Evaluation of Existing Pedestrian Network and Facilities:

An Analysis to Formulate Pedestrian Planning Guidelines

André F. del Rosario1, Alexis M. Fillone2

1,2
Graduate School of College of Engineering, De La Salle University, Manila, Philippines

Abstract: The Philippines, as a developing country, is continuously undertaking new infrastructure projects like expressways, and
interchanges that increases the capacity and scope of the road network. However, these infrastructures are only helpful to a certain
point, and too much of it is known to cause traffic congestion problems in the future. While infrastructures provide additional capacity
and mobility for the vehicular roadway, it promotes the use of private vehicles instead of giving more attention to public transportation
and improvement of the pedestrian environment to promote walking. This research is focused on evaluating the existing condition of
pedestrian walkways and facilities in major intersection and interchanges in Metro Manila. Also, this research aimed at formulating
pedestrian planning guidelines to improve the current condition of the urban pedestrian environment.

Key words: Pedestrians, Safety, Interchange, Intersection;

1 INTRODUCTION adequate pedestrian facilities to minimize vehicle-pedestrian

1.1 Background of the Study
The Philippines, as a developing country, is continuously un-
dertaking new infrastructure development projects such as
expressways, interchanges, flyover, and underpasses which
increase the capacity and expand the scope of the road net-
work. These infrastructure projects such as Metro Manila
Skyway Stage 3 and the NLEX-SLEX Connector Road aim
to decongest the increasing traffic in Metro Manila and solve
the long-time traffic problem according to Department of
Public Works and Highways (DPWH) secretary Mark Villar
during one of his senate interviews dated September 8, 2017.
However, Leather, et al. (2011) argues that these infrastruc-
tures are but temporary solutions for the traffic congestions.
Because while it provides additional capacity and mobility
for the road network, it also promotes the use of private vehi-
cles, thus after reaching the maximum capacity of the new
roads and infrastructures, it will result again result to traffic
congestions; as these mainly caters for the private vehicles’
mobility enhancement leaving the pedestrians and public
commuters outside the focus of development (Leather, et al.,
2011).
The increasing population of the Philippines with an annual
average population growth rate of 1.73% from 2010 to 2015
according to the Philippine Statistics Authority (PSA), as
well as the continuous increase in vehicular traffic volume
contribute to the conflicts between vehicles and pedestrians.
These vehicle-pedestrian conflicts not only cause traffic con-
gestions, but also pedestrian accidents (Lee & Abdel-aty,
2005). Moreover, these conflicts are prevalent in major inter-
sections and interchanges – where pedestrians and vehicles
share the same road space at the same time. In this regard, it
is important to effectively provide pedestrian walkways and
conflicts in road junctions.
1.2 Lacking Pedestrian Walkways and Facilities
The lack of planning for the pedestrian walkways and facili-
ties creates vehicle-pedestrian conflicts that hinders the pe-
destrian to co-exist with vehicles in urban setting. Moreover,
the inadequate walkways and facilities for the increasing
number of pedestrians contribute to the increase of pedestrian
accident rate and traffic congestion problems in Metro Ma-
nila.
According to Metro Manila Development Authority
(MMDA) Road Safety Unit, there have been about 56,018
pedestrian injuries and 1,859 pedestrian deaths due to vehic-
ular crashers over a period of ten (10) years from 2005 to
2014 (Thinking Machines, 2015). During this time, motorcy-
cles are the most involved in vehicular crashes having an av-
erage growth rate of 10.11% with a maximum crash count of
2400 last 2014. The second most involved in vehicular
crashes are the private cars having an almost flat average
growth rate of 0.16% with a maximum crash count of 1365
last 2013. The rest of the vehicle types have also an almost
flat average growth rate with less than 600 count of vehicular
crashes per year.
According to Retting et al., (2011) vehicle-pedestrian con-
flicts can be reduced by modifying the built environment of
vehicles and pedestrians. One of the three suggested engi-
neering modifications was to separate pedestrians from vehi-
cles by time or space. In Philippine setting, these vehicle-pe-
destrian conflicts are in a form of the following: public utility
vehicle (PUV) drivers allow commuters to ride and alight on
undesignated loading and unloading zones, uncontrolled pe-
destrians that randomly cross the vehicular traveled way, and
pedestrian encroachment to the traveled way due to sidewalk
discontinuity and pathway obstructions.

1
The maintenance and monitoring of pedestrian walkways and
crossings is as important as planning and providing the needs
of the pedestrians to the design plans of major intersections
and interchanges. As suggested by Shrestha (2011), pedes-
trian walkways should always be free from street hawkers
and sidewalk vendors as these foreign elements compromises
the safety, and blocks the smooth flow of foot traffic in the
urban area.
2 STUDY AREAS
The considered study areas evaluated for this paper are the
following: Balintawak interchange, Buendia-Osmeña inter-
section, and Nichols interchange. These study areas were
chosen because of their direct connectivity between express-
way and local road, thus acts as a road junction that requires
a change in vehicle travel speed. Aside from the large volume
of vehicles that these study areas cater, heavy foot traffic are
also present in the area. The Study areas are presented in Fig-
ure 1 below.
Balintawak
Interchange
Buendia-Osmena
Intersection
change
Nichols
Interchange
Fig. 1 Study areas
Balintawak interchange operates as a full cloverleaf inter-
change that allow vehicular mobility on all four directions. It
also accommodates heavy foot traffic coming from and going
the Ayala Cloverleaf development, the Balintawak public
market, the LRT Balintawak Station, the Andres Bonifacio
Elementary school, and those that are riding and alighting
from the provincial busses just before the interchange ramp
along A. Bonifacio Avenue.
On the other hand, Buendia-Osmeña intersection serves as
the gateway of Makati and Bonifacio Global City in Taguig,
coming from Manila and Pasay. As an access to the Makati
central business district located at its periphery, it was ob-
served to be a very busy intersection for both vehicles and
pedestrians especially during rush hours in the morning and
in the afternoon. With the large number of pedestrians and
vehicles present in the area, traffic congestion and chaotic pe-
destrian movement was very noticeable during peak hours.
this road junction that serves the largest pedestrian volume
among the three, as it is not only bounded by mass transpor-
tation means such as Provincial busses from the South of
Metro Manila, and Buendia station of the Philippine National
Railways (PNR), but also, it is located in Makati Central
Business District. Moreover, the vicinity of this road junction
is occupied by various condominiums that houses an average
of 20 floors per building and generates large pedestrian traf-
fic; another is the presence of the Cash and Carry Mall that
also attracts both vehicles and pedestrians in the area. Lastly,
aside from the large amount of foot traffic in the vicinity, the
intersection of Buendia and Osmeña is also an entry/exit
point of large vehicular traffic from South Luzon Expressway
(SLEX) and Skyway.
Lastly, Nichols interchange, formerly known as Sales Inter-
change as it serves as a junction for the South Luzon Express-
way (SLEX) and Sales Road – now called Andrews Avenue
for the at-grade level of the interchange. The Skyway and
NAIA Expressway (NAIAEx) connection, together with the
East and West SLEX service road acts as vehicular traffic
generator. This interchange also plays a huge part in the
southbound direction of vehicular traffic because it provides
access to the East and West service roads of the SLEX aside
from Bicutan interchange. Aside from vehicular traffic, the
interchange also handles the local pedestrian volume from a
large cluster of residential houses of the city of Taguig and
Pasay, and from the Philippine State College of Aeronautics
adjacent to the interchange.
3 METHODOLOGY
In formulating a pedestrian planning guideline that can im-
prove pedestrian walkways and facilities of future infrastruc-
ture projects, evaluation of existing interchanges and an in-
tersection in Metro Manila was undertaken. The following
items are utilized in evaluating the current condition of the
study areas, as well as in formulating recommendations in
improving the quality of future pedestrian walkways and fa-
cilities:
1. Vehicle-pedestrian conflicts in the study area;
2. Evaluation of existing pedestrian walkways and facili-
ties through Pedestrian Level of Service (PLOS) assess-
ment rating;
3) Evaluation of existing pedestrian walkways and facili-
ties through pedestrian survey rating;
4) DPWH Project planning stages for new infrastructure
projects;
5) Assessment of existing pedestrian walkways and facil-
ities by transportation experts
The first item in the list – conflicts between vehicles and pe-
destrians, were observed and recorded during site reconnais-
sance surveys. These conflicts occur due to lacking continu-
ity of pedestrian walkways and pedestrian facilities such as
delineated pedestrian crossing (at-grade, overpass, or under-
pass), and stoplight controlled pedestrian crossing or pres-
ence of a traffic enforcer. Almodfer et al., (2016) identified
2
these conflicts to cause traffic accidents involving pedestri-
ans, and are defined as the sharing of motor vehicles and pe-
destrians in the same roads and intersections.
Second, the study areas were also evaluated using PLOS as-
sessment rating as used in the study of Asadi-Shekari et al.,
(2014). The PLOS assessment for this paper utilized several
pedestrian indicators to determine the level of service of each
study areas. The indicators used for this paper were adopted
from Asadi-Shekari et al., and are presented in Table 1 below
with its corresponding coefficients. The results of the PLOS
rating yielded a level of service (LOS) rating for each study
area based on their equivalent scores from 0 to 100 ranging
from PLOS A thru F, with A as the highest, and F as the low-
est.
gather information on how pedestrian facilities are consid-
ered during the planning stage of future DPWH initiated pro-
jects such as interchanges and major intersections. Lastly,
different transportation experts from the academe and indus-
try were surveyed. These experts are transport consultants,
professors from the University of the Philippines (UP) Dili-
man, De La Salle University (DLSU) Manila, as well as mas-
ters and doctorate students from both universities. The survey
for the transportation experts were aimed to seek their expert
opinion in improving future pedestrian walkways and facili-
ties of interchanges and major intersections, and to determine
which qualitative walkability elements they preferred the
most for improving the current pedestrian environment of
Metro Manila.

Table 1 Pedestrian indicators and coefficients 4 RESULTS

This study has evaluated three existing road junction in Metro
Indicators Coefficient, c Manila – two interchanges and one major intersection, based
1. Slower Traffic Speed 37 on each of their pedestrian walkways and facilities. Presented
2. Buffer and Barriers 38 below are the observed vehicle-pedestrian conflicts on-site,
3. Fewer Traffic Lanes 15 data analysis of the PLOS assessment survey and the pedes-
4. Street Crossing 32 trian survey assessment survey, and the interview summaries
5. Footpath Pavement 32
for the DPWH personnel and transportation experts.
6. Crosswalk Marking 22
7. Width of Footpath 56 4.1 Vehicle-pedestrian conflicts
8. Lighting 31 On each of the study areas, vehicle pedestrian conflicts were
9. Signing 24 present in the form of obstructed and unconnected pedestrian
10. Slope 34 walkways, and uncontrolled pedestrian crossings on the ve-
11. Curb Ramp 31 hicular travelled way. Figure 2 below presents the some of
12. Signal 27
the observed conflicts on the study areas. The left side of Fig-
ure 2 depicts pedestrian encroachment to the vehicular trav-
𝑃𝐿𝑂𝑆 = ∑12
𝑖=1 𝐶𝑖 𝑃𝐼𝑖 (1)
elled way because of vendors obstructing the pedestrian
walkways; while the right side shows uncontrolled pedestrian
PLOS = Pedestrian Level of Service
crossing due to insufficient pedestrian crossing provisions
i = Indicator Number
such as pedestrian stoplight or traffic personnel to facilitate
c = Coefficient of pedestrian indicator
timing for pedestrian crossing.
PI = Pedestrian indicator score

The third in the list is the evaluation of the study areas based
on the perception of the pedestrian on the existing pedestrian
walkways and facilities of the three study areas. The 150 re-
spondents for the pedestrian surveys were chosen randomly
as suggested by Zainol et al., (2014) for the three study areas.
Each respondent is given a questionnaire sheet with two pic-
ture per pedestrian variable, one depicting a poor score, and
the other a high score. Each variable are rated from 1 to 9 –
following a Likert scale type of rating. The pedestrian varia-
bles used are as follows: (1) Weather Protection (2) Walking
Surface (3) Sidewalk Width (4) PWD Ramp (5) Sidewalk
Obstruction (6) Easiness in Crossing Roads (7) Over speed-
ing Vehicles (8) Public Utility Vehicle (PUV Terminal) (9)
Sidewalk Aesthetics (10) Lighting (11) Cleanliness (12) Di-
rectness of Path (13) Signage Visibility (14) Police Visibility
(15). Moreover, incorporated in the pedestrian survey ques-
tionnaire are demographic questions for each of the respond- Fig. 2: Vehicle-pedestrian conflicts
ents and used for survey data correlation.
The fourth and fifth items were utilized in seeking solutions
to improve the pedestrian walkways and facilities in Metro
Manila. DPWH planning personnel were interviewed to

3
4.2 Evaluation of Existing Pedestrian Walkways and
Facilities through PLOS Assessment Rating
Based on the pedestrian walkways and facilities of Balinta-
wak Interchange, Buendia-Osmeña Intersection, and Nichols
Interchange, pedestrian level of service rating were obtained
for each location. However, unlike the PLOS suggested by
the Highway Capacity Manual, this method does not relay on
pedestrian flow and speed but rather on the pedestrian walk-
ways condition and the availability of important pedestrian
facilities. PLOS assessment in each of the study areas in-
volved actual measuring and recording of the walkway and
facilities such as traffic speed adjacent to the sidewalk, buffer
and barrier measurements, number of traveled lanes, number
of street crossings, crosswalk marking (zebra markings),
sidewalk width, lighting, adequate signing, sidewalk slope,
curb ramp for PWDs, and traffic signal for pedestrian cross-
ing. The pedestrian walkways and crossings in each study
area were mapped and are presented below.
As shown in Figure 3, the Balintawak interchange have three
(3) necessary pedestrian crossings. All of which do not have
pedestrian traffic signal, and crosswalk markings; while traf-
fic enforcers are only present in during rush hour. These
crossings are represented by broken lines in color blue. As
observed on site, pedestrian walkways are occupied by ven-
dors and parked vehicles, these sidewalks are represented by
broken lines in color magenta. While the usable standard
sidewalks are represented by the solid lines in color red. Fur-
ther, this lack of adequate pedestrian walkways have signifi-
cantly contributed to the low PLOS assessment rating of the
area. The following are the available pedestrian signage in the
area: (1) one transit terminal sign, (2) one no loading and un-
loading sign, (3) three no littering sign, (4) three no parking
sign, and one pedestrian sidewalk sign.
Fig. 3: Pedestrian walkways and crossings in
Balintawak Interchange
The Buendia-Osmeña intersection on the other hand as pre-
sented in Figure 4 have four (4) necessary pedestrian cross-
ings. Of all four, only one has pedestrian crosswalk markings,
and while the intersection is controlled by traffic enforcers
for vehicular movement, pedestrian movement crossing Gil
Puyat Avenue is still uncontrolled and without provision of
pedestrian traffic signal. Marked pedestrian crossing is repre-
sented by broken lines in color yellow, while unmarked pe-
destrian crossing by broken lines in color orange. Pedestrian
sidewalks on the other hand are adequately provided on three
out of four observed walkways in the area that are represented
by straight color red lines. The following are the available
pedestrian signage in the area: (1) three pedestrian crossing
sign, (2) two bus stop sign, (3) one no loading and unloading
sign, (4) one no parking sign, and (5) one pedestrian sidewalk
sign.
Fig. 4: Pedestrian walkways and crossings in
Buendia- Osmeña Intersection
Lastly, as shown in Figure 5 below, Nichols Interchange ave
four (4) necessary pedestrian crossings. All four of them are
uncontrolled pedestrian crossing with only one having cross-
walk markings. The pedestrian crossings have no pedestrian
traffic enforcers nor pedestrian traffic signals. Marked pedes-
trian crossing is represented by broken lines in color yellow,
while unmarked pedestrian crossings by broken lines in color
blue. In addition to this, adequate pedestrian walkways are
adequately provided on two out of four observed walkways
in the area that are represented by straight color red lines. The
following are the available pedestrian signage in the area: (1)
one transit terminal sign, (2) one no loading and unloading
sign, (3) one way finding sign.
4
 Table 3 Equivalent PLOS scores of study areas

Equivalent PLOS Score

PLOS In- Coef- Balint-
Code Nichols Buendia awak
dicators ficient
Inter- Inter- Inter-
change section change
Slower
Traffic PI 1 37 37.00 37.00 37.00
Speed
Buffer
and Bar- PI 2 38 38.00 38.00 25.33
riers
Fewer
Traffic
Fig. 5: Pedestrian walkways and crossings in lane
Nichols Interchange PI 3 15 0.00 0.00 10.00
(number
of travel
The PLOS scores in each study areas were evaluated based lane)
on the available pedestrian walkways and facilities on each Street
study areas. These scores are then rated starting from PLOS PI 4 32 7.02 32.00 3.07
crossing
A thru PLOS F. The interpretation for the PLOS % rating is Footpath
presented below in Table 2. Pave- PI 5 32 28.80 30.18 21.59
ment
Table 2 PLOS % Interpretation
Cross-
walk PI 6 22 5.50 5.50 0.00
PLOS % PLOS % marking
Interpretation
Rating Score Width of
Highest quality, many important PI 7 56 28.00 40.60 18.67
A 80-100 footpath
pedestrian facilities are present Lighting PI 8 31 23.25 23.25 15.71
High quality, some important
B 60-79 Signing PI 9 24 6.00 10.50 12.00
pedestrian facilities are present
Average quality, pedestrian fa- Slope PI 10 34 14.73 15.87 0.00
C 40-59 cilities present, but there is a Curb
PI 11 31 0.00 7.75 0.00
room for improvement. ramp
Low quality, minimal pedestrian Signal PI 12 27 0.00 0.00 0.00
D 20-39
facilities 379.00 188.30 240.65 143.36
Total
E 1-19 Lowest quality, very unpleasant
There is no standard pedestrian Table 4 PLOS Equivalent Rating
F 0
facility
PLOS PLOS
The PLOS score ratings obtained from the three study areas Study Location
% Score Rating
are presented below in Table 3. The coefficient value per in-
dicator represents the maximum value that each indicator can Nichols Interchange 49.68% C
have. While all three study areas are serving high volumes of Buendia-Osmena In-
63.50% B
vehicle and pedestrian traffic, they do not share the same suf- tersection
ficiency in terms of pedestrian walkways and facilities. The Balintawak Inter-
PLOS % scores with corresponding PLOS rating for each 37.83% D
change
study area are presented in Table 4.
It can be observed in Table 3 that pedestrian sidewalks and
crossings have significantly affected the PLOS rating in each
location. Low score ratings were recorded on Nichols and

5
Balintawak Interchange due to the lack of pedestrian side-
walks and crossings as shown in Figures 3 and 5 The signifi-
cant score reductions were particularly observed in footpath
pavement, width of footpath, street crossing, and crosswalk
marking indicators. Moreover, these four were the major fac-
tors that drove the PLOS rating of the two mentioned study
locations lower than that of Buendia-Osmeña intersection.
The PLOS assessments calculated for Nichols and Balinta-
wak Interchange yielded scores of only 49.68% and 37.83%
with corresponding PLOS rating of C and D, respectively.
While Buendia- Osmeña Intersection on the other hand
yielded a score of 63.50% with a PLOS rating of B due to
more sufficient pedestrian walkways and facilities, and pe-
destrian crossings.
4.3 On-site Pedestrian Assessment Survey
The surveys were conducted on September 4, 2018 on three
study locations - Nichols Interchange, Buendia-Osmeña In-
tersection, and Balintawak Cloverleaf Interchange. There
were 50 respondents for each study location. The respondents
mentioned here are selected randomly in the different loca-
tion within each of the study area. Figure 6 below presents
the demographics of the surveyed on-site pedestrians.
Fig. 5: Social demographics of surveyed pedestrians
The results of the on-site pedestrian surveys that are pre-
sented in Figure 6 have yielded a mean score rating of 4.73,
4.74, and 4.12 respectively for Balintawak Interchange,
Buendia-Osmeña Intersection, and Nichols Interchange. The
mean scores per variable are presented in Figure 5-14, while
the Mode of all three study locations are determined to be
equivalent to 5.
9
Mean Score Per Variable
8
7
6
5
4
3
2
1
0
Nichols Interchange
Buendia-Osmeña Intersection
Balintawak Interchange
Fig. 6: Pedestrian mean score ratings of pedestrian walk-
ways and facility variables for each study location
4.4 DPWH Project planning stages for new infrastructure
projects
The information on the project planning stages of DPWH was
obtained thru survey interviews with 18 planning personnel
of the department. Based on the survey interviews, infrastruc-
ture projects of DPWH undergo 3 phases before the project
can serve the public need. The first phase is the project plan-
ning including pre-feasibility study, fund appropriation, and
full-scale feasibility study under the Planning Service Divi-
sion (PSD); the second phase is the preparation of Detailed
Engineering Design (DED) under the Bureau of Design
(BOD); and lastly, the third phase is the project implementa-
tion under the Bureau of Construction.
Under the PSD, pre-feasibility studies are being conducted by
PPD and ED using secondary data for project viability in
terms of traffic volume usage, and environmental and social
impact on the project’s vicinity. These studies are then eval-
uated by DPD for the department’s feasibility criteria in serv-
ing the public need. If approved the project will be endorsed
to PD for them to include the proposed project to the Depart-
ment’s project pipeline to acquire fund appropriations that
PPD and ED will utilize for a full-scale feasibility study, as
well as the BOD for design and BOC for construction. Figure
7 presents the project planning stages of DPWH.
6

&
Fig. 7: Project planning stages of DPWH
The surveys interviews further indicates that although PPD
conducts traffic study as part of the proposed project’s feasi-
bility study, there are no pedestrian study included. The pe-
destrian study would have reflected the pedestrian movement
within the proposed project vicinity and would have serve as
guide for the BOD during the design phase. The pedestrian
study would ensure the continuity of pedestrian movement
within the vicinity including pedestrian crossings and walk-
ways, after the proposed project is realized.
Further, based on the survey interview with Engr. Nenita R.
Jimez, officer-in-charge of the Development Planning Divi-
sion (DPD) mentioned during the course of the interview, all
the preliminary engineering plans coming from the PSD have
pedestrian facilities on them as part of their Department Or-
der 164 (DO 164) that states all DPWH projects should have
a complete set of road attributes including shoulder, curb and
gutter, and the pedestrian sidewalk. However, it is only stated
that a sidewalk is necessary in the design and construction,
but does not include the provision for pedestrian crossings
that are key in ensuring the continuity of the pedestrian walk-
ways in a project vicinity, especially in interchanges and ma-
jor intersections.
Moreover, planning personnel respondents mentioned that
pedestrian movement within the vicinity of an infrastructure
project should also be monitored during its service period –
after design and construction phase. This is to accommodate
the changing needs of the pedestrians, particularly when new
developments that generates additional foot traffic arises
within or near the project vicinity. In such cases, additional
pedestrian crossings might be required to maintain the conti-
nuity of pedestrian movement within the vicinity. In addition
to this, Bureau of Quality and Safety (BQS) – another divi-
sion in DPWH, handles evaluation and analysis of existing
intersections in the Philippines. However, this is not the case
in Metro Manila, as MMDA primarily has jurisdiction for ve-
hicular and pedestrian traffic.
4.5 Assessment of existing pedestrian walkways and
facilities by transportation experts
Transport experts were asked about the existing conditions of
pedestrian walkways and facilities in Metro Manila. Most of
them mentioned that sidewalks are being occupied by ven-
dors, there is no continuity, it is too narrow, and sometimes
none at all. Also, due to the lack of passenger transfer facili-
ties, and PUVs that allow pedestrians to board and alight at
illegal stops, passengers are encourage to disobey traffic
rules. These cases do not only cause traffic congestions, but
also increase the rate for vehicle-pedestrian accidents. The
experts added that existing pedestrian walkways and facilities
are not responsive to the present needs of the pedestrians, car-
centric, and have no regard to the distances of crossing facil-
ities.
Moreover, regarding vehicle-pedestrian crashes due to un-
controlled pedestrian crossings, the experts suggested that pe-
destrians should be separated to the vehicular movement or
be provided by a controlling factor at pedestrian crossing lo-
cation such as traffic light or traffic enforcer. Strict imple-
mentation of policy for both pedestrians and vehicles should
be observed to reduce these vehicle-pedestrian conflicts, they
added.
The experts were also asked about the possible improvements
to both existing and future interchanges and major intersec-
tions in the urban environment. They suggested wider side-
walks that can provide two-way foot traffic that are free from
street vendors and obstructions, covered walkways/side-
walks, zebra crossings, pedestrian signals, traffic enforcers,
increased security, proper lighting, and standard PWD provi-
sions. Further, to increase convenience, areas with pedestrian
overpass/underpass can be provided an escalator/elevator for
elderlies and PWDs.
Lastly, the transportation experts were also asked on how to
ensure the above mentioned improvements in interchanges
and major intersections. Dr. Sigua of UP Diliman, NCTS –
one of the respondent answered “there is a need for a para-
digm shift – give priority to crossing pedestrians, people be-
fore vehicles”. Dr. Sigua’s statement would really improve
Metro Manila’s pedestrian environment if followed. One way
to achieve this kind of urban environment is to place the pe-
destrians at the heart of every infrastructure design. Other
traffic consultants also pointed out that LGUs in conjunction
with the barangay officials, should stop letting the vendors
occupy the pedestrian walkways just to prevent conflicts with
voters, especially during the time of the election.
5 CONCLUSION
Based on the three road junctions evaluated on this study, it
can be concluded that these road junctions still lack adequate
and safe pedestrian crossings that permits the separation of
vehicular traffic from that of the pedestrians may it be in time
or in space. These vehicle-pedestrian conflicts, if solved,
could significantly reduce not only the vehicular traffic con-
gestion within the vicinity but also lower the rate of pedes-
trian accidents due to vehicular crashes in Metro Manila.
Also, based on the results of this study, a Technical Working
Group (TWG) per city in Metro Manila is recommended.
This group would be comprise of representatives from the
LGUs, DPWH, MMDA, as well as transportation experts.
The TWG would ensure that the following pedestrian plan-
ning guidelines are incorporated during the planning and fea-
sibility stage:
a. Pedestrian study in parallel with vehicular traffic study
as part of the full-scale feasibility study of a new project;
7
b. Recommend pedestrian walkways, crossings and facili- Zainol et al., (2014). Evaluation of users' satisfaction on pe-
ties based on the conducted pedestrian study to the BOD destrian facilities using pair-wise comparison approach.
for their reference in the design phase of a new project; IOP Conf. Ser.: Earth Environ. Sci. 18 012175
c. Ensure the connectivity of public transport terminal to
pedestrian walkways; and
d. Conduct yearly assessment of the pedestrian walkways,
crossings, and facilities for maintenance/improvements
and repair works.

ACKNOWLEDGMENT
I would first like to thank my thesis advisor and my co-author
in this conference paper Dr. Alexis M. Fillone of the College
of Engineering at De La Salle University. He constantly pro-
vided insights for this paper. Second, I would like to thank all
our the pedestrian respondent, DPWH planning personnel,
and the transportation experts from DLSU, Manila and from
UP Diliman.

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