias toward treatments that improve car occupant safety. Instead, cities can treat all
the modes fairly and focus on locations that are especially prone to produce fatalities or
serious injuries.
 Infrastructure and Design. Includes the number of safety engineering treatments per section
of street network, characteristics of community design that reduce speed or offer good
conditions for walking, cycling and mass transport facilities and volume, and average vehicle
speeds by road type.
 Perceptions. Perceived safety of bicycling and walking, percent of residents who feel safe
crossing the street, percent of residents satisfied with pedestrian, cycling, and public transport
facilities.
KEY URBAN DESIGN ELEMENTS
Building safer cities for pedestrians and cyclists doesn‘t only mean improving streets.
Urban design plays an important role in creating a safer travel environment. Cities can facilitate
development that allows more people to use mass transit, walking, and bicycling and limit
unnecessary motor vehicle trips.
Safer urban design can help reduce motor vehicle speeds and provide a safer and more
user-friendly street network for pedestrians. The faster a driver goes, the more difficult it is for
her or him to avoid hitting a pedestrian in their path. This is the case with large blocks, which
encourage faster speeds, due to uninterrupted travel that allows vehicles to accelerate more freely
while requiring more time to stop. Shorter block faces and narrower street widths can reduce
speeds, provide more walkable conditions, and greatly reduce the chances of pedestrian death and
injury. Some research shows that certain small block patterns with more fourway junctions may
actually lead to more traffic crashes, but in this case the smaller street configurations still lead to
fewer fatalities and injuries (Dumbaugh and Rae 2009).
Street network connectivity, which measures the directness of pedestrian and/or vehicle
routes, is a key element in community design. Pedestrians and cyclists can find more direct routes
in a more connected street network or grid as opposed to disconnected, cul-de-sac, or superblock
networks that can discourage walking and bicycling.
This study describes specific key elements of urban form that, especially when taken
together, can lead to increased safety:
▪ Block size
Longer block faces allow higher vehicle speeds, placing pedestrians at higher risk. Longer street
blocks are unsafe for pedestrians. Long blocks commonly have crosswalks only at intersections,
indirectly encouraging unsafe midblock crossings. Long blocks also encourage higher vehicle
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speeds due to fewer junctions that interrupt travel. More junctions mean more places where cars
must stop and pedestrians can cross.
▪ Street connectivity
Connectivity refers to the directness of links and the density of connections in a street network. A
highly connected network has many short links, numerous intersections, and minimal deadends.
As connectivity increases, travel distances decrease and route options increase, allowing more
direct travel between destinations and creating more accessibility (Victoria Transport Policy
Institute 2012). It affects the need to travel and the att ractiveness of walking and cycling.
▪ Street widths
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Street width often means the roadbed width, which is the distance between curb edges on
opposite sides of a street, or, where no curbs exist, from pavement edge to pavement edge. The
width of space allowed for vehicle travel on streets greatly influences pedestrian crossing distance
and the roadway width potentially available for other uses, such as bike lanes, parking lanes, or
landscape curb extensions. This is separate from the width of the space between buildings or the
total public right of way, including sidewalks and other areas not dedicated to vehicles.
▪ Access to destinations
Pedestrian destinations or points of interest are normally places that people find useful or
interesting or where employment, retail, and leisure uses concentrate. High-quality networks
should be provided particularly between key destinations such as residential areas, schools,
shopping areas, bus stops, stations, and places of work.
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▪ Population density
Population density refers to day and nighttime population per square kilometer or other unit area.
Density is not directly related to safety, but can play a role in complementing other design factors.
Locating more people within walking distance of services, public facilities, and transport can help
reduce the need for driving.
Traffic Calming Measures
Creating safer streets when cars are present means balancing the inherent tension between
vehicle speeds and the safety of pedestrians, cyclists, and motor vehicle occupants alike
(Dumbaugh and Li 2011).
A number of street design interventions have been found to reduce traffic speeds and
improve safety. Called ―traffic calming,‖ most of these actions can actually improve the visual
aesthetics of streets (Bunn et al. 2003).
Measures we present in this chapter involve physically altering the road layout or
geometry to actively or passively slow traffic. The measures can result in more attentive driving,
reduced speeds, reduced crashes, improved conditions for bicycling, and greater tendency to yield
to pedestrians. They also have been found to improve traffic safety in developing cities, such as
Beijing (Changcheng et al. 2010). These measures are especially important around shopping
areas, schools, parks and recreational areas, places of worship, and community centers. They can
be applied as a network of measures in what is called area-wide traffic calming.
Traffic calming can complement other considerations in this guide regarding arterials,
pedestrian and bicycling conditions, and community design. For example, reduced speeds can
open up the possibility for shared streets, street plazas, wider sidewalks, bicycle lanes and other
features, and alternatively, designing for pedestrians and cyclists will open up opportunities for
reducing speeds.
Traffic calming measures presented in this chapter include the following:
▪ Speed humps
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Speed humps are raised pavement that can reduce speeds to a certain limit based on the height
and length of the hump. Humps are artificial elevations on the roadway. A hump is often designed
as part of a circle, a trapeze, or as a sinusoidal curve. Speed humps can be designed for different
target speeds, and are not limited to low traffic streets. Ideally, speed humps will enable vehicles
to travel at a target speed consistently along a road, rather than slowing down and speeding up
before and after each hump.
Design Principles
▪ The geometry of a speed hump determines the speed at which traffic will travel over it:
those with larger area-to-width ratios have more drastic slowdown effect (see figure 4.2).
▪ Length typically ranges from 3.7 to 4.25 m. Heights range from 7.5 to 10 cm.
▪ often placed in a series, spaced 100 to 170 meters apart.
▪ Humps in a series must be properly spaced to encourage driving at constant target speed
and to avoid noise from braking and acceleration immediately before and after each device.
▪ Must be sufficiently marked, optionally with signage. At a minimum, an advance

warning sign before first hump in series.
▪ Humps constructed as raised pedestrian crossings have level ramps and a level surface.
▪ Speed cushions
Speed cushions are traffic calming devices designed as several small speed humps installed
across the width of the road with spaces between them. Speed cushions force cars to slow down
but are different from a speed hump as they can better allow movement of larger vehicles—such
as buses or ambulances—by straddling the cushions.
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Design Principles
▪ Speed cushions are narrower than the lane width and are rectangular or square in shape.
▪ The basic design of speed cushions is very much like the speed hump, except the
additional modifications to accommodate for wider vehicle width of cars. The width of each
cushion is designed intentionally so that the wider axle of emergency vehicles or buses can pass
but that the smaller passenger vehicles must ride over the raised area.
▪ Chicanes
Chicanes are artificial turns created to slow traffic. They lead to a reduction in the width of the
roadway, either on one side or on both sides or constructed in a zigzag, staggered pattern that
directs drivers away from a straight line, which can reduce vehicular speeds on both one- and
two-lane roads.
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Design Principles
▪ Simple approach is to alternate on-street parking from one side of the street to the other
on a one-lane road. This can be combined with curb extensions and raised crossings.
▪ On two-lane roads, such as an arterial in a residential area, staggered chicanes can be

used by applying parking, central reserves turning lanes, etc. at various sections.
▪ Adequate space should be provided for pedestrians and bicyclists.
▪ Landscape must be designed not to disturb drivers‘ views.
▪ Chokers
Chokers are curb extensions that narrow a street by widening the sidewalks or placing planting
strips, effectively creating a pinch point along the street. They lead to a reduction in the width of
the roadway, vehicular speeds, and pedestrian crossing distance.
Design Principles
▪ Chokers can be created by bringing both curbs in, or they can be done by more
dramatically widening one side at midblock locations.
▪ Reduce a two-lane street to one lane through a choking point in a neighborhood setting,
requiring motorists to yield to each other. In order for this to function effectively, the width of the
travel-way cannot be wide enough for two cars to pass: 3.5~3.75 meters is generally effective.
▪ Can be combined with on-street parking, as would be the case for a one-way street with
a choker that visually and physically narrows the road bed.
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▪ When space permits, more functional designs on the extended curb, such as those with
landscape elements or community facilities such as seating or bicycle parking, can be used
whenever possible.
▪ Curb extensions
Curb extensions are extensions of the sidewalk, usually at intersections that improve pedestrian
visibility and reduce crossing distances. An expansion of the curb line into the lane of the
roadway adjacent to the curb (typically a parking lane) for a portion of a block, either at a corner
or midblock, can reduce speeds of turning vehicles and offer protection to pedestrians.
Design Principles
▪ Curb extension width is typically slightly less than the width of the parking lane.
▪ When space permits, more functional curb extension designs, such as those with
landscape elements or community facilities such as seating or bicycle parking, can be used
whenever possible.
▪ Ensure that angles between turning cars and bicyclists allow visual contact between
these road users.
▪Identify where parking spaces and lanes can be removed or reduced to allow for curb
extensions.
▪ Raised pedestrian crossings
Raised crossings are elevations of the road that slow cars as pedestrians cross, either at the
intersection or a midblock location. The intersection area is raised to the same level as the
surrounding pavement. Ramps are constructed on the access to the raised intersection area.
Raised intersections can be combined with pavement widening, as well as bollards on the edge of
the pavement to separate pedestrians and vehicles.
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Design Principles
▪ Slope of entrance ramps for motorized traffic can be steep or shallow, depending on
target speeds, but normally raised to the vertical level of the curb.
▪ Use different paving materials to further draw attention to raised intersections.
▪ Appropriate warning signs and roadway markings should accompany raised crossings.
▪ Traffic circles
Traffic circles or rotaries are generally circular central islands in the middle of an intersection.
Entering traffic must typically alter direction and speed to avoid the island, creating a circular
flow in one direction. In most applications, traffic circles replace the stop lights and traffic signs
that regulate flow in other intersections.
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Design Principles
▪ Traffic circles are designed according to the existing geometry of the intersection.
▪ Traffic circles should be large enough that vehicles entering the intersection must slow
down and change course, but they should not significantly alter the path of travel for pedestrians
or bicyclists.
▪ Traffic circles should maintain sufficient space for pedestrian crosswalks, and crossings
should retain a linear path of travel.
▪ The circle should be designed to allow larger vehicles to runover their outer edge.
▪ Signage should be included to indicate the direction of circulation and to clearly show
that there is a traffic circle.
▪ Roundabouts
Roundabouts reduce conflict points at four-armed intersections and slow traffic. A roundabout is
a road intersection with circulatory traffic. The traffic passing through the intersection is
regulated in one direction anti-clockwise (in countries driving on the right) around a circular
traffic island placed in the center.
Design Principles
▪ Normally used to replace a signalized intersection that is experiencing medium traffic

volume and congestion.
▪ Curves and runover areas on the edge of the island should accommodate larger vehicles
such as trucks that require a longer turning radius.
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▪ Needs to be constructed to accommodate the needs of pedestrians and bicyclists

through measures such as raised crossings, clear markings, and protection for cyclists.
▪ The roundabout should have no more than two lanes.
▪ Forces traffic from all approaches to make a slight detour around the central island. If
one of the approaches can continue in a straight line, the roundabout is less effective.
Pedestrian Spaces and Access To Public Space
Nearly all trips begin and end with walking. But pedestrians have often been overlooked
when planning for transport.
Pedestrians are most at risk in urban areas due in part to the large amount of pedestrian
and vehicle activity occurring and concentrated in cities (Zegeer and Bushell 2012). This is
especially the case in developing countries, where urbanization is speeding up. For example, due
to the growing parking demand in rapidly motorizing countries, sidewalks are commandeered for
parking and public space converted into parking lots, pushing pedestrians into the street. Many
cities‘ sidewalks are poorly maintained or not maintained at all. In India, statistics show that the
pedestrian fatality share is over 40 percent in metropolitan areas like New Delhi, Bangalore, and
Kolkata (Leather et al. 2011).
Any plan to address safety needs to address pedestrian safety. The European Traffic
Safety Council, for example, recommends policies of modal priority for road users, particularly in
urban environments, and that a hierarchy based on safety, vulnerability, and sustainability place
pedestrians at the top, followed by cycling and public transport (ETSC 2014; Paez and Mendez
2014).
Walking also has great health and environmental benefits. It reduces the incidence of
non-communicable diseases, is nearly carbon-emissions free, and pedestrians support street-level
retail businesses. This chapter aims to provide some basic guidance on how streets and public
spaces can be provided and designed to foster a safer pedestrian environment. The following
sections are covered:
▪ Safer sidewalks / the Basics of Safe Sidewalks
Sidewalks, pavement, or footpaths are portions of a street between the curb lines and the
buildings for use by pedestrians. A well-equipped sidewalk accommodates pedestrian use and
street furniture, as well as landscaping elements, including light poles, signs, fire hydrants,
benches, mail boxes, newspaper boxes, parking meters, trash cans, etc.
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Design Principles
▪ Sidewalks should be level or sloped to accommodate those with disabilities.
▪ Sidewalks should provide adequate space for pedestrian movement and activity, at the
very least 1.5–1.8 meters wide for low-volume areas and 2.5 meters wide and up for higher
volume areas. If the walkway is adjacent to the curb, minimum sidewalk width should be 2.10
meters. (See Table 6.1 for more information on volumes and minimum widths.)
▪ Provide enough space in the ―transit zone‖ for a clear through-route.
▪ Provide space in a building or lot ―frontage zone‖ to account for doors, signage,
vegetation, etc.
▪ Provide an ―elements and furnishing zone‖ that can include trees, vegetation, trash
cans, benches, tables, bollards, or additional space.
▪ Curb ramps are necessary to allow wheelchairs or strollers to enter or exit a pedestrian
crossing.
▪ Shared streets
Shared streets often are referred to as ―pedestrianpriority streets‖, ―home zones‖, or ―woonerfs.‖
The street is shared by all users, designed to foster safety. Shared streets are designed to
dramatically slow traffic through treatments such as brick paving, planters, and curves, in order to
give priority to pedestrians over motorists and create awareness among all users.
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Design Principles
▪ Sidewalks and curbs are generally not used in shared streets, with fixed objects such as
planters and trees acting as traffic calming measures to form chicanes, chokers, and other design
measures to prioritize pedestrians.
▪ Enhanced paving, alternating pavers, and street furnishings within the street can be
used.
▪ Plants and landscaping should be utilized to further improve the quality of walking.
▪ Maximum design vehicle speeds should stay at most around 15 km/hr.
▪ Pedestrian streets and zones
Pedestrian streets also are referred to as ―pedestrian malls‖, ―auto-free zones‖, or ―car-free zones‖
that are reserved for pedestrian use only. All automobile traffic may be prohibited on
pedestrianized streets and zones, except delivery trucks at night or another period of day, and
emergency vehicles.
Design Principles
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▪ Pedestrian streets should be interesting, safe, convenient, and appealing. Ground-floor

activities are greatly encouraged to attract pedestrians.
▪ Street furniture, paving treatments, lighting, and landscaping are important design
elements to improve the walking environment. Features such as benches arranged in groups in
small rest areas and pocket gardens improve user experience and attractiveness.
▪ paving materials can be designed to better improve the walking environment and
attractiveness.
▪ Provide enhanced safety features for pedestrians at the buffer area of the pedestrian
zone and at intersecting streets where motor vehicles are present and additional traffic and safety
issues can emerge.
▪ Safe access to places to learn and play
Zones around children‘s playgrounds, parks, schools, and community centers are areas that
require special attention to pedestrian safety. Children are more vulnerable than adults to
collisions with motor vehicles, because their activities and movements are more unpredictable.
Design Principles
▪ Traffic calming devices should be considered to further slow vehicular speeds around
children and school zones.
▪ School sites, playgrounds, parks, recreational zones should be accessible by pedestrians

and bicycles from all directions.
▪ Surrounding streets should be equipped with good conditions for walking and cycling,
as well as designated school-bus loading zones.
▪ Parking should be limited to encourage more walking and bicycling.
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▪ Open streets
Ciclovias—also referred to as ―Ciclovias recreativas‖ in Latin American countries—temporarily

open streets exclusively for people for cycling, skating, walking, jogging, or other activities.
Open streets are a recent initiative that shows promise in addressing the global concern about lack
of physical activity and in providing safe recreational places on weekends.
Design Principles
▪ Collect information on routes, street conditions, neighborhoods, and populations that

are included in the program, and include the community in the selection of routes.
▪ Consider areas with higher population densities, lack of public spaces, arrange for
handling traffic on intersecting streets.
▪ Allow for programmed activities as well as walkers, joggers, and bicyclists.
▪ Street plazas
Street plazas— also referred to as ―pedestrian plazas‖ or ―pocket parks‖—are abandoned small
residual urban or road areas that were converted into public spaces.
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Design Principles
▪ Place in residual space that is or would be underoccupied or misused by cars (can be

both road space or lot space), commonly at diagonally connecting streets.
▪ The residual space commonly has a minimum area between 100 m2 and 400 m2. It
must be visible from the street, easy to get to, and preferably near commerce and public
transportation. Total accessibility and safe access must be provided to the street plaza as well as
protective pedestrian components that keep cars out.
▪ The components used to create the plaza can be low cost and removable. Pavement
treatments are done with colorful designs, over which street furniture is placed depending on its
context and intended use (rest, amusement, exercise), along with lighting and vegetation of high
resistance and low maintenance.
Safe Access to Transit Stations and Stops
Well-designed public transport is a key component of safer city streets. High-quality

public transport provides the safest form of mobility possible, moving more people, more safely
than other modes (ETSC 2003; Elvik and Vaa 2009). In many cities, especially in low- and
middle-income countries, however, informal mass transport with little oversight (Restrepo
Cadavid 2010) is perceived to be unsafe and generally associated with an increased risk of
crashes.
For public transport to have a positive impact on safety, it requires a well-organized

system and priority. Our research shows that when cities give this priority, they have a better
safety impact than conventional or informal transit. Data from the implementation of Bus Rapid
Transit (BRT) systems—such as Macrobus in Guadalajara, Transmilenio in Bogotá, and the
Janmarg in Ahmedabad— show a significant reduction in crashes and fatalities on their
respective corridors.
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Research at EMBARQ has focused on identifying risk factors and common crash types
on such transitways to provide safer design guidelines. The main safety risks on transit corridors
depend on its geometric design rather than the type of technology used (bus or rail) or the region
of the world it is in. Most recommendations in this chapter focus on bus systems, which are more
widely implemented around the world and are relatively easier to upgrade than other modes.
More detailed guidance can be found in the WRI report entitled Traffic Safety on Bus Priority
Systems.
Though recommendations discussed here and in other chapters of this guide can also be
applied to the design of access points for other public transport, more research is needed on how
cities can foster safer access and movement within an integrated transport system.
This study illustrates how safety can be improved on bus priority corridors by improved
design of:
▪ Intersections with Bus Corridors
The key to ensuring safety on any bus corridor is to keep streets narrow and design simple, tight
intersections. The size and complexity of intersections are key predictors of higher crash
frequencies on bus corridors.
Design Principles
▪ Left turns across median bus ways are particularly associated with increased crashes
between buses and other vehicles and should be restricted.
▪ provide a protected signal phase and dedicated turn lane where left turns cannot be
avoided. General traffic should not be allowed to merge with the bus lane.
▪ As with left turns across median busways, right turns across curbside bus lanes also
require the same consideration.
▪ With curbside bus lanes, if a separate turn lane for general traffic is provided, buses
waiting at the intersection could block a pedestrian‘s view of turning traffic. A better option in
this case is to allow general traffic to share the bus lane before turning right.
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▪ Pedestrian cross times should be sufficient to cross the width of the street. We
recommend a walking speed of 1.2 meters/second to determine the length of the pedestrian green
phase.
▪ Keep the number of signal phases to a minimum and the signal configuration simple.
▪ Midblock pedestrian crossings
Pedestrian midblock crashes are the most important safety issue on a bus corridor. Busways can
become a barrier to pedestrian access if sufficient midblock crossings are not provided. This can
also increase the chances of pedestrians crossing without any protection or even jumping over
barriers, increasing the likelihood of crashes. Well-designed midblock crossings can mitigate
these crashes and improve safety.
Design Principles
▪ Crossings should be provided frequently enough so that pedestrians are not prone to
cross illegally (see page 23 on block size), though physical barriers such as fencing or vegetation
may be needed to direct pedestrians to crosswalks if this is not possible.
▪ Signal timing should allow pedestrians to cross the street in one phase.
▪ Pedestrian volumes depend on adjacent land uses and must be considered in the design.
▪ Crosswalks near shopping malls, religious or educational buildings may experience

larger demand.
▪ BRT /Busway Stations
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Station design can prevent dangerous traffic movements and improve accessibility and
operations. Stations and their surrounding areas have higher pedestrian volumes due to traffic
moving to and from stations. This increases the risk of crashes involving pedestrians. Stations
near intersections also need to be designed to allow buses to wait or turn at intersections.
Design Principles
▪ Closed stations near intersections can use controlled access points to direct pedestrians
to signalized crosswalks.
▪ overcrowding on platforms, crosswalks, medians, or refuge islands can encourage

pedestrians to walk along the road or cross illegally. Station design must take into account the
expected volume of passengers to reduce the likelihood of overcrowding.
▪ Station design can also prevent collisions between buses. Lowering speed limits at
stations and providing longer merging areas can reduce crashes.
PLANNING AND CONSIDERATIONS FOR SAFE WALKING & CYCLING
(Planning for Users)
Cities can foster the development of safer conditions for all road users through planning
that prioritizes mass transport, pedestrians, and bicyclists.
Comprehensive or long-range plans. Cities can embrace the principles identified in this chapter
within their major plans and zoning regulations, including clear and predictable standards and
expectations for safety of a high quality public realm and a hierarchy that prioritizes pedestrians,
bicyclists, and mass transport.
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Local area plans. Cities can prepare local area plans that may provide guidance on community
and street design for particular neighborhoods, such as transit station areas, development
corridors, or other new or existing areas for urban development.
Transport and mobility plans. Citywide transport or mobility plans can take into account the
needs of all road users by planning and setting goals, such as safety for vehicles, bicycle and
pedestrian networks, and mass transit services (APA 2006). They can also set targets for desired
modal splits. Several cities have created their own specific bicycle or pedestrian plans. These
plans can set a hierarchy of road users and map existing and future cycling and pedestrian
networks—through areas such as neighborhood streets and arterials, parks, off-street trails on rail
corridors or waterfronts, boulevards, shared streets, pedestrian-only streets, and other public
spaces that can be linked together in a connected web for direct and safe travel.
Strategic traffic safety plan. Cities can create specific plans to address traffic safety through a
comprehensive approach that addresses a shared ownership between road users and designers to
create a safer system. The plans can include ambitious targets to reduce traffic fatalities and
serious injuries. For example, Copenhagen has its own Traffic Safety Plan for the city, and New
York City recently released its Vision Zero Action Plan.
Street design guides. Many cities create their own pedestrian and cycling master plans
accompanied by a tailored set of street design guidelines for the local context. This guide
provides a general overview of the different tools cities can use to create a safer city by design,
and can consider creating their own specific design guide for their problems, needs, opportunities,
and strengths. Examples include the Abu Dhabi Urban Street Design Manual or the New York
City Street Design Guide, which provides detailed information on everything from basic sidewalk
designs to traffic calming measures to bicycling lanes and street fixtures
URBAN LANDSCAPE DESIGN
Functional Design Criteria
Design guides and design criteria are established and proven of many organization, individuals,
and groups. Urban landscape design of Coral spring is one of the group landscape designers
which contributed design guides for urban street planning.
Covered Walkways and the Pedestrian Environment
Covered walkways, such as arcades and awnings, are an effective method of protection for
pedestrians from sun and rain in the tropical country. Pedestrian friendly covered walkways are
strongly encouraged, though not mandated, for use in the development. Where they are used,
arcades should be a minimum of 12 feet wide (from outside building plane) and 12 feet high.
Where arcades are present, sidewalks in setback areas may be reduced in width, though not to less
than 8 feet.
Sidewalks
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Urban sidewalks should not present a challenge to pedestrian navigation with unnecessary
changes in locations and dimensions of planter spaces. A sidewalk pattern which may appear to
be repetitive is provided for a purpose: ease of navigation. It would also be inappropriate to mix
tree-grate plantings with ground level planting beds of short duration. In concept, the urban
sidewalk is the ―frame‖ of the picture being displayed, i.e., the architecture, graphics, furniture,
merchandise, etc. It should be simple, elegant, and therefore provide a platform for a variety of
activities. A sidewalk need not have a life of its own; it comes to life with people, events,
furnishings, retailing and so on.
Shared Parking
The use of shared parking strategies serving complementary uses can have both design and
economic benefits in a mixed use development. Complementary uses in this instance are uses
that have different peak parking demands, such as office and residential, or office and hotel uses,
where one use has a peak daytime demand, and the other has a peak evening demand. Office and
retail also have different peak demands, including widely different demands for weekdays versus
weekends. In such cases, where the development proposal is supported by appropriate parking
demand analysis, and is based upon accepted standards, shared parking should be encouraged,
with the goal of minimizing the development of excess parking. If no local standards are
available, widely accepted standards such as the Urban Land Institute‘s (ULI) shared parking
standards may be used.
Street Furniture
Street furniture includes a wide variety of elements that provide orientation, amenity, and safety
in the environment. This includes lighting, identity, regulatory, and directional signage,
benches, bike racks, waste receptacles, and so on.
The design and placement of street furniture in should be well-coordinated and well-organized.
An Environmental Communications system, which will define the coordinated design and
placement of much of the signage and orientation features, is described in a separate document.
This system should itself be coordinated with the placement of other elements of the streetscape,
including lighting and other street furniture, to enhance the pedestrian environment and minimize
clutter.
For example, signage should be incorporated with lighting standards where appropriate, rather
than installing separate sign and light posts in close proximity to one another. The placement of
seating areas for pedestrians should take advantage of available lighting, rather than requiring
additional lighting of its own. Trash receptacles should be provided near pedestrian seating areas
rather than in isolated locations. Bike racks should be provided where they do not interfere with
pedestrian circulation.
The Central Open Space
As currently conceived, the central open space is divided into three sections. The middle section
is conceived of as primarily a ―hardscape‖ – consisting of decorative paving, and part of a larger
hardscape cross-axis that runs from northeast to southwest through the project, including a view
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corridor and open spaces in the northeast and southwest sectors. It is further assumed that the
boundary roadways on the long northeast and southwest sides of the plaza will be able to be
closed to traffic for special events, making the entire central area quadrant into a large pedestrian
space.
USER PRIORITIES
To encourage more sustainable travel patterns and safer streets,

designers must place pedestrians at the top of the user hierarchy. Walking is
the most sustainable form of transport. Furthermore, all journeys begin and
end on foot. By prioritising design for pedestrian‘s first, the number of
short journeys taken by car can be reduced and public transport made more
accessible. The need for more walkable communities is also an issue of
social equity as it is the poorest and most vulnerable in society, including
children, the elderly and the disabled for whom car travel is less of an
option. Research from the UK has shown that it is these groups who are
disproportionately affected by the threat of accident, community severance
and the loss of social cohesion.
Designing for cyclists must also be given a high priority. Trips by

bicycle have the potential to replace motor vehicles as an alternative means
of transport for short to medium range trips (and in some cases longer range
trips). Cycling also promotes a healthy lifestyle. Advances have been
made in this regard with the publication of the National Cycle Manual
(2011).
As noted by Smarter Travel (2009), commuters will only begin to

consider a shift from car to bus transport when the advantages of the bus
are greater than those of the car. The movement of buses should be
prioritised over other motorised vehicles.
Placing private motor vehicles at the bottom of the user hierarchy

should not be interpreted as an anti-car stance. People will always be
attracted to cars where they are a convenient and flexible option and for
many users it is currently their only viable option for medium to longer
distance journeys. The key issue is one of balance, and the needs of the car
should no longer take priority over the needs of other users or the value of
place.
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STREET DESIGN BASICS
Designing streets for people
Good street design is a key element of smart development. Streets are considered to be
the place where land use and transportation connect. The major components of street design are
• Width of the street
• Pattern of the street network
• Physical elements along the streetscape.
In the past, the major concern of engineers who designed streets was speed and capacity –
to move as many cars as fast as possible. Today, more consideration is given to other concerns
such as the livability of neighborhoods in the areas that the streets pass through, and the
importance of serving different street users, including non-motorized users such as pedestrians,
bicyclists, rollerbladers, and skateboarders. In his pioneering publication Livable Streets, Don
Appleyard called streets the ―most important part of our urban environment.‖ Appleyard goes on
to say, ―We should raise our sights for the moment. What could a residential street—a street on
which our children are brought up, adults live, and old people spend their last days—what could
such a street be like?‖
Street Width
Narrow streets make motorists drive slower and are thus safer for all street users.
However, the typical street standards produced by federal and state governments require very
wide
Streets for new subdivisions. Instead of following outdated federal and state standards, a
town can require street widths that are consistent with the needs and desires of its residents. Rick
Chellman, a New Hampshire traffic engineer argues that ―…some of the best-loved streets and
those with the highest values (both for economics and livability) are streets that do not conform to
current subdivision criteria.‖
Street Network
An irregular cul-de-sac street pattern has very long blocks and lots of dead ends. This
makes it difficult to get where you want to go. With so few route options, all of the traffic is
forced onto a few arterial roads that can get really congested. Having only a few arterial roads
means they must be designed to be very wide and support heavy traffic. This makes them very
unpleasant for pedestrians, bicyclists, and motorists alike.
A pattern of streets with lots of connections and short blocks, makes it easier to move
around - people have more than one way to reach a destination. Street design that considers this
concept can help reduce traffic congestion. It can also make it possible for children to walk or
bicycle to school.
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Streetscape Features
On-street parking can enhance the pedestrian environment. On-street parking:
• Buffers pedestrians from traffic
• Decreases traffic speed since it narrows the roadway.
Sidewalks and bicycle paths are other important elements of street design. Their presence
allows for pedestrians and bicyclists to have their own pace along a street. The wider the
sidewalks, the more enjoyable they are to walk on.
Sometimes a choice may need to be made between a wide sidewalk and a bicycle lane.
The decision would depend on the type of location. In a main street area, a wide sidewalk is
preferable, since lots of pedestrians will be using it.
―A shared auto/bike lane is perfectly acceptable in a main street environment, where

travel speeds are slow, and automobiles and bikes can safely share a lane. Sidewalks should
ALWAYS be the starting point for allocating right-of-way in a main street redesign.‖3 Along
these wide sidewalks, many streetscape features can be used to improve the pedestrian
environment. These include:
• Benches
• Pedestrian scaled lighting
• Trash cans
• Bike racks
• Planters
• Street trees
Additionally, buildings that face the street provide easy access for pedestrians, bicyclists,
transit users, and those who park on the street.
Traffic Calming
Traffic calming is a term to describe physical devices used on a roadway to reduce

automobile speeds and volumes. Some common examples include the following:
• Speed bumps and humps
• Curb extensions
• Medians
•Roundabouts
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• Raised intersections
• Textured pavements
• Landscaping along the street (i.e. street trees, planters)
Traffic calming can lead to:
• Improved safety for pedestrians (especially children), bicyclists, and auto users;
• Reduced cut-through traffic, truck traffic, excessive speeding, noise, and vibration;
• Reduced crime; and
• Revitalized historic downtown main streets.
STREET DESIGN GUIDELINES
Street Design
Movement, Place and Speed
A Balanced Approach to Speed
Balancing the priorities Context and Function creates a shifting dynamic in street design.
The UK Manual for Streets (2007) illustrates this relationship as a simple graph depicting some
well known scenarios. Key to the successful implementation of responsive design solutions is the
issue of speed, particularly so with regard to pedestrian and cyclist safety, comfort and
convenience. Expectations of appropriate speed will vary greatly from person to person and there
is little relevant research on this subject. Intuitively one would expect motorists‘ tolerance of
low-speed journeys to increase in intensively developed areas (i.e. from the Centres, to
Neighbourhoods to Suburbs) and according to journey type (i.e. from Local to Link and to
Arterial Streets.
Designer must balance speed management, the values of place and reasonable
expectations of appropriate speed according to Context and Function. In this regard:
• Within cites, towns and villages in Ireland a default speed limit of 50km/h is applied.
• Speed limits in excess of 50km/h should not be applied on streets where pedestrians are
active due to their impact on place and pedestrian safety.
• Lower speed limits of 30km/h are a requirement of Smarter Travel (2009) within the central
urban areas, where appropriate.
• Where pedestrians and cyclists are present in larger numbers, such as in Centres, lower
speed limits should be applied (30-40km/ h).
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• Where vehicle movement priorities are low, such as on Local streets, lower speed limits
should be applied (30km/h).
• Local Authorities may introduce advisory speed limits of 10-20km/where it is proposed that
vehicles, pedestrians and cyclists share the main carriageway.
Design speed is the maximum speed at which it is envisaged/intended that the

majority of vehicles will travel under normal conditions. In this regard:
• In most cases the posted or intended speed limit should be aligned with the design speed.
• In some circumstances, such as where advisory speeds limits are posted, the design speed
may be lower than the legal speed limit.
• The design speed of a road or street must not be ‗updesigned‘ so that it is higher than the
posted speed limit.
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Self-Regulating Streets
An appropriate design response can successfully balance the functional needs of different
users, enhance the sense of place and manage speed in a manner that does not rely on extensive
regulatory controls and physically intrusive measures for enforcement. In short, place can be
used to manage movement. Such environments are referred to as being self-regulating. Within
this selfregulating street environment the design response is closely aligned with the design
speed. The design team must take into account that:
• Physical and psychological measures are most effective when used in combination.4
• The more frequently and intensely physical and psychological measures are applied, the
lower the operating speed.
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Streetscape
Building Height and Street Width
Sense of enclosure is generally measured as a ratio where the height of a building

(measured from front building line to front building line) is measured against the width of a
street. Consideration needs to be given as to how consistently this ratio applies along the length
of the street through the creation of a street wall. The street wall refers to how continuous the
sense of enclosure is along the street.
Enclosing streets with buildings helps to define them as urban places, creates a greater
sense of intimacy5 and promotes them as pedestrian friendly spaces that are overlooked. This
sense of intimacy has been found to have a traffic-calming effect as drivers become more aware
of their surroundings.
Designers should seek to promote/maintain a sense of enclosure on all streets within

cities, towns and villages. In this regard:
• A strong sense of enclosure should be promoted in large Centres. The most effective way
of achieving this is with a building height to street width ratio greater than 1:2 and street wall
that is predominantly solid (allowing for intermittent gaps only).
• A good sense of enclosure can also be achieved with a building height to street width ratio
of 1:3 and a street wall that is 75% solid, provided a continuous line of street trees are planted
along the street. This approach may be more desirable in smaller Centres or Neighbourhoods
where maintaining a more human scale is desirable.
• A strong sense of enclosure may be difficult to achieve where the total street width exceeds
30m wide, such as on Boulevards. In such circumstances design teams should emphasise the
sense of enclosure with the planting of continuous rows of large closely planted street trees.
•Within established areas creating a strong sense of enclosure may result in building heights
that would conflict with those of the surrounding area. In such circumstances designers may
emphasise enclosure though other design measures, such as the planting of street trees.
• The planting of street trees should also be considered as a retrospective traffi c calming
measure in existing contexts where levels of enclosure are traditionally weaker, such as in
Suburban areas.
• The planting of street trees may also be desirable within Transition Zones, in advance of
Gateways and within Rural Fringe areas as an advance warning to drivers of changing
conditions ahead.
The measures should not be strictly viewed as quantifiable. For example a moderate
building height to street width ratio, in addition to a moderate continuity of street wall, does not
equate to a strong sense of enclosure. Rather they should be viewed as complementary, i.e. a
strong sense of enclosure is created where both elements are strong.
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The relationship between building height and street width is also key to creating a strong
urban structure, by increasing building heights in proportion to street widths. This will also
promote greater levels of sustainability and legibility by placing more intensive development
along wider/busier streets, such as Arterial and Links streets, to support public transport routes
and highlight their importance as connecting routes, respectively.
Additional building height may also be used at junctions to create a ‗book end‘ effect.
This approach will assist in slowing vehicles as they approach junctions and will improve
legibility by highlighting connecting routes throughout the network.
Street Trees
Street trees are an integral part of street design as they

contribute to the sense of enclosure, act as a buffer to traffic noise/
pollution and enhance place. A traffic-calming effect can also be
achieved, where trees are planted in continuous rows and their
canopies overhang, at least in part, the vehicular carriageway. Street
trees can also be used to enhance legibility by highlighting the
importance of connecting routes and distinguishing one area from
another through variations in size and species selection.
The planting of trees should be considered as an integral part

of street design. In general, the size of the species selected should be
proportionate to the width of the street reserve.
• Larger species, with a canopy spread greater than 6m will be

best suited to wider streets, such as Arterial and Link streets.
• Smaller species with a canopy spread of 2-6m will be best suited

to narrower streets such as Local streets.
Designers may seek to vary this approach in keeping with the

characteristics of a place. For example:
• Sparse planting may be more appropriate in a Centre, enhancing

its urban qualities.
• Smaller species may be more appropriate where buildings are

located in close proximity to the street edge carriageway (i.e. to
take account of overshadowing, growth restrictions).
• Larger species may be desirable within Suburbs, to enhance the

greener character associated with these places.
To be effective, trees should be planted at intervals of 14-20m. This may be extended

periodically to facilitate the installation of other street facilities, such as lighting. Designers
should also consider the impact of root growth.
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Tree roots may need to be contained within individual tree pits, continuous soil planting
strips or using other methods to restrict growth under pavements/toward services.
Street Furniture
Street furniture serves many purposes that relate to both place and function and includes a
variety of commonly found items within a street such as public art, lighting, bollards, guardrails,
seating and cycle parking. Whilst items such as public art may be of place value only, many
other items, if well designed, provide a place and function value.
In general, the provision of street furniture must be considered as part of the overall
design of street. In this regard:
• The placement of street furniture should be considered as part of a wider strategy, such as part
of an integrated landscape plan or series of street typologies.
• Street furniture should be placed within a designated zone, such as a verge
• The items used should be chosen from a limited palette that promotes visual cohesion.
• The number of items used should be balanced with other facilities (including signage and line
marking) to reduce clutter.
• Existing items of historic value which promote local character should be clearly identified.
Guardrails
An integrated approach to street design will substantially reduce the need for obtrusive
physical barriers such as guardrails. For example, the alignment of crossing points with desire
lines will eliminate the need for guardrails to redirect pedestrians.
In this regard:
• Guardrails should not be used as a tool for directing and/or shepherding pedestrians.
• Guardrails should only by installed where there is a proven or demonstratable safety benefit,
for example where people may inadvertently step onto the carriageway (e.g. at a school
entrance).
Where the potential need for guardrails is identified (such as via a Road Safety Audit),
designers should review their design as this need may highlight inadequacies in the design (such
as the failure to take proper account of pedestrian desire lines). Designers should also consider
the use of street furniture that may guide pedestrian movement and also contributes to the sense
of place and provide amenities.
Designers may have some concerns in regard to the removal of guardrails on busy streets
due to their perception as effective ‗crash‘ barriers. However, guardrails are only effective at
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stopping vehicles at very low speeds and therefore may provide a false sense of security resulting
in pedestrians and vehicles both paying less attentions.
Lighting
Good quality lighting promotes a safer environment by ensuring inter-visibility between

users. Poorly illuminated carriageways and cycle lanes can also make it difficult for users to
identify potential hazards. The quality of lighting will also have a major impact on perceptions of
security. If lighting levels are not sufficient, a place may not be perceived as safe, particularly for
pedestrians and cyclists. This may discourage people from walking and cycling, particularly in
the winter months when days are shorter, and undermine the viability of public transport.
The standards used for lighting within Ireland are generally taken from British Standard
Code of Practice for the Design of Road Lighting (BS 5489). Whilst these documents should be
referred to in regard to technical details, there are broader design considerations in regard to type
of lighting used and the position and design of lighting columns.
With regard to the height of lighting columns:
• Heights should be sensitive to the scale of the adjacent built environment.
• In city, town and village streets, a lantern mounting height in excess of 8 metres is unlikely
to be required.
• On Local streets, and in areas of heritage significance, mounting heights should be no

greater than 6 metres.
• Where higher numbers of pedestrians are active, such as in Centres, consideration should be
given to supplementing the trafic route lighting installation with a lower intensity pedestrian
lighting lanterns mounted at a lower height on the same columns
•They are positioned, where possible to coincide with property party lines to avoid
obstructing entrances or windows.
• They are not located in close proximity to properties where they may compromise security.
On narrow streets or streets with narrow footways, consideration should be given to using
wall-mounted lanterns
Lanterns should be selected and positioned so as to avoid creating obtrusive light spill on
windows, particularly in the case of upstairs residential properties. Internal or external baffle
plates can be fitted to lanterns to minimise nuisance light spill. Lights should also be positioned
away from trees, which in time may grow to envelop the lanterns or cast shadows which will
render the lighting less effective.
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To reduce street clutter designers should consider combining lighting with other
installations.Traffic signal heads, small signs, bus stop signs etc. can be mounted on lighting
columns with a degree of co-operation and co-ordination between the relevant authorities and
service providers. CCTV columns, which need to be more rigid than lighting columns, can also
accommodate lighting and other functions. Ancillary lighting equipment, such as electrical
supply pillars, should also be located with a view to minimising their impact on the streetscape,
while not creating an obstruction or hazard to pedestrians. Metering cabinets in particular, which
may be up to 1.5 metres high, should be located against walls, as unobtrusively as possible, while
bearing in mind that they must be accessible for maintenance and meter reading.
Materials and Finishes
The use of materials and finishes is one of the most defining elements of a street,
particularly where it is used to defi ne the levels of segregation and integration within a street.
The material palette can define space, calm traffic and improve legibility, reducing the need for
barriers, signage and line marking in favour of texture and colour. Materials can be used to
enhance the value of place and produce more attractive and cost-effective streets.
When choosing surface materials, designers should:
• Use robust surfaces (such as natural stone, concrete block paving or imprinted asphalt)
extensively throughout Centres and around Focal Points to highlight the importance of place,
calm traffic and alert drivers of higher levels of pedestrian activity
• Use robust surfaces and/or changes in colour around Gateways and Transitional Zones to
alert drivers of changing driving conditions
• Choose items from a limited palette to promote visual cohesion
• Apply a hierarchical approach to the application of materials. Altering the palette according
to the street hierarchy and/or importance of place will assist in way finding.
• Use of contrasting materials and textures to inform pedestrians of changes to the function of
space (i.e. to demarcate verges, footway, strips, cycle paths and driveways) and in particular
to guide the visually impaired
The layout and colour of tactile paving used to assist the visually impaired in navigating
the pedestrian environment should ensure that a consistent logic is applied. This includes the
cumulative impact of tactiles with other material choices.
Planting
Planting is generally located in areas such as medians, verges, build-outs and privacy
strips. Landscaping is traditionally used to add value to places though visual enhancement.
There are many approaches that can be taken with regard to planting, for example:
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• Within Centres a greater emphasis may be placed on using ‗harder‘ landscape elements that
define them as urban, allow greater freedom of movement and are able to withstand higher
level of pedestrian traffic
• In Neighbourhoods and Suburbs a greater emphasis may be placed on the use of planted
materials to promote ‗softer‘ landscape elements and a greener ‗living‘ character.
Other key considerations include the ongoing maintenance and size of street
trees/planting at maturity. Quality and maintenance should be viewed in a similar regard to the
application of materials and finishes with a hierarchical approach that promotes the use of higher
quality planting within Centres and along streets which are the most active, such as Arterial and
Link Streets, and around Focal Points.
Designers should also consider the size of trees, shrubs and other landscape elements at
full maturity. In general designers should avoid planting that will grow to obstruct movement and
surveillance. There are exceptions to this, for example overgrown medians can help reinforce
narrower carriageways and tall shrubs may defl ect sightlines reducing forward visibility.
Historic Contexts
Additional design considerations must be taken into account in areas of historic

significance that are highly sensitive to interventions. Historic features help reinforce an areas
character/place value and may also play a role in managing speeds (see Figure 4.30). The most
appropriate course of action should be to minimise any level of intervention to existing historical
features.
Elements of street furniture associated with the historic use of the street should be
identified and protected, where appropriate. Significant historic features may also include the
street surface itself and any features set into it such as coalhole covers, weighbridges, pavement
lights, cellar doors etc.
An ‗assessment of significance‘ should be prepared when dealing with interventions

within historic core areas. This is seen as addressing/acknowledging essential elements of the
historic urban environment which may have architectural, historical and technical significance.
For example when dealing with an established street layout and associated materials a distinction
is drawn between three levels of significance:
1. Undisturbed areas of existing historic streets, which have the highest value and bear
witness to the skill of historic craftsman;
2. Areas where streets have been altered or reconfigured using the original design/
material;
3. Reinstated street areas re-using salvaged material from other places.
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The mechanism for the protection of historic areas is based on statutory protection. If an
area lies within an Architectural Conservation Area (ACA) or forms part of the setting of a
protected structure (or a number of protected structures), development policies will be set out in
the relevant County/City Development Plan, as well as active planning control.
NEW ATTITUDES/BEHAVIOR TO STREET DESIGN
1. MOVEMENT: Design and manage the street for a sense of place as well as for
movement
 MOVEMENT IS ESSENTIAL
Most streets have been designed, or adapted, over the last fifty years or so primarily for the
movement of motor traffic. This function continues to be important but it should no longer
dominate in the way it used to – it needs to be balanced with the street‘s place function.
Enhancing the sense of the place and maintaining efficient and safe movement of traffic can be
achieved by careful design. High streets are places where such an approach can work well. There
is frequently a mixture of land uses, types of vehicle and pedestrian activities that all need to be
accommodated while still respecting and enhancing the context and character of the place.
 SAFETY
Managing the interaction between vehicles and pedestrians is critical. In practice this means ways
need to be devised to help people cross a road or share a road safely and in comfort.
Conventional methods rely on concentrating pedestrian crossing movements and regulating traffic
by signs, signals or traffic management.
There is now a greater inclination to reduce traffic speed so that people have more freedom to
cross the road where they want to.
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In the design process, the assessment of risk involves a balance between the likelihood and
severity of a specific event occurring. This in turn needs to be balanced with other objectives such
as pedestrian movement, quality of life, etc.
 CONTEXT
A prime task in designing or adapting a street is to encourage drivers to drive appropriately. In the
past there has been a significant reliance on signs and other street equipment to bring this about.
However there is increasing evidence that drivers alter their driving style and behaviour in
response to the form of the street, regardless of the presence of signs. They tend to drive at what
they consider to be a safe speed. If the street is designed so that drivers feel comfortable travelling
at an appropriate speed, many signs and items of traffic related street furniture become
unnecessary.
The advantage of removing street clutter is that the physical character, or context of a street: its
buildings, spaces and local landmarks can be seen and appreciated more easily.
 PLACE AND MOVEMENT
Manual for Streets published by the Department for Transport in 2007 reminds us that a street
performs two functions: as a distinct place with its own characteristics and as a conduit for
movement. One of Manual for Streets‘ key recommendations is that increased consideration
should be given to the place function of a street. The design or adaptation of a street can enhance
its individual character or sense of place. It can help emphasise the qualities that local people
appreciate such as the setting of important landmarks and the contrast between a narrow intimate
passage and the bustle of a high street. It is possible to significantly enhance the place function of
a street without compromising safety.
 QUALITY OF BUILT FORM
To respect the place function of a street, we need to analyse what contributes to its quality.
Though the design and architectural style of individual buildings is important, their position in
relation to the street and to other buildings may have more effect on the character of a place and
be more memorable. Seen at the corner of a busy high street, a building might appear to have
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command over a formal paved area, perhaps a town square. In a narrow passage the same
building could simply contribute to a delightfully small scale intimacy. It is often in the spaces
between buildings where human activity and social interaction take place. These spaces should be
designed or adapted to respect or enhance a street‘s sense of place.
 HEALTH AND ECONOMIC WELLBEING
Given the opportunity, people will engage in a very wide range of activities and movement
patterns within a street. Streets that are interesting and pedestrian-friendly allow people to make
their own choices on what to do and which route to take. The greater variety of activity that a
street can accommodate – walking, sitting, chatting with friends, browsing and window shopping
- the more successful it is likely to be. Streets that are interesting (and not dominated by motor
vehicles) can encourage people to walk more or cycle as part of their daily routines leading to a
healthier lifestyle. Streets should be comfortable for pedestrians to use. This includes places
where people can cross the road or share spaces with vehicles without feeling intimidated.
2. STREETSCAPE: Use the street to enhance the sense of place
 THE POWER OF PLACE
Most people value our historic environment and, in particular appreciate buildings such as
cathedrals, castles and palaces. Many of our towns and village centres are made up of buildings
that remind us of our national heritage and local culture: medieval churches, Georgian pubs and
inns, and Victorian civic buildings such as libraries and town halls. The way they are seen
together helps create a sense of place and makes one town centre distinct from another. Economic
regeneration projects usually rely on emphasising and enhancing these distinctions.
 THE ROLE OF THE STREET SURFACE
A street forms the foreground and setting for its buildings to create a composite view. The overall
appearance of buildings, either individually or in groups, may be enhanced by careful attention to
the choice of surfacing materials in the street and the way the materials are used. For example car
parking in a market square can be arranged to leave a clear view of a focal point such as a locally
cherished historic monument. Another example is the positioning of a pedestrian refuge. If it can
be aligned with the middle doors of a historic building‘s symmetrical façade while still being on
pedestrian desire lines, the building can be given greater prominence. Designing a street around
its buildings so that they look as though they belong will improve the whole appearance.
 VISUAL RELATIONSHIPS
Pavement surfaces should be visually appropriate and require minimum maintenance. In historic
settings in particular, it may be desirable to retain the existing visual proportion between the
pavement and road. Kerbs and flagstones should be accurately cut and well laid. Colour, texture
and the standard of workmanship combine with less visually intrusive signing can strongly
influence the impression of quality in the streetscape. A rule that works in many places is to keep
designs simple so that the architectural details of the surrounding buildings are shown to best
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effect. Options are available that, together with variations in style and colour of practical street
furniture, can relate visually to the setting and context of a particular street
3. WELLBEING: Encourage cycling through attractive, safe, direct routes
 WELLBEING AND CYCLING
The National Health Service promotes regular cycling because it can reduce the risk of chronic
illnesses such as heart disease, type 2 diabetes and stroke. ―It can also boost your mood and keep
your weight under control,‖ the NHS states. ―Whether you‘re cycling to work, to school, to the
shops or just for fun, the humble bicycle is an easy way to get more active.‖
The best way to build cardiovascular fitness on a bike is to ride for at least 150 minutes every
week. For example to cycle to work a few days a week or do a couple of shorter rides during the
week with a longer ride at the weekend.
―Cycling is one of the easiest ways to fit exercise into your daily routine because it's also a form
of transport. It saves money and gets you fit.‖
 CYCLING EVERY DAY
Our increasingly motorised existence means that there has been a dramatic decline in cycling
since 1949. Then some 30% of miles travelled using a mechanical mode were by bicycle, today it
is less than 2%. Around 70% of all trips made by car are of five miles or less - distances
eminently suitable for cycling. We own more bicycles than ever - an estimated 27 million in the
UK. Six in ten people who are able to ride a bicycle are deterred from cycling to work because
they believe it‘s too dangerous for them to cycle on the roads. Of those who do cycle, 63% find it
stressful. To encourage more to cycle there will need to be changes to street design and support
services.
GREEN STREETS
Green infrastructure may be defined as infrastructure that provides and promotes a

network of natural systems within the urban environment and has the potential for energy
generation.
Traditionally the street has provided infrastructure for conveyance and delivery of water,
energy and communications services. The street also has provided for collection and conveyance
of storm water and sanitary sewage for disposal elsewhere through underground pipes and
underground and overhead conduits. Recently in cities and towns across America, a movement to
relook at street infrastructure has been growing. Green infrastructure is based on the principals of
Low Impact Development (LID), and focuses on environmentally friendly approaches of natural
ecosystem health, especially storm water management.
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Green infrastructure can be implemented at a range of scales -- from regional scale to

streetscape and site design. In the urban setting, it maybe most effective as part of a network of
systems connected to established green spaces. This topic aims to expand the applications of
green infrastructure with the goal of moving streets beyond passive conveyance systems to active
roles in generating energy and transforming waste into useable products. This topic will explore
opportunities to strengthen natural ecosystem cycles and environmentally friendly storm water
management in our streets.
Why Green Infrastructure on the Street Green infrastructure provides one of the greatest
opportunities for streets and cities to achieve the goal of sustainabillity. Introducing natural
processes for handling water and waste as well as capturing and reusing energy from the sun and
wind has a number of advantages and benefits in a streetscape.
Adding plants and trees into the streetscape and reducing the amount of hardscape can aid
in microclimate control and reduce the urban heat island effect, lowering energy demands from
nearby homes and businesses. Improved air quality and providing habitat for animals, such as
native pollinators or migratory songbirds, are benefits as well. Similarly, appropriate use of other
planting materials, such as mulch, can help hold water and keep roots cool in plants and trees,
especially in more arid climates where limiting water use is critical during warm seasons.
Capturing and reusing rainwater, slowing and cleaning storm water, providing additional
storm water capacity, and preventing sewer overflows during large rain events results in cleaner
and healthier watersheds. It allows for groundwater recharge, aquatic habitat protection and
enhancement, and conservation of an important and increasingly scarce resource – water. In
addition, storm water reuse and pollutant removal are being provided by space-saving above-
ground and below-ground landscape devices.
Active green infrastructure, such as capturing solar and wind energy, can lower utility
costs for local residents and businesses. In addition, active green infrastructure provides resiliency
and self-sufficiency at a street or neighborhood level. Generating energy from a clean renewable
source (i.e. the sun) — versus burning non-renewable, high carbon footprint fossil fuels —
contributes to mitigating global climate change.
In addition to environmental advantages, localized and efficient green infrastructure also

provides a multitude of economic and social benefits. To reduce wear and tear on aging pipe
infrastructure, and in the long run, save on maintenance and replacement costs. Moreover, since
most green infrastructure systems are visible and above ground, they can actively engage and
educate the public about the benefits of creating environmentally friendly infrastructure systems.
Redefine role of infrastructure and create infrastructure systems that:
 View infrastructure elements as valuable resources that can contribute to the streetscape
and provide necessary treatment at the street site.
 Conserve existing resources and actively mitigate negative impacts of streets.
 Aggressively generate energy and revenue.
 Prevent over-engineering of individual infrastructure elements.
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 Promote economic development through reduced maintenance and generation of jobs and
revenue.
 Maintain the street as a conduit for existing utilities while expanding green infrastructure.
 Design for both the local and regional watershed context.
Green infrastructure should be designed to promote a diversity of street activities including but
not limited to:
 Harvesting rain water

 Harvesting gray water
 Generating solar and kinetic energy
 Storing heat, energy, and water
 Treating water, air, and soil
 Supplying energy and water
 Recycling and reusing resources
 Sourcing materials
 Growing and decomposing chemical and organic material
 Cycling nutrients
 Sequestering carbon
 Providing habitat
 Reducing heat gain
Green Infrastructure can be categorized according to infrastructure management systems and

energy sources:
Materials Management Systems create and source materials in sustainable manner by:
1. Water systems include storm water systems and water conservation systems:
 Storm Water Systems manage storm water by:

 Decreasing runoff rate and volume.
 Increasing the potential for filtering treatment and infiltration into the groundwater through
landscaping and permeable paving. Popularly known as green streets, this system is
increasingly embraced by towns and cities, especially those with combined sewer and
storm water systems. In situations where infiltration is not feasible, tree box filters and
other high-flow bioretention systems treat storm water systems before returning it to the
system and the receiving waters.
 Water Conservation Systems conserve water by:
 Conserving and minimizing the use of water by harvesting rainwater and storm water for
use for irrigation.
 Using efficient, water conserving irrigation systems such as drip irrigation.
 Xeriscaping and using drought tolerant planting.
2. Energy management systems generate and conserve energy. This is done in a number of ways
including:
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 Capturing and generating power from the sun, wind and kinetic energy. Kinetic energy is
electricity generated through the weight and momentum of decelerating traffic and
distributed electricity can be used to power streetlights, stoplights, and household
appliances, and to cool/heat buildings and roads. It is an emerging technology
 Utilizing solar and wind energy to create electricity
 Managing heat gain by minimizing heat island effect in urban centers through the use of
planting, etc
 Sequestering carbon
 Growing of materials such as bamboo that can be grown in the street
 Composting waste and recyclable materials to generate new materials
3. Materials management systems create and source materials in sustainable manner by:
 Growing of materials, such as bamboo, that can be grown in the street.

 Composting waste and recycling materials to generate new materials.
4. Waste management systems recycle and reduce waster such as sewage.
5. Habitat systems conserve and develop natural habitat for wildlife including pollinators, birds,
etc.
Trees are a common element in most of the systems. Besides reducing heat island effect and
storm water flows, they also increase natural habitat and property values.
BALIWAG HISTORICAL BACKGROUND
Historical records revealed that the town of Baliuag began its actual or de facto existence
on May 26, 1733 and the Augustinians formally approved or recognized its creation as tenth
(10th) town of Baliuag in the provincial charter on May 15, 1734. The first population census of
Baliuag was conducted in 1759 revealing the actual count of inhabitants to 3,548. After about two
(2) decades the population of the town rose to 18,865 based on statistics but was reduced to
13,202 in 1887 due to onslaught of dreaded diseases particularly cholera.
Though the years of Spanish domination, Baliuag was predominantly agricultural. People
had to depend on rice farming for main source of livelihood. Orchards and ―tumanas‖ yielded
fruits and vegetables, which we sold in the public market. Commerce and industry also played
important contributions to the economy of the people. Buntal hat weaving in Baliuag together
with silk weaving popularly known in the world as Thai silk; The manufacturer of cigar cases,
pineapple fibers, petates (mats) and Sillas de Bejucos (cane chairs) all of fine quality became
known in many parts of the world. The local market also grew. During the early part of the 19th
century Baliuag was already considered one of the most progressive and richest town of Bulacan.
The growth of the public market has significantly changed the mode of economy of the town.
Baliuag became the center of commercial activities due to this strategic geographical location.
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Historical records say that Baliuag was part of Quingua (now Plaridel ). From the time
Baliuag was separated from plaridel up to 1898, the town had leaders numbering to 49 who
served as Capitan, 13 Alcalde, and 92 as Gobernadorcillos.
The American came Baliuag became distinguished as the first municipality organized
under this regime and the election of municipal officials was held on May 6, 1899. The first
municipal president was the Hon. Francisco Guerero. Baliuag since then had 26 mayors until
Hon. Rolando F. Salvador rose to political leadership in 1998 and currently the 27th mayor of the
municipality.
Baliuag rose to prominence as the growth center in the northern part of Bulacan. In 1932
the market revenue soared to Php 39.000.00, which greatly contribute to the general services to
the people. The last five years of income in million pesos from 1995 to 1999 is as follows: Php
52.222,Php 61.201, Php 68.588 and Php 80.705.
Today, Baliuag is in the height of general growth and development trend, which is
comparable to a city.
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friendly_streetscape_on_a_tropical_business_district.pdf
Downtown Walla Walla Foundation. History of Downtown Walla Walla Revitalization

Successes. http://www.downtownwallawalla.com/organization/ history.htm. 2002.
Mabley, Gary. City of Walla Walla Planning Department. Telephone interview November 14,
2006.
National Trust for Historic Preservation. National Main Street Awards. http://
awards.mainstreet.org/content.aspx?page=6960&section=22. 2006.
Portland Development Commission. Old Town/Chinatown 3rd and 4th Avenue Streetscape Plan.
http://www.pdc.us/ura/dtwf/otctstreetscape.asp. Vanderslice, Ellen. City of Portland Office of
Transportation. Interviews on October 20 and November 15, 2006.
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A. RESTATEMENT OF THE PROBLEM
Baliwag in the province of Bulacan was rich in history and culture which are now fading
and forgotten. The street of Baliwag nowadays shows no evidence of the said culture and history
of the town. The important public spaces (street architecture) in Locality of Baliwag are not being
considered and partakes less significance and Streets in Baliwag are not attractive which cause
common problems such as street congestion, unsafe sidewalks, illegal vendors, traffic congestion,
exposed spaces from sun radiation and even crime scene. Sidewalks are no longer in its true
purpose and use especially in Benigno S. Aquino Ave. (Baliwag circle to crossing), what you will
of commercial building along the road. The main problem is the design of street spaces and
elements which doesn‘t meet the satisfaction and the necessities of users/ residents. It has poor
design which leads to misunderstanding and misused of each street elements and spaces.
Because of the Complications that you will encounter in the Street makes the
residents commute even the distance is short. People prefer commuting than
walking because of these complexities.
B. SUMMARY OF FINDINGS
Street elements should be available in proportion to the intensity of activity in a particular
area, and carefully placed to create unobstructed paths for pedestrians without creating hazards.
Street elements includes Furnishings comprehend benches, waste receptacle, signs, lighting,
fountain and other elements that make people feel comfortable. These elements should be
coordinated and integrated so that they are both attractive and functional. However, beyond
comfort, the aim of these furnishings is to provide a place with character and identity, and to
encourage people to enjoy outdoor spaces. Street elements also address specific needs, such as
seating and shelter when one is waiting for transportation. If well planned and designed, it can
also enhance the visual aspects, image and identity of a site. The quality, organization and
distribution of street furniture reflects the quality of an urban space and can also set standards and
expectations for future development, as the aim of these furnishings is to combine and coordinate
form, scale, materials and placement to create visual appeal, accessibility and safety through
understanding the needs of users.
Besides its functional aspects, high quality in the designing of street elements and spaces has
recently become a focus of attention in urban landscape design, with emphasis placed on the
integration of function and aesthetics with new materials and technologies, creative concepts and
artistic application in the user-friendly cityscape. Street spaces and elements enable a city to
become closer knit as a community, a space where people can gather, share and experience life
together. Visually unattractive or poorly planned street furniture defines a city through chaos, a
lack of order and harmony, and the absence of community. In recent years, cities have also
become very concerned about waste disposal and the stability of the environment, as can be seen
in the growing tendency of using recycled street elements; well designed street elements enables
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cities to continually update outdoor spaces sustainably while being environmentally conscious at
the same time.
The data gathered in chapter 2 shows that the streets along Benigno S. Aquino Ave. are not
walkable friendly due to poor design and lacking of street elements that ensures the safety of the users.
As exemplified throughout this research the design of city streets and neighbourhoods can impact the
health and safety of residents. It also affects social, physical and environmental aspects. Across the
world, cities have choices to make in how they shape citizen/users and design streets. Sustainable
urban development—focused on walking, bicycling, and access to mass transport, compact
development, mixed land uses, nearby parks and public space, and safely designed roads that slow cars
and forgive human error are the key to making this happen.
Urban road safety should be integrated into urban mobility and other city plans—alongside
environment, energy, and mobility concerns—within a long-term and sustainable vision. Both
authorities and citizens should realize the choices to be made and diligently work together to implement
them. Continuous safety performance monitoring and research is needed to acquire the necessary
knowledge to support decision making. Baliwag needs to create their own solutions, catered to their
own local context, and measure them to obtain the desired impact.
Urban road safety should be integrated into urban mobility and other city plans—alongside
environment, energy, and mobility concerns— within a long-term and sustainable vision.
Based on the above study, it has been found out that the following existing conditions discourage
people from walking and thus make the street elements and street spaces unfriendly:
 Distance and accessibility (fences, not enough to prevent people from seeking short-cuts)
 Lack of shade and cover from harsh climate
 Uneven elevation of existing sidewalks
 Narrow width of the pavement
 Blockade by street elements like utility poles, signage, tree trunks, etc.
 Lack of proper maintenance
 Lack of pleasant ambiance. This can be presence of fellow passers-by, retail or food shops or
anything that will suggest acceptable social interactions. Introduction of small park or plaza where
people congregate may help.
 Unmaintained surroundings, if all these impediments can be addressed, people can be encouraged
to walk as in the case of the elevated walkway wherein almost all of the above have been addressed.
 Lacking of street furniture such as street lights
 Unsafe sidewalks especially at night.
 The need of the users to have a direct link to different space to an easy access. This will be not
confusing the users and it can enhance the walking experience of the users.
 The absence of sidewalks and footpath in some areas to separate the human and vehicular access
can promote easy access to both modes.
 Improved pedestrian and landscape treatment of identified key side streets and potential connectors
could help realize a comprehensive open space network.
If all these impediments can be addressed, people can be encouraged to walk as in the case of the
elevated walkway wherein almost all of the above have been addressed.
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C. IDENTIFICATION OF NEEDS
This research study undertook the documentation and analysis from past up to present for the
best solution in the developing of street along Benigno S. Aquino Ave. and enhancing and
promoting the walking experience of the users while embracing its culture. Based on the data that
have been gathered through interviews, observations and case studies that are related to the study
will be organized and analyzed. There are several needs to be considered in order to develop and
enhance of the study. The needs originated from the present scenario and from the problems and
issues encountered by the street users. In order to attain and develop the street of Baliwag into
walkable and sociable this needs should be architecturally modified and be taken into design
consideration.
With the data gathered, and an analysis of the findings the following needs are important
to develop the street of Baliwag along Benigno S. Aquino into walkable and user friendly.
 The need to develop the existing street features to improve the condition of street elements
along Benigno S. Aquino Ave. not only in visual but to all aspect of senses as well.
 The need for proper allocation of the spaces that would require less effort in travelling and
can minimize the human and vehicular traffic.
 The need of day and night time safety and security.
 To consider the anthropometrics of the users to be used as the users to be used as the basis for
design guidelines so that convenience of the street users will be promoted.
 The needs for proper waste disposal
 The need of the users to have a pleasant walking experience. The need of space where the
users can rest, relax and enjoy.
 The need to beautify the street
 The need to have greenery walking experience
 The need to integrate culture in the street characteristics and features. The need of the users to
embrace its own culture.
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ARCHI-CULTURE STREET:

A. INTRODUCTION/ BACKGROUND OF THE STUDY

Condition of Streets in Baliwag

Importance of street elements and spaces

B. STATEMENT OF THE PROBLEM

C. ARCHITECTURAL THESIS GOAL/OBJECTIVES AND

1. To investigate, integrate, and reorganize the principles of relevant street architecture

- Conduct researches, case studies and other relevant topic

- Collect sets of data pertaining to the users need and wants.

5. To trace, study and apply the culture of Baliwag.

6. To integrate, use and apply green and sustainable architecture.

- Study the environment to learn the need of the site.

D. SCOPE AND LIMITATIONS

To establish comprehensive principles, this study explores different studies of street

E. SIGNIFICANCE OF THE STUDY

Organize the street elements

H. REVIEW OF RELATED LITERATURE

Why is Good Street Design So Hard to Come By?

Street Design and Our Urban Economies

Street Design and Our Environment

Street Design and Psychology

Street Design and our Health

PUBLIC LIFE AND STREET ACTIVITY

Planning for Human Needs

According to Dinca, master urban planner, urban planning is fundamentally about

1. Cognitive: to know, to understand, and explore;

3. Self-actualization: to find self-fulfillment and realize one‘s potential;

Factors impacting public life

1. Environmental characteristics (climate and photography)

What makes public spaces successful?

Importance of street activity

How to generate an active and healthy street life?

According to the published research work ―Planning Sidewalks‖ of Leslie Deacon, an

1: THE DISCOURSE OF SIDEWALKS

2: THE EXPERIENCE OF DIFFERENT USERS

According to the research, Planning Sidewalks, by Leslie Deacon sidewalks remain

THE SMALL SCALE OF MIX-USE

THE NIGHTLIFE DESTINATION: SATURATED BAR AREAS

3: CRITERIA FOR SUCCESSFUL SIDEWALKS

1. Sidewalks must function as public space.

According to observation, research and investigation of Deacon that walking along a

This difficulty of identifying successful and unsuccessful sidewalks leads to problems

WEIGHTED ROLE OF SIDEWALK ACTORS

SPATIAL JUSTICE AND INJUSTICE

PUBLIC & PRIVATE

Because much of the regulation and enforcement of the regulations is through

excessive criminalization of these vendors as permits are unobtainable to the population.

HEALTH & SAFETY

4 PLANNING FACTOR THAT INFLUENCE STREET USE:

3. PEDESTRIAN/ VEHICULAR INTERACTION

Physical safety on streets is crucial in order to encourage pedestrian participation. During

4. CONFIGURATION OF STREET AND CONTEXT

Green infrastructure seeks to make a permanent connection to long-term sustainability

TREATMENTS & ELEMENTS

Moving the Curb

Low Impact Design

- Delineates no parking zones through enhanced vegetation

More than Just Rain Gardens

- Calms traffic as drivers move slower past trees and landscaping

Parklets, Pop-ups & Street Seats

- Lack of public space in the surrounding area

A business owner, community benefit district, nonprofit or resident, is typically responsible

DESIGNING STREETS AS PUBLIC SPACES

Five Principles of Urban Street Design according to NACTO design guide