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COLLAGES OF BETTERMENT 221The author established a preliminary hierarchical orderwherein the base need would be movement basedon the premise that streets are used as distributionnetworks. The criteria can be divided into two, personaland social. Personal refers to individual needs whilesocial means population-level needs. Personal needsare near the base while social needs are found on theupper levels. The theoretical basis for this is that inorder to increase satisfaction, personal needs should beprovided for before population-level satisfaction can beaccommodated.The study then conducted a pedestrian survey inBangkok, Thailand and Manila, the Philippines toevaluate the order and relevance of the concept of thepedestrian need-hierarchy and the significance of eachcriterion. A total of 150 and 90 samples were collectedin Bangkok and Manila, respectively. A number ofalternatives were defined that would potentially fulfillthe six criteria. It was assumed that individuals tendto fulfill their personal needs before focusing on theirsocial or group needs, and that pedestrians usuallywalk to be able to fulfill the need for mobility. Thus,mobility was placed at the bottom of the hierarchy. Thisreflects that each criterion may be fulfilled by a numberof criteria while at the same time each alternative mayfulfill a single or more than one criterion.In general, the results show that the most frequentmode taken by the majority of the respondents waswalking. This may be due to the fact that any kind oftrip starts and ends with a walk trip. The respondentswere informed they should consider walking as amode if they covered a significant walking distance.In previous surveys, walking was often undercounted.The most common mode choice was followed bytricycle, public bus and private vehicle (e.g., car). Also,respondents were asked about their walk trip attributesreferring to the number of times they go out of theirbuilding to take a walk. The majority of respondentswent outside the building one to three times a day. Thepurpose most often cited was ‘to eat lunch,’ followed by‘doing some errands.’ Furthermore, those who went outwere asked if they stopped temporarily along the waybefore arriving at their destination. Almost half of thesample answered that they stopped while the other halfdid not. The reason most cited for stopping was ‘to buyfrom a sidewalk vendor.’ This reflects the high demandfor the informal sector. With respect to the perceptionof pedestrians on the hierarchical structure of the needhierarchy,the survey illustrated that mobility is not themost influential element in the decision to utilize streets.Instead, protection came out to be the main considerationreiterating the importance given towards physical safety.The criterion ‘equity’ surprisingly garnered a relativelyhigh score, specifically on giving importance to thepresence of other street users such as sidewalk vendors,while ‘enjoyment’ was the least important.Conclusions and implicationsSustainable street space should address the mobility,protection, equity, ease and identity needs of pedestriansand other street users. In Bangkok and Manila, themost important considerations are protection, ease andequity. The alternatives that could provide such needswere the following: adequate lighting, the installationof monitoring devices and police stands at intersectionswere determined to provide the highest satisfactionfor the need for protection and ease, while for equity,the provision of street vendor areas and encouragingstreet performances and street art displays came outas the most effective alternatives. However, this wasbased on people’s perceptions and preferences. Suchpreferences are not absolute and may be substituted formore effective ways of providing a specific pedestrianneed. The concept of mobility management was thenintroduced as a strategy for attaining sustainabilityin transport. In the sub-field of pedestrian transport,one strategy is to encourage a user-centered approachto space design and management so as to improvemobility. A user-centered approach refers to basingmanagement strategies on the needs and desires of usersand how these may be physically manifested. Thus, thispaper focused on pedestrians by considering their needs,discussing the spatial environment as dictated by therelationship of movement and non-movement withinthe pedestrian space and the street culture created bythe social interaction of the street users. This sharedknowledge and meaning is produced when individualsinteract in a common space (i.e., pedestrians, vendorsin an urban space). At a higher level, this interactionproduces a common culture that is transmitted, learnedand shared, thus evolving into a distinct heritage andsocial tradition. The sociocultural history of the streetsprovides a potential window to discover the pedestrianstreet culture of the past wherein the latter may provideus with design recommendations on contemporarystreet improvement so as to encourage more users toutilize a given space. Thus, discussion also focused onthe development of walking within the Asian contextas well as an overview on the vending culture that isrampant within Asian streets but is oftentimes ignored.In the Asian space, various policies should focustowards encouraging the revival of street culture as wellas the humanizing of streets within the Asian context.These may be gleaned from the previous sections suchas the golodog in the Sundanese kampung, creating socialAsian Transformations in ActionThe Work of the 2006/2007 API Fellows
222 COLLAGES OF BETTERMENTspaces, and recognizing the importance of the pasarculture, to name a few.One of the most important key points in this study isthe idea of a forest-based culture as a jump off pointin the design of sidewalks. The present morphologyof Asian settlements, especially within urban enclaves,allows for pedestrian-oriented developments. To givea few examples, pocket-sized intimate spaces shouldbe strategically provided along the sidewalk. Theirpresence signifies flexibility, encourages social contactsand maximizes interactions. The strategic placementof benches and the appropriation of vendor space onspecific points along the sidewalk encourage socialinteraction. Segregation is also necessary in order tomaximize space utilization. However, the segregationof activities should use psychological rather thanphysical compartmentalization to make it culturallyappropriate for Asian pedestrians. To minimizeanxiousness, an appropriate combination of activities,specifically at intersections, should be considered so asto allow a pertinent mix. Natural elements which mayserve as points of orientation and as sacred spaces aswell as provide cover become necessary given forestbased,animistic roots. Implementing a green sidewalkbecomes a viable option. The important role playedby vendors along sidewalks has been explicit and isfurther reinforced in this paper. Proper guidance andregulations should be in place at the national andlocal levels, allowing and allotting these vendors spacewhether within the bounds of public or private space.REFERENCESAndaya, Barbara Watson and Ishii Yoneo. “ReligiousDevelopment in Southeast Asia c.1500-1800.” The CambridgeHistory of Southeast Asia. Ed. Nicholas Tarling. UnitedKingdom: Cambridge University Press, 2000.Askew, Marc. “The Rise of the Moradok and the Declineof the Yarn: Heritage and Cultural Construction in UrbanThailand.” Sojourn 11.2 (1996):183-210.Askew, Marc. Bangkok Transformation of the Thai City, inCultural Identity and Urban Development in Southeast Asia:Interpretative Essays. n.d.Bangasser, P. “The ILO and the Informal Sector: AnInstitutional History.” Employment Paper 2000/9. 16 August2005. .Barter, Paul. “Urban Transport in Asia: Problems andProspects for High-Density Cities.” Asia-Pacific DevelopmentMonitor 2.1 (2000): 33-66.Barter, Paul and Tamim Raad. “The State of Asian UrbanTransport.” Taking Steps: A Community Action Guide toPeople-Centred, Equitable and Sustainable Transport. 2000.Sustainable Transport Action Network for Asia and thePacific. 30 August 2006. .Berry, John, et al. Cross-cultural Psychology: Research andApplications. 2 nd Ed. Cambridge: University Press, 2002.Blakemore Robbie. History of Interior Design and Furniture:From Ancient Egypt to Nineteenth-Century Europe. New Jersey:John Wiley and Sons, 1996.De Viana, Lorelei. Three Centuries of Binondo Architecture1594-1898: A Socio-Historical Perspective. Manila: USTPublishing House, 2001.Fisher, Charles. Southeast Asia: A Social, Economic and PoliticalGeography. London: Methuen & Co. Ltd., 1971.Fruin, John. Pedestrian Planning and Design. New York:Metropolitan Associations of Urban Designers andEnvironmental Planners, Inc., 1971.Geertz, Clifford. The Social History of an Indonesian Town.Cambridge: MIT Press, 1965.Habito, Cielito. “The Underground Economy and Jueteng.No Free Lunch.” Philippine Daily Inquirer 15 August 2005.Iwake, Yasunobu. Modernization of Water City, Bangkok—Adaptation to Modern Urban Space and Water Environment1890-1930. 14 December 2006. .Jager, Wander. Modelling Consumer Behaviour. UniversalPress: Netherlands, 2000. 9 April 2004. .Maslow, Abraham. Motivation and Personality. New York:Harper and Row, 1954.Mateo-Babiano, Iderlina and Hitorshi Ieda. “TheoreticalDiscourse on Sustainable Space Design: Towards Creatingand Sustaining Effective Sidewalks.” Business Strategy and theEnvironment 14 (2005): 269–271.Max-Neef, Manfred. “Development and Human Needs.”Real-life Economics: Understanding Wealth Creation. Londonand New York: Routledge, 1992.Asian Transformations in ActionThe Work of the 2006/2007 API Fellows
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Asian Transformations in ActionThe
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iiiCONTENTSAbout the BookAcknowledg
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V. APPENDICESCultivation of Transfo
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The Regional Project, entitled “C
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ixTHE CONTRIBUTORS(in alphabetical
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MYFEL JOSEPH PALUGA is a faculty me
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xiiiare common to nations around th
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xviiIt is reasonable and necessary,
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xixOVERVIEWCzarina Saloma-Akpedonu,
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xxiiiABOUT THE WORKSHOPThe 6 th API
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Page 258 and 259: JOSIE M. FERNANDEZExecutive Council
Page 260 and 261: 237MARY RACELISProfessorial Lecture
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