FINAL PLATE

PLANNING 2

PREPARED BY,
ANGELIKA M. DELA CRUZ
ARKI 4A

PREPARED FOR,

AR. GREGORIO L. VILLAVIZA JR.

INSTRUCTOR
Abstract
This explores the relative association of street design –local qualities
of street environment–, street network configuration –spatial
structure of the urban grid–, and land use patterns with the
distribution of pedestrian flows. The aim is to better understand the
extent to which systematically measured street-level urban design
qualities and objectively measured street network configuration are
related to pedestrian movement, controlling for land use.
This study contributes to the literature by offering insights into the
comparative roles of urban design qualities of the street environment
and street network layout on pedestrian movement. Preliminary
findings imply that notwithstanding the significance of certain aspects
of the street environment that relate to local urban design qualities,
the overall spatial configuration of street network may prove to be a
significant variable for the description and modulation of pedestrian
movement.
Introduction
Creating walkable urban environments have implications for public
health and environmental welfare as well as urban sustainability, but
intervention strategies need to be built through empirical research
that identifies correlates of walking behavior. While socio-
demographic (i.e. ethnicity, income, age) correlates of walking have
been widely probed in the literature, physical environmental variables
have been studied with much less rigor. However; the limited number
of studies on the link between the built environment and physical
activity demonstrate that physical environmental variables are
significantly associated with walking behavior controlling for socio-
demographic factors.
Walkability is excellent shorthand for good urban design. For a city to
encourage walking, it must have a dense mixture of land uses,
integrated with streets and open spaces, all designed for people.
Walkable places are comfortable, convenient, healthy and sustainable,
but they can be very difficult to achieve — especially in suburban
environments that were designed for driving.
Street Design, Urban Form And Pedestrian Movement
Researches in health and urban design investigating the environmental
correlates of walking have sufficiently documented associations
between street-level design and pedestrian activity. The majority of
emphasis is placed on the qualities of urban design, treated with
reference to the immediate condition of individual streets. The local
correlates of the street environment used in empirical studies range
from the dimensions and design of sidewalks to the frontages of retail
or the prevailing levels of environmental comfort that may encourage
pedestrian. Pedestrian, of course, is also shown to be a major factor in
determining physical activity levels. Safe and pleasant conditions
encourage walking. The presence of street crossings, attractive
landscaping, tree covers, and signalization as well as aesthetic or safety
features, such as cleanliness, interesting sights, and architecture, have
been shown to encourage walking in adults and children. In a literature
review study in the health and behavioral sciences, Humpel, Owen,
and Leslie (2002) concluded that accessibility to recreational facilities,
opportunities for physical activity, and aesthetic attributes were
consistently and significantly related to physical activity, while
weather and safety attributes were less consistently associated with
the behavior. Evaluating such local urban design attributes is clearly
important in creating environments supportive of walking. However;
walking is a context-dependent activity that requires navigating
through spaces, not in spaces. Tus, it cannot be fully explained based
on the local qualities of the individual street isolated from its
surroundings. Any type of walking (exploratory or directed) requires frontages, and thus of destinations, that are likely to be available at
pedestrians to explore perceptually available connections or exploit walking range. Potentiality, defined as the availability of accessible
available connections that have been cognitively registered. streets and destinations offered by the urban fabric, is significantly
Researchers in transportation and planning, on the other hand, have related to pedestrian travel. Destinations are certainly an aspect of
focused on urban form aspects of walkability, characterized in terms land use, but their number is generally proportional to the street
of proximity (distance) and connectivity (directness of traveled route), length accessible within a walking distance. Fine-grained urban
to uncover their associations with pedestrian movement. Proximity networks of densely interconnected streets improve transit and
relates to the distance between trip origins and destinations. Proximity pedestrian travel by providing relatively direct routes, thus reducing
is measured by two urban form variables. the distance between origins and destinations.
The first is density, or compactness of land uses. Density is thought to Prevalent measures of connectivity within the literature have been
shape pedestrian activity by bringing numerous activities closer limited to average measures of street networks, such as block length,
together, thus increasing their accessibility from trip origins. It is intersection density, percent four way intersections, street density,
suggested that people are willing to use slower modes of travel, such connected intersection ratio, and link node ratio. Apart from average
as walking, for shorter distances, especially if many trips can be measures of street density, some studies have investigated the
chained underlying differences of street types, such as the distinctions
between traditional vs. suburban and grid vs. cul-de-sac, to show a
The second component of proximity is land use mix, or the distance
statistically significant relationship between street design with a grid-
between or intermingling among different types of land uses, such as
like geometry and increased frequency of walking trips. However; the
residential and commercial uses. Similarly, land use mix increases
foregoing findings underline the multi-collinearity between such
accessibility by increasing the number of available destinations within
measures, hence the ambiguity of specific recommendations with
walking range. It is argued that commingling of offices, shops,
regard to street network design. A number of studies have attempted
restaurants, residences and other activities influences the decisions to
to improve the explanatory power of street network design by
walk by making it more convenient to walk to shops or to get to work
developing composite variables that account for multiple dimensions
while having destinations within walking distance from origins (homes,
of urban form, such as the “Pedestrian Environmental Factor”.
stations, schools, etc.) increases the odds of walking.
Whereas proximity considers airline (crowfly) distances between
origins and destinations, connectivity characterizes the directness of
travel between households, shops and places of employment, and the
number of alternative route choices within street network. The
connectivity of street networks increases accessibility in two ways.
First, it makes it more likely that a short or more direct route is
available for any given pair of origin and destination. Second, the more
the length of streets in a given area, the greater the number of
Spatial Configuration And Pedestrian Movement Making Streets Welcoming for Walking
While most of these studies show positive associations between
measures of connectivity and walking, recent papers point out that
many of these positive associations are weak, even when statistically
significant. One reason is the absence of measures that can
systematically characterize the spatial structures of urban street
networks at various scales and hierarchies. The significance of spatial
structure in affecting pedestrian movement has been addressed
through the framework of configurational analysis of space syntax. The
methodology of space syntax involves measuring the accessibility of all
parts of a network under consideration from each individual street
element. The intent is to provide a generalized description of spatial
structure and connectivity hierarchy without evoking information
about land use or making assumptions about desirable or typical trips.
When the street environment supports walking – through sidewalks,
In the case of space syntax, particular attention is given to the number
crosswalks, street trees, easily accessible building entrances,
of direction changes that are needed in order to move from one
convenient destinations, and the like – the number of people who walk
location to another. The claim that the ordering of connectivity,
and bike increases significantly.3 The evidence is clear: regularly
measured by direction changes, plays an important role in determining
walking or biking leads to lower rates of obesity, hypertension, and
the distribution of movement is consistent with research findings in
other health problems.
spatial cognition which suggest that direction changes, as an aspect of
configuration, are related with the cognitive effort required to
navigate through an area. Earlier studies have shown that road
What Makes an Area Walkable?
segments that are accessible from their surroundings with fewer
direction changes tend to attract higher flows. Recent research has If you set an assortment of people down on any street corner in the
demonstrated street network design to be significantly related to country, they could quickly tell you whether the location felt safe and
recreational as well as transportation walking behaviors. Since walking inviting for walking. Most people can easily and intuitively sense
occurs according to the fine grain of environment as well as according whether the features of a neighborhood are welcoming to people
to its larger scale structure, appropriately discriminating measures of walking, or whether they create an unsafe, uncomfortable feeling. But
street connectivity are critical for designing for walkability. it can be hard to describe what creates those perceptions. The first
step for communities and advocates who want to transform a
neighborhood or ensure that city codes promote pedestrian-friendly
streets is to pinpoint the elements that make a community walkable.
Principles of Walkable Streets a cushion between people walking and vehicle traffic that increases
pedestrians’ actual safety as well as their feeling of comfort.
What do pedestrians need to feel comfortable as they walk around an
area? Walkable environments meet three crucial needs: • Traffic calming – When cars move faster, it increases the number of
collisions and the severity of injuries for motorists and especially
1. Safety – People walking need to be protected from vehicle collisions pedestrians. When a car traveling 30 miles per hour hits a pedestrian,
and crime. the pedestrian will be killed only 7 percent of the time; if the car is
The street needs to provide conditions that protect people on foot traveling 40 miles per hour, the pedestrian will be killed 31 percent of
from crime and vehicle collisions, while creating a feeling of safety. the time. The rates of injury and death are even higher for children and
Safety considerations factor heavily into people’s decisions about what older adults.
type of transportation to use. People are less likely to walk when they Reducing speed is crucial for pedestrian safety. Slower cars also
feel unsafe due to dangerous traffic conditions or the risk of crime. increase the social and recreational functions of a street, making the
What creates an unwelcoming and unsafe atmosphere for walking?
Dimly lit streets, secluded public spaces, poorly maintained or narrow
sidewalks, and unmarked street crossings all create an unwelcoming
and potentially dangerous atmosphere for people walking. Good
street design protects people walking from the potential for physical
harm. This means streets must have basic pedestrian infrastructure –
the bare minimum of sidewalks and safe street crossings – as well as
various other features that decrease the risk of injury from criminal
activity and cars. For example, walking is safer and feels more secure
when public spaces are well lit and easily visible from homes, other
buildings, and the street.
Basic infrastructure: sidewalks and safe street crossings
Research and common sense tell us that the most important part of
making a street safe for pedestrians is providing sidewalks and safe
street crossings. Why? Because people on foot are generally at their area more livable. Communities have many options to reduce traffic
most vulnerable when they share space with automobiles. speed, increase pedestrian visibility, and decrease the number of
collisions involving pedestrians. Measures include roundabouts,
What else supports safe street design? medians, speed humps, in-street signs alerting drivers to the presence
• Buffers between pedestrians and vehicle traffic – Trees and other of pedestrians, and bulbouts that extend the sidewalk into the road,
landscaping, bicycle lanes, and cars parked along the street all provide shortening the distance people must walk to cross the street.
• Eyes on the street – People on the street are safer from crime when
they are not secluded. Streets and buildings can be designed to
provide “eyes on the street” so that residents, passersby, business
owners, and workers can all casually keep an eye on what is happening
on the street. The fact that someone might be watching from an
overlooking window decreases the likelihood of crime, even if no one
happens to be looking out at a given moment. People on foot feel safer
and are safer when they can be seen from balconies, through ground
floor windows, or by people sitting on benches or drinking coffee in a
sidewalk café.
• Good lighting – At night, crime and traffic collisions are less likely to
take place where lighting is designed for pedestrians and is closely
spaced, avoiding pools of darkness between lights.
2. Convenience – People on foot need to be able to get where they are
going directly, without going out of their way.
People walking need to be able to get where they are going directly,
without going out of their way. For someone in a car, being required
to travel an extra half mile to a destination – swooping down a long,
curved road and around into a cul-de-sac, for example – is a matter of
an extra minute’s drive. But for a pedestrian, those ten additional
minutes of walking can mean the difference between being willing to
make the trip or not, the difference between a quick stroll and an
uncomfortable, exhausting slog. Because people walking go more
slowly than cars and must engage in physical work in order to move,
direct access is much more important for travel on foot than by car.
As a result, people who are walking value:
• Direct access to buildings – Accessible storefronts face the street,
ensuring that pedestrians don’t have to trek through huge parking lots
or wander in perplexity seeking an entrance.
• Street connectivity – When there are short blocks, many
intersections, and frequent street crossings, pedestrians can get to
their destinations by the most efficient and direct route. Grid street
patterns offer alternative routes, which add interest to frequently
traveled paths.
• Destinations and density – If there isn’t anywhere to go or
destinations are far from one another, would-be pedestrians will be
discouraged from setting out. When many potential destinations are
located closely together, it is easy for people to walk where they want
to go quickly.
3. Comfort – People walking need the street to provide for their
physical needs and mental ease.
People on foot need the street environment to provide for their
physical and mental well being. Cars provide a bubble of comfort that
surrounds drivers and their passengers wherever they go, giving them
a feeling of enclosure, protection, and privacy. Because the car is doing
the work, the people inside rest as they travel. They can easily bring
along a snack or bottle of water in case they get hungry or thirsty. If
they are taking a heavy load somewhere, the car carries it along
effortlessly. If they are hot or cold, or it is raining or snowing, the car
protects them from the elements and adapts to their needs.
In contrast, when a pedestrian sets out on a trip, his or her comfort
depends on the environment. If it is a hot day, people walking will be
uncomfortable unless their route is shaded, with places to sit and rest,
and water to drink. When people on foot get hungry or thirsty, they
must either carry an extra load or find food and drink along the way. If
signs are misleading, pedestrians may become tired and frustrated
during the seemingly endless search for their destination. When
buildings loom overhead, sidewalks are unkempt, and graffiti covers
walls or fences, people walking may feel insignificant and threatened,
in contrast to people in cars who can relax in the familiarity of their
vehicle.
This means that people walking rely heavily on features such as;
• Short blocks • Complete streets policies – Adopt complete streets policies that
require that all renovated and new streets meet the needs of people
• Shade trees
walking, bicycling, and others of all ages and abilities.
• Convenient seating and
• Comprehensive plans – Update comprehensive plans to address
• Clear, abundant signage health directly, setting out a vision for active community design.

• Buildings, lighting, and signs designed at a human scale • Pedestrian plans – Create pedestrian, bicycle, or multimodal plans
that spell out how to make a street network that encourages and
• Water fountains
supports people walking and biking.
• Ready access to public transportation
• Regional transportation planning – Get involved in regional
transportation planning to ensure that local projects that support
active transportation get funded and built. Whether a community
Transforming Car-Centric Streets into a Pedestrian Friendly makes one change at a time, or develops a plan with a comprehensive
Community strategy for renovating local streets, each change accomplished makes
Communities can create streets that are safe and inviting for people it easier for people to be physically active while going about their daily
on foot. But to do so, most existing communities need to fix car- routines.
oriented environments. Walkable neighborhoods require the
involvement of many different local agencies, from planning to public
works to transportation. Fostering this kind of collaboration can be a
challenge, but can ultimately lead to relationships and processes that
support healthier communities. Through a combination of
approaches, communities can achieve short-term improvements and
significant changes in the long-term. Strategies include:
• Safe Routes to School and other infrastructure grants – Create
change on the ground by retrofitting infrastructure through Safe
Routes to School programs and other grants.
• Zoning & subdivision codes – Amend zoning and subdivision
regulations to change practices around constructing roads, buildings,
and other development.
 CONSIDERATIONS FOR A WALKABLE STREET
OBJECTIVES;
• To promote transportation efficiency, including reduced
vehicle distance traveled.
• To promote walking by providing safe, appealing, and
comfortable street environments that support public health by
reducing pedestrian injuries and encouraging daily physical
activity.
Perceptual or urban design qualities are linked to walking behavior
through the conceptual framework shown in figure 2-1 . Perceptions
intervene (or mediate) between the physical features of the
environment and walking behavior. Physical features influence the
quality of the walking environment both directly and indirectly
through the perceptions and sensitivities of individuals.
Urban design qualities are different from such qualities as sense of
comfort, sense of safety, and level of interest that reflect how
individuals react to a place—how they assess the conditions there,
given their own attitudes and preferences. Perceptions may produce
different reactions in different people. They can be assessed with a
degree of objectivity by outside observers; individual reactions cannot.
 BURGOS AVENUE AND DEL PILAR STREET

Streets are public ways which have buildings on either side. Avenues,
meanwhile, have the same attributes as streets but run perpendicular
to them.
Burgos Avenue serves mostly big public, commercial and government
building while Del Pilar Street serves a mixed development of
residential and commercial buildings. Burgos Avenue and Del Pilar Street serve as the city's main
thoroughfare inside the downtown.
Cabanatuan City, Nueva Ecija
History
Cabanatuan was founded as Barrio of Gapan in 1750 and became a
Municipality and capital of La Provincia de Nueva Ecija in 1780.
Cabanatuan is the site of the historical “Plaza Lucero” and the
Cabanatuan Cathedral, where General Antonio Luna was ambushed on
his way to Palanan. Cabanatuan lost the title of provincial capital in
1850 when the capital of Nueva Ecija was moved to San Isidro, another
historic town. It was only in 1917, when the Administrative code was
enacted, that Cabanatuan was restored as capital of the Province.
However, in 1965, Congress created Palayan City, which has been the
capital ever since.
During World War II, the occupying Japanese built Cabanatuan Prison
Camp, where many American soldiers were imprisoned, some of
whom
had been forced to endure the infamous Bataan Death March. In
January 1945, elements of the U.S. Army 6th Ranger Battalion marched
30 miles (48 km) behind enemy lines to rescue the prisoners in what
became known as the Raid at Cabanatuan. As a result of the raid, on
January 30, 1945, victorious Filipino guerrillas and American troops of
the U.S. Army 6th Ranger Battalion celebrated having obtained the
freedom of 500 American POWs.
Population/ Language/ Area
As of 2010, Cabanatuan City had a total population of 272,676, all living
within the land area of 192.29 km2 (74.24 sq mi).
OBSERVATION;
Based on my own observation Burgos Avenue and Del Pilar Street was
lacking with the association in urban landscape. On site the streets just
of consists of roads and just users. In order to develop the area proper
street lights, sidewalks and shades from trees are necessary. Those
streets and avenue should be supplied with the amount of contrast.
Plants and trees are the things that will bring colors to those paths. In
short adequate landscape and being friendly for users will support the
lack of charm and grace that should be present in a walkable street.
Also around the freedom park bike lanes should be present because
the road is wider, and when the road is wider cars and mobiles
seemingly go faster than the usual speed limit. Bike lane would both
serve as leisure and speed breaker for cars. It will make the street more
calmer and fun to walk around.
FINAL OUTPUTS
EXISTING DEVELOPMENT IN BURGOS AVENUE
PROPOSED NEW DEVELOPMENT IN BURGOS AVENUE
EXISITING DEVELOPMENT IN BURGOS AVENUE
PROPOSED NEW DEVELOPMENT IN BURGOS AVENUE
EXISITNG DEVELOPMENT OF DEL PILAR STREET
PROPOSED NEW DEVELOPMENT FOR DEL PILAR STREET
REFERRENCES;

https://www.journalagent.com/itujfa/pdfs/ITUJFA_12_3_189_207.pdf

https://urbanland.uli.org/industry-sectors/infrastructure-transit/eight-qualities-of-pedestrian-and-transit-oriented-
design/

https://www.usgbc.org/credits/lt7

http://www.changelabsolutions.org/sites/default/files/Streets-Welcome-for-Walking_FINAL_20131206.pdf

https://philippinescities.com/cabanatuan-city-nueva-ecija/