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Background on the Capital of the Philippines

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Background on the Capital of the Philippines

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The National Capital Region (NCR) is the country's sole region that lacks a province. It is organized into 17 local government units (LGUs), with 16 cities and one municipality in each. Caloocan, Malabon, Navotas, Valenzuela, Quezon City, Marikina, Pasig, Taguig, Makati, Manila, Mandaluyong, San Juan, Pasay, Paraaque, Las Pias, and Muntinlupa are among the 16 cities in the list. The only municipality in the region is Pateros. A mayor is in charge of each of Metro Manila's 16 cities and one municipality. The provinces of Bulacan to the north, Rizal to the east, Cavite to the south-west, and Laguna to the south-west border the NCR. To the west is Manila Bay, and to the east is Laguna de Bay.

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Metropolitan Manila is heavily inhabited, accounting for a large share of the country's population. Being home to about 13,484,462 of people, a continual rural-urban movement has resulted in this population concentration. The demand on municipal services has had a negative impact on the city's quality of life. As a result, different government programs and resettlement schemes have been adopted to alleviate the population density issue.

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Filipinos make up almost the entire population of Manila. Chinese make up the largest single immigrant community, accounting for less than one-tenth of the population. Although there are some Protestants, Muslims, and Buddhists, the city's population is overwhelmingly Roman Catholic. The congregations of the two national churches, the Iglesia ni Kristo and the Philippine Independent, or Aglipayan, Church, are both small.

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Manila is the Philippines' financial and trade capital. Within the metropolitan area, as well as between the city and the provinces and other nations, trade thrives. The port of Manila handles the majority of the Philippines' imports and exports. The Development Bank of the Philippines, the Philippine National Bank, the Philippine Veterans Bank, the Government Service Insurance System, the Social Security System, and a number of other commercial and developmental banks all have their headquarters in Manila. The Philippine Stock Exchange and private insurance organizations also help to the mobilization of savings for investment.

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Buses, jeepneys (small buses constructed on the chassis of jeeps), and taxis are the primary modes of public transit in Metropolitan Manila. During morning and evening rush hours, traffic congestion is particularly bad on the bridges. Nearby towns act as dormitory suburbs, and many people commute to the city, contributing to the traffic congestion. Authorities tried to remedy the problem by implementing a "number coding" program that limited access to metro Manila roadways during rush hours depending on the final digit of a driver's license plate. Northern and southern Luzon are served by bus routes.

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Textile manufacture, publishing and printing, food and tobacco processing, and chemical processing are among Manila's numerous manufacturing activities. Manila also manufactures lumber and wood products, rope and cordage, soap, and a variety of other items. Factories are often tiny and concentrated in the congested areas of Tondo, Binondo, and Santa Cruz, which also include railroad and truck terminals. The districts of Paco, Pandacan, and Santa Ana are home to heavy industries.

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The Sustainable Development Goals are a collection of 17 interlinked global goals designed to be a "blueprint to achieve a better and more sustainable future for all".

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From an economic viewpoint, it is a fact of the matter that the Philippines cannot supply all its people with sufficient employment capable of supporting everyday finances. This is reflected in the number of OFW workers abroad and also in the congestion of impoverished individuals in the capital city. Two options remain at standpoint; (1) develop and grow provinces to be economically efficient or (2) establish inclusive means in Metro Manila in light of accommodating internal migrants.

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Reduction in attempts to internal migration by sustainably developing provinces nearby provinces would equate to the decongestion of people, weaken poverty levels, and reduce pollution and wastage of resources.

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Having a long-term goal and targets that have been agreed upon by 193 countries improves action sustainability and strengthens state commitment regardless of national political context changes. The Sustainable Development Goals address not only measurable improvements in people's well-being, countries' economic development, and the planet's environment, but also the means by which these improvements will be achieved.

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Provincial life may seem pretty simple to most and is often considered a getaway from all the metro noise. But for those living in the provinces, Metro Manila may be their only hope for stability. Or so they thought. Internally migrating to the city in hopes of fulfilling the Manila dream, rural-to-urban travelers are often left unprepared to face the reality the city brings. If lucky, they can land a job wherever. For many other migrants, their existence is manifested through being stranded, in poverty, and for the worst-case scenario, homeless.

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The most densely populated province in the Philippines

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In an interview by ABS-CBN, POPCOM Executive Director Dr. Juan Antonio Perez III stressed that urban congestion in Metro Manila is caused by internal migration and the solution to the problem is not limited to Metro Manila alone.

The lack of development in nearby provinces encourages Filipinos to migrate. Thus, regional development should focus on giving more opportunities in the province to avoid congestion due to migration, Dr. Perez concluded.

Please click the link below for the full news coverage.

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Why Metro Manila may become unlivable in 4 years

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In an interview by ABS-CBN, POPCOM Executive Director Dr. Juan Antonio Perez III stressed that urban congestion in Metro Manila is caused by internal migration and the solution to the problem is not limited to Metro Manila alone. The lack of development in nearby provinces encourages Filipinos to migrate.

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Internal migration not to be taken as a good idea

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Internal migration not to be taken as a good idea

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The Chinese labour force in the south and eastern garment producing provinces is largely made up of internal migrant workers who relocate from rural areas to find employment. Under the Chinese household registration system, Hukou, workers are forced to register as citizens according to family residence. Many migrant workers obtain employment through agencies, who fail to obtain urban registration for the workers. This means they are working illegally, without the correct documents, making them even more vulnerable to unfair dismissal, non-payment of wages and non-existent labour contracts. There is often no way for migrant workers to get city citizenship, which means they are, in many instances, denied basic rights such as public housing, health care and education. This makes them totally reliant on medical care and housing provided by their employer.

No freedom of association

To date China has refused to ratify ILO Conventions 87 on Freedom of Association and 98 on Organising and Collective Bargaining, and actively suppresses this right in law. Although Article 3 of the Trade Union Law states that "all manual or metal workers...have the right to organise and join trade unions" , the All China Federation of Trade Unions (ACFTU) is the only legally-recognized national trade union and any trade unions that are formed by workers must be under the supervision and direction of the ACFTU and must affiliate to the ACFTU at local, national or industrial level. This means that the ACFTU has a monopoly on worker representation. The right to strike was removed from the Chinese constitution in 1982 and has not been mentioned in any subsequent labour legislation. Although this means that strikes are neither legal nor illegal, in practice they are widely repressed.

Low wages

Most workers continue to earn well below what is needed to provide a living wage. Low wages are further exacerbated by the tendency for employers to withhold wages, or delay payment of wages for a month or more despite provisions in the labour law which state that salaries must be paid as a monthly payment and without delay. According to Chinese labour law, both the employee and employer are obliged to contribute to social insurance schemes covering pension, work-related injury insurance and medical insurance. The flouting of these payments is widespread in China, and the failure of employers to provide clearly explained pay slips means many workers do not know if they are insured or not. Workers are also entitled to receive paid sick leave equivalent to 80% of the minimum wage. Again, many employers simply refuse to provide any wage at all to workers who are ill.

Overtime

The prevalence of low wages and lack of benefits means that many workers are obliged by economic necessity to work excessive overtime, even in cases where such overtime is
considered voluntary. In reality few workers have a choice over whether they work overtime, and refusal can often result in punishments, fines or even dismissals. Chinese law defines a standard working week as 40 hours per week or 174 hours per month, with at least one rest day per week and restricts legal overtime hours to a maximum of 36 hours per month. Yet research shows that workers are obliged to work two to three times that amount. Rules on extra overtime pay are also flouted with many employers classifying Saturday as "normal" time and either paying no premium at all or premiums well below the legal figure for both weekday and weekend overtime. Given the extent of overtime carried out by Chinese workers, this constitutes a significant non-payment of legally-mandated wages.

Short term contracts

Another major labour issue facing Chinese workers is the use of short-term or fixed-term contracts and the increasing use of temporary workers. The vast majority of workers in China are on fixed-term contracts, giving them employment for one to three years. This leaves workers without any long-term job security and vulnerable to unfair dismissal or refusal to renew contracts. Many workers are never given a copy of their contract.

Gender discrimination

Gender discrimination continues to be widespread. Women are often employed in lower-paid, less-skilled work, receive pay that is lower than their male counterparts, rarely get employed at managerial level and are subject to verbal and sexual harassment. Many
women workers are forced out of jobs after becoming pregnant, and few are afforded the maternity rights they are entitled to.

Extracted from
Toying with Workers rights, Written by Labour Behind the Label.
Research conducted by SACOM, on behalf of the Play Fair Campaign, January 2012

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China produces almost 20% of globally manufactured products. Its manufacturing sector represents over one third of its economic output and employs around 40% of China's 240 million migrant workers. The manufacture of textile, garments, electronics and promotional goods represents a significant part of this output.

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Placement of tollgates at the city’s boundaries and development of subdivisions and villages

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Placement of tollgates at the city’s boundaries and development of subdivisions and villages

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(+) Reduces number of total migrants going into the city as tollgates fees and housing prices may not be as affordable

(-) Anti-poor implementation

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Assembling government facilities for internal migrants

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Assembling government facilities for internal migrants

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(+) Connects migrants to family members left at the province
In case of any emergency or if career searching does not work out, internal migrants have the means of being in contact with family and can possibly travel back.

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The presence of poor urban planning is ever so present in Metro Manila, regardless of being the most economically productive city in the Philippines. The capital is home to poorly done infrastructure, overdue construction projects, barely moving traffic, and congested communities alike. Some cities in the metro are better than others, but the issue at hand remains relevant. More often than not, these advanced districts are inaccessible to the greater public and create even more dissonance in social status.

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Home of the Elite

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Industrialized cities in the Philippines are effective in giving off the illusion of a wealthy country.

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When Marc walks out of his Makati neighborhood, a cramped warren of squat slum dwellings in West Rembo, the view he sees could not be more contrasting to where he has just come from. His neighborhood's crumbling cranny - too narrow to be marked on maps; too populated to be free of cars - empties out onto 8 th Avenue, a main thoroughfare into Bonifacio Global City (BGC), Manila's high-end business enclave, home and posh playground to the Philippines' wealthy elite.

On this Saturday afternoon, Marc, a 31-year-old spaghetti sauce salesman, is waiting for friends to visit him. They'll be dropped off by one of the belching jeepnies that endlessly blare down the cross street of Kalayaan. Compared to residents of the BGC, where jeepnies are not allowed to drive, Marc might as well be in a different country.

"The Philippines is still very poor. There are not more jobs than before," the man laments, looking out towards a horizon of skyscrapers, many completed and still more to come. His answer strikes me as ironic: Just six years ago, BGC was mostly dusty lots with little more value than hand-me-down infrastructure built by the US military. But today, Marc's home is at the footsteps of the Philippines' most tangible economic success story, brimming with all the ostentation of such splendor: He is about 600 meters from Manila's trendiest new clubs, Valkyrie and the Palace Pool Club, an al fresco affair featuring two swimming pools - another 300 meters down 8 th Avenue is the Philippines' first Lexus dealership.

The stark reality for Marc and the other 20 to 35 per cent of Metro Manila that live in "informal settlements" is that the Philippines' much-trumpeted economic boom has been within sight but out of grasp. Such sustained inequality has been the arch nemesis of the current administration under President Benigno Aquino III, whose political mantra has continuously aimed at repealing the country's ignominious status as one of the most unequal nations in ASEAN.

Yet, while the Philippines' historic economic growth, the fastest in 40 years, has created a young middle class, Filipinos at the bottom of the barrel still eke out a day-to-day existence with inadequate access to housing, education and healthcare.

Informal settlements like those in West Rembo suffer from re-occurring brownouts and are vulnerable to the catastrophe of severe weather. The socio-economic divide has had a conscious effect on the two worlds. People in West Rembo have a distinctly different culture to the moneyed of Manila, who live just a walk away from each other. For the people of West Rembo, there is a rural vibe in their tight-knit communities that Filipinos would liken to a "province": mom-and-pop stores sell lighters and snacks through tiny wooden-frame windows, men with protuberant bellies fan amber coals of barbeques and homes have an improvised look to them, as if they were built in a hurry. One family I spoke two, a welcoming three-generation group from Cotabato, Mindanao, created the walls of their second-floor by nailing sheet metal to wooden beams; a small square cut-out serves as a window, barely big enough for one head.

Such dwellings in West Rembo are titled and rented out for between 1,000 to 4,000 pesos a month ($21 to $85; depending on size and utilities available), but this is not the case for the precarious squatter settlements along the winding Pasig River and more notorious slums, such as Tondo. Starting in the 1970s, the World Bank began a citywide project to begin transforming squatters into informal settlements through grants that would work towards upgrading the dwellings infrastructure and providing the government funds to subsidise them. This marked a breakthrough in sustainable housing for the capital. Previously, relocation programmes, where slums were bulldozed and their inhabitants moved to the city's exteriors, proved to be ineffective. Irked and ill rewarded, those who had just been relocated often moved back into other settlements, exacerbating population burdens in already dense and squalid areas.

West Rembo residents don't have to suffer grinding poverty and, indeed, have access to basic healthcare and free education - all the way up to tertiary level. "I live in Makati so I can go to the University of Makati (UMak) for free," Beng, a 23-year-old car washer told me. "There are more jobs now than before and life has gotten better," she said, her older cousin echoing the same sentiment from inside the family's tire shop, a half-burnt cigarette dangling from the corner of her lip. Yet, while Beng can opt for free classes at UMak, she is currently not enrolled. Instead, in order to support herself and her extended family, she works six days a week washing cars, a job that could potentially bring in up to 6,000 pesos ($128) a month, a fair wage.

Marc's home is brisk walk away from UMak, and while his children (when he decides to have them) would be able to go there for free, he still sounds saddened by the state of education. "K to 12 schooling is bad here," he tells me. While the government has made "stellar efforts to build classrooms," according to the Asian Development Bank, it is not always the case that these buildings continue to receive funds to sustain them. Down his narrow alley, there is a small building with a sign over a door that reads "Barangay Outpost - Teacher's Compound Phase 2." There are no curtains on the iron-bar windows, allowing for a full view of its interior contents - the room is completely empty, save for a small desk in a corner that is no bigger than a nightstand. Just next to the teacher's compound, lively games of basketball are in mid-play on two courts, one with young boys, and the other with older boys up to their early twenties. They would undoubtedly benefit from a well-furnished and staffed facility.

Free jobs and education has been the staple of the Binay platform - the political family that has governed Makati for over a decade. Former Vice President Jejomar Binay and his son, Jejomar Binay, Jr, have both held the post of mayor of Makati City, albeit with great controversy. Over their years in power, they have managed to install a strong following in Makati, Philippines' central business district, by employing populist measures that have at times gotten them in trouble. The younger of the Binays was recently ordered to step down from his office due to corruption allegations. However, their policies proved effective in corralling a loyal support base, and the people that stood by them have benefited from enviable locally funded services, such as free enrollment at UMak.

But for those outside of the immediate political sphere of influence, such tactics have had no dramatic effect on their livelihoods, which remain a day-in and day-out struggle.

To someone like Marc, government handouts aren't even worth spaghetti sauce.

Support ASEAN news

[caption id="attachment_26538" align="alignleft" width="850"] An old man on Kalayaan Avenue smokes a cigarette, with buildings from Bonifacio Global City in the background. All pictures: Justin Calderon[/caption] When Marc walks out of his Makati neighborhood, a cramped warren of squat slum dwellings in West Rembo, the view he sees could not be more contrasting to where he has just come from. His neighborhood's crumbling cranny - too narrow to be marked on maps; too populated to be free of cars - empties out onto 8th Avenue, a main thoroughfare into Bonifacio Global City (BGC), Manila's high-end business enclave, home and posh...

When Marc walks out of his Makati neighborhood, a cramped warren of squat slum dwellings in West Rembo, the view he sees could not be more contrasting to where he has just come from. His neighborhood's crumbling cranny - too narrow to be marked on maps; too populated to be free of cars - empties out onto 8 th Avenue, a main thoroughfare into Bonifacio Global City (BGC), Manila's high-end business enclave, home and posh playground to the Philippines' wealthy elite.

On this Saturday afternoon, Marc, a 31-year-old spaghetti sauce salesman, is waiting for friends to visit him. They'll be dropped off by one of the belching jeepnies that endlessly blare down the cross street of Kalayaan. Compared to residents of the BGC, where jeepnies are not allowed to drive, Marc might as well be in a different country.

"The Philippines is still very poor. There are not more jobs than before," the man laments, looking out towards a horizon of skyscrapers, many completed and still more to come. His answer strikes me as ironic: Just six years ago, BGC was mostly dusty lots with little more value than hand-me-down infrastructure built by the US military. But today, Marc's home is at the footsteps of the Philippines' most tangible economic success story, brimming with all the ostentation of such splendor: He is about 600 meters from Manila's trendiest new clubs, Valkyrie and the Palace Pool Club, an al fresco affair featuring two swimming pools - another 300 meters down 8 th Avenue is the Philippines' first Lexus dealership.

The stark reality for Marc and the other 20 to 35 per cent of Metro Manila that live in "informal settlements" is that the Philippines' much-trumpeted economic boom has been within sight but out of grasp. Such sustained inequality has been the arch nemesis of the current administration under President Benigno Aquino III, whose political mantra has continuously aimed at repealing the country's ignominious status as one of the most unequal nations in ASEAN.

Yet, while the Philippines' historic economic growth, the fastest in 40 years, has created a young middle class, Filipinos at the bottom of the barrel still eke out a day-to-day existence with inadequate access to housing, education and healthcare.

Informal settlements like those in West Rembo suffer from re-occurring brownouts and are vulnerable to the catastrophe of severe weather. The socio-economic divide has had a conscious effect on the two worlds. People in West Rembo have a distinctly different culture to the moneyed of Manila, who live just a walk away from each other. For the people of West Rembo, there is a rural vibe in their tight-knit communities that Filipinos would liken to a "province": mom-and-pop stores sell lighters and snacks through tiny wooden-frame windows, men with protuberant bellies fan amber coals of barbeques and homes have an improvised look to them, as if they were built in a hurry. One family I spoke two, a welcoming three-generation group from Cotabato, Mindanao, created the walls of their second-floor by nailing sheet metal to wooden beams; a small square cut-out serves as a window, barely big enough for one head.

Such dwellings in West Rembo are titled and rented out for between 1,000 to 4,000 pesos a month ($21 to $85; depending on size and utilities available), but this is not the case for the precarious squatter settlements along the winding Pasig River and more notorious slums, such as Tondo. Starting in the 1970s, the World Bank began a citywide project to begin transforming squatters into informal settlements through grants that would work towards upgrading the dwellings infrastructure and providing the government funds to subsidise them. This marked a breakthrough in sustainable housing for the capital. Previously, relocation programmes, where slums were bulldozed and their inhabitants moved to the city's exteriors, proved to be ineffective. Irked and ill rewarded, those who had just been relocated often moved back into other settlements, exacerbating population burdens in already dense and squalid areas.

West Rembo residents don't have to suffer grinding poverty and, indeed, have access to basic healthcare and free education - all the way up to tertiary level. "I live in Makati so I can go to the University of Makati (UMak) for free," Beng, a 23-year-old car washer told me. "There are more jobs now than before and life has gotten better," she said, her older cousin echoing the same sentiment from inside the family's tire shop, a half-burnt cigarette dangling from the corner of her lip. Yet, while Beng can opt for free classes at UMak, she is currently not enrolled. Instead, in order to support herself and her extended family, she works six days a week washing cars, a job that could potentially bring in up to 6,000 pesos ($128) a month, a fair wage.

Marc's home is brisk walk away from UMak, and while his children (when he decides to have them) would be able to go there for free, he still sounds saddened by the state of education. "K to 12 schooling is bad here," he tells me. While the government has made "stellar efforts to build classrooms," according to the Asian Development Bank, it is not always the case that these buildings continue to receive funds to sustain them. Down his narrow alley, there is a small building with a sign over a door that reads "Barangay Outpost - Teacher's Compound Phase 2." There are no curtains on the iron-bar windows, allowing for a full view of its interior contents - the room is completely empty, save for a small desk in a corner that is no bigger than a nightstand. Just next to the teacher's compound, lively games of basketball are in mid-play on two courts, one with young boys, and the other with older boys up to their early twenties. They would undoubtedly benefit from a well-furnished and staffed facility.

Free jobs and education has been the staple of the Binay platform - the political family that has governed Makati for over a decade. Former Vice President Jejomar Binay and his son, Jejomar Binay, Jr, have both held the post of mayor of Makati City, albeit with great controversy. Over their years in power, they have managed to install a strong following in Makati, Philippines' central business district, by employing populist measures that have at times gotten them in trouble. The younger of the Binays was recently ordered to step down from his office due to corruption allegations. However, their policies proved effective in corralling a loyal support base, and the people that stood by them have benefited from enviable locally funded services, such as free enrollment at UMak.

But for those outside of the immediate political sphere of influence, such tactics have had no dramatic effect on their livelihoods, which remain a day-in and day-out struggle.

To someone like Marc, government handouts aren't even worth spaghetti sauce.

Read More

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Manila's tale of two cities: Where rich and poor coexist

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When Marc walks out of his Makati neighborhood, a cramped warren of squat slum dwellings in West Rembo, the view he sees could not be more contrasting to where he has just come from.

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Metro Manila, as the Philippines’ capital, the center of trade and commerce, and the primary source of economic life, the city should keep urban planning as one of the topmost priorities. Metro Manila and its residents face the case of congestion in a majority of aspects such as transportation, road capacity, housing, marketable infrastructure, and issues such as heavy pollution, and constant flooding due to poor sewage systems. An effort in urban planning would easily make city processes more effective and efficient

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Force Filipino mayors to take a mandatory course on the basics of urban planning – an important task where they tend to show the utmost lack of understanding

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The Golden Age of Infrastructure: Is Duterte’s Build, Build, Build a dismal failure?

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The Golden Age of Infrastructure: Is Duterte’s Build, Build, Build a dismal failure?

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With 2 years left in Duterte's term, where are we on Build, Build, Build?

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Only 34% of the Duterte administration's flagship infrastructure projects are being implemented, so far

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The global COVID-19 pandemic as a means to improve the Philippines’ urban development

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The global COVID-19 pandemic as a means to improve the Philippines’ urban development

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“Open spaces are the lungs of the city. What we are pushing for is the 15-minute city… Neighborhoods where one can work, live, dine, shop and learn with healthcare and wellness centers should be within the 15-minute walk or ride.”

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By Cathy Rose A. Garcia, Managing Editor

THE PANDEMIC has exposed the vulnerabilities of mega-cities like Metro Manila, but it also offers a once-in-a-lifetime opportunity to correct urban planning mistakes, a top urban planner said.

Palafox Associates Founder and Principal Architect Felino "Jun" Palafox, Jr. said the pandemic is forcing cities around the world to rethink urban development for the "new normal."

"I think cities will bounce back and bounce forward... We must learn from it. In fact with this pandemic. We are revisiting plans and programs that were not implemented. Even cities like Milan, the center of the pandemic, they are now changing urban development," he said during a fireside chat at the BusinessWorld Virtual Economic Forum on Nov. 25.

In April, Milan unveiled the Strade Aperte plan which aimed to reduce car use by introducing bicycle lanes, wider pavements, and pedestrian and cyclist-priority streets.

"Other cities in the past, every time there is a pandemic, they improve. when there was cholera in Paris and London, they fixed their sewerage system so there was clean water and sanitation. In the US, when there was a cholera epidemic, they created Central Park and more open spaces," Mr. Palafox said.

15-MINUTE CITY
Mr. Palafox lamented the lack of public parks and open spaces in Metro Manila, saying cities should be more walkable and bikeable.

"Open spaces are the lungs of the city. What we are pushing for is the 15-minute city... Neighborhoods where one can work, live, dine, shop and learn with healthcare and wellness centers should be within the 15-minute walk or ride," he said.

Paris Mayor Anne Hidalgo earlier this year proposed the "ville du quart d'heure" - the quarter-hour city - where offices, shops, health facilities, and parks will just be a 15-minute walk or bike ride away. She also proposed creating bike lanes and removing parking spaces for cars.

Mr. Palafox believes Metro Manila can still implement similar measures to ease congestion. Several mayors in Metro Manila have implemented bike lanes in their cities during the lockdown.

"I've also been proposing for our congested cities to have elevated walkways and bike lanes in EDSA or congested areas that do not have wide sidewalks... This will have vendors in the area, so that all hours of the day, you feel safe. With vendors, there are more eyes on the public realm, so you feel safer," he said.

At the same time, Mr. Palafox said the pandemic also gives the Philippine government an opportunity to balance national development.

"The primacy of Metro Manila is wrong. A primate city is more than 10 times the second largest city... Makati, Ortigas and Fort Bonifacio, these are areas with big concentrations of jobs and economic activity but they are surrounded by low-density, gated communities. So the employees of these job centers are edged out of the housing stock around the centers. We can correct that and maybe these CBDs, after this pandemic, should build more affordable housing for workers so they become part of the city," he said.

It would be ideal to have more integrated, mixed-use developments within the cities, Mr. Palafox added.

CLIMATE CHANGE
Climate change is another problem being faced by cities, especially in the Philippines. Two super typhoons (Rolly and Ulysses) caused heavy flooding in parts of Luzon island.

"Metro Manila used to be the Pearl of the Orient Seas, now it is an example of how not to develop a city, how not to do it," Mr. Palafox said.

"Zoning should be changed so the projects face the waterfront. Waterfront is an amenity, and our country has the fifth longest coastline in the world... Unfortunately in our country, we treat the waterfront, our waterways as the garbage and sewerage system."

The Philippines has a total coastline of 36,289 kilometers, according to the Environment department.

Mr. Palafox said the government should make preparations to address potential disasters, since it is "90% cheaper, less expensive to address the hazards before they become disasters rather than post-disaster rehabilitation."

"This crisis, we can get inspired by the best practices in the world and we can correct the mistakes we made," Mr. Palafox said.

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Pandemic seen to give Metro Manila a chance to correct urban planning errors - BusinessWorld Online

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By Cathy Rose A. Garcia, Managing Editor THE PANDEMIC has exposed the vulnerabilities of mega-cities like Metro Manila, but it also offers a once-in-a-lifetime opportunity to correct urban planning mistakes, a top urban planner said. Palafox Associates Founder and Principal Architect Felino "Jun" Palafox, Jr.

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Urban planning: What is in store for the Philippines?

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Urban planning: What is in store for the Philippines?

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Filipinos are no strangers to the sight of congested streets filled with sprawling lines of bumper-to-bumper traffic. The unforgiving sight of long, busy queues at transport terminals, with trains and buses filled to the brim with disgruntled commuters no longer faze the most seasoned commuters-in fact, it would be stranger for cities to be devoid of these eyesores.

This, coupled with poorly-located infrastructures and the lack of green spaces in highly urbanized settings would make even the most optimistic citizen wonder if this nationwide malady is still salvageable.

The answer? Absolutely. It may seem questionable to the everyday resident commuter-especially one familiar with the woes of Philippine public transportation-but the field of urban planning holds significant promise for turning this frustrating circumstance around.

At the heart of mobility

"Good urban planning is something that is people-centric- kasi, at the end of the day, [we always plan] for the people," articulates Julius Dalay, a licensed urban planner working at the helm of one of the largest online commuter communities in the country, Commuters of the Philippines. Although the field is commonly associated with the transportation issues that plague our country, Dalay is quick to remind that urban planning encapsulates more than that.

"[It's] basically having that synergy between the interaction of people, surroundings, and infrastructure and making them work cohesively as one," he expresses earnestly. He adds that urban planning without keeping the people and other mentioned tenets in mind defeats its purpose, which-among many-is to revitalize and improve cities and infrastructures for the convenience of the general public.

Robert Anthony Siy II, a city and regional planner who is now a full-time policy advocate for the civil society organization Move as One Coalition, echoes the sentiment: "There are social and economic interactions in a city that are very important [...] the [technical] solutions are out there, but the most difficult challenges are social and political." In the same vein, Siy affirms that the concept of urban planning is not a cookie-cutter field but a multi-disciplinary one.

Urban planning, as a sphere of public development, strives toward equitable progress that does not leave anyone behind; to do so, Siy reiterates that it must center around building a flourishing and inclusive community. "We need, as much as possible, for those steps [forward] to be a win-win [situation] for different groups," he declares.

Realigning priorities

Much of the issues that surround urban planning in the country can be attributed to the misplacement of priorities within government agencies. Siy cites the average road travel speed and road widening project completion rate performance indicators of the Metropolitan Manila Development Authority and the Department of Public Works and Highways as examples as he believes that the focus on road widening and creating more expressways only adds to the existing road congestion. In line with this, Siy also believes that there is a strong need to reform the Philippine civil service. "We need good minds and the best minds that can help review what's existing [and] shape things in a way that will make them more relevant to our situation today."

Dalay believes that if the government will properly incentivize the creation of green spaces and people-centric infrastructure, it will create a dominoeffect where both the public and private sector are encouraged to develop such projects.

"We need to show [the government] that making [infrastructure] more accessible creates more jobs, more revenues, ergo, more money to spend for more infrastructure," he explains.

A metropolis for all

The kind of progress being sought by the public is not as inconceivable as many seem to believe. Urban planners like Dalay and Siy have seen the still-existing potential in city centers where active mobility, accessibility, and green spaces can be introduced without having to sacrifice the pursuit for economic development.

Several proposals have already been drafted by urban planners to satisfy these demands, many of which no longer prioritizes car owners but instead adapts to all urban dwellers. Dalay reveals that some of the proposals consider the design of mixed-use developments, which allow for the optimal use of limited spaces that should make accessibility a reality in urban areas. Once constructed, the properties in such types of conceptual designs can be transformative.

With the same philosophy in mind, Siy and his colleagues have campaigned for a number of ways to utilize the remaining green spaces in the metropolis without neglecting the need for transport and mobility, "Like the idea of using some of our road space [and] converting more of that into pedestrian space [where] you can actually grow pocket gardens.

Siy highlights the need to identify and acknowledge what is most relevant to the Filipino people today, "I think the view today is that planning needs to be for [the] people and it needs to be inclusive and participatory." He proposes that for this to become the common practice, local governments need to be empowered, especially with decisions related to public transport and mobility within their communities. "Local officials know much more intimately the conditions and the needs of their constituents versus a national government official," he adds.

A step forward

It is clear that a shift in priorities is long overdue. As Dalay points out, "We need to show the people that our cities can move, our cities can breathe, our cities can live-[that our cities] could be better without prioritizing car ownership."

Urban planners like Dalay and Siy have made long strides in the past couple of years to realize their vision for more livable cities. But even so, the field of urban planning still needs more people to be involved in alleviating the issues existing today. Siy believes that anyone could define their own role in this pursuit, stating that anyone can "have a very key role to play in making our cities more livable [...] It's the one place where you can define [your] contribution to making the field a richer one for everyone."

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Looking into the promise of urban planning

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Filipinos are no strangers to the sight of congested streets filled with sprawling lines of bumper-to-bumper traffic. The unforgiving sight of long, busy queues at transport terminals, with trains and buses filled to the brim with disgruntled commuters no longer faze the most seasoned commuters-in fact, it would be stranger for cities to be devoid of these eyesores.

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The development and promotion of public transport

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The development and promotion of public transport

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(+) The Philippines’ road capacity cannot cope with the rapid increase in private utility vehicles. If public transport were to provide people with safer and easier experiences, traffic congestion would go down. One commercial bus is equivalent to approximately 30 to 40 cars.

(-) The Philippines finds difficulty in funding local projects from our means. The pandemic has greatly affected communities alike and has plunged the Filipinos into deeper summations of debt. Calling for the development and conversion of old transportation models in this pandemic would call for a huge eventual loan for funds.