INTERNATIONAL JOURNAL OF LATEST TECHNOLOGY IN ENGINEERING,
MANAGEMENT & APPLIED SCIENCE (IJLTEMAS)
ISSN 2278-2540 | DOI: 10.51583/IJLTEMAS | Volume XV, Issue I, January 2026
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Towards Better Urban Mobility: A Comprehensive Assessment of
DOI :
https://doi.org/10.51583/IJLTEMAS.2026.150100003
Received: 25 December 2025; Accepted: 02 January 2026; Published: 21 January 2026
ABSTRACT
Background
Pedestrian infrastructure quality significantly influences urban mobility, particularly in developing regions
undergoing rapid urbanization. This study assesses pedestrian infrastructure in Naval, Biliran Province,
Philippines—a municipality transitioning towards cityhood—to address mobility challenges and inform
sustainable development planning.
Methods
A mixed-methods approach was employed using a validated assessment framework with 17 criteria aligned with
Philippine accessibility standards. Data collection involved systematic field observations covering 12.20
kilometers across 15 streets in downtown Naval and structured interviews with 211 pedestrians. Assessment
combined physical measurements, photographic documentation, and statistical analysis of user perceptions.
Results
Field assessments revealed significant deficiencies, with 87% of sidewalks failing to meet minimum width
standards (1.20 meters) and 80% exhibiting inadequate headroom clearance. Surface discontinuities were
documented in 73% of segments, while 67% showed moderate to severe obstructions. Despite high utilization
rates (82.9% of respondents regularly walking), only 34.0% reported positive experiences with sidewalk
conditions. Statistical analysis identified significant correlations between infrastructure quality and pedestrian
behavior, with safety concerns forcing pedestrians into vehicular pathways. Principal concerns included
inadequate width (32.70% dissatisfaction), poor lighting (50.98%), and stray animals (66.67%).
Conclusion
This study establishes an evidence base highlighting the need for strategic interventions in Naval's pedestrian
infrastructure. Findings underscore significant gaps between current provision and user requirements,
particularly regarding dimensions, surface quality, and safety features. By identifying specific deficiencies, this
research provides municipal authorities with actionable data to prioritize improvements that enhance walkability,
safety, and overall urban mobility in Naval and similar developing urban contexts.
Keywords: pedestrian infrastructure, walkability assessment, urban mobility, developing municipalities,
Philippine urban planning, accessibility, sustainable transportation, public space quality
INTRODUCTION
As urban environments continue to evolve, their ability to support diverse transportation modes has become
increasingly crucial, with pedestrian infrastructure emerging as a critical component of sustainable urban
development (Forsyth & Southworth, 2008). This is particularly important for municipalities in developing
regions, such as those on small Philippine island provinces, where the transition from rural to urban areas
presents unique challenges in terms of resource allocation and infrastructure maintenance (Erraguntla et al.,
Biliran Province State University
Jean Paul Quintano Logronio, Gabino Hilvano
Pedestrian Infrastructure in Naval, Biliran Province, Philippines
Eastern Visayas State University
1
2
21
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2017). Adequate pedestrian infrastructure is essential for promoting sustainable development and ensuring that
these emerging cities can meet the needs of their growing populations while minimizing their environmental
impact.
Pedestrian infrastructure plays a vital role in achieving the United Nations' Sustainable Development Goals
(SDGs), particularly SDG 11, which aims to "make cities and human settlements inclusive, safe, resilient, and
sustainable" (United Nations, 2015). By providing safe, accessible, and well-maintained sidewalks,
municipalities can encourage active transportation, reduce automobile dependency, and improve public health
outcomes (Southworth, 2005; Giles-Corti et al., 2016). This is especially important in the context of small island
provinces, where the preservation of natural resources and the promotion of sustainable development are
paramount. Recent research by Adkins et al. (2018) and Cheng et al. (2017) further emphasizes that relationships
between built environments and walking behaviors vary significantly based on socioeconomic contexts and
climatic conditions, highlighting the need for locally tailored pedestrian infrastructure solutions.
In the Philippines, where many small island provinces are experiencing rapid urbanization, the development of
adequate pedestrian infrastructure is crucial for ensuring sustainable growth and promoting environmentally
conscious practices. Recent analysis by Stefanidis and Bartzakas-Tsiompras (2024) of Latin American cities
indicate that smaller urban centers like Naval can achieve substantial sustainability benefits by prioritizing
pedestrian infrastructure early in their development trajectories. These benefits include significant improvements
in accessibility, especially for vulnerable users, who are often disproportionately affected by poor infrastructure
quality in central urban areas. By prioritizing the needs of pedestrians and investing in sidewalk infrastructure,
these aspiring cities can serve as models for sustainable urban development, demonstrating the importance of
active transportation in creating livable, resilient, and inclusive communities. This study aims to assess the
current state of pedestrian infrastructure in Naval, Biliran Province, Philippines, and provide recommendations
for improving walkability and promoting sustainable urban development in the context of a small island province
municipality transitioning towards cityhood.
The Philippine Context
In the Philippines, the Department of Public Works and Highways (DPWH) explicitly recognizes pedestrians,
people with disabilities, non-motorized vehicles, and motorcyclists as vulnerable road users requiring specific
consideration in transportation planning. This recognition aligns with global sustainability frameworks,
including the United Nations' Sustainable Development Goal 11: Sustainable Cities and Communities, which
emphasizes the importance of creating inclusive, safe, and accessible urban environments (United Nations,
2015).
The Philippine Accessibility Law (Batas Pambansa 344, 1983) establishes legal requirements for accessible
design in public spaces, including pedestrian infrastructure. Despite these regulatory frameworks,
implementation remains inconsistent across Philippine municipalities, particularly in smaller urban centers
experiencing rapid development (Karaos & Porio, 2015). Previous research has documented significant
disparities in pedestrian infrastructure quality across Philippine cities, with factors such as municipal budget
constraints, limited technical capacity, and competing development priorities contributing to inadequate
sidewalk provision (Cleto, 2017; Regidor & Javier, 2014).
Research Gap and Significance
While studies examining pedestrian infrastructure in major Philippine metropolitan areas exist (e.g., Fillone &
Mateo-Babiano, 2018; Guillen et al., 2020, Lopez et al., 2024), there is limited research investigating the specific
challenges faced by smaller municipalities transitioning from rural to urban status. Naval, the capital
municipality of Biliran Province, represents an ideal case study for examining these dynamics. As the central
hub for commerce, education, and transportation in the region, Naval is experiencing rapid urbanization
associated with its progression toward cityhood---a transition generating substantial impacts on existing
pedestrian infrastructure.
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The deterioration of pedestrian infrastructure quality in Naval has notable implications for pedestrian comfort,
safety, and overall mobility. Preliminary observations indicate significant narrowing of pedestrian pathways,
increased congestion, poor aesthetic quality, and challenges to comfortable navigation. These issues
disproportionately affect vulnerable population groups, including older adults, children, and persons with
disabilities, underscoring the urgent need for comprehensive assessment and intervention.
This study aims to address these research gaps by providing a systematic evaluation of sidewalk conditions in
downtown Naval, employing a rigorous assessment methodology adaptable to similar developing urban
contexts. By conducting this analysis, we seek to contribute to the broader discourse on urban mobility in
transitional urban environments while providing actionable data for local government units and urban planners.
Research Objectives
The primary objectives of this study are:
1. To develop and implement a comprehensive assessment framework for evaluating pedestrian
infrastructure provision and quality in Naval, Biliran
2. To identify critical deficiencies in the existing pedestrian infrastructure through systematic field
observations and measurements
3. To analyze pedestrian perceptions and experiences regarding sidewalk conditions through structured
surveys
4. To formulate evidence-based recommendations for improving walkability and pedestrian infrastructure
in Naval
Theoretical Framework
This research adopts a multidimensional conceptual framework integrating three foundational theoretical
perspectives: Universal Design Theory, Sustainable Transportation Planning Theory, and Environmental Justice
Theory. The integration of these complementary frameworks provides a comprehensive lens through which to
examine the complex interrelationships between physical infrastructure characteristics, user experiences, and
equity considerations in pedestrian mobility.
Universal Design Theory. Universal Design Theory, as articulated by Mace (1985) and further developed by
Steinfeld and Maisel (2012), provides the foundational principles for evaluating infrastructure accessibility. This
theory posits that environments should be designed to be usable by all people, to the greatest extent possible,
without the need for adaptation or specialized design. In the context of pedestrian infrastructure assessment,
Universal Design Theory informs the evaluation criteria related to dimensional adequacy (width, headroom),
surface quality, cross-slopes, and the presence of accessibility features such as curb ramps and tactile guidance
surfaces. The theory's seven principles—equitable use, flexibility in use, simple and intuitive use, perceptible
information, tolerance for error, low physical effort, and size and space for approach and use—directly inform
the assessment framework employed in this study (Connell et al., 1997).
Sustainable Transportation Planning Theory. Sustainable Transportation Planning Theory, drawing from the
seminal work of Banister (2008) and Cervero and Kockelman (1997), emphasizes the integration of land use and
transportation planning to promote environmentally sustainable mobility patterns. This theoretical perspective
recognizes walking as a fundamental mode of sustainable transportation that reduces carbon emissions, promotes
public health, and enhances urban liveability. The theory's application in this study guides the assessment of how
pedestrian infrastructure supports or impedes sustainable mobility choices, particularly through the evaluation
of connectivity, safety features, and environmental comfort elements such as shade provision and lighting. The
"3Ds" framework of density, diversity, and design (Cervero & Kockelman, 1997), later expanded to include
destination accessibility and distance to transit (Ewing & Cervero, 2010), provides a structured approach to
understanding how built environment characteristics influence walking behavior.
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Environmental Justice Theory. Environmental Justice Theory, rooted in the work of Bullard (1990) and further
developed by Schlosberg (2007), addresses the equitable distribution of environmental benefits and burdens
across different population groups. This theoretical lens is particularly relevant for examining how pedestrian
infrastructure quality varies across socioeconomic contexts and how infrastructure deficiencies
disproportionately affect vulnerable populations. Environmental Justice Theory informs this study's examination
of how lower-income communities, elderly individuals, children, and persons with disabilities experience
differential impacts from infrastructure inadequacies (Bereitschaft, 2017). The theory emphasizes that
transportation infrastructure quality is not merely a technical concern but a matter of social equity with
implications for access to employment, education, healthcare, and other essential services.
Theoretical Integration and Framework Logic. The integration of these three theoretical perspectives creates a
comprehensive analytical framework that addresses the multifaceted nature of pedestrian infrastructure
assessment. As illustrated in Figure 1, the theoretical framework operates through interconnected pathways:
Universal Design Theory informs the physical assessment criteria (independent variables), Sustainable
Transportation Planning Theory guides the evaluation of infrastructure functionality and connectivity, while
Environmental Justice Theory frames the analysis of differential impacts across population groups. These
theoretical streams converge to influence the dependent variables of pedestrian mobility, safety outcomes, and
accessibility levels.
The assessment methodology draws upon established sidewalk evaluation protocols, including the Irvine-
Minnesota Inventory (Boarnet et al., 2006), Active Neighborhood Checklist (Hoehner et al., 2007), Pedestrian
Environment Data Scan (Clifton et al., 2007), and Central Corridor Pedestrian Environment assessment (Tolkan
et al., 2008), while incorporating contextually relevant factors specific to developing urban environments in the
Philippines. This synthesis ensures that the assessment framework is both theoretically grounded and practically
applicable to the local context.
Note: The theoretical framework diagram illustrates the relationships between the three foundational theories
and research variables. At the top level, the three theoretical pillars (Universal Design Theory, Sustainable
Transportation Planning Theory, and Environmental Justice Theory) feed into the assessment framework. These
inform the independent variables (physical infrastructure characteristics: dimensional adequacy, surface quality,
safety features, accessibility elements, and environmental comfort) which influence the intervening variables
(user perceptions, walking frequency, route choice behavior). The dependent variables (pedestrian mobility
outcomes, safety levels, accessibility compliance, and user satisfaction) are shaped by both infrastructure
conditions and user experiences. Feedback loops indicate that observed outcomes inform recommendations for
infrastructure improvements, which cycle back to influence physical characteristics. The framework recognizes
contextual factors (regulatory environment, municipal resources, socioeconomic conditions, and climate) as
moderating variables affecting all relationships.
By examining both physical infrastructure characteristics and stakeholder perceptions, the research provides a
comprehensive understanding of the complex interrelationships between built environment features and
pedestrian experiences. The theoretical framework recognizes that pedestrian infrastructure quality directly
influences mobility patterns, safety outcomes, and transportation mode choices, with particular implications for
socioeconomically disadvantaged populations who may have limited alternative transportation options.
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Figure 1. Theoretical Framework of the Study
METHODS
Study Design
This research employed a descriptive cross-sectional study design to assess the provision and quality of
pedestrian infrastructure in downtown Naval, Biliran. The descriptive approach, as characterized by
Shuttleworth (2008), enabled systematic observation and documentation of existing sidewalk conditions without
manipulating variables. This methodology was selected for its suitability in establishing baseline data regarding
infrastructure quality and identifying patterns across multiple assessment criteria.
The cross-sectional design facilitated data collection at a specific point in time, providing a comprehensive
snapshot of current sidewalk conditions while accommodating resource constraints. The mixed-methods
approach integrated quantitative measurements of physical characteristics with qualitative assessments of
subjective factors such as cleanliness and aesthetic quality. This integration enhanced the study's capacity to
capture both technical compliance with standards and experiential dimensions of sidewalk usability.
Sustainable
Transportation Planning
Theory
(Bannister, 2008; Cervero &
Kockelman, 1997)
Universal Design Theory
(Mace, 1985; Steinfeld &
Maisel, 2012; Connel, et al,
1997)
Environmental Justice
Theory
(Bullard, 1990; Schlosberg,
2007)
Theoretical Foundations
Independent Variables
(Physical Infrastructure)
Dimensional Adequacy
(width, headroom)
Surface Quality and
Continuity
Safety Features (lighting,
markings, drainage)
Accessibility Elements
(slopes, buffer zones,
ramps)
Environmental Comfort
(shade, cleanliness,
obstructions)
Intervening Variables
(User Experience)
User Perception of
Quality
Walking Frequency
Route Choice Behavior
Satisfaction Levels
Safety Perceptions
Comfort Assessments
Priority Rankings
Dependent Variables
(Physical Infrastructure)
Pedestrian Mobility
Outcomes
Safety Levels
Accessibility Compliance
User Satisfaction
Walkability Ratings
Active Mobility Patters
Equity in Access
Assessment Framework
17 Criteria from Irvine-Minnesota Inventory, Active Neighborhood Checklist,
PEDS, Central Corridor Assessment – adapted to Philippine context
Moderating Variable (Contextual Factors)
Regulatory Environment (BP 344, DPWH Standards) | Municipal Recourses
Socioeconomical Conditions | Tropical Climate | Land Use Patterns
Population Demographics | Urbanization Stage (Cityhood Transition)
Research Variables
Feedback, Recommendations →Improvements
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Study Setting and Population
The study was conducted in downtown Naval, the capital municipality of Biliran Province, Philippines. Located
in the Eastern Visayas region, Naval serves as the primary commercial, administrative, and educational center
for Biliran Island. The municipality covers an area of 101.25 square kilometers with a population of
approximately 54,000 (Philippine Statistics Authority, 2020). Downtown Naval represents the urban core of the
municipality, characterized by mixed commercial-residential development and the highest concentration of
pedestrian activity.
The assessment focused specifically on sidewalks along fifteen streets within the commercial-residential district,
covering a total distance of 12.20 kilometers. These streets were selected to represent the core urban area where
pedestrian infrastructure demands are greatest and where diverse land uses generate significant foot traffic. The
specific streets included in the assessment were: Abad Street, Alavera Street, Ballesteros Street, Burgos Street,
Caneja Street, Castin Street, Corvera Street, Leonardo Pitao Street, Magallanes Street, Padre Garcia Street, Padre
Inocentes Street, Redaza Street, Sabenorio Street, Vicentillo Extension Street, and Vicentillo Street.
The study area experiences a tropical monsoon climate with pronounced wet and dry seasons, which significantly
impacts sidewalk conditions and usability throughout the year. This context creates substantial pedestrian traffic
from diverse user groups including students, workers, shoppers, and visitors.
The survey component of the study involved 211 pedestrians recruited through systematic sampling at key
locations throughout the study area. Participants represented diverse demographic characteristics, including
different age groups, occupational backgrounds, and mobility requirements, providing a cross-section of
pedestrian perspectives.
Sampling Technique
A purposive sampling technique was employed for selecting the study area, with street segments chosen based
on several criteria:
1. Location within the central commercial-residential zone where pedestrian activity is concentrated
2. Representation of varying adjacent land use patterns (commercial, residential, institutional, and mixed-
use)
3. Connectivity to major public facilities and services (e.g., municipal government offices, public markets,
schools, and healthcare facilities)
4. Inclusion of primary, secondary, and tertiary streets to represent different levels of the urban
transportation hierarchy
For the survey component, systematic sampling was utilized at predefined locations throughout the study area.
Pedestrians were approached at 15-minute intervals during specified data collection periods, which were
stratified across morning (7:00-9:00), midday (11:00-13:00), and afternoon (16:00-18:00) timeframes to capture
temporal variations in pedestrian flow. Inclusion criteria specified that participants must be at least 18 years of
age and have used sidewalks within the study area within the previous month.
Assessment Tool Development
A comprehensive sidewalk assessment tool was developed through systematic integration of elements from
established methodologies, including:
1. The Irvine-Minnesota Inventory (Boarnet et al., 2006)
2. Active Neighborhood Checklist (Hoehner et al., 2007)
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3. Pedestrian Environment Data Scan (PEDS) (Clifton et al., 2007)
4. Central Corridor Pedestrian Environment assessment (Tolkan et al., 2008)
The development process involved initially compiling all potential assessment criteria from these sources,
followed by a systematic review to identify items relevant to the Philippine context. The preliminary assessment
framework was subsequently refined through pilot testing on three streets outside the study area, resulting in
modifications to ensure clarity, reliability, and contextual appropriateness.
The final assessment tool incorporated 17 key criteria organized into four categories:
Physical Characteristics:
Pavement presence and completion
Pavement condition and maintenance
Surface continuity
Width
Headroom
Grade
Cross slope
Buffer zone
Obstructions and Interference:
Physical obstructions
Encroachments
Shade trees
Cleanliness
Stray and unsupervised animals
Safety Features:
Lighting
Drainage
Markings and safety signs
Overall Assessment:
General safety
Each criterion was evaluated using standardized measurement protocols and rating scales aligned with Philippine
accessibility standards, particularly those outlined in Batas Pambansa 344 and the DPWH Road Safety Design
Manual (2012). For quantitative measures such as width and headroom, specific threshold values were
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established (e.g., minimum 1.20 meters for width, 2.00 meters for headroom). Qualitative criteria employed
descriptive rating scales with clearly defined parameters to enhance assessment consistency.
Data Collection Procedures
Data collection was conducted from January to March 2025, encompassing both the field assessment of sidewalk
conditions and the survey of pedestrian experiences. Prior to fieldwork, research team members underwent
standardized training in assessment protocols to ensure consistency and reliability in data collection.
Field Assessment
The field assessment component involved systematic evaluation of sidewalk segments along the 15 selected
streets. Two trained assessors conducted independent evaluations of each segment, with results subsequently
compared to identify and resolve discrepancies. In addition to the physical measurements and observations, the
BaktasPro app was used to determine walkability ratings for each street segment. Data collection procedures
included:
1. Physical measurements using calibrated measuring tools:
Measuring tape for sidewalk width, buffer zones, and obstacle dimensions
Inclinometer for grade and cross slope measurements
Height gauge for headroom assessment
2. Systematic visual inspection and documentation:
Photography from standardized angles to document conditions
Structured observation using assessment checklists
Location mapping using GPS coordinates
3. Temporal considerations:
Assessments conducted during daylight hours (8:00-17:00)
Additional evening inspections (18:00-20:00) for lighting assessment
Multiple visits to account for temporal variations (e.g., vendor presence)
Assessments were documented using standardized forms corresponding to the evaluation framework, with each
sidewalk segment's conditions recorded comprehensively across all 17 criteria.
Pedestrian Survey
The survey component utilized a structured questionnaire developed specifically for this study. The instrument
was pre-tested with 15 individuals outside the study sample to identify potential comprehension issues and
ensure clarity. The finalized questionnaire included sections addressing:
1. Demographic information (age, occupation, mobility limitations)
2. Travel behavior and sidewalk usage patterns
3. Experiences and perceptions regarding specific sidewalk features
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4. Overall satisfaction with pedestrian infrastructure
5. Priority ranking of sidewalk quality indicators
Trained research assistants administered the questionnaire through face-to-face interviews at predefined
locations throughout the study area. Informed consent was obtained from all participants prior to survey
administration, with measures implemented to ensure confidentiality and voluntary participation.
Data Analysis
Data analysis employed both descriptive and inferential statistical methods appropriate to the study's objectives.
Quantitative data from field assessments and surveys were processed using SPSS version 25, with the following
analytical approaches applied:
1. Descriptive statistics:
Frequency distributions and percentages for categorical variables
Means, standard deviations, and ranges for continuous measurements
Composite scores for multi-item assessments
2. Spatial analysis:
Mapping of assessment results to identify spatial patterns
Identification of critical areas requiring intervention
Correlation of sidewalk conditions with adjacent land use
3. Comparative analysis:
Assessment of compliance with national standards
Comparison across different street types and locations
Identification of relationships between physical conditions and user perceptions
For qualitative data derived from open-ended survey responses, content analysis was performed to identify
recurring themes and concerns. This approach facilitated integration of quantitative measurements with
experiential perspectives, providing a more comprehensive understanding of sidewalk conditions and their
impacts on pedestrians.
Multiple regression analysis was conducted to identify the strongest predictors of overall pedestrian satisfaction,
with individual infrastructure elements treated as independent variables. Width constraints, obstructions, poor
lighting, and inadequate safety features were identified as the strongest predictors of overall dissatisfaction
(p<0.01), explaining 68.4% of variance in pedestrian experience ratings. Inter-rater reliability was assessed using
Cohen's kappa coefficients to validate assessment consistency. Quality scores were computed for each sidewalk
segment based on the 17 assessment criteria, enabling comparative analysis across locations.
Ethical Considerations
The study adhered to fundamental ethical principles for human subjects research, incorporating multiple
safeguards to ensure participant protection throughout the data collection process. Prior to fieldwork, researchers
secured official approval from the Naval Municipal Government, establishing necessary permissions and
informing local authorities about the study's objectives and methodological approach.
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Informed consent procedures were rigorously implemented with all survey participants. Each individual received
a comprehensive explanation of the study's purpose, procedures, and the entirely voluntary nature of their
participation. Verbal consent was documented before commencing any data collection activities, ensuring
participants understood their right to withdraw at any point without consequences.
To maintain confidentiality and protect participant privacy, the research design deliberately excluded the
collection of personal identifiers during the survey process. All survey responses were immediately anonymized,
and subsequent data analysis and reporting were conducted exclusively in aggregate form, preventing the
identification of individual participants.
The research team implemented specific protocols to minimize disruption to community activities throughout
the study. Field measurements and survey administration were strategically scheduled and conducted to avoid
interference with pedestrian movement and local business operations. Particular attention was paid to ensuring
that research activities caused minimal inconvenience to the public and maintained the normal flow of daily life
within the study area. These measures collectively supported ethical research conduct while facilitating
comprehensive data collection in a real-world urban context.
Study Limitations
Several limitations should be acknowledged regarding the study methodology:
1. Temporal constraints: The assessment represents sidewalk conditions during a specific period (January-
March 2025) and may not capture seasonal variations affecting pedestrian infrastructure.
2. Geographic scope: The focus on downtown Naval limits generalizability to other areas within the
municipality and to different urban contexts.
3. Sample representation: While efforts were made to ensure diversity among survey respondents, certain
groups (e.g., persons with severe mobility limitations) may be underrepresented due to the sampling
approach.
4. Subjective elements: Despite standardized protocols, some assessment criteria involved subjective
judgment, potentially introducing observer bias.
5. Resource constraints: Comprehensive assessment of all sidewalks within Naval was not feasible given
available resources, necessitating the focused approach on selected streets.
These limitations were mitigated through careful study design, standardized protocols, and transparent reporting
of methodological constraints.
RESULTS
The results are organized according to the study's research objectives to provide a clear and systematic
presentation of findings.
Assessment Framework Development (Objective 1)
The comprehensive assessment framework successfully integrated 17 criteria from four established
methodologies (Irvine-Minnesota Inventory, Active Neighborhood Checklist, PEDS, and Central Corridor
Pedestrian Environment assessment) adapted to the Philippine context. The framework demonstrated strong
inter-rater reliability (Cohen's kappa = 0.82) during pilot testing and field implementation, validating its utility
for systematic sidewalk evaluation in developing urban contexts.
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Infrastructure Deficiencies Identified Through Field Assessment (Objective 2)
Field assessments revealed significant variation in sidewalk conditions across the 15 evaluated streets, with
certain deficiencies appearing consistently throughout the study area. Table 1 presents a comprehensive
assessment of sidewalk conditions organized by street and evaluation criteria.
Table 1. Summary of Field Assessment Results by Street
Street
Pavement
Completion
Width
Compliance
Surface
Continuity
Obstructions
Overall
Safety
Assessment
Abad Street
Complete
Non-
compliant
(<1.20m)
Poor
Few
Moderately
Safe
Alavera
Street
No pavement
Non-
compliant
N/A
N/A
N/A
Ballesteros
Street
Complete
Non-
compliant
(<1.20m)
Fair
None
Moderately
Safe
Burgos
Street
Complete
Non-
compliant
(<1.20m)
Poor
High
Moderately
Safe
Caneja Street
Complete
Non-
compliant
(<1.20m)
Poor
High
Moderately
Unsafe
Castin Street
Complete
Compliant
(≥1.20m)
Good
High
Moderately
Safe
Corvera
Street
Complete
Non-
compliant
(<1.20m)
Poor
High
Moderately
Safe
Leonardo
Pitao Street
Complete
Non-
compliant
(<1.20m)
Poor
Few
Moderately
Safe
Magallanes
Street
Complete
Compliant
(≥1.20m)
Excellent
None
Moderately
Safe
Padre Garcia
Street
Complete
Non-
compliant
(<1.20m)
Poor
High
Moderately
Safe
Padre
Inocentes
Street
Complete
Compliant
(≥1.20m)
Poor
High
Moderately
Safe
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Redaza
Street
Complete
Non-
compliant
(<1.20m)
Poor
High
Moderately
Safe
Sabenorio
Street
Complete
Non-
compliant
(<1.20m)
Poor
Few
Moderately
Safe
Vicentillo
Extension
Street
Complete
Non-
compliant
(<1.20m)
Poor
High
Very Unsafe
Vicentillo
Street
Complete
Non-
compliant
(<1.20m)
Poor
Few
Moderately
Safe
Field assessment data revealed several consistent patterns across the evaluated streets in Naval. Pavement
presence was nearly universal, with 14 of 15 streets (93.3%) featuring complete sidewalk coverage, indicating
successful implementation of basic pedestrian infrastructure. However, this apparent success was undermined
by significant quality and dimensional deficiencies across multiple assessment domains.
Width compliance represented a critical concern, with only 20% (n = 3) of assessed streets meeting the minimum
1.20-meter width requirement established in Philippine accessibility standards. The majority of streets (73.3%)
featured sidewalks of insufficient width to accommodate wheelchair users or allow pedestrians to pass one
another safely. This finding aligns with survey results indicating substantial user dissatisfaction with sidewalk
width (32.7% dissatisfied).
Surface quality assessment revealed predominantly poor conditions, with 80% of streets exhibiting significant
discontinuities, cracks, or uneven surfaces that create tripping hazards and impede mobility, particularly for
individuals with disabilities. Similarly, vertical clearance was inadequate on most streets (80%), with
obstructions such as shop awnings, utility cables, and vegetation reducing effective headroom below the
recommended 2.00-meter standard.
High levels of obstruction were documented on 53.3% of assessed streets, with obstacles including vendor stalls,
utility poles, parked vehicles, and construction materials frequently reducing effective sidewalk width by 50%
or more. These findings correspond with survey responses identifying obstructions as one of the most
problematic aspects of Naval's pedestrian infrastructure (40.8% dissatisfied).
Cross-slope assessment identified significant accessibility barriers across the study area. Eighty percent of streets
exhibited sections with moderate-to-significant tilt exceeding the 2% maximum recommended gradient—a
condition that creates particular challenges for wheelchair users and individuals with mobility impairments by
substantially increasing the physical effort required for sidewalk navigation. Furthermore, all assessed streets
(100%) lacked adequate buffer zones between pedestrian and vehicular paths, positioning sidewalks directly
along roadway curbs without protective separation.
Environmental assessment revealed substantial deficiencies in amenities and safety features. Only 6.7% of
streets (limited to Castin Street) featured significant tree coverage providing shade and enhanced comfort—a
notable concern in Naval's tropical climate. Lighting conditions were particularly problematic, with 26.7% of
streets entirely lacking illumination and 40% featuring inconsistent or insufficient lighting. While drainage
systems demonstrated variable functionality (66.7% rated as having good drainage), safety markings and signage
were critically deficient throughout the study area, with 93.3% of streets assessed as having very insufficient
guidance and protection features for pedestrians.
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Figure 2 provides a visual representation of the sidewalk walkability in the study area, highlighting the streets
assessed and their respective walkability ratings.
Figure 2. Sidewalk Walkability
Pedestrian Perceptions and Experiences (Objective 3)
Demographic Characteristics of Survey Respondents
The survey component included 211 participants representing diverse demographic groups within Naval's
population. Table 2 presents the demographic characteristics of respondents.
Table 2. Demographic Characteristics of Survey Respondents
Characteristic
f
%
Age Group
18 - 24
76
36.0
25 - 34
43
20.4
35 - 44
41
19.4
45 - 54
24
11.4
55 - 64
20
9.5
65+
7
3.3
Residency Status
Resident of Naval
139
65.9
Non-resident
72
34.1
Occupation/Daily Activities
Student
58
27.5
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Full-time employment
51
24.2
Self-employed/freelancer
31
14.7
Homemaker
20
9.5
Part-time employment
17
8.1
Unemployed/seeking employment
14
6.6
Retired/not currently working
11
5.2
Other
9
4.3
The majority of respondents (36.0%) fell within the 18-24 age bracket, followed by the 25-34 age group (20.4%).
This distribution reflects Naval's relatively young population profile, with approximately 56.4% of respondents
under 35 years of age. Regarding residency status, the majority (65.9%) were residents of Naval, Biliran, while
34.1% were non-residents. Students constituted the largest occupational group (27.5%), followed by full-time
employees (24.2%).
Walking Frequency and Behavior
A substantial portion of respondents (82.5%) reported walking either frequently or sometimes for daily activities.
Table 3 displays walking frequency distributions across different demographic characteristics.
Table 3. Walking Frequency by Demographic Characteristics
Characteristic
Frequently
Sometimes
Rarely
Never
f
%
f
%
f
%
f
%
Overall
76
36.0
99
46.9
29
13.7
7
3.3
Age Group
18 - 24
21
27.6
48
63.2
6
7.9
1
1.3
25 - 34
14
32.6
21
48.8
7
16.3
1
2.3
35 - 44
15
36.6
13
31.7
9
22.0
4
9.8
45 - 54
9
37.5
11
45.8
4
16.7
0
0.0
55 - 64
13
65.0
5
25.0
1
5.0
1
5.0
65+
4
57.1
1
14.3
2
28.6
0
0.0
Residency Status
Resident of Naval
55
39.6
66
47.5
14
10.1
4
2.9
Non-resident
21
29.2
33
45.8
15
20.8
3
4.2
Occupation
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Student
13
22.4
40
69.0
4
6.9
1
1.7
Full-time employment
22
43.1
20
39.2
8
15.7
1
2.0
Self-employed/freelancer
13
41.9
11
35.5
6
19.4
1
3.2
Homemaker
12
60.0
6
30.0
1
5.0
1
5.0
Part-time employment
6
35.3
8
47.1
2
11.8
1
5.9
Unemployed/seeking employment
3
21.4
7
50.0
3
21.4
1
7.1
Retired/not currently working
4
36.4
4
36.4
2
18.2
1
9.1
The data revealed notable patterns in walking frequency across age groups. Older adults (55-64 years) reported
the highest frequency of walking (65.0% walked "frequently"), while young adults (18-24 years) showed the
highest proportion of occasional walking (63.2% walked "sometimes"). Additionally, residents of Naval were
more likely to walk frequently (39.6%) compared to non-residents (29.2%). Among occupational groups,
homemakers reported the highest rate of frequent walking (60.0%), while students predominantly walked
"sometimes" (69.0%).
Perceptions of Sidewalk Infrastructure
Table 3 presents the distribution of respondents' perceptions regarding sidewalk quality. Overall, respondents
expressed mixed views, with the largest proportion (39.3%) reporting neutral perceptions.
Table 3. Perceptions of Sidewalk Quality
Perception
f
%
Very Positive
24
11.7
Positive
46
22.3
Neutral
81
39.3
Negative
49
23.8
Very Negative
6
2.9
Total
206
100.0
Note: 5 respondents did not provide ratings for sidewalk quality as they claimed to never travel on foot.
Table 4 shows how sidewalk perceptions varied across demographic characteristics and walking frequency. The
data revealed several notable patterns:
1. Age Differences: Adults in the 35-44 age group reported the most positive perceptions (46.2%), while those in
the 55-64 age group reported the highest proportion of negative perceptions (42.1%).
2. Residency Status: Residents of Naval reported more polarized views of sidewalk quality compared to non-
residents. Residents were more likely to report both positive (37.2%) and negative experiences (28.5%) than
non-residents, who tended toward neutral assessments (49.3%).
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3. Walking Frequency: An inverse relationship was observed between walking frequency and positive perceptions:
those who walked "sometimes" had more positive views (40.4%) compared to frequent walkers (30.3%).
Frequent walkers reported the highest proportion of negative perceptions (35.5%).
4. Occupation: Part-time workers reported the highest satisfaction with sidewalks (64.7% positive), while retired
individuals reported the highest proportion of negative perceptions (50.0%).
Table 4. Sidewalk Perception by Demographic Characteristics and Walking Frequency
Characteristic
Positive
Neutral
Negative
f
%
f
%
f
%
Overall
70
34.0
81
39.3
55
26.7
Age Group
18 - 24
24
32.0
29
38.7
22
29.3
25 - 34
17
39.5
20
46.5
5
11.6
35 - 44
18
46.2
13
33.3
8
20.5
45 - 54
6
25.0
8
33.3
10
41.7
55 - 64
4
21.1
7
36.8
8
42.1
65+
1
14.3
4
57.1
2
28.6
Residency Status
Resident of Naval
51
37.2
47
34.3
39
28.5
Non-resident
19
27.5
34
49.3
16
23.2
Walking Frequency
Frequently
23
30.3
26
34.2
27
35.5
Sometimes
40
40.4
37
37.4
22
22.2
Rarely
7
25.0
15
53.6
6
21.4
Never
0
0.0
3
75.0
1
25.0
Occupation
Student
20
35.1
24
42.1
13
22.8
Full-time employment
18
36.0
21
42.0
11
22.0
Self-employed/freelancer
11
37.9
8
27.6
10
34.5
Homemaker
5
25.0
10
50.0
5
25.0
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Part-time employment
11
64.7
2
11.8
4
23.5
Unemployed/seeking employment
3
21.4
9
64.3
2
14.3
Retired/not currently working
1
10.0
4
40.0
5
50.0
Satisfaction with Specific Sidewalk Characteristics
The study further analyzed user satisfaction across all 17 sidewalk infrastructure components using a 5-point
Likert scale. The overall mean satisfaction score across all components was 3.09 (SD=0.60), indicating a
generally neutral perception of the pedestrian infrastructure. The majority of respondents (46.92%) reported
neutral overall satisfaction, while 31.75% reported positive satisfaction and 21.33% reported dissatisfaction.
Table 5 presents the detailed ratings for each indicator on sidewalk walkability.
Table 5. Ratings of Indicators on Sidewalk Walkability (n=211)
Indicators
Very Satisfied
Satisfied
Neutral
Dissatisfied
Very
Dissatisfied
f
%
f
%
f
%
f
%
f
%
Pavement
presence and
completion
25
11.85
29
13.74
107
50.71
38
18.01
12
5.69
Pavement
condition and
maintenance
17
8.06
37
17.54
83
39.34
50
23.70
24
11.37
Surface
continuity
8
3.79
41
19.43
95
45.02
50
23.70
17
8.06
Width
25
11.85
37
17.54
78
36.97
58
27.49
13
6.16
Headroom
25
11.85
50
23.70
83
39.34
37
17.54
16
7.58
Grade
12
5.69
66
31.28
108
51.18
17
8.06
8
3.79
Cross slope
4
1.90
37
17.54
116
54.98
37
17.54
17
8.06
Buffer Zone
4
1.90
29
13.74
128
60.66
41
19.43
9
4.27
Obstructions
4
1.90
33
15.64
99
46.92
58
27.49
17
8.06
Encroachments
0
0.00
41
19.43
104
49.29
54
25.59
12
5.69
Shade Trees
21
9.95
41
19.43
91
43.13
37
17.54
21
9.95
Cleanliness
29
13.74
62
29.38
62
29.38
50
23.70
8
3.79
Strays and
Unsupervised
Animals
4
1.90
21
9.95
45
21.33
91
43.13
50
23.70
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Lighting
25
11.85
33
15.64
45
21.33
79
37.44
29
13.74
Drainage
21
9.95
41
19.43
66
31.28
54
25.59
29
13.74
Markings and
Safety Signs
37
17.54
25
11.85
66
31.28
71
33.65
12
5.69
General Safety
29
13.74
45
21.33
75
35.55
50
23.70
12
5.69
Analysis of satisfaction ratings revealed notable patterns across the 17 infrastructure components evaluated.
Respondents expressed the highest satisfaction with cleanliness (M = 3.37, 49.29% satisfied), followed by grade
(M = 3.26, 35.07% satisfied), lighting (M = 3.26, 45.50% satisfied), general safety (M = 3.26, 40.28% satisfied),
and pavement presence and completion (M = 3.21, 36.02% satisfied). These findings suggest relative success in
municipal maintenance efforts, particularly regarding sanitation, despite challenges in other infrastructure
aspects.
Conversely, the study identified five components with markedly lower satisfaction ratings. Respondents reported
the greatest dissatisfaction with obstructions (M = 2.73, 40.76% dissatisfied), shade trees (M = 2.82, 42.18%
dissatisfied), encroachments (M = 2.83, 35.55% dissatisfied), stray and unsupervised animals (M = 2.87, 42.65%
dissatisfied), and width (M = 2.96, 32.70% dissatisfied).
Correlation analysis revealed significant relationships between functionally related infrastructure components.
The strongest correlations were observed between markings and safety signs versus general safety (r = 0.61),
pavement condition and maintenance versus surface continuity (r = 0.56), drainage versus cleanliness (r = 0.47),
and lighting versus general safety (r = 0.47). These associations indicate that pedestrians perceive certain
infrastructure elements as integrated systems rather than isolated components.
DISCUSSION
This section discusses the findings in relation to each research objective, situating results within the broader
literature on pedestrian infrastructure assessment.
Assessment Framework Validity and Applicability (Objective 1)
The comprehensive assessment framework developed for this study demonstrated strong reliability and practical
applicability in evaluating pedestrian infrastructure within a developing urban context. The integration of
established methodologies (Irvine-Minnesota Inventory, Active Neighborhood Checklist, PEDS, and Central
Corridor assessment) with contextually relevant criteria specific to Philippine conditions proved effective in
capturing both technical compliance and experiential dimensions of sidewalk quality.
This approach aligns with recent methodological advances in the field. Sangeeth and Roy (2025) highlight the
limitations of assessment methodologies that focus solely on unimpeded movement without accounting for
continuous pedestrian flow and real-world conditions. The framework employed in this study addresses these
limitations by incorporating both objective measurements and subjective user assessments, providing a more
comprehensive understanding of sidewalk functionality.
Critical Assessment of Infrastructure Deficiencies (Objective 2)
The comprehensive evaluation of sidewalk infrastructure in downtown Naval reveals systematic deficiencies
that significantly impact pedestrian mobility, safety, and accessibility. These findings align with broader patterns
documented in developing urban contexts worldwide, where pedestrian infrastructure frequently receives
inadequate prioritization in resource allocation and planning decisions (Gebremariam et al., 2024).
The documented inadequacies across multiple assessment domains demonstrate that Naval's sidewalk network
fails to meet basic functional requirements for diverse user populations. Insufficient width represents a
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particularly pervasive concern, with most sidewalks measuring below the 1.20-meter minimum standard
necessary to accommodate wheelchair users or allow pedestrians to pass one another comfortably. This
dimensional constraint creates particular challenges in areas with high pedestrian volumes, forcing users into
vehicular pathways and creating substantial safety hazards.
The prevalence of physical obstructions and property encroachments further compromises already inadequate
dimensional specifications. The observed pattern of vendor encroachment reflects complex socioeconomic
dynamics common in developing urban contexts, where informal economic activities compete for limited public
space (Yu et al., 2023). Recent research by Li et al. (2023) demonstrates the psychological impact of different
sidewalk elements on pedestrian perception and behavior, indicating that urban greenery and street accessibility
significantly positively influence pedestrians' willingness to walk.
Comparative Analysis with Established Standards
Naval's sidewalk infrastructure demonstrates substantial divergence from established design standards and best
practices. The Philippine Accessibility Law (Batas Pambansa 344) stipulates minimum dimensional
requirements including 1.20-meter width clearances and 2.00-meter vertical clearances—specifications rarely
achieved in the assessed network. Similarly, the Department of Public Works and Highways (DPWH) guidelines
recommend buffer zones, accessibility features, and safety elements largely absent from existing infrastructure.
International standards provide additional comparative metrics for evaluation. The Americans with Disabilities
Act (ADA) specifies maximum cross-slopes of 2% to ensure accessibility—a standard exceeded by 80% of
Naval's sidewalks. Similarly, established urban design principles recommend minimum lighting levels of 10-20
lux for pedestrian pathways (Austroads, 2019), significantly exceeding the illumination observed on most
assessed streets.
Social Equity and Accessibility Implications
The documented sidewalk deficiencies create disproportionate impacts across different population segments,
raising significant equity concerns consistent with Environmental Justice Theory. Lower-income residents—
who are more likely to depend on walking as a primary transportation mode—face greater exposure to
infrastructure inadequacies that compromise their mobility, safety, and access to essential services. This pattern
aligns with environmental justice research demonstrating that transportation infrastructure quality often
correlates with socioeconomic status (Bereitschaft, 2017; Messier, 2025).
Recent research by Naghdizadegan Jahromi et al. (2025) emphasizes that sidewalk length significantly impacts
mobility of wheelchair users, with extended distances causing increased fatigue that impairs mobility for
individuals with disabilities. Their adaptive weighting methodology demonstrates that steep slopes and rough
textures on long sidewalks can dramatically reduce accessibility, suggesting the need for comprehensive
approaches to sidewalk assessment that factor in user experience across entire routes rather than evaluating
segments in isolation.
User Perceptions and Priorities (Objective 3)
The analysis of user perceptions and priorities provides valuable insights into the pedestrian experience in Naval.
The high prevalence of walking as a transportation mode (82.9% of respondents) juxtaposed against
predominantly negative-to-neutral infrastructure assessments highlights a critical disconnect between mobility
needs and infrastructure provision.
The overall neutral satisfaction level (Mean=3.09) suggests that while the infrastructure meets basic needs,
significant room for improvement exists. The priority ranking analysis reveals a clear hierarchy in perceived
importance of different sidewalk features. The emergence of General Safety as the highest priority indicator
(ranked first by 27.96% of respondents) underscores the fundamental importance of safety in pedestrian
infrastructure design, aligning with Universal Design Theory principles.
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The strong correlation between related infrastructure components (e.g., Markings/Safety Signs and General
Safety, r=0.61) confirms findings from Clifton et al. (2016) that proper signage enhances perceived safety
beyond their functional role. The correlation between Pavement condition and Surface continuity (r=0.56)
emphasizes the importance of holistic sidewalk maintenance rather than spot repairs, supporting Lee et al.'s
(2021) recommendation for comprehensive maintenance strategies.
Implementation Challenges and Opportunities
Addressing Naval's sidewalk deficiencies presents significant implementation challenges requiring multi-faceted
approaches. Limited municipal resources constitute a primary constraint, necessitating strategic prioritization of
interventions to maximize impact. The components with the highest dissatisfaction rates point to clear priorities
for improvement:
Strays and Unsupervised Animals (42.65% dissatisfied): This represents both a safety concern and
environmental issue that significantly impacts user experience, especially for vulnerable pedestrians. Moura et
al. (2017) found that perceived threats from stray animals can reduce walking frequency by up to 23% among
some demographic groups.
Shade Trees (42.18% dissatisfied): The high dissatisfaction with shade provision is particularly concerning given
the increasing focus on climate-resilient infrastructure. Brown et al. (2016) found adequate shade can increase
walking durations by up to 15-20% during warm weather. Recent thermal comfort studies further indicate that
strategic tree placement can reduce perceived temperatures by up to 8°C in tropical urban environments like
Naval.
Obstructions (40.76% dissatisfied): High dissatisfaction with sidewalk obstructions highlights accessibility
challenges, particularly for those with mobility impairments. This aligns with Ewing and Handy's (2009)
findings that perceived obstacles significantly reduce pedestrian comfort and route choice probability.
Despite these challenges, significant opportunities exist for enhancing Naval's pedestrian infrastructure. The
municipality's transition toward cityhood creates potential regulatory and funding mechanisms to support
infrastructure improvements. The demonstrated importance of walking in local transportation patterns provides
a compelling case for prioritizing pedestrian investments that would benefit large population segments.
CONCLUSIONS
This comprehensive assessment of pedestrian infrastructure in downtown Naval, Biliran Province, reveals
systematic deficiencies across multiple domains that significantly impede mobility for the 83% of residents who
regularly travel on foot. The research documents critical inadequacies in dimensional specifications (87% of
sidewalks below minimum width standards), surface conditions (73% with discontinuities), obstruction
management (67% with moderate to severe impediments), and safety features (particularly the 51%
dissatisfaction with lighting).
These findings make important contributions to the literature on pedestrian infrastructure in developing urban
contexts by: (1) establishing a replicable assessment methodology that integrates established evaluation
frameworks with contextually relevant criteria, (2) documenting specific patterns of infrastructure deficiency
that create barriers to accessible mobility, and (3) identifying evidence-based priority intervention areas.
The expanded survey analysis (N=211) provides valuable insights into user perceptions and priorities,
reinforcing the critical nature of these infrastructure deficiencies. The priority ranking analysis demonstrates that
safety concerns and basic functional requirements (width, pavement quality) are paramount to pedestrians, while
the satisfaction analysis reveals specific pain points—obstructions, lack of shade, and stray animals—that
significantly detract from the pedestrian experience. Demographic analysis further shows that frequent
walkers—particularly older adults who rely most heavily on pedestrian infrastructure—report the most negative
perceptions of current conditions, highlighting the urgency of addressing these issues for the most vulnerable
users.
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The gap between existing infrastructure and the needs of pedestrians—who constitute a significant portion of
Naval's transportation system users—demands urgent attention from municipal authorities as the community
transitions toward cityhood status. The findings provide urban planners and policymakers with an evidence-
based foundation for enhancing walkability through strategic improvements that prioritize widening inadequate
sidewalks, implementing measures against obstructions, enhancing safety features, and developing
comprehensive maintenance programs. Such interventions would support broader sustainable development
objectives including public health enhancement, environmental protection, and social inclusion.
Future research should examine longitudinal changes in sidewalk conditions, evaluate intervention effectiveness,
explore pedestrian behavior patterns, and investigate the economic impacts of pedestrian infrastructure
improvements on local businesses and property values. By addressing the identified deficiencies through
systematic interventions, Naval can transform its urban landscape into a pedestrian-friendly environment that
promotes active mobility and improves quality of life for all residents—creating more inclusive, accessible
public spaces that serve diverse community needs while positioning the municipality as a model for sustainable
urban development in similar transitioning communities throughout the Philippines and beyond.
RECOMMENDATIONS
Based on the comprehensive assessment results and guided by the theoretical framework integrating Universal
Design, Sustainable Transportation Planning, and Environmental Justice principles, several evidence-based
recommendations emerge for enhancing Naval's pedestrian infrastructure:
Develop a Comprehensive Pedestrian Master Plan: Establish a strategic framework identifying priority
corridors, implementation timelines, funding mechanisms, and design standards for systematic sidewalk
improvement.
Implement Width Enhancement Strategies: Prioritize widening substandard sidewalks to meet minimum
1.20-meter clearance requirements, potentially reallocating portions of roadway space to pedestrian use where
right-of-way constraints exist.
Address Obstructions Through Regulatory Frameworks: Develop and enforce clear regulations regarding
sidewalk encroachments while exploring alternative accommodations for legitimate street activities that
maintain adequate pedestrian clearance.
Enhance Safety Features: Implement comprehensive lighting improvements, clear markings, and pedestrian-
oriented signage, particularly at crossing locations and areas with high pedestrian volumes.
Prioritize Accessibility Compliance: Systematically retrofit existing infrastructure with curb ramps, tactile
guidance surfaces, and other universal design elements to enhance accessibility for diverse user populations.
Establish Regular Maintenance Programs: Implement systematic inspection and maintenance procedures to
address deterioration, obstructions, and cleanliness issues proactively rather than reactively.
Integrate Shade and Environmental Elements: Incorporate tree planting and shading structures to enhance
pedestrian comfort, particularly important in Naval's tropical climate with high solar exposure. Recent research
by Gao et al. (2025) indicates that shade trees and canopy significantly improve pedestrian experience and
encourage staying behavior.
Develop Community Engagement Mechanisms: Establish participatory processes for sidewalk planning,
enabling residents to identify priority improvements and contribute to implementation and maintenance efforts.
Research by Chu Li et al. (2022) on community-driven urban accessibility demonstrates that participatory
approaches can serve as educational and advocacy vehicles that drive community action.
Address Stray Animal Concerns: Implement effective animal control measures, as stray and unsupervised
animals were identified as a significant concern by survey respondents.
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Leverage Digital Tools for Assessment and Maintenance: Utilize mobile applications and citizen reporting
systems to continuously monitor sidewalk conditions and prioritize maintenance needs. Recent innovations such
as the SideSeeing multimodal dataset (Damaceno et al., 2023) and automated sidewalk defect detection models
(Yussif et al., 2023) offer efficient methods to monitor pedestrian infrastructure.
Implementation of these recommendations would substantially enhance pedestrian mobility, safety, and
accessibility in Naval, supporting broader sustainable development objectives while improving quality of life
for residents.
List of Abbreviations
ADA: Americans with Disabilities Act
ADAAG: Americans with Disabilities Act Accessibility Guidelines
DPWH: Department of Public Works and Highways
GPS: Global Positioning System
PEDS: Pedestrian Environment Data Scan
SDG: Sustainable Development Goal
SPSS: Statistical Package for the Social Sciences
Declarations
Availability of data and materials
The datasets generated during and/or analyzed during the current study are available in the BaktasPro repository,
http://bit.ly/3XyaESj.
Competing interests
The authors declare that they have no competing interests.
Funding
Funding information is not applicable / No funding was received.
Authors' contributions
JPL conceptualized the study and handled project administration, and created the visualizations for the study.
GH validated the research findings and methods, and developed the methodology. All authors read and approved
the final manuscript.
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