Streetscape of Central Business District in Asingan

Streetscape of Central Business District in Asingan
Chapter 1
Introduction
This chapter presents the introduction of the research proposal. It inclusively

discusses the following components of study: background and rationale, statement
of the problem, research objectives, hypothesis, significance of the study and scope
and delimitations.
1.1 Backgrounf of the study

Streets are a community's lifelines. Choose them, and the place will die; they
will be deprived of their nutrients and suffering. A feature of a good street community
is that it has all the elements necessary to make users feel safe and comfortable.
Pleasant scenery, appropriate lighting and other well-designed street furniture plus
good maintenance all contribute to making a road comfortable for both vehicles and
pedestrians.
One of the major challenges faced in designing a good streetscape in a tropical

country is ensuring comfort for pedestrians primarily due to the harsh climate. The
usual unpredicted moonsoon rains and hot sun rays make it a difficult task to walk
long and even short distance and something to avoid if possible. This, coupled with
air pollution due to vehicular emissions aggravated by traffic congestion, plus unsafe
sidewalks, make walking unenjoyable.
This thesis study sought to design the proposed Streetscape of Central

Business District in Asingan, Pangasinan that would aid on the quest of providing
pedestrian friendly to the majority of the population. Particularly, the beneficiaries of
the project are the public residing along Central Business District.
A society must have an effective road network to be more open, attractive to

investors and tourists, and therefore more competitive, in order to be successful and
flourishing. In this journal, how a premier business district has been able to cope with
the problems and concerns will be addressed. Studies of other cultures will also be
taken into account
While many studies on pedestrianization have been carried out, very few have
dealt with existing streets in tropical countries, particularly the Philippines, making
them pedestrian-friendly vehicle roads. Recommendations that can serve as
recommendations and creative development concepts which can be extended to other
existing roads that resolve the Filipinos' inherent characteristics when it comes to
street use
1.2 Rationale
Streetscape relates to the layout and circumstances of urban roadways as they
affect road users and residents nearby. Streetscaping recognizes that streets are areas
where individuals participate in different operations, including but not restricted to
traveling by motor vehicle. Streetscapes are an significant element of the public
sphere (public spaces where individuals communicate), helping to define the aesthetic
quality, identity, financial activity, health, social cohesion and chance of a
community, not just its mobility. Streetscaping (street conditions improvement
programs) may include road cross section modifications, traffic management,
sidewalk conditions, landscaping (especially tree cover), street furnishings
(commercial poles, benches, trash cans, etc.), construction fronts, and specifications
of equipment. Signage improvement is also involved (AIGA 2005; Muhlhausen
2005). Complete streets relates to road design and working methods designed to
accommodate varied users and activities securely, including pedestrians, cyclists,
motorists, users of public transport, disabled individuals, plus neighboring companies
and residents. Complete street planning acknowledges that roads often serve a variety
of tasks including transport, recreational walking, socializing, selling and living
nearby, which need to be considered and balanced in the design and management of
roads. Streetscape can have a major impact on people's perception and interaction
with their society. If street scenery is secure and inviting to pedestrians, individuals
are more likely to walk that can help decrease car traffic, enhance government health,
boost local financial activity, and attract residents and tourists to a society. Urban
roads have a variety of tasks. Streets accommodate car, public transit, bicycle and
pedestrian traffic; provide access to neighboring structures and other destinations;
provide room for business and leisure operations; and operate as linear parks.
Therefore, streetcaping must take into consideration multiple effects and balance
different scheduling goals.
1.3 Background of the study
Six interdependent “human dimensions” of greenways are identified in

the studies: cleanliness, naturalness, aesthetics, safety, access, and
appropriateness of development. Together, these dimensions form a core set
of concerns relating to how perople percieve and use the greenway for
recreation and related experiences. We defined the indicator of green space
accessibility as a proportion of an urban population living within a certain
distance fron a green space boundary. In addition to encouraging walking,
these changes can heal communities by improving safety, social cohesion,
and local economies and by reducing air pollution. Landscape became less
prevalent in urban during the early decades of the 1900s, however,
waterfronts, coastal zones, mountain ridges and other visual corridors that
offer excellent views of landscape and seascapes have been built over. Most
landscape representations have been classed as “natural” or “urban”. Few
studies were found to use subcategories within this groups. Generally, the
natural landscapes gave a stronger positive health effect compared to urban
landscape. Urban landscape were less positive and in some cases negative
effect on health. Three main kinds of health effects been identified in the
study; short-term overall improvement on people’s health and well-bieng.
Despite of the suddenly increasing number of vehicle little attention was
given to creating landscape that would help people and environment. There
is the hope that pleasant, eco-friendly landscape will attract the public to
walk or bike instead of use a motor vehicle.
1.4 Foreign Literature
With the planning movements and town types of their moment, streetscape
design has developed since the 1500s. From the organic city's tight winding roads to
the broad motorways of the modern era, streets remain a essential element of our
communities ' physical structure and social achievement. In the early years before the
modern era, the organic form of the town, where roads and houses were constructed
on the basis of the region's topography, was not a decision or a intentional planning
outcome, but rather the manner in which towns grew (Kostof, 1991). The fundamental
buildings that subconsciously affected a city's growth and design were the
topography, political climate and religious beliefs of the moment. It is essential to
examine the seven shifts to planned cities in organic towns as this became the moment
when the discussion about what is effective streetscape design emerged.
In the fifteenth century, Italian architect Leon Battista Alberti was one of the
first scholars to recognize the differences in street shapes and the resulting shape
influences the function, physical climate and opportunities for social interaction
within street environments (Kostof, 1991). There was a conscious shift from the grid
plan to the planned city during this time in the form of the city. In the late 1880s,
with the development of a completely new city plan, The Garden City, philanthropist
Ebenezer Howard reacted to London's deplorable living circumstances. The Garden
City was the co-operative ideal however it was not economically feasible nor
ideologically acceptable to the majority of those in power at the time. It influenced,
however, the creation of the contemporary town in which orderly growth was at the
forefront. Land use zoning, population densities, and construction heights became
statutory rules to safeguard individuals from the bad practices that led to the 1880's
slums. The shape of the contemporary town of today is a direct consequence of the
application of statutory laws as well as the effect of the car. City planners and
technicians moved from pedestrian motion to efficient vehicle motion (Hall, 1973).
Image 1
Kerrisdale at Vancouver
Kerrisdale is a neighborhood on the western side of Vancouver. In its northern

section, it features a combination of newer houses and older bungalows as well as
numerous low-andmid-rise apartment and condo buildings. The neighborhood is an
ethnic blend of Canadians from Caucasia and Asia. It features a shopping district that
runs between Larch and Maple Streets and West Boulevard between 37th and 49th
Avenues usually along West 41st Avenue.
1.3 Local Literature
For the company community, BGC is one thing; and for those looking for a
wonderful escape in the town, it's another thing. Bonifacio Global City (BGC), also
recognized as the "Home of Passionate Minds" in Taguig, is regarded by many as a
place of quality and privileged living. This place, blistering with vividness and vigor,
a mixture of shape and function, is recognized as a real 21st century child–a modern
wonder of contemporary living inhabited with excellent minds and enthusiastic hearts.
It was a military base for the BGC. It was once part of a multi-hectare Taguig
portion obtained in 1902 by the U.S. government. The name of BGC was "Fort
Mckinley." Named after US President William McKinley, the headquarters of the
Philippine Scouts, the United States Army's Philippine Division, was Fort Mckinley.
It was made the permanent headquarters of the Philippine Army in 1957 and renamed
Fort Bonifacio after the father of the Philippine Revolution against Spain, Andres
Bonifacio. (primer.com.ph,March 2017)
The Spanish colonial go
vernment built Quinta Market i
n 1851, the same year as the To
ndo Divisoria Market. Built in
the 18th century with money
left to the city government of
Manila by businessman and
philanthropist Francisco
Image 2
Carriedo, its establishment
Bonifacio Global City at Taguig
coincided with the growth of
the city's industry and trade and the creation of new public markets to complement
existing sites of trade in the city center and its suburbs. Also thought to be named
after its surrounding landscape, the market initially marketed vegetables cultivated on
farms around Quiapo.
However, the original market was shoddly built and heavily damaged by
the 1863 earthquake, although commercial activity continued despite the destruction.
The market was reconstructed in 1878 according to plans by Félix Rojas, the first
architect of the Philippines. Rojas also prepared plans for the reconstruction of several
other structures that were destroyed during the earthquake, including the Church of
Santo Domingo in Intramuros. The subsequent market plans were drawn up on 18
January 1889 by Juan José de las Hervás, the successor of Rojas. At the beginning of
Image 3
Quinta Market & Fishport at Quiapo

the American colonization of the Philippines on December 8, 1900, Lieutenant Lytle

Brown of the United States Army Corps of Engineers, who was then detailed as
Manila's city engineer, drew up new plans for the market. He supervised the
construction of a new steel market building built at a price of $67,821.29 (around
$2.03 million in 2017 usd), and on October 21, 1901 Quinta Market reopened to the
public. During this time, the market was a popular wholesale market that was
particularly busy on Fridays serving residents of all social classes, and some items
such as beef were more available here than in other city markets. The importance of
the market was evident in the revenue it generated for the city government: in 1908,
the Quinta and Divisoria markets generated a combined 80 percent.
1.4 Statement of the Problem
This study sought to design a proposed Urban Landscaping that

promotes the public to an eco-friendly pedestrians.
Specifically, this study answered the following specific problems:
1.4.1 What are the design implications of nature for public.
1.4.2 What are the the general concept of proposed Urban Landscape.
1.4.3 What are the architectural design considerations, guidelines and

standards used in designing the Urban Landscape.
1.4.4 What are the natural elements integrated in the Urban Landscape
that that can attract the public to walk.
1.5 Goals and Objectives
In general, the research study aimed to design a Streetscaping that

promotes eco-friendly pedestrians.
Specifically, the study attempted to achieve the following specific objectives:
1.5.1 To identify the implications of nature for people.
1.5.2 To know the perception of the public on the integration of the

Streetscapes.
1.5.3 To determine the architectural design considerations, guidelines and

standards in designing a Urban Landscape.
1.3.4 To integrate the natural features in the CBD of the proposed Streetscape
to attract public to walk.
1.6 Significance of the study
The output of this study will be beneficial to the following sectors:
1.6.1 TO THE PEOPLE
- This study will improve desirability of having a environmental friendly

pedestrians.
-This study will give an idea to the public about the perception of
Streetscape.
- The public will be conversant on the importance and functions of nature

to built -in environment.
1.6.2 TO THE GOVERNMENT
- This study will be likewise helpful to the Municipality of Asingan to

attract the public to walk and to lessen the pollution.
1.6.3 TO THE FIELD OF ARCHITECTURE
- This study will serve as a basis on architectural researches that have a

focal point on the design of Streetscape.
1.7 Scope and Limitation
1.7.1 ARCHITECTURAL THESIS ARGUMENT
This study covered the importance of nature for public. In

similar manner, it assessed the effectiveness of the trees and plants, they
consume carbon dioxide and release oxygen into the atmosphere.
1.7.2 ARCHITECTURAL DESIGN
This study focused on the design considerations, guidelines as

well as the standard requirements of the Streetscape and other
prominent related codes.
Terms and Definition
a) Aesthetic: is a branch of philosophy that deals with the nature of art, beauty
and taste, with the creation or appreciation of beauty: a particular theory or
conception of beauty or art: a particular taste for or approach to what is
pleasing to the senses and especially sight
b) Accessibility: in the sense considered here refers to the design of products,
devices, services, or environments so as to be usable by people
with disabilities. The concept of accessible design and practice of accessible
development ensures both "direct access" (i.e. unassisted) and "indirect access"
meaning compatibility with a person's assistive technology.

c) Alignment: arrangement in a straight line, or in correct or appropriate relative
positions.
d) Biophilic Design: is based around the inclusion of nature in the built
environment. But it is more than just the inclusion of plants and all things
natural. Biophilic design has an underlying philosophy. That is, as humans we
have evolved in conjunction with the natural environment and we have an
innate affiliation to it.
e) Carriageway: each of the two sides of a divided highway or expressway, each
of which usually have two or more lanes.
f) Central Business District: the main business and commercial area of a town
or city
g) Colonazation: the action or process of settling among and establishing control
over the indigenous people of an area
h) Contemporary: belonging to or occurring in the present
i) Community: a group of people living in the same place or having a particular
characteristic in common
j) Corridor: a long passage in a building from which doors lead into
rooms.
k) Curb: a raised edge along the side of a street, often forming part of
a path for people to walk on.
l) Concept: an abstract idea; a general notion.
m) Cyclist: a person who rides a bicycle,
n) Enthusiastic: having or showing intense and eager enjoyment, interest, or
approval.
o) Efficient: achieving maximum productivity with minimum wasted effort
or expense.
p) Envision: imagine as a future possibility; visualize
q) Greenway: is "a strip of undeveloped land near an urban area, set aside for
recreational use or environmental protection". However, the term can in fact
include "a scenic road" and though many are in urban areas, there are some
rural greenways, as for example the Monadnock-Sunapee Greenway, a

hiking trail in southern New Hampshire
r) Streetscape: is a term “that refers to is used to describe the natural and built
fabric of the street, and defined as the design quality of the street and its
visual effect.”
s) Transporation: the action of transporting someone or something or the
process of being transported.
Chapter II
Methodology
This chapter presents foreign and local studies in relation on the present
study. It also includes frameworks which considered as basis of the basis of the study.
It also provides terminologies to enhance the subject being employed. In order to
understand further, the following terminologies are being defined to convey their
thoughts. This also serves as the researcher’s basis in seeking for the answers to the
problems of the research study.
Methodology
This research seeks to define the features of the changing streetscape

of Central Business District in Municipality of Asingan, which is based on physical
aspect analysis and visual evaluation of the growth of a commercial streetscape by a
construction proprietor.
Research methodology uses a combination method between the field

survey and people preferences. Field survey methods used to investigate the physical
characteristics of the streetscape of commercial buildings that developing in
Municipality of Asingan. While a people preferences method uses a questionnaires
and interviews. This method is intended to investigate a people judgment towards a
visual quality of commercial buildings streetscape.
Sampling method using the method of non-probability sampling

through purposeful sampling, namely a sampling of judgments. In three road case
study corridor, the respondent was a construction owner. The main reason for the
choice of the participants are the owners of commercial buildings because the owners
of commercial buildings are persons who actively engage in the development and
formation of streetscape modifications. A second reason was to explore the owners '
perspective on the appearance of commercial buildings in the streetscape.
Theoretical Framework
The approach to biophilic design is an innovative way to design places

where the occupants live and work. Furthermore, this is a new design trend in which
built-in environments reconnect the natural world. Architectural construction as
specified in architecture is a comparatively continuous enclosed structure built over a
residential property plot.
The framework demonstrates that the building design should also be

based on the Biophilic design strategy to further improve and eliminate the users '
issues with the building design.
ARCHITECTURAL
BUILDING
USERS
BIOPHILIC DESIGN
APPROACH
Image 4
Theoretical Framework
Conceptual Framework
A valuable urban image triggers a positive response to urban space by

fostering the importance for citizens of satisfying perception and meaning. The
natural environment features that will be integrated into the proposed Streetscape of
Central Business District in Asingan, Pangasinan will psychologically enhance the
public's health.
In the study of urban planning, it is essential to observe the architectural

development in the street corridor, since it represents the character of the city and the
quality of urban space at once. The aesthetic experience is very significant for making
cityscape, as stated by Jackson (as cited in Porteous), that city should provide its
citizens with a continuously satisfying aesthetic and sensory experience. Further, the
creation of favorable urban image supports the importance of good perception and
meaning, which encourages the community to produce a positive reaction to their
urban spaces. As stated by Nasar, forms of urban environment both physical and non-
physical shape an interwoven perception and appreciation intimately with humans.
The preferences of urban streetscape are determined by how the public perceives the
values embodied in the formation of the city. Hence, a satisfying visual quality for the
pedestrians is a significant issue needed to be paid attention by stakeholders to
improve a pedestrian comfort and create a better urban living for citizens.
CENTRAL BUSINESS
DISCTRICT
CITIZENS
NATURALISTIC
ENVIRONMENT
Image 5
Conceptual Framework
Conceptual Design
Community members expressed a desire for more appealing and comfortable roads,
with more street trees, areas for sitting and nighttime lighting to guarantee security.
This chapter discusses three ideas for improving CBD setup, especially around the
mixed-use node
Image 6
Central Business District Concept 1 - Diagonal Parking
This idea uses the current curb alignments, but reconfigures the travel lanes
to include a row of diagonal parking on one side of the highway by eliminating the
turning lane center. While this system maximizes parking, this idea does not include
shared class II bike lanes and extended sidewalks. On hot sunny days, new road trees
will assist soften the corridor and give shade to pedestrians. Street trees are put in tree
grates in this system to maximize the quantity of walkable ground as there is no gain
in the width of the sidewalk. Planting islands between diagonal parking spaces to split
the lengthy rows of diagonal parking spaces and provide additional shade. New
lighting on the pedestrian scale offers added light to enhance nighttime visibility and
security and provide the ability to hang banners. In order to generate an inviting
pedestrian scale personality for the streetscape, benches, public art, and trash
receptacles should also be given along the corridor as in all three ideas. These site
furniture should be comparable in style and col-2 or palette, but could also provide an
chance for Imperial Avenue and the community to brand and integrate government art
into custom site furnishing items.
Image 7
Central Business District Concept 2 - Bike Lanes with Minimal Disturbance
Similar to Concept 1 this concept also uses the current alignment of the
brake and eliminates the center turn lane. However, this system utilizes this extra
space to add five foot wide bike lanes of Class II. This idea still has relatively broad
travel lanes at 13' each, but bike lane incorporation generates a safer atmosphere for
cyclists to move through the corridor. In order to maximize the walkable surface,
fresh road trees should be included in trees grates as in the first system.
Image 8
Central Business District Concept 3 - Pedestrian Promenade
The objective of the third concept is maximum emphasis on pedestrians and

bikes. This idea takes advantage of the current curb places along CBD, but extends
the sidewalk by six feet on the north end to enable extra sunlight to reach the
sidewalk. This idea also includes five foot broad Class II bicycle lanes by eliminating
the center turning lane and narrowing down the vehicle travel lanes to ten feet each.
These narrow lanes of vehicles serve as a calming instrument for traffic. This concept
includes new street trees with cutouts for understory planting since the northern
sidewalk's width has been increased. By separating pedestrians from the street, this
planted understory will also create a more walkable pedestrian-friendly environment.
The expanded pedestrian sidewalk will provide an chance to generate casual meeting
spaces and extra seating places compared to what other ideas could provide.
Research Flow Diagram
In order for the study to continue, gathered data and information should be
done in order for this study to work and to support the investigation. In collecting
data, the problem must be identified and formulate a set of questionnaires and
evaluate who are the appropriate respondents for the surveys. The selecting of
respondents will depend on the topic of the study.
Step 2. Identify the appropreite
respondents and deploy the
Step 1. Formulate questions
questionnaires
for Survey
- the respondents shall have the
- Create questionns that is
correct attribute to support the
applicable to the study
study
- Screen the questions to avoid
- destribute the questionnaire to
unnecessary question that is not
the selected respondents
much related to the study
Step 3. Evaluate the data

Step 4. Write the results of the collected from survey
survey and make a summary of questionnare
the data gathered - count the number of selected
- write the results of the survey in answer of the respondents and
a clear and short summary make a taley.
- summarize the data gathered

by chart or graph bar to
understand which is most
selected answer from the survey
questionnaire Step 5. Post publish
- post publish all the results and
data gathered and submit it for
checking of errors
- correct the errors
- DONE
Design Criteria
General Design Criteria
The design follows the design concept and concepts idea and makes the
design Flow smooth and in accordance with the concept to avoid confusion.
Site Selection Criteria
Location:
Asingan
Central
Business
District
Image 9
Proponent
The proponent of this study is the local government of Asingan, Pangasinan;

the location is at the Town of Asingan, Pangasinan where the research is entitled as
"A PROPOSED STREETSCAPE OF CENTRAL BUSINESS DISTRICT IN
ASINGAN,PANGASINAN” the Town of Asingan has a rising municipality.
Clientele
The respondents of this paper are the citizen of Asingan.

Chapter III
Architectural Research
Factual Data Presentation
Local Case Study and Contextual Information
One major factor for a community to be successful and thriving is to have an

efficient road network that will move people and things from one place to another not
only by means of transportation but also through walking. As of now, majority of
Metro Manila’s existing roads does not encourage walking. Planners and designers
strive to produce an ideal design that will promote people movement without
depending too much on motorized vehicles. How to provide a place that will have all
the requirements of a great street is a dream that will solve most if not all of the
hindrances in having a successful urban circulation system. How can pedestrian-
friendly concepts be incorporated in a redevelopment of a tropical business district
with the aim of reducing vehicular traffic? How will a commercial district be
decongested of too much traffic? Will encouraging people to walk reduce this
vehicular traffic? How can people be encouraged to walk?
Objectives
This study aims to identify the different problems that discourage people from
walking and present possible solutions for them. It also intends to produce
recommendations that may help improve pedestrian circulation in existing
thoroughfares and seeks to show that people will be encouraged to walk given a
pleasant environment. The study may serve as a guide for other designers in planning
pedestrian friendly walkways and streets especially in tropical countries like ours.
This will also provide local government with additional means and ideas in improving
their existing streetscapes.
The
study area is limited within the Makati Business District developed by Ayala
Corporation and managed by Makati Commercial Estates Association and within the
area bounded by Sen. Gil Puyat Avenue on the north, Antonio Arnaiz on the south,
EDSA, Makati Avenue and Paseo de Roxas on the east, and Amorsolo Street on the
west.
Characteristics of a pedestrianfriendly Street
Based on the definitions set in Wikipedia encyclopedia and by the authors, Harvey
Rubenstein, John Motloch and Alan Jacobs in their respective books plus observations
made, the following parameters were arrived at and used to serve as the criteria for
having a pedestrian friendly street
1. It must be accessible and permeable.
2. It must be safe and inviting - has certain characteristics of publicness and

transparency.
3. It must be comfortable for users to walk on – must have enough shade and cover
and with well-designed and well-constructed elements
4. It must provide users with a pleasant view - well-placed street elements are great
factors in making a route enjoyable
5. It must be well-maintained.
Case Study – The Makati Central Business District (MCBD)
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
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 thousand of commuters,
employees, shoppers, visitors, business people and others that visit the place daily.4
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 nighttime. 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.
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
Image 11 Covered Walkway Network 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
(see Image 16). Improvements were made and continuously implemented.
Image 12 2005 Photo of pedestrian underpass and covered walk along Paseo
de Roxas cor. Sedeno St
Did they succeed? Were the pedestrians attracted to stroll and walk? Were the traffic
problems solved? Were the plans and recommendations fully implemented?
In a 2000 survey, Arch. Salvador Tan of Ayala Land, Inc., showed that the
construction of the elevated walkways, covered walks and underpasses helps increase
pedestrian traffic volume by 200,000 on a weekday while time travel along main
routes is notably reduced into 7-10 minutes. It was also observed that the travel
distance on foot, covered by pedestrians significantly increased to 700 meters from
400 meters.
As per recent count and observation made along elevated walkway, more than
10,000 people pass this passageway alone, validating the findings that Arch. Tan
conducted. Significant number was observed during peak hours and during lunch
break (See Fig. 4). Most number of perambulators observed are coming and going
from Ayala Center up to Paseo de Roxas. Very few walk straight up to the end of the
walkway. Maybe because it will take around 10-13 minutes from Ayala Center to
reach V. A. Rufino St. “A general rule of thumb is that people will walk six to ten
minutes before they hop on a bus, dive into a subway or hail a cab”. 7 In the latest
survey made, 100% of the people interviewed prefer passing the elevated walkway
due to convenience; it is covered, has even pavement and they do not have to wait just
to cross the streets, thus, reducing travel time which confirms the previous study
made.
Maintenance people start

cleaning as it opens at 6:00 in
the morning as several security
guards roam up to 10:00 in the
evening making it very safe.
The strategic placement of this
well-designed, well-kept and
well-secured and roofed
walkway makes it very
accessible (See Image 14).
Image 13People going to Ayala Center at lunchtime Plantings were incorporated
and except for some areas
where views are not so good, this overpass has almost all the characteristics of an ideal
pedestrian walkway as enumerated earlier. However, it fails in terms of handicapped
accessibility. Although escalators are present in all entrances, they are not directly connected
on ground level. Additional concrete stairs have to be placed.8 The original concept was to
have this walkway connected with every building that it passes. But, because of security
reason, this idea did not
materialize.
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. In a 1998 physical
evaluation of the whole MCBD
Image 14 Elevated walkway near Cojuangco Bldg streets sidewalks, it was
area
observed that of all the areas
considered, only the major
streets passed the criterion set in the study9. A portion of Paseo de Roxas, from Ayala
Avenue to Makati Avenue and a part of Makati Avenue from Landmark to Paseo de Roxas,
passed the
evaluation. Wide sidewalks, shade-giving expansive canopies of matured trees, and
underground location of utility lines, all contribute to its adequacy and uncluttered look.
Sections of Legaspi, Salcedo, and Rada Streets can somehow be considered acceptable due to
the presence of wide sidewalks, absence of utility poles and uniform elevation, plus the
presence of shade trees. In this assessment all the areas considered as back street, including
Arnaiz St. failed the evaluation. Reasons for the failure are the presence of street furniture
that are improperly located like several utility boxes and communication poles all situated in
one place,10 and signage, where in some instances, totally blockading the way of the passers-
by. It was observed that people preferred to just walk on the street due to these obstructions.
Tree planting is also sparse, hence the absence of shade. At the recent evaluation made, these
streets still fail the standards laid. It would have been better if shared or unified street system
is applied especially for the back streets. In this proposal, there will be no traditional raised
sidewalks, and the road level (carriageway) and sidewalk (footway) are not rigidly defined.11
Bollards can be used as pedestrian protection. The length and distances of roads are other
major aspects that also affect the mobility and accessibility of the place. One has to go around
a block just to reach the other side of the street. Only one alley is placed in the entire district,
located along H. V. de la Costa St. cutting thru Gil Puyat St. The 1998 study also shows that
almost all the streets failed in terms of aesthetic quality for lack of coherence: a) no uniform
theme for sidewalk design; b)
different tree species are placed.
c) improvised jeepneys served
as food kiosks. This was
enhanced and somehow
corrected with the provision of
simple but similarly designed
kiosks all over the commercial
district. In terms of publicness,
it is only in the major streets
and two minor streets where
Image 15 1998 photo of improvised jeepney more social interactions were
observed. The presence of 24-
hour convenience stores, sports and coffee shops, small restaurants and other commercial
outlets make the places alive. In terms of safety, 10 roaming and 30 stationary guards plus the
city policemen, patrol the whole area. Per police file, there are no records of major crime
committed in the area in the recent years.
Maintenance is generally acceptable, except for some portions of Paseo de Roxas from
Makati Avenue to Gil Puyat alongside Urdaneta Village where it is quite neglected. Some
cracked planter boxes and pavement were observed along Arnaiz St. Paseo de Roxas and
other areas contributing to the unsafeness of the place. MACEA employs around 35
maintenance people, 23 just to keep the street clean and 12 all-around repairmen.
Traffic Condition
Based on a 1997 survey, around 400,000 vehicle trips were counted along the district.
Because of this, major streets like Ayala Ave., Paseo de Roxas, Makati Ave. Arnaiz
St., and Gil Puyat have reached their saturation points. With the construction of
MRT3 along EDSA in 2000, the CBD walkway network system, the volume of traffic
along the major roads have significantly reduced, as proven also by the fact that the
number of cars using the car parks substantially lowered.
The closure and pedestrianization of a portion of Legaspi Street between Dela Rosa
and Ayala Ave., greatly eased the traffic along these streets. However, traffic
bottlenecks can still be experienced along the corner of Gil Puyat and Ayala Avenue.
Based on very recent observations done along this area, it takes around 8-10 minutes
before you can reach the corner of Paseo de Roxas coming from the corner of Gil
Puyat or a distance of around 700 meters. The on-grade level pedestrian crossing, the
ambulant vendors and the fact that the traffic flow from a major exit point, H. V. Dela
Costa St. is merging with that in Makati Avenue all contribute to the heavy traffic
being experienced in the place.
Image 17
Traffic congestion is still observed in major nodes like Makati Avenue corner Arnaiz St. and
another exit area like V.A. Rufino corner Amorsolo. Significantly, there are no underpasses
along these nodes and crossing pedestrians and ambulant vendors also contribute to the heavy
traffic being experienced in these areas. Fences along the sidewalks help to prevent people
from crossing anywhere although there are still some people who are strong-headed and
passing wherever they want. Ease of traffic can also be attributed to the presence of food
outlets scattered along the districts. Before their proliferation, a big percentage of people still
trooped to the commercial center during lunch hour using private cars and accessible public
vehicles. At present, most of the people especially those a little farther from the elevated
walkway and thus from Ayala Center, choose to spend their lunch hour in these places which
is within walking distances from their offices.
Summary
Based on the above study, it has been found out that the following existing conditions
discourage people from walking and thus make the street unfriendly:
1. Distance and accessibility (fences, not enough to prevent people from seeking
short-cuts)
2. Lack of shade and cover from harsh climate

3. Uneven elevation of existing sidewalks
4. Narrow width of the pavement
5. Blockade by street elements like utility poles, signage, tree trunks, etc
6. Lack of proper maintenance
7. 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.
8. Unkept or 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.
Recommendations
Measures that can serve as guidelines to encourage pedestrianization:
1. Achieve pedestrian accessibility thru following measures:
• Provide midway pedestrian alleys if the block is more than 250 meters (similar to
subdivision code). Otherwise, encourage building owners to allow pedestrians to pass
through (as in the case of Tower I).
• Provide intermodal means of transportation (not only in MCBD but also in the
whole of Metro Manila or interlink the existing metro rails as planned by the Makati
City government)
• Build more accessible passageways like under and overpasses (with escalators and
covers)
2. Build more covered walks or plant more shade trees, if possible, to provide
pedestrian comfort and relief from harsh tropical climate.
3. Implement strong measures to force the utility providers to use a common pole to
reduce sidewalk clutter. (This has been partially applied along Pasong Tamo St. by
MMDA). See Figs. 18 & 19.
Image 18 Existing Image 19 Proposed
4. Instigate the policy regarding uniformity in sidewalk level. Sidewalk can slope
toward the road to attain the same height. Mountable curbs can be used in areas where
entry driveways are needed.
5. Widen sidewalk with a minimum clearance of 1.20 m. In some cases, sidewalk
widening can be done through apportioning part of the road allotted to parking.
Parking can be concentrated in a designated parking building. In extreme instances,
road closure can be imposed and totally pedestrianized.
6. Apply shared street principle in very narrow sidewalk and street. Bollards can be
used to protect pedestrian from vehicular flow. Use of interlocking blocks has been
found to reduce speed.
7. Impose rule on design coherence and

uniformity. Enforce unified theme for
street furniture like lighting, paving,
benches, street signage, bollards, kiosks,
trees, etc. (see Fig. 20 & 21).
• Uniform shade tree species
• Use of porous paving materials to allow
surface water permeation Image 20 Existing
• Widening of sidewalks
• Uniform paving design
9. Provide relief to pedestrians by having

small parks or small open spaces along the
streets. An elevated park/plaza (as shown in
Image 17) can be incorporated with the
pedestrian overpasses in very crammed and
busy streets.
Image 21 Proposed 10. Apply environment-friendly resources,

like porous materials for paving to revive
the aquifers and shade trees to help purify the air.
11. Encourage building occupants to show

some transparency or semblance of people
movement to encourage feeling of
conviviality and openness if retail shops
are absent. 11. Enforce traffic rules strictly
not only for erring drivers but also for the
straying pedestrians.
Image 22 A walkable city
12. Have a good program of maintenance.
It is believed that with the above
recommendations and guidelines, the conditions of existing sidewalks around the

country and in other tropical places can still be improved and thus make a city more
friendly, walkable and memorable (see Image 22).
References
Abley, Ian & Heartfield, James. Sustaining Architecture in the AntiMachine Age.
Great Britain: Wiley-Academy, 2001. Appleyard, Donald et. al. Livable Streets. CA:
University of California Press 1981. Bednar, Michael J. Interior Pedestrian Places.
New York: Whitney Library of Design, 1989. Breuste H., Feldmann, J. & Uhlmann,
O. eds. Urban Ecology. Germany: Springer, 1998. Cutler, Laurence Stephan and
Cutler, Sherrie Stephens. Recycling Cities for People, The Urban Design Process.
Massachusetts, U.S.A.: Cahners Books Int’l., 1976. Environment Management
Bureau and DENR. The Air We Breathe. Philippines: Trimark Publishing, 2003.
Jacobs, Allan B. Great Streets. Ma, U.S.A. & London, England: The Hit Press, 2001
The Life and Career of Joseph R. Mcmicking, Chronicle. Spec. issue. 23 March
1969: 33-40 Makati: An Achievement. Progress Review, 6 October, 1962 Mougtin,
Cliff. Urban Design: Street and Square. Third Edition. Burlington, MA: Architectural
Press, 2003 Poerbo, Heru W. Defending the Sidewalk. The Case against the Street
Peddlers in Bandung. Proc. Of Great Asian Streets Symposium: Public Space 2002,
25-26 July 2002. Pushkarev, Boris with Zupan, Jeffrey M. Urban Space for
Pedestrian. England: The MIT Press, 1975. Ramati, Racquel. How to Save Your Own
Street. New York: Dolphin Books, Doubleday and Co., 1981. Research and Dev’t
Division, Environmental Management Bureau, DENR. Uptake of Air Pollutants by
Philippine Plants. DENR, 1979. Roberts, Marion and Greed, Clara. eds. Approaching
Urban Design. England: Pearson Education Ltd., 2001. Rubenstein, Harvey M.
Pedestrian Malls, Streetscapes, and Urban Spaces. New York, U.S.A., Toronto,
Canada, Singapore: John Wiley & Sons, Inc., 1992. Southworth, Michael and Ben-
Joseph, Eran. Streets and the Shaping of Towns and Cities. New York: McGraw-Hill,
1996.
International Case Study and Contextual Information
A liveable neighborhood is the result of a multitude of actors and

circumstances, pertaining, among other things, to the built and natural environment,
its socio-political and economic context, adjusting over time. Despite countless lists
ranking cities’ or nations’ liveability, the assumption that it can be exhaustively
defined, measured and compared is highly dubious. While liveability measurements
attempt to be holistic, there is no consensus on the specific elements that should be
taken into account, nor on their relevance or methodological assessment (The
National Association of Regional Councils 2012; Veenhoven 2006). As such, each
attempt to ultimately and quantitatively define liveability is biased by the researcher’s
own professional discipline and personal preconceptions, to the point “that inclusive
assessment of liveability is not feasible. The best we can do is to make promising
condition profiles.” (ivi:12)
This paper tackles streetscape as one of the fundamental factors of

neighborhood liveability1 (among others Gehl 2013; City of New York 2013) and
argues that the definition of liveable streetscape changes according to each location.
This hypothesis is tested through morphological and behavioural analyses of
streetscape, embedded in the socio-cultural context, of two case-studies: Kunitachi in
Tokyo and Pujiang Town in Shanghai. Both cases are located in peripheral areas2 and
were founded from scratch as new towns, planned topdown on the basis of a western
city grid. Such peripheral areas have been chosen for this research because, on the one
hand, they are primarily constituted by residential neighborhoods and, on the other
hand, they host the highest potentials and are subject to the highest threats in the
context of Japanese and Chinese (de)urbanization (Sorensen 2012; den Hartog 2010).
Kunitachi, even though not yet 100 years-old, has been able to emerge as an attractive
town with a strong identity and self-consciousness, by means of preserving and
improving the quality of its streetscape. In view of Japan’s population decline and
consequent threats to the cohesion of the urban fabric, this town proves that high
quality, inclusive and versatile urban environments are key to policy-making and
design strategies to cope with the threat of deurbanization in peripheral areas.
Pujiang Town, on the other hand, represents a place which is still developing
and has yet to form its own identity and sense of community, a typical example of
Chinese newlybuilt peripheries, where attention to end users has given way to market
speculation. In such a contested environment, enclosed and exclusive spaces provided
by housing compounds (xiaoqu), which represent a continuity in the history of
Chinese urban models (Capitanio 2012:30-34), can be seen as a first step towards
community-building, to be later adjusted towards more inclusive, compact low-rise
models.The juxtaposition of these cases is not to be understood as a comparative
study, however: Kunitachi and Pujiang Town are currently experiencing different
evolutionary stages, the former is “established”, while the latter is “nascent”, they are
thus ultimately incomparable. The goal of the research was rather to identify the
factors that contributed to streetscape livability in Kunitachi and to discuss their
applicability and meaning in Pujiang Town.
Methodology
A generic and one-size-fits-all treatment of liveability is an absurdity. Even though

both case-studies presented here were founded from scratch as new towns in
peripheral areas, their socio-political and economic milieu is completely different. For
a coherent understanding and theoretical speculation, in fact, historical and
geographical characteristics cannot be underestimated3. Instead of considering “the
places themselves, the question is: what are the tendencies, mechanisms and processes
that produce them? What are the diverse determinations that condition concrete
outcomes of objects?” (Brenner 2010:78) Therefore, as argued by Gans (1991), the
specific challenges and goals of each community (the threat of depopulation in Tokyo
and spatial segregation and environmental degradation in Shanghai) have determined
the most appropriate factors to be analyzed and the methodologies to be employed.
The analysis of each case-study is contextualized by a chapter about the most relevant
local liveability issues, and by a short historical introduction to the site.
Morphological mappings and on-site behavioural observations constituted the starting
point of the analysis for both cases. In Kunitachi the enquiry concentrated on the
quantitative and qualitative analysis of pedestrian activities and flow along its main
boulevard, carried out with Space Syntax and Gehl methods, while in Pujiang Town
the degree of enclosure and the typologies of open space were given particular
attention.
Liveability (of streetscape): theoretical and operational definition
Given the caveat that liveability cannot be exhaustively framed once and for all, but
still in need of a definition for explanatory purposes, this paper advances an
operational concept and a set of three theoretical hypotheses. Liveability encompasses
ecological, social and economic issues, and, on an operational level, is shaped by
three main areas of influence, namely the built and natural environment, its
management, and the policies that regulate it. Literature (e.g. The National
Association of Regional Councils 2012) suggests that the “key elements of a liveable
city often include attractive public spaces, walkable, mixed use, higher density
neighbourhoods that support a range of green infrastructure and transport, affordable
housing.” (Ling & Yuan 2009:3) In this paper, liveability is limited to streetscape: the
characteristics of liveable streetscape were first adopted a priori from existing
literature4 (e.g. Gehl 2013; City of New York 2013), but later adapted a posteriori
based on the specificities of each location.
On a theoretical level, liveability is defined as:
I) A function of time and space, i.e. it changes according to the spatial and temporal
context, akin to the lefebvrian vécu (Lefebvre 1991).
II) A project, i.e. it is the result of the interplay between multifarious actors (e.g.
Brenner 2010:70).
III) A negotiation between individuals (groups, family etc.) and society, i.e. individual
interests could be sacrificed for the greater good (e.g. Tomba 2014).
Kunitachi
Concerns about liveability in Tokyo’s periphery
“The urge to create liveable cities, neighbourhoods and suburbs in Japan thus has a
rather different base than that indicated in the global cities literature: it will be driven
primarily by the imperative of attracting and retaining population.” (Sorensen
2012:216)
The anticipated aging of Japanese society will inevitably restructure Tokyo’s spatial
organization in the coming decades. One of the lowest fertility-rates in the world (ca.
1,45), a high life-expectancy (ca. 83 years) and a very modest presence of immigrants
(1,9% of the total population) (Ministry of Internal Affairs and Communication,

Statistical Bureau 2016) are causing the rapid aging of Japanese society. As a
consequence, population shrinkage has started in 2011. Population loss will manifest
itself unevenly, and, in the case of Tokyo, be most dramatic in suburban areas, where
ca. 87% of Greater Tokyo Area’s population lives (Ohno 2005), triggering a gradual
spatial restructuring. In fact, as investigated by many scholars (Ducom 2008, Fuji
2008, Moriyuki 2005), due to the general population decline of Japan as a whole,
even Tokyo is starting to face population loss in its peripheral areas, and, according to
Masuda (2015), will be the place “that will have to face a more difficult situation than
any other municipality.” Peripheral areas will be particularly vulnerable, even though
their conditions are rather diverse, depending on their location, the train lines that
serve them etc. Nonetheless they will, with varying degrees of intensity, experience
the downsides of shrinkage, having to cope with diminished tax revenues and
increasing maintenance costs of public services. This could lead to the progressive
degradation of peripheral areas and their abandonment or to the ghettoization of the
elderly living there. Some scholars argue, therefore, that a growth-oriented model
should be turned into a “decline paradigm” (Ducom 2008:15) and that an era of
“deurbanization” (Onishi 2011:27) is about to start. Moreover, even though Tokyo
and its catchment area is continuing to attract residents, its growth is expected to halt
after 2020, and, due to the massive inflow of the generation born in the 1930s and
1940s, its aging will be dramatic (Moriyuki 2005:10, Masuda 2015).
Town’s history and features
“[T]rough the 1970s [...] Kunitachi had consolidated its image as a child-friendly
town known for its sophisticated culture and natural beauty”. (Molasky 2014:72)
Kunitachi (国立市) is a city ca. 30km (45 minutes) west of Tokyo Station, lying in
the so-called Tama Area. It was founded from scratch as a new town, developed by
Tsutsumi Yasujirō, business tycoon and member of the Diet, who started buying land
in the early 1920s with the vision of establishing a university town following the
model of Göttingen in Germany. When the 1923 Great Kantō Earthquake struck, he
proposed to the president of the Tokyo College of Commerce (currently Hitotsubashi
University) and of the Tokyo Higher School of Music (currently Kunitachi College of
Music) to abandon their damaged properties in central Tokyo and move to the
western, leafy suburbs, in a new town akin to E. Howard’s garden cities. In 1926 the
new Kunitachi station on the JR Chūō Line was opened, which constituted the focal
point of three radial, convergent streets, cutting-through a city grid composed of
250x75m blocks. The central artery (Daigaku-dōri), connecting the train station with
Hitotsubashi University, was conceived as a European-style boulevard, featuring
broad sidewalks lined with cherry and ginkgo trees. In regard to the town’s planning,
Tsutsumi consulted Gotō Shinpei, a high-profile statesman, who had orchestrated the
creation of new railway lines and new towns in Japaneseoccupied Manchuria as
director of the South Manchuria Railway some 20 years earlier. His planners, in fact,
following German urban design models like Mannheim, had used the very same
composition of three radial, convergent axes starting from the train station, overlaid
on a rectangular grid, in multiple Manchurian locations, such as Chengchun and
Fengtian (currently Shenyang) (長内敏, 2012).
The town developed slowly until the end of WWII, but, in the early 1950s, triggered
by prostitution caused by the presence of an American military base in neighboring
Tachikawa and by the demand of more infrastructure, citizens (especially
housewives), supported by the local community of professors and student, formed an
organized group with the aim of improving quality of life in the city. This group,
considered to be the origin of machizukuri (lit. town-making) practices in the country
(Sorensen 2007), applied to the Ministry of Construction for the status of “Special
Education and Culture District”, which was granted in 1952, the first of its kind in
Japan. Due to such special status, a stricter building code was enforced, banning
certain activities e.g. pachinko parlors, hotels, dance clubs etc. in the vicinity of the
station and of the university, while buildings’ maximum height was limited. Such a
strong sense of community has helped to preserve and improve liveability in
Kunitachi in the following
decades. In 2016 the city of
Kunitachi approved a new
urban code that explicitly
calls for bottom-up civic
organization to
counterbalance top-down
regulations, an approach that
is much more inclusive and
transparent than regular urban
governance practices in
Japan. The will to empower
citizens is best manifested in
the
open meetings and public briefings that the municipality organizes to inform the
population and gather its opinions about the current redevelopment plan of Kunitachi
station’s square, whose completion is scheduled in 2019
Pedestrian flow analysis and morphology of Daigaku-dōri: results
Image 23 shows activities’ distribution and morphological characteristics of Kunitachi

It can be seen that commercial activities are clustered around the train station and
along the three main radial axes. Hitotsubashi University’s Campus acts as a public
park, marking a stark contrast with the lowrisemoderately dense but compact urban
tissue (FAR 0,73, GSI 0,32). Noteworthy is the floor space percentage of public and
commercial uses (respectively 18,5 and 13%). Numerous educational institutions dot
the city, strengthening the image of a college town.
Image 24 estimation of Kunitachi station‘s catchment area (in

white). On the left, Voronoi cells define the areas closest to
their respective train station. On the right, the boundaries have
been adjusted to reflect local characteristics
The
enquiry
Image 26 Morphological characteristics of Daigaku-dōri.
proceeded by focussing of Kunitachi’s streetscape, counting the number of passers-by

over a time-span of one minute at a fixed location on each of the three radial streets
(Daigaku-dōri, Fujimi-dōri and Asahidōri) following Gehl methodology (Gehl &
Svarre 2013). The counting was performed five times from 8am to 7:30pm on a
sparsely cloudy weekday with mild temperatures in early October, repeating a 1-
minute counting session twice. The results, presented in Table 1, show how Daigaku-
dōri consistently hosted more passers-by in every counting. Even leaving aside
students (who flock to Hitotsubashi University’s entrance, located on Daigaku-dōri, in

the early morning), people on Daigaku-dōri outnumbered people walking along the
other two radial streets.A “betweenness” computation, using the Space Syntaxbased
“Rhino UNA toolbox” developed by City Form Lab (Sevtsuk 2016), followed the
Gehl analysis. Betweenness “approximates by-passing traffic or footfall at particular
locations in a spatial network. The Betweenness of a building is defined as the
fraction of shortest paths between pairs of other origins and destinations in the
network that pass by a particular location” (City Form Lab 2015:23). In order to
simulate pedestrian flow on the three radial streets, train stations were assumed to be
the main destinations/origins of pedestrian routes, given their prominent role in Japan
as attractors within the urban fabric. In fact, the vast majority of commercial and
business activities in Kunitachi are concentrated around its station, where buildings’
height and FAR are higher than average. Voronoi cells5 defined Kunitachi station’s
hypothetical catchment area, subsequently adjusted to realistically reflect the local
context6 (Image 24). In the first simulation (Image 25, A), all buildings represented
origins, while Kunitachi station represented a single destination, so that each building
originated one unique route: Fujimi-dōri and Asahi-dōri were predicted to host a far
larger number of passers-by than Daigaku-dōri, as indicated by warmer colors7. In a
further iteration (Image 25, B), betweenness analysis allowed routes up to 15% longer
than shortest paths: in this case, while passers-by were predicted to be more numerous
on Fujii-dōri and Asahi-dōri, the difference with Daigaku-dōri was less pronounced.
In the second simulation (Image25, C), Kunitachi station represented a single origin,
while all commercial activities at ground floor represented destinations, so that a
unique route would reach each commercial activity: once again, Fujimi-dōri and
Asahi-dōri were predicted to be the main thoroughfares, assigning to Daigaku-dōri a
marginal role. In a further iteration (Figure 3, D), betweenness analysis allowed routes
up to 30% longer than shortest paths: in this case,
passers-by were evenly distributed among the three radial streets, at least in the
segments closer to the station. Lastly, a morphological mapping determined the
salient characteristics of Daigaku-dōri that differentiate it from the other two arteries
(Figure 4) (Figure 4: morphological characteristics of Daigaku-dōri.): the boulevard is
44m-wide, including a 3.6m-wide sidewalk with ample room for pedestrians and
sitting space. It features abundant greenery of various height and kind, and it is lined
by a row of ginkgo biloba and one of cherry trees on each side, providing shade all
day long.
Discussion
On-site counting of pedestrians’ presence differed considerably with the simulated

results predicted by standard betweenness analysis. Only by allowing a certain detour
ratio8 could betweenness analysis approximate observed behaviours, so that it can be
inferred that, in the case of Daigaku-dōri, it is not uncommon that people walk routes
considerably longer (up to 30%) than the shortest possible path. Morphological
mapping and behavioural observations could clarify the reasons behind this
discrepancy: people do not use Daigaku-dōri just as a thoroughfare, but they perceive
the street as a destination in itself. Its broad sidewalk, protected from traffic by
greenery and trees, is an amenity especially for the elderly and parents with children.
Moreover, local kindergartens take out their little guests every day during the good
season for a walk through
Daigaku-dōri to
Hitotsubashi University
campus9 . Moreover, the
landscape design, featuring
ginkgo and cherry trees,
allows for a radical change
Image 27 Seasonal variations and versatility of of scenery, when cherry
Daigaku-dōri. Scenery in autumn on the left; scenery trees bloom in spring and
in spring in the center; eyelevel shot on the right. ginkgo turn yellow in
autumn, thus linking the
street with cultural traditions such as hanami and autumn leaves celebrations. Lastly,
the wide sidewalk can host a number of informal activities, most notably a row of
temporary stalls when local festivals, matsuri, are taking place (Figure 5) People like
to go to Daigaku-dōri because of its physical qualities, which have been maintained
and improved by machizukuri practices. This street is heterogenous, i.e. its origin
stemmed from a multitude of actors, and it is versatile, i.e. it can host multifarious
activities and it changes according to the seasons. It is a thick, soft “edge” that
contributes to Kunitachi’s liveability and uniqueness.
As a solution for the challenges that peripheral areas will have to face,
Doteuchi (2003:9) suggests that they “will have to differentiate themselves through
unique local characteristics. They must become a space to support lifestyles that take
advantage of the local environment [...] and culture. What the ultra-aging society
represents is an era of living the slow life in such unique communities.” Since “there
is no universal approach to land use planning for depopulating and aging society”
(Murayama 2016:79), what will happen to peripheral areas will depend on national
policy-making on the one hand, and on their own ingenuity, the capabilities of local
machizukuri movements and the natural, social and cultural assets at disposal on the
other. The suburban communities that will stand the test of time will be the ones with
the ability to do so; in this respect, Kunitachi can be considered a best practice to
learn from. congestion in the city center and uncoordinated development at the
fringes, threatening the amount of arable- and openland at disposal, and of water
resources. To tackle these problems, in 2001 the municipality decided to embrace a
decentralization policy, through the foundation of new towns in the periphery. Thus,
industrial and population growth during the 2000s took place mainly in outer areas
(Wu & Phelps 2008). Shanghai’s population is expected to increase from ca. 17,8 mil.
in 2015 to over 20 mil. in 2025 (UN Habitat 2013, 155), even though with a
decreasing growth-rate. In Shanghai, some 170.000 newcomers arrived in 2010, while
some 50.000 people have been relocated each year from the central districts towards
the periphery (Shanghai Municipality 2011). New towns, thanks to a strong top-down,
state-driven planning, their location on easy-to-compensate farmland and no
organized resistance, could be planned and built at a breakneck speed. Between 2000
and 2020
the government planned “to relocate more than 1.15 million people to the suburbs”
(den Hartog 2010:36).
High-density was mostly applied in the form of high-rise, anonymous lower

class developments, while detached villas mushroomed for the upper class. The
distance to the nearest underground station was often too big: one aim was to
discourage commuting to the central districts, but job opportunities in the new towns
still remain scarce. In many cases apartments were quickly sold out, but buyers turned
out to be speculators. Moreover, since developments were carried out by private
parties acquiring land use rights, in many cases a balanced mixture of services and
public functions could not be achieved, resulting in a critical lack of amenities and
services10. All this exacerbates Shanghai’s increasing spatial segregation11.
Contemporary Shanghai’s urbanization patterns are spatialized through the xiaoqu (小
区 ), literally “small district”. Apart from residence, it can sometimes comprehend a
few facilities like kindergartens, fitness centers etc., that could also be used by people
living outside the xiaoqu. This sort of development, given the stress on security and
control issues, is often referred to as compound. It is usually constituted by a group of
high-rise, south-oriented residential buildings accessible through a limited number of
patrolled gates and entrances. Compounds clearly separate the open, “public” space of
the street outside and the semi-private space inside, thanks to fences or walls, usually
combined with greenery. Around their perimeters there can be found rows of
outwardlooking shops, and, in principle, every resident can open a business inside a
compound, converting his apartment to a shop or office. The contemporary Chinese
city can be understood as a compound archipelago, holding drawbacks and potentials.
They represent lack of urbanity and sociospatial segregation, the most expensive ones
being gated communities, but, “[a]lthough the ‘archipelago’ of xiaoqu does not truly
promote urban cohesion, the xiaoqus themselves do constitute a means for creating
community identity.” (ivi:380).
Town’s history and features
Pujiang Town (蒲江) (south) belongs to the decentralization plan called One
City Nine Towns. In 2001 the Italian firm Gregotti Associati won an invited
competition to build an “Italian-town” in Shanghai’s southern district of Minhang.
The office was responsible for the masterplan and a small architectural
implementation in the northern part of the district, targeting high class buyers. The
rest of the town was (and is being) designed by local companies and built by a number
of different developers. When Shanghai won the bid to host the 2010 World Expo, the
municipality chose to redevelop an area on the eastern bank of the Huangpu river,
resettling industries and households located on that site. The southern part of Pujiang
was selected as the area where to relocate these people. Moreover, farmers and
peasants who used to live on Pujiang’s site were relocated to the (southern) new town
as well. Construction started in 2004 and was completed by 2006; 15.000 were the
households relocated. Northern Pujiang is thus considerably different from the
southern part: while the former aims at attracting highermiddle class, the latter
(chosen as case-study area) retains a “generic” character. Pujiang lies 15km south of
People’s Square and it can be reached by subway (completed in 2009) in 45 minutes.
Nowadays we face a heterogeneous mix of inhabitants: on the one hand there are
relocated people, on the other middle class households which are either renting an
apartment or have bought one. A considerable number of white-collar workers
decided to move here, because of proximity to work and convenient apartment prices.
Farmers, who used to live in the same area, had to abruptly adapt to live in a new
urban environment. Even though access to commercial facilities and other services for
them has improved, they generally lack enough indoor storage space and cannot grow
vegetables and raise livestock in front-yards as they used to.
Morphological analysis and use of open spaces: results
The whole area presented a mid-rise character, with a degree of compactness

comparable to compounds in Shanghai’s central districts but with sensibly lower
densities (FAR 1,4; GSI 0,25). Buildings were generally 6- or 11-stories-high,
the
former usually located along the xiaoqu’s border, the latter towards the center of the
compound, more protected from street noise and pollution and thus more expensive.
Image 28 shows activities’ distribution and morphological characteristics of

the town. More than 80% of floorspace in the area is devoted to residence. Being a
relocation, virtually the totality of the apartments is inhabited. Public functions are
represented by two schools and a kindergarten, serving the whole new town. Supra-
neighborhood functions are clustered around the neighborhood’s main central axis,
namely the afore-mentioned schools, a Walmart supermarket (opened in 2011) and
office buildings. Such uses are spatially detached from residential xiaoqu, becoming a
block on their own. More than 80% of office space is empty.
activities’
distribution and
town’s
morphology. The
color bar refers to
the total floor
space, taking into
consideration the
buildings’ number
of floors (2012).
Photographs from
left to right:
informal stall;
apartment
converted into
shop; brackets of
shops along
xiaoqu’s border.
Image 28
It is possible to distinguish between two typologies of commercial activities in regard

to their relevance to the streetscape: one belonging to the neighborhood scale and one
to the district-scale. The former are small businesses which serve the daily needs of
each xiaoqu, requiring a basic, almost standard architectural typology: a one-storey,
narrow (2,5-5 mt) shop. When more spacious (i.e. more expensive) typologies are
built, they remain either completely empty, or their second floor is used, at best, for
storage. The presence of small workstations (generally various kinds of hardware
reparations) indicates that light-industrial activities can be well integrated close to
residences. Shops tend to form a “bracket” encircling a xiaoqu, either following the
north-south axis, where no apartments would be put for orientation reasons, or along
major streets. Beside neighborhood scale activities there are district-scale ones, such
as Walmart. Much more than a shopping mall, it hosts a number of restaurants, high-
end stores, entertainment opportunities (though many of them still empty), targeting
not only customers from immediate neighborhoods, but from the whole Pujiang
Town. Though naturally a commerce-oriented spot, access is open to anyone, and,
especially during weekends, it becomes an entertainment choice for many families
with children. While being popular among younger generations, elderly’s behaviour is
noteworthy: they tend to gravitate and visit the shops along the perimeter of Walmart,
but do not seem attracted by the inner courtyard. The lack of enough services is
reflected by the conversion of ground floor apartments into informal businesses.
Occasional informal stalls can be found both inside and outside a xiaoqu.
Image 29 shows the level of accessibility and hermeticism of the case-study area. All
xiaoqu present a typical pattern, with fences (occasionally substituted by shopping
strips) and gates to regulate access. A majority of gates is patrolled by one/two
guards, checking cars driving through, but rather indifferent to pedestrians. By means
of on-site observation, everyone who did not look particularly extravagant or
potentially dangerous could enter with ease, so that locals were walking through a
xiaoqu in order to shorten walking distances. The average distance between xiaoqu
entrances is around 360 meters.
Image 30 shows the type and use of open areas. Space enclosed by fences or walls has
always been considered as a “place” in China, carrying meanings and shared values
(Hassenpflug 2010). From this point of view, it is no wonder that most outdoor
recreational activities are happening inside xiaoqu, often in landscaped areas with
lawns and trees. There can be found elderly chatting, playing or doing physical
exercises, their bikes showing that some have come from other xiaoqu. Open parks
have still to be appropriated by local inhabitants though. They are used as transitional
spaces, shortcuts, but not seen as places to be enjoyed, and, during on-site
observations, they were almost always deserted, even though their overall quality is
better than average green spaces. A large, empty plot of land beside Walmart, located
along Pujiang’s central axis, was converted into an orchard, cultivated by different
people. Similarly to enclosed open spaces, commercial streets are historically an
ordinary component of the Chinese city. The analyzed streets with shop brackets were
very lively, while streets bordered by fences, especially the ones located far from
underground stations or from public functions, hosted very few passers-by.
Discussion
If a strong identity, heterogeneity and versatility are key features of Kunitachi’s

streetscape, Pujiang Town is characterized by the absence of these qualities. The
space between xiaoqu appears rather problematic: from the point of view of
pedestrians, streets are too broad and buildings’ facades too fragmented, failing to
build a proper streetscape. Compactness, in fact, is a more decisive factor than
density, when aiming at fostering “life between xiaoqu”, since pedestrian movement
and commercial functions take place almost exclusively at the ground floor.Mixing
land-uses is probably the single most important factor contributing to the vitality and
liveability of Chinese streetscapes. Brackets of shops, when present, are always
designed along xiaoqu’s borders; it seems worthy to experiment with commercial
typologies inside compounds, injecting functions targeting the entire neighborhood,
such as sport facilities, health-care services, entertainment etc. This could help to
break the isolation and hermeticism of the compound archipelago by the mere fact
that people living elsewhere would have a reason to enter another compound other
than just shortening walking distances. Conversely, such particular functions could
also be used as elements to foster identity, distinguishing through specialization one
xiaoqu from the other. When planning and building is carried out quickly, without
participation “from the bottom”, the outcome is often not calibrated to the inhabitants’
real needs. In this respect, as shown by the appropriated plot of land beside Walmart,
temporary uses12 , especially related to agricultural purposes, should be recognized as
having manyfold beneficial effects. Within the compound archipelago some islands
stand out: they are shopping centers (Walmart, in this case), combining convenience
(numerous services, including a post-office) and entertainment. They represent the
emergence of a middle class lifestyle, when entire families enjoy going out spending
weekends shopping, since many attractions inside such commercial centers are
targeting children. The analysis confirmed that “commercialization is [...]
indispensable for the genealogy of [...] public spaces” (Hassenpflug 2010:32) and that
the private sector is destined to play an everincreasing role in this process. Even
though “the enclave should be understood as the typological success formula of
market-controlled urbanization” (Mars & Hornsby 2008:187), incidentally reflecting
the traditional Chinese preference of familiar and community relationships over civic
ones, this urban model is helping to exacerbate social segregation, unless it is
gradually transformed into a more inclusive model (abandoning gates, mixing land-
uses on a finer grain, favoring low-rise but high-density typologies etc.) once a
community gains self-confidence. Xiaoqu are useful as long as they provide an
anchoring point for newly-established neighborhoods, as in the case of new towns.
China’s central government has recognized the drawbacks of the compound
archipelago in its 2016 guidelines for urban planning and construction management,
where it calls for a gradual opening of compounds by building more access roads (新
华社 2016). These new regulations have unleashed a wave of discontent among
apartment owners, who do not want to trade their privacy and sense of security with
the public good.
Conclusions
On a theoretical level, liveability was defined, at the beginning of this paper, as being
I) a function of time and space, II) a project, III) a negotiation between individuals
and society.
I) If Daigaku-dōri in Kunitachi testifies the importance of inclusive public space and

civic engagement in order to strengthen the community at large and improve the
liveability of a whole town, the enclosed and, to a certain degree, exclusive spaces
within xiaoqu in Shanghai’s periphery can foster a sense of belonging and spark the
quest for identity in developing neighborhoods. Kunitachi and Pujiang Town have
clarified that different (de) urbanization stages and specific characteristics of Japanese
and Chinese society shape the notion of liveable streetscape and determine suitable
strategies to maintain and improve the quality of the built environment.
II) Both Kunitachi and Pujiang Town were founded as new towns following a top-
down approach. While Kunitachi’s identity has been shaped by its citizen’s actions,
which strengthened unique streetscape features and created a strong community,
inhabitants of Pujiang Town are just beginning to appropriate their streetscape. By
initiating informal activities and transforming the town’s built space they are
gradually creating a bottom-up project that fits their needs.
III) When Kunitachi was granted the status of Special Education and Culture District,
numerous businesses relating to entertainment (dance halls, hotels, pachinko parlors,
karaoke, brothels, etc.) were forced to close, sparking a controversy between business
owners and local inhabitants. Similarly, when the Chinese Government issued new
urban regulations in 2016 regarding the gradual opening-up of gated compounds to
solve congestion and environmental issues, many apartment owners reacted angrily to
what they perceived to be an attack against their privacy and property rights. These
two examples confirm that streetscape is a contested space: to a certain degree
individual rights have to be reasonably sacrificed for the greater good. This process
can be understood as a negotiation involving multifarious actors, ideally finding a
balance between top-down and bottom-up interventions.
On a methodological level, the case-studies have shown that quantitative and

qualitative methods of enquiry support each other. In fact, behavioural observations
were necessary to confirm or confute morphological mappings and quantitative
results, as in the striking difference between Space Syntax simulations and on-site
findings. This mismatch clearly demonstrated that people prefer to walk considerably
longer routes if options with higher-quality streetscape are offered. Moreover, the
analysis of Kunitachi outlined a linear, directional streetscape structure, composed of
boulevards, neat divisions between private and public space, and clear flow of
pedestrians. In Pujiang Town, on the other hand, the notion of streetscape acquired an
areal, non directional structure, given the fact that the space inside xiaoqu is shared or
semi-private, in accordance with historical Chinese spatial paradigms.
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Data Presentation and Analysis

Table 2
(Barangay Land Area)
Barangay Land Area %

Urban
Poblacion East 63.84 0.01
Poblacion West 58.27 0.01
Bantog 586.52 0.09
Subtotal 1675.45 0.25
Rural
Ariston East 185.75 0.03
Ariston West 306.87 0.05
Baro 101.59 0.02
Bobonan 180.98 0.03
Cabalitian 216.49 0.03
Calepaan 238.53 0.04
Carosucan Norte 773.93 0.11
Carosucan Sur 513.90 0.08
Coldit 190.06 0.03
Dupac 445.42 0.07
Macalong 406.45 0.06
Palaris 139.99 0.02
Sanchez 160.43 0.02
San Vicente East 170.22 0.03
San Vicente West 291.52 0.04
Sobol 404.89 0.06
Toboy 357.27 0.05
Subtotal 5,084.27 0.75
Total 6,759.75 1.00
The
municipality of Asingan has 21 barangays with a total lond area of 6,759.75 hectares
constituting around 1.26 percent of Pangasinan's 526,8.l8 hectares. As shown in Table
2 about 5,084.27 hectares comprises the rural area and the rest, 1,675.48 hectores
comprises the urbon oreo. For the urbon oreo, Barangay Domanpot hos the largest
area with 996.84 hectares while Barangay Poblacion West has the smallest area with
58.27 hectares only. While for the rural area, Barangay Carsucan Norte has the
biggest area with 773.93 hectares ond Barangay Baro hos the smallest oreo with l0l .
59 hectores.
Table 3
(Existing General Land Use)
Land Area
Land Use % to total
Hectares %
Built-up 414.15 6.13
Residential 354.64 5.25
Commercial 2.69 0.04
Industrial 1.09 0.02
Institutional 52.27 0.77
Parks and Playground 3.46 0.05
Special Uses 8.91 0.13
Cemetery 8.21 0.12
MRF/Sanitary Landfill 0.70
Bodies of Water 68.98 1.02
Bodies of Water 27.86 0.41
Irrigation canals 41.12 0.61
Utilities/Trandsport/Services 100.18 1.48
Water 0.17 0.003
Roads and Bridges 100.01 1.48
Agricultural (Production/Protection) 6167.53 91.24
Protected 4038.00 59.74
Rain-fed 250.00 3.70
Vegetable & Corn 1157.00 17.12
Others 722.53 10.69
Most of the built-up areas can be found in the urban core barangays; however
the rural areas are fast catching up. Most developments are seen along all types of
roads be it national, Provincial, municipal, barangay, and even the so called farm-to-
market roads.
Built-up Areas
The built-up areas remain as mixed land use where residential, commercial,
institutional, industrial and other facilities occupies approximately 41 4.15 hectares or
6.,l3 percent of the total land area of the town, on increase of 142.91 hectares or 52.67
percent higher based on the 271.24 hectares of built-up area in 2000. lt is noteworthy
that it is only 12.06 hectares or 3.0 percent more than the 402.09 hectares
proposed built-up area in 2000. The built-up areas in Poblacion East and
Poblacion West, Bantog and those in Ariston West near its boundary with Bantog are
of grid pattern development where urban activities tend to expand in all directions.
Grid is made up of rectangular blocks defined by parallel and intersecting streets. It

provides accessibility to structure and as simple layouts. This practical to apply in
towns like Asingan that rest on a flat terrain. However, it create conflict of movement
due to numerous intersections and monotanous form.
Special Uses
The special uses have an area of 8.21 hectares or 0.12 percent of the total land
area.
Table 4
(Total population of Old houses based on its age)
Number of old houses based on its age
Street 0-25 26-50 50-100 Total
Asingan-villasis
road
Asingan
Urdaneta road
Asingan-san
manuel road
Asingan-sta.
Maria road
Asingan-
binalonan road
Age characteristics of the respondents in four roads corridors were very

diverse.
(Survey Questionnaire)
STREETSCAPE THROUGH BIOPHILICAL APPROACH:

A Proposed Streetscape of CBD in Asingan, Pangasinan
Name: (optional) Age: Gender:

Occupation: Educational Attainment:
DIRECTION: Please Supply the needed information by filling in the blanks and/ or
putting a check mark (/) on the spaces provided that corresponds to your answers.
1. Are you aware about the implications of nature to the psychological aspect of the
public?
Yes No
Strongly yes _____ Strongly no _____
2. Does more parking spaces important to lighten the traffic of Central Business
District?
Yes No
3. Do you think nature should highly be considered in designing a Streetscape of Central

Business District?
Yes No
4. Does the natural features of Streetscape can attract the public to walk?
Yes No
5. In your opinion, is it important in Central Business District to include shrubs, sun

shading, trees, and ground covers (grass) ?
Yes No

Streetscape of Central Business District in Asingan

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Streetscape of Central Business District in Asingan

This chapter presents the introduction of the research proposal. It inclusively

1.1 Backgrounf of the study

One of the major challenges faced in designing a good streetscape in a tropical

This thesis study sought to design the proposed Streetscape of Central

A society must have an effective road network to be more open, attractive to

1.3 Background of the study

Six interdependent “human dimensions” of greenways are identified in

1.4 Foreign Literature

Kerrisdale is a neighborhood on the western side of Vancouver. In its northern

Avenues usually along West 41st Avenue.

1.3 Local Literature

Quinta Market & Fishport at Quiapo

the American colonization of the Philippines on December 8, 1900, Lieutenant Lytle

1.4 Statement of the Problem

This study sought to design a proposed Urban Landscaping that

Specifically, this study answered the following specific problems:

1.4.1 What are the design implications of nature for public.

1.4.3 What are the architectural design considerations, guidelines and

1.5 Goals and Objectives

In general, the research study aimed to design a Streetscaping that

promotes eco-friendly pedestrians.

Specifically, the study attempted to achieve the following specific objectives:

1.5.1 To identify the implications of nature for people.

1.5.2 To know the perception of the public on the integration of the

1.5.3 To determine the architectural design considerations, guidelines and

1.6 Significance of the study

The output of this study will be beneficial to the following sectors:

1.6.1 TO THE PEOPLE

- This study will improve desirability of having a environmental friendly

- The public will be conversant on the importance and functions of nature

1.6.2 TO THE GOVERNMENT

- This study will be likewise helpful to the Municipality of Asingan to

attract the public to walk and to lessen the pollution.

1.6.3 TO THE FIELD OF ARCHITECTURE

- This study will serve as a basis on architectural researches that have a

1.7 Scope and Limitation

1.7.1 ARCHITECTURAL THESIS ARGUMENT

This study covered the importance of nature for public. In

1.7.2 ARCHITECTURAL DESIGN

This study focused on the design considerations, guidelines as

Terms and Definition

meaning compatibility with a person's assistive technology.

rural greenways, as for example the Monadnock-Sunapee Greenway, a

This research seeks to define the features of the changing streetscape

Research methodology uses a combination method between the field

Sampling method using the method of non-probability sampling

The approach to biophilic design is an innovative way to design places

The framework demonstrates that the building design should also be

A valuable urban image triggers a positive response to urban space by

In the study of urban planning, it is essential to observe the architectural

Central Business District Concept 1 - Diagonal Parking

Central Business District Concept 2 - Bike Lanes with Minimal Disturbance

Central Business District Concept 3 - Pedestrian Promenade

The objective of the third concept is maximum emphasis on pedestrians and

Research Flow Diagram

Step 3. Evaluate the data

- summarize the data gathered

General Design Criteria

Site Selection Criteria

The proponent of this study is the local government of Asingan, Pangasinan;

The respondents of this paper are the citizen of Asingan.

Factual Data Presentation

内敏之 (2012) 「くにたち大学町」の誕生, 立川市: けやき出版

新华社 (2016) 中共中央国务院关于进一步加强城市规划建设管理工作的若干意