NATIONAL UNIVERSITY

COLLEGE OF ARCHITECTURE

PLANNING 3
RESEARCH ON
SAMPALOC AREA OF
MANILA
SUBMITTED BY:
BATAO, Remiel Joseph
TECSON, Yosemite
UGALINO, Ralf Lourenz
ARC155

SUBMITTED TO:
AR. VOLTAIRE V. VITUG

DECEMBER 6, 2018

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TABLE OF CONTENTS

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 HISTORY OF MANILA

Manila is the Philippines' capital city since the start of the country's written history, the Spanish
Colonial times. Like the country itself, the city was enhanced by the different groups that set foot on
the city, giving it a multicultural flavor. Manila is originally the Asian Bastion of Catholicism, where all
Catholic Missions to the Asian Mainland originate but the intermigration of different cultures and
beliefs abolished Catholic monopoly in the city. Manila started as a Malay Kingdom called "Maynilad"
last ruled by Rajah Sulayman until Miguel Lopez de Legazpi invaded Maynilad and Established the
"Ever Loyal and Distinguished City of Manila" and he himself as the "Adelantado de Manila".

( - 1571) The Kingdom of Maynilad

The Kingdom of Maynilad is then the most revered empire in the whole of Luzon that time. Even Rajahs
and Datus in the nearby Islands paid tribute to it. The kingdom was a thriving trade center of that time.
The word 'maynilad' in old Tagalog literally means "There is a nilad there." the nilad is a flowery plant
that reputedly grows in the Pasig River. Adjacent to the Kingdom is another Kingdom, the Kingdom of
Tondo, which is the Kapampangan kingdom north of Pasig ruled lastly by Lakandula.
As the expedition of Legazpi invaded the Visayan Islands, they heard information of a place of wealth
in the north (pertaining to Luzon) called Maynilad and Tondo so he sent his aide Martin de Goiti to the
northern island where he met unwelcome greeting from the Kingdom. Upon returning to the Panay
Island, Legazpi personally commanded the invasion of Maynilad along with some Visayan Natives.

Legazpi fought the resistance force of Lakandula and Rajah Sulayman. The Kings were defeated and
were asked to accept the sovereignty of the Spanish Crown in exchange for some conditions. Legazpi
then founded the City and restored the freedom of the two kings until he died. He founded the city
on June 24, 1571 with the name "Distugished and Ever Loyal City of Manila."

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(1571 - 1898) The Imperial City of Manila

Manila was built in the ruins of the Kingdom of Maynilad. Only Spanish along with the servants are
allowed in the city premises and the gates are closed at sunset. Inside the walls is the University of
Santo Tomas, the Ayuntamiento, the Palacio del Gobernador, the Manila Cathedral and so others.

The city was administered from Mexico and it run the Manila Galleon Trade from the 16th century to
the 19th century. The Manila Galleon trade was a trading exchange between Asia, the Americas and
Europe. The galleon runs from Acapulco in Mexico to Manila in Filipinas. The galleon goes from
Acapulco bringing it American and European products to Manila where the Chinese Junks go and
exchange their products with the Western ones in exchange for gold or silver. During this time, Maize
or corn was first introduced to China by Manila, thereby augmenting the food supply to the
mushrooming Chinese Population. At 1815, at the near collapse of the Spanish Economy, the Manila
Galleon was abolished. When South America got its independence from the Spanish, Spain eventually
directly ruled the Archipelago. They opened the ports of the colony to international trade in 1834
where the economy grew rapidly, heralding the rise of the middle class who would go on to peacefully
press equality with the Spanish, because of the increase in economic activity, Manila's urban area
increased beyond the walls, now including Santa Cruz, Ermita, Paco, Binondo, Pandacan and Malate
(Sampaloc and Tondo was separate provinces then.). Together they constitute the arrabales (or
suburbs).

The First Nationalist revolution didn't start from here. The First Philippine Republic by Emilio Aguinaldo
temporarily ended Manila's status as the Capital City, where they declared the Town of Malolos in
Bulacan the Capital of the Country.

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(1898 - 1946) The City of Manila

The Spanish - American War was ignited by the sinking of USS Maine in the Havana Coast in 1898.
The Americans attacked Spanish Territories, including the Philippines. In a tale of being a double
agent, the Americans offered Emilio Aguinaldo help in totally repulsing the Spanish in Manila and
also offered Spanish a graceful exit from the colony in exchange for the territories. On May 1, 1898,
the Americans attacked the now obsolete Spanish Armada in Manila Bay, marking the defeat of the
Spanish, after the battle was ended, the Americans didn't allow Filipinos to the city.

On December 10, 1898, the now depleted power Spain ceded its remaining territories to the
Americans in exchange for $10million. The Americans now from allies to conquerors invaded the
country. Now, the Americans reconfigured the whole country for their administration. Now, they
made the City of Manila from the old Imperial City which was called Intramuros, the Arrabales, Tondo
and Sampaloc.

For the development of the city, they commisioned Architect Daniel Burnham to plan the city of
Manila (and similarly the Baguio City). The plan was made, but the second world war destroyed the
Burnham Plan, only the Manila City Hall and Dewey Boulevard (now Roxas Boulevard) were some of
the remnants of the Burnham Plan. This would leave the post-war plan to the Filipinos themselves.

The Pre-War Manila was largely a beautiful city they say. The city was developed along American
Model, and has the first train line, first airlines, first telephone lines, cleanest city and the second main
city in Asia after Tokyo in Japan. There was no Bangkok, Kuala Lumpur, Jakarta and Singapore that
time, Manila was the envy of Southeast Asia that time. Even Tokyo itself marveled at Manila and in
one of Zaide's books the citizens even hired Japanese that time as servants.

The World War II definitely destroyed Manila, despite being an Open City after the Pearl Harbor
Bombing, the Japanese still bombed the city, but the leaders Quezon and Osmeña retreated to
Corregidor. The Battle of Manila in 1945 wholly destroyed the old charm of the city, in this battle, the
Japanese slaughtered at least 100,000 helpless Manileños.

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(1946 - 1975) After 300 years in Catholic Convent and 50 Years in Hollywood, Manila is still the City
of Manila

The Philippines finally got its independence on July 4, 1946 with Manuel Roxas and Elpidio Quirino as
the President and Vice President respectively in Luneta. Manila is not the Capital City anymore but is
Quezon City, a capital city planned by Quezon to be like the Washington, D.C., but Manila Serves still
as the Cultural Center for the Country. After the pains of post-war rehabilitation, Manila reclaimed its
throne as the best cities in Asia and even the world thanks to the clean and colorful 10 year
administration of Mayor Arsenio H. Lacson who along with successor Antonio Villegas, built a city
university, zoological park, city hospital and an underpass in busy Quiapo, which was a first in the
country for that time. Until the formation of the bigger Metro Manila, the City remained the center of
business for the country, while Quezon City is the center of Government. The city, like the country
itself experienced a relatively healthy growth upon peaceful transistions of leadership until President
Marcos declared Martial Law in 1972. President Marcos amalgated the city of Manila, along with the
municipalities of Makati, Mandaluyong, Marikina, San Juan Del Monte, Navotas, Taguig, Paranaque,
Multinlupa, Quezon City, Pateros, Kalookan, Pasay, Pasig, Las Piñas, Malabon and Valenzuela to be the
components of Metropolitan Manila or Metro Manila and Function as the capital of the country. He
also appointed Imelda Marcos as the governor.

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(1975 - present) Metropolitan Manila

Marcos foresaw the overpopulation of Manila so he expanded it to become Metro Manila. He and
his planners planned the Metropolitan city, distributed government offices to different
municipalities and planned for the Metropolitan Manila Railway System to ease traffic, road
networks of Metropolis.

Even after the fall of Marcos, Metro Manila still is the capital of the country but now, the business
districts now are distbuted from each component. the current population was ten million double the
population limit when Marcos planned the Metropolis.

As of this writing, only Pateros remained at Municipal level though landlocked by bigger urban jungles,
Makati and Taguig. Its economy still mainly agricultural with eggs (balut) as its main produce. The area
controls more than 40 per cent of the Philippine Economy and still houses the headquarters of many
transnational companies operating in the country. The old Metropolis faces intense competition from
the other fast rising cities of the south, Metro Cebu and Metro Davao.

Many of Manila's physical and social problems may be traced to past as well as contemporary forces.
Efforts to deal with them began early, with King Philip II’s 16th century ordinance on town planning in
the Spanish. colonies. But subsequent programs, oblivious of historical experience, have tended
merely to rework old approaches. Hoping nonetheless to glean instructive guide» [rom the past for
grappling with present-day urban problems.

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 HISTORY OF Sampaloc area
"Sampaloc" or "Sampalok" is the native Tagalog word for the tamarind fruit. The place was likely
named after it due to tamarind trees that may have been rampant in the area.

Sampaloc, Manila is the area where American colonial troops and the Filipino revolutionaries fought
at the turn of the 20th Century. Filipinos accused Americans of shooting a Filipino soldier, and likewise
returned fire. A historical marker which had stood on the San Juan Bridge was ordered moved to Santa
Mesa in 2003 after studies by Dr. Benito Legarda concluded that the shot was fired somewhere
between Blockhouse 7 (within the city limits of Manila) and Barrio Santol (now a part of Sampaloc) on
the connecting road that is now Sosiego Street.

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 Case studies
Case Study #1: Manila: Future Habitations

Harvard University has deployed graduate students to help fix urban planning in Metro Manila.

For their "Manila: Future Habitations" course, the Harvard University Graduate School of Design (GSD)
has sent around 30 students studying architecture and planning to the Philippines' capital for a
"student lab."

From late January to early February, they visited the following sites for their research:

• Baseco Compound
• Manila Port Area
• Pasig River edges
• Intramuros

According to Harvard GSD dean Mohsen Mostafavi, the course was designed so that the output of the
students may be used by the capital's local government and even the national government.

"Our role in the investigation was not to create a totally alien vision or plan but to simply engage
through participation through the creative role of design to see if the concept of development of the
city can be transformed and modified," Mostafavi said in his keynote speech during a forum on the
course on Tuesday, February 6.

Mostafavi added they chose the above areas because they have "very different conditions" that
require different "alternatives."

The Manila Port Area, for one, has the problem of rising sea levels, while the Baseco Compound
struggles to keep their improvised homes standing.

"In a way, Manila is also an extreme condition. You are dealing with conditions of extreme growth,
extreme temperature, you have extreme population you have extreme transportation, you have
density. This condition of extreme can be bases for a number of investigations that [may result] in very
interesting solutions," Mostafavi added.

This is not the first time that the Harvard GSD has conducted a student lab for a course. They have
previously sent students to Kuala Lumpur, Macau, and Xiamen for the same purpose.

The students are set to leave for the United States on February 10 and will present their findings back
in the Philippines in September 2018.

Below is a breakdown of their course, from which they will base their projects:

Site One: Manila Bay – Baseco Compound

▪ Spontaneous Settlements
▪ Sea Level Rise
▪ A New Dwelling Typology
▪ Strategies for Material ReUse and Housing Typologies

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Site Two: Port Area

▪ Redefining and Access to the Waterfront Edge

▪ Resiliency and Sea Level Rise
▪ Establishing a New Neighborhood Typology
▪ Redefining a Middle Income/Worker Housing Opportunity
▪ Urban Connectivity between Isolated Communities

Site Three: Pasig River Edges and Intramuros

▪ Re-engaging the River Through Settlement and Sustainability

▪ Reclaiming the Historic Core
▪ Establishing a New City Center

Case Study #2: Manila: Future Habitations, Harvard design professor asks: Don't Metro Manila
commuters know they deserve better?

This is the resonating message of Harvard University Graduate School of Design (GSD) professor Špela
Videčnik in the Manila: Future Habitations forum on Tuesday, February 6.

For her speech, she recounted what she saw in her commute from the airport when they arrived from
the United States.

"A lot of people queuing to get to the public transport, the queue was enormous, wearing masks on
motorbikes and all the traffic for me was really a question: How can these people don't know they
deserve something really better?" asked Videčnik at the Ayuntamiento de Manila marble room, full of
people which reacted with applause to her question.

"For me, coming from Europe, in my city I bike to my work and my small little kids go to school walking,
it was really a question for me, we were stuck for 2 hours for 5 kilometers," she said, triggering
laughter from the audience.

Videčnik is visiting Metro Manila with some 30 students of Harvard GSD for their student lab. They
have stayed in the Philippines' capital region for one and a half weeks already, conducting field work
for projects that would aid urban planning.

She said her stay has really made her realize that urban planners need to ask harder questions to make
urban living better, just like how they can form public spaces given that green spaces are locked by
gated communities.

Despite the saddening state of infrastructure, she said she found beauty in Filipinos who worked hard
in the city.

She provided the example of Filipinos who built their own homes in the slums.

"But looking out, you see a beauty, beauty in this architecture made not by architects (but by) how
the people found materials and recycled to make their homes full of colors, and the proportions are
in a way beautiful," Videčnik said.

"You see all the colors and diversity of people and somehow the faces in the streets seem smiling and
happy, and this charm is something that makes this city have its own identity," she added.

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Case Study #3: New Urban Planning Strategies for the Philippines

The Philippines ranks among the most rapidly urbanising countries in the world. Currently, more than
60 per cent of its population lives in cities and this figure is expected to rise to 70 per cent by 2020.

While such rapid urbanisation creates new economic opportunities for cities and their residents, it is
also characterised by rising poverty, housing constraints, environmental degradation and
unemployment.

There is immense pressure on Local Government Units (LGUs), who often lack the institutional and
technical capacity to adopt a sustainable and strategic urban planning approach.

For more than a decade, the Cities Alliance has supported the Philippines’ City Development
Strategy programme in three phases, in partnership with the League of Cities of the Philippines (LCP).

Helping Cities Help Themselves

City of San Fernando, La Union: Botanical Garden City, a Healthy City, and a Springboard for Regional
Progress
Iliolo City: The Growth Centre for Sustainable Business, Industry, Tourism, Social and Human
Development...

These are just two of 63 vision statements formulated and implemented by as many cities across the
Philippines as part of a strategic approach to urban planning and management, the City Development
Strategy (CDS). In 1998, CDS 1: Preparatory Activities for the Expansion of CDS Programme in the
Philippines was piloted in seven cities across the Philippines.

Three years later, 31 new cities joined phase 2 of the programme, the CDS 2: Upscaling Poverty-
Focused CDS in the Philippines. By 2006, another 15 cities took part in phase 3, CDS 3: An Enabling
Platform for Good Governance and Improving ServiceDelivery.

Today, the CDS is widely recognised as one of the most effective tools for strategic urban planning in
the Philippines. Its flexible nature allows each city to identify unique challenges and development
opportunities. Every city has its own long-term vision statement and a concrete plan of action against
which progress is closely monitored. At every stage, stakeholders (including civil society, businesses,
academia, local government officials and city residents) interact and exchange information and
knowledge, making the CDS a truly participatory process.

Beyond the Halfway Mark – and Counting

Across the Philippines, response to the CDS has been extraordinary. To date, more than half of its
cities have voluntarily participated in the programme , and the demand continues. Few countries in
the world have seen such a high rate of participation in the CDS as the Philippines.

This enthusiasm arises from the potential benefits associated with the programme. For instance,
participating cities are seen as attractive financial destinations by international donor agencies and
private investors.

Also, CDS cities are encouraged to be efficient and resourceful in fundraising and allocation. This is
critical since funding for the CDS in the Philippines is thinly distributed among a large number of cities.

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The fiscal prudence of CDS cities has other advantages as well. Congressman Mel Sarmiento, a former
Mayor of Calbayog City, explains: “CDS cities stand out in terms of their design and programmes. The
transformation, but more importantly the institutionalisation of this transformation, is evidenced by
the fact that CDS cities are those who are often recognised by award-giving bodies like the Galing Pook
Award and National Competitiveness Council.”

The CDS programme has also led to knowledge sharing through online platforms, workshops, city-to-
city tours and other activities for city mayors and staff. For instance, based on information gathered
from other CDS cities, Iliolo City implemented a house-numbering system which was not initially part
of its CDS.

Mary Jane Ortega, former Mayor of City of San Fernando, La Union says, “While CDS taught cities to
compete it also taught us to share. This sharing tightened the bond between cities.” Ortega also
highlights that this knowledge sharing has led to a replication of the CDS programme beyond the city
level. She says, “Our city shared the CDS process at the barangay (village) and municipality level in our
province.” This replication has occurred in other provinces as well.

Lessons Learned from the CDS Success Story

The scale at which the CDS programme operates in the Philippines is a testimony to its success. From
the outset, the active participation and commitment of mayors and city officials have proved critical.
Constant efforts are required to ensure their continued support. In particular, new mayors must be
engaged and oriented with the CDS so that political support for it continues despite regime change.

Led by mayors who serve as ‘champions’, many cities in the Philippines have locally institutionalised
the programme to an extent that it works harmoniously with existing planning frameworks such as
the Comprehensive Development Plan (CDP) and Comprehensive Land Use Plan (CLUP). However, the
CDS has not yet been incorporated in national policy-making. This must be addressed in order for the
CDS projects to be aligned with the development priorities of both, city and country.

Finally, CDS cities in the Philippines can benefit from robust mechanisms to monitor socio-economic
progress as a result of the programme. This has implications for project monitoring and evaluation
and contributes to the ability of the Cities Alliance and LCP’ to identify and support CDS cities which
need further attention.

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 Sampaloc area data
The population development in Sampaloc as well as related information and services.

SAMPALOC POPULATION CHART LEGEND SAMPALOC POPULATION CHART

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 SITE ANALYSIS

• SOLAR ORIENTATION
o In early spring, manila has the most sunshine.
o For most of the year, manila experiences hazy conditions, causing an increase in
humidity throughout the rest of the year.
• WIND ORIENTATION
o Largely coming from the east
o Wind speeds average 10-30 km/hr and average temperature ranges between 25-
35ºc.
o In the summer and early fall, winds may come from the west with less intensity.
• CLIMATE CONDITIONS
o The tropical climate is characterized by a wet season that lasts from June to November
o Dry season lasting from December to May.
o High humidity and thunderstorms are common in July, August, and September.
o When more rain is received than in other months and wind direction changes from
east to west.

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15
 PROBLEMS CONSIDERED
• Urban sprawl
• Individual control or small parcels of land
• Unique environmental site
• Pedestrian priority
• PWD Accessibility
• Safety and security
• Landscape and greeneries
• Visual obstructions
• Flooding
• Garbage disposal
• Systematic PUV stops

PROPOSED SOLUTIONS
Case Study for Solutions #1: Walkability and Connectivity: Enhancing the pedestrian travel
environment for healthier communities

Walking is the most economical and healthy way to get around in one’s environment. However, our
built environment has developed into a form mostly dependent on motorized vehicles and left behind
the pedestrian experience. Litman defines walkability as “the quality of walking conditions, including
safety, comfort, and convenience” (2003, 3) whereas Speck also includes “interesting” and “useful”
conditions as necessary (2012, 11). To resolve the barriers and challenges against walkable
environments, researchers and organizations such as Smart Growth America, the National Complete
Streets Coalition (2015) and Center for Applied Transect Studies (2009) have been developing ways to
improve the built environment to address more walkable conditions including sharing the public right-
of-way with other travel modes. When looking at walkability, there are several variables that different
disciplines and fields emphasize based on their special interest, such as overall health (health field),
safety (transportation field), and amenities and use (design and planning fields). Ultimately, in order
for the built environment to be walkable, it needs to be inclusive, inviting, interesting and safe so that
pedestrians can be engaged and continuously use the physical environment.

In order for people to truly experience and benefit from walking in a walkable environment, starting
points and target destinations need to be continuously connected so a traveler can safely and
comfortably walk or bike to their destination without having to get on to the road and share it with
motor vehicles. Filling in the missing segments or gaps in a network can be an efficient and effective
way to enhance walkable environments. Properly designated travel paths and lanes for alternative
travel modes, such as bike lanes, along with sidewalks or crosswalks are additional considerations for
walkable environments. Speck (2012) asserts that urban fabrics, which include but are not limited to
streets, blocks and buildings, are important for walkable environments and should be more than safe
and pretty spaces. Therefore, both walkability and connectivity need to be addressed simultaneously
for pedestrians, bicyclists and even motorists to ensure a sound travel and social experience.

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Case Study for Solutions #2: Bus Stop Urban Design

The Bus Stop Urban Design Goals is a set of principles that should guide decisions when designing bus
stops. Each goal is supplemented with research and visual examples. The 7 goals are: safety, thermal
comfort, acoustic comfort, wind protection, visual comfort, accessibility, and integration.

Safety CPTED measures and accessible design reduce the risk for crime and accidents. Natural
surveillance through design is preferred.

Thermal Comfort Thermal condition is the most important factor determining comfort. Passive and
active controls can be used to maintain a desired temperature range.

Acoustic Comfort Traffic noise negatively affects both riders and adjacent residents. Elements should
be arranged to best shield or absorb noise.

Wind Protection Wind can have both mechanical and thermal impacts on the bus rider. Wind should
be carefully mitigated as its cooling effects may be desired.

Visual Comfort Sufficient lighting should be provided for safety and to conduct productive activities at
a bus stop. Excessive light such as glare should be minimized.

Accessibility The bus stop should be easily accessible by all segments of the population, of all physical
abilities, and through all travel modes.

Integration Being nodes within neighbourhoods, bus stops should cater to the needs of their
surroundings and reflect the identity of the community.

The Bus Stop Urban Design Techniques are a set of parameters for the design of many aspects of a
bus stop in hope of achieving the goals set out in the previous section. Each goal is supplemented with
research and precedents. The 9 techniques address: lighting, seating, cover, amenities, information,
vegetation, traffic management, pedestrian infrastructure, and bicycle infrastructure.

Lighting Even, white light with minimal shadows provides the best environment for activities and
enhances safety. Pedestrian scale lighting adds to the character of the location

Seating and Surfaces Adequate seating with a variety of microclimatic conditions is important for
comfort and allows riders to adapt to their preferences. Special paving can denote pedestrian
prio0rity.

Cover Cover provides primary weather protection from precipitation and excessive solar exposure.
Where possible, cover may be achieved by adjacent awnings or vegetation.

Amenities Amenities such as public art, drinking fountains, and waste bins not only improve the
experience of the bus user, but they also benefit the immediate neighbourhood.

Information Transit information provided at a stop can greatly reduce rider anxiety in waiting. Extra
space may be dedicated to displaying community information if the stop is in a high traffic area.

Vegetation Vegetation can manage the microclimate of a stop by providing shade, cover, and wind
blocks. It can also be used to enhance the aesthetics of the location.

Traffic Management Traffic management techniques focus on reducing vehicular speeds around bus
stops and making biking and walking in the area safer and more pleasant.

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 Pedestrian Infrastructure The pedestrian network around a stop is an extension of the transit line.
Therefore, it is important to have high quality walking environments to attract new riders.

Bicycle Infrastructure Many residents would bike to bus stops if it were more convenient. To
encourage such behaviour, adequate bike paths and bike parking must be provided.

Case Study for Solutions #2: Sustainable Transportation

Transport has a major impact on the spatial and economic development of cities and regions. The
attractiveness of particular locations depends in part on the relative accessibility, and this in turn
depends on the quality and quantity of the transport infrastructure.

The concept of sustainable transportation promotes a balance between transportation’s economic

and social benefits and the need to protect the environment.

In further articulating this idea, the Center for Sustainable Transportation has defined a sustainable
transportation system as one that:

• Allows individuals and societies to meet their access needs safely and in a manner consistent with
human and ecosystem health, and with equity within and between generations.
• Is affordable operates efficiently, offers a choice of transport mode, and supports a vibrant
economy.
• Limits emissions and waste within the planet’s ability to absorb them minimizes consumption of
non-renewable resources, limits consumption of renewable resources to the sustainable yield level
reuses and recycles its components and minimizes the use of land and the production of noise.
Depending on modern-technology we can convert current polluting transportation into an
environmentally friendly one.

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 references
http://www.philippine-history.org/picture-old-manila30.htm

https://www.slideshare.net/MarielSanchez11/urban-re-planning-of-sampaloc-district

http://lynchlibrary.pssc.org.ph:8081/bitstream/handle/0/4071/07_Planning%20and%20Developme
nt%20of%20Prewar%20Manila.pdf?sequence=1&isAllowed=y

http://theurbanhistorian.blogspot.com/2010/01/manila.html

https://www.revolvy.com/page/Sampaloc%2C-Manila

https://www.rappler.com/nation/195388-harvard-design-metro-manila-commuters-deserve-better

https://www.rappler.com/nation/195416-harvard-design-school-students-manila-urban-planning

http://www.ierek.com/news/index.php/2017/01/17/urban-planning-definition-problems-and-
solutions/

http://www.citiesalliance.org/node/2909

http://www.gsd.harvard.edu/course/manila-future-habitations-spring-2018/

https://www.citypopulation.de/php/philippines-manilacity-admin.php?adm1id=133906

https://prezi.com/djdhbedyvilu/sampaloc-analysis/

https://cedik.ca.uky.edu/files/final_koo_walkability_pub_one.pdf

https://pics.uvic.ca/sites/default/files/uploads/publications/Zhang_Thesis.pdf

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