CAGAYAN REGIONAL CENTER

STREETSCAPING (TUGUEGARAO CITY)

A Thesis Book Presented to the Faculty of

School of Engineering, Architecture and Interior Design and
Information Technology

University of Saint Louis, Tuguegarao City, Cagayan

In Partial Fulfillment of the Requirement for the Academic

Degree of
Bachelor of Science in Architecture

By:
REYES, FRANCES VENICE
TUGADE, PRINCESS KATE
MATHIS, KURT GLEN
Bs-Architecture 05

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A. THE PROBLEM AND THE SETTING
a. BACKGROUND OF THE STUDY

Every urban street is a unique and evolving organism, and every city has
streets across a broad spectrum of contexts. Designing for great streets
requires clever and careful balancing of the many demands and activities
throughout the day. Streets energize social and economic life. They provide
spaces for physical activity. They can be our front yards and living rooms, our
parks or nightlife destinations, and our essential circulatory system. Streets
must provide at every scale for the many people walking, cycling, riding
collective transport, driving, making deliveries, selling goods, or simply
stopping to take a breath. Above all else, streets are places for people, and a
city cannot work without human-centered streets.

Streetscapes gives a city cultural identity and guides the perception of a city to
improve the overall look and atmosphere of a publicly used area.
They speak of the history of the city and convey the aspirations of what is to
come. The streetscape sets the stage for the community to experience a better
life on streets.

The City of Tuguegarao is the educational and regional center of Cagayan

Valley Region. It is distinctively the most populous city and the most populated
place in the entire region with at least 150, 000 populations with estimated foot
traffic of at least 500,000 to 1,000,000 people a day, according to a data from
local news reporter Cagayano Vines (2017). Due to continued growth, daytime
population in the city has increased with primary reasons for commuting for
commerce, work and notably education due to the city’s being known for having
several institutions. Over the years, Tugueagarao evolved, expanded and
grew, so did its transportation network to keep up with the growing demands of
people for ease of access to reliable methods and transit.

The regional center of Cagayan is the main focus of the streetscaping.

Beutification of this part gives an identity to Tuguegarao which is the capitol
and the municipal hall is located.

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b. STATEMENT OF THE PROBLEM
Major Problem
Tuguegarao City is the only city in the Philippines that have their own Regional
Center, therefore this part of Cagayan is one most visited place in tuguegrao
because of the government offices located here. The problem in this place has
no identity and character that can make people recognize and known by its
streetscape. Other problem is that even when there are trees existing in the
area, it’s not enough to provide shadings to minimize the heat especially on
summer. Also, the streets are lacking in lighting fixtures which is very
dangerous at night and pedestrians safety is needed especially on the
afternoon when the rush hour occur. The number of people increase in this
time. Office workers, students and other common people coming from or out in
the near hospital are rushing. The streets design is insufficient to cater the
needs of people and to orient them in a way that it makes the place more
organize. Pedestrian-priority spaces play a prominent role in shaping a
walkable, accessible, and enjoyable city.

Research Questions
 What are the best practices for Urban Streetscape design is applicable the
area?
 What public spaces enhancement and amenities should be used to contribute
to the overall social benefits of the end users?
 What solution to be used for minimizing the heat in the areas where most
people are staying?
 What factors of planning that can give identity to regional center of Cagayan ?

c. ARCHITECTURAL THESIS GOALS/ OBJECTIVE

The goal of the study is to propose a Streetscape design for Regional Center
of Region II in Tuguegarao City that will make the city a walkable community
also the beautification of it will give pedestrians a better street to walk through.
A design that can cover the safety and comfort of the people, either pedestrians
or drivers. This proposed study must be able to give a character identity in the
area and providing attractive environments that support local businesses.

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OBJECTIVES

1. To give Cagayan regional center the image and character that will make every
cagayano identity be known though landscaping and streetscaping design.
2. To create a network of diverse and multi-functional public spaces that can
strengthen the bonds of people in the community.

d. SCOPE AND LIMITATION

Situational Analysis
-The highway has no adequate streetlights that may cause accidents during
nighttime.
-rush hours causing traffics because o inappropriate parking discipline
especially in the CVMC area.

Environmental Assessment:
- Not enough trees along cvmc which is the most populous part of the area.
- Lacking of green areas which can help to minimize heat during summer.
-
e. PURPOSE/RELEVANCE/SIGNIFICANCE OF THE STUDY
To make a difference on how people experience a life on a well designed
community by starting on our very own Regional Center emphasizing identity
through streetscape design. Creating an identity in place is not an easy task
but in this starting point Tuguegarao City in the future will follow.

f. ASSUMPTIONS
The study of the Regional Center Streetscape shall give the city its own identity
in which people from Cagayan can be proud of. The streetscape shall have the
capacity to provide safe and comfort for the people using every day. Their
everyday lifestyle will be change slowly by promoting walkable community and
maintaining the place with a proper discipline on streets. The study on
Streetscape Design will also help to apply the relevance of having more trees
in the area which can give shades and minimizing the heat.

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 g. DEFINITION OF TERMS

ACCESSIBILITY- which is the process of creating products that are usable by people
with the widest possible range of abilities, operating within the widest possible range
of situations. This is about making things accessible to all people.

BICYCLE FRIENDLY- The level of bicycle-friendliness of an environment can be

influenced by many factors resulting from town planning and cycling infrastructure
decisions.

CENTRAL BUSINESS DISTRICT - It also called as a DOWNTOWN is the commercial

and business center of a city. A central area of a city in which focuses on business
activities takes place. The heart of an urban area, usually located at the meeting point
of the city's transport systems, containing a high percentage of shops and offices.

CHARACTER IN PLACE – Character of a place refers to the physical and human

geographic characteristics that distinguish a particular place.

ECO FRIENDLY- one of the architectural theme that helps in development that
sustains environment through preservation of natural resources.

PLACE IDENTITY – Place identity or place-based identity refers to a cluster of ideas

about place and identity in the fields of geography, urban planning, urban
design, landscape architecture, environmental psychology, ecocriticism and urban
sociology/ecological sociology. Place identity is sometimes called urban
character, neighbourhood character or local character.

GREENWAYS. Greenways are used in the design of the streets development of the
city for the interconnectivity of green spaces, facilities, and other features of the site.

PEDESTRIAN TRAFFIC- traffic that cause by those whose travelling by foot.

PERMEABILITY- one of the design elements that describes the circulations or

movement of people and vehicle in different directions.

STREET - A street is the basic unit of urban space through which people experience
a city. It is often misconceived as the two dimensional surface that vehicles drive on
when moving from one place to another. Streets are, in fact, multidimensional spaces
consisting of many surfaces and structures.

STREETSCAPE- this is the term used to describe the natural and built fabric of the
street, and defined as the design quality of the street and its visual effect. The visual

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elements of a street, including the road, adjoining buildings, sidewalks, street furniture,
trees and open spaces, etc., that combine to form the street's character.

SUSTAINABLE ARCHITECTURE - This is an application to the development in terms

of natural lighting, passive cooling, landscaping, area conservation, water
management and use of local materials efficiently and the reduction of waste, pollution
and environmental damage within the development.

SUSTAINABLE - the process of people maintaining change in

a balanced environment, in which the utilization of resources, the direction of
investments, the orientation of technological development and institutional change are
all in harmony and enhance both current and future potential to meet human needs.
SHOULDER (ROAD) - A shoulder, or hard shoulder[1] is an emergency stopping
lane by the verge of a road or motorway, on the right in countries which drive on the
right, or on the left side in India, Japan, the UK, Australia, and other left-side driving
countries. Many wider US and Swedish freeways have shoulders on both sides of
each directional carriageway, in the median as well as at the outer edges of the road,
for additional safety.

STREET CARRIAGEWAY- This is a carriageway or roadway consists of a width

of road on which a vehicle is not restricted by any physical barriers or separation to
move laterally.

SIDEWALKS- That is also known as the footpath or footway, is a path along the side
of a road. A sidewalk may accommodate moderate changes in grade and is normally
separated from the vehicular section by a curb.

STREETSCAPING- It can include changes to the road cross section, traffic

management, sidewalk conditions, landscaping (particularly tree cover), street
furniture (utility poles, benches, garbage cans, etc.), building fronts, and materials
specifications. It also involves improving signage (AIGA 2005; Muhlhausen 2005)

TRAFFIC CONGESTION- condition on transport that is characterized by slower speed

and longer travel time.

TROPICAL REGION- a place where their climate has only two seasons. Summer and
wet seasons.

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 h. BIBLIOGRAPHY

(n.d.). Retrieved from

https://www.academia.edu/26112332/Study_on_the_Cognitive_Patterns_of_
Complexity_in_the_Visual_Composition_of_Streetscapes_in_Algeria_and_Ja
pan?auto=download.
(n.d.).
CASE STUDIES OF SELECTED STREETS IN CHENNAI. (n.d.). Retrieved from
https://shodhganga.inflibnet.ac.in/bitstream/10603/9573/54/12_chapter%204.
pdf.
DECODING ADVANCED STREETSCAPES: CASE STUDY OF DELHI. (n.d.).
Retrieved from
https://www.academia.edu/36860153/Decoding_Advanced_Streetscapes_Ca
se_Study_of_Delhi.
Zhang, Y. (JULY 2013). URBAN STREET DESIGN IN MODERN CHINA.

B. REVIEW OF RELATED LITERATURE

Rethinking the Street Space

According to Hawkes, Sheridan 2009, Streets aren't just for driving, and cities
are starting to realize it. Amber Hawkes and Georgia Sheridan explain why
street design matters and where we are today in terms of designing the "street
space." From this study on the urban streets, approaches on how various
places respond to the needs of their streets varied according to the physical
character of most likely existing streets. Influenced and affected by
urbanization, Street design has both positive and negative effects in aspects of
urban economies, our environment, psychology and our health. These urban
planners have assessed in this study the relevance of designing a street
manual contoured to the character of each places individually.

Designing Indian Streets as Social Public Spaces – Contextual design

and planning in Bangladore
In this study, Sneha Mandhan had presented a vivid difference of the road and
the street and its character, purpose, function and their physical attributes in
the urban development. Taking India as her reference study where their streets
constitute of a public realm where people congregate, celebrate and interact.
This case study serves as a reference on how streets should be analyzed and

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 approached to determine the proper treatment and design fitted to the need
and demand of the users.

Greening the City: Urban streets and verges

This Urban group lecture according to Ian Hingley, 2015, greening the streets
and the street curb are main concerns for the balanced development. He had
discussed about the designs on the materials appropriate and that were simply
used in streets, parking spaces, sidewalk that will allow and enhance the
integration of nature in street development. Where the end goal of urban
development should be the consideration of vegetation to emerge in all parts
of the street to preserve the atmosphere and even save in expenses in
construction of full slab sidewalks. Were the speaker which is both an urban
planner and a landscape architect had presented the relevance of balanced
development.

Cambrie Corridor Public Realm Plan

This book on the Public realm plan for Cambrie, City of Vancouver defines public
realm in different context. Where public realm design guidelines organized and
presented in four divisions are presented here in detail. Part of the four divisions is
street scaping that has technical guidelines on the design and treatment for a street
scape as a part of creating a public realm. Design elements for these projects are
provided in this study.

Global Street Design Guide

This guide which is created by the NACTO, the National Association of City
Transportation Officials (NACTO) which is composed of 68 Major North American
Cities and 11 transit agencies is a valuable reference in the design of streets. This
provides technical design guidelines in street design, street crossing and street
elements. As it is being created by forerunners of urban development that is focused
on balanced development, the Global street design guide which has undergone
rigorous study and experiments can be adapted as a guide for the design of this street
crossing. This provides an in-depth understanding of what is a street and how a street
is designed, used, its function to people, the vehicles, the nature and its unaccounted
relevance to economic development.

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 Influence of Urban Landscapes to Microclimatic Variances in a Tropical
City
The authors have discussed in this article the microclimate in a certain
particular urban space and presented an analytic study of the microclimate
built-up and how to address the issues. It is said that in this study, the growth
of urbanization and socio-economic activities has modified the urban climate.
They have justified the importance of landscape development in regulating the
microclimate of urban spaces.

 INTERNATIONAL LITERATURE

1. STUDY ON THE COGNITIVE PATTERNS OF COMPLEXITY IN THE VISUAL

COMPOSITION OF STREETSCAPES IN ALGERIA AND JAPAN

Source:
https://www.academia.edu/26112332/Study_on_the_Cognitive_Patterns_of_Comple
xity_in_the_Visual_Composition_of_Streetscapes_in_Algeria_and_Japan?auto=dow
nload

By Ahmed MANSOURI, Naoji MATSUMOTO, Ichiro AOKI, and Yuichiro SUGIYAMA

This research is a comparative study of the cognitive patterns of complexity in the

context of streetscape visual composition in Algeria and Japan. 80 visual arrays of
streetscapes in Algeria and Japan have been collected and then presented to 20
subjects from different cultural backgrounds in order to be categorized according to
their typology and degrees of complexity. The analysis has been structured according
to 3 phases:

1) the typological clustering phase using cluster analysis;

2) the lexicon-based clustering phase using Hayashi quantification method type III as
well as cluster analysis, which represents analysis oriented mainly towards the visual
arrays as physical data. Finally,

3) the cognitive patterns clustering phase using factor analysis and cluster analysis,
which is oriented towards subjects as Human data.

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The results showed that complexity, disorder, irregularity and disorganization are often
conflicting concepts in the urban context. Algerian daytime streetscapes seem to be
balanced, ordered and regular, and Japanese daytime streetscapes seem to be
unbalanced, regular and vivid. Variety, richness and irregularity seem to characterize
Algerian night streetscapes. Japanese night streetscapes seem to be more related to
balance, regularity, order and organization. The research could figure out 3 basic
factors, which are: 1) actors (man-made forms, human, etc.); 2) style; and 3) the
combination of materials/activity/actors. The number of actors in each visual array
reflects its degree of complexity. The higher the amount of actors the higher the degree
of complexity.

Keywords: Streetscape, Nightscape, Complexity, Visual Array, Affordance, Cognitive

Pattern.

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1. Introduction

Complexity is a concept that covers many aspects of the urban environment.

Nowadays, city dwellers deal with an increasing complexity ascending from the
smallest details to the whole urban scenery. The common question that emerges from

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this phenomenon is related to the origin of this complexity. This has been the subject
of many researches dealing with a variety of aspects of the built environment, from its
morphological aspects to its visual dimension. This research focuses on the
determination of the cognitive patterns related to the degrees of complexity within
series of different streetscapes from different physical environments in Algeria and
Japan.

2. Conceptual Background

According to Rapoport (1987), a street is a more or less narrow and linear urban space
lined by buildings, found in settlements and used for circulation and other activities. In
the street scale, sidewalks permit local interactions and create a complex order dealing
with the sensory overload and making the human nervous system stretched by the
built environment. This research is a preliminary study about the concept of complex
order within streetscape composition as a visual array. In environmental psychology,
complexity is related to the involvement component, which means: “How much there
is to see in a visual array?”, and to the concept of affordance that refers to what a
perceived scene has to offer as far as the perceiver is concerned (Kaplan, 1988). As
complexity emerges from the collective behavior of many interactive units, this
research considers a streetscape composition as a visual array within which many
classes, all composed of smaller sub-systems, exist in a continuous interaction. “Sky,
Ground, Buildings, Vegetation and Actors” could be identified as the 5 main classes
within a streetscape visual array.

3. The Research Problem and Strategy

The aim of this study is to explore the degree of complexity that a streetscape
composition can express and the evaluation of this complexity according to different
subjects (individuals) with different cultural backgrounds. The strategy behind this
study was structured throughout 3 general steps. First, collecting the visual arrays
(samples). Second, conducting the experiments (3 experiments were done in this
study). Third and finally, analyzing the results. The experimental and the analysis steps
were done in parallel, following the logic and the objectives of each experiment. The
Analysis step has been structured according to 3 phases. The first typological
clustering phase, using cluster analysis. The second lexicon-based clustering phase

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oriented towards the visual arrays as physical data (Samples) and using Hayashi
quantification method (type III) as well as cluster analysis.

3.1 Visual Arrays Collection

Because of research feasibility in terms of means and time limits, this research could
not cover a large number of cities in both Algeria and Japan. In order to avoid over-
simplification and generalization of the concepts that will issue from this research, the
authors based the collection of the samples (visual arrays) on the idea of selecting 2
cities from each country in which the collection will be done (Fig.3). Tokyo and Batna
were chosen because they offer many urban landscapes with aspects of modernity.
Kyoto and Al-Kantara were chosen as cities rich of traditional built environments. The
process of samples collection was based on the idea of taking two visual arrays of the
same streetscape, from the same shooting location, one in daytime and another one
in nighttime.

3.2 Experiments and Analysis

Twenty students from Nagoya Institute of Technology and Nagoya University agreed
to participate in this research experiments (Table.2). The strategy was to have 2
groups of subjects; the first group is composed of 10 Japanese students and the
second one is composed of 10 foreign students with different cultural backgrounds
(Kenya, Brazil, Germany, Pakistan, Indonesia and Morocco).

3.2.1 Typological Clustering

The first analysis phase was the typological classification of the samples using cluster
analysis (Ward method) in order to determine the typology of the samples that will be
analyzed. The 80 visual arrays were printed out in A4 paper format (CMYK color
format), then presented to 10 subjects (5 Japanese and 5 foreigners). They were
requested, one by one, to categorize the 80 samples into different groups according to
their physical and functional features (for example: residential streets, traditional
streets, etc.). The data collected from their different classifications helped in designing
a similarity matrix that connects all the samples together.

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3.2.2 Lexicon-based Clustering

This phase is concerned with the study of samples as physical items. Hayashi
Quantification Method (Type III) was applied in order to cluster these samples into
different groups according to a lexicon based on the concept of complexity and to
determine the characteristics of each typological group of samples (see typological
clustering). This lexicon included many corollary concepts with complexity, such as:
irregularity, heterogeneity, disorder, ambiguity, etc. The experiment was done
individually by the main author according to a two points scale scoring (1,0). All the 80
samples were evaluated, one by one, following the list of adjectives of this lexicon. The
results of the scoring served as a basis for the application of Hayashi Quantification
Method (Type III) and Cluster Analysis (Ward method) in order to classify all the
samples into groups according to their corresponding Complexity-based vocabulary.

3.2.3 Cognitive Patterns Clustering

The main aim of this phase was the study of the subjects (participants) and to figure
out the way they see complexity within the range of the collected samples. The results
of this experiment were collected into a large matrix that includes the scoring of the
samples from each subject. Factor Analysis focused on the human scoring (subjects))
was used in order to find out the factors that may reflect possible cognitive patterns
related to the estimation of complexity within the visual composition of the collected
streetscape.

4. Conclusion

Complexity is a multidimensional concept. Throughout this study, many results could

show that some concepts related to complexity, such as disorder, irregularity and
disorganization are often conflicting and contradictory. In many cases, order was
related to disorganization and complexity was related to regularity and organization.
Therefore, this study could notice that concepts, such as: variety, richness and
irregularity with some aspects of order and organization seem to be the major aspects
of Algerian night streetscapes. Japanese night streetscapes tend to be attractive,
balanced, regular, ordered and organized with some aspects of confusion and
ambiguity. Concepts like: balance, order, regularity and homogeneity seem to
characterize Algerian daytime streetscapes, whereas unbalance, regularity, vividness
and attractiveness seem to be the major characteristics of Japanese daytime

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streetscapes. As a factor, “Actors” seems to be a generator of complexity in
streetscape composition. It has other corollary factors such as Activity, reflected by
human and urban components. Vegetation, natural elements as well as building style
and materials represent also components that contribute in generating this complexity.
Research about complexity is a touchy subject because of its close dependence on
many different corollary concepts. This study tried to explore complexity in streetscape
composition through three methods of data clustering related to typology, lexicon and
cognitive patterns. The authors believe that the use of other methods, such as
semantic differential method, would open the boundaries of this research on other
perspectives. Therefore, exploring the geometric logic and the origins of this
complexity should be the aim of future researches about complexity and disorder in
streetscape composition.

References

Ashihara Y.: The Aesthetic Townscape, Translated by: Riggs L. E., Cambridge, The
MIT Press, 1983

Cullen G.: The Concise Townscape, London, The Architectural Press, 1973

Gifford R.: Environmental Psychology, Principles and Practice, Massachusetts, Allyn

& Bacon Inc., 1987

Holland J. H.: Emergence: From Chaos to Order, Massachusetts, Helix Books,

Addison-Wesley Publishing Company, 1998

Johnson S.: Emergence, the connected lives of ants, brains, cities, and software, New
York, Scribner, 2004

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 2. URBAN STREET DESIGN IN MODERN CHINA

By: Yi Zhang (July 2013)

Abstract

This thesis investigates and discusses the current design approaches and
development trends of urban streets in China. As the methodological focus, multiple
case studies and interviews are used to examine actual street design practice to
identify the development policy bias of local governments. Since the 1990s, the great
economic achievement in most Chinese cities has evoked significant growth in the
number of automobiles, as well as the increasingly serious problems of road casualties
and congestion. The traffic-engineering-based design approach which used to be
widely adopted and implemented in western countries has dominated the development
patterns of urban streets in modern China. The conventional paradigm exclusively
focuses on the traffic function in urban streets resulting in morphological changes to
the urban circulation environment and keeps on neglecting non-vehicular movement
and non-traffic needs. The automobile- dominated urban circulation environment has
had negative economic, social and public health impacts. Thus, a paradigm shift which
calls for a more inclusive design approach for urban streets which balances functions
of place and movement is urgently needed in China. To determine the challenges and
opportunities for the new paradigm, this research identifies the cultural, political and
technical factors for the traffic-centred design trends and the policy bias. Based on this,
policy recommendations and an agenda for revolutionary change for achieving better
design practice for urban streets in post-modern China are suggested.

PARADIGM SHIFT OF URBAN STREET DESIGN

Since the 1920s, the design of roads and streets has been strongly influenced by the
increasing use of automobiles. As a response to growing congestion and accidents,
traffic engineering had become the discipline that aimed to achieve traffic fluidity and
road safety. Street design was then rigidly regulated by engineering-dominated codes
and standards and universally adopted to safely integrate ever-increasing numbers of
motor vehicles into pre-existing urban forms. Over time, street design focused primarily
on motor vehicle movement, which resulted in “unsustainable land development
patterns, fewer transportation choices, increased noise, pollution and greenhouse

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gases, as well as a decline in social, civic, physical and economic activity on streets”
(New York City Department of Transportation, 2009:18).

RESEARCH AIM AND OBJECTIVES AND SIGNIFICANCE

The deteriorating pedestrian environment and the dysfunctional impact of highway

standards based primarily on the requirements of drivers and vehicle movement have
become an urgent issue in most modern Chinese cities. This research is timely and
important as very few studies have provided an overall picture or inclusive
considerations of the urban circulation environment in China (Zhou, 1993; Qiu, S.,
2006; Zhou & Zhu, 2007).

This research study aims to examine the contemporary design trends and
development approaches of urban streets in China, with a specific focus on real-world
design processes through standards, practices and outcomes. Under this overall aim,
four main objectives are proposed:

Objective 1: to develop a critical understanding of conventional design standards and

the new design trends of global urban streets.

Objective 2: to investigate the current street design trends in China by exploring and
identifying inconsistencies and discrepancies in design standards, practices and
outcomes.

Objective 3: to identify factors affecting current design trends and barriers to alternative
design practices within the Chinese political and technical conditions.

Objective 4: to make recommendations for decision makers to develop better practices

in street design to deliver sustainability policies.

Design of street cross-sections and plans

By comparing the present conditions of the sampled secondary roads with the
benchmarks of the design codes, the relevance of the design codes in practice can be
determined and described. Figures 8.27-29 and Tables 8.12-14 illustrate how the
street design variables of the sample streets in practice correspond to the related
design codes. Other than the relatively short total widths, it is difficult to identify the
similarities of practice for the sampled secondary roads in relation to the design codes.
Nevertheless, pavement parking or on-street parking is frequently seen in these

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streets. However, neither parking form is identified or regulated by the current design
standards and codes. All the sampled streets struggle to determine the ways to
accommodate both movement and parking demands in response to the increased
number of automobiles and the limited amount of urban space.

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19 | P a g e
CONCLUSIONS

By examining the design standards, practices and outcomes of urban street design in
modern China, this research revealed the unsustainable trajectory of current street
development and dominant impulses of design trends. It began with the power of traffic

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engineering convention in reshaping and restructuring cities and their circulation
environments around the world, followed by the emergence of alternative approaches
which challenged the conventional morphological model in western countries. Then
the research focus was transferred onto the current urban street design practices in
China. It involved reviews of empirical studies and debates, as well as an examination
of the street design standards and policy framework. Meanwhile, a multi-case study
research investigation was carried out on the actual design practice and outcomes of
urban streets in Chinese cities. By analysing the problems and shortcomings of the
sampled streets, a set of key findings were revealed and discussed. Based on this, the
research highlights a number of recommendations for achieving sustainable design
practices for urban streets in China and provides suggestions and opportunities for
further studies.

POLICY RECOMMENDATIONS

Based on the research findings, policy recommendations can be approached to shift

the conventional policy bias in urban street design. Since the paradigm shift in China
has obtained little support from the economic, political, technical or cultural sectors, it
has to seek for consistent support from policies oriented by sustainable land
development patterns, environmental value and public and economic health. The
western experience shows that the distortion can be gradually changed by re-valuing
the multiple functions of urban streets.

3. CASE STUDIES OF SELECTED STREETS IN CHENNAI

Source:
https://shodhganga.inflibnet.ac.in/bitstream/10603/9573/54/12_chapter%204.pdf

INTRODUCTION

Chennai, earlier known as Madras, is the capital of the state of Tamilnadu

situated in southern India, as depicted in Figure 4.1. It is one of the large metropolitan
cities of India. A heady mixture of hoary tradition and contemporary glitz, Chennai has
witnessed unprecedented growth in recent years, due principally to the information
technology boom. The spurt in urbanization and the resultant population has led to its
infrastructure coming under severe strain. This has resulted in development in the road

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infrastructure, but usually at the cost of pedestrian facilities. Hence, Chennai would
serve as an apt example to test the efficacy of the proposed method.

SURVEY DESIGN AND FIELD STUDY

Method

A comprehensive survey of the selected stretch of pedestrian space was

carried out with the help of a checklist, at different times in the morning and evening.
The surveyors were required to evaluate the overall and detailed characteristics of the
pedestrian space.

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Limitations

1. This research has relied on data collected from a detailed observation of the
pedestrian environment for testing the 113 method, by these groups of surveyors who
assume the role of

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pedestrians. Primarily the method does not require users’ observations to be recorded
as part of a questionnaire, as no particular details of the pedestrian journey being
undertaken are required. Some parameters necessitated a deeper knowledge of the
case study site conditions for example frequency of patrolling, level of noise throughout
the day, effect of noise and

air pollution on roadside cafes and other activities, shortcuts, traditional rituals and
gatherings. In these cases, the input from vendors and local residents were relied
upon.

Analysis

The data obtained is collated, and then weighed against the

parameters of the Overall and Detailed characteristics of Safety, Comfort,
Convenience and the Urban Environment. The appropriate grade is selected
based on the highest number of parameters satisfied. If the data satisfy the
parameters of two grades, a combined grading is assigned.

4. Decoding Advanced Streetscapes: Case Study of Delhi

Source:
https://www.academia.edu/36860153/Decoding_Advanced_Streetscapes_Case_Stu
dy_of_Delhi

Abstract
Streets or Right of Ways, cover almost 25% of city area as per Master Plan of Delhi.
Yet most of the master plans, development regulations give much more importance to
zoning and built mass than streets. Streets are merely understood as connecting
corridors and not primary spaces. For something that covers more than 1/4th of city
area, not giving an in-depth focus to them in city development plans is a big miss.

Daily human activities such as sleeping, working at office, recreation is given

importance, but time spent in commuting is usually neglected. Negative experiences
while commuting on streets contribute to an overall decline in inclination of commuter
to achieve desired goals.

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As per research conducted by ford sponsored agency, commuting is considered more
stressful than most activities such as planning holidays, being at work, moving a house,
dealing with money matters etc.

With changing technology, requirements of streets and commuters is also visibly

changing. To design & foresee streets of future, it is important to identify and integrate
both physical & social dimensions of street.

Delhi like any other city has a hierarchical network of streets ranging from
neighborhood pathways to national highways. Delhi is a city of contrasts that on one
hand was home to several settlements of bygone eras that are still being actively used,
along with new developments with varied shades of street patterns.

Paper aims to understand the physical and social dimensions of street by exploring
various street sections of Delhi from a commuting experience perspective. It also tries
to evaluate certain design considerations that can help in achieving better street
spaces. Paper also tries to analyze the street strategies that are applicable with
changing technological advances with respect to Delhi.

Future of Delhi Streets

To design & foresee streets of future, it is important to identify and integrate both
physical & social dimensions of street. Physical dimensions include transit usage,
mobility traffic scale on one hand and social dimension include accessibility, focus of
people, street life and social networking on the other. A well-designed street is able to
link physical, social and transport networks which result in workable alternatives. The
sustainable approach thus looks for greater integration treating streets as places
managed well in context of travel, time and calmed traffic.

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 Design Considerations
It is essential to design streets based on their width, flow of pedestrians, vehicular
traffic per hour, special requirements, contextual dependencies to name a few for
achieving results beneficial for all. Since Delhi is also home to a number of settlements
that belong to bygone eras, but are still being actively used, it is important to create
sustainable neighborhood by retrofitting the existing streets. The more it is made
pedestrian and cycle friendly, better the results will be, in terms of comfort, safety and
social behavior. Special care needs to be placed for material and finish selection in
historic context.

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Integration of various functions within streets helps in promoting efficient usability.
Streets should be treated as multi‐functional entity that balances the user needs with
a self-regulating environment. Examining the relationship between place and
movement functions of a street and designing on its basis results in a more sustainable
approach. All the public amenities, safety features, activity kiosks, street furniture
should be designed in coordinated way for achieving desired results.

Landscaping of streets play a vital role in improving experiential behavior of users. It

helps in improving the overall life of area making it more attractive and user friendly.
Landscaping also provides for cost efficient solutions for controlling noise and pollution
of streets. There are a few design considerations that can be applied to all streets for
achieving results.

These are:

 The street layout can revolve around promoting walkable and cycleable route.
This will require a planned network of highly connected roads. Focus can be
placed on parking and management plans.

 Street can have differential surface treatments for ease of use and for further
highlighting traffic flow and importance of a place. This will also help in
improving mobility of differently abled.

 An easy transition between streets and roads need to be designed. These

transition zones can be treated by changed surface material, narrowing of
carriageways and plantation of large trees.
 Principal of design can focus of making streets more legible for users. These
can be achieved by use of nodes and landmarks that are easily recognized by
people.
 Balanced approach to design self‐regulating streets that not only help in
controlling both vehicular and pedestrian traffic, but also maintains the
ambience of place and makes transition a better experience.
 Activated street edges can help in providing passive surveillance of place.
These can be achieved by providing various activities such as controlled street

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 markets, plantations of appropriate size, user friendly and aesthetically sound
street furniture.
 Integrated approach to design with detailed emphasis on various components
of street such as use of footways, verges, sitting, lighting, cycle parking etc
accounts for easy usability.

References
1. http://indianexpress.com/article/india/indiaothers/ncr-urbanisation-delhi-
remains-the-epicentre
2. Adamstown Street Design Guide. 2010.
3. South Dublin County Council. Camden Streetscape Design Manual. 2005.
4. London Borough of Camden Designing Streets. 2010. Scottish Government.
5. Manual for Streets: Evidence and Research (TRL Report 661). 2007.
Department for Transport (UK).
6. Design Manual for Urban Roads and Streets, Minister of State, Department of
Environment, Community and Local Government with special responsibility for
Housing and Planning
7. http://uttipec.nic.in

 LOCAL LITERATURE

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 C. THEORITICAL / CONCEPTUAL FRAMEWORK

REGIONAL CENTER
STREETSCAPES

Identify the issues and Gather all necessary

problems of the documents for the
proposal. INPUT streetscape.

Collect necessary Identify the existing

information about the street problems and
proposal. issues.

Conduct observational
Conduct a streets
analysis to identify
visitation and ocular
problems and issues.
PROCESS inspection.
Collecting necessary data
Comparing the given
and information via
data from city hall to
request or research.
the actual dimension of
streets and roads.
Be able to come up a
possible solution to the Be able to understand
problems. the features of the

Be able to identify the

OUTPUT streets and roads in the
Regional Center.
existing and other
problems of streets and Be able to identify what
roads in Regional Center. is the causes of the
problem.

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 D. METHODOLOGY OF RESEARCH

1. STUDY ON THE COGNITIVE PATTERNS OF COMPLEXITY IN THE VISUAL

COMPOSITION OF STREETSCAPES IN ALGERIA AND JAPAN
By Ahmed MANSOURI, Naoji MATSUMOTO, Ichiro AOKI, and Yuichiro SUGIYAMA
https://www.academia.edu/26112332/Study_on_the_Cognitive_Patterns_of_Comple
xity_in_the_Visual_Composition_of_Streetscapes_in_Algeria_and_Japan?auto=dow
nload

2. URBAN STREET DESIGN IN MODERN CHINA

By: Yi Zhang (July 2013)

3. CASE STUDIES OF SELECTED STREETS IN CHENNAI

https://shodhganga.inflibnet.ac.in/bitstream/10603/9573/54/12_chapter%204.pdf

4. DECODING ADVANCED STREETSCAPES: CASE STUDY OF DELHI

https://www.academia.edu/36860153/Decoding_Advanced_Streetscapes_Case_Stu
dy_of_Delhi

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A. DATA MANAGEMENT

This chapter presents the important factors that contributes to the study.
They are presented in table forms and some interpretations about the data.

1. Demographic Data

Tuguegarao is a landlocked component city in the coastal province

of Cagayan. It serves as the provincial capital as well as the regional center
of Cagayan Valley. The city has a land area of 144.80 square kilometers or
55.91 square miles which constitutes 1.56% of Cagayan's total area. Its
population as determined by the 2015 Census was 153,502. This represented
12.80% of the total population of Cagayan province, or 4.45% of the overall
population of the Cagayan Valleyregion. Based on these figures, the population
density is computed at 1,060 inhabitants per square kilometer or
2,746 inhabitants per square mile.
 PRESENT AND PROJECTED POPULATION
The population of Tuguegarao City as of the NSO Census (2015)
was 102,209. The National Census and Statistics Offices, now the
Philippine Statistic Authority, 2010 and 2015 reports showed that
the city has a population of 138,865 and 153,502 respectively. It
showed a growth rate of 1.93%.

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Barangay Population Growth Rate
(Urban) 2010-2015
2010 2015 %
Atulayan Sur 4,367 4,404 0.16
Balzain East 2,425 2,990 4.07
Balzain West 1,771 2,391 5.88
Buntun 4,360 4,373 0.06
Caggay 5,841 7,261 4.23
Carig Sur 4,081 4,536 2.03
Caritan Centro 4,062 4,872 3.52
Caritan Norte 2,931 3,093 1.03
Caritan Sur 1,833 1,115 9.93
Cataggaman Nuevo 7,947 8,161 0.51
Centro 1 1,158 1,205 (0.75)
Centro 2 520 553 1.18
Centro 3 294 339 2.75
Centro 4 566 784 (6.02)
Centro 5 1,126 1,426 (4.40)
Centro 6 195 346 (10.34)
Centro 7 262 294 (2.17)
Centro 8 248 125 (12.23)
Centro 9 1,239 969 (4.57)
Centro 10 2,282 2,270 0.10
Leonarda 1,589 2,503 9.04
Linao East 6,417 6,939 1.50
Pallua Sur 2,469 2,683 1.60
Pengue-Ruyu 5,222 5,629 1.44
San Gabriel 6,065 6,828 2.28
Tanza 4,946 5,665 2.62
Ugac Norte 8,122 9,615 3.27
Ugac Sur 8,810 10,858 4.06
Sub-Total 91,166 102,209 2.20

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Barangay Population Growth Rate
(Rural) 2010-2015
2010 2015 %
Annafunan East 3,811 4,207 1.90
Annafunan West 3,122 3,310 1.12
Atulayan Norte 3,186 3,578 2.23
Bagay 3,393 3,638 1.34
Capatan 3,166 3,337 1.01
Carig Norte 2,095 2,267 1.51
Cataggaman Pardo 3,104 3,292 1.13
Cataggaman Viejo 4,099 4,246 0.67
Dadda 1,076 1,167 1.56
Gosi Norte 995 1,016 0.40
Gosi Sur 1,185 1,297 1.74
Larion Alto 1,336 1,856 6.46
Larion Bajo 2,144 2,345 1.72
Libag Norte 2,246 2,384 1.14
Libag Sur 2,452 2,708 1.91
Linao Norte 2,982 3,005 0.15
Linao West 1,628 1,628 0.43
Namabbalan Norte 1,355 1,355 1.07
Namabbalan Sur 623 623 3.49
Pallua Norte 2,391 2,391 0.47
Tagga 1,310 1,310 0.52
Sub-Total 47,699 51,293 1.39
GRAND TOTAL 138,865 153,502 1.93

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Year Projected Population
(Urban)
2016 104,181
2017 106,192
2018 108,242
2019 110,271
2020 112,460
2021 114,630
2022 116,843
2023 119,098
2024 121,397
2025 123,740
2026 126,128

 POPULATION DENSITY

Land 2015 2010 2007 2000

Area
(Sq. Km.)
Population
Growth 153,502 138,865 129,539 120,645
113.95
Growth Rate 1.93% 2.56% 0.99% 2.55%
Density
(person/sq. km.) 1,347 1,219 1,137 1,059

 POPULATION DISTRIBUTION
AGE – SEX DISTRIBUTION

According to the 2015 Census, the age group with the highest
population in Tuguegarao City is 15 to 19, with 18,100 individuals.
Conversely, the age group with the lowest population is 80 and over, with
1,358 individuals.

Combining age groups together, those aged 14 and below,

consisting of the young dependent population which include infants/babies,
children and young adolescents/teenagers, make up an aggregate of
25.71% (39,468). Those aged 15 up to 64, roughly, the economically active

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population and actual or potential members of the work force, constitute a
total of 69.30% (106,383). Finally, old dependent population consisting of
the senior citizens, those aged 65 and over, total 4.98% (7,651) in all.
The computed Age Dependency Ratios mean that among the
population of Tuguegarao City, there are 37 youth dependents to every 100
of the working age population; there are 7 aged/senior citizens to every 100
of the working population; and overall, there are 44 dependents (young and
old-age) to every 100 of the working population.
The median age of 26 indicates that half of the entire population of
Tuguegarao City are aged less than 26 and the other half are over the age
of 26.

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2. Physical Data
 Macro-Site Data

Tuguegarao City
Downtown

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  Political Boundaries
Land directions are 17° 36' 47" North, 121° 43' 37" East and its unique
name (with diacritics) is Tuguegarao City. Inside the previous three decades,
its economy bit by bit moved from agribusiness to auxiliary/tertiary monetary
exercises, for example, exchanging, business and administrations. The
movement was introduced Tuguegarao's part as the commonplace and
provincial government focus and one of the focuses of trade in Northern Luzon.
Managing an account, instructive, business, mechanical and tourism-related
exercises multiply in the region.

Tuguegarao's location is in the southern portion of the province. The

city is bordered by Iguig to the north; to the west by the Cagayan
River alongside Solana; Peñablanca to the east; and to the south
by Enrile and San Pablo, Isabela. The city is almost encapsulated by
the Cagayan River in the western and southern side, which explains for its
northward expansion, and the Pinacanauan River, a tributary of Cagayan
River, in the eastern part. Small bodies of waters are found in the city, such as
the Balzain Creek which spans the barangays of Caritan Sur and Balzain.
Currently, the creek is continuously drying up due to eutrophication and the
uncontrollable growth of water lilies.

The city is 483 kilometres (300 mi) north of the country's capital, Manila,
which is an hour by plane and ten hours of land travel.

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  Area and Land Uses

The city has a land area of 144.80 square kilometers or 55.91 square
miles which constitutes 1.56% of Cagayan's total area.

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  Climate

Tropical monsoon climate, occasionally also known as a tropical wet

climate or tropical monsoon and trade-wind littoral climate in climate
classification, is a relatively rare type of climate. Tropical monsoon climates
have monthly mean temperatures above 18°C (64°F) in every month of the
year and feature wet and dry seasons, as Tropical savanna climates do. Unlike
tropical savanna climates however, a tropical monsoon climate's driest month
sees less than 60 mm (2.36 in) of precipitation. Also a tropical monsoon climate
tends to see less variance in temperatures during the course of the year than
a tropical savanna climate. This climate has a driest month which nearly always
occurs at or soon after the "winter" solstice for that side of the equator.

The average temperature for the year in Tuguegarao is 81.0°F (27.2°C).

The warmest month, on average, is May with an average temperature of 86.0°F
(30°C). The coolest month on average is January, with an average temperature
of 75.0°F (23.9°C).

The highest recorded temperature in Tuguegarao is 108.0°F (42.2°C),

which was recorded in April. The lowest recorded temperature in Tuguegarao
is 54.0°F (12.2°C), which was recorded in January.

The average amount of precipitation for the year in Tuguegarao is 70.9"

(1800.9 mm). The month with the most precipitation on average is November
with 10.7" (271.8 mm) of precipitation. The month with the least precipitation
on average is February with an average of 1.0" (25.4 mm). In terms of liquid
precipitation, there are an average of 97.9 days of rain, with the most rain
occurring in November with 13.2 days of rain, and the least rain occurring in
February with 2.5 days of rain.

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 Elevation and Slope

 Soil Characteristics

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