TABLE OF CONTENTS

INTRODUCTION

PROBLEM: THE AUTOMOBILE

ENERGY

AESTHETIC

HISTORY

ANATOMY OF PEDESTRIAN VILLAGE

CHARACTERISTICS

ADVOCATES

12

SAMPLES IN BAGUIO CITY

21

GLOSSARY

22

BIBLIOGRAPHY

25

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I. Introduction
New Pedestrianism (NP) is a more pedestrian and ecology-oriented variation of New Urbanism in urban
planning theory, founded in 1999 by Michael E. Arth, an American artist, urban/home/landscape designer,
futurist, and author. NP addresses the problems associated with New Urbanism and is an attempt to solve
various social, health, energy, economic, aesthetic, and environmental problems, with special focus on
reducing the role of the automobile. A neighbourhood or new town utilizing NP is called a Pedestrian Village.
Pedestrian Villages can range from being nearly car-free to having automobile access behind nearly every
house and business, but pedestrian lanes are always in front.
To a large extent New Urbanism is a revival of traditional street patterns and urban design. New
Pedestrianism also respects traditional town design, but seeks to further reduce the negative impact of the
automobile, the use of which has increased dramatically since WWII. By eliminating the front street and
replacing it with a tree-lined pedestrian lane, emphasis is placed on low-impact alternative travel such as
walking and cycling. Pedestrian lanes are usually 12 to 15 feet (5 m) wide, with one smooth side for rolling
conveyances such as bicycles, Segways, and skates and the other, narrower, textured side for pedestrians and
wheelchairs. Eliminating the automobile street from the front allows for intimate scale plazas, fountains,
pocket parks, as well as an unspoiled connection to natural features such as lakes, streams, and forests that
may border or be included in a Pedestrian Village. A vast public realm is created that is free from the sight,
smell, and sound of automobiles, yet automobiles are still served on a separate network.
The foundation of a New Pedestrianism, a theory according to which urban space, termed the
pedestrian village, must be reinvented for ease of use on foot. By extension, people are beginning to talk
in the United States about walkable urbanism, which sets out to promote urban development based on
pedestrian travel with the pedestrian as the reference. The very notion of walkability was invented for
the measurement of a pedestrian mobility score for places and housing and the evaluation of programs
aimed at bringing back the habit of walking. In the United States, a walkscore6 is a measure of the
availability of local shops and amenities (parks, schools, libraries, and so on), traffic speed, the configuration
of the street network, including the pedestrian pavements. In London, the 5Cs rule is used to characterize a
locations walkability.

II. PROBLEM: THE AUTOMOBILE

To a large extent, NP is a reaction to the way in which the automobile has affected the environment and
reshaped the cities. Arth writes: Our quality of life is dependent on achieving a spectrum of physical and
psychological needs in a clean, safe, and beautiful environment that can only be accomplished with highly

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integrated urban design and planning. As long as vehicles, roads, parking lots, garages, and automobile-related
businesses cover a significant portion of the landscape and determine the design of nearly everything else,
most American cities will continue to be dysfunctional and degraded slumscapes, choked with traffic.

North American cities can suffer chronic traffic congestion despite the width of the highways.
Over six million motor vehicle related accidents result in almost three million injuries, and over 42,000 deaths
each year in the United States alone. Worldwide, approximately half a million deaths occur each year from
motor vehicle accidents.
Over-reliance on the automobile, coupled with the lack of a pedestrian-friendly environment, has contributed
to two-thirds of adult Americans being overweight or obese.[10] Americans spend about $33 billion a year trying
to lose weight. Degradation of the urban and rural landscape caused by sprawl also has wide-ranging negative
effects on the environment and contributes to high maintenance costs to the infrastructure.[11]
Most Americans spend as much of their income on transportation as on housing, with residents of more
automobile-dependent cities spending as much as three times as much of their Gross Regional Product (GRP).
People in Houston, Atlanta, Dallas-Ft.Wo0000000000000000rth spend about 23% of their GRP on
transportation compared to 9% in Honolulu, New York City, and Baltimore, and 7% in Toronto. These statistics
are from the late 90s before the huge runup in oil prices, and do not include some of the hidden costs of oil
consumption.
Energy
New Pedestrianism, in its ideal form, reduces the need for oil and other limited energy sources by reducing
consumption and utilizing renewable energy. It is anticipated, especially as the cost of photovoltaic cells drops,
that individual homes would be equipped with solar panels and solar water heaters, and that solar parks would
harvest energy for the whole community. Reducing energy needs and moving away from oil dependency would
presumably address health, social, economic, and environmental problems.

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Aesthetics
New Pedestrianism replaces front streets with tree-lined pedestrian lanes that form a linear park system that
directly connects all homes and businesses to each other, as well as to parks, greenbelts, plazas, courtyards,
water features, schools, recreation, and other amenities. This presumably raises the value of all property
because the public and private properties are no longer devalued by the appearance and danger of
excessive automobile dependency. A separate, tree-lined, street grid for cars also exists, but it is always
relegated to the rear, and the pedestrian/bike grid as the primary transportation network ensures that
unsightly, noisome traffic is vastly reduced on the rear streets. In Pedestrian Villages, density increases because
buildings can be built close to quiet, car-free lanes without the need for huge setbacks that are typical in
suburban sprawl. This, in turn, places more emphasis on building design, peaceful and intimate public spaces,
and aesthetics that is scaled for pedestrians.
I.

History

Like New Urbanism, New Pedestrianism has its roots in compact, mixed-use neighborhoods common in the
United States (and elsewhere) during and prior to the first quarter of the 20th century. New Pedestrianism
borrows and then expands upon earlier experiments in urban design that focused on separating pedestrians
from vehicular traffic.

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A walk street in Venice, California, built around 1905.

In a few beachside communities in Southern California, includingVenice, California, "walk streets" were
constructed around 1905 in a few blocks near the beach. Houses faced pedestrian lanes that ranged between 3
and 10 feet wide. Narrow alleys in the rear handled cars and parking. The canals in Venice, California, built
during the same period, also had both sidewalks and canals in front of the houses.
Urban planners Ebenezer Howard and Sir Patrick Geddes were an earlier influence on the design of Radburn,
New Jersey, built at the dawn of the automobile age in 1929. Radburn had pedestrian lanes in front and
vehicular access at the rear on cul-de-sacs that protruded into large multi-use blocks. A study done in 1970 by
John Lansing of the University of Michigan showed that 47% of its residents did their grocery shopping on foot,
compared to 8% for a conventional subdivision nearby. He also determined that, overall, Radburn residents
drove far less than in any other areas he studied. The Radburn plan has been copied in various forms in
Sweden, England, Japan, New Zealand, and Australia.
The San Antonio River Walk, also known as "Paseo del Rio," was initiated in 1929. In this case, the San Antonio
River underwent flood control measures and was turned into a peaceful canal lined on both sides with lively
pedestrian promenades, plazas, sidewalk cafes, restaurants, clubs, shops, hotels, and other attractions that are

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completely separate from any vehicles. The promenades pass underneath the roads since Paseo del Rio is one
level below the street and vehicular access to buildings is one story above the river.
Village Homes in Davis, California was founded in 1975 by Michael and Judy Corbett. The 70-acre (280,000 m2)
subdivision has 225 homes and 20 apartments. Solar design and solar panels are utilized for heating. The
homes have walkways passing through an extensive greenbelt system on one side of the houses with
automobile access on the other side.[
Some streets in the New Urbanist development of Rosemary Beach, Floridaalso have boardwalks in front of
some of the homes.
In 2005 New Pedestrianism was offered by Arth as part of the solution to the rebuilding of New Orleans.
II.

Anatomy of a Pedestrian Village

A Pedestrian Village is the fullest expression of the New Pedestrianism urban design movement
founded by Michael E. Arth in 1999. New Pedestrianism, in turn, is a more ecology and pedestrian-oriented
branch of the New Urbanism movement that began in the early1990s. New Urbanism is primarily a revival
of the old, pre-World War II urbanism commonly seen before World War II. Traditional urbanism included
multi-tiered, cohesive communities with a rich tapestry of beloved buildings and institutions. New Urbanism
revives the compact, walkable downtowns that included a mix of commercial and residential mixed-use.
Storefronts are built close to the sidewalk, separated from the street with formal plantings of trees along
streets properly scaled to pedestrians. Town squares, pocket parks, and other amenities enliven the public
spaces.

Typical front view of house from

pedestrian lane

Street view at rear of house, showing

"carriage house" and formal garden gate

New Pedestrianism takes all this a few steps further. Under New Urbanism there is usually a street
in front and an alley in back. This is great for cars, but awful for pedestrians and cyclists. With New
Pedestrianism, the alley in back is replaced with a serviceable, attractive tree-lined street along which one
can find carriage houses (with garages below and housing above), formal garden gates and buried utilities.
The street in front is turned into a tree-lined pedestrian lane that functions like a linear park thus increasing
the charm and value of all properties. Pedestrian Villages provide for equal but separate networks for
pedestrian/cyclists and cars.

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New Pedestrianism compared to typical suburban design and New Urbanism

Around 2018 we will begin moving out of the automobile age, which is characterized by
sprawl development, wide roads and endless parking lots. In its place we will plunge deeper into the
Information Agecharacterized by a vastly fewer number of electric-powered, driverless shared
cars and a parallel, fully immersive virtual world where most business and recreation will be
conducted. For these reasons, it will become increasingly important for people to live in compact,
ecologically sustainable communities that are beautiful, functional, and provide a wide range of
healthy activities and amenities that make it easy and fun to get out, be active, and socialize.

New Pedestrianism showing separate networks for cars and pedestrians

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III.

CHARACTERISTICS

1. PEDESTRIAN LANES: Minimum 12 wide in front of all homes and businesses. The lane includes at least
7 of smooth pavement for rolling conveyances like bicycles, Segways, skates, and wheelchairs, and a
textured walkway at least 5 wide indicates pedestrian use. The texture can be bricks, pavers, or
stamped concrete. Pedestrians and the handicapped have priority at all times.
2. STREETS: Every house and business has a street for automobile access at the rear, with the exception
of the bungalow court, which has convenient off-street and on-street automobile access.
3. VILLAGE CENTER: There are restaurants with a shared village plaza for lakeside dining. Mixed-use
ground floor units can be offices, shops, live-work spaces, art studios, or other uses. Apartments are
available on the second floor to provide a 24-hour presence. The dynamic village center is packed with
amenities, services, recreation, and community spirit.
4. SCALED DENSITY: Density is generally higher toward the center so that most people live within a short
walk.
5. HOUSING: There is a wide range of housing: 1. Katrina style cottages from 400-800 sq. ft.
2. Bungalows with 2-4 bedrooms. 3. Estate homes on larger lots. 4. Townhouses5. Apartments or
condominiums above the commercial buildings. 6. Carriage houses or guest cottages: 350-600 sq. ft.
6. LAKE: A constant level lake is created in the lowest part of the development. Businesses and homes
front Lakeview trail, a one-mile long tree-lined pedestrian lane around the lake. Cars or streets are
generally not visible from Lakeview trail or any other pedestrian lane.
7. RECHARGE POND: A large filtration system buried beneath the variable-level Willow Pond pumps
filtered water into waterfalls on the main lake.
8. STORM WATER: Storm water runoff from parking lots and major roads goes into the recharge pond for
filtering before being pumped back into the lake through waterfalls. Newly created, natural-style
surface streams handle some of the runoff. Storm drains draining into the recharge pond, the streams,
or the lake next to the overflow stream handle the rest.
9. WATER RECREATION: Clear, filtered water is pumped from below the recharge pond is at a near
constant 72 degrees, the same as the average annual air temperature in this part of Texas. A series of
waterfalls stair step down a hill in Palmetto Springs Park. The uppermost pool is a natural style pool
with a simulated stone bottom. The lagoon has a sand bottom. The lagoon would be warmer than the
pool in the summer and cooler in the winter.
10. NATURE PRESERVES and PARKS: Las Palmas Island has native Texas palms. Palmetto Creek Park
features a restored streambed. The existing deciduous woods will be augmented with palmettos and
palms. The entire pedestrian lane system functions like a linear park with connections to formal parks,
squares, plazas, fountains, greenbelts, and the water features.
11. GREENBELTS: The village has greenbelts with created streambeds to filter surface drainage.
12. CONNECTIVITY: The village is integrated into the surrounding community with the main street located
next to a major road. Palmetto Creek Park and additional homes extend into the adjacent subdivision
where existing homes will be ehabbed.
13. ENERGY: Photovoltaic and solar water heating can be installed on top of nearly all buildings and
homes. It will also be connected to the existing grid with net metering, and there is the possibility of
building a solar energy generating plant on adjacent land owned by the developer.
14. IRRIGATION: Existing wells and gray water can be used for irrigation. If a package plant is used to
process wastewater, this water can also be used for irrigation.
15. WATER SUPPLY: Well or city water.

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16. WASTEWATER: Options include connection to the city wastewater, or use of a package plant that
recycles water into a created wetland that can be tapped for irrigation.
17. FUTURE USE: This area can be for schools, medical facilities, water/wastewater processing, or other
future development.
18. FUTURE PLANNING: The parking area has conduits so that charging stations can be installed for electric
cars, and eventually, self-driving electric cars. The village is designed for flexible, sustainable, mixeduse multi-generational living at all income levels.

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IV.

ADVOCATES

Michael E. Arth is an American artist, home/landscape/urban designer, public policy analyst,

and advocate for the homeless, futurist, documentary filmmaker and author. He was a 2010 candidate for
governor of Florida. Also in 2010 he wrote Democracy and the Common Wealth: Breaking the Stranglehold
of the Special Interests.
Building and urban design
Arth designed, built, and landscaped a small number of private residences in Southern
California from 1986 to 2000, most notably "Casa de Lila," a seven-story Spanish style villa integrated into a
mountain ridge in the Hollywood Hills.
In 1999, Arth founded a more pedestrian and ecology-oriented version of New urbanism called New
pedestrianism. His new approach calls for very compact new towns and neighborhoods where tree-shaded,
pedestrian and bike lanes are in front of all residences and businesses, with tree-lined automobile streets
at the rear. While the pedestrian lane idea is not entirely original (examples of rear loading garages with
front sidewalks that replace streets were built in Venice, California, as early as 1910), his fervent emphasis
on this as a panacea makes his work distinctive.
Arth asserts that living in what he calls a pedestrian village, coupled with a compact, mixed-use
neighborhood or village center, will ameliorate a wide range of problems related to urban living. Having
such a development built near a downtown area or newly created village center reduces the amount of
travel time that would normally be spent in an automobile, thus increasing the physical activity of the
homeowner and saving energy. In more densely built new towns or developments, he claims that this new
form of housing would greatly reduce the dependency on the automobile and the resulting village-like
towns would vastly increase both aesthetics and quality of life. He also promotes the creation of similar

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pedestrian amenities that can be retrofitted to existing towns. Arth's design and development company,
Pedestrian Villages Inc., develops projects that follow the principles of New pedestrianism.
The Garden District
In 2000, while working on a book and documentary, The Labors of Hercules: Modern Solutions to 12
Herculean Problems,] Arth found a small slum in DeLand, Florida, where he could try out some of his ideas.
Subsequently, he purchased 32 dilapidated homes and businesses, which he restored over a seven-year
period. Running out the drug dealers and rebuilding the downtown neighborhood won him the support of
the community and a number of awards. He changed the name of "Crack Town" to Downtown DeLand's
Historic Garden District. Arth enhanced the existing infrastructure by planting trees and by building
pedestrian lanes, gardens, courtyards, and bike facilities in the district.
Solution to homelessness
In 2007 Arth proposed a national solution for homelessness that would involve building nearly carfree Pedestrian Villages in place of what he terms "the current band-aid approach to the problem."[13] A
prototype, Tiger Bay Village, was proposed for near Daytona Beach. He claims that this would be superior
for treating the psychological as well as psychiatric needs of homeless adults, and would cost less than the
current approach. It would also provide a lower cost alternative to jail, and provide a half-way station for
those getting out of prison. It could also provide a community for those in drug treatment and the nonviolent mentally ill who are either incarcerated or living on the street. Work opportunities, including
construction and maintenance of the villages, as well as the creation of work force agencies would help
make the villages financially and socially viable. An extensive website explains the village concept in detail.

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Ebenezer Howard

Sir Ebenezer Howard 29 January 1850 1 May 1928) the English founder of the garden city movement is
known for his publication To-Morrow: A Peaceful Path to Real Reform (1898), the description of a utopian city
in which people live harmoniously together with nature. The publication resulted in the founding of the garden
city movement, and the building of the First Garden City, Letchworth Garden City, commenced in 1903. The
second true Garden City was Welwyn Garden City (1920) and the movement influenced the development of
several model suburbs in other countries, such as Forest Hills Gardens designed by F. L. Olmsted Jr. in
1909, Radburn NJ (1923) and the Suburban Resettlement Program towns of the 1930s (Greenbelt,
Maryland; Greenhills, Ohio; Greenbrooke, New Jersey and Greendale, Wisconsin). Howard aimed to reduce the
alienation of humans and society from nature, and hence advocated garden cities and Georgism. Howard is
believed by many to be one of the great guides to the town planning movement, with many of his garden city
principles being used in modern town planning.

Sir Patrick Geddes FRSE (2 October 1854 17 April 1932) was a Scottish
biologist, sociologist, geographer, philanthropist and pioneering town planner
(see List of urban theorists). He is known for his innovative thinking in the fields
of urban planning and sociology.
He introduced the concept of "region" to architecture and planning and coined the
term "conurbation".
An energetic Francophile, Geddes was the founder in 1890 of the Collge des
cossais (Scots College) an international teaching establishment in Montpellier, France and in the 1920s he
bought the Chteau d'Assas to set up a centre for urban studies.

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Milne's Court

Masterplan for Tel Aviv, 1925

V.

International Examples

These are examples of New Pedestrianism-style pedestrian villages that represent the various types:[4]

Venice, California - Walking streets with and without canals, and a car-free promenade, circa 1910.

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San Antonio River Walk, Texas - Car-free promenade, 1920s.

Louvain-la-Neuve, Belgium - Pedestrian Village with parking hidden below, 1969.

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Downtown DeLand, Florida, USA - (Historic Garden District)- Infill retrofit of existing neighborhood, 20012007.

Tiger Bay Village, Florida, USA - Proposed, nearly-car-free Pedestrian Village as a solution to homelessness,
2007.

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Mackinac Island, Michigan, USA - While not created with the specific idea of New Pedestrianism in mind,
the island has 523 permanent residents and attracts hundreds of thousands of tourists per year. Except for
service and emergency vehicles no motorized vehicles have been allowed on the island since the end of

the 1800s.

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Masdar City, Abu Dhabi, UAE - motor vehicles and public transit are completely separated on a lower level
from the pedestrians. Narrow pedestrian lanes and plazas are car-free. Parking is outside the city.

Ghent, Belgium - The entire city core is car free, except for limited motor vehicle access with

5km/h speed limit.

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Dubrovnik - Historic district in this Croatian city is entirely car free.

Copenhagen - Central city is auto free and bicycle friendly.

Venice - Entirely car free. Walkways, plazas and canals only.

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VI.

Examples in Baguio City

Camp John Hay

BURNHAM PARK

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A
Accessible: Accessible facilities are those that can be reached, used, and traversed by people of all ages and
abilities without difficulty.
Active Transportation: Also known as Non-Motorized Transportation and Human-Powered Transportation,
includes walking, bicycling, small-wheeled transport (skates, skateboards, push scooters and hand carts) and
wheelchair travel
B
Bicycle Facilities: Facilities designed to accommodate bicycle travel for recreational or commuting purposes.
Bikeways are not necessarily separated facilities (such as off-road paths), but may be designed to be shared and
operated along with other travel modes (such as painted on-road bike lanes or sufficiently wide shoulders with
bicycle
Bike Rack: a device to which a bicycle can be securely attached to prevent theft; often bolted to the ground and
used for short-term parking
Bike Locker: a small enclosed shelter in which a bicycle can be locked; often used by commuters for long-term
parking signage).
Buffer: The area between the outside edge of the roadway and the roadside edge of the sidewalk or pedestrian
facility that provides a space between pedestrian traffic and motorized traffic; this buffer can contain paved
areas, grassy areas, or trees.
Built Environment: The human-made surroundings that provide the setting for human activity, production, and
consumption. The built environment consists of houses, office buildings, roads, and entire cities.
C
Complete Streets: Complete Streets are streets designed and operated to enable safe access for all
users. Pedestrians, bicyclists, motorists and transit riders of all ages and abilities must be able to safely move
along and across a complete street
Connectivity: A measure of how well transportation facilities (such as roads and sidewalks) are connected to
each other and to important destinations.
Continuity: A measure of the proportion of a transportation facility that is uninterrupted. For example, a
sidewalk that runs along a roadway for 500 feet, disappears for 200 feet, and then starts again would be a
discontinuous sidewalk with low continuity.
Crosswalk: Also known as a pedestrian crossing, a crosswalk is a point on a roadway that employs some means
of assisting pedestrians or other non-motorized transportation modes to safely cross the road. Crosswalks
usually consist of some combination of on-road paint, a crossing signal for pedestrians, and signage warning

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motorists of the presence of pedestrians. Crosswalks are most commonly located at signalized intersections but
can be located anywhere along a roadway.
Curb Cut: Also known as a Curb Ramp, a curb cut is a short ramp installed where a sidewalk meets a road to
create a smooth transition between the two surfaces rather than a steep drop of several inches. Curb cuts are
especially essentially for sidewalk users such as bicyclists, pedestrians with limited mobility, and those using
wheelchairs or strollers.

D
Density/Compact Development: Density refers to the amount of dwellings or other buildings per acre in a
particular area of development. Higher density, or compact, developments, allow for a greater amount of
activity to occur on a smaller amount of land, thus conserving open spaces and natural resources. Compact
development also creates a situation in which origins and destinations, such as homes and places of work, are
located closer to each other, allowing for more active forms of transportation.
Downtown: Also referred to as the Central Business District, is the portion of a town that serves as the
commercial and cultural center of activity; it can also refer to the geographical origins of a town.
G
Greenway: A corridor of undeveloped land, usually including some kind of trail or pathway that is
provided for recreational purposes and/or environmental protection.
H
Health-Impact Assessment (HIA): An approach to designing and planning communities that minimizes health
risks and helps craft policies to improve wellness. HIA brings together scientific evidence, health expertise, and
public input to make better decisions today to prevent health problems in their communities tomorrow.
Healthy Community: A neighborhood, town, or other area that promotes the physical, mental, and emotional
health of its citizens through the designs and practices of the places and organizations that touch peoples lives
every day. These include schools, work sites, healthcare sites, parks, the built environment, and other
community settings. Healthy communities provide their citizens with opportunities for healthy lifestyles through
various policies, urban designs, food options, exercise facilities, etc.
L
Livable: Refers to the suitability of a place (town, city, or neighborhood) to support a high quality
of life that contributes to the health and happiness of its residents.
M
Mobility: The ability to move or be moved from place to place
Multimodal: The availability of transportation options using various modes (such as automobile, bicycle, and
pedestrian) within a system or corridor (FHWA).

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Multi-use Path: An off-road path, paved or unpaved, intended for use by pedestrians, bicyclists, joggers, skaters,
and others for recreational or transportation purposes.
P
Parks and Open Spaces: Parcels of land set aside for recreational use and/or environmental resource
protection. These areas can be publicly or privately owned, and development on the site is usually unauthorized.
Paved Trail: A relatively smooth path covered with paving material such as asphalt, concrete, or
macadam. Paved trails can include off-road paths, such as greenway trails, as well as sidewalks alongside a
roadway.
Pedestrian-Scale (or Human-Scale) Design: Encompasses a number of design strategies that enhance a
pedestrians experience of the built environment. Pedestrian-scaled design includes designing roadways,
buildings, signage, and parking lots for the convenience and comfort of pedestrians as well as
motorists. Examples include lighting on sidewalks, parking lots located behind or to the side of buildings,
attractive storefronts, and way-finding signs intended to guide people who are traveling on foot rather than in
automobiles.
Pedestrian Facilities: Includes roadside sidewalks, trails, and paved or unpaved off-road trails.
Pedestrian Network: A continuous sidewalk or pedestrian-facility system that allows pedestrians to make
uninterrupted trips and accommodates stroller or wheelchair users to utilize the sidewalks (Kansas City
Walkability Plan).
Pedestrian Signals: Electronic signals placed at pedestrian-crossing locations intended to notify pedestrians
when it is safe to cross the street. Pedestrian signals can also be programmed to provide an exclusive pedestrian
phase at signalized intersections, whereby all automobile traffic is given a red light and only pedestrian crossing
movement is allowed.
S
Sidewalk: A paved walkway along the side of a street; also the portion of a right-of-way intended
for pedestrian use
Streetscaping: Changes to the street and surrounding areas intended to improve the experience of
pedestrians and others using the area; streetscaping improvements can include changes to the road crosssection, traffic management, sidewalk conditions, landscaping, street furniture, and building
fronts. Common streetscaping improvements include pedestrian-scaled lighting, benches, and street trees
W
Walkability: Walkability is often measured according to the environmental, health, financial, and
safety benefits offered to pedestrians within a community. More broadly, walkability is a measure of how
conducive an environment is to walking

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BIBLIOGRAPHY

http://www.pedestrianvillages.com/newped.htm

http://www.slideshare.net/adam160693/new-pedestrianism

https://en.wikipedia.org/wiki/New_pedestrianism

http://www.newpedestrianism.com/newped/cnu-presentation.html

http://documents.tips/education/new-pedestrianism.html

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