INTERSTITIAL SYNERGY:

Revitalizing Balintawak Interchange through a Transit-Oriented

Park Development Incorporating Prospect-Refuge and Third
Place Theory

DE LA SALLE-COLLEGE OF SAINT BENILDE

SCHOOL OF DESIGN AND ARTS

ARCHITECTURE PROGRAM

BALINTAWAK INTERSTITIAL SYNERGY

Revitalizing Balintawak Cloverleaf Interchange through a Multi-
Level Transit Park Development

Ibarra, Paulina Andrea T. 11837783

Thesis Proponent

A Thesis Submitted to the DLS-CSB SDAAR Faculty of the Architecture

Program in Partial Fulfillment of the Requirements for the Degree: Bachelor of
Science in Architecture

A Thesis Proposal

Presented to

Ar. Hermogenes, Jaime UAP

Arcdes09 Thesis Mentor

Ar. Harvey Vasquez, UAP

Arcdes10 Thesis Mentor

2nd Term

Academic S.Y. 2022-2023

_____________________________________________________________________________________________________________________________
Page Number 1 of #
Ibarra, Paulina Andrea T.
Ar. Harvey Vasquez, UAP
2nd Term
AY 2022-2023
Approved by execution by the Thesis Board

_______________________________
Ar Harvey Vasquez, UAP
ArcDes10 Thesis Mentor

_______________________________
Ar Jaime Hermogenes, UAP
ArcDes9 Thesis Mentor

_______________________________
Ar Jimmy Caumeron, MSc.Ecod. UAP
Creative Studies Track Coordinator

_______________________________

Ar Noel Nicolas Ms.Arch, UAP

Technical Studies Track Coordinator

_______________________________
Ar Maribel Tubera, UAP
Thesis Track Coordinator

_______________________________
Ar Angeline Ramos, UAP
Professional Practice and Planning Track Coordinator

_______________________________
Ar Janeil Arlegui, MSAR, UAP
Visual Com and Data Management Track Coordinator

_______________________________
Ar Matthew Chua, UAP
Architectural History-Theory-Criticism Track Coordinator

_______________________________
Ar David Barcelona, Ms.Arch, UAP
Building Sciences Track Coordinator
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

_______________________________
Engr. Calin Ann Magsino, PICE
Engineering Sciences Track Coordinator

_______________________________
Ar Harvey Vasquez, M.Arch, UAP
Architecture Program Chairperson

_______________________________
Ar Dottie Asela Domingo, EnP, MBA, UAP, PIEP
Dean – School of Environment and Design (SED)
De La Salle-College of Saint Benilde

_____________________________________________________________________________________________________________________________
Page Number 3 of #
Ibarra, Paulina Andrea T.
Ar. Harvey Vasquez, UAP
2nd Term
AY 2022-2023
Contents
CHAPTER 1 .................................................................................................................15
1.1. Background of the Study ..................................................................................16
1.2. Statement of the Problem .................................................................................16
1.3. Research Questions ...............................................................................................18
1.4. Research Goals ......................................................................................................18
1.5. Research Objectives ..............................................................................................18
1.6. Significance of the Study.......................................................................................18
1.7. Scope and Limitations ...........................................................................................19
1.8. Assumptions ..........................................................................................................20
CHAPTER 2 .................................................................................................................21
2.0 Review of Related Literature ..................................................................................22
2.1. Metro Manila’s Social and Urban Well-being ......................................................22
2.1.1. Social Well-being ...........................................................................................22
2.1.2. Public Space ...................................................................................................22
2.1.3. Psychological Needs in Public Spaces ...........................................................23
2.1.4. Public Health Challenges due to Transport ....................................................23
2.1.5. Belonging in Manila .......................................................................................23
2.1.5. Places of Well-being in Manila ......................................................................25
2.1.6. Physical and Social Space ..............................................................................25
2.1.7. UP Diliman Academic Core Physical, Social, Psychological Aspects ..........25
2.1.8. Crime Prevention Through Environmental Design ........................................26
2.1.9. Quezon City Sports and Recreation Ordinance ..............................................27
2.1.10. Quezon City Green Lung Network ...............................................................27
2.2. Social Cohesion .....................................................................................................28
2.2.1. Social Cohesion in Neighborhood Communities ...........................................28
2.2.2. Third Places ....................................................................................................28
2.2.3. Cafes as Third Places ......................................................................................29
2.2.4. Impact of Third Places in Communities .........................................................29
2.2.5. Economic Value of Public Space Investment.................................................29
2.2.6. Public Space and Social Divide ......................................................................30
2.3. Transport Infrastructure and Social Well-being ....................................................30
2.3.1. Role of Public Transport in Society ...............................................................30
2.3.1.1. Local Public Transport Route Plan Manual ............................................31
2.3.1.2. Annual MMDA Report 2021...................................................................31
2.3.2. Importance of Non-Motorized Transport .......................................................33
2.3.3. Road Safety and Maintenance ........................................................................34
2.3.3.1. Quezon City Traffic and Transport Management Department Ordinance
..............................................................................................................................34
2.3.3.2. Quezon City Ordinance Establishing Public Order and Safety ...............35
2.3.4. Footbridges & Accessibility ...........................................................................35
2.3.4.1 Metro Manila Footbridges ........................................................................35
2.3.4.2 Advantages and Disadvantages of Elevated Linkways ............................36
2.3.4.3 Pedestrian Overpasses/Underpasses .........................................................36
2.3.4.5 Ergonomic Assessment of Metro Manila Footbridges for Children and
Elderly ..................................................................................................................36
2.3.5. Major Thoroughfare Importance ....................................................................37
2.3.6. Road-Based Transport Infrastructure .............................................................37
2.3.6.1 EDSA Carousel ........................................................................................37
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.3.6.2 EDSA Bus Concept 2018 .........................................................................38

2.3.6.3 EDSA Bus Carousel Upgrades .................................................................39
2.3.6.4. BRT Role in Asia ....................................................................................39
2.3.6.5. World’s Best BRT Stations .....................................................................40
2.3.6.6 Jeepney Terminal Guidelines ...................................................................40
2.3.6.7 Jeep Terminal Studies...............................................................................41
2.3.6.8 Jeepney Stop NAMA Study .....................................................................42
2.3.6.9 Bicycle Operating Facility Standards .......................................................42
2.3.6.10 Future Railway Plans ..............................................................................43
2.3.6.11 .................................................................................................................43
2.3.7. Barrier Effects of Transport Infrastructure .....................................................44
2.3.8. Commuters and Community Engagement......................................................44
2.3.9. Types of Voids ...............................................................................................45
2.3.9.1 Urban Voids..............................................................................................46
2.3.9.2. Infrastructural Voids ................................................................................46
2.3.9.3. From Void to Opportunity .......................................................................47
2.3.9.4. Urban Morphology of Public Space Surrounding Transit Stations .........47
2.3.9.5. How Stations Relate to its Context ..........................................................47
2.3.9.6. Association of Parks and Transit Stations ...............................................48
2.3.10. Infrastructure Voids as Instrument for a Homogenous Urban Fabric ..........48
2.3.11. Ecological Urbanism ....................................................................................48
2.3.12. Landscape Urbanism ....................................................................................49
2.3.12.1 A Fresh and New Greener Approach .....................................................49
2.4. Parks ......................................................................................................................50
2.4.1. Park Definition ...............................................................................................50
2.4.2. Parks and Particulate Matter ...........................................................................50
2.4.3. Parks and Urban Heat Island Effect ...............................................................51
2.4.4. Quezon City Urban Heat Island Analysis ......................................................51
2.4.5. Parks and Flood Control .................................................................................52
2.4.5. Measuring the Economic Value of a City Park System .................................52
2.4.6. Towards a Linear Park Typology for (post) Industrial Cities ........................53
2.4.6.1. Proportional Definition ............................................................................53
2.4.6.2. All Edge ...................................................................................................54
2.4.6.3. Limits on Size ..........................................................................................54
2.4.6.4. Consciousness vs. Cross-Connectivity ....................................................54
2.4.6.5. Lateral Porosity vs. Impermeability ........................................................55
2.4.6.6. Linear Transit ..........................................................................................55
2.4.6.7. Geometric Rigidity ..................................................................................56
2.4.6.8. Peninsula Effect .......................................................................................56
2.4.6.9. Thin Park Typologies ..............................................................................56
2.4.6.10. Trendsetting: Elevated Urban Parks ......................................................57
2.4.6. Park Design to Measure Effectivity ...............................................................58
2.4.6 Green Gentrification ........................................................................................58
2.5. Environmental Psychology ....................................................................................59
2.5.1. Physical and Psychological: Prospect Refuge Theory ...................................59
2.5.1.1 Elements of Prospect-Refuge Theory .......................................................60
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Page Number 5 of #
Ibarra, Paulina Andrea T.
Ar. Harvey Vasquez, UAP
2nd Term
AY 2022-2023
 2.5.1.2. Prospect Refuge Theory in Architecture .................................................61
2.5.1.3. Prospect Refuge Theory and Edge Effect................................................61
2.5.1.4. Edge Environment Themes .....................................................................62
2.5.2. Psychological and Sociological: Third Place Theory .....................................64
2.5.2.1. Psychological Effect of Third Places.......................................................65
2.5.2.2. Expansion of Third Place Theory ............................................................65
2.5.2.3. Different Groups in Collapsed Spaces.....................................................65
2.5.2.4. Third Place Theory in Collapsed Spaces .................................................66
2.5.2.5. Informal Social Control ..........................................................................66
2.5.2.6. Third Place Theory in Collapsed Spaces .................................................66
2.6.1. Occupational Safety and Health Standards ....................................................67
2.6.2. DPWH Vertical Clearance..............................................................................67
2.7. Urban Blight ..........................................................................................................68
2.7.1. Urban Blight due to Transport Infrastructure in Balintawak ..........................68
2.7.2 Balintawak Blighted Areas ..............................................................................69
2.7.3. Urban Blight Solutions ...................................................................................70
2.7.4. Urban Blight and Public Parks .......................................................................71
2.8. Historical Preservation ..........................................................................................71
2.8.1. Importance ......................................................................................................71
2.8.2. Cry of Balintawak ...........................................................................................72
2.8.2.1. The Tale of Pugad Lawin ........................................................................72
2.8.2.2. Recent Analysis of the Cry ......................................................................73
2.8.2.3. Andres Bonifacio Monument- Balintawak ..............................................74
2.9. Review of Related Structures/Case Studies ..........................................................75
2.9.1. Hong Kong Pedestrian System .......................................................................75
2.9.1.1. Public Transport for People with Disabilities..........................................75
2.9.2. Highline Chelsea NY ......................................................................................75
2.9.3. High Line Chelsea New York Spatial Analysis .............................................76
2.9.4. Seoullo 7017 Connectivity Analysis ..............................................................77
2.9.5. Seoullo 7017 Actual condition .......................................................................79
2.9.6. Comparing Highline with Seoullo 7017 .........................................................80
2.9.7. Buckhead Park Over GA400 Atlanta .............................................................80
2.9.8. Guadalupe River Park.....................................................................................81
2.9.9. China Fuzhou Jin Niu Shan Trans-Urban Connector.................................81
2.9.10. Dongchang Elevated Passage, Shanghai China............................................82
2.9.11. EDSA Greenways .........................................................................................84
2.9.12. Sydney Harbor Bridge ..................................................................................86
2.10. Case Build-Up .....................................................................................................88
CHAPTER 3 .................................................................................................................91
3.1 THEORETICAL FRAMEWORK ..........................................................................92
3.1.1. Prospect-Refuge Theory .................................................................................92
3.1.2. Third Place Theory .........................................................................................92
3.1.3. Linear Parks & Landscape Urbanism .............................................................92
3.2 DIALECTICS .........................................................................................................97
3.2.1. Thesis Statement .........................................................................................97
3.2.2. Antithesis ....................................................................................................97
3.2.3. Synthesis .....................................................................................................97
3.2.4. Declaration of Thesis Statement .................................................................97
3.3 CONCEPTUAL FRAMEWORK ...........................................................................98
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

3.4 METHODOLOGICAL FRAMEWORK..............................................................100

3.5 ANALYTICAL FRAMEWORK .........................................................................102
3.6 Survey & Interview Questions Formation Process ..............................................103
3.6.1 General Public Online Survey .......................................................................103
3.6.2 MMDA Street Sweeper Interview .................................................................104
3.6.3 Nearby Barangay Officer Interview ..............................................................104
3.6.4 Historian Interview ........................................................................................105
4.1 Survey & Interview Results..................................................................................107
4.1.1. Online General Survey .............................................................................107
3.6.2. Online and On-Site Interviews .................................................................118
4.2 Site Considerations - Balintawak Interchange, Quezon City ...............................120
4.2.1 SWOT Analysis .............................................................................................121
4.2.2 Site Background and Conditions ...................................................................121
4.2.2.1 Growth Center Profile ............................................................................127
4.2.2.3 Land Use .................................................................................................128
4.2.2.5 Balintawak Blighted Areas .....................................................................131
4.2.2.6 Site History .............................................................................................133
4.3. Balintawak Interchange Field Study ...................................................................134
4.4. Site Planning ........................................................................................................138
4.4.1 Transportation Hot Spots ...............................................................................138
4.4.1 Initial Planning Decisions..............................................................................139
4.5 Architectural Intervention ....................................................................................141
4.5.1 Elevated Linear Park Design .........................................................................141
4.5.1.1 Elevated Park Form Iterations ................................................................142
4.5.1.2 Active & Passive Spatial Design ............................................................143
4.5.1.3 Materiality ..............................................................................................149
4.5.1.3 Structural Iterations ................................................................................150
4.5.2 Cloverleaf Community Park ..........................................................................151
4.5.2.1 KKK Plaza ..............................................................................................152
4.5.2.2 Community Center .................................................................................152
4.5.3 Transport Terminals ......................................................................................157
4.5.3.1 EDSA Carousel Terminal .......................................................................158
4.5.3.2 Cloverleaf Jeepney Terminal ..................................................................158
4.5.4 Universally Accessible Ramp Design ...........................................................158
4.5.7 Site Development Plan ..................................................................................159
4.5.7.2 Master Plan .............................................................................................159
4.5.7.3 Design Concept ......................................................................................161
4.5.8 Floor Plans, Utility Distribution, Elevations, Sections..................................162
and Bay Sections ....................................................................................................162
4.5.8.1 Floor Plans ..............................................................................................162
4.5.8.2 Utilities Lining Distribution ...................................................................164
4.5.8.3 Elevations ...............................................................................................166
............................................................................................................................169
4.5.8.4 Sections...................................................................................................170
4.5.8.5 Bay Sections ...........................................................................................172
4.5.8.6 Isometrics ...............................................................................................175
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Page Number 7 of #
Ibarra, Paulina Andrea T.
Ar. Harvey Vasquez, UAP
2nd Term
AY 2022-2023
 4.5.8.7 Perspectives ............................................................................................176
5.1 Conclusion and Recommendation ........................................................................185
5.1.1 Conclusion .....................................................................................................185
5.1.2 Recommendations .........................................................................................185
BIBLIOGRAPHY ......................................................................................................186
Chapter 5 ....................................................................................................................198
Appendix ....................................................................................................................198
APPENDIX A ............................................................................................................198
APPENDIX B .............................................................................................................201
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

List of Figures
Figure 1 Approved UP Diliman Land-use 2012 ........................................................................26
Figure 2 Green Space Per Cpaita ............................................................................................27
Figure 3 Green Space Network in Manila .................................................................................28
Figure 4 MMDA recorded number of accidents 2005- 2010 .....................................................34
Figure 5 Section of E-Bus Concept ..........................................................................................38
Figure 6 E-bus alignment and phases ......................................................................................38
Figure 7 E-bus layout plan ........................................................................................................39
Figure 8 Median Bus Lane Perspective by ITDP 2016 .............................................................39
Figure 9 Jeepney Stop Guidelines ............................................................................................40
Figure 10 Jeepney Stop Road Interaction ................................................................................41
Figure 11 Elevated Pedestrian Deck ........................................................................................41
Figure 12 Conceptual Jeep Terminal Long Term .....................................................................42
Figure 13 Jeepney Stop Concept, NAMA .................................................................................42
Figure 14 Future and Existing Railway network in Manila ........................................................43
Figure 15 Korea Sihwa Industrial Complex with Green Buffer .................................................50
Figure 17 Land Surface Temperature in Quezon City ..............................................................51
Figure 16 Urban Heat Island Intensity in Quezon City ............................................................51
Figure 18 Typical (sub)urban linear landscape typologies: A- planned linear armature, B
decommissioned railroad easement, C- freeway shoulder, D- unrealized freeway or teardown,
E- freeway bury, F-utilities easement, G- political or post-political, H-urban river, I- post-
industrial waterfront, J- suburban setback ................................................................................53
Figure 19 Typical thin park “edge impressions” ........................................................................54
Figure 20 Mandela Parkway Oakland CA .................................................................................54
Figure 21 Commonwealth Mall Boston .....................................................................................55
Figure 22 Cross-street fragmentation and park side access of linear parks ............................55
Figure 23 Thin Park Typologies ................................................................................................56
Figure 24 Freeway Park Seattle ...............................................................................................58
Figure 25 Refuge symbolic (immediate) ...................................................................................62
Figure 26 Refuge symbolic (distant) .........................................................................................63
Figure 27 Refuge dominant ......................................................................................................63
Figure 28 Prospect dominant ....................................................................................................64
Figure 29 DPWH Bridge Clearance ..........................................................................................67
Figure 30 QC Blighted Area Summary .....................................................................................69
Figure 31 Lnd-Use in Damar.....................................................................................................69
Figure 31 Land use in Non-Growth Munoz ...............................................................................70
Figure 32 Land use in Non-growth Baesa-Bahay Toro ............................................................70
Figure 33. The Cry of Balintawak Book ....................................................................................72
Figure 34. Ceremony at Kangkong Marker by veterans that participated in the “Cry” .............73
Figure 35. High Line Local Integration ......................................................................................77
Figure 36. Local integration after implementation of Seoullo 7017 ..........................................78
Figure 37. Before and after project implementation..................................................................79
Figure 38. Ground level path ....................................................................................................79
Figure 39. Buckhead Park Over GA400 Plans .........................................................................81
Figure 40. China Fuzhou Jin Niu Shan Trans-Urban Connector ..............................................82
Figure 41. China Fuzhou Jin Niu Shan Trans-Urban Connector Detail ...................................82
Figure 42. Dongchang Elevated Passage Ramp......................................................................83
Figure 43. Dongchang elevated passage .................................................................................83
Figure 44. Dongchang stairs .....................................................................................................83
Figure 45. Dongchang columnation ..........................................................................................84
Figure 46. EDSA Greenways coverage plan ............................................................................84
Figure 47. Footbridge conceptual design from ADB Sudy .......................................................85
Figure 48 Theories of Prospect Refuge and Third place ..........................................................94
Figure 49 Theoretical Framework by Author ............................................................................96
Figure 50 Conceptual Framework by author ............................................................................99
Figure 51 Methodological Framework by author ....................................................................101
Figure 52: Age group ..............................................................................................................107
Figure 53: Gender ...................................................................................................................108
Figure 54: Occupation ............................................................................................................108
Figure 55: Safety of Balintawak Walkways .............................................................................108
Figure 56: Satisfaction from Footbridges in Balintawak .........................................................108
Figure 57: Reason for Unsatisfactory Perception ...................................................................109
Figure 58: Opinions on footbridge improvements ...................................................................109
Figure 59: Opinions on Obstructions ......................................................................................109
Figure 60: Opinions on Safety and Obstructions ....................................................................110
Figure 61: Opinions on Seating in Transport Terminals .........................................................110
Figure 62: Opinions on Terminal Space .................................................................................110
Figure 63: Opinions on EDSA Carousel Terminal improvements ..........................................111
Figure 64: Public Transport Transferring Comfort ..................................................................111
Figure 65: Opinions on Uncomfortable Transfer.....................................................................112
Figure 66: Park Preference near Terminals ............................................................................112
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Page Number 9 of #
Ibarra, Paulina Andrea T.
Ar. Harvey Vasquez, UAP
2nd Term
AY 2022-2023
Figure 67: Commuters’ Preference for Parks ......................................................................... 112
Figure 68: How Parks Beside Terminals could be Optimal .................................................... 113
Figure 69: Safety because of Vigilance .................................................................................. 113
Figure 70: Factors affecting safety when vigilance is high ..................................................... 114
Figure 80: Increase in Community Park Importance .............................................................. 114
Figure 81: Prospect in Parks .................................................................................................. 114
Figure 82: Park Activities for Safety Perception ..................................................................... 115
Figure 83: Informal Settler Rights........................................................................................... 115
................................................................................................................................................ 115
Figure 84: Relationship of Community with Settlers .............................................................. 115
Figure 86: Importance of Increase in Balintawak Parks ......................................................... 115
Figure 87: Reasons Why Balintawak Needs More Parks ...................................................... 116
Figure 88: Knowledge of Balintawak Interchange History ..................................................... 117
Figure 89: History Preservation Importance ........................................................................... 117
Figure 90: Cloverleaf Park Revitalization Importance ............................................................ 118
Figure 91: Footbridge Conditions ........................................................................................... 118
Figure 92. SWOT Analysis by Author .................................................................................... 121
Figure 93. Quezon City Slope ................................................................................................ 121
Figure 94. Site Slope, Retrieved from: https://contourmapcreator.urgr8.ch/ ......................... 122
Figure 95. Quezon City River System Map ............................................................................ 122
Figure 96. Quezon City Fault System .................................................................................... 122
Figure 97. Quezon City, Road Network ................................................................................. 124
Figure 98. Quezon City, Choke Points ................................................................................... 124
Figure 99. Population by sex and age classification in Quezon City ..................................... 125
Figure 100. Proclamation No. 149.......................................................................................... 126
Figure 101. Flood Hazard Map ............................................................................................... 126
Figure 102. Growth Center Proposal ..................................................................................... 127
Figure 103. Buildable Area ..................................................................................................... 129
Figure 104. Blighted Areas in Quezon City ............................................................................ 131
Figure 105. Land Use in Non-growth Damar ......................................................................... 131
Figure 106. Land Use in Non-growth Munoz ......................................................................... 132
Figure 107. Land Use in Non-growth Baesa-Bahay Toro ...................................................... 132
Figure 108. Balintawak Cloverleaf Interchange Macro Map .................................................. 134
Figure 109. Cloverleaf Interchange Micro Map ...................................................................... 134
Figure 110. City Boundaries ................................................................................................... 135
Figure 111. Site Landmarks ................................................................................................... 135
Figure 112. Surrounding Schools ........................................................................................... 135
Figure 113. Voids ................................................................................................................... 136
Figure 114. Landmarks .......................................................................................................... 136
Figure 115. Interchange Lot Sizes ......................................................................................... 137
Figure 116. EDSA Greenway Future Connections ................................................................ 138
Figure 117. Transportation Hotspots ...................................................................................... 138
Figure 118. Initial Planning Iterations ..................................................................................... 140
Figure 119. Cloverleaf Interchange Underground Road Network .......................................... 140
Figure 120. Underground System & Ground Level Isometric Highlight ................................. 140
Figure 121. Current & Proposed Road Network .................................................................... 141
Figure 122. Comparison of Different Scenarios for the Typical EDSA elevation ................... 142
Figure 123. Elevated Park Iterations ...................................................................................... 143
Figure 124. Active & Passive Space Division ........................................................................ 144
Figure 125. Elevated Park Isometric Diagram ....................................................................... 145
Figure 126. Elevated Park Furniture Iterations ...................................................................... 146
Figure 127. Park Configuration Iterations 1-4 ........................................................................ 147
Figure 128. Park Configuration Iterations 5-7 ........................................................................ 148
Figure 129. Elevated Park Isometric Diagram ....................................................................... 149
Figure 130. Elevated Park Material Axonometric ................................................................... 149
Figure 131. Elevated Park Structural Connection to EDSA Greenways ................................ 150
Figure 132. Park Furniture Detail ........................................................................................... 150
Figure 133. Elevated Park Structural Iterations ..................................................................... 151
Figure 134. Ramp Isometric ................................................................................................... 159
Figure 135. Master Site Development Plan ........................................................................... 160
Figure 136. Master Site Development Ground Level Plan ..................................................... 161
Figure 137. KKK Plaza Floor Plan.......................................................................................... 162
Figure 138. EDSA Carousel Typical Floor Plan ..................................................................... 162
Figure 139. Balintawak Jeepney Terminal Floor Plan............................................................ 163
Figure 140. Typical Elevated Park Floor Plan ........................................................................ 164
Figure 141. EDSA Greenways Plumbing and Electrical Isometric Layout ............................. 164
Figure 142. EDSA Greenways Lighting Detail ....................................................................... 164
Figure 143. Cloverleaf Park Water & Plumbing Layouts ........................................................ 165
Figure 144. EDSA Greenways Longitudinal Elevation ........................................................... 167
Figure 145. Balintawak LRT Elevation ................................................................................... 167
Figure 147. KKK Plaza Elevations ......................................................................................... 168
Figure 148. Typical EDSA Carousel Longitudinal Elevation .................................................. 169
Figure 149. EDSA Carousel elevation ................................................................................... 169
Figure 150. EDSA Section ..................................................................................................... 170
Figure 151. EDSA Bridge Section .......................................................................................... 170
Figure 152. Balintawak LRT Cross- section ........................................................................... 171
Figure 153. Balintawak LRT Longitudinal section .................................................................. 172
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 154. Typical EDSA Elevated Park Bay Section ...........................................................173

Figure 155. EDSA Bridge Bay Section ...................................................................................174
Figure 155. EDSA Bridge Bay Section ...................................................................................174
Figure 156. EDSA Bridge Bay Section ...................................................................................176

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Page Number 11 of #
Ibarra, Paulina Andrea T.
Ar. Harvey Vasquez, UAP
2nd Term
AY 2022-2023
List of Tables
Table 1 Service Characteristics of transportation modes ........................................................ 31
Table 2 _. MMDA Annual Report 2020 Road Crash Statistics ................................................ 32
Table 3 MMDA Annual Report 2021 Road Crash Statistics .................................................... 32
.................................................................................................................................................. 32
Table 4 MMDA Annual Report 2020 Top 5 Types of Collision ................................................ 32
Table 5 MMDA Annual Report 2021Top 5 Types of Collision ................................................. 32
Table 6 MMDA Annual Report 2020 EDSA Cases .................................................................. 33
Table 7 MMDA Annual Report 2021 EDSA cases ................................................................... 33
Table 8 Physical and Social Barrier Effects from Infrastructure ............................................... 44
Table 9 Properties of Crossing Facilities that determine barrier effects .................................. 45
Table 10 Vantage types ........................................................................................................... 60
Table 11 Prospect types ........................................................................................................... 60
Table 12 Refuge Symbols ........................................................................................................ 60
Table 13 Hazard Types ............................................................................................................ 60
Table 14 Frank Lloyd Wright House Patterns .......................................................................... 61
Table 15. Positive Impacts Survey for Affected Persons ......................................................... 86
Table 16: Analytical Table ...................................................................................................... 102
Table 17: Analytical Table ...................................................................................................... 103
Table 18. Quezon City Land Use ........................................................................................... 123
Table 19. Historical Sites ........................................................................................................ 133
Table 20. Tree Species .......................................................................................................... 157
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

ABSTRACT

This study focuses on the optimization of infrastructural voids and neglected

spaces in the Balintawak Interchange area to promote local pedestrian
integration, a sense of place, and urban well-being. The goal is to design a
multi-level communal transit park that would create an inclusive third place
within the surrounding neighborhood community, preserve and emphasize
historical value, and provide a more efficient and safe pedestrian transfer.

Morphological optimization from residual and infrastructural voids would be

used in association with prospect-refuge and “third place” theory. The goal of
underground cable systems would be assumed to be in line with future plans of
the government.

The final architectural design output would be a multi-level transit park in

Balintawak that will improve on the on-going EDSA greenways project while
aiming to stitch the urban fabric while recognizing history, increasing community
engagement, and intensifying local pedestrian and commuter integration. The
goal is to build the social and urban well-being of the surrounding neighborhood
community and the commuters in the area.

Keywords: EDSA Greenways, Commuters, Public Space, Urban Parks,

Transport Infrastructure, Prospect Refuge Theory, Third Place Theory, Place-
making, Social Cohesion

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Ibarra, Paulina Andrea T.
Ar. Harvey Vasquez, UAP
2nd Term
AY 2022-2023
Acknowledgements

This research paper is probably one of the hardest things I have done in my life.
To God who is my ultimate source of strength, I would not have finished this
without my faith in Him. To my professors and mentors Sir Jimmy and Sir
Harvey, your help was very crucial and substantial as you not only listened but
you also were my partners in this project. To Tito Anson, thank you for your
engineering knowledge and patience as I would not have managed to analyze
and configure the technical aspects of my thesis if it were not for you.

To my family and especially my friends that I have known before and after
starting this paper, you have all been part of my journey towards this season of
work-life balance. Tracie, Francis, Astrud, Mil, Terrence, Rijean, and Guille, I
would not have survived without your company and aid.

This study would not have been finished and I would not have made it until the
end if it were not for all of you. Thank you!
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

CHAPTER 1
INTRODUCTION

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Ibarra, Paulina Andrea T.
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2nd Term
AY 2022-2023
 1.1. Background of the Study
By 2050, more than half of the world’s population will be living in urban
settlements (59). With the rise of the need for spatial resources, greening in the
environment has a crucial value for responsible development of cities. Because
of the increase in transport infrastructure, the call for a holistic approach to
planning is needed as large infrastructures segment the urban fabric and create
physical and social barriers. Nodes are one of the essential parts of the city that
aim to have identities and a sense of place. Areas that are heavily constructed
for transport infrastructure (places that have multiple transit terminals) are
considered nodes but do not maximize the potential to develop public space
quality. Transfer areas are considered the third places that move us from the
first places of our lives (home) to the second places (work).

In Metro Manila, the most common third places are controlled malls and
retail spaces that are frequently tied to public transit station areas. According to
the United Nations Sustainable Development Goals, by 2030, there should be
universal access to safe, inclusive and accessible green and public spaces
especially for women and children, older persons and PWDs (41). Numerous
efforts have been made to increase integrated greening with transport
infrastructure voids as it is seen to be a way to give equitable public space;
however, effectiveness is still an issue due to gentrification and low local spatial
integration. With mass transit bringing us to and from the first and second places
in our daily lives, it creates the perfect opportunity to effectively incorporate third
places within the morphological and residual voids it created.

1.2. Statement of the Problem

(15) Metro Manila is the most densely populated region, overcrowding

and high crime rate results from a dangerous built environment that prioritizes
a fast-paced city life. Due to rapid industrialization and urbanization, the need
for efficient transport infrastructure increased. Elevated rail and road-based
infrastructure is the result of prioritization of smooth vehicular flow. The massive
development in the transport infrastructure created the fragmentation of the
urban fabric as it usually does not incorporate public spaces for the local
community. Transport infrastructure in general, is mostly built to prioritize
vehicular mobility and limits the exploration to allocate public space for the
community’s social well-being (1) (Vilijoen 2018). Place quality and public
spaces as a feature in enhancing the ability of station areas to support active,
social, and cultural urban life has only become a component of transit-oriented
developments in the last two decades (22)(23). The aesthetic quality of the left-
over urban realm is degraded because of the elevated “barrier”, commuters are
physically and socially separated from the surrounding community through
disconnected vehicular interchanges. Even if revitalization of transport
infrastructure gained popularity, numerous regenerative transport infrastructural
projects created gentrification effects and low spatial integration. The local
government is aware of the importance of safe, inclusive, and accessible public
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

spaces as this is a driver of social and economic development but they still do
not give it proper attention (26).

The Balintawak Interchange area is fragmented due to the elevated

transport infrastructure and results in neglected functional and residual voids,
high crime levels, as well as social barriers. The multi-level transport
infrastructure creates residual and left-over void spaces below and around the
infrastructure. Despite the growing importance of place quality in the planning
of station areas, researchers claim that these spaces still do not properly satisfy
passenger and citizen needs (24)(25). One on-going government project is the
EDSA greenways that aim to provide a 1-kilometer elevated pedestrian
walkway in 5 different crucial locations that are situated along Epifanio de los
Santos Avenue around Metro Manila. These include the LRT Common Station
in Trinoma, Balintawak Station, Taft Station, Guadalupe Station, and Cubao
Station. This is a project of the Department of Transportation and loaned from
Asian Development Bank.

One of the leading morbidity and mortality causes in Metro Manila is the
pollution generated from the urban environment (17). Urban parks and social
life in Metro Manila became under-valued because of individualism, thus, lack
of equitable public open spaces arises. Due to increased demand for land,
planned public open spaces are the last concern of the developers and planners
of the city. In the context of Metro Manila, malls and coffee shops are seen as
the “third places” of the majority of the population. This socially excludes the
percentage of lower-income classes that do not have the means to stay in highly
controlled environments. The determining factor of a great city is its social life,
places that are not work and home create character and added place value.
Metro Manila’s urban environment is degrading due to the perception of danger
and pollution mostly due to the transport infrastructure development. The
fragmented transport terminals in Balintawak bring immense potential in
stitching the urban fabric that is disrupted by the transport system itself.

The aim of this study is to analyze the evolution of the elevated transport
infrastructure in Balintawak Interchange area and how this is tied with numerous
social problems like urban stress, social segregation, and lack of quality social
life. With urban stress and lack of quality open spaces, can neglected spaces
in between transit areas create places between home (first place) and work
(second place) and become a “third place”? The specific location of the study
will focus on the community of Balintawak Interchange as it is considered as a
growth center by the Quezon City Government. The proposal would aim to use
the abandoned industrial and residual spaces tied with the area to stitch the
urban fabric and enhance the social life of the commuters and the community
surrounding it. Architectural application of the prospect and refuge theory and
third place theory will aim to create a multi-level communal transit park for the
commuters and the community and also brighten the ‘non-place’ identity of the
future growth center.
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Ibarra, Paulina Andrea T.
Ar. Harvey Vasquez, UAP
2nd Term
AY 2022-2023
1.3. Research Questions
The following are research questions that will be of guide to the study:
1.3.1 What is the condition of social & urban well-being in Metro Manila?

1.3.2. What are the effects of Balintawak’s public transport infrastructure to the
comfort and well-being of commuters and the surrounding community?

1.3.3. How can a multi-level transit park be created in the Balintawak

Interchange area through the enhancement of the EDSA Greenways Project
incorporating Prospect Refuge and Third Place theory?

1.4. Research Goals

The goal of this research is to explore the possibilities of infrastructural

and residual voids to create a multi-level park focusing on how it could offer
different recreational spaces within the Balintawak Interchange area to
maximize the residual space that was created by transport infrastructure and
be an inclusive pedestrian connection that stitches the urban fabric. Giving
public spaces more value would increase personal wellbeing and community
connection that would tie the commuters and the surrounding community. The
study hopes to be a relevant opportunity to start to enhance urban wellbeing
through studying similar infrastructure revitalization projects that were effective
and ineffective, and also enhancing the current planning and design norms of
local pedestrian infrastructure. Using residual and non-permeable spaces
integrated with the backbone of the city, this study will aim to revitalize the
Balintawak Growth center.

1.5. Research Objectives

1. Creation of safe and conducive recreational spaces for the residential

Balintawak community and commuters to revitalize the cultural sense of
place of the Balintawak urban fabric

2. Enhance the commuter and pedestrian experience (specifically EDSA

Carousel queuing and footbridge experience) to enhance urban wellbeing
and reduce urban blight through proper allocation of fast and slow spaces in
a multi-level transit park

3. Revitalization of under-utilized spaces for a multi-level park in Balintawak

Interchange area to increase cultural sense of place and expand the Green
Lung Network through a design framework incorporating third place theory
and prospect and refuge theory that will combine a multi-level transit park,
and an at-grade communal center.

1.6. Significance of the Study

This study aims to determine the spillover of benefits from a multi-level transit
park development in the Balintawak Interchange Area and enhance the EDSA
greenways project of the Department of Transportation.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Metro Manila Walking Commuters. Walking along the Metro Manila streets
has become a negative experience in the past few years considering the
increase in transport infrastructure that is not focused on pedestrian circulation.
According to the MMDA, jaywalking is seen as the main cause of road accidents
hence the creation of footbridges that do not consider inclusiveness. Danger
prevails as no pedestrian infrastructure is usually prioritized in the bustling city
centers.

Balintawak Neighborhood Communities. Quality public parks have a crucial

role in enhancing the sociability of Metro Manila cities. Individualism created a
greater social divide, especially in Balintawak. Blighted areas are increasing,
and residual industrial lots created a ‘non place’ identity that is in need of an
urban revitalization. The coexistence of unhoused people should be a norm in
the new era of urbanism as they deserve access to public spaces as well. The
area is considered a growth center however, big developments will conquer the
area leaving no room for equitable public spaces. The need for a more holistic
approach in planning for infrastructure and the public realm is needed to create
more socially sustainable cities.

Government. The local government knows the importance of public space

quality in order to support the social wellbeing of Manila urbanites. Revitalization
of public spaces as it brings a sense of place to a specific transit-oriented area
which indirectly contributes to economic growth and also increased ridership of
public transport. Balancing the proportion of people-infrastructure over transport
infrastructure would bring an abundance of psychological, social, economic,
and environmental benefits.

Historians. Historical preservation is of great importance especially for the

place identity of a certain area. Creating a more holistic approach in planning
for inclusive and accessible public space that integrate history and future
developments will be the most beneficial for all stakeholders. Appreciation of
history is needed to boost nationalism.

Future Researchers and Architects. In the field of architecture, the research

would help future concepts of revitalizing infrastructural voids and its limitless
possibilities if a certain area is reconfigured for the people. This would aim to
spark a paradigm shift that will support the new focus of urban design in
revitalizing interstitial spaces -specifically using new elevated walkway
configurations- as these create physical and social barriers in the present time.

1.7. Scope and Limitations

Due to COVID-19, the limits of the site analysis were based on online
observations, surveys, and site interviews. The research did not include intense
immersion in the site location and used data from the Quezon City Documents,
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Ibarra, Paulina Andrea T.
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2nd Term
AY 2022-2023
online surveys, and short interviews in the site location only. The research
intends to start a discourse on potentials of infrastructure residues and creation
of safe public space elements which could be duplicated in different areas that
would create safer pedestrian transfer and inclusive recreation opportunities; it
would also promote the revitalization of the Balintawak Interchange area that is
fragmented because of transport infrastructure. The research does not aim to
solve systemic causes of homelessness, prevalence of informal settlers, and
elimination of crime in Balintawak and would only be a foundation for further
research on inclusive and safer transit parks for everyone to access. The
limitations include the application of the prospect and refuge theory and “third
place” theory in creating safer and more inclusive active and passive spaces
along the multi-level park; the space would also enhance the EDSA Bus
Carousel queuing. The EDSA greenway plans up until 2022 were the only plans
considered as it is still an on-going project.

1.8. Assumptions
The study assumes that the Balintawak Interchange area is physically
and socially disconnected because of transport infrastructure. Based on online
site analysis, the void spaces that would be used are assumed to be
opportunities for community public spaces as they are underutilized. It also
assumes that the morphological voids of Balintawak could be revitalized and
could stitch the fragmented and unsafe pedestrian connectivity. The project’s
cruciality is proven through online survey and interview data, and the foresight
of the government to enhance pedestrian infrastructure in Metro Manila. The
study is assuming a multi-level park development would create safer and
efficient pedestrian transfer with programs of uses that create better commuter
and community engagement tied with increased social well-being and a sense
of refuge in the bustling city through third place theory and prospect refuge
theory. This also assumes that enhancing the EDSA greenways project would
start a paradigm shift in the blighted Balintawak area and would aid in the growth
of future pedestrian infrastructure in different site-specific problems in Metro
Manila. The Balintawak area is assumed to be a future growth center as
identified by the Quezon City government. The proposal is even more feasible
because of the Quezon City Government plan to relocate the overhead cable
and post systems underground.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

CHAPTER 2
REVIEW OF
RELATED LITERATURE

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AY 2022-2023
2.0 Review of Related Literature
This section showcases related studies to understanding the
different variables and topics touched by this academic study. The
variables of this study are Physical factors, Psychological Factors, and
Sociological factors that result from transport infrastructure and lack of
equitable public space in Metro Manila. Other topics will be discussed in
order to understand the study’s purpose, specifically mentioning transit
infrastructure and its relationship with public spaces, related case
structures and studies, and attempts to incorporate landscape urbanism
in different contexts.

2.1. Metro Manila’s Social and Urban Well-being

2.1.1. Social Well-being

(63) Quantity and quality of public parks are considered as one of

the main predictors of the general wellbeing of city inhabitants. (90)
Substantial body of research explains the many contributions of urban
green space to the health and wellbeing of humans. Proximity to and
use of urban green space is positively associated with physical activity
levels and cardiovascular health. It also supports an increase in
vegetation that reduce urban heat islands, regulates air and water
pollution, and enhances access to food. According to the Gallup-
Healthways Well-being Index (WBI), social wellbeing is related to the
quality of relationships that account for the interactions and social
connections that make life more enjoyable. Cities with a greater
percentage of land in parks displayed higher average scores on
community wellbeing. The only factors that can be negatively
associated with wellbeing is the park accessibility and the purpose of
the park.

2.1.2. Public Space

(102) Public space should be responsive, democratic, and

meaningful. Responsive spaces serve the needs of users. Primary
needs in public spaces are comfort, relaxation, active and passive
engagement, and discovery. Democratic space is accessible to all
groups and provide the freedom of action and use of spaces.
Meaningful places relate to physical and social contexts that allow
people to make strong connections between places, their personal
lives, and the larger world. Connections are made from the relevant
history or significant future of the people. Sense of personal continuity
in a rapidly changing world is anchored through continuously used
public space. Overlapping memories of individuals and shared
experiences create a place that is sacred to the community.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.1.3. Psychological Needs in Public Spaces

(43) Optimum healthy environments cater to the psychological

health and positive emotions of people because well-being is tied with
fulfillment, satisfaction, and quality of life. Public areas should create
opportunities for spontaneous social encounters, relaxing restoration,
privacy or movement when desired, connection to nature, regular
exercise, appropriate sound levels, sensory variability, aesthetic
integrity, sense of equity, personal comfort, and making sense of the
built environment. Familiarity of a place that does not have emotional
connection to symbols and the place itself creates no sense of
attachment.

2.1.4. Public Health Challenges due to Transport

(92) According to the World Health Organization/ Asian

Development Bank study in 2004, 50 to 80% of air pollutants come
from mobile sources. Health impacts include massive effects on
mental development of children and negative impacts on the kidney,
liver, and reproductive system from particulate matters that increase
morbidity and reduction of fertility and worker’s production due to
absorption of carbon monoxide. (98) In Quezon City specifically, the
leading cause of morbidity in 2018 is the respiratory tract infection that
was linked with the deteriorating environment characterized by climate
change, pollution, congested living conditions and unsanitary
surroundings. According to the NESTSP in 2011, coarse and fine
particulate matters (PM 10 and PM 2.5) pose considerable health risks
to the Metro Manila population. Motor vehicles are the major source
of particulate pollution in Metro Manila and is considered as a major
contributor to poor air quality. Better air quality can reduce morbidity
and mortality.

2.1.5. Belonging in Manila

(11) In the context of Metro Manila, mall culture originated from

the 1950s contribution of architect Victor Gruen that had a foresight of
how the shopping mall created safe, climate-controlled market
squares with integrated shopping, dining, and entertainment. In the
last years of his life, Architect Gruen associated himself less from his
own creation as the spaces became highly commercial. Leisure is
associated with quintessential ‘walk in the park’ but in Manila, it is
practiced in malls. The activities that are not associated with home
and work are considered as leisure. Liminal phenomenon which
means serving a particular function is the opposite of limonoid
experience which provides opportunity for limitless possibilities.
Maximizing profit by using interchangeable design and layouts,
designers turn malls into a ‘geography of nowhere’ (12). Because
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2nd Term
AY 2022-2023
these spaces only cater to a specific class of residents (middle class
and elite), malls are problematic in creating a sense of belonging
which encompasses sharing of values, networks, and practices,
finding one’s place and forging togetherness (13).

Metro Manila’s urban layout reflects a built environment that is

‘isolated, introverted, and tightly controlled to secure differentiation,
distinctiveness, and difference’ (14). The built environment does not
form overall well-being and connectedness among people. In the
Metro, malls are often situated along major thoroughfares or the light
rail transit system and have parking facilities. They are central
locations for accessing different services that are important to
Filipinos. Inside the structures, there is a certain control, whether
through bag inspections, etiquette, and lounging on floors and stairs.
Leisure is entwined with purchasing that is tied with consumerism and
wanting to stay longer and spend more. On the other end of the
spectrum, public green spaces are more ‘local’ and ‘natural', and
different sizes of trees offer shade. Outdoor fitness opportunities are
often provided and can be used by people of all ages. Low social-
density leisure practices seem to be done in public green spaces.
Eating ‘street food’ and high-density leisure activities such as hanging
out is also an option. One factor to be considered when visiting
outdoor spaces is mobility cost, park users usually come from the
immediate vicinity that means lower or no expenditure on transport.
Parks near city halls or along public transport routes welcome more
visitors from the lower-income groups. According to the survey, almost
all the participants had no problems with being in a non-air-
conditioned environment because of the fresh and cool air and also
the absence of stress. The absence of social pressure to spend, dress
up or leave for the next user is not tied with public green spaces.
These spaces allow people to appreciate nature, engage in meditation
and being alone, appreciate art, be on good terms with others,
participate in public life, and enjoy interacting with plants and animals.
Lack of visible mixes in Manila’s leisure malls fosters a potentially
dangerous atomism among middle-class Filipinos as they move from
one bubble (gated communities) to another (private vehicle) and to the
destination (air-conditioned workplace or mall). Public green spaces
were linked to nostalgia, in four out of five research sites (Marikina
River Park, Valenzuela’s City People’s Park, La Mesa Eco Park,
Quezon Memorial Circle, Marikina Sports Center), more than half of
visitors used to frequent open public spaces during their youth. There
is a strong emotional attachment with leisure activities and the
participants would feel sad if public green spaces would be taken
away from them. No one among the participants considered what
could be replaced with in the future. Sense of belonging is seen
through shared resources like public green spaces.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.1.5. Places of Well-being in Manila

(38) A study was conducted on the social well-being factors that

affect Filipinos, the study sampled 300 households from Manila,
Luzon, Visayas, and Mindanao respectively. More than half of the
respondents came from C, D, and E income classification, were
married, came from nuclear households, and had some
elementary/high school education. 70% of respondents come from
urban areas. In terms of satisfaction in life, people living outside
Manila are more satisfied in general. Perceptions of respondents from
provinces stated that the metropolis is crowded, polluted with heavy
traffic, and is expensive to live in, compromising happiness, comfort,
and satisfaction with life. In terms of leisure and hobbies, overall, 61%
had time to satisfy their needs for those activities. Results show that
people outside Manila were significantly more satisfied in the aspects
of well-being. Overall, place of residence did not come out as
significant in terms of a social well-being component compared to job
and finance, family life and relationships, and spare time and hobbies.
In terms of social capital and trust networks, Metro Manila is rich in
bonding capital among families, friends, neighbors and immediate
networks. Metro Manila.

2.1.6. Physical and Social Space

(71) The relationship of form (physical) and function (social) has

been a postmodern challenge to modernism. “Form follows function”
is related to social and physical space. The postmodern era focused
on form only and concentrated on physical space. In the 1980s, design
professionals lost interest in social dimensions of the built form. A
comprehensive conception of space includes physical and mental
spaces that are both socially produced. A physical space is produced
by complex development processes that is attributed with meaning
through everyday life. A more unified approach can see space as the
objective physical space with the social and psychological
dimensions. Erasing the limits of material space would be the most
direct approach including social and psychological contexts.

2.1.7. UP Diliman Academic Core Physical, Social,

Psychological Aspects

(70) The Academic Core is a 20-acre botanical reserve embedded

with landmarks of recreational value in the campus. The Oblation
Plaza and Sunken Garden are one of the most famous landmarks in
the campus. The goal of the study was to spill over the benefits of the
public space to non-UP Diliman communities. The Academic Core is
a major component to the campus’ urban setting, it is an
agglomeration of urban spaces. Many people (even non-U.P. students
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Ibarra, Paulina Andrea T.
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2nd Term
AY 2022-2023
 and families) go to the Academic Core because of its physical and
social benefits.

Figure 1 Approved UP Diliman Land-use 2012

According to Relph (1976), place identity is composed of the
physical setting, the activities, and the meanings of the place. Kevin
Lynch in his famous “The Image of the City” also stated that analysis
of the environmental image is tied with identity, structure, and
meaning. In the study, they found out that students like to leisurely
roam around (eating or lounging) and invite other friends, family, or
organizational groups as they see the value of the Academic Core.
Being indoor-oriented as students, more people from outside use the
space for active recreation compared to current U.P. students. The
survey showed that for physical qualities, natural scenery ranked the
most important while the view of the Acacia-lined Oval ranked second.
For the social qualities, relaxing and contemplative spaces ranked first
while leisure walking, eating, and sitting ranked second. Qualities that
incline public users are natural scenery, largeness of spaces, and
relaxing and contemplative opportunities respectively. Overall, the
relaxing sensation and the liberating feeling are the most mentioned
meanings generated by the Academic Oval. Passive recreation is the
predominant type of activity that leads to the creation of meaning in
the place. The Academic Oval is the most visited part of the Academic
core open spaces since it is the most accessible and is used as the
primary pedestrian route of the university. This creates the opportunity
for people to watch and enjoy passive recreation. A lot of the public
use the Academic Oval for active recreation concluding that the area
lacks quality public parks for active recreation. This highlights that
Metro Manila really lacks open space such as public parks. The
predominant physical and social qualities reflect the unaddressed
need for passive recreation outside the campus. The contrast is seen
as Metropolitan Manila is focused on infrastructure and built
structures. Urban sceneries are generally stressful, that is why
Academic Oval users highly value the place.

2.1.8. Crime Prevention Through Environmental Design

(64) There are four main pointers to promote safety in urban

environments, the first is natural surveillance. Criminals do not wish to
be observed, ‘eyes on the streets’ by Jane Jacobs increases
perceived risk to offenders. The goal of surveillance is to keep
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

intruders under observation as it cannot keep intruders out all the time.
Putting more activities and people in potentially dangerous areas,
lighting, and removing obstructions would usually work. Natural
access control is the second one, fences, shrubs and other physical
elements can nudge foot traffic in a way that decreases criminal
opportunities. The third is inviting public spaces that address
pedestrians as the primary user. The fourth is maintenance that is tied
with landscape and hardscape.

2.1.9. Quezon City Sports and Recreation Ordinance

(97) Sports and recreational activities are successful in preventing

dangerous drugs abuse and improving productivity of citizens while
extending quality of life for elderly. Pursuing the development of sports
and recreational space is vital to mold the youth and serve the best
interest of the elders. In Article VI, community-based sports programs
are seen as an important part of every barangay within territorial
jurisdiction of Quezon City and shall provide appropriate space in the
conduct of sports and recreational activities. Current venues for sports
and recreation includes Amoranto Sports Complex that is 4 kilometers
away from Cloverleaf Interchange.

2.1.10. Quezon City Green Lung Network

According to the Comprehensive Development Plan 2017-2020 of the QC

Government, the unique role of QC being a place of expansive open space and
greenery is important. A decrease in open space from 2009 to 2013 was
observed. One goal of the plan is to increase or convert portions of land for
amusement, wellness, or fellowship programs for citizens. Green space
development has immense opportunities if created with purposeful planning
and moderation of short-term revenue maximization objectives that are in line
with government properties. Incentives can be added for private development
of public spaces. Manila ranks 18th out of 22 cities in terms of Green Space per
Capita.

Figure 2 Green Space Per Cpaita

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 Figure 3 Green Space Network in Manila

2.2. Social Cohesion

2.2.1. Social Cohesion in Neighborhood Communities

(38) 36-40% of respondents from an Ateneo study stated that they

did not engage in social activities with the community at all or even
once in 2017. Only 19% engaged a few times a year in activities
related to sport, hobbies and leisure, and community development.
Visayas and Mindanao (which are less urbanized) have higher
involvement (25%) in the community. This is puzzling as the survey
results showed that happiness was satisfied through good
relationships with family, relatives, neighbors and friends. The
conclusion stated that higher levels of happiness and life satisfaction
was highly related to socio-economic status and occupation. This can
be linked to an abundance of more pseudo public spaces like malls
compared to basic recreational and leisure spaces.

2.2.2. Third Places

(37) Third places diminished after the postwar decades because

urban residential sprawl became devoid of public gathering places and
life became more private. Third places are inexpensive places where
people come together and life happens, this is considered as the living
room of society. Exclusionary third places were discussed in
Celebrating the Third Place which stated that gentrification is evident
in upscale cafes and safer social spaces. Corporate chains become
important places in cities as McDonald’s became a third place for
seniors and low-income people who come for inexpensive coffee and
food.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.2.3. Cafes as Third Places

(45) The concept of third places is defined by Habermas as “the

site of collective performance that brings together those who are
different from one another precisely because they are different” (46).
The understanding of public space was early understandable from the
seventeenth century coffeehouses which were large rooms with large
tables and the media within (Gazettes). In the current generation,
coffee shops exist in the social lives of consumers. Through the years,
the concept of a coffee shop changed as modernization boomed,
drinking coffee became a lifestyle. Tablets and phones replaced
conversations as the time changed. In Oldenburg’s book, third places
are seen to be neutral ground. The main activity is socializing freely, it
should be accessible and accommodating. It has the regulars that give
characteristics and attract people. All types of people create a sense
of attachment because the space gives a homey feel. The problem
with this idea of third places in regards to coffee shops is that it does
not necessarily feel like a home away from home, even for the
regulars. Some people use the cafes to work or do schoolwork as they
want a change in scenery. The coffee shops are related to power
dynamics and social hierarchies (47). The cafes have rules and
etiquettes that guide people just like commercial spaces in general.
Invisible boundaries are formed in cafes as people mostly want to
spend time alone if not in their social groups. Playfulness and
inclusivity is not evident anymore and are more formal. In Oldenburg’s
time, phones and laptops weren’t developed yet, and now it is
common to engage in social media compared to face-to-face
interactions.

2.2.4. Impact of Third Places in Communities

(50) There are lots of definitions for the park, it depends on the
type of person using it. No matter the definition, parks exist to not just
fulfill individual needs but also to address important community and
societal needs. A park has basic elements like grass, trees, open
space, benches, and play equipment but parks could also be more
than that. It can revitalize neighborhoods, play an crucial role in the
everyday life of the locals, and serve as a place with a sense of
community. The origins of the park dated back to the 20th century
when cities were undergoing massive changes in the United States.

2.2.5. Economic Value of Public Space Investment

Economic value is actually tied with public space investments and

are just not prioritized in Metro Manila. Public realm improvements are
correlated with increased land and property values in the surrounding
area which include the retail, housing, and residential renting values
that are associated with helping areas regain market strength
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 especially after the pandemic (33). Long-term infrastructure cost
savings also create fiscal benefits that are generated from public
space making. Although economic development is generated, public
spaces can create displacement. It is important that low-income
neighborhoods also have access to public spaces. It is important to
pose the question that asks who benefits from the developments from
public spaces and is it beneficial to everyone? Equity-focused
measurements should be examined.

2.2.6. Public Space and Social Divide

(36) The pandemic heightened social disparities related to access

to public spaces. Goals of public space are to bring diverse groups
together, offering community space for gathering, and adding place
attachment for local residents. Increased quality of community public
spaces increases social interaction, social capital, trust, cross-cultural
exchange, and community building. People with greater access to
public space are more satisfied with the quality of life in the metro area
and show strong preferences for staying in the area. Prioritization of
commercial interests usually exclude others; these are specifically
evident with public intermodal terminals that are linked to malls and
commercial spaces. Approaches toward transit-oriented
developments usually integrate the built environment surrounding the
station area and not so much on the transit station itself. The public
spaces that include playing space, public sitting, socializing, and
people-watching are mostly analyzed in spaces surrounding transit
stations and not inside the interchange itself.

2.3. Transport Infrastructure and Social Well-

being

2.3.1. Role of Public Transport in Society

Public transport station areas are considered as nodes in the city

(30). Transport areas grew as the society evolved, creating more
mixed-uses near the area and created market-oriented development
within locations. These creations of new spaces change the travel
tradition and culture around stations. This created crowded terminals
that tried to accommodate various needs and interests. Different
traveler circulation space should be considered to create a smoother
flow of commuters. The complexity of railway stations influenced the
new definition of the stations as nodes and places simultaneously.
Transport station areas are important in transport and non-transport
networks, business and consumption. Increase of transport in a
station location will intensify activities and also, activities will cause
greater demand for transport. Conflicts arise when “place” and “node”
features are not addressed. (29) The challenges of the transport
system are tied with economic, environmental, and social aspects. As
urbanization increases way quicker than before, the people living in
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

urban areas exceeded its capacity. Social exclusion of low-income

groups and communities are highlighted because of transport-based
barriers that create social injustice. Travelers in intermodal terminals
are those working there, commuters that are regular travelers or
tourists. Other travelers are the special needs travelers that have
impairments or old travelers that need slower paces compared to the
regular travelers. Variation in movement patterns and flows create the
need to overtake and give priority to others. Crowded station areas
increase delay and less comfortability.

2.3.1.1. Local Public Transport Route Plan Manual

(110) The basic principles of the local LPTRP are to plan public
transportation routes to reduce the reliance on private vehicle use and
move towards more sustainable means of mobility. The DOTr is
responsible for a better quality of public transportation systems and
ensure that prioritization of mobility is for people and not for vehicles
as mobility is a basic human need. In the manual, arterial roads are
defined as limited-access roads that serve movement only. Buses are
the most appropriate transportation mode for these kinds of roads.
Properly defined bus stops on these roads are required. Because of
the need for mobility especially in arterial roads like Epifanio de los
Santos aligns with a need to create a safer pedestrian transfer that is
segregated with vehicles to create the most optimal active mobility
system. Buses are the top priority in road networks.

Table 1 Service Characteristics of transportation modes

Stop designs were mentioned in the manual. Additional amenities

aside from boarding and lighting are added roods, benches, and
lighting. Specifications for minimum local terminals state that transit
terminals must be accessible to commuters however, direct access to
major thoroughfares (high-speed highways and expressways) is
discouraged for safety and smooth traffic flow purposes. In the
Philippines, pedestrians account for 40-60% of modal shares in urban
centers. Walking plays a major role in the development of an
integrated multimodal transport system. Pedestrian infrastructure
should be on the top of the pyramid in terms of planning in general.

2.3.1.2. Annual MMDA Report 2021

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 (113) (114) According to the MMDA Annual Report of 2021, Quezon
City has the greatest number of road crashes that summed up to
16.624 damages to property, 5224 non-fatal injuries, and 130 fatal
cases which. The number of fatal and non-fatal injuries increased from
2020. This could be because Quezon City is the most populated and
the one of the busiest cities in the Metro. The need for a safer
pedestrian infrastructure system has a massive significance and is
timely.

Table 2 _. MMDA Annual Report 2020 Road Crash Statistics

Table 3 MMDA Annual Report 2021 Road Crash Statistics

The highest percentage of fatalities related to collision was from “Hit

Pedestrian” which accumulated 20% of collisions in 2020. The
percentage increased in 2021 which accumulated to 27% of the
collisions recorded.

Table 4 MMDA Annual Report 2020 Top 5 Types of Collision

Table 5 MMDA Annual Report 2021Top 5 Types of Collision

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Park Development Incorporating Prospect-Refuge and Third
Place Theory

In EDSA, non-fatal and fatal accidents increased. From 26 fatal

injuries in 2020, it increased to 31 in 2021. Non-fatal injuries were
1,226 in 2020 and increased to 1,325 in 2021.

Table 6 MMDA Annual Report 2020 EDSA Cases

Table 7 MMDA Annual Report 2021 EDSA cases

2.3.2. Importance of Non-Motorized Transport

(93) According to the Formulation of a National Environmentally

Sustainable Transport Strategy created by the DOTr, DENR, United
Nations Centre for Regional Development, Clean Air Initiative for
Asian Cities, Institute for Global Environmental Studies, and the
National Center for Transportation Studies in UP in 2011, the
paradigm for transport planning is shifting from traditional highways
and roads to a more holistic approach towards people and community
friendly transport planning because transport should be planned for
people and not for vehicles. The report specifically stated the
importance of reclaiming space for pedestrian traffic is as important
as space for cars. Makati’s underpass and covered walkways still
represent the better pedestrian infrastructure systems in the Metro.
Placing people at the center of planning should also consider safety
and accessibility in the areas that are abundant in transport
infrastructure.

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2.3.3. Road Safety and Maintenance

(93) The country is facing an increased problem in road crashes.

Every year, about 9,000 fatalities are attributed to road traffic
accidents. Annual cost of accidents amounts to 100 billion pesos that
constitute about 2.6% of the GDP. Road planning must prioritize road
safety as a primary concern. Several private organizations are
enthusiastic in supporting road safety initiatives to demonstrate their
corporate social responsibility. The Asian Development Bank
launched initiatives to curb the problem of road crashes. The target is
to reduce annual road accident fatality growth rates by creating
frameworks for road safety programs. Construction of facilities made
for safety is a primary concern of the DOTr and DENR. Private sector
participation is crucial for the long term. Currently, the financial support
for the National Road Safety Action Plan comes from a portion of the
Motor Vehicle Users Charge. (80) The Department of Transportation
and the Asian Development Bank recently processed the Metro
Manila Transport Project Phase 1 in 2020 that stated the expected
alignment with the Philippine Development Plan 2017-2022. It is
stated in the PDP that expected project outputs are pedestrian
facilities improved and institutional capacities developed. Institutional
spaces include community centers and recreational parks while
pedestrian facilities refer to existing footbridges and accessible
pedestrian transfer for all.

2.3.3.1. Quezon City Traffic and Transport Management

Figure 4 MMDA recorded number of accidents 2005- 2010

Department Ordinance

(81) Comfort and convenience of the general public is increasing

its significance due to the ever-increasing amount of transportation
vehicle traffic. The protection of the commuting public’s safety and
security is also identified. Flow of people through the City’s Road
network must be as efficient, safe, and unhampered and orderly as
possible for economic and social vitality.
INTERSTITIAL SYNERGY:
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Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.3.3.2. Quezon City Ordinance Establishing Public Order and

Safety

(96) Under Section 4.1.3, active transport infrastructure should be

planned for safe active transport, particularly walking paths and public
bike parking spaces. The ordinance specified the importance of
developing and implementing projects that support active transport
particularly walking. The QC government enforces the need to
oversee unobstructed walking paths that is caused mainly by vehicles.
Section 5.1.1 states that the QC government is responsible for
considering the human rights and due process of removing structures
occupied by informal settlers, professional squatters, or squatting
syndicates that are in accordance with applicable laws and
regulations.

2.3.4. Footbridges & Accessibility

2.3.4.1 Metro Manila Footbridges

In Baltimore, the elevated skywalk system was built to make parts

of the Charles Center superblock more accessible and also separate
vehicular traffic from pedestrians. The main goal was safety however,
it still prioritized the smooth flow of cars. Pedestrians still preferred to
walk on the busy street sidewalks (49). In Metro Manila, more than
100 elevated footbridges were built by the LGUs and MMDA; however,
MMDA recorded 21% more accidents related to vehicles hitting
pedestrians from 2005 to 2011. The main goal of the MMDA is to
prevent jaywalking and traffic-related accidents (Department of
Transportation ADB, 2020). This is related to the car-centric planning
of the city and creates an imbalance of resources for Metro Manila
citizens to equitably access. Out of 3668 accidents recorded at that
time, 27% came from children and 9.8% from elderly (Custodio et. Al,
2017). The MMDA still continues to build elevated footbridges like
EDSA Greenway to promote safe walkable pedestrian spaces for all,
however studies show that Metro Manila footbridges are ineffective.
One of the most dangerous roads in the Philippines is Commonwealth
Avenue in Quezon City. A survey was conducted in 2017 to establish
common complaints of children and elderly, some of the common
issues were fatigue from climbing stairs, heat from uncovered bridges,
unusable elevators and ramps, and lighting. Out of all the footbridges
in Commonwealth, 17 out of 22 were outside the normal standards for
stair rise, 91% outside standards for handrail height, 72% were
outside handrail diameter standards, 14% outside standards of height
between landings, 77% outside standards for landing depth.

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2.3.4.2 Advantages and Disadvantages of Elevated Linkways

(121) There is a great impact in street life when elevated

pedestrian networks are made. Life on the streets is either enhanced
or neglected because of the lack of activity and programs there are in
elevated walkway systems. Considerable pushes and investments in
public transport connectivity via pedestrian infrastructure (specifically
elevated) is booming. In Hong Kong, the elevated pedestrian network
serves as public transport connection that has been invested in by the
government and the private sector. The high density of the country
creates enough pedestrian volume to sustain the vibrancy of the multi-
layered pedestrian systems that link basements, first storeys and
second storeys. Re-evaluation of this system was done to address the
street-level activities that should be a part of the city. Elevated
walkways have benefits like better point-to point connection and
increased comfort especially at high-speed roads however, they
create numerous problems. To avoid these, a certain set of principles
should be followed. Complementing existing city systems should be
assessed, evaluation of the impact on the surrounding structures, and
how elevated walkways could be made public 24/7.

2.3.4.3 Pedestrian Overpasses/Underpasses

(132) When no at-grade crossing is possible, that is where

overpasses and underpasses could become vital for permeability in
areas where transport infrastructure is needed. These walkways
should be accessible by all people as required by the ADA. Ramps or
elevators should be always provided however, in the local context it is
seldomly applied. Underpasses are less expensive if built as a part of
a construction or reconstruction project and offer gentler grade
changes than overpasses. According to the AASHTO Guide for the
Planning, Design and Operation of Pedestrian Facilities, pedestrian
overpasses should be at least 8 feet wide. If accommodating cyclists,
it should be at least 14 feet wide. Underpasses are wider (14-16 feet
minimum), but should be wider if longer than 60 feet. Freeways,
railways, and natural barriers can hinder on-street crossings, and that
is when overpasses and underpasses become an option. Compared
to overpasses, underpasses require more maintenance like lighting,
drainage, security compared to overpasses that have access to better
vigilance.

2.3.4.5 Ergonomic Assessment of Metro Manila Footbridges for

Children and Elderly

(69) Many people still refuse to use footbridges and still risk
crossing roads to get to the other side of the street. In the National
Building Code of the Philippines, handrail dimensions and stairway
guards were not explicitly discussed. In a study from the Department
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

of Industrial Engineering and Operations Research in University of the

Philippines Diliman, footbridges in Commonwealth Avenue were
analyzed considering the anthropometric measurements of twenty-
eight children aged six to thirteen years old and twenty-nine elderly
aged sixty years old or older. The results of the analysis showed that
ergonomic measurement of stair rise should be around 0.16 meters,
tread should be around 0.3 meters, and handrail length should be
around 0.6 – 0.9 meters for children and elderly respectively. Handrail
diameter should be at least 0.05 meters, pathway width at least 1.65
meters, and guard height at least 1 meter.

2.3.5. Major Thoroughfare Importance

(76) In the 1940s, Epifanio de los Santos Avenue was created

under the presidency of Manuel Quezon. It was a link from Quezon
City and the Manila airport in 1937. EDSA is a major connection from
the North and South parts of the Metro that runs 24 kilometers from
Caloocan (starting from the Andres Bonifacio Monument) to Pasay in
the South (ending adjacent to MOA Complex). The main purpose of
EDSA is to be near shopping malls, car dealerships, business centers,
hotels, government agencies, and provincial bus terminals. The
stretch of the roads includes few at-grade crossings, some vehicular
passageways are underground or elevated. A major cloverleaf
interchange creates a connection between North Luzon Expressway
and EDSA at the Quezon City/Caloocan border. EDSA at-grade
crossings are seen as impairments to the flow of traffic. In 2013, one
elevated footbridge per kilometer was identified as at-grade crossings
are discouraged but not impossible (dependent on pedestrian’s own
risk). The creation of numerous shopping centers that attract private
vehicles increase the enormous amount of traffic in EDSA.

2.3.6. Road-Based Transport Infrastructure

2.3.6.1 EDSA Carousel

(60) Part of the 35 bus routes in Manila, the EDSA Carousel is

considered as the bus rapid transit line. The line has an exclusive
right-of-way system that is separated from vehicular traffic with the use
of concrete barriers and bollards. There are 550 authorized buses that
travel through the15 bus stops during the launch in 2021. The route
runs from 4:00 am to 10:00 pm daily. In June, 2022, the DOTr created
11 additional stops that would be added to the system. The bus
system uses the existing footbridges along EDSA. It also uses the exit
points of MRT and LRT Stations as extensions of the queuing space.
On November 16,2020, the DOTr signed an agreement with SM Prime
Holdings to construct EDSA busway bridges. The bridges would
include concourses, concierge, ticketing booths, and turnstiles for an
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 automated fare system. Structures would be located in SM Mall of
Asia, SM North EDSA, SM Megamall, ASEANA City, and Macapagal
Boulevard. Multiple concrete-barrier accidents were recorded ever
since the system started. Usually, commuters would spill to the sides
of the road when the bus system fails to work properly. Many get
stranded until early in the morning and some opt to walk home.
According to the Quezon City CLUP 2011-2025, bus terminals shall
only provide loading/unloading at a controlled number of units in road
right-of-way.

2.3.6.2 EDSA Bus Concept 2018

(112) The Emergency Bus scheme is a proposal for high-capacity

segregated bus operations along EDSA. The role of the bus-based
mass-transit is to create a vital service to travelers alongside the rail
system as the rail is only one element of the system. The scheme
consists of the bus operation to be within the median along EDSA.

Figure 5 Section of E-Bus Concept

Swedish consultant SWECO, developed infrastructure designs for

phases before creating longer-term strategies. Conceptualization was
carefully analyzed from the past work undertaken by DOTr and MMDA.
The proposed alignment was shown in the diagram below.

Figure 6 E-bus alignment and phases

The median conceptualization potentially permits sharing facilities

of ticketing equipment, passenger circulation, and access bridges from
adjacent properties. The E-bus stop layout features a median 3 bay
platform providing level boarding. A total of 3 vehicles can board at the
same time. Kassel kerbing is proposed to create accurate vehicle
docking at stations and to avoid damages.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 7 E-bus layout plan

The Institute for Transport and Development Policy created a
perspective plan of the Central Corridor BRT Conceptual Study in 2016.
Segregation of the buses in the median is the most optimal and
irrefutable solution for the EDSA area. Ticketing for the system is
suggested to be 100% off-bus.

Figure 8 Median Bus Lane Perspective by ITDP 2016

2.3.6.3 EDSA Bus Carousel Upgrades

(83) The Management Association of the Philippines (MAP) is

asking the Department of Transportation (DOTr) to upgrade the EDSA
Carousel system. MAP is an organization of C-Level executives of the
largest local and multinational companies in the Philippines. MAP
urged President Bongbong Marcos to call on government agencies to
comply with the NTP 2017 that prioritizes people mobility through
public transport and active transport. The organization
recommendations include the increase of station platform capacities.
Build more bus stations and footbridges with concourse. Create bus
to train connections. In Balintawak, the connections from the EDSA
Carousel are Balintawak LRT Station and Buses from Ayala
Cloverleaf. In 2021, the EDSA Busway reached 47,104,197 riders with
an average of 129,000 daily ridership. Less than 400 buses
accommodate the 130,000 daily commuters.

2.3.6.4. BRT Role in Asia

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 (101) The Bus Rapid Transit is seen as a public transportation
mode that combines the rail transit quality and flexibility of buses and
comes at a fraction of the cost compared to an urban railway system.
Because the system is segregated from vehicular traffic, it is more
efficient compared to city buses plying the roads. BRT is seen in many
developing countries and is used as a tool to modernize the informal
bus system.

2.3.6.5. World’s Best BRT Stations

(84) Slightly better bus stop spatial allocation is one of the main
distinguishing features between BRT and standard buses. Great BRT
stations do not provide solutions for poor service capacity; however,
they do have the power to enhance good service comfort when
queuing and transferring. Riders perceive wait times to be shorter
when in bus shelters compared with simpler stops. People are willing
to walk to better train stations and altogether avoid stations that are
unsafe. The more distinctive a station’s design is, the more
memorable the system becomes. Wide, well-lit, and weather
protection is needed in designs of stations. At Least 10 feet wide
stations that provide as much light as possible would decrease crime
and the feeling of security. BRT Stations function better in centers of
roads as it is less expensive to build one station than two on opposite
sides.

2.3.6.6 Jeepney Terminal Guidelines

(140) There is an established jeepney stop in Metro Manila roads
however, it is unknown or disregarded for multiple reasons. The current
rules require stops to be placed at least 30 meters from intersections, 30
meters distancing should be followed between stops at mid blocks, and
stop sections for major stops should be at least 30 meters long.

Figure 9 Jeepney Stop Guidelines

There is no known basis for this policy but it has been applied for
years with a little modification. The regulation is bureaucratic as there
are no supporting documents or studies on it and it is likely that only a
few know the existence of the policy. The policy is also too uniform, it
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

does not consider different road characteristics and other factors such
as traffic conditions and demand for jeepneys in each location.
Because of the nature of jeepneys being able to drop off passengers
at any spontaneously, a better approach is to create efficient and
properly designed jeepney terminals to separate from road traffic.

Figure 10 Jeepney Stop Road Interaction

2.3.6.7 Jeep Terminal Studies

(141) According to the Metro Manila Urban Transportation

Integration Study by JICA, public transportation terminals are
indispensable facilities and re-planning is needed to properly integrate
them within the city system. Jeepney loading and unloading places
should be carefully designed to increase a smooth and safe flow of
general road traffic. Links between rail-based and road-based public
transport modes should be provided adjacent to existing transport
stations. The utilization of existing facilities should be effectively
enhanced and maximization of development impact while incorporating
affected developments should be considered. In the study, the
conceptual jeep terminal was created alongside elevated pedestrian
decks.

Figure 11 Elevated Pedestrian Deck

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Figure 12 Conceptual Jeep Terminal Long Term

2.3.6.8 Jeepney Stop NAMA Study

(141) According to the Nationally Appropriate Mitigation Action in

2016, creating fixed jeepney stops improve traffic, reduce emissions, and
creates increased road safety. Proposed design of jeepney stops were
conceptualized to align with proposed BRT systems specifically along
Quezon Avenue, EDSA, and C5.

Figure 13 Jeepney Stop Concept, NAMA

2.3.6.9 Bicycle Operating Facility Standards

According to the DPWH, the minimum one direction separated

bike lane standard is 2.44 meters especially if there is minimal road
space present. Vertical clearance should be at least 2.5 meters high but
the ideal height would be 3 meters. Ramps accommodating cyclists can
have a steeper slope if there is no space left for an optimal 5% slope. A
compact and steeper slope for the ramp is acceptable. Every 3 meters,
a landing should be provided.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.3.6.10 Future Railway Plans

(144) The government and the other agencies have been

constructing many infrastructural projects, this includes the north-south
commuter railway project which would start from Bulacan all the way to
Tutuban. This is in line with the goal of the government to address road
and railway connection gaps as well as social infrastructure. It is the
largest individual infrastructural investment; it covers a 163 route-km
suburban railway network that connects areas like the Clark district with
central Manila and Calamba Laguna. These massive developments of
transport will create more productivity and should decrease private
vehicular usage. Connections to these would be beneficial while also
considering the sustainability of the environment it is surrounded by.

2.3.6.11

Figure 14 Future and Existing Railway network in Manila

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 2.3.7. Barrier Effects of Transport Infrastructure

(6) Transport features are the main determinants in the process of creating
barrier effects. Transport infrastructure barriers are defined as physical forms

Table 8 Physical and Social Barrier Effects from Infrastructure

that remove opportunities for movement from one location to another.

Presented in the table are the physical, psychological, and formal properties of
transport features that determine barrier effects.
Objective barriers are physical transport features while
psychological barriers are subjective reactions to the built
environment. Included in the thesis are perceived barriers which come
from the quality of at-grade and elevated crossings available in Manila.
In Metro Manila these include at-grade pedestrian lanes and elevated
footbridges. Frequency and location of crossing facilities are important
for transfer to different destinations and transport mode choices.
There are also factors that affect people’s abilities to cross and go to
different destinations. Crossing and moving along transport
infrastructure is seen as dangerous and increases accidents. Age and
gender are dominant factors in dealing with barriers, example is how
many parents in African cities are reluctant to let their daughters walk
along major roads and unsafe paths. Functional separation in cities
contributes to barrier effects especially since retail, service, and
industry zones are separated through transport infrastructure. The
most prominent barrier effect is the impact on social contacts and
connectedness. Higher levels of traffic leads to fewer social contacts
with neighbors. On a more local scale, the barriers decrease safe
movement in the vicinity which increases fear of crime and creates a
negative feedback loop in which more people avoid the streets at-
grade, turning it more desolate.

2.3.8. Commuters and Community Engagement

(42) The time resource model focuses on how individuals have

limited time resources and that time spent commuting decreases time
for other activities, including community activities. On the other hand,
the place identity model emphasized that it is not merely the amount
of time but also the level of psychological attachment to places that
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

influence the participation in community activities. According to

Putnam (2000), every 10 minutes commuting reduced social
connectedness to local communities by 10%. Similar studies show
that long commuting hours lower the sense of community, discourage
social trust at the local level, and decrease local participation in
sharing, donating, and volunteering in the United States. In Sweden
and Norwegian nations, commuters have been seen to be more active
in local activities when increased commuting time. The study
differentiated the groups of people into integrators- high connections
with work and home-, home-dominant -connection only to home-,
workplace-dominant- connected to workplace only, and disconnected-
do not use either home or work as source of place-based social

Table 9 Properties of Crossing Facilities that determine barrier effects

identity. Inconsistent findings between commuting time and
community engagement may be due to various contextual factors in
cities like social capital and civic resources, quality of public
transportation, level of urbanization, patterns of land use and zoning,
occupational distribution, and quality of technological infrastructure. In
Metro Manila contextually, public transport infrastructure is still lacking
while social capital is seen to be only strong with family and immediate
relationships. Commuting can be a factor that affects the connection
of commuters to the local community. The results of the survey show
that commuters that spent more than 90 minutes in commuting
showed lower levels of neighborhood belonging than those who spent
less than 90 minutes, while noncommuters showed the lowest level of
neighborhood belonging. People that commute and are part of the
neighborhood show high neighborhood belonging while non-
commuters show the lowest neighborhood belonging. This relates to
how using private transportation alienates people from the community
while low-income groups that cannot afford public transport also do
not engage with the commuting population.

2.3.9. Types of Voids

(10) Functional voids are misused and are dysfunctional left-over

spaces. Old historic buildings, abandoned factories and spaces,
underutilized or abandoned spaces can be considered in this

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 category. These could be generated through different technological,
socio-political, and cultural changes. Planning voids are created
because of a lack of a more holistic approach to planning. Land use
zoning that segregates public spaces from infrastructure creates dead
pockets in the city. Residual voids which are unconventional and odd
sized land parcels that have no meaning. Infrastructural voids are
created when multi-modal transportation networks run across the city
which were meant to connect but result in cutting the fabric because
of superficial planning. Elevated infrastructure is dividing
neighborhoods however, they also have the potential to bring back the
social life it diminished.

2.3.9.1 Urban Voids

(59) Urban voids are vacant and abandoned underused land

without a function, it is an in-between space among public and private
realms. These voids are made because of changes whether through
use or natural disasters. In contemporary times, cities were facing
more global warming effects and challenges. The decrease in carbon
footprint was a goal and urban voids were seen as an opportunity and
a resource that can be a strategic key element that will improve the
urban environment. The paradigm shift to cope with the climate crisis
is essential through sustainable urban planning and design strategies
for the unused city spaces.

2.3.9.2. Infrastructural Voids

As transportation infrastructure aims to serve a functional

purpose, the spatial and aesthetic design of the spaces are limited.
Creating a positive image of the city that supports social urban life is
not usually considered as a potential (1). Because of the design of
elevated railways, the separation from the ground level creates a more
efficient flow of trains without interruption. Spaces beneath these
elevated railways are often residual and neglected, proper lighting is
often the last concern which results in an unsafe image of the spaces.
In Metro Manila, informal settlers and other activities are found within
these urban voids that also often connect with increased brownfield
lands. Under-utilized spaces have a potential to increase permeability
and interactivity through these spaces that could provide a “sense of
place” to the surrounding community (1). (8) Lost space in urban
contexts is considered as leftover unstructured landscapes. It can be
abandoned spaces and neglected by people. According to “Finding
lost space: Theories of Urban Design” by Trancik, the five major
factors that contribute to lost space are automobiles, modern design
movement, policies, privatization of public space, change in land use
that result in abandonment. The first factor -automobiles- are a priority
and is deeply ingrained in the way of living.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.3.9.3. From Void to Opportunity

(2) Cities have lost their sense of place and character as a

meeting place. Most streets lack content and lead to lost social
cohesion. The preservation of existing infrastructure leads to a
rethinking of its future and how new approaches could connect these
developments to city life. Urban voids bring about so much potential
that sparked the interest of architects. These appear as a space of
nostalgia, expiration, deterioration and absence that creates inactive
elements within the urban grid which lost its identity and activity
through the years. Non-spaces are spaces without identity and are not
recognized, it is in these spaces that a huge deal of intervention
opportunities arise.

2.3.9.4. Urban Morphology of Public Space Surrounding Transit

Stations

(31) There is a relationship with transit and urban form that

focuses on integrating transport with traffic calming features and
increased accessible mixed-use. Transforming car-dependent cities
has been analyzed to create paradigms in public space design and
transportation planning. (32) Public spaces within walkable proximity
to transit nodes should be designed as “places to be” and not only
“places to pass through”. Important works that analyze the
performance of public space focus on relationships with spatial, social,
experimental, functional, and cultural factors associated with
intensities of places. Studies understanding the urban micro-scale
design spatial quality is given less attention that is critical in transit
nodes. There have also been relatively small percentages of studies
in Asian cities that focus on creating dynamic dense neighborhoods
around transit stations. There should be a functional mix of stationary
activities, economical activities, informal activities, and pedestrian flow
within transit station catchments.

2.3.9.5. How Stations Relate to its Context

(48) Transit station areas should be more than just shopping

induced areas as transport infrastructure is facing scrutiny for the level
of public good it offers. Redundant station functions also provide good
opportunities. In Edge Hill Liverpool, the local arts organization
converted abandoned the engine house and boiler room into a studio
and performance space that created an art hub in the area. Stations
are able to provide affordable space in desirable and convenient
locations, they can provide supportive community cohesion and
improved well-being. As new ideas arise, porous stations should
consider street level and below grade spaces that could be assets.
Building above stations could be challenging considering noise,
vibration, and cost but it could be possible in other locations.
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 Subterranean expansion is also possible with notable examples in
Canada, Singapore, South Korea, China, and Japan.

2.3.9.6. Association of Parks and Transit Stations

(51) Parks create affordance to walking and physical activities

while transit stations are associated with more transit use and walking.
These two together create a synergy on promoting sustainable travel
behavior. In a recent analysis of the travel behavior that is affected by
parks near transit stations, it was revealed that the odds of walking
trips over auto trips increased 3.55 times. The likelihood that people
would also use transit compared to private vehicles increased 3.72
times. There is a value in constructing parks and open spaces near
rail stations to increase walking trips and other physical activities as
access to parks is associated with more walking. Instead of using
park-and-ride, people tend to take a chain of transit trips when
encountering parks during the first and last mile of a trip. Findings also
revealed that the likelihood of people using a chain of transferring to
different transport modes increased when they encountered a park
during the first or last mile of a trip.

2.3.10. Infrastructure Voids as Instrument for a Homogenous

Urban Fabric

(10) The beauty of the city is seen through the public realm it
creates. If citizens connect with the urban fabric and formulate
meaningful memories, then the city is considered beautiful. Jan Gehl
stated that “First, we shape the cities, and then they shape us.” Many
people are responsible for the creation of cities and this created
physical elements that did not consider public life anymore. Social
nucleus should be the focus of the city while educational and social
needs, libraries, theaters, places of interactions and its interrelation
needs to be the base while defining the neighborhood. In India,
historical cities proved their powerful character that engaged
sociocultural intensities in the fabric. Congestion and restricted growth
were issues due to new planning techniques that focused on
economic growth. Quality life became the least of concerns while
quantity in physical infrastructural development reigned. Some areas
become dead and underutilized, these include areas between
highway and service roads, areas below flyovers, and areas below
foot over bridges.

2.3.11. Ecological Urbanism

(59) Ecological urbanism was created from the ecology field to

create more inclusive and environmentally sensitive urban spaces. It
is a more holistic approach when designing cities. This is deemed
important because of the importance of positive physical and mental
effects of green and natural spaces for humans. Ecology is
understood in both micro and macro scale. The smaller scale
considers the biodiversity that deals with the network of people and
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

their surroundings while the macro scale is a combination of small

networks and how they are linked. According to Mostafavi (2010),
there is an eed to view the fragility of our planet and the resources it
has to bring design innovations rather than just simply conventional
sustainable solutions. He also stated that ecological urbanism should
be flexible in its principles as it could be adapted to different contexts.
Today’s infrastructure should break the norms and address both
present conditions and future possibilities. Urban design should
strengthen urban spaces and its inhabitants in the best way possible.
Consequences should be considered as it will change the citizens and
the city.

2.3.12. Landscape Urbanism

(77) The interrelationship of the built environment with landscape

and nature created a concept called landscape urbanism. The
evolution of the urban park typology and its functions are still changing
over time. In simpler times in the United States, parks were seen as
refuge spaces that are separate from the urban places. At that time,
the elite would have more access to parks while the working class
were situated far away and did not have time or access to parks.
During the end of the 19th century, parks shifted its sociability as it
aimed to be equitably inclusive. In the 1960s, parks were considered
to have a wide range of spaces for recreation and not only for
landscaping. Before the 2000s, parks underwent a new model
because of the exploration of the potential of parks to bridge division
from production of resources and consumption of resources.
Landscape urbanism seeks to find a balance between the built and
natural environments. Maintaining places needs a thorough analysis
of its identity, physical pattern, meaning, and setting. What drives
landscape urbanism is the goal of creating ecological, social,
economic, and aesthetic benefits.

2.3.12.1 A Fresh and New Greener Approach

(139) Landscape urbanism is a theory in urban planning through

landscapes. It emerged during the mid-1990s and created different
manifestations in cities. Reorganizing and planning of post-industrial
locations or creating urban revitalization was also tied with the concept.
(79) The main elements of landscape urbanism include safety and
transportation in conjunction, this includes pedestrian walkways parking
lots, signs, and transportation infrastructure, public spaces which include
site programs, parking and restrooms, cultural preservation which
includes public artworks, historical monuments, and schools, and
residential living that takes into consideration noise, safety, commute,
and proximity. Merging landscape with urbanism should include
vegetation, green belts, and park pockets. The possibilities of design are
endless as planning should not limit imagination.
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2.4. Parks

2.4.1. Park Definition

(50) There are lots of definitions for the park, it depends on the
type of person using it. No matter the definition, parks exist to not just
fulfill individual needs but also to address important community and
societal needs. A park has basic elements like grass, trees, open
space, benches, and play equipment but parks could also be more
than that. It can revitalize neighborhoods, play an integral role in the
everyday life of the locals, and serve as a place with a sense of
community. The origins of the park dated back to the 20th century
when cities were undergoing massive changes in the United States.
Parks promote physical activity which creates physical and
psychological benefits, a feeling of community, and perceived support.
Not only do big parks create these effects, even small urban
typologies like squares and gardens also give the same benefits.

2.4.2. Parks and Particulate Matter

Figure 15 Korea Sihwa Industrial Complex with Green Buffer

(99) A ten-year analysis on the reduction of particulate matter at the

green buffer of the Korea Sihwa Industrial Complex was done to
analyze if the green buffer space created a positive effect to the air
quality and the lessening of particulate matter in the nearby residential
areas. Green buffer zones are designed to prevent the spread of air
pollutants and odors from industrial zones to residential areas. The
analysis was done using the National Atmospheric Environmental
Research Stations 2001-2018 dataset. Field measurements of PM10
and P25 from February 2018 to January 2019 was done to analyze
PM concentrations throughout the green buffer. The results concluded
that PM10 in the residential area was 9& higher than that of the
industrial complex while after the implementation of the buffer, 11%
lower PM10 was recorded in the residential area. The results show
that there was a substantial reduction in PM during and after the green
buffer implementation.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.4.3. Parks and Urban Heat Island Effect

(123) The growing literature of the cooling effects of green spaces,

specifically parks, brought about methods and scales to measure how
much green space should be allotted for cooling effects. In the study, it
mentioned that planting sidewalk trees in urban spaces have a better
cooling effect compared to green roofs and surfaces. An increase of 5%
mature tree density would reduce surface temperature by 1 degree C
while adding a 5% density in saplings reduced 0.5 degrees C in urban
areas. Large parks with areas more than 20ha have the highest reduction
in temperature (1-2 degrees C) that extends over a 350m distance from
park boundary. Medium sized parks with 3-5 ha can extend the
temperature reduction over a 70-120 m distance and reach as low as 0.7
degree C in temperature reduction. Medium parks with about 12 ha can
reduce temperature to about 1 degree C. Greatest cooling effects were
observed during summer when parks managed to reduce temperature
to about 3.8 degrees C.

2.4.4. Quezon City Urban Heat Island Analysis

(130) According to an urban heat island analysis supported by the

Department of Science and Technology in 2019, industrial, residential,
and commercial areas are relatively hotter with average temperature of
around 33.5 ºC. This contrasts with lower average surface temperatures
of parks (30.5 ºC), agriculture and water areas (26 ºC). The northeastern
areas of Q.C. contain lower Land surface temperature than the
southwestern parts which include the site location.

Figure 16 Urban Heat Island Intensity in Quezon City

Figure 17 Land Surface Temperature in Quezon City

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2.4.5. Parks and Flood Control

(122) Flooding probability will be decreased by increasing green

space area and better soil drainage in areas where there is detached
housing and mixed land uses that are present. In areas where the
gentlest slope is seen (1.29%), increase in green spaces resulted to
flooding probability decreasing. This type of area usually consists of 50%
road space with a mix of detached housing and mixed-use areas. Flood
control capacity via green space is relatively large in areas where the
average slope ranges from 1.29- 1.61% in a study in Seoul. In general,
it was found that flooding probability reduced as green space area
increased no matter the slope difference in all areas observed. Flooding
probability is lower in areas where the gentlest slopes are present
despite physical and environmental variables. In areas where there is
flood risk management infrastructure like pumping stations and retention
tanks, even if the slope was slightly higher (1.61%), the area became
less vulnerable to flood occurrences while areas with the gentlest slopes
(1.29%) were less prone to flooding if there is increased green space
even if there is no FRMI present. An inflection point occurred at 2380m2
of green space wherein the green space area was significant to reduce
flooding probability by 50%. If 7.5% of total land area in gentle sloped
areas were converted to green space, flooding will be reduced to 50%.
The integration of expanding sewerage pipes and infiltration trenches
would be the best adaptation strategy. Green spaces would be more
beneficial and effective for flood control in gentler sloping areas
compared to steep sloping areas like mountain areas. Creating concave
green spaces compared to convex would be more advantageous for
reducing flooding by infiltration. A depth of 5m for all green spaces in a
community would reduce runoff by 16% and peak outflow by 25%.

2.4.5. Measuring the Economic Value of a City Park System

(73) More than 30 studies have shown that parks have a positive
impact on nearby residential property value. People are also willing to
pay more if they are close to a nice park. “Hedonic value” is a term
that is used by economists that is affected by the quality of parks and
distance from parks. Hedonic value can be measured within the first
500 feet. Parks with excellent recreational facilities are also desirable.
(133) Six benefits were categorized, reduction of damage caused by
stormwater, carbon dioxide sequestration, reduction of air-
conditioning costs, citizens’ health improvement, psychophysical
wellbeing improvement, educational and social benefits and increase
of cultural heritage of cities. Some of the benefits come from direct
uses of urban parks while others are more pervasive benefits.
Psychological wellbeing, education, social cohesion, and health
benefits depend on direct frequent use of the parks or views coming
from home.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.4.6. Towards a Linear Park Typology for (post) Industrial

Cities

(61) Infrastructural processes in the post-industrial era are tied to

intermediary edge-spaces. These linear spaces create voids in the
urban fabric which designers have been trying to stitch back together
with buildings or filling it with linear parks. Linear parks have been
historically marginalized but have increased in popularity due to the
decline of industrial-era infrastructure.

Figure 18 Typical (sub)urban linear landscape typologies: A- planned linear

armature, B decommissioned railroad easement, C- freeway shoulder, D-
unrealized freeway or teardown, E- freeway bury, F-utilities easement, G-
political or post-political, H-urban river, I- post-industrial waterfront, J-
suburban setback

Contemporary urban discourse emphasized ‘connectivity’ and

‘contextualism’ as edge spaces are seen as opportunities for land to
be ‘stitched up’ in order to mitigate disjunction. Seamlessness is
created in many ways but the most prominent way is the community
aspirations that lead to parks. These green spaces may be seen as
tools for revitalizing the urban realm, bringing recreational amenity and
connectivity.

2.4.6.1. Proportional Definition

(61) Thin parks often create a high perimeter to area ratio

(minimum of 10:1 length to width ratio). Maximum length to width ratio
is indefinite as some thin parks are referred to as greenways. An
example would be Guadalupe River Park in San Jose, California
which is quite difficult to define in terms of the overall length of that
space.

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2.4.6.2. All Edge
(61) Usually, thin parks have no middle and are all edges as they
are heavily defined by their margins. Compared to larger parks, thin
parks seem to be experientially volatile. Extreme examples of bias in
contextual exchange would be seen from the High Line and
Promenade Plantee. The surroundings seem to restrict the linear
parks width and ‘narrow’ these parks. Long parks with sufficient widths
can be described as larger parks.

Figure 19 Typical thin park “edge impressions”

2.4.6.3. Limits on Size

(61) In thin parks, the user would usually have simultaneous vistas
to both edges. An example of a thin park would be Chrissy Field in
San Francisco as it provides clear sightlines and constantly visible
edges. Too small, and a linear park would be labeled as a pocket park
since both ends of the park would simultaneously be comprehended
by the user.

2.4.6.4. Consciousness vs. Cross-Connectivity

(61) There is a dialectical relationship between urbanism and thin

parks. Continuity is very advantageous for linear parks because of
identity and functionality being usually enhanced. Consciousness
varies as for the case of Mandela Parkway in Oakland; the space is
fragmented as the park gives way to the street.

Figure 20 Mandela Parkway Oakland CA

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.4.6.5. Lateral Porosity vs. Impermeability

(61) There is a great variety of the lateral permeability of thin parks

that usually is a result of the pos-infrastructural conditions of each site.
An example of a very permeable thin park is Commonwealth Mall in
Boston as it has numerous pedestrian access points from the adjacent
sidewalks. The High Line provided less lateral access compared to
Commonwealth Mall in Boston.

Figure 21 Commonwealth Mall Boston

In 2009, The High Line got critiqued because of the potential to

increase permeability if it were to add more integration with the
buildings and streets. It is seen that a success of a thin park is not
heavily influenced by the porosity of its sides as the user makes a
conscious decision to be in the park and not on the street.

Figure 22 Cross-street fragmentation and park side access of linear parks

2.4.6.6. Linear Transit

(61) Linear parks are expected to be able to fill the role of

providing lateral transit from point A to point B. Degree of success
depends on the significance of the endpoints, degree of connection
along the length of the park, and presence or absences of return
paths.

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2.4.6.7. Geometric Rigidity

(61) Angles in thin parks are usually uncommon as the

infrastructural restrictions create the norm of straight and narrow
templates. Deviations from this template could be seen from One
North Park Singapore and Rose Kennedy Greenway. Connectivity is
a far more important aspect of thin parks compared to unique
geometries. In fact, in highly urban contexts, non-linear designs can
reduce ‘the tunneling effect’ caused by buildings obscuring sightlines
and diminish the tendency to visually consume the entire thin park in
a single glance.

2.4.6.8. Peninsula Effect

(61) Thin parks that have low lateral permeability and have end-
only access points are susceptible to the peninsula effect that is
defined by declined diversity from base to tip of a peninsula. An
example would be Mauerpark that created one end access. Park
users are made to go back to the end that results in less patronage
and diversity as one goes deeper into the park. This isn’t necessarily
negative as ‘subcultures’ could be formed in the different niches inside
the park.

2.4.6.9. Thin Park Typologies

(61) The filter typology (A) is the most effective in high density
urban contexts where vehicular traffic, cyclists, and pedestrians can
be filtered out to be calibrated properly. Through the thin filter park,
vehicular traffic is deflected and pedestrians and cyclists are either
absorbed or advanced through the site. In lower density contexts, the
filter would be more prone to failure because of low-flow volumes and
less concentrated usage. Programme sink (B) is filled with numerous
defined functions usually in forms of sports activities and fields.
Conduit (C) is the most prevalent park typology especially in rails-to-
trails contexts, this is most effective in leading people to useful
destinations. Rail easements are mostly vertically separated from the
traffic network and the conduit typology is the most efficient in this

Figure 23 Thin Park Typologies

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

scenario. Directional objectives of users should be assessed to better

integrate the park to the daily movements of people. Suture (D) is
employed to stitch up urban ruptures that are usually infrastructural in
origin. An example is the Rose Fitzgerald greenway that stitches the
freeway that cuts through historic downtown districts. Developments
of linear parks in these cases are the result of the first development
choice that is predetermined by infrastructure. Not all parks that are
inserted in fragmentation of infrastructure are effective. Stage (E) are
focused on events and spectacles that are either planned or
unplanned. Pedestal (F) creates a symbiosis of the park with the
external environment. Thickets (G) are often results of overgrown
vegetation. Un-engineered urban rivers often form thicket traits.

2.4.6.10. Trendsetting: Elevated Urban Parks

(77) The popularity of the High Line in Chelsea, New York created
a worldwide phenomenon of elevated parks. Examples can be seen
in different cities like Jerusalem’s “Train Track Park” that connected
the rich and poor neighborhoods, and London’s Oxford Street that
aimed to create a mushroom garden on the old railway tunnel. In
Mexico, a plan to create an elevated park from scratch was planned
but is still not realized to this day. In Paris and New York, the elevated
parks like the Promenade Plantee and the High Line works because
of the high design and high maintenance model as it is suitable in their
own locations compared to other cities experiencing different
economic and social realities. The concern with the High Line was the
question on who it was built for. The people in Chelsea do not gentrify
the place, the High Line is the “gentrifier” itself as it is a result of a new
“object” transforming the area and attracting more people. “Neoliberal
urbanism” explains gentrification into a new more palatable term.
Being able to sit, eat, observe, and meet are classic urban ideas from
Jane Jacobs and William Whyte. The key to success includes
inclusion of diverse groups of visitors at different times for various
reasons to use the place. The lessons from the gentrification effects
of new urban regenerative park developments focus on the idea that
landscaping alone cannot make a great place if it is without a sensitive
approach towards the neighborhood in question, the local physical
structures and connectedness between them, while also considering
the needs of the users of today and tomorrow.

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 2.4.6. Park Design to Measure Effectivity

(134) Access to green space is not the only factor to determine the
creation of healthy communities. Parks are good for communities only if
people use them. Park needs differ from population to population.
Depending on community background, people will use parks differently.
In Freeway Park Seattle (densely wooded and nestled between two
highways), women tend to feel unsafe walking alone because they
cannot see who is approaching or coming up behind them

Figure 24 Freeway Park Seattle

(135) The Freeway Park was planned for renovation and repairs due to public
concerns because of the unwelcoming brutalist design made by Jim Ellis. It was
the largest park of the city which spanned to about 5.2 acres and was created
to reconnect neighborhoods the freeway torn. The park’s structure also did not
support the trees planted there, the vegetation overgrew and the park fell into
disrepair.

2.4.6 Green Gentrification

(59) Initiatives to green the environment are often followed by

enhanced gentrification. Despite the contribution to the environment
quality and economic growth, social sustainability is neglected. (124)
Green gentrification is the process that starts new environmental
planning agendas that are related to green spaces and result to the
exclusion and displacement of particular residents. Through greening
the environment, this results to improved quality of life and property
values but dislocates vulnerable residents.

2.4.6.1 Gentrification from Regenerative Infrastructure Projects

(59) Gentrification was defined by Ruth Glass, she explained the

relationship of rehabilitation and upgrading neighborhoods in London
and how it displaces low-income neighborhoods. Transformation
results from this phenomenon that changes culture, amenities, and
physical infrastructure. Gentrification can also be seen as a result of
accessible public transportation and not just easily accessible by
private vehicles. (75) Gentrification is tied with the location, type, and
function of the urban space. It is not the size of the park that gentrifies
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

a certain area, by adding accessible park acreage in park-poor, low-

income communities would lessen gentrification. According to a
journal of “Urban Studies” by Alessandro Rigolon, found out that there
is less gentrification on balance in cities that have a higher quality of
park systems. Since the Balintawak area is near Quezon City parks
like U.P. Diliman green spaces, Arboretum Forest, Quezon City Circle,
and Ninoy Aquino Wildlife Center, it is less likely that a major park
development would gentrify the surroundings. Urban voids also
introduce negative effects and cause social problems as criminal
activities can have more opportunities in these spaces. It can also
become informal places for homeless or illegal housing.

2.5. Environmental Psychology

2.5.1. Physical and Psychological: Prospect Refuge Theory

(72) According to Maslow, safety is crucial for all humans.

“Practically everything looks less important than safety.” The level of
perceived safety of a park affects its usage. Appleton (1975) stated
that there is an importance of good environmental design that would
enhance a sense of safety. Urban greenways are examples of spaces
that is examined through the theory framework to enhance safety in
public spaces. The lack of hiding spaces and increased depth of view
were added as an enhancement of the theory. Prospect is the
environmental condition that allows users to see without obstacles.
The theory solidifies the fact that prospect and refuge affect people’s
perception of how safe an environment appears to be, it provides the
spatial mechanisms by which humans can maximize their security and
give access to spaces that allow them to see their surroundings
clearly. The physical environment plays a role in criminal activity as it
influences how and by whom a space is being used which explains
the connection between environment organization and opportunities
for crime. Crime against individuals usually occurs in places where the
chances of being seen is low. Some places that are examples of ‘hot
spots of fear’ are public parks and public transportation stops. Urban
spaces dominate the ‘hot spots’. One specific angle that the theory
studied is the perception of safety that is produced by the physical and
social design features of places. Features that impede escape or
connection to potential observers increase risk for victims and
decrease risk for offenders. Open spaces that are seen are needed
for safety.

Factors that can be used and be spatially manipulated through the

theory include:
i) the objects employed to symbolize prospects and refuges,
ii) the manner and intensity with which they symbolize them,
iii) the spatial arrangement of the symbols,
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AY 2022-2023
 iv) the equilibrium of prospect and refuge symbols, and
v) the physical media by which such an arrangement is communicated to the
observer

2.5.1.1 Elements of Prospect-Refuge Theory

(109) The theory identified terms related to the concept. Appleton

explains how the theory could analyze the preferences of people in
environments. He distinguishes sub-categories like direct and indirect
prospects, primary and secondary vantage points, refuge symbols,
and type of psychological threats. Exploration of an environment that
would be aesthetically and spatially supportive to create increased
safety and pleasure are the only defined purpose of the theory.

From the theory, it is said that victims feel safest in places where
offenders lack refuge and where victims have more prospect. Lack of
hiding places is one design characteristic that gives time for the victim
to avoid an attack.

Table 10 Vantage types

Table 11 Prospect types

Table 12 Refuge Symbols

Table 13 Hazard Types

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.5.1.2. Prospect Refuge Theory in Architecture

(85) In 199,1 a book about patterns of Frank Lloyd Wright’s

houses by Hildebrand was published. This analyzes spatial
characteristics of 33 houses by the architect and identifies repetitive
elements that were categorized into prospect, refuge, and complexity
and order. Most of Frank Lloyd Wright’s houses used up to 10
elements that were identified into the three categories by Hildebrand.
The uniqueness of Wright’s “destruction of the traditional box and
creation of an interaction between inside and outside” was proposed.

Figure
Table2014Wright’s
Frank Pattern
Lloyd Wright House Patterns

For Hildebrand, it is noted that there is a want to observe from a

safe place. Pleasure is achieved through spatial characteristics of
complexity, prospect and refuge, hazard, and mystery. Prospect and
refuge are related while complexity and order are tied together as well.
Increase in complexity does not mean less order while increase in
prospect does not need decrease in refuge. Light quantity and view
are important for prospect and refuge to come together. Prospect is
wide and bright while the refuge is small and darker. (109) It is
summarized that age, culture, and local experience do not seem to
shape people’s preferences and support the argument that prospect-
refuge related perceptions of comfort are universal.

2.5.1.3. Prospect Refuge Theory and Edge Effect

(108) Sightseeing and visual perceptions of natural environments

are the two most important recreation pursuits. Numerous research
shows how visitors in recreation areas are often attracted to edge
environments- lake edge, river edge, edges of forests or meadows.
More visitors of parks have been seen in park edges compared to the
central parts of those areas. The phenomenon “edge effect” is an
analogy that is similar to wildlife patterns. Edge is preferred by wildlife
because of its greater variety in vegetation types, food, and cover over
other habitats.
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 Edges are mentioned in Appleton’s theory as providing a source
of visual appeal. Before getting out of cover in the free expanse of a
meadow, wild animals hunters, and zoologists reconnoiter which
enables to see without being seen. Hiding and being overly-exposed
is not natural for humans so a balance should be given. In the theory,
prospect dominant, refuge dominant, and refuge symbols are
mentioned. A prospect dominant edge is one in which the viewer is
afforded a broad and deep view of a clearing. These can be open or
closed environments. Examples are forest edges which provide more
prospect than refuge for feelings of openness. Refuge dominant edges
exhibit evidence of the viewer being located in a hidden or enclosed
setting. The viewer is sheltered from view. In refuge symbol edge
environments, the viewer is located at the edge of a clearing but close
to the refuge which creates visual penetration and accessibility into the
forest. A study analyzing a park in Nashville, Tennessee was
conducted to provide evidence for edge effects and preferences for it.
The results showed that the most preferred scenes are when viewers
are located at the edges of the meadow and the least preferred scenes
are when the viewers are positioned at the center.

2.5.1.4. Edge Environment Themes

(108) According to a psychological study on edge effects in

recreation environments, there are five themes that are elements of
edge environments: refuge symbolic (immediate), refuge symbolic
(distant), refuge dominant, rough, ill-defined, and prospect dominant.

Refuge symbolic (immediate) edge environment are scenes within

the well-defined edge itself and is immediately available (within 10
feet).

Figure 25 Refuge symbolic (immediate)

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Refuge symbolic (distant) edge environments are fairly well-

defined edges that are not immediately adjacent to the viewer (about
50 feet).

Figure 26 Refuge symbolic (distant)

Refuge dominant edge environment is composed of scenes which
two distinct edges are apparent. One edge in the foreground while one
edge in the background. The view was facing out into the clearing
while viewer location was just inside the forest edge. This gives the
viewer a strong sense of refuge but a partially blocked prospect.
Constant movement of the head is required for an entire view of the
prospect.

Figure 27 Refuge dominant

Rough, ill-defined edge environments consist of forest-meadow
interface that is poorly delineated. Scattered elements make up the
edge and offered limited refuge. Depth of field and legibility are poor as
the tree line edge was not distinct and lacked spatial definition.

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 Prospect dominant edge environments consist of open field
scenes that have very distant tree line edges. The viewer is exposed in
a clearing and was looking directly into the distant edge. t

Figure 28 Prospect dominant

The results stated that refuge symbolic (immediate) was most

preferred while refuge symbolic (distant) came in second, refuge
dominant came third, rough-ill environment ranked fourth, the least
preferred was prospect dominant. This strengthens the notion that
people value seeing compared to hiding while also giving the person
the chance to choose to explore a prospect with a refuge readily at
hand.

2.5.2. Psychological and Sociological: Third Place Theory

(72) Social space can be defined as the interaction between

people and their physical environment that is mediated by their
representations of the physical space. Evidence in numerous
literatures supports the importance of the experiential relationships
with the environment in shaping the perceptions and images that
people form through their relationship with the environment. (78) In
1982, Raymond Oldenburg and Dennis Brissett proposed the “third
place” concept to describe places outside of home (first place) and
work/school (Second place) which provides a sense of personal
meaning and wellbeing. Third places have been under-studies in their
time and that is why they suggested a set of qualities about third places
that support an individual's well-being and worth. The article began
mentioning that historically, people have engaged in social
participation in public spaces outside of home and work. Examples are
coffee shops, community centers, pubs, and parks. They described
third places as being entertaining, often full of play, and is a unique
meeting ground for people of diverse backgrounds and experiences.
The third places are seen as places for “mental balance” amidst harsh
structures and expectations of modern life. What the authors did not
specify is how experiences of a variety of groups who do not have
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

access to safe first, second, and third places are also important to
discuss.

2.5.2.1. Psychological Effect of Third Places

(102) Third places can foster a psychological sense of community

(PSOC). If social capital is the resources shared, PSOC highlights the
emotional mechanism that makes people feel connected with one
another. Research has been showing the positive relationship of sense
of community and psychological wellbeing for people experiencing
homelessness, with participation in social and recreational activities as
significantly related to community and psychological wellbeing. The
relationship between public third place, social capital, and
psychological sense of community are all interrelated.

2.5.2.2. Expansion of Third Place Theory

(78) In the last two decades, literature has increased its focus on
whether people still participate in non-virtual social life. While some
community centers in dis-invested British neighborhoods were used,
there were many barriers to access. Physical inaccessibility because of
mobility restrictions or feeling like they did not belong created
fragmentation. Another fact about Oldenburg and Brissett’s theory is
that it usually is catered to the middle-class population (specifically
cisgender While males). Studies have been made to question third
places and how it negates the theory because of social segregation.
Social capital is the conceptualization oof “reciprocal social relations”
that are tangible or intangible support that people give and receive in
groups or communities with an aim of individual or collective social
development. This is associated with wellbeing outcomes like civic
participation, collective efficacy (shared beliefs in a group’s capacity to
achieve goals), and collective visioning for a more equitable future.
Participating in civic and neighborhood groups fostered bonding and
bridging social capital (accessing resources unavailable in bonded
networks/ acquaintances). Participating in community activities like
sports improved social and psychological capital.

2.5.2.3. Different Groups in Collapsed Spaces

(78) Literature has been made on the importance of third places

for the aging population. Access to transportation has been identified
as a key indicator and barrier to accessing these places. Incarcerated
people and people experiencing social marginalization are either bound
to their singular geographical locations or are pushed out of home and
school spaces that are traditional sources of accessing social capital.
Living under strict rules, expectations, and restrictions is a daily
scenario. “Pseudo families” especially connect incarcerated people
which contribute to social wellbeing. People without access to a home
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 also create “street families” as a response to disconnection from
families of origin. Specifically homeless children experience a sense of
acceptance and connection with these kinship systems.

2.5.2.4. Third Place Theory in Collapsed Spaces

(78) The third-place theory is essential in creating third places that

includes “collapsed space” contexts - older generation, incarcerated
communities, and homeless people. Exploring a sense of place or
“meaningful location” analyzes the person-in-environment paradigm.
Oldenburg’s theory of Third Places defines non-home and non-work
places that provide a sense of wellbeing and belonging. The theory was
not meant to be applied to socially marginalized communities however,
there is a growing need to create discourse in placemaking even in
collapsed spaces. “Space” is an abstract concept while “place” is a
pause that transforms space into place as space plus value equal’s
place. Constructivist inquiries of place account for how socio-political
changes that relate to power shape user experiences with the place.
Places are constantly constructed and changing based on individual
and communal contexts. (102) Often, socially marginalized people are
seen as the problem to be controlled rather than a part of the community
to be cared for.

2.5.2.5. Informal Social Control

(102) Informal social control is the conceived community-oriented

approach to public safety. It is stemming from the thought that the only
truly effective way of maintaining public norms is by neighbors
assuming responsibility for one another. Informal social control has
been found to mediate the relationship between social cohesion and
crime. The combination of social control and social cohesion has been
seen to be sub-constructs of collective efficacy which is the ability of
neighbors to come together and intervene to serve common good.
Despite this congregational thought, common good is not usually
inclusive. The need for marginalized people to be “socialized” by other
residents is what makes informal social control “work”. In architecture,
resource organization can be seen from defensive architecture. This
type of architecture obstructs one’s ability to comfortably spend time in
a public setting. Built environment is then created to keep people from
lingering too long or get too comfortable. This gives a controlling signal
about who is welcome or unwelcome in public space and how not to
use the public space especially those who are unhoused.

2.5.2.6. Third Place Theory in Collapsed Spaces

(102) Social marginalization is defined as a systematic effort to

push groups or individuals “to the side, to the edge, or even over the
edge” in society. This limits social experiences that take a toll on
psychological wellbeing. Third places should be seen as accessible and
available even to those who are socially excluded from current third
places in general. (102) Evidence on how third places can support
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

people who experience social marginalization emerged. Gay-straight

alliances are examples of settings that promote wellbeing among
LGBTQ young people in school settings.

2.6. Architectural Standards

2.6.1. Occupational Safety and Health Standards

Floors, stairs, and landings should not be slippery because of

material through time. Permanent railings should be provided on all exposed
sides of stairway openings except for the entrance/exits. Railings should be
constructed of material with sufficient strength with at least 1 meter from the
floor level to the upper surface of the top rail. Railing posts should be no more
than 2 meters apart. Toe boards are at least 15 cm in height with 6mm clearance
above floor level. Stair width should not be less than 1.1m with handrails. A
height of 3.6m between stair landings shall be observed. Vertical headroom
shall not be less than 2m from top of tread in line with the face of the riser.
Treads should not be less than 25cm and riser not more than 20cm.

2.6.2. DPWH Vertical Clearance

The requirement of the DPWH for vertical clearances of railways,

flyovers, bridges, and footbridges should comply with the minimum of 4.88
meters with added 0.15m allowance and 0.30m added clearance for pedestrian
footbridges. Clear headroom between the pedestrian footbridges and the
bottom of girders shall not be less than 2m.

Figure 14 DPWH Bridge Clearance

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2.7. Urban Blight

2.7.1. Urban Blight due to Transport Infrastructure in

Balintawak

(86) According to the Florida Statutes Section 163.340 (8), a

“blighted area” is one with a “substantial number of deteriorated, or
deteriorating structures, in which conditions, as indicated by
government-maintained statistics, are leading to economic distress or
endanger life or property”. The main cause of blight is
underdevelopment and disinvestment. In the case of Balintawak, the
creation of Epifanio de los Santos Avenue, North Lane Expressway,
LRT 1, and the Cloverleaf Exchange tore away the urban fabric of
Caloocan and Quezon City. Closure of factories in the area created
abandonment of industrial zones and took away jobs. Modal transfer
was not planned as elevated footbridges are being used for extended
queuing and accidents occur due to unsafe pedestrian environments.
Some manifestations of blight include lack of pedestrian infrastructure,
inadequate EDSA Carousel queuing space, underutilized green
spaces, unsanitary unsafe conditions, deterioration of site, and high
crime rates and accidents.

(116) According to the Executive Order No. 50 Series of 2019,

successive infrastructure, environmental, and economic changes in
Quezon City have made massive impacts of continued
industrialization, increase in population, and incessant human
activities. The QC Government identified following strategic sites as
focus of developments, this includes Balintawak. The Agenda Item
No.9 of the Mayor’s Executive Agenda states the need for developing
growth hubs to bring more prosperity to more people. Urban
revitalization is needed and gives clear direction for the goals of QC
and United Nations Sustainable Development Goal No. 8 which
promotes development-oriented policies that support productive
activities, creativity and innovation, with the combination of SDG No.9
that promotes reliable and resilient infrastructure to support economic
development and human wellbeing that focuses on affordable and
equitable access for all. SDG No. 11 also states the need to make
cities inclusive, safe, resilient, and sustainable.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.7.2 Balintawak Blighted Areas

Blighted areas cover about half of the total land area of the city
and more than half of the population. These are predominantly
residential areas spreading to about 116 barangays and grouped into
20 districts.
The Damar community district includes Barangay Balingasa,
Damar, and Pag-Ibig sa Nayon. These areas are considered non-
growth blighted communities due to sprawling residential land uses. A
total population of 26,999 was recorded by the Quezon City
government in their Comprehensive Land Use Plan of 2015-2025.

About 45% of the area is residential land use.

Figure 30 QC Blighted Area Summary

The Munoz community district consists of Barangays of
Katipunan, Veterans Village, Bungad, and San Antonio.

Figure 31 Lnd-Use in Damar

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 Figure 15 Land use in Non-Growth Munoz

Baesa-Bahay Toro community district consists of 7 barangays which

include Baesa, Bahay Toro, Alicia, Ramon Magsaysay, Sto. Cristo,
Bagong Pag-Asa and Sangandaan. Estimated population is 238,632.
49% of existing land use is occupied by residential. Major transport
routes include Quirino Highway, Congressional Avenue, Mindanao
Avenue, EDSA, Visayas Avenue, Baesa Road, GSIS Avenue and
Tandang Sora Ave.

Figure 16 Land use in Non-growth Baesa-Bahay Toro

2.7.3. Urban Blight Solutions

(95) Both violent crime and property crime are greatly influenced
by the physical environment that affects psychological and social city
elements. Urban blight and decay are considered as invitations to
crime and lack of urban wellbeing. Vacant properties invite
vandalization and avoidance of social interactions. In many
neighborhoods in Michigan, middle school youth worked with
neighborhood adults in transforming abandoned and vacant lots into
parks. After the development, 22 months after, there was a 37% drop
in violent crimes within 200 meters of the project while 56% drop in
crimes within 100 meters of the site. Numerous researches identify
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

the evidence on how maintaining and revitalizing vacant and under-

utilized spaces is an effective crime prevention strategy. (86) In 2012,
researchers conducted an in-depth survey of 29 Philadelphia
residents in one of two neighborhoods affected by blight. Solutions
brought up by the residents include converting abandoned areas to
playgrounds for children and park space for elderly. Many noted that
abandoned or vacant lots in the community were made as open space
or gardens and were effective in deterring crime. The participants
seemed to be community-centric and focused on strengthening
societal bonds. Neighborhood disorder is correlated with social
alienation and creates powerlessness and mistrust.

2.7.4. Urban Blight and Public Parks

(136) In Philadelphia, citizens have been trying to fight blight by

cleaning and greening vacant lots or by hiring community members to
occasionally tend them. These treated parcels of land have been a topic
of researchers that study blight. A professor studying blight has found
out that by simply cleaning and greening blighted lots, it could boost
values of neighboring homes by 20%. These benefits can increase
especially if the greening is extended and if the spaces are intentionally
planned for community activities to proliferate. Charles Branas, professor
of epidemiology at Penn, has found a significant drop in crime around
these lots. If communities gather and care for green spaces, there would
be less room for crime and suspicious activity. Health research after the
greening was created also found that exercise went up and stress levels
went down. In terms of heart rates, blight boosted this while sight of
greenery eased it. The cumulative multi-disciplinary effects of blight
affect people who walk by every day.

2.8. Historical Preservation

2.8.1. Importance

(119) The history of the community and an area contributes to its

personality. Unique character is created because of the rich historical
events that once happened. There are numerous benefits that are tied
to historical preservation. Tangible presence of past eras and events
makes a community culturally richer. Economic community benefits
would prosper when history is preserved as more private investors would
want to enhance the surrounding areas. Providing jobs, increase in
household income, tax base and tourism income would be beneficial.
Citizens would take more pride in the history of the place and this would
bring social community benefits. The preservation would also be
educationally beneficial as it would teach local heritage and would bring
more understanding of the past. Historical preservation is an important
investment of the past for the present and future. Neighborhood
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 revitalization is one effect of historical preservation of older community
districts. Historic monuments and places give a sense of stability and
provides tangible links with the past that everyone can experience.

2.8.2. Cry of Balintawak

(125) A book was published to study the controversy of the origin and
story of the Cry of Balintawak. It summed up the crucial details regarding
the Katipunan assembly that also assessed the significance of
Balintawak events in the context of the nationalist struggle, its
significance in the current celebration of the centennial of the Philippine
Revolution, the documents of eyewitnesses and contemporary
documents, and a summary of dates and places during the last days of
August 1896.

Figure 33. The Cry of Balintawak Book

2.8.2.1. The Tale of Pugad Lawin

Some doubts were expressed when historians and writers came up with
different places that signify the start of the “Cry”, this lasted for decades.
In the early thirties when the Bonifacio monument was about to be
inaugurated, Pio Valenzuela, Briccio Pantas, and Cipriano Pacheco
made a signed statement that said the Unang Sigaw took place in a
different place. The switch to the name of “Cry of Pugad Lawin” was
made by Valenzuela after having attended celebrations of the Cry of
Balintawak in earlier years. The removal of the monument to University
of the Philippines in Diliman in 1968 also created added doubts as there
were dates removed from the monument and replaced with the phrase
“Cry of Pugad Lawin”. According to Masangkay, it is false that the First
Cry of the revolution was launched in “Pugad Lawin” and not in
Balintawak. According to him, Pantas and Valenzuela fled already and
surrendered to the Spaniards while Pacheco was never there. He stated
that after the invitation of Bonifacio, the revolutionaries assembled in
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Balintawak with Emilio Jacinto and laid out the courageous plan to start
a general uprising against the Spanish government. They tore up their
cedulas there as a sign of rebellion. Pantas, Valenzuela, and Plata were
those who opposed the uprising. According to Jonathan Balsamo,
Valenzuela City Government Assistant Department Head II, Museum
curator, and Secretary General of the Philippine Historical Association,
this book is not an accurate source about the place and date of the Cry
and who opposed what. This shows the confusion that history still to this
day battles but what matters is the essence of the event and how it
symbolizes unity, courage, and history of the Filipino people.

2.8.2.2. Recent Analysis of the Cry

(125) In 2021, Jim Richardson created an article about Notes on the

“Cry” of August 1986. This is one of the most recent analyses for the
confusing date and place of the event. The original place where Andres
Bonifacio and Katipuneros were said to have torn up their cedulas was
in Barangay Bahay Toro, Quezon City which is about 1.5 kilometers from
Cloverleaf Park. There is a life-sized tableau depicting the event that took
place there. Despite this, historians agree that the precise date and
location are not vitally important as the confusion is still ongoing whether
it was August 23, 24, 25, or 26. The meaning of the cry is also
undetermined as it can mean deciding to revolt, the tearing of cedulas,
or the first encounter with Spanish forces. The decision to revolt was
unanimously wrote about by the Katipuneros and was said to be held at
the house of Apolonio Samson on Kaingin Road in Kangkong, Caloocan
which is about a kilometer from the center of the Interchange. At the time,
it was isolated and hard to find, thick-boughed mango and santol trees
guarded the marker which was always in shadow.

Figure 34. Ceremony at Kangkong Marker by veterans that participated in the “Cry”

In recent times, the marker has been obliterated by the urban

sprawl in Metro Manila. The memorial now stands by at the entrance to
the Apolonio Samson Barangay Hall. The original location is now a high
school sports court. In September 1911, the first monument to the “Cry”
was unveiled, it represented a crusader for the Cause, one of the first
who took to field of battle under orders from Andres Bonifacio. It was

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erected in Balintawak which was the largest and best-known barrio
where the Katipuneros generally congregated in August 1896.
“Balintawak” signified the “unang labanan” on August 26.

2.8.2.3. Andres Bonifacio Monument- Balintawak

(126) The “Unang Sigaw” monument in Balintawak was

transferred to University of the Philippines Diliman during 1968. A
replacement was installed in 1971. According to Filipino history books,
the Balintawak monument was the first national memorial for Bonifacio
and his men before the Bonifacio monument in Rizal Avenue Extension
that was erected in 1933. The late Department of Public Works and
Highways removed the Balintawak monument to give way to the
widening of EDSA and the construction of the Cloverleaf Interchange
bridge. This was inaugurated in 1966 by late President Ferdinand
Marcos Sr. The Balintawak Community Club were the ones who put up
the present Bonifacio monument in Cloverleaf Park. (127) The
monument was also known as “El Grito del Revolucion” and was created
by sculptor Ramon Lazaro Martinez and was unveiled on September 3,
2011. It was unceremoniously dumped on the roadside in the late 60’s
because of the interchange renovation.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.9. Review of Related Structures/Case Studies

This section will discuss the effectiveness of different projects that

aimed to create new urban pedestrian induced community parks. It is
revealed that pedestrian parks are complex in nature, good intentions
are not always met with optimal results. From these lessons, the
project would aim to provide a better holistic approach in planning for
the multi-level park development.

2.9.1. Hong Kong Pedestrian System

2.9.1.1. Public Transport for People with Disabilities

(115) The Mass Transit Railway in Hong Kong has improved its
accessibility for all passengers. Not only those who have disabilities but
also for elderly, women travelling with children, and those who need step-
free access. For visually impaired passengers, tactile guide in light rail
stops, more detectable litter bins and fare maps, escalator audible
signals, and platform tactile yellow lines. Audible devices are installed in
gates that is reached by tactile paths in every MTR station for audible
reading of “please enter” messages at entry and of fare deducted and
remaining value on the Octopus Card at exit. Braille plates are installed
on ticket machines, added value machines, accessible toilets and lifts as
well as entry/exit processors at platforms.

For hearing impaired passengers, induction loops, information

cards, passenger information display systems installed at entrances,
concourses and platforms, flashing system maps showing location,
direction and opened sides of trains are implemented. For mobility
impaired passengers, multi-purpose spaces, wide gates, portable ramps
are provided.

2.9.2. Highline Chelsea NY

The infamous High Line in Chelsea, New York garnered the

globe’s attention when it retrofitted the train tracks that were then
abandoned. The history of Chelsea in the 19th century was shaped by
a diverse population of working-class immigrants. Because Chelsea
was thriving, it displaced middle-class residents that were replaced by
elite families, actors, and celebrities (29). At that time, the art world
was growing and art galleries soon popped up in West Chelsea (34)
(35) (28). In 2009, the High Line was open to the public which
stretched across 8 blocks of 9th avenue. Unlike the previous New York
City mayor, the new Bloomberg administration in 2002 saw the
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 potential of the project to build on economic growth (53). The project
was financed through a public/private partnership scheme that was
aided by lawmakers, taxpayers, and powerful private donors (28). The
main goal of the project was to be more than just a park, but a work of
art according to the Vice President and Director of city park
development for the Trust for Public Land (53). It was created by the
developers and mayor’s office to integrate with the West Chelsea
development plan and to link burgeoning commercial galleries and
retail (54).

Although this project paved the way for other countries and cities
to reuse abandoned spaces, it had its flaws. “When parks become
luxuries, the luxury class gets more parks. And yet it is this very non-
necessity that characterizes the ethos of a place like the High Line''
(28). This was made to create an aesthetic experience only, as
recreational activities are limited in the park. There are few spots
wherein a large group of people can meet; picnics, sports, and active
play are prohibited; and the expensive plantings are there to be of
visual substance only (55). The idea of the aesthetic experience is
ideological, it is a product of political and economic bourgeoisie
interests (Eagleton, 1990). This mask the real social and economic
conditions and power relations that made this ideal possible (28). In
the 20th century, park design veered away from aestheticized
interests and were made to cater to the working class. The space
remains invisible to the neighborhood’s poorer population as many
have not bothered to go to the High Line. Chelsea public market
housing residents do not use it that much (according to interviews
collected by Lang & Rothenburg, 2012). Basically, the High Line had
negative sociological effects which is caused by lack of social
cohesion.

2.9.3. High Line Chelsea New York Spatial Analysis

When compared to the average pedestrian volume, areas

surrounding the High line district had low pedestrian volume. Because
Phase 2 added connections from the ground level, it had a higher
integration value. What made the High-line spatially optimal is the
continuous integration of the project through twenty-two urban blocks.
It was effective because it already was connected to urban structures
and factories.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 35. High Line Local Integration

2.9.4. Seoullo 7017 Connectivity Analysis

The Seoul Metropolitan Government was inspired by the different

projects that reused abandoned infrastructure and created linear
parks. Controversial issues were present during the implementation
process as economic and traffic issues were raised. People that
supported the project claimed that the project would increase
connections from the East and West regions of the area as well as the
Seoul Station which would stitch the neighboring urban environment
together. No matter how aesthetically pleasing Seoullo 7017 is, if it is
not well integrated with the surrounding environment, it would never
be optimal. It was revealed through Space Syntax that urban
configuration is the main factor of generating pedestrian movement.
The overpass lacks physical integration as it only reused an

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 abandoned bridge that did not create new spatial configurations from
the vehicular road before.

Figure 36. Local integration after implementation of Seoullo 7017

The west side of the pedestrian overpass has a higher integration

because of many planned access points. Toigye-ro (C ) and Junglim-
ro (D) on the east and west sides do not have a high integration. Since
there are no new linkages to and from the overpass on the north side
as well, despite Seosomun-park (E) being close to the project, it did
not become well integrated. The eastern region is more integrated in
general compared to the west region. The residential area on the west
lack spatial integration. But even though it created a low integration on
the east-west side, north-south integration is even lower as the spatial
configuration of the overpass is focused on east-west configuration.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

2.9.5. Seoullo 7017 Actual condition

(128) The expected effects of the project were to increase

pedestrian movement, revitalize surrounding commercial areas, and
develop green areas that will connect to nearby parks.

Figure 37. Before and after project implementation

Restrictions in entry are implemented if the number of people

reaches 500 in the park. 29 CCTV cameras are installed for 24-hr
monitoring, and 17 entrances are provided. The park is overall a 7–
10-minute walk. The wheelchair users complained of walkways being
too cramped, braille blocks were not implemented at the upper parts
of the park, and the distance between elevators was too far but it was
more convenient compared to other public facilities in Seoul.
Underground, at-grade, and elevated connections to and from
surrounding areas are provided. One problem before the project was
that people favored the ground pedestrian lanes even when the
Overpass was used by vehicles.

Figure 38. Ground level path

The project was used more as a resting space rather than a

pedestrian path. However, according to users the space is still
insufficient as a resting spot. Seoullo 7017 is difficult to access from
the ground level because elevators and staircases are located on far

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 edges of the Seoul Station Square and staircases are too narrow. The
project was not successful in segregating humans and vehicles. It
lacks physical integration and recreational space for it to be optimal.

2.9.6. Comparing Highline with Seoullo 7017

(57) A study that compared the spatial configuration and

pedestrian movement of High-line and Seoullo 7017 was finished in
2019. It examined the two projects’ influences on the surrounding
areas and in the overpasses itself. The High-line has a significantly
greater integration with its physical surroundings and resulted in a
higher number of pedestrian movements compared to Seoullo 7017.
Phase 2 of the High-line had 30% higher integration compared to the
surrounding pedestrian passages in the area. Seoullo 7017 had less
impact on the neighborhood even despite the critiqued gentrification
that resulted from the High-line. The wide ten-lane road disconnected
the links to the park while the High-line connects twenty-two urban
blocks continually. Because Seoullo has too many obstacles like the
railroad and the ten-lane boulevard that blocks overpass connections,
it had a low influence on its neighboring areas. To greatly improve on
the current situation, the overpass should integrate new ground level
connections to increase conducive walkability.

2.9.7. Buckhead Park Over GA400 Atlanta

(64) A busy highway and a commuter line physically fragmented

the community for many years. Preliminary designs for a new park
span the road and railway that will aim to make the place whole again.
It will provide everyone with safe, easy, and efficient access to
amenities in the district. The park would contribute to the local
economy and also would aim to become a signature element of the
city. ROGERS PARTNERS Architects + Urban Designers will be
partnering with Nelson Byrd Woltz Landscape Architects on the
design. The design features would include a 2,400-foot-long elevated
traverse that will offer special experiences to park visitors. The north
end will create an amphitheater to accommodate informal and formal
gatherings. The middle will add a park with retail, restaurants, and rail
access making it a hub in the park. The south side will add a garden.
Quantifiable benefits would come from offset from heat island effects.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Storm-water collection will sustainably irrigate the gardens. Native

flora will adapt to the Atlanta climate that ensures the landscape would

have minimal maintenance.

Figure 39. Buckhead Park Over GA400 Plans

2.9.8. Guadalupe River Park

(81) (131) The Guadalupe River Park is a 3-mile linear public

space that is parallel to the river. It is significant because of wildlife
species and it trails through several residential neighborhoods and
commercial districts. The park faces challenges as it is tucked away
and is hidden because of overpasses causing low visibility. The users
find it hard to identify connection points and the overpasses reduce
light and visibility. The most important factor in accessibility is
maintenance, and the lack of recreation opportunities. Despite this,
the park is still popular for runners, cyclists, and families that use this
hidden gem. The park also is at the edge of new developments
planned like Google’s proposed mixed-use campus and the expansion
of Diridon Station that would be the biggest transportation hub west of
the Mississippi River. With the planned developments, the park would
increase its role as a necessary green space for new residents and
workers. Interviews revealed that it was not homelessness that was
bothering park users but the trash and encampments in the park. San
Jose California has had a great increase in homelessness. Guadalupe
Park has become popular for its use as a temporary shelter. For
coexistence in public parks, it is critical to enforce equitable
acceptable behaviors.

2.9.9. China Fuzhou Jin Niu Shan Trans-Urban Connector

Fuzhou Forest Walkway, a first-of-its-kind elevated steel

pedestrian walkway system weaving through forested areas in China,
spans over 6.3 kilometers from end to end, threading through the
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 entire span of Jinniushan and covering approximately 19 kilometers
along its path. Fudao is a signature urban connector network that
provides public access to the indigenous hinterland stretching north-
east of Minjiang. It represents an awakened consciousness to improve
the lives of city dwellers by bringing nature closer to them.

Figure 40. China Fuzhou Jin Niu Shan Trans-Urban Connector

Comprising 8 basic deck components that can be stitched together in

various permutations, the walkway network is an all-terrain modular system with
the capability of negotiating undulating topography. Efficient design allows for
a long span of 14.4 meters between supporting columns, minimizing the
construction footprint. This is an important consideration for Fuzhou municipal
officials, whom has accorded top priority to the conservation of existing ecology.
Use of steel grating for the walkway decks serves to bring natural light down to
the ground plane, encouraging low-lying plants to thrive.

Figure 41. China Fuzhou Jin Niu Shan Trans-Urban Connector Detail

2.9.10. Dongchang Elevated Passage, Shanghai China

(111) Dongchang elevated passage was created only for cyclists

and pedestrians. The passage has been a great example for the
coordination of multi-interests that improves urban public space
quality and maximizes its publicity. There is a huge amount of traffic
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

in the Ferry Terminal area since it carries tens of millions of

passengers every year and became a bus station.

Figure 42. Dongchang Elevated Passage Ramp

The solutions created were to alleviate traffic conflict of

commuters, tourists, and crowds. The final design was made to pass
through and interact with existing neighboring buildings and site
conditions. Gradual curves were created to enhance experience and
to slowly transfer from elevated to ground level.

Figure 43. Dongchang elevated passage

Figure 44. Dongchang stairs

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 Y-shaped composite piers were used to lessen land occupation
that still supports the structure of the steel box girder bridge. The piers
form tree-shaped bifurcation support structure.

Figure 45. Dongchang columnation

2.9.11. EDSA Greenways

In the MM Transport Project Phase 1 Report, it was stated that
improved pedestrian and interchange facilities between public
transport services will ensure attractiveness of public transport and
maintain a mix of transport modes. Pedestrian access and greenways
will be provided at key locations in EDSA, the goal is to ensure
smooth, safe, and efficient access between major developments and
the EDSA corridor. It will aim to design suitable features for mobility
impaired, women, elderly, and youth. The EDSA Greenway pedestrian
network hopes to provide continuous and direct routes to major
destinations and bus/jeepney stops within 800m of rail stations, offer
comfortable and attractive pedestrian environment adaptable to
accommodate future demands, make streets safer for pedestrians and
reduce pedestrian vehicle conflicts, and to be able to be accessible to
all ages and abilities (16) (17).

Figure 46. EDSA Greenways coverage plan

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The goal of the project in itself is prioritizing smooth vehicular flow

over pedestrian streets. According to the plan, safe streets are defined
by reducing pedestrian vehicle conflicts. People have to adjust to
vehicles and not the other way around. The need to elevate pedestrian
walkways is due to the elevated rail transit in the first place. In the
plans of the Mega Manila Subway, even underground subway levels
have elevated stations which clearly show the planners’ priorities. The
EDSA Greenways will focus on connection and facilities around
Balintawak Station, Cubao Station, Guadalupe Station, and Taft
Station. The project will include bus stop and station infrastructure
program development linking to the walkways. Access to MRT-3 and
LRT-1 Stations will also be improved by adding entry and exit
locations and direct links to surrounding structures. Specific design
details will be added to accommodate mobility impaired, women,
elderly, and the youth.

Figure 47. Footbridge conceptual design from ADB Study

The EDSA Greenways is an ongoing project of the Philippine

Government, that aims to improve the pedestrian environment in
Balintawak, Cubao, Guadalupe, and Taft station areas alongside
EDSA. The project will build a total of 5 kilometers of covered elevated
walkways on the four locations which will focus on widening existing
walkways and construct new ones. Elevators will be added to give
equal access to PWDs, elderly, and pregnant women. This aims to
address current problems affecting pedestrians like traffic accidents
and pedestrian fatalities. The government is somehow aware that
pedestrian facilities are severely lacking, it is unsafe, uncomfortable,
not well-connected, and poorly designed. The government is actually
shifting its priority to people-mobility over vehicle-mobility to achieve
inclusive mobility and accessibility. The goals of the project are to
increase the number of pedestrians and improved experience. The
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 project will fully operate in the year 2023 and will be executed by the
Department of Transportation while the funding will be from the Asian
Development Bank and the estimated cost is 10 billion pesos. Land
acquisition for landings and columns will be necessary. The project
will create permanent damage to structures and trees which would be
replaced, and permanent land loss which would be compensated or
relocated. It will also physically displace homeless families residing
along the footbridges which would be compensated by the DOTr.
During construction of the project, the Initial Environmental
Examination will be used to assess the effects of the construction
process. Surveys were done during project processing which involved
2000 people with fair representation of women and vulnerable groups.
The project scope will include construction of elevated footbridges and
associated stairwell landings and elevators at access points between
the footbridge and the current at-grade street network. Its width will
range from 4.0 to 5.0 meters and will include walking areas, planters,
and connection to rail stations mentioned. It will be covered but open
to the air with gratings/fencing alongside the footbridge. Columns will
support the footbridge on the sidewalks, sidewalks will be expanded
at necessary spots to support the column and retain a 4.0-meter
pedestrian walkway. Surveys were conducted and 25 affected
persons answered.

Table 15. Positive Impacts Survey for Affected Persons

Institutional stakeholders raised numerous issues; the QC

Engineering Department raised the problems of access for PWDs.
The project would implement design strategies that are inspired from
facilities in Hong Kong. Working with Meralco to relocate utility poles
will also be planned for alongside third-party contractors. Connections
to malls will not be created since the project aims to create a 24-hour
access.

2.9.12. Sydney Harbor Bridge

The Sydney Arch Bridge uses a parabola shape to distribute the load of
the bridge itself via hangers. A strong self-support structure is only
supported at the ends as it can endure the load. The parabolic shape is
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

the best self-supporting shape because it stands strong when given load
in the middle. Above deck design of bridges use less construction
material compared to other bridge configurations especially if there is
space underneath the bridge to use that will leave enough headroom for
vehicles.

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2.10. Case Build-Up

Figure 17 Case Built-up by author

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

From the literature gathered, the study was able to synthesize the
findings and conclude declarations for the research questions in Chapter
1. The following are the declarations summarized:

1. What is the condition of social & urban well-being in Metro Manila?

Because of the lack of inclusive public spaces, urban and social
wellbeing in Metro Manila is not given importance despite the growth
in interest in public open spaces especially after the pandemic and
because of massive urbanization. Filipinos view public parks as
valuable assets in the local neighborhoods, there are numerous
evidences that point out the multi-sectoral benefits that are related to
equitable park allocation in urban centers. Parks provide multi-
dimensional benefits that could be linked to positive physical,
psychological, and social benefits locally.

2. What are the effects of Balintawak’s public transport infrastructure

to the comfort and well-being of commuters and the surrounding
community?

In general, transport infrastructure creates physical and social

barriers that reduce the permeability, safety, and quality of urban
wellbeing in cities. The transport infrastructure is seen as the “spinal
cord” of cities however, this does not prioritize pedestrian
infrastructure and often creates blighted urban areas. The relationship
of transport infrastructure and quality parks have been seen to be of
significant discourse because parks near public transport increase
ridership and increase access to active and passive recreation. Urban
blight is considered as an effect of the abundance in transport
infrastructure and this is evident in many urban areas. Many attempts
have been made to create pedestrian infrastructure in combination
with transport infrastructure however, local pedestrian integration and
social equity are usually not planned for before embarking on new
greening projects. Void spaces created by infrastructure and under-
utilized public spaces can be optimized to enhance physical
pedestrian integration and social inclusivity.

3. How can a multi-level transit park be created in the Balintawak

Interchange area through Prospect Refuge and Third Place theory?

EDSA Carousel queuing space lacks proper planning and

integration in the public realm of Balintawak, the Cloverleaf Jeepney
Terminal also is inefficient. Under-utilized green spaces and residual
voids create a perceived dangerous image. “Non-place” value is
associated with Balintawak as it does not plan for better historical
appreciation, preservation, and commemoration. With transport
infrastructure coming from the built environment, creating a multi-level
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transit park would create a spillover of multi-sectoral benefits that
would specifically revitalize the blighted area of Balintawak and would
still contextually be appropriate. In the case of the Balintawak area,
the rich history of the place as an important element of the Philippine
revolution, the economic role of the bagsakan area, and the Cloverleaf
Park not given of much importance as transport infrastructure
proliferated in the urban center. Through the renewal of the Cloverleaf
Park, enhancement of pedestrian transfer and maximization of urban
space; the site-specific project would be more optimal compared to a
single level park that works with current site configurations. It will aim
to preserve the importance of transport infrastructure while balancing
out the resources for vehicles and people. Local pedestrian
integration, cultural sense of place, and social inclusivity would be the
goal of the proposal as it aims to learn from previous infrastructural
linear parks and how the design could be more optimal within its local
context.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

CHAPTER 3
FRAMEWORKS, DEVELOPMENT
OF DIALECTICS, THESIS
STATEMENT, AND
METHODOLOGY

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3.1 THEORETICAL FRAMEWORK

3.1.1. Prospect-Refuge Theory

The theory identified terms related to the concept. Appleton

explains how the theory could analyze the preferences of people in
environments. The thesis would focus on the four principles that were
identified to be recurring in the theory in relation to architecture and
design. (1) Outlook, vista, or view, (2) a setting, context or enclosing
frame, (3) a sense, that exploration is possible, (4) and a degree of
complexity and richness of space. Exploration of an environment that
would be aesthetically and spatially supportive to create increased safety
and pleasure are the only defined purpose of the theory. If the four
elements of prospect, refuge, complexity, and order are combined in the
right way, the space would evoke feelings of comfort.

3.1.2. Third Place Theory

Social space can be defined as the interaction between people

and their physical environment that is mediated by their representations
of the physical space. Evidence in numerous literatures supports the
importance of the experiential relationships with the environment in
shaping the perceptions and images that people form through their
relationship with the environment. In 1982, Raymond Oldenburg and
Dennis Brissett proposed the “third place” concept to describe places
outside of home (first place) and work/school (Second place) which
provides a sense of personal meaning and wellbeing. Third places have
been under-studies in their time and that is why they suggested a set of
qualities about third places that support an individual's well-being and
worth. The article began mentioning that historically, people have
engaged in social participation in public spaces outside of home and
work. Examples are coffee shops, community centers, pubs, and parks.
They described third places as being entertaining, often full of play, and
is a unique meeting ground for people of diverse backgrounds and
experiences. The third places are seen as places for “mental balance”
amidst harsh structures and expectations of modern life. Elements to be
integrated are presence of flow, social possibilities, and conversation.

3.1.3. Linear Parks & Landscape Urbanism

Linear Park is a concept that will be used to separate the

pedestrian transfer in the major thoroughfare while also providing park
space for the commuters and local community. A Community Park would
be created that will be administered by the Quezon City Government as
it would align with the CDP, CLUP, and other goals of the municipality.
Community based activities focusing on recreation while also creating
safer and more efficient pedestrian mobility would be combined in the
concept. These intentions would further promote physical, psychological,
and social benefits for the Balintawak area and the commuters plying the
roads. The transit park would go beyond the conventional linear parks as
it would also retain the vitality and importance of transport infrastructure.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Innovating in the way rainwater is reused and how food waste can be
reused for food and park cultivation would also be integrated with the
park given the context of the produce from bagsakans. Coexistence
would also be integrated in the proposal for lessened green gentrification
of linear parks as the site is home to low-income communities and
unhoused people. Linear parks can promote the local community
integration that will not focus on enhancing aesthetics only for upper
classes, it will help to aid the unhoused people and low-income
communities as further private commercial and residential developments
will proliferate the growth center in the future. (120) The elements of
holistic planning for linear parks would include connectivity, sense of
place, natural vegetation, mobility, passive and active space, non-linear
design, security, and recreation. Elements from landscape urbanism
would include safety, transportation, public space, cultural preservation,
and residential proximity.

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Figure 48 Theories of Prospect Refuge and Third place
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The theories presented in the framework are the combination of

Third Place theory and Prospect Refuge theory. These theories will
serve as a guideline in creating enhanced urban wellbeing that
promotes refuge and safety, combined with social equity. Through
the production of a location for social connection, social capital will
be created for all people resulting to enhanced emotional
mechanisms that are seen as buffers against the adverse impacts of
social segregation/ marginalization in public spaces. This will help to
achieve the goal of providing social and pedestrian infrastructure
in the Balintawak Cloverleaf Interchange area. The three objectives
are connected in the framework to be able to provide an architectural
solution that focuses on the physical components that affect the
psychological and social effects of the inclusive third place.

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Figure 49 Theoretical Framework by Author
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

3.2 DIALECTICS

The Balintawak area is blighted because of the transport

infrastructure and abandoned lots in the area that contribute to
physical and social barriers. Balintawak is considered a growth center
that will be filled with commercial and residential developments from
private companies. In general, the Cloverleaf Park and the green open
spaces in the Balintawak area are not accessible because of physical
and psychological barriers that limits social possibilities. Planning for
equitable public parks is the last concern especially in transit-oriented
areas.

3.2.1. Thesis Statement

A multi-level park development in a transit-oriented urban area will

connect the local urban fabric and would create safe and efficient
pedestrian mobility for commuters with leisure & recreational activities
for the local neighborhood community in the Balintawak Interchange
area. It would be socially beneficial and would maximize different levels
of the scarce urban space.

3.2.2. Antithesis

An elevated walkway system would be universally accessible, and would

be economically and environmentally beneficial. The EDSA greenways
project will be the most beneficial for better pedestrian integration.

3.2.3. Synthesis

Using different levels of urban space for green revitalization will

create more spillover of benefits compared to a singular level elevated
transit park. Mobility and communal space integration are synergetic
because of psychological, social, environmental, and economical
benefits.

3.2.4. Declaration of Thesis Statement

Stitching the urban fabric and increasing the Green Lung Network
through a multi-level transit park in the Balintawak Interchange area
would increase efficient, safe, and comfortable transfer of pedestrians
while connecting the and would also make the communities whole again.
It would be contextually considerate to the bagsakan area, the Bonifacio
monument in the Cloverleaf Park, and the vital transport infrastructure.
Incorporating prospect-refuge and third place theory would enhance
social equity, job security, and urban wellbeing for the local community
that results in a more inclusive and safer third place within the transit-
oriented growth center.

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3.3 CONCEPTUAL FRAMEWORK

Because the Balintawak Cloverleaf created physical and social

barriers, this created urban blight, pedestrian inaccessibility, and under-
utilized green spaces and lots.

The concepts created in this framework were derived from the two
theories presented in the previous section. The merging of physical,
psychological, and social factors in public space would be intertwined
to create the interstitial multi-level transit park. The elements
integrated include Linear Parks, Landscape Urbanism, Prospect
Refuge Theory, and Third Place Theory. These concepts will be
merged together to respond to the physical and social barriers created
by transport infrastructure in the Balintawak Interchange area. This will
explore the idea of how the urban fabric could be stitched back
together through an Interstitial Communal Transit Park.

Linear parks are used by architects to stitch back the urban fabric
and revitalize spaces. There are numerous typologies for linear parks
but the main elements are connectivity, sense of place, vegetation,
human mobility, passive and active space, non-linear design, security,
and recreation. This provides a more holistic approach as numerous
linear parks are not contextually appropriate or are not integrated well
within urban fabrics.

Landscape urbanism is a theory incorporated that emphasized

elements like safety and transportation, functional public space,
cultural preservation, and residential proximity which all align with the
needs of the Balintawak Cloverleaf Interchange.

These key architectural elements translate into the physical form

which are in conjunction with the mentioned elements of prospect
refuge theory which will provide numerous benefits aligned with the
third-place theory. Combining these translations into the design
proposal would then achieve the goals and objectives of (1) safe and
conducive recreation and pedestrian infrastructure, (2) reduce the
barrier effects from transport infrastructure, and (3) create a synergetic
multi-level transit park for the Balintawak Cloverleaf Interchange area.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 50 Conceptual Framework by author

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3.4 METHODOLOGICAL FRAMEWORK

This study uses related literature, evaluation surveys and

interviews, and theories to analyze and produce the specific
contextual need for a city park within the chosen site. Comprehensive
Land Use Plan, Comprehensive Development Plan, Proclamations,
and City Ordinances from Quezon City was also considered to align
the project with existing and future goals of the city. Identifying
concepts from landscape urbanism and linear parks would serve as a
design basis for new combinations of spaces for a multi-level transit
park. The methodology provides supportive information for the
gathered literature through data collection methods of descriptive
analysis of post-industrial linear parks and barrier effects of transport
infrastructure. Data gathering methods also include gathering
information from the general public that have gone to Balintawak and
interviews specifically from MMDA Street Sweepers, Barangay
Manresa Associate Officer, and a Secretary General of the Philippine
Historical Association. After data analysis, the design
conceptualization will go through a process of iterations that would
further explore spatial planning and programming for the Balintawak
Interchange area. Survey and interview data will be gathered in order
to contextualize the intended project output and compare data with
related literature findings. Government plans of relocating elevated
cable lines underground would be aligned with the final output.

The study intends to analyze the opinions and insights of the

general public through surveys and analyze the opinions of specific
individuals through the interviews, and lastly analyze the specific site
location to fulfill the research goal. Minimal field observation would be
done to collect accurate and specific site conditions and local
experiences. Further alignment for future developments in the area
would be gathered through online research from city government data.
This includes the Ecological profile analysis and the Comprehensive
Land Use Plan of Quezon City. General site information such as sun,
wind, soil, and hazard map analysis would be analyzed.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 51 Methodological Framework by author

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AY 2022-2023
3.5 ANALYTICAL FRAMEWORK

The methods and procedures for this research study are to gather
and analyze data by generating questions for the general public that
have gone to Balintawak or are currently from Balintawak. The questions
would come from the following topics: Commuting, City Parks, Prospect-
Refuge Theory, Expansion of Third Place Theory, Inclusivity, and
Historical Appreciation. From these generated questions, objectives are
to be created in order to acquire the data or information needed for the
study. With the gathered data, it will be further analyzed in order to
accumulate what is needed for the research. Moreover, given the current
condition and spatial needs of the community, the site will be further
analyzed through interviews and site analysis as well.

Analytical Table
Research Increased urbanization reduced spatial resources for quality public
Problem space. The Balintawak Cloverleaf Interchange area created neglected
functional and residual voids below and around it, perception of high
danger and decreased historical appreciation, as well as social barriers.
Research To create a multi-level park that focuses on optimization of voids,
Goal passive and active park space, inclusive pedestrian connection, and
historical preservation of Cloverleaf Park.

Table 16: Analytical Table

Research Research Method of Expected

Data Needed
Question Objective Data Analysis Output
Social and Urban Wellbeing
How can urban Understand the Opinions and Desk Narrative
parks be a current situation analysis of social Research, analysis of
solution for of social and environment in Local & Urban Linear
increased social urban wellbeing Manila, Multi- International Park effectivity
and urban in Metro Manila sectoral park Case Studies, and benefits of
wellbeing? and how parks benefits, Related Park
in general create Psychological Structures developments
multi-sectoral public space
benefits. effects
Pedestrian Mobility
How can Understand Descriptive Desk Narrative
prospect-refuge safety analysis of Research, analysis of
theory and third perception and theories, Online survey &
place theory needs of general Descriptive General interview
analyze the public in analysis of Survey results,
users’ needs to Balintawak in transport Integrated
address barrier public spaces infrastructure design from
effects from and mobility effects, Descriptive theories
transport analysis of
infrastructure? relationship of
public parks and
transport
infrastructure,
Enumeration of
linear park
components
Holistic Urban Park Development
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

How can a multi- Understand the Descriptive Desk Architectural

level transit park current situation analysis of local Research, intervention
be contextually of pedestrian government Online
effective in the mobility in the projects (EDSA General
Balintawak area, opinions Greenways), Survey,
Interchange about Cloverleaf Specific Interviews
area? Park and Balintawak mobility
Balintawak problems
history, and Park
recreation needs
of communities
Table 17: Analytical Table

The analytical table is a compilation of the research questions with the

data needed and the method of data analysis. The expected output is included
to produce the specific guidelines and approaches for the research proposal
and generate the architectural design intervention which is the multi-level
interstitial transit park.

3.6 Survey & Interview Questions Formation

Process

The survey and interview questions that will be used for the data
collection were created to learn more about the opinions of the stakeholders
that were available to interview and survey. The main topics of the questions
were about the quality of pedestrian infrastructure, community park and
recreation need, and how a park development can coexist in Balintawak with
its specific context and history.

3.6.1 General Public Online Survey

To support the data gathered from desk research regarding the theories
to be used and regarding the need for an intervention in the area. A mixture
of yes or no questions and why questions were created to give room for more
suggestions and to not limit the answers. At least 60 respondents ranging from
different demographics that already passed through or are living in the area
were asked to answer the following questions (the questionnaire was in
tagalog to be able to be more understandable to the masses):
01 Age
02 Gender
03 Occupation

Balintawak Pedestrian Experience

01 Are the Balintawak walkways wide, comfortable, and safe?
02 If not, why?
03 Are the footbridges efficient?
04 If not, what could be improved?
05 Are you safer if there are more activities in public spaces?
06 If you answered “maybe”, what are the factors that affected your choice?
07 Are you safe if there are more PWD, elderly, and children in places?
08 If there are no obstructions in public spaces, are you safer?
09 If you answered: maybe:, what are the factors that affected your choice?

Public Transport Experience

01 Are you more comfortable if there are more seating in terminals?
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AY 2022-2023
 02 Is the EDSA Carousel terminal efficient?
03 If not, what could be improved?
04 Is the transfer from different types of public transportation comfortable, easy, and
safe?
05 If you answered: maybe:, what are the factors that affected your choice?
06 Are parks essential to be near after or before commuting?
07 Do parks near transport terminals make you feel calmer?
08 If you answered: maybe:, what are the factors that affected your choice?
09 Are you safer if there are more people while you are waiting in terminals?
10 If you answered: maybe:, what are the factors that affected your choice?

Public Park Needs

01 Do we need more parks to cater to community events and leisure?
02 Are you safer if children and elderly use the parks?
03 If you answered: maybe:, what are the factors that affected your choice?
04 Are you safer if there are more people in parks?
05 If you answered: maybe:, what are the factors that affected your choice?
06 Are parks safer if there are no hiding spots?
07 If you answered: maybe:, what are the factors that affected your choice?
08 Are parks safer if there are activities at night?
09 If you answered: maybe:, what are the factors that affected your choice?
10 Do informal settlers have rights to parks?
11 Are parks safer if there is a better relationship with informal settlers and
communities?
12 Do parks create opportunities for jobs especially for informal settlers?
13 Does Balintawak need more parks?
14 If yes, why?

History of Balintawak
01 Before reading the paragraph on the history of the Bonifacio Monument in Cloverleaf
Park, did you know the history of Balintawak?
02 Is it important that people remember and that the new generation know about the
history of balintawak?
03 If yes, why?
04 Is it important that Cloverleaf Park gets revitalized?
05 If yes, why?

The necessary materials for the survey are online questionnaires for the
respondents with digital access. The data gathered from surveys would
require a narrative analysis of survey results that backs up the theoretical
framework and the concepts of the design intervention.

3.6.2 MMDA Street Sweeper Interview

To further understand the gravity of the problem of mobility, two female

street sweepers were asked to answer questions about pedestrian
mobility and the closure of the Cloverleaf Park. They are reliable sources
as they observe the specific intervention area daily and are present day
and night. The following questions were asked:

01 Is it safe to walk in Balintawak?

02 Why are there pedestrian accidents that happen here?
03 Why is the Cloverleaf Park closed?
04 Why is QC Circle not like this?

3.6.3 Nearby Barangay Officer Interview

To understand and know the recreation needs of communities

surrounding Balintawak Interchange. A nearby barangay associate
officer was interviewed about how informal settlers are integrated in
community events. The following questions were asked:

01 Is it safe to walk in Balintawak?

02 Why are there pedestrian accidents that happen here?
03 Are there many homes with residents in the area compared to industrial uses?
04 What are community leisure or recreation activities that Manresa participates in?
05 Are there any informal settlers here?
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

3.6.4 Historian Interview

To further back up the significance of revitalizing the Cloverleaf Park and

creating pedestrian infrastructure, a local historian in Valenzuela was
interviewed through Zoom. The thesis goals, objectives, and problems
were discussed that helped in having a better discussion about historical
preservation and how new developments can intertwine with place
identity and history. The following questions were asked:

01 Why is the historical significance of a place important for place identity?

02 Do you think people reminisce, know or still remember the history of Balintawak?
03 Are there any festivities in the park before?
04 Is the book Cry of Balintawak a reliable source?
05 For you, what is the deeper meaning of the Cry of Pugad Lawin?
06 What is the significance of the bagsakan?

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AY 2022-2023
 Chapter 4
Study Proper
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.1 Survey & Interview Results

After conducting much time studying the related literature,

structures, and case studies mentioned, researchers will use
quantitative and qualitative research methods. Quantitative and
qualitative data will be gathered through online survey questionnaires
(Google Forms) from the general public that have gone to Balintawak
or live in the area to know their opinions on the urban environment
quality specifically relating to Balintawak’s public spaces, parks, and
transport infrastructure. Qualitative and quantitative data will be
collected from barangay and non-profit organization interviews that
will aim to know the current condition of communal spaces in the
surrounding barangays of the site location and know what could be
improved through the proposal.

4.1.1. Online General Survey

The site-specific survey totaled up to 62 responses along with

interviews from MMDA Street Sweepers, Barangay Manresa
Associative Officer, and Secretary General of the Philippine Historian
Association was collated through online platforms and site visits. The
aim of the online survey was to validate the problems of the site in
terms of mobility, under-utilized green spaces, and significance of the
Cloverleaf Park and Bonifacio Monument. It gathered specific opinions
and insights from locals, barangay employees, commuters, and a
historian.

Figure 52: Age group

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2nd Term
AY 2022-2023
Figure 53: Gender

Figure 54: Occupation

Section 1 asks about the pedestrian mobility experiences of the

people in Balintawak area in terms of safety, accessibility, and
questions on the improvements that could be addressed in terms of
pedestrian infrastructure. It also asked questions about how activities
in public spaces affect perception of safety which related the prospect-
refuge theory to the opinions of the respondents.

Figure 55: Safety of Balintawak Walkways

Figure 56: Satisfaction from Footbridges in Balintawak

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 57: Reason for Unsatisfactory Perception

The respondents that were not satisfied with the footbridges generally
said that the footbridges were far from their destinations which means
that it is not optimally connected with each other. It is also steep which
is specifically hard for locals in the site that carry their luggage and
goods like produce. The structures are also not well-maintained and
unsafe which relates to the opinions of the survey on ergonomic
optimality of footbridges in Commonwealth Avenue in Chapter 2. They
also stated that people that stay in the footbridges accumulate walking
space. Respondents also were concerned about roofing and
inclusivity.

Figure 58: Opinions on footbridge improvements

Figure 59: Opinions on Obstructions

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AY 2022-2023
 The respondents that answered places without obstructions will
increase safety perception depending on the scenario stated that if
there are no obstructions in public spaces, it does not automatically
mean it is safe rather, it just increases the victim’s safety which in turn
still increases safety perception which aligns with the prospect-refuge
theory. In another perspective, obstructions were also seen as safety
barriers from cars like the barriers for the EDSA Carousel.

Figure 60: Opinions on Safety and Obstructions

Section 2 asks the public transport experience in Balintawak and

the preferences of the commuters. It also asked questions about the
EDSA Carousel queuing space and how users find the system of
transferring from different modes of transport. It asked if public space
connected to transit terminals are significant and needed as a source
of refuge and safety.

Figure 61: Opinions on Seating in Transport Terminals

Figure 62: Opinions on Terminal Space

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The respondents stated opinions on how the EDSA Carousel

terminal could improve. The expansion of waiting space was
mentioned the most, make it separate from the footbridge and LRT
space. Seating was also mentioned as a great need especially for
vulnerable groups. Nearby restrooms and more humane queuing
space was mentioned. Division from people lighting and boarding is
important. Greenery, lively artworks and décor was seen as a
possibility to improve the space. With the lack of space observed by
people, the design will only aim to improve existing space as the main
problem is the supply of the buses.

Figure 63: Opinions on EDSA Carousel Terminal improvements

Figure 64: Public Transport Transferring Comfort

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2nd Term
AY 2022-2023
 The respondents suggested to improve the walkways as there
are a lot of obstructions like cars. The overall ambiance of the place
is busy and there is no order. Transport terminals are not connected
by pedestrian infrastructure and it is unsafe to walk. People overspill
on the roads and it is scary to walk especially at night.

Figure 65: Opinions on Uncomfortable Transfer

Section 3 asks about public park needs and its proximity to public
transport, and if the preferences of people align with prospect-refuge
theory and third place theory principles. It also asked if coexistence is
favored and understanded as important in society.

Figure 66: Park Preference near Terminals

Figure 67: Commuters’ Preference for Parks

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The respondents stated that there are factors that are needed to
be considered when creating parks beside transport terminals.
Vigilance should be provided through the design; green and walkable
pathways are needed. If a park was created, it should consider urban
stress that comes from vehicular noise and pollution. The park should
have separation from the terminal and it should be big enough. Trees
and plants were seen as solutions to pollution as air pollution is very
heavy in the transit-oriented area. The park should be able to
accommodate the commuting population.

Figure 68: How Parks Beside Terminals could be Optimal

Figure 69: Safety because of Vigilance

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AY 2022-2023
 The respondents stated that lots of people in public spaces does
not always mean safety that is why it is important to create good
functional spaces and safe spaces. There is still a negative
connotation with lots of people while waiting or walking in the area
because of urban blight and the current conditions of the space.

Figure 70: Factors affecting safety when vigilance is high

Figure 80: Increase in Community Park Importance

Figure 81: Prospect in Parks

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 82: Park Activities for Safety Perception

Figure 83: Informal Settler Rights

Figure 84: Relationship of Community with Settlers

Figure 86: Importance of Increase in Balintawak Parks

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AY 2022-2023
 The respondents stated that it is important to create more leisure
spots for people, it would be beneficial for the general public and it
would promote the history of Balintawak. It would create job
opportunities and a safe space for the local community. There would
be opportunities for recreation and it would help clean the urban
environment since it would increase greenery. It would create a sense
of calm in the urbanized Manila scene while also livening the place. It
would be seen as a landmark where people can rest, and have a safer
space to walk through. One also stated how it could divert children
from their increased use of gadgets. People would feel relieved to have
an option to rest after busy travelling. People stated that malls in the
area cater to those who have cars while parks can be more inclusive
to everyone. It was stated that the park could accommodate
commuters and people who don’t have jobs. The mixture of people
passing by and people staying in the park would create a comfortable
atmosphere. There would be increased safety, activity, de-stressors,
greenery, and people. The more active a community is, the less
criminal activity there would be. The sense of belongingness would
increase and improves the quality of life through improved mental and
physical health. People saw the need for more public spaces and not
just privately-owned malls which are abundant in Manila. Fixing the
transport system was also mentioned and could be integrated in public
space planning. These all align with the related literature and case
studies on how to improve new urban city parks.

Figure 87: Reasons Why Balintawak Needs More Parks

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Section 4 asks the relevance and importance of knowing the

historical background of Balintawak and highlights the opinions of the
commuters and locals about how important it is to preserve the
Cloverleaf Park and why.

Figure 88: Knowledge of Balintawak Interchange History

Figure 89: History Preservation Importance

Respondents stated that it is important that more people know and

remember the history of Balintawak Interchange because there is a
need for the new generation to know more about our history. They see
that there is a need to preserve the sense of place of Balintawak
because without knowing its significance as a whole, we will be tourists
of our own land. Just by passing by, people should be able to have
opportunities to reflect on history. This should be celebrated more as
we should be grateful for our heritage and also for the development in
the area, it is the people’s identity. With this attachment, people would
be inclined to identify with Balintawak.

The respondents stated their opinions why the Cloverleaf Park

should pe revitalized and preserved. It should be fixed to make it safer
and more useful to the general public. It can be an alternative space
for recreation and entertainment. Since people see Balintawak as
unsafe as it is a blighted area, revitalization will make the space safer
in perception. As of now the park is closed and the people see the
importance of creating a space to reminisce history and to give park
space for people. Cars are not everything even in transit-oriented
places. People want to see the public go out more and not just gather
in malls. It’s very hard to access the park especially from Ayala mall,
bagsakans, or the LRT.

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AY 2022-2023
 Figure 90: Cloverleaf Park Revitalization Importance

3.6.2. Online and On-Site Interviews

There were three interviews that were conducted on different dates as the time
for interviews were restricted due to busy schedules of barangay officials and
the nature of the site location. The first interview was on-site from two female
MMDA Street Sweepers that are anonymous.

The summary of the interview with the two MMDA Sweepers was that the
Balintawak area is really dangerous. They are very reliable sources for
analyzing how grave the problem of pedestrian safety is on site. Going to the
site location was an eyeopener of how difficult the situation is for walking in the
site. With the specific context of the bagsakan and being the gateway to the
North, people use the footbridges alongside their heavy luggage or goods and
this creates a problem. The interviewees stated that there are numerous
accidents that happen especially at night and during the rainy season. There
are minimal considerations for pedestrian infrastructure especially because
crossings are only provided in between concrete barriers.

Figure 91: Footbridge Conditions

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The sweepers also stated why the Cloverleaf Park is closed ever since the
pre-pandemic period. The informal settlers burned trash in the park which was
a danger for the expensive greenery the QC Government allotted for the park.
Because of the idle space in the park without room for activities and programs,
settlers will really use it because it is public. So, the result was closure of the
park. The sweepers mentioned that in Quezon City Circle, this is not evident
and it is just a case of proper maintenance and provisions.
Another interview was conducted on-site from an associative
officer of Barangay Manresa. The interview summarized the community
activities that are currently being done in the community center,
basketball court, and barangay hall. The officer wasn’t familiar on the
current situation of the public transport crisis, the safety of pedestrians
on major roads because she hasn’t used public transport and even
footbridges ever for the past 10 years. The interview focused on how the
barangay incorporates informal settlers into their programs and how
there are still community events even at night. The usual events of the
Manresa community consist of Zumba every night, on Sundays there is
Senior’s Zumba during the early mornings. The barangay sees it
important to have a good relationship with informal settlers that is why
majority of their beneficiaries are the settlers. They hire settlers for BPSO
and cleaning jobs while providing community activities for them. The
barangay also actively participates in urban gardening.

The last interview was conducted through Zoom with Jonathan Balsamo,
the Valenzuela City Government Assistant Department Head II, Valenzuela
Museum Curator, Secretary General of the Philippine Historical
Association, Former Professor at Ateneo de Manila High School and
Ateneo de Manila University, Former Head for Historical Education at
Heroes Square Heritage Corporation, and studied AB History at Polytechnic
University of the Philippines. The interview was about place identity and
how historical significance encompasses the entirety of a place and not just
its political historical events. To summarize the discussion, the historian
stated how the bagsakan, the history of the Philippine Revolution, and the
development of roads all should be part of the planning of public space
design for the people. When a person reflects, the act of reflection is a
moment that have conditions and trigger memories. When you are there in
a certain place, what are the triggers? The specific situation of a place is
also significant because if it is hectic and there are crisscrossing roads, how
will people reflect with what kind of urban environment they are given right
now? There is a trigger especially for the vehicles that pass by and see but
then for people, the urban stress is a factor as it can counter moments of
reflection. In the current situation it’s difficult to reflect.

Because of the nature of the location- as it’s in the middle of the major
roads- it’s very saddening for the historian personally because there is no
space to celebrate the major event in our Philippine history. It is such an
isolated island (Cloverleaf Park), and it’s also closed so how will people go
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2nd Term
AY 2022-2023
 there in the current situation? Even the historian wants to go there but as
mentioned, there are lots of barriers present in the area. It’s nice because
it was clean before but it’s not accessible anymore.

For him, the Cry of “Pugad Lawin” is an articulation of our rebellion. It

was the time where Filipinos cried for their decision, it was a point of no
going back. What was their united action? To him, that is what the cry
symbolizes, the united cry and manifestation of the fight and gathering of
the Filipino people. It is experiential, when Filipinos are united and are one,
we feel stronger. For him, it’s a ritual and that’s why it’s sacred because a
revolution could get people’s lives, it was a matter of life or death. So, it is
unity that creates strength, because where will the Filipinos get strength?
It’s from one another.

The bagsakan symbolizes the livelihood of Filipinos. That’s what made

their children have their own education. In Balintawak, the revolution is only
one layer and the bagsakan is also important to see as a historically
significant factor of the place. The multi-level roads are also important
because we are a developing country. The development is tied with
movement and it is important to reflect what it means today. Heritage and
development can coexist but we need to see the negotiation, if it is for the
people or only for vehicles. What is the use of the place, how can the public
benefit? Is the place only for vehicles? A good approach is to incorporate
the commuting public and the locals through good design addressing the
problems that respects the history of the place while supporting new
developments like green parks.

4.2 Site Considerations - Balintawak Interchange,

Quezon City

The project site is the 500-meter vicinity from the center of the
Balintawak Cloverleaf Interchange bordering Caloocan, NLEX, and
Quezon City. Considerations in signifying the importance of the site
include: its significance as a transport interchange for the North going
to Manila and vice versa, underutilized void spaces in the site, existing
EDSA Carousel and LRT Station, being a landmark for the start of the
Philippine Revolution and ‘bagsakan’ areas, and its potential as a
growth center. Creating a sense of place through an interstitial transit
park would make the area more significant to the commuters and the
local community separated because of transport infrastructure.
Enhancing the urban fabric and wellbeing would revitalize the blighted
Balintawak area.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.2.1 SWOT Analysis

Figure 92. SWOT Analysis by Author

4.2.2 Site Background and Conditions

Figure 93. Quezon City Slope

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2nd Term
AY 2022-2023
Figure 94. Site Slope, Retrieved from: https://contourmapcreator.urgr8.ch/

Figure 95. Quezon City River System Map

Figure 96. Quezon City Fault System

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Quezon City’s slope is generally manageable ranging from less

than 8% to 15%. A survey by the Bureau of Soils and Water
Management (BSWM) showed that the predominant soil type is adobe
and is mainly hard and compact. The quality of soil varies as depth
increases. The city is drained through four principal river basins: San
Juan-Francisco River, Marikina River, Tullahan River and
Meycauayan River. Climate in Quezon City is typical of Metro
Manila's, which has a dry season from December to April and wet
season from May to November. The west Marikina Fault of the
Marikina Valley Fault System affects the city.

Since 1972, residential development has reigned the land area in

the city. In 2000, 48.36% of the city's land area was mostly in District
I, II, and IV which includes Balintawak in District I. In 2009, the
residential developments decreased by 10% because of informal
settlers. Districts I, III, and IV have increased residential developments
by 6% as developers used previous industrial land to form commercial
and residential uses. The city’s commercial developments usually
form along major roads that form clusters of small to medium
commercial stores to smaller commercial nodes.

Table 18. Quezon City Land Use

Currently, the city has a total of 583 parks comprising developed,
partially developed, and undeveloped parks. Majority of the said green
space is inside subdivisions. Major parks include the Quezon
Memorial Circle and Ninoy Aquino Parks and Wildlife which covers
about 43 hectares. Special parks include La Mesa Watershed, UP
Arboretum and recreational greens of Capitol Golf and Country Club,
also the QC Sports Complex, Veteran Memorial Hospital, and
Aguinaldo Golf Course. These parks are not included in the City Parks
category as they are not accessible to everyone. The land for parks is
slightly decreasing as space is converted to residential uses
specifically for socialized housing and community facilities.

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AY 2022-2023
Figure 97. Quezon City, Road Network

The present road-to-land ratio in the area is 16.81 km/100

hectares. District II has the most significant increase in road-to-land
area ratio where new land development activities are happening.
Extensions of Mindanao Avenue and Katipunan Avenue were created.
According to the MMDA, EDSA is the most traveled thoroughfare in
the city that has an average of 192,226 vehicles per day. Elliptical
Road is the second while Quezon Avenue is the third. In Balintawak
Cloverleaf, sidewalk vendors and PUV loading unloading have
contributed to traffic. Private transport dominates the roads while
13.72% of PUV volume is recorded. Passenger volume is different
wherein public transport carries 71% while 30% are on private
conveyances. Ongoing projects include the BRT system in the
innermost lanes of roads.

Figure 98. Quezon City, Choke Points

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The population of Quezon City as of 2015 is mainly youthful with

an average age of 28 years. Females make up 50.71% (1,488,765) of
the population, while men make up 49.29%. (1,447,351). According to
PSA's 2015 disaggregated statistics, the youth population (0-30 years
old) accounted for more over half (58.78% or 1,725,832) of the total
population. A youthful population is considered as both an asset and
a risk since it suggests more human resources will be required to
serve this industry. In 2015, the entire working-age population was
2,041,025 or 69.51% of the total population, with 49% being men and
51% being females. The population aged 60 and up accounts for
6.69% of the total.

Figure 99. Population by sex and age classification in Quezon City

At the community level, most city barangays have at least one

basketball court that are usually located near churches and barangay
halls. These spaces also serve as spaces for tiangges, bingo socials,
meetings, tennis courts and volleyball courts as well. More affluent
neighborhoods have their own parks and playground facilities.
Historical culture is identified in numerous areas in Quezon City. One
of the historical sites is in the Cloverleaf Road complex where the
Balintawak Monument in honor of Bonifacio is located and is currently
being converted into a tourist spot however, currently, it is closed off
due to addicts and settlers invading the space before the pandemic.
Proclamation No. 149 declares August 23 as the yearly anniversary of
the “Cry of Pugad Lawin” signifying a historic event in the struggle for
the country’s freedom. The locals of Quezon City should be given
ample opportunity to celebrate the event with appropriate ceremonies
(92). Another important landmark in the area is the Balintawak-
Cloverleaf Market “bagsakan” and Muñoz Market.

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Figure 100. Proclamation No. 149

With regards to the site’s land conditions, the Figure below shows
that the Balintawak area is not prone to flooding except for the areas that
are beside the creeks. Potential flood areas were prepared by the Mines
and Geosciences Bureau, and DENR.

Figure 101. Flood Hazard Map

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.2.2.1 Growth Center Profile

(94) Balintawak-Munoz Growth District is located at the junction
of EDSA and North Luzon Expressway. It covers the entire barangays
of Unang Sigaw, Balong-bato, and portions of 9 other barangays
including Bahay Toro, Ramon Magsaysay, Veterans Village,
Katipunan, Masambong, Manresa and Balingasa in District 1 and
Bgys. Baesa and A.Samson in District 2. The area has an estimated
population of 56,864 representing 1.92% of the City’s population.

Figure 102. Growth Center Proposal

4.2.2.2 Inventory of Major Resources

There are five (5) public educational institutions within the area.
Four (4) are elementary schools and one (1) secondary school. There
are also two (2) privately owned colleges. There is one Police
Community Precinct (Talipapa PS-3) located at Camachile and one
Police Assistance Center at Cloverleaf Area. The area has two (2)
general hospitals, the Quezon City General Hospital and Pascual
General Hospital, four (4) Barangay Halls are also located in the area
namely, Balingasa, Balong-bato, Unang Sigaw and Apolonio Samson.
Area is host to nine (9) wet and dry markets, concentrated at the
Cloverleaf area along EDSA and the existence of Walter Mart and
Muñoz Market in the Muñoz area. Wholesale and retail activities
sprawl along EDSA, Old Samson Road, A. Bonifacio Avenue and
Quirino Highway. Industrial activities vary from manufacturing,
fabrication and warehouse and mostly located at the inner core, along
Oliveros Drive and on the west bank of Balong-bato Creek, along
Samson Road, Quirino Highway and Joy Street. The figure below
shows the disconnected green space allocation.
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4.2.2.3 Land Use
Industries dominate at 37.28%, located mostly in the inner core of
the site, along Oliveros Drive and on the west bank of Balong-bato
Creek, along Samson Road, Quirino Highway and Joy Street. Vary
from manufacturing and fabrications to warehouses or storage.
Residential use, the next largest land use at 22.79%; comprises the
communities along Kaingin Road, Balingasa Road and Quirino
Highway. Informal settlers occupy around 4.20% of the total area.
Commercial use comprises 9.62% and located along major
thoroughfares, EDSA, A. Bonifacio; Quirino Highway and North Luzon
Expressway. Known as a trading center, a “bagsakan” for agricultural
produce, particularly from the North. Area’s traditional industrial
character resulted from the spill of industrial activities from Caloocan.
In fact, the area used to be a portion of the industrial zone of said city
before the creation of QC.

Community parks characterized by the Local Parks Development

and Administration Department should have enough room to
accommodate residents of the community and adjoining barangays
that have the following features:
• 30-40% planted with some trees, grass and ornamental plants
• Concrete walkways, benches, picnic tables
• Standard multipurpose hall (6x9m)
• 1-2 standard concrete court pavement, open or covered with lighting facilities
• Park lamps, perimeter lights
• Standard comfort rooms, garbage bins
• Standard concrete stage
• Integrated plan system with sand bedding and CHB enclosure
• Standard entrance arch
• Provision for ramps

According to the CLUP of 2011-2025, maintenance of the Green

Lung network seeks a more meaningful system of public spaces that
are really functional in that they are truly being used for recreation and
other social activities and interaction. The local government unit is
aware that there are still a lot of areas in the city that do not have any
parks within walking distances or short commuting distances of
residents. Linking parks with roads are beneficial. A plan to create a
grand promenade linking green grounds of UP and QMC would be an
interesting feature of the Green Lung Network. Major thoroughfares
with green center islands are seen to be vital to link the chain of open
spaces and parks in the city.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.2.2.4 Development Potentials

Development is seen to be a strategic potential considering the site

being in the crossroads of EDSA, Manila North Diversion Road,
Quirino Highway and A. Bonifacio Avenue Gateway to the North. The
creation of the MRT Extension in North Avenue will increase the
volume of potential market/ investors. Abandoned industrial
establishments are seen as potential areas for redevelopment. As
Quezon City seen as a major transit point for local and provincial
commuters, pedestrian safety should be designed for. Linking the
separated parts of the districts is seen as important. Retaining the
function of the area as a food terminal market for agricultural produce
is important.

Figure 103. Buildable Area

According to the CLUP, a change in allocation is arising from the
need to conserve limited land resources. This is resulting to
encouragement of smart and compact development, more multi-story
developments. Indoor recreation shall be allowed in the growth
centers if spaces would be located beyond a 50-meter radius of any
school, hospital, or church. City/community parks should be within
reasonable walking and commuting distance to the residents of

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nearby barangays. Historical Shrines shall be protected, preserved
and promoted.

Investment in public infrastructure and facilities is a powerful tool

to shape local development according to the CLUP. When public
facilities like roads, bridges, and public spaces have been established;
these have the potential to shape the pattern of land use for decades.
Private investment can be influenced by public facility development
establishing the double-edged authority-lever of public investments.
Some major infrastructural projects that are proposed are pedestrian
lanes and underpasses, convention centers, and museums.

According to the CDP 2017-2020 of the QC Government Section

6 (Social Development) states the need to create project interventions
to develop and promote historical sites, landmarks, museums, and art
galleries. For city safety, implementations for CCTVs, lighting, hiring
of police, and handling criminal cases are to be realized. Empowering
out of school youths, and PWD sports and recreation is stated. Section
7 (Economic Development) states the need for wellness and health
integrated programs and museum development as well. Section 8
(Environmental Management) states the formulation of integrated
parks and open spaces should be planned and implemented. Urban
farming, city-wide tree planting especially along major roads, park
development programs and rehabilitation, and beautification of entry
points. Promotion of park-oriented recreation, events, celebrations,
and activities include acquisition of lands for parks. Development of
safe access to parks include the creation of underpasses, overpasses,
and walkways. Identification of open spaces for barangay/community
parks should be considered. Built-in water management was also
promoted. Section 9 (Landscape Management) states that a well-
linked balanced cityscape can be achieved through inter-connected
mobility, walking can be used safely, and mass transit systems are in
place. The city is balanced if the built-up areas are integrated with the
city’s open spaces. The city is attractive if blighted areas are
redeveloped, open spaces within built-up areas are greened and
developed, the urban landscape is enhanced (ex. interlinking park
systems), and historical sites and landmarks are preserved and
maintained. For project interventions, construction of more parks,
multi-purpose centers, and cultural/sports infrastructure is identified.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.2.2.5 Balintawak Blighted Areas

Blighted areas cover about half of the total land area of the city
and more than half of the population. These are predominantly
residential areas spreading to about 116 barangays and grouped into
20 districts.

Figure 104. Blighted Areas in Quezon City

The Damar community district includes Barangay Balingasa,

Damar, and Pag-Ibig sa Nayon. These areas are considered non-
growth blighted communities due to sprawling residential land uses. A
total population of 26,999 was recorded by the Quezon City
government in their Comprehensive Land Use Plan of 2015-2025.
About 45% of the area is residential land use.

Figure 105. Land Use in Non-growth Damar

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AY 2022-2023
 The Munoz community district consists of Barangays of
Katipunan, Veterans Village, Bungad, and San Antonio.

Figure 106. Land Use in Non-growth Munoz

Baesa-Bahay Toro community district consists of 7 barangays which

include Baesa, Bahay Toro, Alicia, Ramon Magsaysay, Sto. Cristo,
Bagong Pag-Asa and Sangandaan. Estimated population is 238,632.
49% of existing land use is occupied by residential. Major transport
routes include Quirino Highway, Congressional Avenue, Mindanao
Avenue, EDSA, Visayas Avenue, Baesa Road, GSIS Avenue and
Tandang Sora Ave.

Figure 107. Land Use in Non-growth Baesa-Bahay Toro

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.2.2.6 Site History

(74) (91) The history of Quezon City started near the Balintawak
Cloverleaf Interchange in 1986 where Andres Bonifacio and his men
tore their cedulas at Pugad Lawin and ignited the Philippine
Revolution against Spain. In 2021, the 125th anniversary of the “Cry
of Pugad Lawin'' was held. It was originally located in Balintawak, but
due to widening of Epifanio de los Santos Avenue, the monument was
relocated to University of the Philippines in Diliman in 1968. The
original monument was commemorated in 1908 and was inaugurated
in 1911 and served as the site for the annual celebration of the Cry of
Balintawak. The monument was to honor the beginning of the
Philippine Revolution against 300 years of Spanish Colonization. Not
many people are aware of the relocation of the monument as it was a
couple decades ago.

Table 19. Historical Sites

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4.3. Balintawak Interchange Field Study

Figure 108. Balintawak Cloverleaf Interchange Macro Map

Figure 109. Cloverleaf Interchange Micro Map

For an overview of the Balintawak site area, the figures show the existing
landmarks, voids, schools, and the city boundaries. The site location is
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

bounded by Caloocan and Quezon City on both sides. The most notable
place markers are the Ayala Cloverleaf and the bagsakan. Although the
Cloverleaf Park is existing, it is not open to the public. The current road
system comprises of EDSA which has 5-6 lanes per side, Skyway that
sits at the top of the system, NLEX that is situated at the bottom, The
LRT railways, and the Cloverleaf Interchange roads.

Figure 110. City Boundaries

Figure 111. Site Landmarks

Figure 112. Surrounding Schools

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Figure 113. Voids

There are multiple public transport terminals scattered around the

Cloverleaf Interchange but they are not connected and contribute to
either pedestrian or vehicular congestion due to inefficiency in design
and planning (shown in red). From left to right, the EDSA Carousel, the
Balintawak Jeep terminal, and the Balintawak LRT Station are the
current transit terminals functioning.

Figure 114. Landmarks

The areas highlighted in blue shown below are the public transport
terminals to be allotted space for, these are the strategic spots that are
currently being used but could be further optimized through design. The
approximate lot sizes were estimated from Google Earth. The Jeep
terminals would be approximately 250-300 square. The EDSA Carousel
Terminals would approximately be 400 square meters. The minimum
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

requirement of 60 meters of length for the terminal will be considered as

a minimum guideline from the previous government plans shown in
Section 2.3.6.2. The conceptual jeepney terminal plans of the
government shown in Section 2.3.6.7-8 will be further enhanced. From
local capacity studies of jeepneys, there are 20 PUJs per hour with 12-
14 passengers per vehicle on average. Following the LTFRB guidelines,
the 130% total space requirement of 50% of jeepney units using the
terminal will be followed. The project will allot more space for public
transit terminals to improve existing plans.

Figure 115. Interchange Lot Sizes

The elevated park would follow the AASHTO guidelines that requires 2.5
meters of passageway space for pedestrians and 2.44 meters for
cyclists. The EDSA Greenway measurements would be also considered
for vertical clearances and widths of passageways in order to consider
future connections to and from the EDSA Greenways. The scattered
public transit terminals shown above will be connected through the
elevated park to enhance pedestrian mobility and a more pleasant user
experience overall.

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 Figure 116. EDSA Greenway Future Connections

4.4. Site Planning

4.4.1 Transportation Hot Spots

The figure below shows the transportation hotspots in the area, these
transit stops are considered as the most dangerous places in the
prospect refuge theory. The most dangerous places are the EDSA roads,
A. Bonifacio Avenue, Cloverleaf Interchange, and the LRT area. Adding
to this, there are many green spaces surrounding the area with the
Cloverleaf Park that is also considered a hotspot of fear (from the
prospect-refuge theory) as it is a park.

Figure 117. Transportation Hotspots

The macro goal of the project is focused on the third-place theory and
how the project can improve on the original concept (middle class-
focused) by creating a transit park for everyone to access. With better
wayfinding and walkability in mind, the iterations of the macro plan were
further explored. It mainly focused on the different forms that could be
created with the minimal urban space that could be used. The spaces
that were initially incorporated with the proposal were the elevated park,
community center, EDSA Carousel terminals, and the ramp locations. All
the other spaces including the detailed features of the park and the form
finding were further explored.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.4.1 Initial Planning Decisions

The figure below shows the initial planning decisions that were
made to ensure that the proposal would create an easier space for
people to transfer and enjoy being it a public space. The first urban
planning iteration was to submerge NLEX to stitch the four quadrants of
the Cloverleaf for the people. This was not feasible as the Interchange
would be steep for vehicles. The second iteration submerged both EDSA
and NLEX to stitch the four quadrants together and maximize the ground
and elevated levels for pedestrian mobility and recreation.

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 Figure 118. Initial Planning Iterations (Current, Iteration 1-2)

The submersion of both NLEX and EDSA entailed the proponent to

configure the new underground road system along with connections to the
ground level aside from the at-grade and elevated park components. In the end,
this was not feasible due to a greater cost to be allotted for the project.

Figure 119. Cloverleaf Interchange Underground Road Network

Figure 120. Underground System & Ground Level Isometric Highlight

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 121. Current & Proposed Road Network

4.5 Architectural Intervention

This portion of the study will show the design translations from the
collated research into four major architectural interventions for the
project: creating an elevated pedestrian park, ground level community
park, integration of public transport terminals, and the redesigning of a
more inclusive grade transition design. These will be incorporated to
promote a balance in urban infrastructure with the focus on people and
their comfort rather than focusing solely on transit movement.

4.5.1 Elevated Linear Park Design

The elevated linear pedestrian park will aim to incorporate the

good points of the case studies mentioned, specifically a better local
pedestrian integration and a shift from green gentrification. The design
for the linear park is based off the linear park typologies and elements
discussed in Chapter 2, and is also based from the survey and interview
results to contextualize the project further. This specific project element
will incorporate the concept of the two theories used. The EDSA
Greenways served as a catalyst to improve on the government’s plan to
prioritize active mobility. The figure below shows the current
configuration of footbridges, the government’s on-going project, and the
thesis proposal side by side.

Elevating the pedestrian walkways would provide a more

comfortable transfer especially during the rainy season. It is highly
dangerous to walk in the area when it rains. According to MMDA street
sweeper interviews, there are more pedestrian accidents during the rainy
season because of the slippery roads. Separating pedestrians and
vehicles by providing an elevated path would promote a smoother flow
for both and would also reduce the hassle while transferring during times
of rain.
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Figure 122. Comparison of Different Scenarios for the Typical EDSA elevation

Learning from international projects like the High Line and Seoullo
7017, the Balintawak Park would increase inclusive wayfinding while
creating a more inclusive third place for everyone and not just the
middle/upper classmen.

4.5.1.1 Elevated Park Form Iterations

The iterations of the elevated park form were based from the
prospect-refuge theory. For a greater prospect, the design focused on
generating wider panoramas while still balancing it out with refuge spots.
Applying the edge effect phenomenon found in Chapter 2, the edges of
the passive park spaces will provide refuge while the center would be for
more active activities like playing or walking to increase the level of safety
and “eyes on the street”. Complexity is produced from the avoidance of
the “peninsula effect” found in section 2.4.6.8 which states that there
usually is a decline in usage when a linear park lacks diversity from end
to end. Order is formed through the different parts of the elevated park
to provide separation of bike and pedestrian paths while still being a
flexible space for users to create their own experiences and use it to their
own free will.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 123. Elevated Park Iterations

4.5.1.2 Active & Passive Spatial Design

The iterations formed for the elevated park details were formed by
separating the active and passive spaces to create better legibility and
wayfinding since it is a transit park. The multi-level aspect increases
visibility and vigilance. Shade and low ceilings from the EDSA
Greenways provide a sense of refuge while still having a balance of
prospect from the unobstructed panoramic views provided by the open
plan of the added intervention in the middle. The Greenways are on the
outer side followed by designated bike paths to provide an option to bike
above EDSA while still providing a bike lane on the ground level. The
active park space is in the middle followed by a designated walking lane
beside the LRT to separate the active and passive activities.

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AY 2022-2023
Figure 124. Active & Passive Space Division

The iterations formed for the elevated park details were formed by
separating the active and passive spaces to create better legibility and
wayfinding since it is a transit park. The figure below shows the isometric
diagram of the configuration of the elevated portion of the park. The
design of the EDSA Greenways was taken from the initial design found
in Chapter 2. The design comprises of a roof with a skylight and V shaped
columns which allowed multiple access points to and from the
Greenways to the elevated park.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 125. Elevated Park Isometric Diagram

The figure below shows the multiple furniture iterations for the
elevated and the ground level park. The simple shapes of primarily
circles and rectangles will make it easier to duplicate in different site
contexts in Metro Manila depending on the user’s needs and activities.
The furniture will be a place where commuters and the community can
rest after a busy day as the park is intended to be more functional to the
recreational needs of the public after work and school time. One problem
in Balintawak is the unsafe image of the place especially after dark,
livening up the space through added activities that the community needs
would create a sense of place and a safer public space to compliment
the transit-oriented area. Based on the interview and online survey
results, the park furniture aims to cater to the multiple activity needs of
the users that is adaptable to different site contexts and could be flexible
for either art, sports, resting, and the like.

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AY 2022-2023
Figure 126. Elevated Park Furniture Iterations

The figure below shows the multiple elevated park configuration

iterations that can be duplicated to the numerous sites in Metro Manila
that will have the EDSA Greenways in place. The concept of a linear
module that can be punctured and be fitted like a puzzle piece ensures
the proposal’s flexibility and adaptability depending on the configuration
needed. Multiple combinations can be formed through the iterations but
the same goal is achieved which is active mobility and community
recreation.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 127. Park Configuration Iterations 1-4

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Ibarra, Paulina Andrea T.
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AY 2022-2023
Figure 128. Park Configuration Iterations 5-7
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.5.1.3 Materiality
The figure below shows how the elevated park would allow
vegetation to penetrate through the park while still maximizing the space
for activities to flow through it. The main idea is to provide a metal mesh
at the bottom to create room for vegetation to hang. The main flooring is
a mix of new and reused perforated metal to provide light to seep through
for the vegetation and EDSA while being mindful of the size of perforation
for people wearing heels of for safety precautions. The main perforated
metal is coupled a heat resistant coating and is not all perforated to make
it easy to walk through. The materiality of the park is configurated in a
way that punctures can be used as a landscape design tool for taller
vegetation to prosper.

Figure 129. Elevated Park Isometric Diagram

Figure 130. Elevated Park Material Axonometric

The figure below shows the current concrete deck of the EDSA
Greenways. To connect the elevated park with the greenways, the yellow
beams of the proposal will be bolted to the original concrete deck.

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Ibarra, Paulina Andrea T.
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2nd Term
AY 2022-2023
Figure 131. Elevated Park Structural Connection to EDSA Greenways

The figure below shows the furniture detail for the park. For the
surfaces where people would sit or lay on, a recycled crumb rubber
coating is provided to ensure comfort and safety since the area is hot
and even if the perforated metal is heat resistant it would still be relatively
hot to the touch.

Figure 132. Park Furniture Detail

4.5.1.3 Structural Iterations

The figure below shows the structural iterations that were

analyzed to create structural feasibility given the park’s light materiality
from the perforated metal. The inspiration for the structural material is
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

the construction cranes and the construction scaffolding that usually

have bad connotations as they are eyesores on the street. In Chapter 2,
the Sydney Harbor Bridge was used as an inspiration as it uses a
parabola shape to distribute the load evenly. A parabola shape for
structural support is the most structurally sound compared to the other
iterations, an above deck arch design was the final structural support
configuration used because of its non-obstructive design to the activities
in the middle of the park. The parabolic shape is attached to the two
columns of the EDSA Greenways and is also supported by the bottom
slab of the Greenways underground. The clearance for cars and people
was also followed from the literature from DPWH found in Chapter 2.

Figure 133. Elevated Park Structural Iterations

4.5.2 Cloverleaf Community Park

The Cloverleaf Park design will connect the surroundings that

were initially fragmented by transport infrastructure. It will also focus on
bringing the communities together to reduce urban blight and to also
instill a sense of cultural character to Balintawak considering that the
KKK Plaza was neglected all these years. Since Balintawak is a blighted
area, lots of unhoused people settle here making the image of
Balintawak less safe. With the proposal, the park aims to create more
jobs especially titles like Barangay Public Safety Officer roles that are
usually created for informal settlers by the surrounding Barangay as
stated in Appendix A.

The concepts of landscape urbanism and linear parks was

considered in the design process and iterations. Landscape urbanism
has safety, transportation, public space, residential proximity, and
cultural preservation as its main elements. The elements of linear parks:
sense of place, natural vegetation, mobility, connectivity, non-linear
design, security, and recreation was also considered. The park will align
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these elements as a basis to create the park design that is fitting for
Balintawak. It also considered the local government guidelines
discussed in Chapter 4 for community parks to ensure feasibility and
contextualization.

4.5.2.1 KKK Plaza

The open plaza is located beside the Cloverleaf jeepney terminal. This
multi-functional space can be turned into a weekend market by the local
communities to boost community ties while also promoting local goods
and products. The community can also use this space at noon and at
night to increase safety for pedestrians and commuters plying through
the park. From the interview and survey data, the surrounding
communities offer weekday night and weekend morning Zumba classes
for the residents. This area can serve as a flexible space for different
communal and recreational activities.

4.5.2.2 Community Center

The Balintawak community center aims to be a focal point of its
cultural sense of place for the existing community and for the future it
holds as a growth center. The concept of merging the inside from the
outside was used to mystify the space enabling users to explore and be
curious around the park. The form cradles the inside and outside as it
creates an in-between. The iterations of the massing were initially
derived from the elements: prospect, refuge, complexity, and order.
Backing up the previous explanations, the mass encompasses the four
elements of the theory to provide a balance of wander with increased
safety perception due to the maximization of voids for community
activities, while also providing natural ventilation and proper shading all
in all.

4.5.2.3 Community Hall

In the Quezon City Comprehensive Land Use Plan, the

community parks are required to have a 6x9 meter multi-purpose hall.
The proposed community hall would have a bigger floor area to maximize
the activity and event opportunities for the community and NGOs that
typically serve the lower classmen and offer events for livelihood
outreaches or urban farming programs. Some organizations like the
Rotary Club of Balintawak hold seminars, urban farming programs, and
donation drives among a few of their projects. The usual venues of these
events are done in the individual basketball courts of the barangays
which also serve as their multi-purpose space for barangay meetings etc.
Providing a community hall that created wider space will be beneficial to
enhance the user experience of the different barangays.

4.5.2.4 Sports Plaza

The sports plaza is located beside the Andres Bonifacio school to make
it accessible for students, the space can be used for dance practices or
just for playing after school. It is accessible from the elevated park
 INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

through ramps provided. People can view it and watch over from the
elevated park. This is a multi-purpose space for different types of sports
and is accessible to the public. Barangay and NGOs usually host games
and palaros in the respective barangay basketball courts that have
minimal to no room for seating or viewing.

4.5.2.5 Ground level park Tree Species

According to the DENR, the urban forest lives in a human-dominated

environment. This forest grows in little places left over after all the
required urban structures have been constructed. It thrives in poor
conditions such as compacted soils and dirty air. Urban forestry sites
include roadways, mini-forest parks, and greenbelts to name a few. The
table below show some of the possible tree species that can be planted
in the community park:

Common Scientific Family Distribution Characteristics Site Uses

Name Name Requirements
Acacia Samanea Mimosaceae Grows Commonly Grows Wood
saman anywhere known as anywhere carvings, wall
under the raintree or under the panelling,
most wattles, it is a most severe meat board
severe hardy large natural and wood
natural spreading conditions. basins,
conditions. attaining a ornamental,
height shade and
of 20 m or forage.
more. The Decoction of
main axis of leaves, and
the compound bark is used
leaf has 4-8 for diarrhea
pairs of and
branches, dysentery.
each Bark, stems,
branch with 3- leaves and
8 pairs leaflets. seeds
Flowers are contain
small with alkaloids.
extended
stamens
crowded
together in a
cluster which
appears like
powderedpuff.

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Balitbitan Cynometra Caesalpiniaceae Found An erect, Clay to clay Leaves are
ramiflora throughout glabrous tree, loam soil, used as anti-
the branches are average herpetic;
Philippines, numerous and rainfall of roots are
usually freely 2,000 mm purgative
planted in rebranched. and average and the soil
parks and Flowers are temperature from the
islands yellowish, of 28ºC. seeds can be
white, nearly applied as
regular, pods lotion for skin
are hard, diseases.
turgid, 2-4 cm
long.
Baston de Cordyline Liliaceae Widely Grows to Grows in any Tender
San Jose terminalis found in the about 1-3 m type of soil. young shoots
Philippines high as an may be eaten
erect and and taken
smooth shrub. with betel
Leaves are leaf and used
rounded at the as an
base with a effective
short point at dose for
the tip and chronic
nearly found diarrhea.
on the apex of Outer part of
the simple the stem is
stem, taken with
whose surface white salt to
area is marked relieve
with leaf scars. swollen
Flowers are gums.
slender,
tubular pink,
about 1
cm long, split
into 6 equal
lobes. Fruit
globose about
5 cm in
diameter.
Copper Acalypha Euphorbiaceae Widely A hardy shrub Grows in It has
Leaf wilkesiana grown in 96-460 cm various types become a
the high; the of soil. popular
Philippines attractive hedge plant.
colored leaves The longer it
are copper is exposed to
green, sunlight, the
variously brighter
 INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

mottled with the leaf

red and purple, colors
10-18 cm long, become.
6-12 cm wide.
Flowers are
tiny and
without
petals. The
fruit (capsule)
is small.
Guyabano Anona Annoceae Cultivated A small tree, 5- Grows in Cultivated for
muricata L. throughout 7 m high. various types the fruit and
the Leaves are of soil. also for
Philippines. oblong- medicinal
obovate to purposes.
oblong, 2-15 Unripe fruit is
cm long, for
pointed at dysentery.
both ends, The
smooth, shiny, crushed
usually with seeds are
petioles 5 cm used to treat
long. Flowers headlice. The
are solitary, leaves are
large, used to treat
yellowish or coughs,
greenish- diarrhea,
yellow. Fruit is indigestion
avoid, up to 18 and
cm long or inflammation.
more.
Kamagong Diospyros Ebenaceae Widely A tree Grows in The wood is
philippinensis grown in reaching a various types mostly used
the height of 20 m of soil for carving
Philippines and a diameter and special
of 80 cm. Bark furniture.
is blackish,
rather
fissured and
uneven.
Leaves are 10-
25 cm long
alternate,
feathery,
oblong,
pointed at
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 8
the apex,
rounded or
obtuse at the
base. Fruit is
large, fleshy
up to 10 cm in
diameter,
densely
covered with
golden brown
hairs.
Malluko Pisonia Nyctaginaceae Widely An erect, Thrives best Used as an
grandis Span found unarmed tree in sandy ornamental
throughout or shrub, loam, well- for its yellow
the reaching up to drained soil. leaves.
Philippines. 10 m high. The Young tender
leaves are leaves which
thin, taste like
ovateoblong, lettuce which
pale green, or when
yellowish- moistened
white when with Eau de
young. Fruits Cologne, are
are long used to
pediceled, subdue
clubshaped, inflammation
five-angled. in
the legs and
other parts of
the body.
Adelfa Nerium Apocynaceae Found An erect, Thrives in As a potted
indicum throughout smooth shrub sandy loam plant, it is
the reaching a soil. used to
Philippines height of 10-13 decorate
especially m, the leaves halls and
in backyard are mostly in conference
and whorls of rooms. In
gardens. 3-4 cm; mass
flowers are plantings,
fragrant, it gives an
funnel-shaped. effective
Fruits are in display of the
pairs, beautiful
cylindrical and flowers
narrowed clusters.
at both ends.
African Spathodea Bignoniaceae Generally A medium- Thrives in Fodder, bee
Tulip campanulata found all sized most types of forage,
 INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

over the evergreen soil from sea fuelwood,

Philippines tree. Wood is level to an ornamental,
soft and trunk elevation of poles, timber,
is sturdy about 1,500 carvings,
forming m. medicine and
buttresses. windbreak.
Leaves are
shiny, dark
green, 30-46
cm long,
dividend into
4-8 pairs of
leaflets with an
extra one at
the tip.
Bandera Canna indica Combretaceae Cultivated A coarse, Thrives in Generally
española L. throughout smooth herb good soil with used as
the country which grows abundant ornamental
and up to 1-5 m water supply. and hedges.
throughout high. The erect
the year unbranched
stem
arises from a
fleshy
rootstock.
Leaves are
solitary, in two
opposite rows
along the
stem.
Flowers are
attractive,
showy,
irregular in
form. The fruit
bears roundish
black seeds.
Table 20. Tree Species

4.5.3 Transport Terminals

The proposed transport terminals would improve the existing

government plans found in Chapter 2. The spatial dimensions would be
larger to accommodate more users and to also generate a comfortable
ergonomic design for all.

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 4.5.3.1 EDSA Carousel Terminal
The design of the Carousel terminal considered the specific
context of the site which is filled with different types of traders that carry
their goods to and from different types public transit vehicles. One
observation in the site was how difficult it is for people carrying heavy
products to and from footbridges. This blocks people rushing to climb the
stairs and makes old people more prone to accidents and losing profit if
the goods are destroyed or lost. The terminals will follow the principles
of the prospect refuge theory which comprises of prospect, refuge,
complexity, and order to ensure that the users would be safer. It would
lessen the chances of crime and fear.

4.5.3.2 Cloverleaf Jeepney Terminal

The proposed jeepney terminals will be located on both sides of
the ground level park to provide a more convenient transfer of people
compared to the current situation (only one side has a informal jeepney
terminal). The design also followed the principles of the prospect refuge
theory especially since there would be a separation of levels for the
jeepneys and the park itself.

4.5.4 Universally Accessible Ramp Design

One of the main goals and objectives of the project is to prioritize a more
inclusive approach to public space planning and design. Especially in the
site where there are traders of all kinds and provincial commuters that
walk through the area daily, there is a need to ensure a smooth and
enjoyable transfer of people and goods.

Considerations for future transit projects were made in the design in a

way that the entry/exit points of the elevated park area are located every
___ meters to make it more convenient to travel from the second to the
ground level. At least 2.4 meters is allocated for pedestrian ramps to
follow AASHTO guidelines in Chapter 2. These ramps will be easily
visible through color schemes and proper wayfinding signages. PWD
wayfinding design elements will also be added to ensure the project
adheres to its inclusivity goals. The figures below show the perspective
cross section and isometric of a typical ramp configuration connected to
the EDSA Greenways to create a more inclusive and subtle grade
transition that will help not only the vulnerable, but also the people
transferring heavy luggage and goods.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The ramp is configured to a 1:12 gradient and is made up of perforated

metal frames and columns that are colored with green and yellow to
easily distinguish from the monochrome street colors. Underneath the
ramp, the bike and pedestrian lane continues along the side of the road
and has a clearance of at least 3 meters following the DPWH standards
found in Chapter 2.

Figure 134. Ramp Isometric

4.5.7 Site Development Plan

4.5.7.2 Master Plan

The figure below shows the macro site development plan of the
proposed Balintawak Cloverleaf multi-level park. Illustrated below is the
colored macro plan with existing context that shows the different design
interventions in the park. The macro site plan consists of (A) The
Cloverleaf Park renewal, (B) Cloverleaf Jeepney Terminal, (C) Sports
Plaza, (D) Playground Area, (E) The elevated park on the Caloocan side,
(F) the Balintawak LRT Terminal, (G) the elevated park on the Quezon
City side, (H) the community pocket parks, (I) and the Ayala Cloverleaf
Connector. The configuration of the proposal was iterated multiple times
to properly study the maximum potential of the site’s infrastructural voids
and neglected spaces. Since the four leaves of the Balintawak
Interchange were not maximized, the proposal aims to open the four
quadrants for public use in order to promote good commuter and
community ties, create a safer public space from residual infrastructural
voids, and a move towards an increase in local active mobility.

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Figure 135. Master Site Development Plan
Since Metro Manila still needs its major arterial roads as part of a
third world country, the design of the proposal maximizes what is existing
and is just improving on the site context and design proposal of the EDSA
Greenways given. The design elements of linear parks and landscape
urbanism were used as a basis for the Balintawak Cloverleaf Park
design.

The figure below shows the macro site development plan on the ground
level that consists of of (A) The Cloverleaf Park renewal, (B) Cloverleaf
Jeepney Terminal, (C) Sports Plaza, (D) Playground Area, (E) EDSA
Carousel Queuing on the Caloocan side, (F) EDSA Carousel Queuing
on the Quezon City side, (G) and the community parks. The configuration
of the Cloverleaf Park on the ground level maximized the residual voids
of the existing EDSA Bridge infrastructure to connect and liven the
center. This will create a more vibrant public space for the people while
still highlighting the importance of vehicular mobility as well. The DPWH
guidelines for bike lanes were incorporated as a minimum of 2.5 meters
for a one direction bike lane on both sides of EDSA was created. This is
the first step for the development of permanent bike lanes that include
road buffers to prevent accidents. Future refinements and adjustments
can be made in order to establish permanent road buffers for the bike
lanes. The bike lanes are located beside the roadways to make
transferring from the elevated park to EDSA easier.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 136. Master Site Development Ground Level Plan

4.5.7.3 Design Concept

The design concept of the entire proposal is anchored on

achieving the goal of a more safe and inclusive public space that
highlights human mobility and reducing urban blight through the
maximization of infrastructure voids to increase overall wellbeing. With
this, vibrant colors were used to color code the different functions within
the intervention for better wayfinding and to instill a better sense of order
which is one element of the Prospect Refuge theory. The unique
innovation of the proposal is how it would improve the EDSA Greenway
government project and aims to incorporate easy to assemble and can
be made from recycled construction/ warehouse materials. The color
scheme of the structural components and the furniture of the elevated
park were inspired from the colors of road elements such as traffic
barriers, construction barriers, and road structural supports for building
construction. This play on colors creates more order while giving the
public park a unique identity.

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4.5.8 Floor Plans, Utility Distribution, Elevations, Sections

and Bay Sections

4.5.8.1 Floor Plans

The figures below show the architectural drawings of the

Cloverleaf Park and its improvements. The detailed floor plans focus on
the KKK Plaza, Jeepney Terminal, EDSA Carousel, and the layout for
the typical elevated park configuration. The ground level park is divided
into four quadrants: Cloverleaf Plaza, Balintawak Jeepney Terminal, and
the two North Park sides. The Cloverleaf Plaza comprises of a multi-
purpose hall, a staircase that doubles as a resting spot to oversee the
plaza and to give an informal resting spot/ bleacher area. Dignitary
parking is added to formally have a parking space especially for events
like Bonifacio Day and the like. A formal jogging path is also added with
a rubber material to be easy on the feet. This is guarded by bollards;
inclusive wayfinding is ensured by braille tiles and signages.

Figure 137. KKK Plaza Floor Plan

The EDSA Carousel queuing space will naturally be thin due to

the fast-paced nature of the place. Informal benches were added in the
median vegetation buffers and bollards are placed to replace the metal
fencing of the current temporary EDSA Carousel safety barriers. A
minimum of 1.6 meters for pathways were applied for a comfortable width
for commuters.

Figure 138. EDSA Carousel Typical Floor Plan

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The Balintawak Jeepney Terminal’s current configuration is very

crowded, informal, and unplanned for. The jeepneys load/unload
passengers even in the Cloverleaf Interchange roadways itself. The new
design applies the jeepney queuing and terminal standards of the local
government and enhances the function of the jeepney terminal to create
programmatic hybrids. The terminal also has restrooms available to the
general public.

Figure 139. Balintawak Jeepney Terminal Floor Plan

The typical elevated park floor plan is shown in the figure below. It is
parallel to the LRT train tracks and is connected to the EDSA Carousel and the
EDSA Greenways. Median voids are applied to the design to increase natural
light percentage below the park.

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Figure 140. Typical Elevated Park Floor Plan

4.5.8.2 Utilities Lining Distribution

The figures below show the typical plumbing and electrical layout
of the elevated park. The flow of water goes from the ends of the elevated
park to the piping that leads to the road gutters. The electrical layout
follows the main paths of the elevated park to create a sense of continuity
for wayfinding while illuminating the park at night for safety and increased
aesthetic value.

Figure 141. EDSA Greenways Plumbing and Electrical Isometric Layout

The elevated park will be lit up only at night due to the open nature
of the project. LED lighting strips will be attached to the structural beams
of the park to illuminate the roadways below while also illuminating the
vegetation and park furniture above.

Figure 142. EDSA Greenways Lighting Detail

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

The figures below show the typical plumbing and electrical layout of the
ground level Cloverleaf Park. Since the project is open in nature, the
electrical layout is simple as lighting will be mostly used at night. The
main electrical and water management service rooms are located under
the EDSA Bridge to be hidden from the general public and to be
accessible from the four leaves of the Cloverleaf Park.

Figure 143. Cloverleaf Park Water & Plumbing Layouts

The figure below shows the administrative and safety office locations to properly
designate and allocate room for the technical planning and maintenance of the
park especially since this is a public space. The local barangays will be the ones
to work together to maintain the area while being supervised by the local
Quezon City government.

Figure 144. Cloverleaf Park Administrative & Safety Office

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4.5.8.3 Elevations
The following are the elevations illustrating the different levels of
the park with the different site contexts in Balintawak. The figure below
shows the longitudinal elevation along Caloocan which starts from the
end of the elevated park (on the left) and shows the ramp to the EDSA
Carousel (on the right). The ramps to and from the ground level are
provided to be more inclusive to the different vulnerable users and to
provide a mor subtle grade transition. The headroom is 3.5 meters which
is beyond the minimum standard of 2 meters for pedestrian bridge
clearances.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 144. EDSA Greenways Longitudinal Elevation

Figure 145. Balintawak LRT Elevation

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Figure 147. KKK Plaza Elevations
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Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure 148. Typical EDSA Carousel Longitudinal Elevation

Figure 149. EDSA Carousel elevation

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4.5.8.4 Sections

The following are the sections illustrating the different levels of the
park with the site context. Figure __ shows the section from the typical
EDSA stretch. This shows the elevated park that is under the LRT line
and beside the EDSA Greenways. The EDSA Carousel is connected to
the elevated park. Ramps are provided for an inclusive grade transition
on both sides of the highway. From Chapter 2, the re-configuring of the
road network in EDSA was included which resulted to 4 lanes for private
vehicles, one carousel lane, a bike lane and a pedestrian lane on both
sides of the highway.

Figure 150. EDSA Section

Figure __ shows the section from the EDSA bridge in the middle
of the Cloverleaf Interchange and in between NLEX and A. Bonifacio
Avenue. The residual voids underneath the bridge were maximized to
provide fast paced activities like jogging, biking, walking and an
interactive wall that people can rock climb in. The KKK Plaza is on the
left while the Bonifacio school is on the right side. The elevated park and
EDSA bridge is connected to the ground level park through ramps on
both sides. This creates more complexity and prospect comparing it to
the typical staircase configuration of footbridges in Metro Manila.

Figure 151. EDSA Bridge Section

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure __ shows the section showing the relationship of the

Balintawak LRT Station to the elevated park and the EDSA Carousel
ramp. The entrance to the LRT is connected to the EDSA Greenways
and the elevated park to create easier access and transfer. The original
placement of the footbridge to and from the LRT was followed and
enhanced since the original design did not incorporate inclusive
wayfinding and made it hard for people with heavy baggage and goods
to transfer from the Carousel and the LRT because of the lack of subtle
grade transitions. The people from the EDSA Carousel do not have to go
through the LRT Station anymore because of the connection from the
carousel to the elevated park and then to the sidewalks of Balintawak
compared to the current configuration of the Carousel which requires
commuters to go through the LRT Station that makes the transfer more
crowded.

Figure 152. Balintawak LRT Cross- section

The figure below shows the longitudinal section of the elevated

park with the Balintawak LRT context. The structural support underneath
the elevated park is colored in yellow to show create order and to make
the park standout from the site context of dark colors. The parabolic
supports are spaced out with a 25-meter distance from each other to
structurally support the activities of the elevated park. This is an initial
width from each other based on the structural supports and weight of the
LRT columns and train loads. The engineering design decisions were
made with a mechanical engineer to help with feasibility purposes.
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Figure 153. Balintawak LRT Longitudinal section

4.5.8.5 Bay Sections

This section shows the detailed bay sections of the multi-

level park that illustrates the detailed structural technicalities of the
elevated park and the unique configuration of the intervention in different
areas in the site. The following bay sections shown are Column 20 with
views from the typical EDSA elevation and one section from the EDSA
bridge to show the different structural and vegetation detailing of the
proposal.

Figure _ shows how the structural support and vegetation would

look like in a typical EDSA elevation. The elevated park would be bolted
down to the EDSA Greenways and will act as an extension of the
walkways to maximize the unutilized voids of urban space. The parabolic
structural support would be connected to the existing columns of the
Greenways and ensures a minimum clearance of 44.8 meters for
vehicles. The plumbing is also shown in the diagram. Minimal vegetation
will be allowed to make sure that the park can handle the load of the
vegetation and activities above while still creating a place for plants to
grow through. The plant species that can crawl through the metal mesh
are english ivy, boston ivy, and virginia creepers which are very low
maintenance and need minimal watering. After the first five to ten years,
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

the first trim is needed. The voids of the elevated park are a space for
larger and more variety of plants can proliferate.

Figure 154. Typical EDSA Elevated Park Bay Section

Figure _ shows the bay section of the Cloverleaf Park with the
ramps and the EDSA Greenways. This section shows the structural
configuration of the park space connected to the EDSA bridge that
requires at least 0.60 meters of soil for vegetation bedding before the
roofing of the ground level park space underneath. The structural
columns and water plumbing flow are shown in the diagram as well.

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Figure 155. EDSA Bridge Bay Section

The figure below shows the perspective bay section of the typical
EDSA Greenways ramp that is an additional element to the original
EDSA Greenways. The parts of the EDSA Greenways with the ramp
addition created a 1.6-meter clearance for people to pass through the
greenways comfortably as the ramp ate up a huge amount of space from
the greenway.

Figure 155. EDSA Bridge Bay Section

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

4.5.8.6 Isometrics

The figure below shows the exploded axonometric diagram of the

typical structural support of the elevated park. The unique and intricate
structural support is colored in yellow to easily distinguish the elevated
park from the EDSA Greenways. The metal mesh to house the
vegetation is colored in green.

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Figure 156. EDSA Bridge Bay Section

4.5.8.7 Perspectives
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Park Development Incorporating Prospect-Refuge and Third
Place Theory

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Park Development Incorporating Prospect-Refuge and Third
Place Theory

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Park Development Incorporating Prospect-Refuge and Third
Place Theory

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 Chapter 5
Conclusions and
Recommendations
INTERSTITIAL SYNERGY:
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Park Development Incorporating Prospect-Refuge and Third
Place Theory

5.1 Conclusion and Recommendation

5.1.1 Conclusion

Prioritizing active mobility and urban resurrection is one step towards a

more human scale urban environment that focuses on the wellbeing of
not only a certain number of individuals capable of owning cars, but for
everyone. Maximizing the potential of the EDSA Greenways and urban
voids helped achieve the goal of community/commuter recreation and a
more inclusive active mobility system. Initially, linear elevated parks
usually use more heavy materials that are monochrome in color. After
further research and because of the large scale of the project, design
decisions were iterated until a more lively, feasible, and cost-effective
addition to the EDSA Greenways was created. Using the typical colors
of road construction and scaffolding materials and using it to create a
more vibrant urban cityscape veers away from the grayness of transit-
oriented spaces. The study contributes to sparking a new direction for
active mobility systems in Metro Manila given that the local government
is starting to realize the importance of people, not only vehicles. Since
the Philippines is a third world country, both vehicular and pedestrian
mobility is crucial for our development and the proposal aims to highlight
both types of mobility to create a better balance in the city.

5.1.2 Recommendations

Rapid urbanization will only escalate from the current situation,

numerous site contexts in Metro Manila could be further explored as
residual spaces from the transport industry still takes up a chunk of the
urban fabric. The researcher recommends the future proponents that will
aim to tackle a similar approach presented in the study, to further
understand and analyze the different site contexts and users in detail to
ensure that the spaces are maximized. More site visits and interviews
would create a better design collaboration with the users of each site.
Extending the scope of the intervention to connect with the arterial roads
in Metro Manila to ensure better connectivity and safer wayfinding for all.
The researcher also recommends to better plan the landscaping design
of the elevated park and further enhance the structural technicalities of
the elevated park with specific engineering measurements and
calculations to ensure feasibility. Urban space developments should aim
to achieve more programmatic hybrids to maximize the scarce urban
space, there are so many un-utilized voids and residual spaces in the
city. Innovation will never run out.

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Park Development Incorporating Prospect-Refuge and Third
Place Theory

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Park Development Incorporating Prospect-Refuge and Third
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Chapter 5
Appendix

APPENDIX A
Site Interview with MMDA Street Sweepers, English translation.

D: Here? There are snatchers most of the time.

P: But I researched that there are numerous accidents here,
why is that?
Is it safe to walk in the D: Because in the area, especially if it is rainy, it is slippery.
Balintawak Area? Every rainy season, there are more pedestrian accidents here
but in general, it is hard to walk here because of the lack of
proper sidewalks. The main crossing points are between
concrete barriers.
D: No because its far from one another. Others get hurt
Are the footbridges in the because of the footbridges as seniors use this sometimes
area efficient? despite the not optimal design. The footbridges are lacking in
number and connectivity.
D: Because there used to be a lot of addicts there and they
used to sleep, burn goods, the plants that are pricey, that's
what gets destroyed, then, they lay down in the idle park space
so they (QC) closed it. It would have been nice to go in, it's very
Why is the Cloverleaf Park
open, but they closed it because the settlers made it feel like
closed?
home. There used to be an activity when something was
celebrated there, Bonifacio Day every year. Now its closed,
there used to be someone guarding there, someone sweeping
there.
D: Because it was planned for with activities not like
Why is QC Circle not like
Cloverleaf Park. It’s also supervised because QC City Hall is
this?
near there.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Site Interview with Barangay Manresa Associate Officer

D: Here it’s easy because the walkways are large, but I don’t
usually walk near the public transport because it’s been 10
years since I did.
Is it safe to walk in the city
P: So, you don’t use the footbridges and public transport at all?
in general?
D: No so I’m not familiar but I think that walkways are safe in
general.

Does it flood in Balintawak D: No because it’s very high in elevation, I guess. When the
and in Manresa? creek overflows, that’s the only time when it floods as it also
accumulates trash.
D: Oh yes, there are about 30,000 residents in Manresa alone
Are there many homes with so I think in other barangays there are lots as well.
residents in the area P: Is it important that community parks are made for each
compared to industrial community?
uses? D: Actually, there is an ongoing renovation of Manresa Park
here beside the basketball court and barangay center.
D: Now, the closest activity up to date is the barangay
What are community leisure
address. But in general, there is Zumba for the general public
or recreation activities that
every 7-9 pm. During Sundays, we have Senior Zumba at 6-8
Manresa participates in?
am.
D: Yes, about 10,000 informal settlers stay in Manresa.
P: Do they have the right to community spaces?
D: Of course, actually they benefit more compared to the
locals because residents that participate in community events
are less in number compared to settlers.
Are there informal settlers
P: Do they have the right to jobs?
here?
D: Actually, they are the first ones that the barangay hires for
street sweeping and BPSO (Barangay Public Safety Officers).
They are the top priority in hiring and providing jobs so
informal settlers are the majority of the hired employees of the
barangay.

Zoom Interview with Valenzuela City Government Assistant Department

Head II, Valenzuela Museum Curator, Secretary General of Philippine Historical
Association, and Ateneo De Manila Professor Jonathan Balsamo

D: Its’ given.
P: Expound in your own opinion.
D: Basically, it gives the identity of the people
and the place, that’s its significance. There is
economic significance, political, historical is
the layer of time. The entirety of a place from
its past, present, and future that is why its
significant. Others are tied to only one
historical event which is wrong. Its not only
limited to one event but how it is used now is
also significant and important to preserve.
Why is the historical
What I find problematic with historical
significance of a place
significance here is that it is only tied to
important for place identity?
revolution, but we need to look at a place with
its entirety in many forms. It could be
economic like how the bagsakan is
significant. This gives the identity of the
place, its whole life. For me, its important
how it relates with people. How people use
the space, how people live in the space and
not just because of historical events like
revolution. So, the specific community is tied
with revolution.

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 D: Well now, if it is about reminiscing its
about a moment of reflection. When you
reflect, the act of reflection is a moment that
have conditions like triggers memories.
When you are there in a certain place, what
are the triggers? The situation is also
significant because if it is hectic, there are
crisscrossing roads, so how will people
reflect with what they are given right now?
There is a trigger especially when vehicles
Do you think people
pass by and see but then for people, the
reminisce, know or still
urban stress is a factor as it can counter
remember the history of
moments of reflection. In the current situation
Balintawak?
it’s difficult to reflect.
P: Yes, there are lots of transport
infrastructure present in the area. Actually,
what’s interesting is that my survey found out
that almost half of the respondents didn’t
know of the significant history of the
Cloverleaf Park before reading the history of
the Bonifacio Monument. The respondents
see the importance of revitalizing the
neglected public spaces in the area.
D: Because of the nature of the location as
its in the middle of the major roads, its very
saddening for me personally that there is no
space to celebrate the major event in our
Philippine history. Its such an isolated island
Are there any festivities in
and its closed so how will people go there in
the park before?
the current location? I want to go there but
you are right, there are lots of barriers
present in the area. Its nice because it was
clean before but then now it’s not public
anymore.
D: Actually, that is biased because the writer
is the grandson of Masangkay. Pio
Valenzuela and Masangkay were rivals so
there are lots of biases there in the book.
Actually, the monument was removed from
the site and was placed in UP Diliman and
then was replaced with another monument in
the park. The original monument is now in
UP Diliman. Because of the transport
infrastructure, it was removed. A good
source that is the most recent is from Jim
Richardson in 2021, he doubted the Cry of
Balintawak. It’s a very good paper. He
Is the book Cry of showed the analysis from different sources.
Balintawak a reliable P: Where and when was the Cry of Pugad
source? Lawin?
D: Actually, its official that August 23 was the
date of the Cry and it isn’t in Balintawak
during the event.
P: So why is there a monument in different
locations?
D: Actually, there are lots of monuments
scattered around, and it was true that the
Katipuneros were moving so people say
Pugad Lawin was part of Balintawak. Its
really confusing but then, its part of a larger
battlefield. Meaning, even though its not
there specifically, it is part of our history and
their fight.
D: Its an articulation of our rebellion. It was
the time where Filipinos cried for their
decision, it was a point of no going back.
What was their united action? So that is what
the cry symbolizes, the united cry and
For you, what is the deeper manifestation of the fight and gathering. Its
meaning of the Cry of experiential, when Filipinos are united and
Pugad Lawin? are one, we feel stronger. For me, it’s a ritual
that’s why its sacred because it’s a revolution
that could get people’s lives, it was a matter
of life or death. So, its unity that creates
strength, because where will we get strength
right? Its from one another.
INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

D: Well, that symbolizes the livelihood of

Filipinos. That’s what made their children
have their own education. In Balintawak, the
revolution is only one layer and the bagsakan
is also important to see as a historically
significant factor in the place. The roads are
also important because we are a developing
country. The development is tied with
movement and what does it mean today?
What is the significance of
Heritage and development can coexist but
the bagsakan?
we need to see the negotiation, if its for the
people. What is the use of the place, how can
the public benefit? Is the place only for
vehicles? Aa good approach is to incorporate
the commuting public and the locals through
good design addressing the problems that
respects the history of the place while
supporting new developments like green
parks.

APPENDIX B
Figure _. Air Space in EDSA Figure _. Void Under Footbridge

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Figure _. EDSA Carousel Figure _. Passageway from LRT

Figure _. Green Void beside LRT Figure _. Abandoned Space

Figure _. Walkway in Ayala Figure _. Cramped walkways

INTERSTITIAL SYNERGY:
Revitalizing Balintawak Interchange through a Transit-Oriented
Park Development Incorporating Prospect-Refuge and Third
Place Theory

Figure _. Front of St. Joseph Figure _.Below Skyway inA.BonifacioAve.

Figure _. Neglected Void in Interchange Figure _. Below Skyway

Figure _. Footbridge near LRT Figure _. Pedestrian Lane Ayala

Figure _. From Ayala Cloverleaf Figure _. Pedestrian Lane Below Skyway

Figure _. Front of Cloverleaf Park

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