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Towards a Sustainable Agro‐Industrial Community: Developing a Sustainable Transportation & Land Use Plan for Plaridel

Prepared By:

Sawngjai Dear Manityakul & Iona To University of British Columbia

August 2008

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EXECUTIVE SUMMARY The report is divided into 6 main sections, starting with an introduction and background of the Plaridel context (Chapter 1) and the study framework and objectives (Chapter 2). The proceeding 3 chapters describe (Chapter 3) and analyze (Chapter 4) the current governance, land use, and transportation issues in Plaridel, and then prescribe the recommendations (Chapter 5) to address those issues. The final chapter (Chapter 6) provides a summary of the key assets and challenges of transportation and land use planning in Plaridel. This study examines the transportation and land use planning in the Municipality of Plaridel, Province of Bulacan through the lens sustainability, the broader global issues of climate change, peak oil, air pollution, and food security, and in light of Plaridel’s Mission, Vision, and 6-Point Agenda. A series of semi-structured, personal interviews and focus groups were conducted with key informants from various groups including, the municipal and provincial governments, the general public, transportation service operators, traffic safety enforcers, barangay councils, and youth. It was found that the governance and management of transportation and land use, particularly at the municipal administrative level, were key areas of concern and were thus given heavy consideration in the analysis of this study. Land use in Plaridel is currently relatively unguided and unbounded by a mandated Comprehensive Land Use Plan (CLUP), as it is still pending approval from the Province of Bulacan. There are many concerns regarding the conversion of agricultural land and its implications on food supply in the municipality. Plaridel’s transportation problems also possess significant impacts on global issues, and are mainly concerned with air pollution, traffic congestion, violation of traffic safety measures, and a heavy dependence on motorized vehicles. Notably, most of these challenges are attributed to the surplus of tricycles and jeepneys in the municipality. The municipality must address these concerns proactively and strategically. In order to progress its development towards social, economic, and environmental sustainability, Plaridel must focus its efforts on prohibiting agricultural land reclassification or conversion, developing compact, mixed-use, high density urban centers, and shifting from fossil fuel dependent modes of transportation, to either less dependent forms or non-motorized modes of transportation altogether. Lastly, the following themes have been explored and incorporated throughout this study: of the role and amount of participation of civil society, patterns of social inclusion and exclusion, the strengthening of municipal government capacities, the building of multi-sectoral partnerships, and the development of monitoring and evaluation systems for the municipality. These topics play a vital role in the understanding, analysis and improvement of Plaridel’s issues and should be considered sincerely for the sustained betterment of public well-being.

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ACKNOWLEDGEMENTS & THANKS The authors would like to sincerely acknowledge and thank the following essential people or groups for their kind support, warm welcomes, and genuine enthusiasm, without whom this research could not have succeeded:

Our small and extraordinary professor, Leonora C. Angeles, your vision, insightfulness, and care have been truly motivating;

Mayor Anastacia R. Vistan; your welcome has provided us with such an eye-opening experience;

The Sanggunian Bayan Father Dennis and the Plaridel Church for providing us with a home away

from home; Ivy Castillo, our right-hand lady and interpreter. We would’ve been completely

lost without you! Engineer Lorie, our number one supporter and biggest fan. Your hard work has

truly made our own work such a joy; All of the municipal staff, your patience, willingness and eagerness are deeply

appreciated; The Barangay Officials and Local residents of Plaridel who always welcomed

us so generously; Mila Doctolero, your laughter and insights will not be forgotten; Mae Caralde, your honest insights were deeply appreciated; JTODA members and officials; MPDC and the Assessor, thank you for your data, time, and efforts; The Public Market Office Arlene Pascual and PPDO staff PARO DPWH All other key informants and focus group participants, we thank you for your

time.

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TABLE OF CONTENTS 1. INTRODUCTION......................................................................................................... 1

1.1 Background ............................................................................................................. 1 1.1.1 Plaridel’s Physical and Socio-Economic Profile........................................... 1 1.1.2 CLUP and Spatial Strategy ............................................................................ 2 1.1.3 Research Questions and Objectives .............................................................. 3

1.2 Study Methodology ................................................................................................. 4 2. STUDY FRAMEWORK ................................................................................................ 5

2.1 Plaridel’s Vision, Mission, and Six-Point Agenda ............................................... 5 2.2 Climate Change ....................................................................................................... 6 2.3 Air Pollution ............................................................................................................ 8 2.4 Peak Oil and Food Security ................................................................................... 9

3. CURRENT SITUATION IN PLARIDEL .................................................................... 11 3.1 Current Governance Structures .......................................................................... 11

3.1.1 Land Use Governance................................................................................... 11 3.1.2 Transportation Governance ......................................................................... 31

3.2 Current Land Use Situation ................................................................................. 41 3.2.1 Mixed-Use Development within Plaridel .................................................... 41 3.2.2 Rate of Land Conversion.............................................................................. 42 3.2.3 The Plaridel Bypass Road Project ............................................................... 46 3.2.4 Plaridel Public Market ................................................................................. 53

3.3 Transportation ...................................................................................................... 56 3.3.1 Public Transportation .................................................................................. 56 3.3.2 Private Transportation ................................................................................. 57 3.3.3 Pedestrian and Bicycle Facilities ................................................................. 58 3.3.4 Traffic Congestion ........................................................................................ 59 3.3.5 Traffic Safety ................................................................................................. 61

4. KEY ASSETS AND CHALLENGES TO SUSTAINABLE TRANSPORTATION AND LAND USE PLANNING ........................................................................................ 63

4.1. Governance ........................................................................................................... 63 4.1.1 Common Governance Issues ........................................................................ 63 4.1.2 Land Use Governance................................................................................... 64 4.1.3 Transportation Governance ......................................................................... 69 4.1.4 Public Market & Urban Design ................................................................... 78

4.3 Transportation ...................................................................................................... 80 4.3.1 Motorized vs. Non-Motorized Transportation ........................................... 82 4.3.2 Traffic Safety ................................................................................................. 83

5. RECOMMENDATIONS .............................................................................................. 85 5.1 Governance ............................................................................................................ 86 5.2 Sustainable Land Use Planning ......................................................................... 113 5.3 Sustainable Transportation Planning ............................................................... 120

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LIST OF FIGURES Figure 1 Multi-Nodal Strategy ............................................................................................ 3 Figure 2 The Greenhouse Effect ......................................................................................... 7 Figure 3 Impacts of Climate Change .................................................................................. 7 Figure 4 Global Temperature Predictions ........................................................................... 8 Figure 5 Air Pollution from Motor Vehicles ...................................................................... 8 Figure 6 World, OPEC, and non-OPEC Oil production life cycles. Years 1960-2040 ...... 9 Figure 7 Land Use Regulations, Plans & Policies ............................................................ 11 Figure 8 Central Luzon’s “W” Growth Corridor .............................................................. 16 Figure 9 Provincial Physical Framework Plan, 1998-2007 .............................................. 16 Figure 10 Proposed Allocation of Land Uses for the Bulacan Province .......................... 17 Figure 11 Bulacan Strategic Development Plan, 2002-2007 ............................................ 18 Figure 12 Transportation Governing Authorities, Regulations, Plans and Programs ....... 31 Figure 13 Tricycle Terminal in Barangay Banga 1st ........................................................ 34 Figure 14 Tricycle Franchise and Vehicle License Plates ................................................ 38 Figure 15 Mixed-Use Development in Banga I, Plaridel ................................................. 41 Figure 16 Ricefields with Spread Out Development in the Background, Barangay San Jose .................................................................................................................................... 42 Figure 17 Pan Philippine Highway ................................................................................... 46 Figure 18 Arterial Bypass Project ..................................................................................... 48 Figure 19 Plaridel Bypass Road ........................................................................................ 49 Figure 20 Burol Interchange, Balagtas ............................................................................. 50 Figure 21 Initial Stage of the Plaridel Bypass Road ......................................................... 51 Figure 22 Ultimate Stage of the Plaridel Bypass Road ..................................................... 51 Figure 23 Timeline for the Plaridel Bypass Road Project ................................................ 52 Figure 24 Plaridel Public Market, Banga I ....................................................................... 53 Figure 25 Walter Mart ...................................................................................................... 55 Figure 26 Tricycle and Jeepney at the Crossing ............................................................... 56 Figure 27 The Traditional Pedicab (right) Versus. the Modern-Day Tricycle ................. 56 Figure 28 Pedicab Vendor (Photo credit: Danielle Blonde) ............................................. 57 Figure 29 Average Daily Traffic on Cagayan Valley. ..................................................... 58 Figure 30 Pedestrian Sidewalk on Governor Jose Padilla Road ....................................... 58 Figure 31 Street Showing Washed-Out Pedestrian Crossing, Plaridel ............................. 59 Figure 32 Bicycle in Plaridel ............................................................................................ 59 Figure 33 Traffic Congestion Zones in Plaridel ............................................................... 60 Figure 34 Idle Land in Plaridel ......................................................................................... 66 Figure 35 Irrigated Rice Field Intended for Conversion into a New Subdivision. Barangay Lalangan, Plaridel. ............................................................................................................ 72 Figure 36 Manila Memorial Park. Barangay Tabang, Plaridel ......................................... 73 Figure 37 Greenmarket Sign as an Example of Branding. NY, USA ............................... 78 Figure 38 Recreational Public Spaces at the Greenmarket Farmer's Market. NY, USA .. 79 Figure 39 A Public Crossing in Japan as a Space for People ........................................... 79 Figure 40 Plaridel Crossing as a Space for Vehicles ........................................................ 79 Figure 41 Codifying Various Elements of Urban Design into Zoning Ordinances .......... 79 Figure 42 Greenmarket Farmer's Market is held at Union Square in New York, NY ...... 80 Figure 43 Outdoor, Walking Street of Chatuchak Market ................................................ 80

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Figure 44 Clean and Well-Lit Indoor Stalls of Chatchutchak .......................................... 80 Figure 45 Blatant Disregard for the "No Parking" Sign in Front of the Public Market ... 82 Figure 46 Time frames ...................................................................................................... 84 Figure 47 Steps in Strategic Communication – The P-Process ...................................... 105 Figure 48 Conceptual Plan of a New Plaridel Public Market ......................................... 117 Figure 49 Conceptual Cross Section of a New Plaridel Public Market .......................... 117 Figure 50 Plaridel's Key Assets ...................................................................................... 127 Figure 51 Plaridel's Key Transportation & Land Use Challenges .................................. 128

Table 1 General Land Use in Plaridel, 1999 ..................................................................... 19 Table 2 Urban Land Use in Plaridel, 1999 ....................................................................... 20 Table 3 Advantages and Disadvantages of the Multi-Polar Strategy ............................... 20 Table 4 Emission Standards for Automobiles under the Philippines Clean Air Act of 1999........................................................................................................................................... 37 Table 5 Philippine Agricultural Land Area (hectares) Converted, March 1988 – June 1995................................................................................................................................... 43 Table 6 Land Conversion in Plaridel from 1990 to July 2008. ......................................... 43 Table 7 Estimate Land Acquisition Cost of the Plaridel Bypass ...................................... 52 Table 8 Number of Non-Operational vs. Operational Stalls within the Plaridel Public Market from 2004 to 2008 ................................................................................................ 53 Table 9 Comparative Revenue Collection Report ............................................................ 54 Table 10 Case 1 Projected Rice Production Vs. Rice Requirements in Plaridel .............. 74 Table 11 Case 2 Projected Rice Production Vs. Rice Requirements in Plaridel .............. 75

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LIST OF ACRONYMS AO – Administrative Order ARB – Agrarian Reform Beneficiary ARC – Agrarian Reform Community CARL – Comprehensive Agrarian Reform Law CARP – Comprehensive Agrarian Reform Program CLUP – Comprehensive Land Use Plan CLUPPI – Center for Land Use Policy Planning Implementation DA – Department of Agriculture DAR – Department of Agrarian Reform DPWH – Department of Public Works and Highways GHG – Greenhouse Gas HLURB – Housing and Land Use Regulatory Board LGC – Local Government Code LGU – Local Government Unit LTFRB – Land Transportation Franchise and Registration Board LTO – Land Transportation Office MAO – Municipal Agriculture Office MARO – Municipal Agrarian Reform Office MDC – Municipal Development Council MTPDP MPDC – Municipal Planning and Development Coordinator NEDA – National Economic and Development Authority NIPAS – National Integrated Protected Areas System NPAAAD – Network of Protected Areas for Agricultural and Agro-Industrial Areas for

Development PARO – Provincial Agrarian Reform Office PDC – Provincial Development Council PPDO – Provincial Planning and Development Office RCLUPPI – Regional Center for Land Use Policy Planning Implementation SAFDZ – Strategic Agriculture and Fisheries Development Zone TDM – Traffic Demand Management TODA – Tricycle Drivers and Operators Association

Chapter 1 Introduction

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1. INTRODUCTION

1.1 Background 1.1.1 Plaridel’s Physical and Socio-Economic Profile The Municipality of Plaridel is situated 41 kilometers (km) north of Manila in the Province of Bulacan, in the Luzon Region of the Philippines (University of the Philippines, 2002). It is in the center of eight municipalities: Pulilan and Baliuag in the north; Bustos and Pandi in the east; Balagtas, Guiginto and Malolos in the south; and Calumpit in the west (Ibid). Covering a total land area of 4250 hectares (has.), it makes up 1.42 percent of the total land area in the Bulacan Province (Ibid). It is a first class municipality and is comprised of 19 barangays, the smallest political unit in the country (Ibid). Plaridel is a broad alluvial plain with a relatively flat terrain (the slope ranges between 0 to 3 percent), and is approximately 10 feet above sea level (University of Philippines, 2002). There are numerous creeks, irrigation canals, and rivers that traverse through the municipality and drain into the Angat River, which flows southward into Guiginto River (Ibid). The area is composed of four soil types - fine sandy loam, Prensa silty loam, Quingua silty loam, and Bigaa silty loam - all of which are suitable for growing rice, fruits and vegetables (Santos & Professional Associates, 1999). Combined, all of these physical features make the area ideal for agricultural production. Hence, agriculture has been the main source of livelihood for much of its history. As of 1999, 2838.34 has. (or 62 percent) of the town’s total land area was devoted to agriculture (University of Philippines, 2002). Of this total, 1665 ha was irrigated and used to grow palay or rice (University of Philippines, 2002 and Doctolero, unpublished). In the recent decades, however, the community has been growing rapidly and significant portions of land have been converted into residential subdivisions, commercial establishments, and industrial developments. Between 1995 and 2000, the average growth rate for the municipality was 3.88 percent (University of Philippines, 2002), and the population is expected to increase from the current 99,800 to approximately 117,000 by 2013 (Vistan, 2008 and CBMS International Network Coordinating Team, n.d.). This population increase is mainly due to its close proximity to major urban centers such as Manila, Malolos, Meycauayan, and Baliuag. However, while the population is large, the municipality is mainly a bedroom community. Many residents of Plaridel and its surrounding municipalities work in Metro Manila, thus creating a traffic problem (Santos & Professional Associates, 1999). As such, to ensure social, economic, and environmental sustainability, it is pertinent for the municipality to be proactive, and to prepare and implement appropriate land use and other development plans. The municipality must also ensure that it has the adequate capacity to effectively handle the pressures associated with urban growth. Examples of such pressures are increased traffic congestion and air pollution, conversion of agricultural lands to urban developments, and changes in the local economy.


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With regards to infrastructure facilities, as of 1999, Plaridel’s road network consisted of a total of 51.56 kilometers. This total was comprised of 16.70 km of national roads, 10.41 of municipal roads, and 24.45 km of barangay roads (Doctolero, unpublished). Existing land uses in the urban areas of Plaridel are relatively dense and there is a good mix of commercial and residential developments in many areas such as Barangays Tabang, Banga I, and Sto. Nino. 1.1.2 CLUP and Spatial Strategy The 1991 Local Government Code mandates that all Local Government Units (LGUs) shall prepare a Comprehensive Land Use Plan (CLUP). In Plaridel, the last CLUP was written in 2002 by the University of Philippines School of Urban and Regional Planning in collaboration with the Municipality of Plaridel, and the implementation period of the plan was supposed to be 2002-2012. The vision and objectives of the CLUP, 2002-2012, were as follows: Vision: By the year 2012, Plaridel has well-informed, cooperative, active and God-loving citizenry who are generally transformed, responsible, healthy, self-reliant, sensitive to women’s and children’s welfare, entrepreneurial, tax-conscious, thus creating jobs to fellowmen as a result of attracting investments; living in a clean, green, peaceful, orderly, well-planned, structured, developed and protected environment under a dynamic, competent, honest and transparent governance. Objectives: Present an updated general profile of the Municipality of Plaridel that would include

the physical, economic, social and environmental features of the area; Examine the present land uses in Plaridel to assess its responsiveness to the demands

of the present and future developments; and Formulate the appropriate spatial strategy and design that will identify various zones

for specific activities like protection and conservation of agricultural lands, designation of agro-industrial areas, containing or expanding urban areas and others.

In the CLUP, 2002-2012, four different spatial strategies were discussed: Do Nothing Scenario; Strip/Linear Development; Concentrated Urban Form or The Core City; and Multi-Polar Strategy or The Urban Star. The four strategies were evaluated and the results indicated that the Multi-Polar Strategy was the best alternative. In particular, three development nodes were identified in the


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plan: Barangay Sto Nino, Barangay Tabang; and an area traversing Barangays Culianin and San Jose (see Figure 1). Poblacion, the current core area, would also be a growth concentration node.

Figure 1 Multi-Nodal Strategy

Source: CLUP, 2002-2012

1.1.3 Research Questions and Objectives This report explores the implications of the multi-polar strategy proposed by the CLUP, 2002-2012, and evaluates the sustainability of the strategy for the Municipality of Plaridel. It also examines the transportation system and provides recommendations to improve transportation and land use planning. The following are the primary and secondary research questions of this study: Primary Research Question: How can Plaridel develop a transportation system and land use plan that is economically, socially, and environmentally sustainable for the short-, medium-, and long-term?


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Secondary Research Questions: In light of the municipality’s vision and mission statements, and six-point agenda, as

well as global issues such as climate change, air pollution, peak oil, and food security concerns, what are the considerations when developing a sustainable transportation system and land use plan?

How can Plaridel fill the existing institutional and policy gaps arising from transportation and land use planning needs?

Research Objectives: The objectives of this planning research report are to: Develop a better understanding of the current transportation and land use issues in

Plaridel; Provide the Municipality and community of Plaridel with feasible short-, medium-and

long-term strategies to improve the transportation system in a sustainable manner; and

Formulate sustainable land use development strategies for Plaridel for the short-, medium-, and long-term so that the municipality’s vision of an agro-industrial city can be realized, without sacrificing the integrity of the environment or the social and cultural identity of the community.

1.2 Research Methodology To answer the study’s primary and secondary research questions, key informant interviews, focus groups, and a review of relevant literature such as development plans and legislations have been conducted. The participants of the interviews and focus groups have been identified by municipality officials and staff, through a snowball method, and through a youth forum organized by students from the University of British Columbia. The participants include government officials and staff from the Municipality of Plaridel, the Province of Bulacan, and the National Government of the Philippines. Barangay officials and community members such as youth and informal settlers have also been interviewed to triangulate and verify the information. Public utility vehicle operators, officials of the local tricycle and jeepney operator associations, and traffic enforcement staff have been interviewed to collect information about transportation and traffic issues. Literature reviewed include barangay, municipal, provincial, regional, and national development plans and legislations, licensing and registration information for public utility operators, minutes of council and committee meetings, records of traffic violations and accidents, departmental budgets for the municipality, and other relevant documents.

Chapter 3 Current Situation in Plaridel

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2. ANALYTICAL FRAMEWORK

This study examines the transportation and land use planning issues in Plaridel in light of the vision and mission statements, as well as the six-point agenda that have been laid out by the Municipality of Plaridel. It also considers several significant global issues that impact the municipality locally.

2.1 Plaridel’s Vision, Mission, and Six-Point Agenda

The following vision and mission statements, and six-point agenda have been officially adopted by the Municipality of Plaridel to help guide their present and future work. This study evaluates how well current programs and projects are meeting these statements and agenda in light of broader international and global challenges such as climate change, post-peak oil supply, and food security. Vision of the Municipality of Plaridel To become an agro-industrial city that is progressive, peaceful and orderly with clean and green environment, health, and empowered community led by honest and God-fearing public servants (Vistan, 2008). Mission of the Municipal Government of Plaridel To bring about responsive governance through multi-sectoral participation that can foster cooperation in realizing the municipality’s development programs and in the delivery of basic social and economic services (Vistan, 2008) Six-Point Agenda of the Municipal Government of Plaridel 1. Good governance 2. Effective and efficient delivery of basic services, especially for the following areas: Education Health Environment 3. Social Welfare and Development, through programs for the following groups: Youth Women Senior citizens Persons with disability and calamity victims 4. Livelihood 5. Relevant Infrastructures 6. Peace and Order


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2.2 Climate Change The first global issue considered in this study is the phenomenon of climate change. It is driven by an accumulation of greenhouse gases (GHGs) released into the atmosphere, and since the Industrial Revolution in the 18th and 19th centuries the main cause of this release has been the burning of fossil fuels. The most common greenhouse gases are carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O), and the largest sources of these GHGs include motor vehicles, industrial plants, marine vessels and aircrafts, etc. These gases act like a giant curved glass greenhouse wrapped around the planet. The sun’s rays (mostly visible light and short-wavelength, high-energy ultraviolet radiation) pass through this “greenhouse” and warm up the Earth (see Figure 2). The warming planet gives off heat (longer wavelength infrared radiation), and some of this heat is trapped by the GHGs and is reflected back down to Earth. This causes the Earth to warm up further. When there are only natural sources of GHGs, the planet is just warm enough to allow organisms such as humans to survive. However, since the Industrial Revolution, the use of fossil fuels has escalated and so has the release of GHGs into the atmosphere. Hence, global temperatures have been steadily increasing over time. According to the Intergovernmental Panel on Climate Change (2007), the average global temperature has risen between 1.0 to 1.7°F from 1906-2005 and it is projected that it will continue to increase (see Figure 3). This increase in temperature, though small at first glance, has caused many local and international crises such as: more violent weather patterns and extreme weather events such as hurricanes; the infestation of pests and spread of diseases such as malaria and dengue fever; rising sea levels that threaten communities at low elevations; decreasing snowpacks which are important sources of fresh water; decreasing river flows; and increasing droughts (see Figure 4). Plaridel is at a relatively low elevation and relies on irrigation for agricultural purposes and hydroelectric power as the main source of electricity. It is also prone to extreme weather events such as monsoons. Therefore, it is especially vulnerable to the effects of climate change.


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Figure 2 The Greenhouse Effect

Source: Saskatchewan Environmental Society. (n.d.)

Figure 3 Impacts of Climate Change

Source: California Department of Water Resources (2008)


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Source: Flickr (2005)

Figure 4 Global Temperature Predictions Four different scenarios (high, medium, low increases) projecting the increase in temperature until 2300 assuming different types of mitigating measures are taken in each scenario. Source: IPCC (2007). 2.3 Air Pollution Related to the emissions of greenhouse gases is the release of air pollutants into the atmosphere. These air pollutants cause respiratory and cardio-vascular diseases such as asthma and other lung diseases, and visibility issues such as haze (see Figure 5). Common air pollutants include carbon monoxide (CO), nitrogen oxides (NOx), particulate matter (PM), sulphur oxides (SOx), volatile organic compounds (VOC), ozone (O3), and ammonia (NH3). The main sources of these pollutants are also the same sources of greenhouse gases: motor vehicles, aircrafts, and marine vessels; cement production; and primary metals industries. Other sources include agriculture, burning of organic

Figure 5 Air Pollution from Motor Vehicles


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materials such as wood, and volatile commercial products such as paints, stains, varnishes, solvents, and thinners. In Plaridel, these sources of air pollutants are prevalent and increasing as the population grows and becomes more urbanized and industrialized. Thus, there is an urgent need to reduce these sources so that the health of the residents and the environment are protected. 2.4 Peak Oil and Food Security Another related issue is the phenomenon of peak oil, which is the point in time when the rate of global petroleum extraction has reached its maximum and subsequently declines, following a bell curve (see Figure 6). Some have theorized that we have already reached peak oil, while others believe that peak oil will occur in the next several years. Which ever is the case, the authors of this paper assume that peak oil is a reality.

Figure 6 World, OPEC, and non-OPEC Oil production life cycles. Years 1960-2040

Graph demonstrating the curves and peaks of the world (curve 3, peak 2007), non-OPEC (curve 2, peak 2001), and OPEC (curve 3, peak 2010). Source: Duncan and Youngquist (1999). The implications of peak oil are far-reaching. As production decreases, the price of petroleum fuel increases. The price of fuel has already risen dramatically over the past several years, and this pattern is expected to continue as the rate of petroleum extraction continues to decline. According to the Inquirer Interactive (2007), the average price of Dubai crude oil, the benchmark used by Filipino local refiners, rose approximately 24 percent between January 2007 ($51.69 per barrel) and April 2007 ($63.97 per barrel). This increase impacts everything from the cost of transportation of people and goods, to the cost of production of goods that require petroleum as raw materials or as a source of energy.


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One particularly critical issue is food security. Much of our agricultural production and transportation relies on the use of petroleum. For example, many agricultural productions use diesel-powered farming equipment and most of the food that is produced is transported to consumers by diesel-powered trucks. Moreover, the increase of fuel prices has spurred a worldwide trend to convert agricultural food crops to sources of biofuels, which are substitutes for fossil fuels. Thus, food security is now a pressing issue worldwide and will likely continue to be one as the amount of petroleum fuel extracted continues to decrease and the profitability of growing crops to feed motor vehicles and other energy needs continues to increase. Locally, in the Province of Bulacan alone, there was deficit of 0.73 million cavans of palay (rice) in 2007 (Government of Bulacan, 2008). This situation will likely become direr in the coming years unless there is a paradigm shift in how we view the importance of food versus the importance of satisfying our need for fuel.


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3. CURRENT SITUATION IN PLARIDEL This third chapter describes Plaridel’s current land use and transportation situation in three sections: current governance structures; current land use situation; and current transportation situation. The authors of the report have chosen governance (particularly governing bodies and applicable legislations, plans, and programs) to be the first discussion topic as it is the foundation and backbone of any fully functional and sustainable organization. It is also one of the main priorities of the municipality’s six-point agenda. Thus, it deserves detailed examination and attention before specific land use and transportation issues can be discussed and tackled. 3.1 Current Governance Structures The first part of this section on governance briefly discusses the responsible administrative bodies, as well as pertinent regulations and programs that together govern and guide land use planning within the municipality. It discusses the CLUP in detail, as it is the most important development plan in the municipality. Later on, the section discusses the issue of land use conversion, as well as protection policies that have implications on Plaridel’s development. In the second part of this section, the governing bodies responsible for regulating, planning and managing transportation matters are described. Then, a brief overview of the relevant legislation, and plans and programs is provided. 3.1.1 Land Use Governance 3.1.1.1 Governing Authorities The following departments/committees/councils are involved in the planning and management of land use matters. Their mandates and responsibilities related to land use governance are listed after each of the organization’s names. Figure 7 below provides a diagrammatic overview.

A) Province of Bulacan Provincial Planning and Development Office (PPDO) (as outlined on the PPDO website)

Formulate integrated economic, social, physical and other development plans

Figure 7 Land Use Regulations, Plans & Policies


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and policies for consideration of the Provincial Development Council (PDC); Conduct continuing studies and training programs necessary to evolve plans and

programs for implementation and studies undertaken by the different functional groups and agencies;

Integrate and coordinate all sector plans; Monitor and evaluate the implementation of different development programs,

projects, activities in accordance with the approved development plans; Prepare comprehensive plans and other development planning documents for the

consideration of the PDC; Analyze the income and expenditure patterns, formulate and recommend fiscal plans

and policies for consideration of the finance committee; Promote people's participation in development planning; and Exercise such other powers and perform such other functions and duties as may be

prescribed by law or ordinance.

B) Municipal Government of Plaridel The current Municipal Government of Plaridel has the following structures with their respective functions: Sangguniang Bayan or Muncipal Council (as specified in the LGC, 1991, Section 447): The functions of the Sangguniang Bayan are to: Generate and maximize the use of resources and revenues for the development plans,

program objectives and priorities of the municipality with particular attention to agro-industrial development and countryside growth and progress;

Prescribe reasonable limits and restraints on the use of property within the jurisdiction of the municipality;

Adopt a comprehensive land use plan of the municipality, provided that the formulation, adoption, or modification of the plan is in coordination with the approved provincial comprehensive land use plan;

Reclassify land within the jurisdiction of the municipality (however, it has been found that in practice the Assessor’s Office approves reclassification applications that are less than 5 ha);

Enact integrated zoning ordinances in consonance with the approved comprehensive land use plan, subject to existing laws, rules regulations;

Process and approve subdivision plans for residential, commercial, or industrial purposes and other development purposes, and collect processing fees and other charges, the proceeds of which shall accrue entirely to the municipality;

Protect the environment and impose appropriate penalties for acts which endanger the environment;

Approve ordinances imposing a fine not exceeding P2500 or an imprisonment for a period not exceeding six months, or both in the discretion of the court, for the violation of a municipal ordinance; and

Regulate activities relative to the use of land, buildings, and structures within the municipality in order to promote general welfare.


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Office of the Municipal Planning and Development Coordinator (MPDC): Functions of the MPDC are to: Formulate, monitor, and evaluate integrated economic, social, physical, and other

development plans and policies including zoning ordinances (as specified in the LGC, 1991, Title 5, Article Six, Section 476);

Conduct continuing studies and training programs necessary to evolve plans and programs for implementation (Ibid);

Integrate and coordinate all sectoral plans and studies undertaken by the different functional groups or agencies (Ibid);

Promote people participation in development planning (Ibid); Manage the reclassification of land use applications and presents them to SB for

consideration and approval; Develop the municipal CLUP; and The Municipal Planning and Development Coordinator shall sit on the Municipal

Development Council as the Head Secretariat and be responsible for providing technical support, documenting proceedings, preparing reports, and providing such other assistance as may be required from time to time.

The Assessor’s Office (AO) (as specified in the LGC, 1991, Section 472) has the powers to: Ensure that all laws and policies governing the appraisal and assessment of real

properties for taxation purposes are executed; Initiate, review, and recommend changes in policies and objectives, plans and

programs, techniques, procedures and practices in the valuation and assessment of real properties for taxation purposes;

Establish a systematic method of real property assessment; Conduct frequent physical surveys to verify and determine whether all real properties

within the province are properly listed in the assessment rolls; and Submit every semester a report of all assessments, as well as cancellations and

modifications of assessments, to the local chief executive and the sanggunian; and Authorize the reclassification of lands 5ha or less in area.

Municipal Agriculture Office (MAO) has the responsibility to: Provide supporting programs for agricultural livelihoods; and Inspect agricultural suitability of lands upon request of land use reclassification.

The Office of Engineering (as specified in the LGC, 1991, Section 477) has the responsibility to: Initiate, review and recommend changes in policies and objectives, plans and

programs, techniques, procedures and practices in infrastructure development and public works;

Administer, coordinate, supervise, and control the construction, maintenance, improvement, and repair of roads, bridges and other engineering and public works projects;


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Provide engineering services to the municipality, including investigation and survey, engineering designs, feasibility studies, and project management; and

Manage the licensing of Building Permits as outlined by the National Building Code.. Municipal Development Council (headed under the Mayor and consisting of two Municipal Councilors, all Barangay Captains, and seven local NGO’s) (as specified by Executive Order No. 2007-01) has the powers to: Formulate the long-term, medium-term, and annual socio-economic development

plans and policies; Formulate the medium-term and annual public investment progress; Appraise prioritized socio-economic development programs and projects; Formulate local investment incentives to promote the inflow and direction of private

investment capital; Coordinate, monitor and evaluate the implementation of development programs and

projects; and Perform such other functions as may be provided by law or competent authority. The Committee on Housing and Land Utilization has the responsibility to: Meet to discuss matters related to land use issues when they arise and make

recommendations to the Sanggunian Bayan; and Act as the legislative body on matters related to housing and land use through

proposal of resolutions, bylaws, and ordinances. C) Barangay Level Sangguniang Barangay or Barangay Council’s functions (as specified in the LGC, 1991, Section 391) are t: Provide for the construction and maintenance of barangay facilities and other public

works projects; and Prescribe fines in amounts not exceeding P1000 for violation of barangay ordinances. 3.1.1.2 Land Use Plans and Frameworks A) National level

National Physical Framework Plan (NPFP): 1993 – 2022

The National Economic and Development Authority (NEDA) endorsed the National Physical Framework Plan (NPFP) with the vision of transforming the Philippines into the agro-industrial centre of the Pacific Region. This vision would be achieved by: maintaining and strengthening regional cohesion and integration; facilitating efficient production and land utilization; promoting the physical and environmental integrity of the country; guiding the location of public and private investments; and providing spatial direction to the provision of basic services and urban development. Specifically, the plan includes land use policies that attempt to promote food self-sufficiency, agrarian reform, agricultural development, and rational population distribution and settlements by dividing


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lands into four major categories: protection land use; productive land use; infrastructure; and settlements. Medium-Term Philippine Development Plan 2004-2010 The main objective of the Medium-Term Philippine Development Plan (MTPDP), 2004- 2010 is to “fight poverty by building prosperity for the greatest number of Filipino people.” (NEDA, 2004; vii). The country will focus on strategic measures and activities, which will spur economic growth and create jobs. This can only be done with a common purpose to put the economic house back in working order. The MTPDP includes the 10-point legacy of the Arroyo administration to be achieved by 2010, involving the strengthening of several key areas: Livelihood

o Create 10 million jobs o Develop two million hectares of land for agribusiness

Education o Build 3,000 schools a year and have computers in every high school

Fiscal Strength o Balanced budget with an appropriate revenue collection system

Decentralized Development o A network of transport which shall link the entire country o Provide regular power to the entire country o Metro-Manila will be decongested with economic growth spreading to new

centers of government, business and community in Luzon, in the Visyas, and Mindanao

o Make the Subic-Clark corridor the most competitive international service logistics center in Southeast Asia.

National Harmony o Computerize elections process o Bring peace to all insurgency areas

B) Regional Level: Central Luzon

The Central Luzon “W” Growth Corridor The Regional Development Council has adopted the “W” Growth Corridor as the regional spatial strategy for Central Luzon (PPDO, 2003). There are four designated major growth corridors that form a “W” figure (see Figure 8). These corridors include: (1) The Tourism Belt; (2) the New Industrial Heartland; (3) the Developed Industrial Area; and (4) the Green Corridor. Portions of the latter two corridors ((2) and (3)) are located within the Province of Bulacan, with the Municipality of Plaridel located along the Developed Industrial Area. This strategy has been conceptualized based on the Region’s original Triad Node strategy, which positions Central Luzon as: (1) an internationally major transshipment hub of Southeast Asia; (2) the main distribution centre of raw materials and inputs for food production for Metro Manila and Northern


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Luzon; and (3) the location of a North Food Terminal and commercial complex in Bulacan to serve the needs of Metro Manila and the provinces of Northern Luzon.

Figure 8 Central Luzon’s “W” Growth Corridor

Source: PPDO, 2003 C) Provincial Level: Bulacan

Provincial Physical Framework Plan (PPFP) 1998 - 2007 The PPFP (Figure 9) adopted an Agri-Industrial vision, consistent with that of the NPFP. The Agri-Industrial framework consists of three components: settlements; infrastructure; and land use. The goals within each component are as follows: Settlements Provide equitable access to economic opportunities and

community services; and Implement the Bulacan Growth Triad strategy, which

consists of a primary urban core in the Malolos-Meycauayan area, and two alternative urban centers, namely the Baliuag-Plaridel Growth Corridor and the Norzagaray-San Jose Del Monte Growth Corridor.

Figure 9 Provincial Physical Framework

Plan, 1998-2007


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Infrastructure Improve access to appropriate infrastructure and urban services by facilitating access

to development opportunity areas, establishing additional infrastructure facilities to meet present and future needs, and integrating infrastructure development with environmental protection.

Land Use Ensure productivity and sustainability of land by protecting environmentally critical

areas and rationalizing conversion of agricultural to non-agricultural lands; Encourage sustainable use of the province’s natural resources by developing policies

and strategies for Production Land Use and Protection Land Use. Production Land Use Policies calls for the improvement of current agricultural production trends through the use of sustainable agricultural technologies. Protection Land Use Policies are devoted to the protection of environmentally critical areas, particularly those under the National Integrated Protected Areas System (see Box 1).

Figure 10 below shows the proposed allocation of land uses, the required infrastructure systems, and the resulting hierarchy of settlements.

Figure 10 Proposed Allocation of Land Uses for the Bulacan Province

Source: PPDO, n.d.


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Bulacan Strategic Development Plan (BSDP) 2002 – 2007 This 5-year strategic development plan (see Figure 11) aims to provide a clear direction for the allocation of public and private resources, and to guide the delivery of government programs and projects while promoting “sustainable economic growth” within the Province of Bulacan. The planning process began in 2001 and involved representatives from provincial offices, national agencies, and non-governmental organizations (NGO) operating within Bulacan. The BSDP shall serve as a complement to the PPFP, guide local development, and help local decision-makers integrate strategic socio-economic and physical plans. The development framework adopted by the BSDP is anchored on the following four vision pillars: Capitalizing on agriculture and industry, such as excelling in high value crops, sweets

and delicacies, meat and meat products; Focusing on the development of stakeholders by becoming a center of excellence for

education, and providing universal health coverage and affordable housing; Innovating trends in governance by focusing on people and empowerment,

accountability and transparency for the people, and streamlining the bureaucracy; and Creating economic opportunities through the development of alternative areas for

investments, and the creation of tourist destinations that preserve historical and cultural significance, and the “creation of a haven of a balanced ecosystem.” (p.57).

Strategic interventions, including the implementation of key policies and strategies, have been planned to ensure the inflow of investments. Specifically, the Plaridel-Baliuag-San Rafael corridor will serve as one of the potential areas for industrial development. Other supporting interventions include improving road network design and implementing proper traffic management schemes, both for vehicular and human, in major thoroughfares, as well as consolidating land for industrial purposes in coordination with concerned government and private institutions. The BSDP also includes a strategic intervention for promoting e-governance within the province with the use of software and technology such as Geographical Information System (GIS). GIS has already been used for the development of the PPFP, and for the development of the Real Property Tax Information System, the latter of which focuses on increasing revenue generation for LGUs. The Province of Bulacan is also at various stages of implementing other information systems with the use of GIS, including the Mayor’s Permit and License Information System, the Vehicles’ Information System, and the Road Network Information System. These information systems will help streamline the process for permitting and licensing businesses and for vehicle registration respectively, and would provide the province and municipalities with a more accurate picture of the existing road network. A user-friendly

Figure 11 Bulacan Strategic Development Plan, 2002-

2007


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interface is presented to the user, and in the case of the first two systems, the users are able to view the real-time status of a particular permit, license, or vehicle registration application. D) Municipal Level: Plaridel Comprehensive Land Use Plan a) Contents of CLUP As mentioned earlier, Plaridel’s last CLUP was developed in 2002 by the University of Philippines in collaboration with the Municipality of Plaridel for the implementation period of 2002-2012. An ambitious vision and several comprehensive objectives were included in the CLUP. However, it was found that the vision did not actually reflect that of the municipality’s at the time. Whether or not the discrepancy is purposeful is unknown at this time. Physical and Socio-Economic Profile of Plaridel One of the important outputs of the CLUP was to provide an updated physical and socio-economic profile of Plaridel. At the end of the exercise, a wide range of physical and socio-economic attributes was compiled into one cohesive document. For example, data was provided on existing general land use and existing urban land use. As can be seen in Table 1, built up areas made up about 900 has. of land (21 percent of the total land), while agricultural areas was 2638.34 has. (62 percent) and open space was 712.11 has. (17 percent). The breakdown of the urban land use is provided in Table 2. However, it was found that the data utilized in the physical and socio-economic profile was from the year 1999 and is therefore out-dated.

Table 1 General Land Use in Plaridel, 1999

Land Use Category Area (Ha) Percent (%)

Built Up Areas 899.55 21.16

Agricultural Areas 2638.34 62.08

Open Space 712.11 16.76

Total 4250.00 100.00

Source: CLUP, 2002-2012.


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Table 2 Urban Land Use in Plaridel, 1999

Urban Land Use Category Area (Ha) Percent (%)

Commercial 149.47 9.27

Residential 478.58 29.70

Institutional 197.17 12.23

Infra/Utilities 74.32 4.61%

Others (idle land, vacant lot,

other open space, creeks)

712.11 44.19%

Total 1611.65 100.00%

Source: CLUP, 2002-2012. Spatial Strategy To provide an organizing concept for the allocation of lands for the different socio-economic sectors in a manner consistent with the vision and development objectives laid out by the CLUP, the CLUP also evaluated four different spatial strategies for the Municipality of Plaridel. In the end, it was recommended that a multi-nodal spatial strategy be adopted. Specifically, four growth nodes were chosen for the strategy (Poblacion, Sto. Nino, Tabang, and Culianin/San Jose). One of the advantages of this strategy is that it would encourage the densification of growth in four concentration areas, thereby protecting and conserving undeveloped and agricultural lands. Another advantage is the increased ease of access to important services such as education, health, and other utilities. Disadvantages include an increased level of pollution for concentrated areas, and a high development cost for those areas that are not currently developed. A summary of the advantages and disadvantages of this strategy identified in the CLUP is provided in Table 3.

Table 3. Advantages and Disadvantages of the Multi-Polar Strategy

Multi-Polar Strategy or Urban Star Elements Advantages Disadvantages 1. Public Health 1. People can easily avail of health

services 2. Less effort in providing health services by the LGU 3. Epidemic occurrences are contained

1. Additional cost for LGU.

2. Public Safety 4. Fast response to emergencies 5. Quick coordination during emergencies and calamities

2. Increased in level of pollution (noise, air, water) in areas traditionally not very active


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3. Convenience 6. Easy access to education and utilities 7. Basic services easily available 8. Strengthen family ties 9. Good access to the green wedges to maintain ecological balance

3. The commercial zone will be farther from the residents in other areas.

4. Economy 10. People will be more productive 11. Conservation of productive areas 12. Efficiency in trading 13. Less development cost if utilities and facilities already in place 14. Varied and less intense development 15. Degree of local autonomy is possible

4. High development cost if from zero development 5. Expansion is limited to nodes only 6. Image ability is good if nodes remained manageable 7. The nodes around transport stops in the nodes too maybe image ably but need careful design attention.

5. Amenity 16.Access to modern living 17.Preservation of natural beauty 18.Can accommodate a large variety of citywide activities.

8. The nodes can only provide for daily and weekly needs only.

Source: CLUP, 2002-2012. Role of Plaridel in the Region and Province The CLUP also presented the regional role of Plaridel as part of “several networked clusters of industrial and commercial sites on which the economic growth of Central Luzon shall be anchored” (University of Philippines, 2002, p.58). It also discussed the municipality as part of the “triangular cluster of growth centers in the Province of Bulacan consisting of Malolos-Meycauayan Urban Core, Norzagaray-San Jose Del Monte Growth Corridor and the Plaridel-Baliuag Growth Corridor” (Ibid). Components of the Land Use Plan and Policy Guidelines In addition, the CLUP outlined the components of the land use plan and it proposed a set of policy guidelines for each component. These components included the following: Protect rice lands and other productive areas for agriculture and aquaculture; Establish areas for eco-tourism; Establish cultural and heritage sites; and Provide infrastructure support to the spatial strategy, to increase the level of social

services and utilities, to improve external access and mobility, to reduce vulnerability of residents to natural disaster, and to support production activities.

The CLUP also presented an idea on how to concentrate growth in the proposed nodes, including the upgrade of the public market in Poblacion so that the traffic congestion issue around the area can be relieved. It also stated that remaining idle lands in the open spaces of the urban areas will be promoted for institutional, commercial, and industrial uses.


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Implementation Schedule Lastly, the CLUP presented an implementation schedule for the spatial strategy. Included in this schedule was the:

Adoption of the plan by Sangguniang Bayan; Enactment of zoning ordinances; Development of other related legislations; Development of a Comprehensive Development Plan (CDP) to cover short to

medium term actions; Development of a Local Development Investment Program (LDIP) to manage and

raise public funds for the CDP; Establishment of institutional support, which included increasing the capacities of

the MPDC; Development of a phasing schedule for implementation, which included a

concentration phase (2002-2007) and a decentralization phase (2007-2012); and Establishment of a monitoring and evaluation system.

b) Zoning Ordinance Accompanying the CLUP, a zoning ordinance was developed as an instrument to implement this plan. The purposes of the ordinance were to:

Guide, control, and regulate the future growth and development of Plaridel, Bulacan, in accordance with its Comprehensive and Sustainable Land Use Plan;

Protect the character and stability of the urban uses such as residential, commercial, industrial, open space, institutional, and other non-urban uses such as tourists and agricultural zones within the municipality and promote the orderly and beneficial development of the same;

Promote and protect the health, safety, peace, comfort, convenience and general welfare of the inhabitants of the municipality; and

Ensure and protect the sustainable growth and development of the community. c) Development Process of the CLUP With regards to the development process of the CLUP, there was an attempt to include public participation and involvement. Non-governmental organizations, people’s organizations, and other associations were invited to the first visioning workshop. However, for the two remaining workshops and meetings, only municipal and barangay officials were invited. The final approved spatial strategy was not presented to the public either. d) Status of Implementation After the CLUP was developed, it was approved by the Sanggunnian Bayan of Plaridel. However, as a result of the out-dated information that was used, the lack of public participation, and a number of other minor issues, the province (through the Provincial Land Use Committee, PLUC) did not approve the CLUP. Comments for revisions were


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sent back to the office of the Municipal Planning and Development Coordinator (MPDC) soon after the CLUP was submitted to the province. To date, however, the revisions have yet to be made, and the CLUP remains unapproved by the Province of Bulacan. Plaridel’s Five-Year Development Plan, 2005-2010 This plan, which is currently still under development, documents a series of strategic development interventions that the Municipality of Plaridel has and will be undertaking between 2005-2010. These strategic interventions were borne out of a broad-based consultation process (known as the Ugnayan sa Barangay) with the town’s 19 barangays in 2004. During the consultation process, barangay officials and stakeholders identified their most pressing issues and presented ideas to address those issues. The municipality then held a workshop with all Department Heads, and identified those strategic inventions that are most feasible and practical to implement. The purpose of this development plan is to formally document the strategic interventions, to help formulate a clear action plan for each intervention, to serve as an evaluation tool, and to aid in formulating future development plans. The development plan first outlines the six point development agenda that was described earlier in section 2.1, and then describes the overall goals and specific objectives for each point. Next, it presents the strategic interventions that have been identified for implementation under each objective. In the last section of the draft plan, an action plan is included, outlining the lead agency, time frame for implementation, the estimated budget, and source of funding for each strategic intervention. Presently, implementation of some of the strategic interventions has already begun. E) Barangay Barangay Development Plan Barangays are not mandated to develop their own comprehensive land use or development plan. However, Banga I, out of the Barangay Council’s own initiative, has created and are in the process of implementing a Three Year Project Development Plan as of December 2007. The Office of the Barangay Captain has conducted a survey of the barangay in order to: Locate and identify areas of concern and improvements for the 7 districts of Barangay

Banga 1st; and Conduct a census of all business establishments and residences for the barangay to:

o Acquire a complete business and residence count; o Build a database for all barangay residences for skills and labor identification

and sourcing; o Obtain the total residence count for senior citizens; o Maintain peace and order in the barangay; and


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o Maintain cleanliness in the barangay. Projects within the development plan include the following: Paving of roads; Street clean up; Installations of street lights; Erection of waiting sheds; Painting of the Barangay Hall; and Renovations of public buildings. Source: Agrarian Reform Community Development Plan (As specified in San Jose Farming System Development, 1999) An Agrarian Reform Community (ARC) is a barangay or a cluster of barangays primarily composed and managed by agrarian reform beneficiaries (ARBs). The ARBs undertake an integrated development of an area and/or their organizations/cooperatives by implementing an ARC Development Plan (ARCDP). In addition, the Department of Agrarian Reform (DAR) is authorized to package proposals and receive grants, aids and other forms of financial assistance from any source (Section 36 CARL, 1988). Thus, the ARC approach is primarily viewed as a poverty alleviation mechanism, particularly in agrarian reform areas (Enriquez, 2007). To date, there are two ARCs within Plaridel: the San Jose and Kabalikat ARCs. The former comprises of Barangays San Jose, Culianin, Bintog, and Parulan, while the latter is made up of Barangays Lagundi, Lalangan, Sipat, Sto. Nino, and Rueda. With the help of officials from the Municipality of Plaridel and the Department of Agrarian Reform, the San Jose ARC members conducted a socio-economic assessment of the area. The ARCDP was developed to address issues identified from the assessment. The seven objectives of the ARCDP include the following: To improve the levels of productivity of farm households; To increase farm household income; To improve living conditions of the ARC residents on a sustained basis; To provide appropriate livelihood and income generating projects; To promote physical infrastructure projects; To strengthen the People’s Organization through training; and To improve social services for the whole community. The Development Plan includes interventions to achieve the above goals, including: Improving rice production by adopting “appropriate technology”; Establishing post harvest facilities;


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Engaging in non-farm livelihoods (e.g., bag making) to supplement farm income as well as contribute to community development. This was to be done with the help of the Municipality Department of Social Welfare and Development;

Rehabilitation and repair of farm to market and barangay roads to facilitate transportation of agricultural products to the market. This was to be done in conjunction the Municipal Engineering Office.

3.1.1.3 Relevant Land Use Policies This section provides an overview of the land use policies relevant to our study, specifically agricultural land protection, the conversion of agricultural lands to other uses, and the reclassification of lands. This section is of special significance as it has many implications on Plaridel’s development and vision of becoming an agro-industrial city, as well as on local food security. Before proceeding further, however, it is important to distinguish land reclassification from land conversion. Reclassification refers to determining what will be the future allowable use, whereas land conversion refers to changing the present use of the land from agriculture to other uses. This section will speak to both reclassification and conversion. A) Comprehensive Agrarian Reform Law In 1988, the Comprehensive Agrarian Reform Law (CARL) was enacted for the purposes of promoting comprehensive rural development and agrarian reform. It covered all public and private agricultural lands regardless of tenure and commodity produced. Under this legislation, the Comprehensive Agrarian Reform Program (CARP) aims to equitably distribute land back to the tillers and to provide them with necessary support services that would ensure the productivity of the land. The DAR is tasked with redistributing 4.3 million hectares of agricultural lands, while the Department of Environment and Natural Resources (DENR) is to redistribute 3.8 million hectares. Section 65 of CARL also states that after the lapse of five years from its award, if the land ceases to be economically feasible and sound for agricultural production, or the locality has become urbanized and the land will have a greater economic value for residential, commercial or industrial purposes, the DAR may authorize the reclassification or conversion and deposition of the land. B) Local Government Code Under the Local Government Code of 1991, a city or municipality may classify agricultural lands provided that the reclassification is compliant with an existing and approved zoning ordinance and CLUP. Cities and municipalities are also mandated to prepare and update their respective CLUPs, "which shall be the basis for use of their resources and reclassification of agricultural lands, provided that the requirements for


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food production, human settlements, and industrial expansion shall be taken into consideration" (emphasis added; Section 20(b) LGC, 1991). Similar to CARL, Title 1, Section 20 of the LGC states that through an ordinance approved by the Sanggunian after a public hearing, a city or municipality may reclassify agricultural lands when the land ceases to be “economically feasible and sound for agricultural purposes” as determined by the DAR, or if the land is determined to have significantly greater economic value for residential, commercial or industrial purposes. LGUs, however, only have the power to reclassify lands. LGUs have never possessed the power to convert land. That power belongs to the DAR Secretary. Resolutions and other issuances made by municipalities have no effect on the DAR’s exclusive authority of conversion. It should also be noted that both the CARL and the LGC do not clearly define what is meant by “economic feasibility and sound for agricultural purposes”. Nor do they specifically outline the criteria upon which this can be determined. Rather, this is left to the discretion of the appropriate DAR or Department of Agriculture (DA) official given a few outlined conditions. C) Department of Agrarian Reform Administrative Order No. 1 The Department of Agrarian Reform Administrative Order (AO) No. 1, Series of 2002 Comprehensive Rules of Land Conversion details the coverage, procedures and restrictions associated with land conversion. It is meant to provide effective means of evaluating applications for this purpose, with the goal of preserving prime agricultural land. This is to ensure food security and provide optimum opportunity for each region of the country to develop through sustainably. Lands are divided into three categories as follows: Areas Non-Negotiable for Conversion Lands within protected areas

designated under the National Integrated Protected Areas System (NIPAS, see Box 1) as determined by DENR;

All irrigated lands, as delineated by the provincial DA and/or the National Irrigation Administration (NIA), where water is available to support crop production, and all irrigated lands where water is not available for crop production but are within areas programmed for

Box 1. R.A. No. 7586: National Integrated Protected Areas System (NIPAS) Act 1992 The NIPAS Act recognizes the critical importance of protecting and maintaining the natural biological and physical diversities of the environment, particularly areas with biologically unique features to sustain human life and development, as well as plant and animal life. In this regard, the State adopts the policy to establish a comprehensive system of integrated protected areas within the classification of national parks for the purpose of securing perpetual existence of all native plants and animals for present and future generations.


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irrigation facility rehabilitation by the government; All irrigable lands already covered by irrigation projects with firm funding

commitments, as delineated by DA and/or NIA; and All agricultural lands with irrigation facilities.

Areas Highly Restricted from Conversion Agro-industrial cropland; Land presently planted with industrial crops that support the economic viability of

existing agricultural infrastructure and agro-based enterprises; Highland areas with an elevation of 500m or above; Irrigable lands not covered by irrigation projects with firm funding; and Environmentally Critical Areas or Environmentally Critical Projects as determined by

DENR.

Priority Development Areas and Projects Specific sites in Regional Agri-Industrial Centers/Regional Industrial Centers

identified by the Department of Trade and Industry; Tourism Development Areas identified by the Department of Tourism; Agricultural areas intended for Eco Zone Projects, endorsed by the Philippine

Economic Zone Authority; Agricultural land, owned by the government, to be converted for projects of national

interest, as certified by a proper government agency; Agricultural land proposed to be developed as sites for processing plants of

agricultural products, as certified by the DAR; and Sites intended for telecommunication facilities endorsed by the National

Telecommunications Commission. This last category indicates that despite the stipulations to protect agricultural land, specific types of land and national projects have priority for development. Final approval for agricultural land conversion results in the issuance of a Conversion Order, which requires several documents and certifications from the following authorities: RCLUPPI/CLUPPI (Regional Centre for Land Use Policy Planning and

Implementation and national Centre for Land Use Policy Planning and Implementation) o Application forms and official receipt showing proof of filing fee and ocular

inspection cost; and o The inspection team shall verify the following: Veracity of information contained in the application for land use conversion; Description of the property(ies); Status of the coverage under the CARP of the land;


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Whether or not the land falls within the appropriate zone in the land use plan of the city or municipality;

Whether existing farmers, agricultural lessees, share tenants, farmworkers, and actual tillers have agreed to the terms of the disturbance compensation promised to them; and

Other information, relevant and useful in deciding whether to approve/disapprove the application for conversion.

Housing and Land Use Regulatory Board (HLURB)

o Certification from the Regional Officer on the actual zoning or classification of the land based on the approved CLUP, citing:

The municipal or city zoning ordinance number; and Resolution number and date of approval by HLURB or the Sangguniang

Panlalawigan concerned. Department of Agriculture

o Certification from the authorized DA official stating:

Whether or not the subject property is within the allowable 5% conversion area under the Network of Protected Areas for Agricultural and Agro-Industrial Areas for Development (NPAAAD, See Box 2) and SAFDZ (See Box 3);

The status of irrigation coverage; Whether the land has ceased to be

economically feasible and sound for agricultural purposes; and

An inventory of the following: o Limitations to agricultural production,

such as steep slope, unstable soil condition (landslide etc.), stony, rocky soil;

o Location and accessibility; o Existing land use; o Indication of premature development

or alteration of land use; o Land use of adjoining areas; and o Potential for agricultural production.

Box 2. Network of Protected Areas for Agricultural and Agro-Industrial Areas for Development (NPAAAD) The purpose of the NPAAD is to ensure the sustained production of the country’s basic agricultural and fisheries commodities through the stewardship and utilization of the most productive agricultural and fishery land resources for optimal production, processing, and marketing. These areas include already irrigated lands as well as land earmarked for irrigation projects, all alluvial plains suitable for agriculture regardless of irrigation, any agro-industrial croplands, all ecologically fragile agricultural lands, and all fishery areas.

Box 3. R.A. 8435: Agricultural Fisheries and Modernization Act of 1997

This Act provides the delineation of Strategic Agriculture and Fishery Development Zones (SAFDZ) as areas within the NPAAAD identified for production, agro-processing and marketing activities that help develop and modernize the agriculture and fisheries sector in an environmentally and socio-culturally sound manner. The incorporation of SAFDZ by LGUs in their land use plans and implementation tactics as key production areas will help ensure that lands are sustainably and efficiently utilized for food and non-food production. SAFDZ can largely contribute to food security and


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Department of Environment and Natural Resources (DENR) o In the case of an untitled land, certification that the landholding has been

classified as alienable and disposable; and o Certification stating whether or not the subject land is within the NIPAS, mossy

or virgin forests, riverbanks, swamp forests and marshlands, or an Environmentally Critical Area, and whether or not it will be involved in the establishment of an Environmentally Critical Project.

Municipal Agrarian Reform Officer (MARO)

o Certification upon inspection of the following: The status of the CARP coverage on and around the subject land; The applicant’s billboard posting (see public notice section below); and The presence of any farmer, agricultural lessee, share tenant, farm worker,

actual tiller, or occupant. Notice of Land Use Conversion.

Other important documents include: Narrative description of the development plan describing in detail the activities,

program components, phasing, schedule, and work and financial plans, all of which are duly certified by a licensed engineer, architect, or land use planner;

Affidavit/Undertaking stating, among others, that the applicant has not undertaken and shall not undertake premature development prior to the issuance of a Conversion Order;

Project feasibility study; and Socio-economic benefit-cost study of the proposed project.

Documents (8) and (9) do not specify who is responsible for their completion, nor do they explain the requirements within them. The process for conversion of agricultural lands begins with an application at the RCLUPPI at the DAR regional office for lands under or equivalent to 5 ha, for which the Regional Director has the approving authority. For those areas above 5 ha, applications must be filed at CLUPPI and the Secretary has the approving authority. The applicant is also required to post a public notice on a billboard regarding the application for agricultural land conversion. The main purpose of this notice is to inform the affected stakeholders of the project and allow them an opportunity to file a protest. The billboard is to be inspected by the MARO within 20 days of receipt of the application. The protestors have either 30 days after the notice is put up or 15 days after the ocular inspection, whichever is later, to file a protest with the RCLUPPI/CLUPPI.


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F) Reclassification of Land Use Requirements from the Municipality of Plaridel for the reclassification of land include the following: Letter of application addressed to the Mayor or Sanggunian Bayan requesting

approval for reclassification. This application includes the following items: o Company profile; o Transfer certificate of title; o Tax declaration; o Tax receipt; o Lot plan; and o Site development plan.

Site inspection; Issuance of zoning compliance from HLURB (also referred to as Locational

Clearance; see below); Certificate from the agrarian officer that the site is exempt from the DAR program; Certification of eligibility for conversion; Certification from NIA; Certification from DA; Barangay clearance; Evaluation of all clearances; Public hearing; Municipal resolution (Sangguniang Bayan); and Development permit Locational Clearance Requirements The following items are required for a locational clearance: Application form; Vicinity map, drawn to any scale; Site development plan, drawn to any scale; Certificate of land ownership; Certification from Deputized Zoning Administrator/Mayor that the proposed land use

is in accordance with the development zoning plan of the locality; Authorization of persons allowed to follow up/claim clearance; Bill of materials/estimated cost; Locational clearance fee; If the land is agricultural, a conversion clearance from the Secretary of the

Department of Agrarian Reform; and Environmental Compliance Certificate from DENR prior to actual operation.


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G) Penalties & Sanctions Under Article 10, Section 63.2 of the DAR AO No. 1 "a person found guilty of premature or illegal conversion under [the Agricultural Fisheries and Modernization Act] shall be penalized with imprisonment of two (2) to six (6) years, or a fine equivalent to one hundred percent (100%) of the government’s investment cost, or both, at the discretion of the court, and an accessory penalty of forfeiture of land and any improvement thereon." 3.1.2 Transportation Governance 3.1.2.1 Governing Authorities The following departments/committees/councils are involved in the regulation, planning and management of transportation matters. Their mandates and responsibilities are once again listed after the name of each organization. Figure 12 below provides a diagrammatic overview.

Figure 12 Transportation Governing Authorities, Regulations, Plans and Programs A) National Government Land Transportation Office (LTO) (part of the Department of Transportation and Communication)

Promote and maintain safe, efficient, comfortable and economical land transportation services throughout the country by providing a rationalized system of motor vehicle registration, license issuance, law enforcement and adjudication of traffic violation cases; and

Enforce compliance with emission standards for motorized vehicles as regulated under R.A. 8749 Philippines Clean Air Act of 1999.


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Land Transportation Franchising and Regulatory Board (LTFRB) Supervise and regulate routes of services; Determine, approve, review and adjust as necessary, reasonable fares, rates and other

related charges, relative to the operation of public land transportation services provided by motorized vehicles such as jeepneys; and

Coordinate and cooperate with other government agencies and entities concerned with any aspect involving public land transportation services.

Department of Public Works and Highways (DPWH)

Implement the plans, designs, construction and maintenance of all national infrastructure projects such as roads, highways, and bridges;

Ensure safety of all projects; and Maintain national irrigation systems.

B) Municipal Government of Plaridel The Municipal Government of Plaridel is also a major stakeholder and policy actor in transportation planning and management. It has the following regulatory units and their respective functions with regards to transportation: Committee on Transportation Address concerns of transportation service providers through monthly meetings

with tricycle operators and quarterly meetings with jeepney operators; Ensure needs of transportation riders are met; Relay concerns recommendations to the Sanggunian Bayan; and Propose resolutions.

Mayor’s Office Issue permits for tricycle drivers and operators; and Provide traffic enforcers for traffic congested and accident-prone areas around the

municipality. Sanggunian Bayan (as specified in the LGC, 1991, Section 447) Regulate the operation of tricycles and grant franchises; Regulate the use of streets, avenues, alleys, sidewalks, bridges, parks and other public

places and approve the construction, improvement, repair, and maintenance of these spaces;

Establish bus and vehicle stops and terminals or regulate the use of these spaces by privately-owned vehicles which serve the public;

Designate stands to be occupied by public vehicles when not in use; Provide for the lighting, cleaning and sprinkling of streets and public spaces; Regulate traffic on all streets and bridges;


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Prohibit encroachments or obstacles, and when necessary in the interest of public welfare authorize the removal of encroachments and illegal constructions in public places; and

Approve ordinances imposing a fine not exceeding P2500 or an imprisonment for a period not exceeding six months, or both at the discretion of the court, for the violation of a municipal ordinance.

Traffic Regulatory Officer (as specified in the Traffic Management and Control Code of Plaridel) Implement an effective system that enforces the law; Have a collection agent collect the taxes/fees; Establish programs or projects to improve traffic; and Ensure operators of public vehicles have a proper franchise or permit before they are

allowed to park at a terminal. Police Department Enforce traffic safety regulations; and Provide a monthly report of traffic accidents to the Philippines National Police. Municipal Office of Engineering Implement traffic safety measures such as traffic signals and signs Plaridel Traffic Management Office This office is not yet in operation as the ordinance (the Traffic Code) to approve the establishment of this office is still in draft form. Once approved, the office will have the following responsibilities (as specified in the draft Traffic Code, Section 3): Coordinate, monitor and evaluate the planning and implementation of traffic

management components undertaken by the various departments of the municipal governments and agencies;

Develop and prescribe rules and procedures for internal operation and management; Recommend to the council the necessary traffic ordinances that need to be enacted. Keep records of information regarding traffic as a consequence of the enforcement of

this ordinance; Submit to the Mayor periodic reports relative to traffic management activities and

furnish the Sangguniang Bayan copies of the same; Perform such other functions as may be necessary to ensure the effective planning

and implementation of traffic management; and Sit en banc to decide exceptional cases that cannot be decided by the traffic manager

when there is an appeal for an amicable settlement pleaded by an offender for minor infractions of this ordinance not punishable as a crime under the Revised Penal Code.

Traffic Manager Once again, this position will not be established until the Sanggunian Bayan formally approves the Traffic Code. Under the Traffic Code, the Traffic Manager will be


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appointed by the Mayor to manage the Municipality of Plaridel Traffic Management Office, and will be under the direct supervision and control of the Office of the Mayor. Their duties and responsibilities will include the following: Implement the Traffic Code; and Manage traffic concerns of the Municipality, the traffic enforcers and those [that]

may be determined by the Mayor. It is not clear if this position will be different from the Traffic Regulatory Officer currently mandated by the Traffic Management and Control Code of Plaridel. Federation of Plaridel Tricycle Operators and Drivers Association (TODA) Although the TODA is technically a civil society organization, its operations are also regulated by the Municipal Government. According to municipal regulations, all tricycle operators and drivers in Plaridel must be registered with one of the 23 TODAs, depending on where their terminals are based (see below section on TODA). The federation of TODAs is made up of all TODA presidents. They meet on a monthly basis to discuss issues related to their operations and to relay their concerns to the municipality. C) Barangays Sanggunian Barangay (as specified in the LGC, 1991, Section 391) Regulate the use of parking areas or other similar facilities constructed with

government funds; Solicit or accept monies, materials and voluntary labor for specific public works and

cooperative enterprises of the barangay for residents, land owners, producers, and merchants in the barangay

Prescribe fines in amounts not exceeding P1000 for violation of barangay ordinances; Tricycle Operators and Drivers Association (TODA) Each barangay has at least one TODA, and all TODAs have their designated terminals where their members are supposed to park and wait for passengers (see Figure 13). Benefits of joining a TODA include financial compensation if an operator is injured at work or if there is a death in the family, opportunity to attend social events organized by the TODA, and other incentives such as groceries for the drivers’ families and amenities at the terminals for the operators to use. 3.1.2.2 Transportation Plans and Programs A) National Land Transportation Office (LTO) (as specified in LTO, 2008)

Figure 13 Tricycle Terminal in Barangay Banga 1st


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The Land Transportation Office implements several important programs within each of the following areas: 1) Air Quality Improvement; 2) Intensified Field Enforcement; 3) Road Safety; 4) Quality Management; 5) Capability Building; 6) Good Governance; 7) Driver’s License Enhancement; and 8) Establishment of Driver’s License Renewal Centers. B) Municipal Traffic Plan This plan outlines five key actions that the local government and the Plaridel Traffic Enforcement Unit are supposed to undertake. These actions include: Provide relocation of loading and unloading areas for buses, public utility jeepneys,

and motorized tricycles found along the national highway; Reenact Municipal Ordinances related to the present traffic situation (this is described

in more detail later in the report); Initiate programs of works in clearing and improving the shoulders of the national

highway; Strictly enforce traffic routes, regulations and related municipal ordinances; and Assist in traffic education and awareness. Unfortunately, this plan is not yet implemented and it is unconfirmed when this plan is supposed to be in effect. 3.1.2.3 Relevant Transportation Policies This section describes only those transportation policies that are relevant to this study. Furthermore, not all aspects of the policies are covered. Only those that are applicable to this study are discussed. A) National Land Transportation and Traffic Code This national code covers a variety of transportation-related areas, including: The creation of the Land Transportation Commission, as well as their responsibilities; The requirement that all motor vehicles must be registered and the registration fees

for the different classes of vehicles; and


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Traffic rules, including speed limits for different classes of vehicles and roads, and rules for overtaking and passing, right of way and signals, turning and parking.

Philippine Clean Air Act of 1999 Under the Philippine Clean Air Act, 1999 vehicles must meet the emission standards specified in Table 4 below. Emission testing is conducted by the Land Transportation Office and vehicles must be tested each year. If the vehicles fail to the meet the standards, owners are supposed to make the required changes so that the vehicle is in compliance with the Act.


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a) For light duty vehicles, the exhaust emission limits for gaseous pollutants shall be:

Emission Limits for Light Duty Vehicles Type Approval

(Directive 91/441/EEC) CO

(g/km) HC + NOx

(g/km) PMa

(g/km)

2.72 0.97 0.14 a for compression-ignition engines only

b) For light commercial vehicles, the exhaust emission limit of gaseous pollutants as a function of the given reference mass shall be:

Reference Weight (RW) (kg) CO (g/km) HC + NOx (g/km) PMa

(g/km)

Category 1 1250< RW 2.72 0.97 0.14

Category 2 1250< RW<1700 5.17 1.4 0.19

Category 3 RW>1700 6.9 1.7 0.25

a for compression-ignition engines only

c) For heavy duty vehicles, the exhaust emission limits of gaseous pollutants shall be:

CO (g/k/Wh)

HC (g/k/Wh)

NOx (g/k/Wh)

PM (g/k/Wh)

4.5 1.1 8.0 0.36a

a In the case of engines of 85 kW or less, the limit value for particular emissions in increased by multiplying the quoted limit by a coefficient of 1.7

Fuel evaporative emission for spark-ignition engines shall not exceed 2.0 grams hydrocarbons per test. Likewise, it shall not allow any emission of gases from crankcase ventilation system into the atmosphere.

Table 4 Emission Standards for Automobiles under the Philippines Clean Air Act of 1999


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B) Municipal Traffic Management and Control Code of Plaridel The Traffic Management and Control Code of Plaridel from 1996 outlines actions and behaviours (e.g., encroachment by vehicles, buildings and vendors onto the road, obstruction, double parking, etc.) that would be considered as traffic violations. The penalties for the various violations are also defined. These violations are enforced by the local traffic enforcers as well as the municipal police. The Code also lists the responsibilities of the traffic regulatory officer, which was stated earlier. New Traffic Code A new Traffic Code is also being developed. The provisions of the Code will likely include the following: Establishing a new Plaridel Traffic Management Office (responsibilities of this office

are listed in section 3.1.2.1); Establishing a Traffic Manager position (responsibilities of this position are listed in

section 3.1.2.1); Reiterating the policy of no-parking zones, as well as stopping areas; Restating the national speed limit of 30 km/hour; Restating the fact that it is against the law to operate a tricycle for hire without

registering with LTO; Implementing new registration requirements (see next subsection); Establishing a limit of 3 passengers per tricycle; Establishing a toll fee for tricycles without a franchise issued by the municipality

each time they enter the jurisdiction of Plaridel; Establishing a penalty fee of P150-1000 or 5-20 days imprisonment for tricycle

drivers operating without a franchise, depending on whether it is a repeat offense; Requiring all drivers and riders of single motorcycles and the drivers of delivery

tricycles that do not have a roof on the driver’s side to wear a prescribed helmet, as well as an associated penalty fine for non-compliance; and

Formally adopting the National Traffic Code. C) Current and Proposed Tricycle and Jeepney For Hire Registration Systems The tricycle for hire registration system is under the responsibility of the municipality. Currently, tricycles for hire operators are legally bounded by the municipality’s Rules and Regulations of Tricycle Operators With Regards to Franchise/Permit to register with all of the following associations and agencies, and pay the noted membership/registration fees:


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One of the 23 TODAs. The one-time membership fee amount depends on the association, but it usually ranges from P1000-P5000.

Municipality of Plaridel. The annual fee is P180. This includes the cost of the franchise license (see Figure 14 above), the Municipal Tricycle Operators Permit, and a sticker.

National Land Transportation Office (LTO). Annual fee is P1100. This includes the cost of the Certificate Receipt and the cost of the emission test.

In the proposed new municipal Traffic Code, however, the registration requirements will be changed. Tricycles will have to obtain all of the following clearances and permits and pay the associated fees: Mayor’s Permit; Annual Regulatory Fee; Sticker; Road Worthiness Clearance (issued by the Plaridel PNP Traffic Division after a

police clearance is obtained); Police Clearance (after a police officer has inspected the vehicle); Barangay Clearance; and Other clearances and fees as may be required and imposed by local ordinances. With regards to jeepney registrations, the Land Transportation Franchising and Registration Board (LTFRB) is the responsible administrative body. In Plaridel, there are only two jeepney routes that pass through the municipality: the Plaridel-Malolos and Plaridel-Meycauayen routes. The current legal registration process for jeepneys involves meeting the following requirements: One-time membership registration with one of the Jeepney Operatoring Drivers

Association, dependant upon the route of operation. The fee is usually approximately P5000;

Annual permit fee of P6500. This includes the cost of the license; and Taripa fee (the document outlining the fare prices) – P550. The drivers only incur this

cost when a new revised taripa is published. In the municipality of Plaridel, there are a total of 3600 tricycles registered with the Tricycle Operators and Drivers Associations (TODA) and several thousands of jeepneys registered with the Jeepney Operators and Drivers Association (JODA) (the exact number of jeepneys could not be obtained). Some of these registered tricycles are not active, but all of the jeepneys are in operation. It should be noted, however, that these numbers do not include those that are not legally registered, which make up a large proportion (the exact number is unknown) of the total number of public utility vehicles in the municipality. Furthermore, approximately 1023 of these TODA-registered tricycles are not registered with the municipality. The number of jeepneys that are not registered with the government is unknown at this time. Those operators without all of the required permits and registrations are known as colorum drivers.

Figure 14 Tricycle Franchise and Vehicle License Plates


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As of 2008, the number of TODAs and the amount of tricycle memberships per TODA have been frozen by the municipality. This is due to the excessive number of tricycles that have been added to the streets of Plaridel in recent years, causing traffic congestion and other problems such as illegal parking and obstruction of access points. These problems are especially prevalent at the Crossing, which is the main intersection in Plaridel where Cayagan Valley Road meets Governor Jose Padilla Road. However, as noted already, there continues to be a large group of colorum drivers that are not accounted for in the municipal permitting system. Similar problems exist for jeepneys, but there is yet to be a restriction on the number of jeepney licenses. In the draft Traffic Code, there is a provision that will reduce the total number of tricycles for hire in Plaridel to either 450 or 500 (there is a typographical error in the draft code and the authors of this report were unable to get clarification on the correct number). However, the means in which this will actually be accomplished is not yet known.

D) Other Transportation-Related Ordinances

In addition to the policies stated above, the municipality has passed a number of other transportation-related ordinances. These include ordinances that require tricycles for hire to have a light in the sidecar whether or not there is a passenger; that specifies new fare prices for tricycles for hire; and that requires all tricycles for hire to have a “Plaridel” sticker on the vehicle.


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3.2 Current Land Use Situation This section discusses those aspects of the current land use situation in Plaridel that are distinct from land use governance. It focuses on developments and issues pertinent to the study framework of this report, namely climate change, peak oil, and food security. This section does not provide a narrative profile of existing land uses by type (i.e. residential, commercial, agricultural, industrial, etc.), as this can be found in other existing documents, including the older and current CLUP. Hence, the following topics will be discussed: mixed-use development within Plaridel; agricultural land conversion; the Plaridel Bypass Road; and the public market. 3.2.1 Mixed-Use Development within Plaridel Mixed-use development can be found along the main roads of relatively urbanized or higher density barangays of Plaridel, such as, Poblacion, Banga I, Tabang, and Sto. Nino. Within these areas, residential and commercial uses are found in very close proximity to one another, or at times, within the same building. Development is thus considered rather compact in these areas (Figure 15 below).

Figure 15 Mixed-Use Development in Banga I, Plaridel

Showing from left to right, an electrical store, church and residence next to one another.


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Figure 16 Ricefields with Spread Out Development in the Background, Barangay San Jose

In more remote and rural barangays of the municipality, such as Culianin and San Jose, development is more uniform, with homes, schools, and shops interspersed between rice lands and farther apart from one another (Figure 16). The only way to travel to these barangays is via a tricycle or private vehicle, as jeepneys do not run along the more rural routes. With the exception of children who walk to and from school, there are few pedestrians on the roads in these barangays. As development is relatively spread out and due to a lack of pedestrian facilities, most people use bicycles or motorbikes to travel around. 3.2.2 Rate of Land Conversion In order to obtain a comprehensive understanding of land usage within Plaridel, it is important to understand how land has been developed or converted and its social, environmental and economic impacts. Also important for this discussion are the political processes that facilitate land conversion. This following section discusses in general, the current land uses around Plaridel, but focuses on the topic of agricultural land conversion, and its implications on Plaridel’s vision of becoming an agro-industrial city. As previously mentioned, agricultural areas make up the majority, or approximately 62 per cent of the existing general land use in Plaridel (University of Philippines, 2002). The town has historically been rural-agricultural, however, with recent growth and urbanized sprawl from Metro Manila, Plaridel has undergone rapid development. The extent of this change is, in the authors’ opinion, insufficiently accounted for. To date, Plaridel has no complete or accurate documentation of the amount of agricultural lands that have been converted for other uses within the municipality. None of the departments responsible for land management, namely, the Municipal Planning and Development Coordinator’s Office, the Assessor’s Office, and the Municipal Agriculture Office, were able to provide any such record. The authors were however, able to access the following information regarding land conversion from other sources:


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Table 5 Philippine Agricultural Land Area (hectares) Converted, March 1988 – June 1995

Taken from Kelly, 1998. Table 5 shows that, according to DAR records, at least 33,707 ha of agricultural land in the Philippines were converted to other uses over a seven-year period (1988-1995), either with legal clearance from DAR, without such clearance, or with exemption from clearance. Kelly (1998) also reported that between 1995 and June 1997, there was an increase of 23,258 ha of converted lands. Table 5 also indicates that a significant portion of conversions was experienced in Region III (Central Luzon). Table 6 Land Conversion in Plaridel from 1990 to July 2008. Landowner /

Applicant Baranga

y Purpose of Conversion Date of

Approval Data

Source Area (ha)

1 Consolacion

Legaspi, et. Al

Sto. Nino/ Lalangan Commercial/ Industrial (1) 120.2663

2 Felizando Lipena Lalangan

Residential/ Commercial (1) 74.1513

3 Felipe Mardrilejo and Casimiro Madrilejo, Jr. (Rockavilla) Tabang Residential 04/26/91 (1) & (2) 4.8409

4 Rockavilla Realty and Development Corporation Tabang Residential (1) 8.5506


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5 Manila Memorial Park Cemetary Inc. rep. By Enrique Lagdameo Tabang

Memorial Park/ Industrial (2) 30.9932

6 Rockavilla Realty and Development Corp. rep. by Rodolfo Klalang Tabang Residential (1) 4.6409

7 Felsizando Lipena/Tomasito Osorio Agnaya Cockpit Arena (1) 2

8 Danilo Sanchez and Milagros San Juan Bulihan Piggery/ Industrial (1) 3.858

9 Danilo Sanchez and Milagros San Juan Bulihan Piggery/ Industrial 03/05/93 (1) & (2) 3.659

10 Sergio Ortiz et al rep. by Atty. Rosario S. Bernaldo

Banga I, Tabang Residential 03/27/98 (2) 40.9186

11 Fil-Estate Properties Inc. rep. by Atty. Nichol A. Aquino Sta. Ines Residential 02/01/01 (2) 12.9498

12 Viceroy Land Inc. rep. by Evangaline A. Francisco Banga Residential 12/13/04 (2) 3.157

13 Willins Sales Inc. rep. by Elmer de Leon Banga Commercial 09/28/05 (2) 1.5176

14 Josephine SL. Castro et al. Rep. by Evangaline A Franc Banga I Residential 10/13/05 (2) 3.0907

TOTAL 314.5939


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Sources: 1 Executive Legislative Agenda (ELA), 2004. Resolution No. 56_2004: Adopting the

executive legislative agenda of the Municipality of Plaridel, Bulacan.

2 Provincial Agrarian Reform Office (PARO), 2008b. Listing of conversion with order in the Province of Bulacan from 1990 to July 31, 2008. It should be noted, however, that there were several data gaps within this document, as the area of land conversion was not available for some of the titles/lots listed under certain applicants. For instance, Manila Memorial Park was listed without the amount of ha converted. Additionally, the total ha of legal conversions documented amounted to approximately 70 ha between 1990 and July 2008. The authors question the accuracy of this data, however, as study (1) was able to account for over 250 ha of land conversion in Plaridel by 1996.

The table above shows that the majority of agricultural land was converted into residential uses, particularly, subdivisions, most of which are concentrated in Barangays Tabang and Banga I. It is difficult to deduce when most of these conversions took place, as the dates of approvals were not provided for all accounts, particularly in data source (1). Furthermore, the above data does not reflect illegal land conversions. DAR A.O 1, 2002. None of the officials neither from PARO nor within the Municipality of Plaridel were able to provide this exact information. During an interview, one official from the PARO did express, however, that there is potentially more than 70 ha of illegal conversions in Plaridel. Interviews with other municipal officials also revealed that the illegal conversion of agricultural land is a common problem in the municipality. Often times, landowners-developers will prematurely convert agricultural land by intentionally depositing and compacting various layers of gravel and/or other sediments onto the land and leaving it idle for at several years. This is done in order to render the land agriculturally unsound and unproductive, and therefore determined as having significantly greater economic value for residential, commercial or industrial purposes as stipulated under CARL, DAR A.O 1, 2002 and the LGC, 1991. A review of past land reclassification applications from landowners/developers provided by the Municipality Agriculture Office revealed that merely a fine of five thousand (5,000) pesos is imposed upon the applicant for the premature deposition of sediments onto agricultural land. In some cases, the premature construction of structures is detected upon site inspection, prior to any development, reclassification or conversion authorization. Additionally, the interviewees from MAO, MPDC and PARO all disclosed that to date, they have yet to deny any application for the development, reclassification or conversion of land. Additionally, it was revealed that in practice, and in spite of regulations aimed at protecting agricultural land, developers often use financial means to circumvent these legalities. For instance, some developers choose to make bonus, undocumented financial contributions towards the municipality, in exchange for zoning clearance.


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3.2.3 The Plaridel Bypass Road Project 3.2.3.1 Background & Rationale

The thrust for various road projects to improve and expand the road network around Metro Manila and its surrounding regional growth pole cities was a response to the burgeoning problem of increased road traffic due to urban expansion, as well as deteriorating road conditions as a result of natural calamities since the middle of the 1980s (KEI and YEC, 1999). The Pan-Philippine Highway (PNP) is a 3,500km network of roads, bridges, and ferry services that connect the islands of Luzon, Samar, Leyte, and Mindanao in the Philippines (Figure 17). It was built in 1965 and later renovated in 1997 with the cooperation of the Japanese government, and was thus dubbed as the Philippine-Japan Friendship Highway. Recently, however, this highway has now adopted a third name, the Daang-Maharlika Highway (for the purposes of this report, “PNP” will be used). Traffic congestion along the surrounding core urban areas of the PNP, particularly at growing urban centers beginning about 40km north of Metro Manila, from Sta. Rita to Plaridel and San Jose in Bulacan Province, has become a serious issue. It is exacerbated by the increasing amount of slow and disorderly moving tricycles and jeepneys in those areas (KEI and YEC, 1999). The Government of the Philippines made traffic diversion from the PNP a priority issue and through the Department of Public Works and Highways (DPWH) began studies on the upgrading of the inter-urban highway system along the PNP in 1998. By December 2002, DPWH through the financial and technical assistance from the Japanese International Cooperation Agency (JICA), completed the detailed design of three bypass roads. These include the Plaridel Bypass Road in Bulacan (22.65km long), Cabanatuan City Bypass Road (34.25km long) and San Jose City Bypass Road in Nueva Ecija (7.98km long). Collectively, the project is known as the Arterial Road Bypass Project (Figure 18), covering a total of 64.88 km road length. It is envisioned that the completion of the Arterial Road Bypass Project will achieve the following objectives: Restore the road function of the PNP which is the most important arterial road in the

country; Provide fast, affordable, safe, comfortable and reliable means of transportation; Mitigate serious traffic congestion at existing urban sections; Provide easy access between Metro Manila and the northern parts of the country NB: Please note that the scope of this report will focus mainly on the Plaridel Bypass Road (or Plaridel Bypass for short).

Figure 17 Pan Philippine Highway


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3.2.3.2 Partners Involved & Responsibilities: Department of Public Works and Highways (DPWH)

o Main government agency responsible for acquiring the land for RROW, construction, and maintenance of road once constructed.

o Partial funder (acquistion and compensation of land for RROW) Katahira & Engineers International (KEI)

o Lead consultants in designing the project o Responsible for overall consulting services including discussion, negotiation,

and coordination with DPWH, LGUs, JBIC, and other agencies concerned (KEI, 2008)

o Work in association with seven other engineering and infrastructure consultancies and management groups

Japan International Cooperation Agency (JICA) o Provide financial and technical assistance

Japan Bank Inter Corporation (JBIC) o Partial funder

3.2.3.3 Plaridel Bypass Project Description Originally, the project was designed with a road right of way (RROW) of 55 meters but has now been scaled down to 35 meters wide due to “budgetary problems” (KEI, 2008). Although there is no stormwater management system to be implemented, provisions for a drainage system of the bypass include the “installation of RC pipe culverts, RC box culverts, wingwalls, head walls, lined ditches, slope protection and other drainage structures” (KEI, 2008). Plaridel Bypass (Figure 19) Covers a total of 22.65km in road length (4-lane) Includes ten bridges 1.57km in length Two new Access Roads, 3.31km total in length (2-lane)

o Access Road No. 1 in Balagtas o Access Road No. 2 in Barangay. Parulan, Plaridel

Begins with an interchange in Barangay. Burol (Figure 20), Balagtas connecting the North Luzon Expressway (NLEX) to the bypass, then passes through the Muncipalities of Guiguinto, Plaridel, Bustos, and ends at San Rafael

The bypass road will replace approximately 21 ha of existing agricultural land in Plaridel


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Figure 18 Arterial Bypass Project

Source: KEI, 2008


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Figure 19 Plaridel Bypass Road

Source: KEI, 2008 3.2.3.4 Road Right Of Way (RROW) Acquisition One of DPWH’s main responsibilities during the pre-construction stage is to acquire lands for RROW and compensate the necessary landholders for the construction of the Plaridel Bypass. The Provincial Appraisal Committee (PAC) of the Provincial Assessment and Treasury Office conducts land surveys and appraises the price of the land based on PAC Resolution No. 2005-019 that outlines the reasonable market value – based on sales data and and opinion values – of lands, plants, and fruit-bearing trees, and crops within Barangays Bulihan, Bagong Silang, Parulan and Banga II of Plaridel (PATO, 2005). The value of structures is at the discretion of the engineer who conducts the survey. Total Affected Lots: 229 Paid 19 Free Patent 75 On-going negotiation 135 Total No. of Claimants: 202 As of July 2008, the RROW acquisition of lots for the Plaridel Byass is estimated at 44% accomplished.


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3.2.3.5 Phasing & Projected Timeline

The entire project is divided into two major stages with various phases, contract packages* as follows:

1) Initial Stage: Construction of 2-lane Bypass (JBIC loan PH-P236 secured since August 2004 for Consultancy services)

Phase I: Priority Contract Packages (CP) CP I of Plaridel Bypass to begin early 2009 and completed by the end of 2011

i. 6.6 km Road across Banga II, Parulan, and Bulihan ii. Access Road No. 2, 2.4 km in length in Parulan

CP II of Cabanatuan Bypass CP III of Cabanatuan Bypass

Phase II: Remaining Contract Packages (Future Loan Package) a) CP II, III & IV of Plaridel Bypass b) CP I & IV of Cabanatuan Bypass c) San Jose Bypass

Ultimate Stage: Widening to a 4-lane divided Bypass Road (Future Loan Package)

Burol Interchange

Figure 20 Burol Interchange, Balagtas


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* The Plaridel and Cabanatuan Bypass roads are each divided into four different contract packages (CP), to be constructed in either Phase I or II.

Source: KEI, 2008

INITIAL STAGE

Figure 21 Initial Stage of the Plaridel Bypass Road

ULTIMATE STAGE

Figure 22 Ultimate Stage of the Plaridel Bypass Road


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Source: KEI, 2008 3.2.3.6 Cost Civil Work Cost – 1.5 billion Pesos RROW Acquisition - 110 million Pesos Estimated Land Acquisition Cost of the Plaridel Bypass

Table 7 Estimate Land Acquisition Cost of the Plaridel Bypass

Source: KEI, 2008

Figure 23 Timeline for the Plaridel Bypass Road Project


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3.2.4 Public Market

Figure 24 Plaridel Public Market, Banga I

Rebuilt in 1994 after a fire gutted its old structure, the Plaridel Public Market (Figure 24) is located in the central and busiest part of the municipality, by the “Crossing,” or the Cagayan Valley Road (aka the Pan-Philippine Highway) and Governor Jose Padilla Road. Once a popular destination and an affordable supplier of dried goods and produce for Plaridelenos, the market has suffered a declining number of shoppers, both from out of town and local consumers over time. Table 8 below compares the number of empty and operational stalls in the market from 2004 to 2008. Table 8 Number of Non-Operational vs. Operational Stalls within the Plaridel Public Market from 2004 to 2008

Year Empty Stalls

Operational Stalls

Total Stalls

2004 106 729 835 2005 115 720 835 2006 118 717 835 2007 130 705 835 2008 115 646 761*

* The reduction in the total number of stalls in 2008 is possibly attributed to the removal of a section within the market for renovation purposes.

Source: Public Market Office, 2008


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The average proportion of operational stalls each year is approximately 86% of the total number of stalls. The public market experienced a steady increase of empty stalls between 2004 and 2007. This is largely attributed to the establishment of Walter Mart (Figure 25), a shopping mall, supermarket and movie theatre complex situated less than one kilometer away from the market, in 2006. As such, the darker and poorly ventilated market is unable to compete with the lights, sounds, and air-conditioned comforts of Walter Mart. Vendors have been unsuccessful at maintaining a steady income, thus, contributing to the in the annual decline in revenue collection at the public market shown in Table 9 below. Table 9 Comparative Revenue Collection Report

Year 2004 2005 2006 2007

Total (Pesos) 7,903,441.35 8,197,607.80 8,099,072.95 7,917,042.35

Source: Office of the Economic Enterprise, n.d. Plaridelenos who still visit the market the most are those from the immediately surrounding barangays of Poblacion and Banga I. The residents from far away barangays who cannot afford the tricycle fare, such as Culianin, opt to frequent the barangay tiangge, or flea market, instead, centrally located adjacent to the Culianin Barangay Hall. Tiangges are able to meet their needs for fresh and dried goods, with both local non-local vendors selling there. Farmers in Culianin also cannot easily access the public market, as there is the lack of a much-needed farm to market road, extending approximately over 10 kilometers in length. As an alternative, people from Culianin revealed that they often ride their bikes across the Angat River to the public market of the nearby Municipality of Pulilan.


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Figure 25 Walter Mart

Lastly, a lack of adequate parking facilities within and around the public market also contributes to its declining popularity. Discussion of the traffic and parking issues is found in section 3.3.4 of this report.


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3.3 Transportation In this section of the report, various aspects of the transportation situation in Plaridel are discussed. Once again, these issues are distinct from transportation governance. The five transportation topics discussed include the following: public transportation; private transportation; pedestrian and bicycle facilities; traffic congestion; and traffic safety. 3.3.1 Public Transportation 3.3.1.1 Tricycles and Jeepneys Motorized tricycles and jeepneys (Figure 26) are popular in Plaridel as they are relatively affordable, convenient and accessible. However, the high number of motorized public utility vehicles on the road, combined with the lack of catalytic converters on these vehicles and the fact that many vehicles do not actually meet the emission standards of the Philippines Clean Air Act, has led to the deterioration of air quality in

Plaridel. At this time, air quality has not yet been measured or monitored. Therefore, little is known about the actual concentration of air pollutants in the air and few actions have been taken to reduce emissions. The cost for a ride starts at P10 for tricycles and P8.50 for jeepneys, and students and seniors get a discounted rate of P8. The final cost depends on the distance of the trip, and the municipality has a list of set fare prices that the tricycle and jeepney drivers are supposed to follow. However, it has been found that many tricycle drivers often ask for more than the set price, especially with the recent price hikes for fuel. Supposedly, the TODAs are tackling this issue, but the interviews conducted with different passengers have confirmed that this problem is still very common. 3.3.1.2 Pedicabs and Buses

The more traditional non-motorized pedicab is also another type of public utility vehicle, but is now relatively underutilized in Plaridel. Due to the convenience of the motorized tricycle and jeepney, pedicabs have been largely abandoned in the recent decades (Figure 27). However, the Rocka Village subdivision in Barangay Tabang has banned tricycles from the area due to the noise and air pollution and is now only using pedicabs (there is no jeepney route in that area).

Pedicabs are also commonly used to transport goods or by vendors to sell food (Figure 28).

Figure 26 Tricycle and Jeepney at the Crossing

Figure 27 The Traditional Pedicab (right) Versus. the Modern-Day Tricycle

(Photo Credit: Danielle Blonde)


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The Baliwag Transit bus, which is the one of the most common ways to get to Metro Manila, is the only bus that stops in Plaridel. Moreover, it only stops at the Crossing. As a result, travelers who need to use the bus often need to ride a tricycle or jeepney to get to the Crossing, thus requiring them to pay two sets of transit fares. The fares for pedicabs and the Baliway Transit bus are unknown at this time. 3.3.2 Private Transportation Motorcycles are also common in Plaridel. They allow people to travel longer distances without having to rely on jeepneys, tricycles, or buses. Unfortunately, motorcycles are one of the most common vehicles found in traffic accidents, and riders often do not wear protective helmets. Private passenger vehicles are more expensive and are therefore usually owned by the professionals such as the lawyers and doctors, as well as the upper classes of society. Although they are fewer in number, however, they also contribute to the traffic congestion and air pollution problem, especially along the Cagayan Valley Road during rush hour, when commuters travelling along the National Luzon Express highway enter Plaridel to access the other surrounding municipalities. Figure 29 clearly illustrates how a large proportion of the traffic along Cagayan Valley is made up of passenger vehicles.

Figure 28 Pedicab Vendor (Photo credit:

Danielle Blonde)


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Figure 29 Average Daily Traffic on Cagayan Valley.

The numbers presented are from a seven-day 24-hour traffic count study that was conducted on Cagayan Valley Road, close to Walter Mart. Original source: DPWH (n.d.).

3.3.3 Pedestrian and Bicycle Facilities 3.3.3.1 Pedestrian Facilities Along streets such as Governor Padilla Road and Cagayan Valley Road in front of the public market, there are sidewalks for pedestrians (see Figure 30). However, along most of the other roads in Plaridel, no sidewalks exist. Where sidewalks do exist, they are usually narrow and in many sections, and there is encroachment by businesses, residences, and vegetation. Tricycles and jeepneys also often use the sidewalks as parking facilities. There are also few crosswalks, and many of those that have been painted have been washed away in a short period of time (Figure 31 below). For example, there was a crosswalk painted at the Crossing, but it was washed away after ten days.

Figure 30 Pedestrian Sidewalk on Governor Jose Padilla Road


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As walking is not a cultural norm, until the recent escalation in the cost of petroleum, few people have chosen to walk to their destinations even if the travel distance is short. However, the recent increases in fuel costs have made frequent or long trips on tricycles less affordable, as the drivers commonly demand even higher fares than those prescribed on the taripa to help offset the high price of fuel. Therefore, some of the key informants interviewed have chosen to traverse short distances by foot or by bike.

3.3.3.2 Bicycle Facilities Some roads are well paved, wide, and suitable for cycling. Examples include Cagayan Valley Road, south of the Crossing. However, in many areas such as Culianin, there are many potholes and cracks on the road and the road is narrow. At the moment, there are no bicycle routes or lanes in the municipality. There are also no dedicated bicycle racks. 3.3.3.3 Road Connectivity There is good road connectivity in some of the residential subdivisions, thus shortening the distances that pedestrians and cyclists have to travel. However, in many other areas, there is poor road connectivity. The roads do not intersect with each other but simply reach a dead end. 3.3.4 Traffic Congestion As mentioned already, there is a traffic congestion issue in Plaridel. This is due to a combination of the following factors:

High number of tricycles and jeepneys on the roads; Illegal parking by tricycle, jeepney, and private vehicle drivers; Jeepneys slowing down at undesignated points to load and unload passengers; Encroachment of businesses, residences, and vegetation onto roads and

sidewalks; High number of commuters traveling to and from Manila, some of which live

in Plaridel and others who live in surrounding municipalities but need to drive through Plaridel to access their community; and

According to the Traffic Plan (n.d.), the “bottleneck of traffic runs through Cagayan Valley Road from [the] NLEX exit in Sta Rita, Guiginto, Bulacan, intersection of Cagayan Valley Road and Plaridel-Pulilan Diversion Road up to the Plaridel Public Market in Barangay Banga I.” (Figure 33 below). As noted by the CLUP, 1999-2004, and

Figure 32 Bicycle in Plaridel

Figure 31 Street Showing Washed-Out Pedestrian Crossing, Plaridel


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by the Traffic Plan, there are already regulations that have designated specific areas for loading and unloading of passengers. However, the regulations are largely ignored by jeepney operators. This older version of the CLUP also identified three needs that should be addressed quickly: 1) to have a re-routing scheme for these areas so that the ease of traffic flow could be enhanced; 2) to decongest the parking area around the public market; and 3) to establish a terminal for passenger jeepneys, tricycles, and a common stopping point for loading and unloading. One of the anticipated benefits of the national Plaridel Bypass Road is that it will help address the first of these three issues. In response to the congestion problem at the Crossing, the municipality has put a restriction on tricycle access to the public market along Cagayan Valley Road. Between 7:00 am to 7:00 pm, tricycles cannot proceed northbound along Cagayan Valley Road past Governor Jose Padilla Road. While this has relieved some of the congestion at the Crossing, however, illegal parking by jeepneys and tricycles going southbound continue to be a problem. With regards to the common terminal, there are now discussions within the municipality of establishing one at Walter Mart. The plans, however, are still preliminary and there has yet to be an implementation plan to be laid out.

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Figure 33 Traffic Congestion Zones in Plaridel


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3.3.5 Traffic Safety 3.3.5.1 Traffic Safety Measures In addition to sidewalks and crosswalks, a number of traffic safety measures have been implemented in the municipality. These include speed bumps, widening of roads, signage around school areas to inform drivers to slow down and to warn drivers of dangerous curves, and traffic enforcers to help direct traffic. There are also two sets of traffic signals, but one of them (at the Crossing) has been out of commission for the past several years. Overall, there also appears to be a lack street lighting on the roads. At night, many of the roads are only illuminated by lights in nearby buildings and by vehicle headlights. The responsibility of implementing the safety measures mentioned above for municipal and barangay roads lies with the Engineering Office of the municipality. However, it has been found that such measures are typically only installed when requested by the barangays or by the public. The municipality does not usually install safety measures by its own accord. 3.3.5.2 Common Traffic Violations Common traffic violations include obstruction, overloading, disregarding traffic officer and disregarding traffic signs, illegal parking, driving under the influence of liquor, and no license. Citation tickets are given out and the cost of the tickets range from 100 to P1000. However, there are many cases where violators would ask government officials for exemption from paying the ticket, claiming financial hardship and an inability to pay the ticket. As reported by the study’s key informants, many officials often grant these exemptions. 3.3.5.3 Traffic Enforcement Currently, there are twenty-three traffic enforcers and twenty of them are organized into five teams of four that are stationed at three key areas around the municipality. At any given time, there is one team that has their day of rest, and another reserve team that stays at the public market. The three key stations are: Rocka Village, which includes Rocka II, the Shell Gas station, the Rocka Complex

intersection, and at MA. Lourdes; Walter Mart, which includes Caltex gas station, the entrance of Walter Mart, and the

Walter Mart intersection; and The Crossing, which includes Planter’s Bank, the crossing intersection, and the public

market.


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The enforcers stationed at the public market can be deployed to other locations and their main form of contact is the telephone. However, only the Walter Mart and public market stations have phones. The other locations only use cell phones. The other three enforcers that are not part of the teams are located at Tabang Elementary School, at the intersection between St. James Church and the Municipal Hall in Barangay Poblacion, and in front of the HBC health and beauty store next to the public market. The traffic enforcement team has expressed an interest to hire four additional enforcers. The additional staff would allow them to have more days of rest, and another enforcer at Barangay Banga II, where St. Francis and Banga Elementary Schools are located. The municipal police force is also involved in enforcing traffic safety. They also issue violation tickets and each month, they provide the national police department with a report highlighting some of the past month’s traffic violations and accidents. Only a selective group of accidents are reported to the region, and the criteria used to select the cases to be highlighted are at the discretion of the chief investigator.

Chapter 4 Key Assets and Challenges to Sustainable Transportation and Land Use Planning

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4. KEY ASSETS AND CHALLENGES TO SUSTAINABLE TRANSPORTATION AND LAND USE PLANNING This chapter presents an analysis of the study’s findings through the lens of the study framework. It is again organized into three main sections: governance, land use, and transportation. 4.1 Governance In examining land use and transportation governance in Plaridel, there are several key common issues that have emerged. These common issues are first discussed in this section, followed by a more thorough discussion of the issues that are specific to land use and those that pertain exclusively to transportation. 4.1.1. Common Governance Issues The findings of the interviews and literature review have pointed out several critical and persistent issues regarding governance within the municipality of Plaridel. These issues include the following: Communication and coordination; Decision-making processes and powers; Collection of updated information; Monitoring and evaluation programs; Skills and capacities; Being reactive vs. proactive. Firstly, it is rather obvious that there is limited communication, coordination, and information sharing between departments within the municipality, between different levels of government (e.g., between the municipality and the province, and between the municipality and the barangays), and between the municipality and the public. Throughout the study there have been many instances when the information provided by different departments of the municipality and between different levels of government have conflicted with each other. There have also been many cases when one department does not have a clear idea of what is being done by another related department. For instance, MPDC does not have any updated information regarding the Plaridel Bypass despite the fact that there are monthly progress reports produced by KEI that are submitted to DPWH. The only information that has been available to MPDC is a feasibility study that was conducted in 1999. Hence, it is concluded that information sharing between government agencies is irregular, inconsistent, incomplete, and often inaccurate. Secondly, there is a lack of a structured decision-making process. The power to make decisions appear to reside in the hands of a few higher-level government officials, who are often the more wealthy business and landowners The criteria used to make decisions are not always consistent and tend to vary from one department to another or from project


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to project. Instead, decisions are often based on subjective judgment. For example, there are general requirements that applicants need to meet for land reclassification. However, the evaluation criteria used for such applications are not clearly laid out. The fact that there is a lack of data and many programs are not able to sustain themselves also points to an urgent need for more research to be done, as well as for more monitoring and evaluations of programs to be conducted. For example, there is no government department that has a complete picture of the amount of agricultural land that has been converted to other uses, particularly with regards to illegal conversions. In addition, there is no systematic method of storing and managing data. Thus, for this study it has been difficult to locate the necessary data to get a realistic picture of the current land use and transportation situation. One contributing factor for the lack of data is that LGU officials often do not have the initiative to collect and update data. The need for such information is considered irrelevant or unimportant for land and transportation management within each LGU’s jurisdictions. At other times, “limited funding” is often the barrier. Overall, there is little effort placed on ensuring that the responsible departments have the sufficient technical and soft skills, as well as technological resources, to collect and manage data. This is a systemic problem that needs to be addressed immediately. Lastly, there is a general tendency for some responsible government officials and government councils to be reactive versus proactive. For example, through the interviews conducted, it has been found that some of the government committees do not meet on a regular basis to plan and guide future developments and activities. Instead, the committees only meet when there is an issue to respond to. Such an approach does not allow the government to plan out sustainable programs and projects, and it does not force the committees to think about the synergistic impacts of projects and programs.

4.1.2 Land Use Governance It is beyond the scope of this study to provide a full analysis of all national regulations and plans governing land use. The focus largely remains at the municipal level. However, relevant national policies previously mentioned are discussed with respect to their direct impacts on municipal land use. As such, this section provides an analysis of agricultural land reclassification and conversion regulations, as well as Plaridel’s CLUP and proposed spatial strategy. 4.1.2.1 Plans and Frameworks Development strategies at the national, regional, provincial and municipal level all point Plaridel and its immediate region towards agro-industrial development. As the visions are congruent with one another, Plaridel can seize this as an opportunity for intergovernmental partnership and support in implementing its own vision. The Municipality should explore these networks for resources and funding opportunities. On the other hand, while the plans and frameworks call for “agri-industrialization”, with linkages to be established between industry and local agricultural producers, the


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mechanisms for creating these linkages are not spelled out. Indeed, the sectoral focus of the plan leaves little space for such linkages. According to Kelly (1998), agri-industrialization, it seems, has come to mean industrial development located in agricultural areas rather than the formation of functional linkages between the two sectors. 4.1.2.2 Land Reclassification and Conversion As outlined in Chapter 3, land use zoning and conversion is governed at the local and national government levels, respectively. However, in practice, there are also a number of other political factors that highly influence the process. This section analyzes the relevant regulatory frameworks, while drawing on information gathered from personal research as well as findings from a related study done by Kelly (1998) on the politics of land use conversion in the Philippines. A fatal problem regarding the national regulations on the protection of agricultural land is that it inherently favors land conversion. The lack of stringent measures and use of vague and flexible criteria in determining when lands “cease to be economically feasible and sound for agricultural production, or [when] the locality has become urbanized and the land will have a greater economic value for residential, commercial or industrial purposes” (Section 65 CARL), create contradictory means to the legislation’s original intent of protecting national agricultural assets. When immediate financial gain and economic values such as these are at the forefront of the decision-making criteria, agricultural uses and long-term social and environmental gains – that are priceless – are easily discounted. The CARL and LGC are frequently circumvented and undermined by developmental strategies geared towards residential, commercial or industrial growth – land uses with far greater revenue-raising potential than agricultural production (Kelly, 1998). These ineffective policies do little to protect the country from a severe food shortage crisis (Kelly, 1998). For example, nowhere is it explicit in the DAR Rules on Land Conversion (DAR AO No. 1, 2002) that the priority development areas and projects are prohibited from developing on any of the non-negotiable or highly restricted areas of conversion, nor does the AO indicate what is to be done if such a contention should ever arise. Even when the moratorium on land conversion of SAFDZ between 1998 and 2003 was in effect, the AO still allowed for conversion of 5% of those lands “upon compliance with existing laws, rules and regulations” (Section 7.2 DAR A.O No. 1, 2002). Section 8.3.2 further specifies that conversions of lands within SAFDZ “shall take into account [that] the area to be converted in use is not the only remaining food production area of the community (DAR A.O No.1, 2002). Hence, conversions within protected areas are allowed, up until the last remaining source of food production exists. This is fundamentally unsustainable. Presently, however, there is a moratorium on conversion of NPAAAD lands (DAR A.O No. 226 and 226-A) that is valid until mid-2010. Although this directive appears to be a good effort in preserving rice supplies, its short-lived order of two years will do little to


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ensure long-term and sustainable food security. Non-NPAAAD areas are still eligible for conversion, i.e. agricultural lands that are idle or non-irrigated. However, as was discussed in the previous chapter, landowners sometimes prematurely deposit sediments on their land, essentially rendering NPAAAD or irrigated areas eligible for conversion. The directive, ironically, still does not offer any strong deterrence to illegal conversions. The approval of agricultural land conversion to residential and commercial use by Sergio Ortiz et. al in 1998 of approximately 40 ha of land in Barangays Tabang and Banga I, Plaridel (refer back to Table 6 in Section 3.2), is another example of the regulations lacking real impact on agricultural land protection. In reviewing the Order of Conversion awarded by DAR for the said parcels of land, it was found that “the property applied for conversion [was] covered by the DA’s Network of Protected Areas for Agriculture” (DAR, 1998). However, because “the property is located in the urbanizing zone dominated by built up areas,” the DAR found it eligible for conversion. Protection of agricultural areas proves to be meaningless if the areas are surrounded by “urban development.” The sight of idle lands in Plaridel is not an uncommon one (Figure 34). The CARL accelerates the process of conversion by making it an attractive option for landlords to remove their tenants and simply paying them disturbance compensation, then letting the land sit idle (Kelly, 1998). Leaving a farmer to continue to cultivate the land would create difficulties in obtaining a non-agricultural zoning from the LGU (Ibid). Thus, the agrarian reform laws that are supposed to redistribute land (and power) back to the tenants are the very means in which they are inadvertently displaced. This process needs to be recognized as a form of social exclusion, where invariably the educated landlord with higher social status, sufficient resources to seek legal counsel and pay off tenants or government officials, comes out on top (Ibid). However, farmers are sometimes willing to sell their tenancy rights for attractive compensation packages when only marginal profits are being made from rice cultivation (Ibid). Additionally, there is a very weak attempt within regulations to involve meaningful civil society participation in the process. The loose requirement for the developer to post a public billboard (DAR A.O No. 1, 2002) does not encourage dialogue amongst all stakeholders or affected parties. There are only procedures provided for filing written protests after the developer has already submitted an application for conversion. The opposing parties are given only a limited time of approximately one month to do so. Even though final conversion authority rests with the Department of Agrarian Reform at the national level, it is the local government unit that has the powers to zone and rezone, or in other words, designate the uses allowed on a piece of land within its jurisdiction, before conversion can occur. It is at the local level that these key decisions are made and

Figure 34 Idle Land in Plaridel


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the practical policies are activated (Kelly, 1998). Under the Local Government Code 1991 local officials have the power to certify the quality, productivity, and profitability of agricultural land. It is therefore critical that municipalities recognize the gaps within higher-level policies, and are empowered to govern land use wisely in order to enhance the welfare of its constituents by protecting the municipality from an inevitable food crisis. Unfortunately, because Plaridel’s CLUP isn’t actually approved by the Province yet, it stands on very weak grounds to even attempt to zone land use in a sustainable manner. The LGC allows considerable flexibility in interpreting zoning by-laws and therefore determining land uses. The LGC also assumes an efficient bureaucratic system already exists, which in reality is rarely the case. Other studies (e.g. Kelly, 1998) and personal interviews suggest that rezoning decisions often involve bribery and kickbacks. The conversion process may be abused by local officials who may certify land as agriculturally unproductive and that farmers on the land have been compensated, when the opposite is true (Ibid). A consequence of these weak regulations is the blatant disregard of the law, as evidenced in the illegal conversions that occur. Taking a look at Table 5 again for example, one can clearly see there were conversions, irrespective of their disapproval (* below).

Although there is no official documentation in Plaridel, government officials themselves admit to the rampant problem of illegal conversions. The CARL and LGC provide little threat for punishment and thus, are unsuccessful at deterring people from illegal conversions, nor do they provide effective means of monitoring and enforcement. In order to overcome these regulatory deficiencies, the municipality would need to make it a priority to reject reclassifications of agricultural lands, in particular, those areas outside the existing urban centers of Plaridel. It would need to determine more stringent criteria for doing so and provide enforcement of zoning that would continue development in a high density, compact, mixed-use manner in their urban cores to prevent further sprawl onto agricultural land. Means for active public involvement also need to be


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included throughout this process. In doing so, Plaridel would truly be adopting its own vision of becoming a clean and green agro-industrial city with empowered citizenry. 4.1.2.3 CLUP and Proposed Spatial Strategy In examining the CLUP, it is found that it makes clear connections between the municipal land use plan and the regional and provincial land use plans. The implementation schedule of the CLUP also provides a much needed action plan to help ensure the proposed spatial strategy is realized. However, there are several aspects of the development process and content of the CLUP that could be improved. One such area is the accuracy of the baseline data used. As the plan’s implementation period is supposedly 2002-2012, the baseline data used should be from 2001 or 2002, and not from 1999. The fact that the baseline data is several years old may have resulted in inaccurate information being portrayed in the physical and socio-economic profile, and this may have affected the development of the spatial strategy. When developing a land use plan, it is important to have updated and accurate baseline data as it serves as the foundational basis of the plan. Future plans are dependent on existing trends and conditions. Secondly, it is found that the development process of the CLUP could have had a stronger participatory component. As noted earlier, the only opportunity the public had to participate in the CLUP development process was at the first visioning workshop. At the subsequent two meetings, only municipality and barangay officials were invited. This meant that there was little opportunity to verify the information used for the CLUP with the public, and there was limited opportunity for the public to provide feedback on the spatial strategy that was chosen and adopted by the Sanggunian Bayan. Thus, there is an inconsistency between the municipality’s mission statement, which calls for “multi-sectoral participation that can foster cooperation in realizing the municipality’s development programs and in the delivery of basic social and economic services” (Vistan, 2008) and the actual process that was followed in the development of the CLUP. A third area that requires closer examination is the choice of the growth concentration zones (which are Barangays Tabang, St. Nino, Poblacion, and an area that crosses Barangays Culianin and San Jose.), as well as the proposed growth drivers for each zone. While the reasons for adopting a multi-nodal strategy are sound, there are several important issues that appear to have been overlooked. For example, in the case of Tabang, the proposed development driver is an industrial estate and this does not coincide with the current land use pattern. Currently, Tabang is a heavily populated area that consists of residential and commercial buildings, and there are few idle lands left. Thus, the possibility of locating an industrial estate in the barangay would be difficult and possibly even detrimental to the health of the community. The only jobs that would be created are labour-intensive low-paying and unstable jobs. If the municipality wishes for the community members’ lives to improve and for residents to work locally instead of commuting to other urban centres such as Metro Manila, more high-skilled job opportunities should be created instead.


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The idea of using Culianin and San Jose (which is an Agrarian Reform Community) as a growth centre is also troubling. Both barangays are dominated by rice fields, other agricultural productions, and small cottages involved in the sewing business. If the area is converted to residential use, a large area of valuable agricultural lands would be lost. This would further contribute to the food shortage issue that Plaridel is currently facing and contradict the municipality’s vision of becoming an agro-industrial community. If Plaridel continues to convert their agricultural lands into other uses, there will be no more agricultural lands to support an agro-industrial economy. We do, however, agree with the idea of using a commercial area as a development driver for Sto. Nino. We feel that this may be appropriate for the area if the intention is to densify it. Most of the area of Sto. Nino is currently occupied by a residential subdivision, so reclassification of some of the land would be necessary. However, it may be possible to establish a successful commercial area without having to sacrifice too much residential space. It should be noted, however, that adopting a multi-nodal strategy should still be encouraged as it does have many merits. It prevents urban sprawl, facilitates the delivery of services such as education, health, and transportation, and protects environmentally sensitive and agricultural areas. Thus, the question is not whether a multi-nodal strategy should be established. It is a question of where the nodes should be placed and what economic drivers should be used to promote their growth. It should also be noted that a number of the zoning ordinance provisions are vague and therefore leave a significant amount of room for interpretation. If the municipality’s intention is to use the zoning ordinance to help implement the CLUP, then the provisions need to be significantly revised and expanded to ensure that all gaps and loopholes are minimized. 4.1.3 Transportation Governance With regards to transportation governance, it is found that the high number of TODAs is not conducive to building a well-coordinated and well-maintained system. In fact, it appears there is little cooperation between the TODAs and barangays, especially with regards to such issues as preventing colorum drivers from operating and improving tricycle facilities and infrastructure on a municipal-wide level. The inconsistent TODA membership fees and benefits also create an imbalance between the different TODAs. In addition, the current tricycle for hire registration system is found to be tedious and inefficient. Upon review, the proposed new registration system appears to be even more complicated and time-consuming. Requiring a tricycle driver to register with a TODA, the municipality, and with LTO deters operators from getting all of the necessary licenses and permits. Thus, the current and proposed registration system does and will likely continue to encourage the proliferation of colorum drivers.


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This leads us to the issue of decreasing the number of tricycle and jeepney licenses. The current freeze on the number of tricycle licenses and TODAs is not enough to relieve the issues related to the high number of tricycles on the road network. Air pollution and greenhouse gas emissions will not decrease, and the reliance on fossil fuels will remain largely the same. However, the limit of tricycles proposed in the new municipal Traffic Code appears to be a drastic reduction from the current number. It is unrealistic that the number of tricycles can be reduced from 3600 to 450-500 in a short amount of time. The current effort placed on catching colorum drivers is also not enough to deter them from continuing to operate without the proper licenses. The draft new municipal Traffic Code proposes a new penalty scheme to reprimand violators. However, if there is no increased physical effort placed on finding these colorum drivers, the new penalties will have little impact on improving the current situation. Colorum drivers will also need an alternative livelihood and source of income once they stop driving. It should be noted, at this time, that the new municipal Traffic Code and new Traffic Plan appear to be a step in the right direction. Both plan and legislation are attempting to address some of the issues that have been identified in this study. A particular strength of the legislation is that it will help establish the Plaridel Traffic Management Office. However, there is still yet to be a concrete implementation plan to be developed for the code and plan. As such, it is unknown how well they will be applied in reality. Lastly, it has been revealed through several interviewees that some government officials or councilors do not view the transportation problems identified thus far in this report as being serious issues. In fact, they view traffic problems as a positive sign that the municipality is growing and becoming urbanized. The fact that this perspective persists within the municipality is a clear indication that there is a need to educate and train officials on the principles of urban and community planning, particularly on sustainable transportation planning. Such training would enable them to see the negative impacts of increasing traffic.


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4.2 Land Use

The second section of Chapter 4 presents an analysis of the current land use issues in Plaridel previously discussed in Chapter 3, that extend beyond governance, including: mixed-use development, agricultural land conversion, the Plaridel Bypass Project, and the public market. 4.2.1 Mixed-Use Development Mixed-use development is considered as good urban development form that has very important influences on people’s transportation choices (as described in Section 3). It also has very important implications on climate change, peak oil, and food security. The proximity between destinations reduces travel time and promotes the opportunity for greater use of non-motorized transportation. Shorter trips thus decrease people’s dependency on private cars, motorbikes, tricycles or jeepneys and encourage them to walk, bike or use a pedicab. For example, it is very convenient for people in Poblacion, Banga I, Tabang and Sto. Nino to walk less than 100 meters between their home, office and one of the many sari sari (convenient) stores nearby. Furthermore, walking and biking are good forms of exercise and contribute to a healthy lifestlye. Not only does a mix of uses provide for a livelier community where people can conveniently walk and bike to satisfy their varied needs within their own neighbourhood, the air is cleaner, the streets are calmer and more peaceful, and development does not have to spread onto new lands. All neighbourhoods should contain a variety of uses in order to satisfy people’s needs locally and sustainably. Even in the rural barangays that still contain a number of rice fields should consider concentrating mixed-use development within a central, sub-area of the barangay, and not further out on rice lands. This form of compact development that is already seen in a few areas of Plaridel is a means to concentrate urbanization, and is something that needs to be encouraged and further improved upon. Mixing uses work best when it grows out of a thoughtful plan that emphasizes the connectivity and links among the uses. Results may be haphazard when communities simply enable multiple uses without providing guidance about the mix of uses and how they are spatially related (Metropolitan Planning Area Council, n.d.). Effective plans are those adopted by a community after “a lengthy and considered public process, with input from local officials, planners, developers, property and business owners, and other interested citizens” (Metropolitan Planning Area Council, n.d.). At the moment, most buildings in Plaridel are no more than two storey’s tall, with the exception of some areas of Rockavillage where buildings as high as four storey’s tall. Barangays that are running out of available agricultural land, like Tabang with only 35 ha remaining, do not have much choice if and when it tries to further develop in such limited space. A good alternative would be to increase density in the barangay by building taller buildings (or adding floors to old buildings) and mixing uses that complement one another. Instead of building and sprawling outwards, development should be directed


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upwards in order to promote efficient use of land and infrastructure, as well as to protect peripheral agricultural space in Plaridel. Another benefit of mixed-uses include the chance to provide more affordable housing. At the same time, however, as will be further discussed in section 4.3.1 there is a lack of infrastructure that facilitates the localized use of non-motorized forms of transportation. The weather condition is also sometimes a discouraging factor. Filipinos will often prefer to not walk in especially hot, humid, or rainy weather even if the distance is quite short. Thus, even though the mixed-use development creates a higher potential for use of non-motorized transportation, there are still several physical and cultural barriers that prevent Plaridelenos from fully taking advantage of the opportunity. 4.2.2 Land Conversion

The process of agricultural land conversion in Plaridel within the last decade has largely been driven by the development of residential subdivisions (Figure 35). While Plaridel is depleting its precious farmland, upon which many of its poorer residents live and make their livelihood, it is housing a growing middle and upper-middle class population in close-gated subdivisions, sprawling from beyond its borders. These physical changes have serious social,

environmental and economic implications locally and globally, and will be discussed here.

Kelly (1998) reported on profound social change from an influx of migrants into a new town. In his study of social dynamics in a new subdivision in the Municipality of Cavite, Kelly (1998) found that those who were born in the town spoke of the breakdown of formerly tight social networks and a growing feeling of social alienation and “urbanness.” The growing number of new residents in the town meant that they could not be absorbed into existing social networks (Ibid). In addition, the displacement of farmers from the rezoned or converted agricultural lands means that they will need to find alternative livelihoods. As a consequence, several residents mentioned that they, or others they know, are forced to find work and commute outside of Plaridel due to an insufficient supply of jobs within the municipality. Thus, the social consequences of land conversion also include issues of equity and justice. As Kelly (1998) also discussed, conversion is frequently used as a means of evading agrarian reform, so that an opportunity for redistribution of rural income is lost. Unlike displaced tenant farmers who, at least, receive disturbance compensation, the biggest losers in the process of land conversion are the landless agricultural laborers who lack tenancy rights that must be compensated. For those with little formal education or experience that might

Figure 35 Irrigated Rice Field Intended for Conversion into a New Subdivision. Barangay

Lalangan, Plaridel.


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offer opportunities in the urban-industrial economy, who are already the most marginalized in rural society, land conversion represents a profound dislocation (Ibid). it should be noted, however, that the agricultural sector has the ability to absorb such labor in a way that the manufacturing industry is incapable of doing on a similar scale (Ibid). Further, most of the new developments that displace agricultural lands in Plaridel, such as the Manila Memorial Park Cemetery (Figure 36 below) and the numerous residential subdivisions, are low density, sprawled out, and opposite to the high density and compact built-up areas in the urban centers. All of these developments are private spaces that most lower-income Plaridelenos do not utilize or do not have the resources to own or access.

Figure 36 Manila Memorial Park. Barangay Tabang, Plaridel

The establishment of residential estates also impacts the environment negatively. Kelly’s study (1998) showed that farmers in Cavite, for instance, complained that irrigation canals had become silted up with eroded material from local building sites, thus impeding local water supply. In other cases, water supply was also blocked by household refuse as new residents responded to inadequate service provision by simply discarding their waste into nearby canals (Ibid). Farmers also complained that crop pests became an increasing problem with the development of residential areas in the midst of farmland (Ibid). Thus, not only are agricultural lands depleted, the quality of the remaining ones are also degraded. The replacement of rice paddies, trees, and plants that act as natural carbon dioxide sinks (i.e. they absorb CO2) with roads, homes, or industrial facilities diminishes both the local and global capacity to mitigate the effects of global warming. Meanwhile, the homes, cars and factories are accelerating the process by releasing more GHGs and pollutants into the atmosphere. Food Supply Another severe consequence of agricultural land conversion is the reduction of local and global food supply. Kelly (1998) recorded that total rice production in the Philippines continually falls short of national demand. From 1993 to 1998, the country had to import between 200,000 and 900,000 metric tons of rice each year (Ibid). In a recent online


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report from the International Herald Tribune (March 2008), Agriculture Secretary Arthur Yap stated that the government’s rice reserve would last 57 days. In 2008, at a time when global rice supply is decreasing and global rice demands are increasing and pushing up rice prices, the Philippines National Food Authority (NFA) has imported 500,000 metric tons of rice from Vietnam and Thailand – part of the 2.1 metric million tons to be imported this year (International Herald Tribune, 2008) – to secure the country’s supply. The PARO has projected two case scenarios of rice production versus rice requirements in Plaridel in Tables 10 & 11 below.

Table 10 Case 1 Projected Rice Production Vs. Rice Requirements in Plaridel Case 1 Assumptions: 102.5 kg rice required/person/year; 10% increase in rice production/annum; and No decrease in agricultural area of 1,665 ha* (this number was provided by the

Municipality of Plaridel).

Year Projected Population in Plaridel

Projected Harvest

Production in Plaridel

(Metric Tons)

Projected Rice

Production in Bulacan

(Metric Tons)

Rice Production

Requirements in Plaridel

(Metric Tons)

Surplus

2002 87,418 14,985 8,991 8,960 31 2003 91,108 16,484 9,890 9,339 552 2004 94,953 18,132 10,879 9,733 1,146 2005 98,961 19,945 11,967 10,144 1,824 2006 103,138 21,940 13,164 10,572 2,592 2007 107,491 24,133 14,480 11,018 3,462 2008 112,028 26,547 15,928 11,483 4,445 2009 116,757 29,202 17,521 11,968 5,553 2010 121,685 32,122 19,273 12,473 6,800


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Table 11 Case 2 Projected Rice Production Vs. Rice Requirements in Plaridel

Case 2 Assumptions: 102.5 kg rice required/person/year; 180 cavans maximum production of palay/annum**; and No decrease in agricultural area of 1,665 ha* (this number was provided by the

Municipality of Plaridel).

Year Projected Population in Plaridel

Projected Harvest

Production in Plaridel

(Metric Tons)

Projected Rice

Production in Bulacan

(Metric Tons)

Rice Production

Requirements in Plaridel

(Metric Tons)

Surplus/ Deficit

2002 87,418 14,985 8,991 8,960 31 2003 91,108 14,985 8,991 9,339 -348 2004 94,953 14,985 8,991 9,733 -742 2005 98,961 14,985 8,991 10,144 -1,153 2006 103,138 14,985 8,991 10,572 -1,581 2007 107,491 14,985 8,991 11,018 -2,027 2008 112,028 14,985 8,991 11,483 -2,492 2009 116,757 14,985 8,991 11,968 -2,977 2010 121,685 14,985 8,991 12,473 -3,482

* It should be noted, however, that the area of agricultural land in Plaridel quoted for the above projections (1,665 ha) is different from that used by the authors for this report (2,638.34 ha). The Municipality of Plaridel provided the former figure to PARO for the purposes of this calculation, while the latter is the figure published in the 2002-20012 CLUP, and the one the authors have chosen to follow. The reason for the discrepancy between the two figures is unknown at this time. ** This figure (180 cavans max/year) was derived by averaging the annual yields of palay of three different types of seeds. These figures were also provided to PARO by the Municipality for this calculation. The first case scenario shows a steady increase or surplus in the production of rice; given an ideal condition of 10% increase in production every year, and no decrease in agricultural land. Contrastingly, in the second scenario, there is a steady decrease or growing deficit in the production of rice after 2002. The only difference in the assumptions is that a maximum of 180 cavans of palay is yielded each year, which is reported to be the more realistic scenario. Thus, even if no agricultural lands are converted, there is still an expected deficit in rice supply in the coming years. Considering that a CLUP is yet to be approved, Plaridel currently has no zoning ordinances from which it can use to manage future developments. Thus, before the municipality even tries to consider itself as a food supplier for Metro Manila and the rest of Luzon, it needs to ensure that it can sustain rice demands within its own jurisdiction. Furthermore, if the municipality is expected to continually grow, then Plaridel will also need to sustainably and sufficiently house and provide jobs for its increasing population. All of these factors should be heeded when the municipality is considering the reclassification of agricultural lands.


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4.2.3 The National Bypass Road The Plaridel Bypass can be viewed as both a welcomed opportunity for growth, as well as an unwanted development that could threaten the social, environmental, and economic prosperity of Plaridel. This section outlines both perspectives. The main purpose of the bypass road is to alleviate the traffic congestion along the Pan-Philippine Highway (PNP). It is envisioned that traffic flow will be improved to and from Manila along the Cagayan Valley Road (aka the PNP) as well as by the Northern Luzon Expressway (NLEX) entrance/exit in Tabang. Furthermore, it is hoped that the new connecting access road in Barangay Parulan will provide easier access to Plaridel’s existing industrial area, while acting as the new gateway to all of Plaridel. In support of

its vision as an agro-industrial city, the bypass presents an increased opportunity for Plaridel to market and transport its products to other regions, in particular it could play an important role in facilitating the movement of food from Bulacan to Metro Manila, as has always been envisioned in both the National and Provincial Physical Framework Plans. There is also potential for the bypass project to attract more visitors to Plaridel to further boost its economy. On the other hand, some fear that the opposite may occur, as the name of the bypass project inherently means, “to avoid Plaridel.” The vitality of existing

Sources: Christianson et al, 2008; Mississippi Department of Environment Quality, 2007

When areas become urbanized and developed with the construction of impervious surfaces, such as paved roads, sidewalks and buildings, the natural hydrological system is disrupted. Stormwater is water from precipitation that does not naturally infiltrate into the ground, accumulates on the surface, produces runoff, increases stream flow and may cause flooding (Christianson et al, 2008). The replacement of vegetation and trees, that act as natural filters, with impermeable surfaces, degrades water quality as urban runoff can carry concentrations of heavy metals from transportation areas.

Box 4. What is Stormwater and What are its Effects?


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businesses within the inner core of Plaridel, such as the public market, may be subject to declining revenues as fewer potential customers are passing through the town along the old highway. People’s livelihoods could thus be negatively impacted. It was beyond the scope of this research, however, to determine or estimate exactly how many and by how much the livelihoods in Plaridel would be affected. To the author’s knowledge, no such socio-economic cost-benefit assessment was ever undertaken prior to the implementation of the bypass project for Plaridel. Furthermore, public consultation for the project was very limited. With the exception of most municipal officials, the residents of Plaridel interviewed were unaware of the project. Even captains of certain barangays that the bypass would be cutting through were uninformed of the project. Only the landowners and tenants of the farm plots that will be replaced by the bypass were consulted, and “convinced” of the project’s benefits, according to officials from DPWH. This clearly demonstrates the lack of widespread public dialogue, undertaken by neither the project proponents nor the Municipality, and the lack of importance given to the general public’s right to be informed. Communication lines between DPWH and the municipality, particularly MPDC who is in charge of the planning and coordinating of infrastructure facilities within the municipality, and was also found to be weak. This was demonstrated in the fact no one in the municipality had current information on the project and were largely unaware of the modifications made since the first feasibility published from 1999. With respect to environmental impacts, there is, firstly, no stormwater management strategy planned (see Box 4 above). Only a drainage system is intended, as previously mentioned in Section 3. However, it should be made clear that drainage is not equivalent to stormwater treatment, as there is no filtration of sediments or other pollutants from the runoff before it infiltrates back into the ground. Most likely, the untreated stormwater runoff from the bypass road will end up in Plaridel’s creeks, irrigation canals and eventually, the Angat River. The integrity of these hydrological systems is at great risk if no filtration is to occur. The Municipality of Plaridel currently does not have plans to manage stormwater from the bypass either. Secondly, the replacement of approximately 70 has. of existing rice lands by the entire Plaridel Bypass, as estimated by DPWH, will result in a depletion of approximately 7,000 cavans of palay per harvest. Furthermore, because it is anticipated that landowners along the bypass road may venture for commercial and residential development, even more rice lands can be expected to disappear. As the value of the lots within the area is also expected to increase with the presence of the bypass, and residential or commercial establishments later on, it will not come as a surprise if more and more landowners will be attracted to the idea of converting their lands. Hence, even if 7,000 cavans of palay/harvest (or 1,400 cavans/year for 2 harvests/year) seems like an insignificant number, the cumulative effects of accelerated agricultural land conversion is momentous.


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4.2.4 Public Market & Urban Design Based on interviews with the Public Market Office and some officials from the Municipality, there is an expressed need to relocate Plaridel’s Public Market. This move is believed to improve revenues if the following conditions are applied: The new market is centrally located in Plaridel (preferably in the same vicinity as the

present location near the Crossing or along Cagayan Valley Road); Location is easily accessed, off a main road in Plaridel; Sufficient parking space and terminals for public and private vehicles; Adequate loading and unloading space for vehicles; There is public open space that can serve multiple purposes, such as recreational

(open and covered tables and seating; play areas) and cultural (artist space); There is enough space for at least the same number of stalls; Wider aisles to facilitate movement inside the market; Strategically and appropriately situated sections to enhance the shopping experience

and entice customers to walk around the entire market; Clear signage around the market to guide customers, including floor plans of the

sections and signs to identify each section; Bigger and organized storage space; Good lighting and ventilation; Garbage receptacles located inside and outside of the market; Sufficient waste segregation facilities; and Bigger office space.

A bigger land area would be required to accomplish the above improvements, particularly so that the parking issues experienced by the current market are mitigated. This was previously identified as one of the biggest problems. A new public market would also need to be unique from Walter Mart or other types of contemporary shopping malls in order to develop a competitive advantage. This new market has a lot of potential to become a tourist attraction in the region, particularly with the establishment of the new Plaridel Bypass Road. However, without a unique character, the public market may not be attractive enough to invite neither locals nor newcomers to visit and shop. This is also true for the rest of Plaridel. The municipality currently does not have its own “brand” or unique trademark/quality that can set it apart from other municipalities (see Figure 37 for example). There is no distinct gateway that announces to a visitor that they have arrived in Plaridel. Gateways can be as simple as signs or markers or as artistic as using a certain architectural style to define an area. The municipality needs to create a

Figure 37 Greenmarket Sign as an Example of Branding. NY, USA


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name for itself if it is to successfully accomplish its vision as an agro-industrial city in the future and attract investors and tourists. This can be achieved through good urban design. What is Urban Design and how can it support Plaridel’s Vision? Urban design can be defined as the process of making better places for people than would otherwise be produced (Carmona et al, 2003). There are four key principles of urban design according to this definition: Creating Spaces and Places for People Putting Value on Place-Making; Operating in the Real World; and Using Design as a Problem-Solving Process. The first principle emphasizes the importance of the public realm in urban design (Figure 38). Places and spaces need to be designed for people and not, for instance, cars (contrast Figures 39 and 40 below). The second principle tries to determine how people identify themselves with places and spaces. Chase et al (2007) describe place-making as “designing neighborhoods and urban spaces that are interesting and inviting but

also contribute a sense of identity, pride and uniqueness to a city. This often includes character building, cultural and historic preservation and branding [and] if done properly, can result in increased investment and interest in particular areas, [and] also a stronger sense of community and civic identity among residents” (p.11) The third principle of urban design recognizes that it has to operate under varying constraints and must consider the social, economic, political and environmental realities of a place it is designing in. The last principle promotes urban design as a participatory approach to problem solving. This is particularly important for Plaridel, given the circumstances of the municipality and the public market discussed above. Vendors, government officials, NGOs, and particularly the general public (who will be the key source of revenue for the market) must be involved in such a process.

Figure 38 Recreational Public Spaces at the Greenmarket Farmer's Market. NY, USA

Figure 40 Plaridel Crossing as a Space for Vehicles

Figure 39 A Public Crossing in Japan as a Space for People


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Urban design not only pays attention to buildings and street, but to the spaces and relationships between them. Urban design shapes the built environment and the public realm by defining several parameters (Figure 41) including massing, built form, set backs, streetscapes, heights, and architectural character. For urban design to be the most effective, these elements should be integrated into plans, design guidelines

and regulations that then determine the look and form of everything from sidewalks and neighborhoods to entire regions. Examples of Other Successful Public Markets Greenmarket Farmer’s Market, New York, NY

This image to the left (Figure 42) shows that the market is accessible off a main street with available spaces to handle the loading, unloading and parking of vehicles.

Chatuchak Weekend Market, Bangkok, Thailand

Figure 41 Codifying Various Elements of Urban Design into Zoning Ordinances

Figure 42 Greenmarket Farmer's Market is held at Union Square in New York, NY

Figure 43 Outdoor, Walking Street of Chatuchak Market

Figure 44 Clean and Well-Lit Indoor Stalls of Chatchutchak


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Chatuchak Market in Bangkok, Thailand (Figures 43 and 44) is a very popular destination for both locals and foreigners. This very large public market provides shoppers with a vibrant and varied shopping experience, with lots of spaces to walk both outdoors and indoors. Shoppers can find anything and everything here, from clothes, arts and crafts, souvenirs, food, dried goods, to pets and jewelry.


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4.3 Transportation 4.3.1 Motorized vs. Non-Motorized Transportation

As mentioned already, public utility vehicles such as tricycles and jeepneys are the most popular forms of transportation in Plaridel. This is an asset, as it means that the number of private vehicles is still relatively low. However, as noted earlier, the excessive number of tricycles and jeepneys on the roads of Plaridel has contributed to a number of problems, including traffic congestion, poor air quality and illegal parking along roads and walkways. However, it’s also important to note that these vehicles also release greenhouse gas emissions and thus contribute to the climate change problem. In addition, their reliance on fossil fuels makes the operators vulnerable to the impacts of peak oil. In fact, all of the operators interviewed noted the rising price of fuel as a major challenge to their livelihood. Many of them also mentioned that some of their fellow operators have recently stopped driving altogether as they can no longer afford the high costs of the job. Interestingly, many of them were originally farmers but decided to switch their livelihood to driving as it generated a higher income. However, because this career is declining in profitability, many of the drivers have expressed that they are considering returning to farming once more. Furthermore, many tricycle and jeepney operators have indicated that the large number of operators, including the colorum drivers, has created more competition for customers and thus led to a decrease in their individual income. Whether or not the recent rise in fuel prices has led to a decrease in competition cannot be determined. However, some drivers have noted a decrease in the number of passengers after the passenger fares were increased in mid-2008. Thus, if in fact there is a decrease in the number of operators, the decrease in passengers may have offset the positive impacts of the former phenomenon. Motorbikes and passenger vehicles, as stated earlier, are also contributing to the traffic congestion, air pollution, and greenhouse gas emission problems. It is expected that these types of vehicles will become ever more popular in the community as Plaridel becomes more urbanized and more people are able to afford their own vehicle. Thus, the negative impact that private vehicles will have on the community and on the environment is expected to escalate. People’s overall mobility may improve (if there continues to be a reliable source of fuel), but the larger number of vehicles will create an increased demand for roads, which will have severe environmental impacts as greenhouse gases and air pollutants are emitted and more land is being paved over by concrete. It will also add to the traffic congestion and traffic safety issues. Unless non-motorized transportation is strongly supported and there are local high-paying and stable jobs available in Plaridel, these negative impacts will dramatically rise, as witnessed by cities all over the world The weak emphasis placed on pedestrian and cycling facilities has also played a major role in the proliferation of motorized transportation. The fact that there are few sidewalks and crosswalks, and other pedestrian facilities such as streetlights discourage people from walking, as they feel unsafe to walk, especially during the night. Having poor road connectivity in some parts of the municipality and encroachment of existing sidewalks further exacerbates this problem. The lack of bicycle lanes and bicycle racks also


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discourage cyclists from utilizing this very efficient form of transportation. Thus, even though there is mixed-use, high-density development in many of the urban areas of Plaridel, people are not encouraged to use non-motorized forms of transportation. Given the realities of climate change, air pollution, and peak oil, it is important that communities provide the necessary infrastructure to ensure their communities can be sustained in the future. As Repogle (1991) has stated:

“In cities of all types, sizes, and income levels, bicycles should be encouraged as a means of reducing air and noise pollution, petroleum use, global warming, and traffic congestion, and as an important means of increasing the mobility of low income people. By meeting a larger share of urban mobility needs using low-cost bicycle transportation, cities can reduce total transport system costs or free up resources for other unmet needs.” (p.18).

Working in parallel, there must be efforts in educating the public that their travel behaviors, both in distance and mode, will need to radically shift in the near future. This is a global reality that everyone from developed to the developing countries will need to face. 4.3.2 Traffic Safety 4.3.2.1 Traffic Safety Measures As mentioned earlier, there are some traffic safety measures that have been implemented in the municipality. However, as noted by the interviewees, there are still many road users who continue to disregard or do not understand the traffic signs (see Figure 45 as an example). This is partly due to the inconsistency of traffic safety measures that have been implemented, and partly due to a lack of education. For example, there is only one set of functioning traffic lights in the municipality while the rest of Plaridel either relies on self-discipline or traffic enforcers to guide traffic. Such inconsistencies result in confusion and a lack of orderly and efficient movement patterns on the road. Many school areas also do not have traffic calming devices (measures that force road traffic to slow down), but simply rely on hand-made signs that warn drivers to slow down. Tabang Elementary School also has a dedicated traffic enforcer at the site, but as one youth has stated, the traffic enforcer is often late arriving to his post. Such critical traffic accident-prone sites require effective and reliable traffic safety measures, but presently they do not yet have these infrastructures.

Figure 45. Blatant Disregard for the "No Parking" Sign in Front of the

Public Market


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The lack of a consistent network of street lighting also means that road users and pedestrians are not protected while traveling at night. Not only does this put road users at risk to road accidents, but it further discourages people from walking at night. Effective street lighting is a method of discouraging theft and other delinquent activities such as vandalism. Therefore, appropriate street lighting is one critical step in making streets safer for road users and pedestrians. Perhaps one large contributing factor for the inconsistency of traffic safety measures is that the Engineering Office does not usually take the initiative to install such devices unless barangay officials or citizens request them. Instead of taking the leadership to ensure that all barangays have the same level of protection, the municipality has chosen to respond to requests on a case-by-case basis. As health and peace and order are included the municipality’s six-point agenda, the municipality should place a stronger emphasis on improving the consistency of traffic safety measures and increasing the overall amount of traffic safety measures that are installed. Lastly, it is noted that there is currently no legislation that requires cyclists and motorcyclists to wear protective headgear. Consequently, there have been many fatal accidents that have occurred in the recent years, especially with those accidents involving motorcyclists. 4.3.2.2 Traffic Enforcement Although there exists a traffic code that specifies the actions and behaviors that are considered to be unsafe and thus against the law, there appears to be insufficient enforcement of the code. Furthermore, there is an issue of violators approaching government officials for exemptions from paying their citation tickets and government officials granting these exemptions. If the municipality wishes to be effective in their enforcement of traffic safety issues and is serious about improving traffic safety within the municipality, then traffic enforcers and the police need to not be lenient on violators and government officials need to resist from granting citation ticket exemptions. Violators need to be penalized for their unlawful actions so that they will not make the same mistake again the future. Such systematic and consistent implementation of the law also acts as a deterrent for other would-be violators and reinforces the idea that their actions will lead to negative personal consequences. The municipality also needs to ensure that the traffic enforcers who are hired are reliable and honest, and have a good work ethic. Traffic enforcers should not be constantly late, putting the safety of young children and others at risk. Instead, they should take pride in their work and ensure that they are indeed helping protect people and their property from being harmed by traffic.

Chapter 5 Recommendations

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5. RECOMMENDATIONS This fifth chapter of the report provides recommendations for the municipality of Plaridel to implement in the short-, medium, and long-term (Figure 46) regarding the issues on land use and transportation as discussed in previous chapters. The recommendations are organized in a tabular format, and are grouped into three main sections: governance, land use planning, and transportation planning. Within each table, there are four headings. These include: The over-arching goal; Objectives on how to reach the goal; Specific actions to implement each recommendation; and The responsible party(ies) for implementing the actions. Some ideas are expanded outside of and below the tables and are noted with an asterisk (*) symbol.

Figure 46 Time frames


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5.1 Governance GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES

INSTITUTIONAL MANAGEMENT & ORGANIZATION Strategic Communication & Coordination Short- to Medium- Term 1) Interdepartmental: Facilitate information sharing between municipal officials and staff

1a) All plans, policies, and other important documents should be readily accessible by all municipal staff.

1b) All Committees should meet more regularly. This would allow them to be more proactive in their work, rather than simply reacting to proposed projects and issues as they arise. 1c) All departments within the municipality that that are responsible for similar issues should develop a close working relationship in order to streamline or coordinate their duties and share and maximize their resources in order to become more efficient and

Store electronic copies of documents in a shared computer network system that all government personnel can access and update.

Schedule regular committee

meetings (e.g., biweekly meetings) Encourage committees and

councilors to implement programs and projects – not only propose and pass resolutions.

Hold a workshop within the municipality to provide a forum for different department heads and staff to work together

Identify needs Create strategic work plans and

protocols to guide coordination of

The Human Resources Department shall coordinate and initiate this project by first contacting an IT company or consultant that can implement the required computer network system

Once established, each Department Head shall ensure that documents are updated & uploaded

All officials and

councilors on committees Add department heads and

their staff

Set up a task force/working group to initially collect this information, consisting of a representative from varying departments; OR

Assign a staff member


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES 2) Intergovernmental & Intersectoral: Develop a strong network and working relationship with other government units (barangay, provincial, and national) and NGO’s, institutions, private business, etc. 3) Government and civil society: Learn how to communicate strategically with the public & understand value of meaningful public participation Medium to Long Term 5) Interdepartmental: Communication

effective 2a) The Municipality of Plaridel needs to develop a stronger partnership with other government agencies and other sectors in order share information and resources, and to ensure consistency in the implementation and regulation of development programs and policies. 3a) The Municipality of Plaridel must first develop an understanding of how to communicate strategically with the public in order to incite meaningful citizen involvement in municipal governance, or to incite meaningful behavioral change 5a) Maintain a systematic method of communication and information sharing

responsibilities to address those needs

Conduct an inventory of other

related units/organizations, their resources, and the programs they implement in order to holistically see the resources Approach other government units on a regular basis

Examples of available resources available online: CLUP Guidebook – HLURB Physical Framework Plan –

Province of Bulacan

Attend meetings/ workshops/ seminars that other LGUs or groups hold

Seek training: Develop a partnership with the Department of Communications at the University of Ateneo de Manila in order to consult them about a training program on strategic communication skills

Receive training on strategic communication skills (See

from within each department to do this research

The proposed task force OR assign staff from each department to do this research as it relates to their department

All staff, department heads

and Mayor as necessary HR Department with

University of Ateneo de Manila

N.B: Partnering with universities is beneficial because students are looking for experience through internships and volunteering opportunities All departments


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES flow within the municipality is clear, efficient, open, and effective 6) Intergovernmental & Intersectoral: Continue to build & strengthen partnerships 7) Government and civil society: Empower civil

within the municipality 6a) After establishing partnerships, the municipality should build a strong network of partners in order to pool and exchange resources 7a) Involve general public meaningfully in all developmental plans and programs

information on Strategic Communication & the P-Process below)*

Follow protocols developed for information sharing and communication. These should be timely

These protocols should be continually assessed to evaluate its effectiveness (ask: the proper departments working well together)

Annual or semiannual progress reports from each department should be made available to all other departments, partners, and the public

Set up networking events to

establish good relationships (this can be done in collaboration with the partners)

Plan and implement projects in collaboration with the partners

Evaluate and celebrate accomplishments

Regularly hold public forums, workshops, or focus groups whenever a project or policy

The proposed task force; OR

Create a new permanent position/team solely responsible for fundraising, researching of resources, and building partnership

Whichever department is responsible for the project; and/or


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES society to be involved in municipal issues

7b) Create greater public awareness of important issues affecting public well being, such as climate change, peak oil, and food security, through public education campaigns

change occurs that involves general public well-being

Provide online forum or “comments” box where public can discuss and express their opinions all the time

Implement campaigns using

strategic communication & P-Process (See information below)*:

Assess success of campaigns using Outcomes-Based Evaluate (see information below)*

Mayor’s Office

Mayor’s Office in collaboration with MPDC, MAO, DepEd, MARO/PARO, consultants, and academic institutions

Developing Skills & Capacities Short Term Strengthen Soft

Skills

1a) All civil servants, particularly municipal department heads, should possess strong soft skills to produce effective and efficient work. Soft skills include leadership, communication, organization, planning, interpersonal, people management, project management, and time management skills 2a) Municipal staff, depending upon their job requirements, should possess

Involve all staff in the

identification of gaps in skills required to make the completion of their duties more effective

Seek knowledgeable institutions that can provide the required training through workshops, seminars, or online courses, etc., such as universities, consultants, or NGOs. For instance, begin by consulting the following website for a directory of training courses and workshops according to various types of skills available in the Philippines: http://www.askedu.net/country.asp?country=Philippines

Led by HR Department,

in cooperation with all department heads

Knowledgeable consultant/trainer


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES Acquire &

Strengthen Technical Skills

3) Strengthen research capacity

the appropriate technical skills to successfully complete their duties. These may include software, engineering, planning, design, or mapping skills. 3) Develop a complete and current database of information concerning all aspects of the municipality

Identify technical skills needs within each department

All departments should compare their needs to maximize efficiency when seeking training (e.g. employees may be able to train one another)

Actively seek training from universities, other government units, consultancies, and other institutions. Develop partnerships with them

This website also provides a directory for technical skills training: http://www.askedu.net/country.asp?country=Philippines

Approach the partners for funding to assist with training costs

Receive training on how to collect

data Learn how to use database

software such as Microsoft Access Assign staff from each department

to be responsible for researching current information, best practices, or collecting baseline data within the municipality

Collaborate with academic institutions such as universities to create internships programs and

Led by HR Department,

in cooperation with all department heads

For instance, PPDO often

invites speakers to their monthly meetings with municipal planning officers. Municipal Planning Staff should regularly attend this.

HR Department with help

of academic institutions


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES Medium to Long Term 4) Employees are always improving their performance

4a) Assess and re-assess both the soft and technical skills capacity and needs continually (e.g. once a year or every 2 years) 4b) When hiring for positions within the municipality that require specific expertise or skills within a particular discipline or area, make sure to select candidates that possess the appropriate skills or training background for that job

student research assistant positions Repeat steps 2) above After each training is received,

employees should submit a report to the Mayor and their Department Heads indicating how useful the training was and how they plan to use the skills they’ve learned

When doing the reassessment of skills needs, employees/department heads should also report on how past acquired skills were implemented and their effectiveness (this step can be part of a performance-based evaluation; See recommendation below)

Create standards for job

requirements Provide a competitive salary or

benefits package to attract highly skilled workers, particularly for higher responsibility jobs such as department heads

Led by HR Department

for all departments

HR Department, Mayor, Budget Office

Use Structured Decision-Making for Projects Short to Medium Term 1) Incorporation of social,

1) Select criteria or model for project evaluation; this should be kept fairly

For instance, use the Multiple Account Evaluation System (see

All departments


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES environmental and economic indicators in decision making processes of all development projects and activities 2) Implement a Monitoring and Evaluation System Medium to Long Term 3) Distribute decision-making powers equitably and fairly to all members and groups of civil society, regardless of age, sex, income level or religious values 4) Ensure sustained

standardized between departments and project types so that the decision-making process is consistent 2) Select criteria/model for monitoring and evaluating projects; the model should provide for constant feedback and promote resiliency and adaptability 3a) Involve public in structured decision making processes

4) Continually evaluate and monitor

information below)* Use Outcomes-Based Evaluation*

(see information below) to assess public satisfaction of projects implemented

Regularly hold public forums,

workshops, or focus groups whenever a project or policy change occurs that involves general public well-being

All groups must play a role: youth other than Sangunnian Kabataan, private businesses, farmers, barangay councils, men and women, senior citizens, NGOs, religious groups, etc.

Events must be widely publicized Provide online forum or

“comments” box where public can discuss and express their opinions all the time

Use Outcomes-Based Evaluation

(see information below)* to assess

All departments

All departments


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES effectiveness decision making strategies

quality of projects public satisfaction of projects implemented

Develop a Performance-Based Evaluation System for Employees Short to Long Term 1) Municipal employees are keen, effective, efficient, motivated and proactive in their work and performance

1) Develop incentives or programs to improve performance and increase the quality of outputs of all staff

Implement a performance-based evaluation system for employees that will motivate them to continually perform and produce quality work

This can include the setting of performance goals and objectives for each employee on a semi-annual basis; the outcomes expected; the indicators to measure the outcomes; and an assessment of the employees performance against these goals and indicators

Reward incentives can range from bonuses, prizes, recognition, to promotions.

HR Department

LAND USE GOVERNANCE Revisit Comprehensive Land Use Plan Short Term 1) Develop a CLUP that is reflective of the municipality’s vision, is agreed upon by the public, and is socially, economically, and

1a) Ensure baseline data is updated 1b) Ensure there is public participation and a reliable accountability system

Collect updated baseline data

using the steps outlined in the CLUP Guidebook developed by HLURB, Volume I.

Conduct a visioning workshop,

and publicize the event to the

MPDC or a consultant in

collaboration with MPDC.

Same as above


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES environmentally sustainable

established 1d) Take advantage of the lessons learned by other municipalities who have successfully developed a CLUP.

general public so that they can attend. At the visioning workshop, educate the public about how global issues such as climate change, peak oil, and food security concerns can impact Plaridel and explain that the goal of the CLUP is to guide Plaridel’s development so that it is socially, economically, and environmentally sustainable

After the draft CLUP is complete, present the draft results to the general public at a public open house and publicize the event to the general public.

Include a monitoring and evaluation system in the CLUP.

Include a regulatory provision in the CLUP stating that it will be revised every 6 years.

Extend the implementation period of the CLUP to beyond 2012 as it has yet to be approved.

Consult with nearby municipalities

who have successfully completed a CLUP and learn from their experiences regarding what should and should not be done.

Invite municipal councilors and

Same as above

Same as above

Same as above

Same as above MPDC


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES Medium Term 2) Get official approval from the Sanggunian Bayan and from the provincial government 3) Develop a zoning ordinance that will help implement the CLUP

2a) Involve the Sanggunian Bayan and the province in the development process so that their comments can be incorporated into the CLUP early on. 2b) Incorporate comments and revisions requested by the Sanggunian Bayan and by the province in a timely manner. 3a) Ensure the provisions of the zoning ordinance are specific enough, and do not have any loopholes that will allow development that contradicts the CLUP to take place.

representatives from PPDO and the PLUC to the visioning workshop and public open house.

Publicize the formal adoption of the CLUP.

Develop a project schedule and set

deadlines for receiving and responding to revisions, and ensure deadlines are met.

Consult with the zoning ordinances of other municipalities and learn from their experiences regarding the writing and implementation of the ordinance

Hire lawyers to draft the zoning ordinance and ensure the lawyers are objective professionals with no personal agendas.

Conduct public meeting to present the draft zoning ordinance and allow 90 days for the public to review and respond to the ordinance.

Collect data as specified in the

CLUP to determine the status of implementation.

Develop indicators to measure the CLUP’s effectiveness

Follow the ordinances and guidelines when approving

MPDC & Sangguninan Bayan

MPDC

MPDC & Sanggunian

Bayan MPDC

MPDC

MPDC MPDC and Sangguninan


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES Long Term 4) Monitor the Implementation of the Comprehensive Land Use Plan to ensure it is being followed

4) Implement the monitoring and evaluation system as outlined in the CLUP.

development; do not allow for exceptions or accept personal persuasion from developers that contradict these goals (monetary or in kind)

Include stringent monitoring and enforcement measures and severe penalties in the zoning ordinances

Bayan

MPDC and Sangguninan Bayan

Streamline Land Reclassification Process Short to Medium Term 1) Prohibit premature or illegal land conversion

1a) Develop a more systematic process for land reclassification

Create an application system similar to the Mayor’s [business] permit that integrates GIS

This system would allow all officials involved to monitor and record progress of applications in real time and ensure that all requirements are met before approval can be given

The GIS component is a useful tool that will help municipality officials visually see and consider the consequences of reclassification, given the land’s location, characteristics, and adjacencies. As such, complete

MPDC, Assessor’s Office, Engineering Office, and MAO with guidance from PPDO


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES 2) Make the land reclassification

1b) Develop stringent criteria that is used in a structured decision-making process 1c) Implement a monitoring and policing system 2b) The public is truly and meaningfully involved in the process

and updated baseline data is needed. See step 1a) from ‘Revisit CLUP’

Create environmental and socio-economic indicators to be used in the protection of agricultural land and wise reclassification of agricultural land

Create a task force to patrol,

monitor and penalize premature or illegal conversion of agricultural/idle lands

The task force should also be responsible for helping displaced farmers who have been unfairly compensated or not compensated at all

Help displaced farmers find alternative livelihoods

Create bylaws/ordinances that mandate the task force’s duties and outline the penalties for illegal conversions (in addition to the present inadequate ones)

Collaborate with PARO for support and ideas from their task force on illegal land conversions

Inform the public when a land has been applied for

Mayor, MPDC, Police,

and Sanggunian Bayan The proposed task force

The proposed task force with MSWD and TESDA

MPDC, Sanggunian Bayan

MPDC

MPDC for all of 2b)


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES process transparent and accountable Long Term 3) Create a Plaridel that has very little or no cases of illegal or premature conversion

3) Ensure that the systematic process is operating effectively, and that it remains honest, transparent, and accountable to the public and Plaridel’s well-being

conversion/reclassification This has to be more than just a

billboard that is required on the site. Publicize such news in the local newspaper, post notices within the municipality, barangay halls, and other public areas in the municipality

Provide a public forum/open house where people can discuss their concerns with the municipality, other government officials, and the developer

Document and incorporate the minutes/concerns received into the decision-making process and publish them online, or make them available otherwise

Develop evaluation programs that

allows the system and process to be continually assessed and improved

MPDC

TRANSPORTATION GOVERNANCE Develop a Comprehensive Municipal Transportation Plan Short to Long Term 1) Develop a Comprehensive Transportation Plan that will coincide

1a) Follow steps 1a), 1b), 2a), and 4) for the CLUP development and monitoring process.

Follow the actions listed under

steps 1a), 1b), 2a), and 4) for the CLUP development and monitoring process.

Proposed Plaridel Traffic

Management Office


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES with the Comprehensive Land Use Plan

1b) Ensure sustainable forms of transport are encouraged and the use of unsustainable modes of transport are discouraged by developing a Non-Motorized Transportation Strategy (NMTS, see notes below for a more detailed explanation of an NMTS)

Establish a task force to coordinate

the development of the NMTS. The task force should consist of staff from the municipality, youth, senior citizens, and other representatives from the general public.

Have the task force collect baseline data, such as the extent, pattern, and current trends related to non-motorized transport availability and use, including variations based on income, cost, trip length, and other factors. The task force would need to be trained on how to collect this data and this training could be provided by DPWH. DPWH might also have existing data that would be of use.

After baseline data is collected, hold a visioning workshop and invite the general public to attend to brainstorm ideas on how non-motorized transportation can be promoted.

Draft the NMTS and present results to the public for feedback (allow 90 days for response). The NMTS should identify the actions


Management Office will help establish the task force, but the task force will be the one responsible for the coordination of the NMTS and all tasks listed except for the first one.


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES that will be implemented, the implementation schedule, the responsible agency, the funding sources for these projects (see notes below regarding potential sources of funding), and a method for monitoring and evaluation.

Finalize the NMTS and have it formally approved and adopted by the Sanggunian Bayan.

Publicize the formal adoption of the NMTS to the public.

Include a provision in the strategy stating that it will be revised every 6 years.

Manage the Number of Tricycles and Jeepneys on the Road Short Term 1) Identify present colorum tricycle drivers and prevent future colorum drivers from being established, and identify frequent traffic violators.

1) Develop a shared database between the LTO, the municipality, the TODAs, traffic enforcers, and the municipal police, and use the database to record all tricycle registrations and violations.

Get buy-in from LTO and TODA

presidents to develop a shared tricycle information database.

Formally acknowledge the agreement by signing a Memorandum of Agreement and adopting an ordinance.

Hire a computer programmer (cost-share with LTO) to develop the information database.

Train traffic enforcers, municipal police, municipal licensing officer, and LTO on how to use the database.

Identify those tricycle drivers


Management Office

Sanggunian Bayan Proposed Plaridel Traffic

Management Office (for the remaining listed tasks)


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES Medium Term 2) Slowly decrease the number of tricycle licenses that are issued each year. Medium to Long Term 3) Ensure that the former tricycle drivers are able to

2) Decrease the number of tricycle licenses that are issued each year by a certain number or percentage. 3) Monitor the status of the former drivers and continue to provide support services to help fine alternative sources

without all of the required permits, issue traffic tickets, and ensure traffic tickets are paid.

Identify those tricycle drivers without frequent violations and highlight them so that repeating offenses can be ticketed accordingly.

Collect data to obtain information

on mode split (the percentage and number of travel trips being made using the different forms of transportation such as tricycles, jeepneys, bicycles, etc.). For example, a potential mode split using percentages could be: 35% by tricycle, 30% by jeepney, 10% by motorcycle, 10% by bicycle, 9% by walking, 5% by private vehicle, and 1% by pedicab. Such information can be collected through household surveys.

Consult with the tricycle operators to determine by how much the number or percentage of tricycle licenses should be decreased each year.

Consult with the tricycle operators to determine what other types of livelihoods could be enhanced to

MSWD and the proposed

Plaridel Traffic Management Office (responsible for all other tasks)


Management Office and Community Affairs Office.


Management Office


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES find reliable sources of income. 4) Ensure that there is still sufficient number of public utility vehicles available to meet the demand.

of income if required. 4) Monitor the supply and demand of public utility vehicles.

provide alternative sources of income.

Provide applicable livelihood training programs for former drivers.

Develop a program or project to recycle retired tricycles

Continue with the livelihood training programs for former drivers.

Conduct surveys to determine how successful former drivers are able to find alternative reliable sources of income.

Collect updated mode split data

and compare the data with the baseline mode split data.

If there is an increase in the percentage of trips using more sustainable modes of transportation such as walking and cycling, then the current actions can be concluded as being effective. If the percentage of trips made using less sustainable modes of transportation such as private vehicles, then further actions need to be taken. Of course, the infrastructure for pedestrians and cyclists need to be in place.


Management Office (for remainder of the tasks listed)


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES 5) Reduce the number of jeepney licenses

5) Repeat recommendations 1 to 4 stated above to also reduce the number of jeepney licenses.

If the total number of trips has decreased, it may be an indicator that accessibility has decreased. Thus, further actions need to be made to increase the accessibility of travel.

Building on the success of the

tricycle reduction project, approach LTFRB and LTO to conduct a similar project for jeepneys.

Formally acknowledge the agreement by signing a Memorandum of Agreement.

Sanggunian Bayan

Streamline Tricycle Registration System Medium Term 1) Increase collaboration and unity of the TODAs

1) Standardize the following aspects of the TODAs: membership fee; bylaws; and membership benefits.

At the Federation of TODA

presidents, explain the benefits of having one unified TODA that would serve as a cooperative. Benefits include having a larger pooled resource fund, being able to share terminals and vehicles, being able to identify colorum drivers more easily, and having a more unified voice.

Create a unified TODA cooperative, register the new association as an NGO, and specify the terms of reference for the cooperative in an ordinance.

Mayor or the Chair of the

Committee of Transportation

New TODA association


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES 2) Encourage tricycle operators to obtain all of the required licenses and permits, make the tricycle registration system more convenient. Long Term 3) Ensure the new one-stop-shop strategy and the information database system are working effectively.

2) Have a one-stop-shop location for tricycle registration within the municipality of Plaridel. 3) Conduct monitoring and evaluation of the one-stop-shop system and of the information database system.

Get buy-in from LTO and the unified TODA to have a one-stop-shop registration location in Plaridel.

Formally acknowledge the agreement by signing a Memorandum of Agreement and adopting an ordinance.

Identify location site for emission testing.

Train staff at new site to conduct emission testing.

Train staff at new site on the licensing and permitting requirements of the LTO, the municipality, and the unified TODA.

Ensure the information database developed for tricycle registration is used at the new site.

Collect feedback from municipal

staff, LTO staff, and tricycle operators on the effectiveness of the information database system and the one-stop-shop strategy in reducing the number of colorum drivers and in increasing the convenience of the registration system.

Keep records on the number of registrations and violations that are

Mayor or the Chief of the Committee on Transportation

Sanggunian Bayan Proposed Plaridel Traffic

Management Office and LTO (for the four remaining listed tasks)


Management Office (for all tasks listed)


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES issued and compare the numbers over several years to identify any trends.

Monitor the number of colorum drivers that still have not applied for all of the required permits and continue issuing tickets to those who are not in compliance. The penalty should increase with each subsequent ticket.


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Strategic Communication (Excerpts below are modified from )

Communicating strategically requires a clearly defined strategy with specific goals established in advance. The P-Process is a framework designed to guide communication professionals as they develop strategic communication programs. This step-by-step road map leads communication professionals program developers from a loosely defined concept about changing behavior to a strategic and participatory program with a measurable impact on the intended audience. The P-Process is used to develop communication programs addressing a wide range of topics such as promoting environmental health. The Johns Hopkins Bloomberg School of Public Health/Center for Communication Programs originally developed the process as a tool for planning strategic, evidence-based communication programs.

STEP 1: ANALYSIS Program staff need to understand the problem, the people, their culture, existing policies and programs, active organizations, and available communication channels. Usually much of the situation analysis is available from demographic, epidemiological, sociological, and economic studies and accessing such data will speed up the steps below

Figure 47 Steps in Strategic Communication – The P-Process

STEP 2: STRATEGIC DESIGN

QuickTime™ and decompressor

are needed to see t


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STEP 3: DEVELOPMENT & TESTING

STEP 4: IMPLEMENTATION & MONITORING


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Multiple Account Evaluation System (Taken and adapted from Crown Corporation Secretariat, 1993) Multiple account evaluation entails the systematic documentation and assessment of the financial, environmental and other relevant implications of alternative plans and projects in order to determine the advantages and disadvantages they entail. It involves three basic steps: The specification of evaluation accounts; The documentation and assessment of implications under each account; and The presentation and interpretation of the results. This evaluation framework will assist the municipality in systematically identifying and evaluating the implications and relative merits of alternative plans and projects. It is hoped that the application of these guidelines will contribute to well informed decision-making and to the selection of alternatives which best serve the needs and interests of the municipality, its citizenry, and the economic, environmental and social objectives of Plaridel. The Accounts

STEP 5: EVALUATION & REPLANNING


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Evaluation accounts define the range of criteria by which the relative advantage or performance of alternative plans and projects can be judged. Each Crown corporation may wish to define a specific set of accounts that best relate to its own mandate and needs. In general, however, the evaluation accounts should cover the major concerns and objectives of government. These include: • Financial performance; • Customer service; • Environment; • Economic development; and • Social. The financial performance account serves to document the revenue and expenditure implications of the alternatives from both a corporate and broader government perspective. The customer service account serves to document the net benefit or value that customers or users derive from the alternatives. The environment account serves to document the nature, magnitude and significance of the major biophysical and natural resource impacts of the alternatives. The economic development account serves to document the nature, magnitude and significance of the income and employment impacts of the alternatives. The social account serves to document the major impacts of the alternatives on the social fabric and values or goals of directly affected communities or groups, including, where relevant, impacts on specific aboriginal community values and concerns. Not all accounts are relevant to all evaluations. In some cases, there may be no significant implications or matters of concern under a number of accounts. Obviously, judgement is required in deciding which accounts to analyze and at what level of detail. However, the full set of accounts provides a checklist of information that may be required, depending on the nature, scale and complexity of the alternatives under consideration. Evaluation Procedures The evaluation procedures are designed to provide summary measures or statements that clearly identify the implications and advantages and disadvantages of the different alternatives. The specific methods for this, as outlined below, generally follow the principles of benefit-cost analysis. Advantages and disadvantages are defined and assessed in terms of social benefits and costs -- i.e. the value that people, business and government attach to the positive and negative implications of the alternatives. While similar to traditional benefit-cost analysis, the methods used in multiple account analysis differ in two important respects. Firstly, in multiple account analysis it is explicitly recognized that not all benefits and costs can be expressed in dollar terms. Secondly, even where dollar estimates are developed, it is not generally intended that these be combined into one measure of net benefit. Combining dollar estimates from different accounts can be misleading because of the different bases and reliability of the estimates. It can also mask important information on the components and distribution of the benefits and costs of different alternatives. What is Outcomes-Based Evaluation?


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(Taken from McNamara, 2008) A Basic Definition As noted above, outcomes evaluation looks at impacts/benefits/changes to your clients (as a result of your program(s) efforts) during and/or after their participation in your programs. Outcomes evaluation can examine these changes in the short-term, intermediate term and long-term (we'll talk more about this later on below.) Basic Components and Key Terms in Outcomes Evaluation Outcomes evaluation is often described first by looking at its basic components. Outcomes evaluation looks at programs as systems that have inputs, activities/processes, outputs and outcomes -- this system's view is useful in examining any program! Inputs – �These are materials and resources that the program uses in its activities, or

processes, to serve clients, eg, equipment, staff, volunteers, facilities, money, etc. These are often easy to identify and many of the inputs seem common to many organizations and programs.

Activities – �These are the activities, or processes, that the program undertakes with/to the client in order to meet the clients' needs, for example, teaching, counseling, sheltering, feeding, clothing, etc. Note that when identifying the activities in a program, the focus is still pretty much on the organization or program itself, and still is not so much on actual changes in the client.

Outputs – �These are the units of service regarding your program, for example, the number of people taught, counseled, sheltered, fed, clothed, etc. The number of clients served, books published, etc., very often indicates nothing at all about the actual impacts/benefits/changes in your clients who went through the program -- the number of clients served merely indicates the numerical number of clients who went through your program.

Outcomes – �These are actual impacts/benefits/changes for participants during or after your program�-- for example, for a smoking cessation program, an outcome might be "participants quit smoking" (notice that this outcome is quite different than outputs, such as the "number of clients who went through the cessation program")�-- These changes, or outcomes, are usually expressed in terms of:�-- -- knowledge and skills (these are often considered to be rather short-term outcomes)�-- -- behaviors (these are often considered to be rather intermediate-term outcomes)�-- -- values, conditions and status (these are often considered to be rather long-term outcomes)

Outcome targets – �These are the number and percent of participants that you want to achieve the outcome, for example, an outcome goal of 5,000 teens (10% of teens in Indianapolis) who quit smoking over the next year

Outcome indicators – �These are observable and measurable “milestones” toward an outcome target. These are what you'd see, hear, read, etc., that would indicate to you whether you're making any progress toward your outcome target or not,for example, the number and percent of teen participants who quit smoking right after the program and six months after the program -- these indicators give you a strong impression as to whether 5,000 teens will quit or not over the next year from completing your program.

NOTE: Take a few minutes and really notice the differences between:�-- Outputs (which indicate hardly anything about the changes in clients -- they're usually just numbers)�--


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Outcomes (which indicate true changes in your clients)�-- Outcome targets (which specify how much of your outcome you hope to achieve)�-- Outcome indicators (which you can see, hear, read, etc. and suggest that you're making progress toward your outcome target or not) Steps (full details can be found on the Free Management website: http://www.managementhelp.org/evaluatn/outcomes.htm#anchor144337) Step 1: pick one program to evaluate that has a reasonably clear group of clients and clear methods to provide services to them -- in other words, make sure that you have a program to evaluate! Step 2: Identify your short-, intermediate-, and long-term outcomes of the program Step 3: Select success indicators for your outcomes evaluation Step 4: Identify data sources and methods of collecting data for each indicator Step 5: Test your evaluation process Step 6: Analyze and report on your data Formulation of a Non-Motorized Transport Strategy (NMTS) (Source: Repogle, 1999, p.19-21) According to Repogle (1991), “whether [it is] a city, a country, a region, or an international development agency, [an NMTS] should be developed to establish and support the appropriate use of NMV [(non-motorized transport vehicles)] to maximize transport system efficiency, equity, and environmental quality.” (p.19). An NMTS should accomplish the following: Identify the extent, pattern, and current trends related to non-motorized transport availability

and use, including variations based on income, cost, trip length, and other factors; Assess the overall pattern of travel demand for different modes of transport for low,

moderate, and high income groups to identify particular trip lengths where modal options are limited to inefficient transportation choices;

Focus on road safety problems, particularly those facing pedestrians and bicyclists. Road safety improvements offer a potential for widespread social and economic benefits in terms popular with all classes of society;

Identify key traffic congestion locations and gather data on the composition and attributes of traffic flows, their trip length distribution and pattern, and the extent of encroachment on the transportation right-of-way by non-transportation activities and uses. This information should be used to identify opportunities for improved traffic management in congested locations, including separation or channelization of different modes within the right-of-way or on parallel routes to separate slow and fast traffic, improvement of intersection design and operation to reduce turning movement conflicts and delays, using turn prohibitions, one-way systems, grade separations, traffic signalization, and grade separated under and over passes, where appropriate.

Consider restriction of private motor vehicle traffic in congested areas by limiting peak hour entry or by creating automobile restricted areas, streets, or traffic cells, which discourage short trips by private motor vehicles.

Consider pricing changes for public and private transport to influence travel demand.


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Where poor traffic discipline or encroachments are problems, consider stepping up enforcement, public education, and advertising campaigns and providing low cost off-street market areas.

Identify and evaluate opportunities for shifting longer distance trips made by private motorized and non-motorized vehicles to bike-and-ride systems, with express public transport operating on reserved rights-of-way.

Identify strategies for reducing average trip length in the long run through changes in land use patterns and the distribution of housing, markets and shops, and employment both in relationship to each other and the public transport system.

Identify appropriate networks for NMVs to use to strengthen their utility for short to moderate length trips within cities and evaluate the appropriateness of shifting long walk trips and short public transport trips to NMVs.

Identify barriers to the NMV manufacture and ownership and strategies for overcoming these barriers. These may include NMV-related trade barriers, local NMV industry structure and performance, affordability of NMVs to the population, credit systems for NMV purchase, and licensing and registration requirements. Regulatory policies inhibiting NMV use should be identified along with strategies for influencing them, including changes in traffic regulations, parking policies, and licensing requirements.


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5.2 Sustainable Land Use Planning GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES

AGRICULTURAL LAND PRESERVATION Revise Spatial Strategy Short to Medium Term 1) Promote continued densification in existing urban areas and protection of agricultural and ecologically sensitive areas

1a) Adopt a Tri-Nodal Strategy (3 nodes) instead of the Multi-Polar Strategy as was proposed in the 2002-2012 CLUP 1b) Incorporate principles of urban design in the spatial strategy zoning ordinance 1c) Collaborate with public in re-development of spatial strategy

Take out the node that encompasses Barangays Culianin & San Jose (ARCs) to protect agricultural lands in these areas

Pass zoning ordinance that concentrates growth in existing urban areas (e.g. Poblacion, Tabang, Sto. Nino)

Incorporate new spatial strategy in revised CLUP ; this should be done in conjunction with the steps outlined in the recommendation above to ‘Revise the CLUP’

See Urban Design recommendations immediately below

Visioning workshops, open forum (see ‘Revise CLUP’ steps above)

MPDC

MPDC & Sanguninan Bayan

MPDC

MPDC MPDC

Manage Plaridel’s Food Supply Short to Medium Term 1) Ensure that Plaridel is able to provide its residents with local foods

1) Develop a long term food security strategy, particularly for rice

Calculate the average rice demand

per person in Plaridel Project various case scenarios for

rice production for the next 10-20

MAO, with help from

MARO, PARO, DAR and in collaboration with farmers (for all of


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIESsustainably and not depend on imports

years (to start with) Calculate how much agricultural

land is needed to produce enough rice to feed Plaridelenos locally

Compare calculations to rice exporting demands

Protect and zone agricultural land use accord to above needs

Factor in risks and develop mitigation strategies for shortages (the goal here is to depend as little as possible on spending money on importing rice)

this recommendation)

Stop Land Conversion Long Term 1) All agriculture lands are truly protected from conversion

1) In the future, there will certainly come a time when Plaridel will no longer be able to afford to lose any food production capacity and will thus be forced to prohibit further reclassification and thus conversion of agricultural land

Create memorandums of agreement

and/or stringent ordinances that will prohibit any reclassification or conversion of agricultural land in Plaridel

MPDC, Sanggunian

Bayan, under the strong leadership of the Mayor

URBAN DESIGN Apply Principles of Good Urban Design Short to Medium Term 1) Use urban design principles to support the agro-industrial vision

1a) Create a unique brand for Plaridel to promote a stronger sense of community and attract investors and tourists

Conduct a visioning workshop

(perhaps as part of revising the CLUP) with the general public in order to find out how Plaridelenos identify themselves with the town and what their vision is for Plaridel.

Decide on a slogan that highlights a

Led by MPDC, all

municipality department representatives, in collaboration with urban designers, architects, landscape architects, and/or students from


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES 2) Use urban design principles to help Plaridel develop sustainably 3) Use urban design as a participatory process for place-making and community building in Plaridel Long Term 4) Maintain and enhance Plaridel’s brand

1b) Designate a gateway for Plaridel 2) Promote mixed-use, high-density, and compact urban centers and prevent sprawl onto agricultural lands or environmentally sensitive areas 3) Involve residents throughout the design process 4a) Enforce zoning ordinances and design guidelines 4b) Construct the revitalized public market

unique characteristic for Plaridel

Develop a sign or other type of marker to announce arrival into the town and to advertise the brand

Codify the following into zoning

ordinances: set backs, built form, building heights, massing, streetscape, and architectural character

Create design guidelines for new developers to complement the zoning ordinances

Conduct design charrettes (visioning design workshops that is collaborative and participatory)

Follow the ordinances and

guidelines when approving development; do not allow for exceptions or accept personal persuasion from developers (monetary or in kind)

Provide heavy fines and penalties

these fields

Same as above plus public

MPDC and Sanggunian Bayan

MPDC and Sanggunian

Bayan, with the help of lawyers, urban designers and architects

MPDC in collaboration with urban designers, architects, landscape architects, and/or students from these fields

MPDC and Sanggunian

Bayan MPDC and SB


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIESPUBLIC MARKET Revitalize & Relocate Plaridel’s Public Market Short to Long Term 1) Redevelop the public market to enhance Plaridel’s agro-industrial vision

1a) Integrate brand development with the revitalization and relocation of the public market 1b) Redesign the public market to serve the town’s needs, address and mitigate the old problems, and be resilient and adaptable to change

Develop a brand for the public

market that will help promote and market local produce

See information and an example preliminary concept design below*

Look at case studies from other cities with successful public and farmer’s markets (some are provided below)*

MPDC, Public Market Office, DILG, and MAO in collaboration with the vendors, the public, urban designers, architects, landscape architects, and/or students from these fields

Planning and urban design students under the supervision of MPDC

PLARIDEL BYPASS ROAD Minimize Negative Impacts of the Plaridel Bypass Road Short to Long Term 1) Mitigate negative environmental impacts of the bypass

1a) Develop a stormwater management strategy and plan 1b) Minimize sprawl onto more agricultural lands along side the bypass

See information and examples

below* Develop and implement zoning

ordinances that restricts and concentrates a small amount of compact, high density development (residential, commercial, and light

MPDC and Engineering Office should approach DPWH and DENR on this


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GOALS OBJECTIVES ACTION RESPONSIBLE PARTIESagro-industry) along the bypass

Allow buildings to be tall and mixed in use, rather than continue development on more agricultural land

Maximize Positive Gains of the Plaridel Bypass Road Short to Long Term 1) Enhance positive socio-economic gains of the bypass project

1) Enhance Plaridel’s strategic location in the region between Metro Manila and North Luzon as a gateway to agro-industrial products 2) Provide sustainable infrastructure to support this goal as necessary

Promote local businesses along the bypass (stores, stalls, etc.)

Apply principles of urban design to development along the bypass to coincide with and enhance Plaridel’s brand and character; i.e. make it enticing for visitors to come into Plaridel (nice streetscapes, lots nice of places to visit and walk around; interesting brand, nice welcome sign etc.)

Codify these urban design principles into zoning ordinances

Develop farm to market roads and

access roads to the new public market

Put in lots of pedestrian and seating areas (perhaps a plaza of some sort) next to local businesses along the bypass to invite investors to buy and enjoy Plaridel’s products

MPDC, Mayor’s Office

MPDC, urban designers, architects

MPDC, Sanggunian

Bayan

MPDC, Engineering Office; approach DPWH for support

MPDC, Engineering Office, urban designers, landscape architects, architects and students


118

Preliminary Conceptual Design of a New Plaridel Public Market

Parking & Traffic Management Strategy The new public market needs to implement a parking strategy with ample, designated, and

separate spaces for private cars, tricycles

and jeepneys, and trucks to park, load, and unload. This design also proposes that the different types of vehicles have separated entrances and exits in order to minimize traffic and competition in the routes and maximize traffic safety. Design Ideas The conceptual plan diagram (Figure 48 above) is a preliminary design of a new public market. It situates the public market 2 access roads (above and below the site) and one main road one at least one side (in this case, the main road is on the right). It incorporates the suggestions gathered from interviews as well as principles of urban design. This design aims to create a place for people, with ample and wide pedestrian walkways and a wide walking street all around the stalls, as well as a big public open space next to the market where people can relax, enjoy food, watch cultural performances and street artists, and socialize. The market stalls are contained in 2 buildings parallel to one another with 2 rows of stalls back-to -back in each building. A wide and lively walking street with cafes and food stands separates the buildings (Figure 49 below), providing further access to all the stalls. The buildings can be built to several storey’s, depending on the market’s needs. The floors above ground level between the 2 buildings can be linked to one another via pedestrian bridges above the walking street (see Figure 49).

Figure 48 Conceptual Plan of a New Plaridel Public Market

Figure 49 Conceptual Cross Section of a New Plaridel Public Market

Cars

Trucks

Tricycles & Jeepneys

Pedestrians & Bikes

Walking Street Public Open Space Street Pedestrian Sidewalk

Stalls Stalls


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Storm Water Management Rain Gardens and Bioswales For information on rain gardens and bioswales, visit: www.oznet.ksu.edu/library/h20ql2/mf2732.pdf Case Study: Rankin County, Mississippi, USA The information here is derived from the Rankin County government website and provides a few simple examples of how stormwater can be managed by the general public at the household level. It provides a comprehensive list of books and websites with more information regarding stormwater management, non-point source pollution, and best practices. Stormwater Management Program Rankin County was one of thirty-one designated cities and counties in Mississippi required by the United States Environmental Protection Agency (EPA) to develop a stormwater runoff management program. In order to better address water quality and reduce non-point source pollution to local waters Rankin County developed a stormwater runoff management program that is comprised of the following six measures: (1) public education and outreach, (2) public involvement/participation, (3) illicit discharge detection and elimination, (4) construction site runoff control, (5) post-construction runoff control, and (6) pollution prevention and good housekeeping for City facilities. Tips The following is a list of tips that the general public may utilize to minimize stormwater pollution: Don’t dump anything down storm drains. Dispose of litter properly. Recycle Choose non-toxic products. Conserve water. Keep storm drains clear of debris, trash, sediment, and other litter. Make sure septic system is operating properly. Minimize the use of fertilizers and pesticides. Practice clean and responsible boating. Wash vehicles at a car wash or where water flows into the grass.


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5.3 Sustainable Transportation Planning GOALS OBJECTIVES ACTION RESPONSIBLE PARTIES

PUBLIC TRANSPORTATION Reduce air and greenhouse gas (GHG) emissions from public utility vehicles Short Term 1) Reduce air and GHG emissions from tricycles

1a) Conduct pilot test to retrofit tricycles with catalytic converters

Conduct preliminary research on the types

of catalytic converters required for the existing tricycles and their associated costs.

Establish a task force to coordinate a retrofit project. The task force should consist of municipal staff, TODA members, provincial staff, LTO staff, and representatives from environmental NGOs.

Approach TODAs and barangays for in-kind and financial support in the retrofit project.

If further financing is required, approach the manufacturers of the catalytic converters for financial support, as well as the provincial and national government, academic institutions, and environmental NGOs for support. Banks and cooperatives may also be potential funding sources. (See notes below for further details regarding funding).

Develop a retrofit project for tricycles. The first phase would involve a pilot test with 15 tricycles. The second, third, and subsequent phases would involve retrofitting a higher number of vehicles (50, 100, etc.).

Solicit interest from tricycle operators and select 15 tricycles to conduct pilot test.

Proposed task force (for

the remainder of this recommendation)


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Medium Term 2) Reduce air and GHG emissions from tricycles

2) Expand on pilot retrofit program for tricycles.

Develop an evaluation system to evaluate the various catalytic converters available on the market, as well as the manufacturers of the converters. The evaluation system would take into account the cost-benefit ratio (which would be expressed in grams of emissions reduced per peso, the manufacturer’s ability to meet the required timeline, the warranty given by the manufacturers, the in-kind and financial support that the manufacturers would be able to contribute, etc.

Issue a request for proposal, soliciting proposals from manufacturers to conduct the pilot test, stating the possibility of purchasing more converters in the future if the pilot test is successful. The request for proposal should include the project description and the evaluation system that will be used to select the final proponent.

Evaluate the proposals received based on the evaluation system already established, and select a manufacturer that best meets the requirements.

Conduct pilot test and publicize the event. Evaluate the effectiveness of the catalytic

converters used in the pilot test. Publish the results of the pilot test. If the pilot test with the catalytic converters

are successful in reducing a significant percentage of air emissions, then develop plan to retrofit more vehicles. The steps to


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3) Promote the use of pedicabs within urban centres

3a) Implement those aspects of the NMTS that help promote the use of pedicabs. 3b) Pilot test alternative designs for pedicabs that require less human energy 3c) Promote the most cost-effective alternative design for pedicabs.

be followed will be close to that outlined above for the pilot project, but the number of vehicles retrofitted would be larger (e.g., 50 vehicles).

Specific pedicab facilities could include:

o Bicycle-only lanes (using underutilized roads such as alleyways)

o Bicycle racks o Repaving roads that in poor

condition o Showers at employment locations o Require future urban area

developments to follow a grid-pattern to decrease the travel distance

Develop a campaign to promote the use of pedicabs (see notes about strategic communication).

Implement campaign. Follow the same steps as the pilot tricycle

retrofit project. If the pilot test with the alternative designs

are successful and cost-efficient, then develop a plan to encourage the adoption of one of the most cost-effective designs.

Provide financial incentives to encourage the adoption of this design

See notes on funding options.


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Medium to Long Term 4) Reduce air and GHG emissions from jeepneys Long Term 5) Promote the adoption of electric tricycles and jeepneys

4) Follow the same steps as the tricycle retrofit program. 5a) Conduct pilot tests with e-tricycles and e-jeepneys. 5b) Encourage adoption of e-tricycles and e-jeepneys.

Building on the success of the tricycle

retrofit project, establish a partnership with LTO to implement a similar project for jeepneys.

Follow the same actions as the tricycle retrofit program.

Follow the same steps as the tricycle

retrofit project, except this time the technology being evaluated will be e-tricycles and e-jeepneys.

Learn from Metro Manila and other region’s experiences with e-tricycles and e-jeepneys

If the pilot test with the e-tricycles and e-

jeepneys are successful and cost-effecitve, then develop a plan to encourage more turn-over of old tricycles and jeepneys and adoption of e-tricycles and e-jeepneys.

Provide financial incentives to switch to e-tricycles and e-jeepneys.

See notes regarding funding options below*PEDESTRIAN AND BICYCLE FACILITIES Promote Walking and Cycling Short to Long Term 1) Promote walking and cycling over motorized

1a) Implement the NMTS

Specific pedestrian facilities could include: o Sidewalks and crosswalks o Rails to separate pedestrian areas

Proposed Plaridel Traffic Management Office (for all tasks listed)


124

transportation 1b) Monitor and evaluate the status and effectiveness of the NMTS

from roads o Shade – trees o Streetscape furniture such as

benches o Street lighting o Require future urban area

developments to follow a grid-pattern to decrease the travel distance

o Strictly enforce the National Building Code, and the LGC, 1991, to prevent encroachment of buildings, vendors, and vehicles onto sidewalks.

See notes about facilities for pedicabs. The same facilities could be used for promoting the use of personal bicycles.

Develop a campaign to promote walking and cycling (see notes about strategic communication).

Implement the educational campaign. The task force monitors the implementation

of the NMTS and ensures that the schedule is being followed.

The task force collects updated data (the same information that was collected in the baseline study) and compares them with the baseline data.

If the percentages of trips traveled by walking or cycling have increased, then it can be concluded that the NMTS was successful. If the percentages have not


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changed, further steps may need to be taken.

Traffic Safety Traffic Safety Measures Short to Long Term 1) Improve the safety of roads for motorists, cyclists, and pedestrians.

1a) Develop a traffic safety improvement strategy 1b) Implement the short-, medium, and long-term traffic safety improvement measures as scheduled in the traffic safety improvement strategy.

Collect baseline data on traffic safety

issues. This can be done in conjunction with the collection of data for the NMTS.

Using the baseline data, identify the traffic safety issues that need to be addressed for the short-, medium-, and long-term (could be based on the order of priority, funding requirements, or other criteria).

Develop strategies to address the identified traffic safety issues.

Develop an implementation schedule for these strategies, and include the responsible agency and allocate a budget for each strategy. The implementation period should start immediately.

Have the traffic safety improvement strategy formally approved and adopted by the Sanggunian Bayan.

Publicize the formal adoption of the strategy

Revise the traffic safety improvement strategy every 6 years.

Possible traffic safety improvement

measures include: Installing traffic signals Installing reflective pavement markings


Management Office (for all tasks listed)


126

Install traffic calming measures (e.g., speed bumps)

Require helmets for motorbike drivers through the traffic code

Increase support for traffic enforcement Road safety education through the DepEd.

curriculum. General Air Pollution from Transportation Reduce emissions from all motorized transportation Medium to Long Term 1) Understand current air quality conditions. 2) Ensure all public utility vehicles are meeting emission standards under the Clean Air Act.

1) Monitor air quality in Plaridel. 2) Identify those public utility vehicles that do not meet the Clean Air Act emission standards and apply the relevant penalties.

Install air quality measurement equipment

in various locations across the municipality. Approach LTO and request that the Anti-

Smoke Belching Project (see notes below) be implemented in Plaridel. In-kind or financial resources may be required from the municipality to realize this project, so the municipality should be prepared to negotiate a cost-sharing agreement with LTO.

Implement the project. Ensure the information collected through

the project is included in the tricycle information database.

Transportation Committee and Proposed Plaridel Traffic Management Office (for all tasks listed)


127

Funding Options There are a variety of funding options that can be used to implement transportation improvement projects, especially those that will improve human and environmental health. However, some further research is necessary. Thus, it is recommended that one particular person, perhaps from the Mayor’s office, Committee on Transportation, or from MPDC, conduct a thorough research project and compile a list of the applicable funding programs available. Some general examples of funding options are listed below. Partnerships with businesses (e.g., manufacturers of e-jeepneys and e-tricycles),

academic institutions, and environmental NGOs. Such organizations may be willing to provide funding to promote their products or to conduct relevant research studies.

Bank financing programs (e.g., Development Bank of the Philippines). The DBP supports development projects in any of its four core priority areas, i.e. infrastructure and logistics, micro and SMEs, environment, and social services. The Bank has already financed numerous housing, livelihood, community development and infrastructure projects.

Bayanihan program o Program where barangays can apply for funding from the municipality for

projects, as long as the barangay provides the labor, the municipality will provide materials

Road Pricing. Road tolls and congestion fees can be used to fund transportation programs, including public utility transportation improvements and pedestrian facilities (Litman, 2008).

Transportation Impact Fees. These are fees paid by developers based on the transportation costs resulting from their projects. For example, a developer may be required to pay for public parking facilities (called in lieu fees), to pay for walking and cycling facilities, or to fund other projects that mitigate local traffic impacts (Ibid).

Special Property Taxes. A special property tax can be imposed in an area that is served by a transportation project or program (Ibid).

Grants, such as foundation or government grants to help fund programs and facilities, such as school transportation safety education, transit stations, and pedestrian and cycling facilities (Ibid).

According to Litman (2008), the best funding options reflect these attributes:

Stable and predictable; Considered equitable; Supports transportation demand management objectives (reduces peak period vehicle

travel, encourages shifts to more efficient modes, supports compact development, etc.); and

Relatively easy to administrate

Chapter 6 Conclusion

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6. CONCLUSION The final chapter of this report summarizes the key assets (Figure 50) and areas of improvement (Figure 51) of Plaridel’s land use and transportation issues as previously discussed. In order to accomplish the Municipality’s Mission, Vision, and 6-Point Agenda in a sustainable manner and in light of the pressing global issues of climate change, peak oil, and food security, the assets outlined below need to be drawn upon in order to overcome the current land use and transportation challenges.

Key Challenges/Areas for Improvement Administrative Organization - General lack of coordination within and between departments; - Weak information sharing and communication between departments and other sectors; - Lack of complete or current data; - More reactive rather than proactive. Capacity Building - There is currently a need to strengthen soft, technical, and research skills of municipal staff.

Partnerships - Currently very little partnership and networking with other agencies and sectors. - Public Participation - Civil society involvement is tokenistic, incomplete, or at times lacking.

Agricultural Land Protection - There is no real effort to preserve or protect agricultural land; - Reclassification is easy; illegal conversions often occur.

Food Security - Food shortage is a serious consequence of agricultural land conversion. However, this is not yet recognized as an urgent situation.

Air Quality - Air pollution is mainly from tricycles and jeepneys. However, air quality is also unrecognized as a pressing concern by most people in the municipality.

Traffic Safety - Traffic safety measures are often lacking and violated; there is leniency in its enforcement.

Transportation Modal Shift - There are social and physical barriers to walking and biking; a shift to non-motorized forms of transportation is necessary in light of peak oil, food security and climate change.

Figure 50 Plaridel's Key Assets


129

Key Assets Strong Mayor and a good

working relationship with the Executive-Legislative Body - The Mayor and Councilors are well respected within the municipality and have the ability to lead the public; They must now direct their agendas towards addressing the issues outlined above by implementing the recommendations provided in this report.

Tools and resources available from national and provincial governments - There are numerous guidelines, best practices, tools, and resources available to the municipality. It is a matter of reaching out and taking advantage of them. The municipality must actively pursue these opportunities.

Presence of active youth groups and an active and well respected church in the municipality

The Municipality of Plaridel has no financial deficit There is a good possibility that funds could be enhanced and managed to better serve existing needs.

Strategic Location and Productive Natural Resource Base - Plaridel’s location and available agricultural and natural resources can very well enable it to achieve its vision of becoming an agro-industrial city if development is strategically and sustainably planned and well designed.

Existing compact, mixed-use development in urban centers This type of built form should be encouraged in order increase density within urban areas and to prevent development from sprawling onto agricultural areas.

Flat topography that is conducive to a modal shift to non-motorized forms of transportation - Plaridel already possess a geographic advantage and therefore needs to realize this potential; - It also traditionally has non-motorized forms of transportation and should encourage a return to these forms.

Despite the drawbacks that Plaridel must overcome, the municipality possesses several key political, social, economic and natural assets that it may capitalize on. The municipality needs to use these assets resourcefully, proactively and creatively. It must also strategically plan for the future. There needs to be strong political will and leadership

Figure 51 Plaridel's Key Transportation & Land Use Challenges


130

to do so, but most importantly, the linkages between these local problems and wider global issues need to be drawn very clearly by the leaders themselves and for the public. There is a dire need to integrate these issues with the recommendations provided in this study into the improved CLUP. By doing so, Plaridel will be on the right path to developing itself socially, economically and environmentally sustainably.

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Order: From January 1990 to July 31, 2008. Unpublished. Provincial Assessment and Treasury Office (PATO). (2005). PAC Resolution No. 2005-

019. Provincial Government of Bulacan, Malolos, Bulacan. Provincial Planning and Development Office. (2003). Bulacan Strategic Development

Plan (2002-2007). Province of Bulacan. Malolos, Bulacan. Provincial Planning and Development Office (PPDO). (n.d.). Provincial Physical

Framework Plan: Province of Bulacan (1998-2007). Province of Bulacan. Malolos, Bulacan.

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Provincial Planning and Development Office (PPDO). (2007). Provincial Planning and Development Office. Retrieved from the World Wide Web, from <http://www.bulacan.gov.ph/government/ppdo.php>

Provincial Land Use Committee (PLUC). (2002). Comments and Recommendations

Made by the Members of the PLUC. Unpublished. Public Market Office. (2008). Public Market Stalls. Unpublished. Repogle, M. (1991). Non-Motorized Vehicles in Asia: Lessons for Sustainable Transport

Planning and Policy. Environmental Defense Fund. New York, NY. Retrieved from the World Wide Web from <www.edf.org/documents/2293_NonmotorizedVehiclesAsia.pdf>

San Jose Farming System Development (FSD) Team. (1999). Draft San Jose ARC

Development Plan. Plaridel, Bulacan. Santos & Professional Associates. (1999). Comprehensive Development and Land Use

Plan (1994-2004). Plaridel, Bulacan. Saskatchewan Environmental Society. (n.d.). Climate Change – Taking Action. Retrieved

from the World Wide Web, from <http://www.environmentalsociety.ca/issues/climate/taking-action.html>

University of Philippines. (2002). Comprehensive Development and Land Use Plan

(2002-2012). Plaridel, Bulacan. University of Philippines. (2002). Plaridel Physical and Socio-Economic Profile.

Plaridel, Bulacan. University of Philippines. (2002). Zoning Ordinance, Plaridel, Bulacan, Volume III.

Plaridel, Bulacan. Uranza, R. (n.d.). The Role of Traffic Engineering and Management in Metro Manila.

Metro Manila. Vistan, A. (2008). Municipal Development Planning in Plaridel, Bulacan. PowerPoint

Presentation.

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APPENDIX A

Interview Questions DPWH Data needs (we would appreciate it if you could provide us with a copy of these documents if they are available):

1. Traffic count data for Plaridel 2. Maps showing existing and proposed roads (national or other types of roads) for

Plaridel, and records of road categories, road width, and status of road conditions in Plaridel.

3. Complete map of the bypass road in a provincial/regional view 4. Memorandum of Agreement between the national and local governments, and

JICA Questions: Bypass Road:

5. What is the function of the bypass road? What are the benefits of building the road? What are the disadvantages of building the road?

6. How will the bypass road impact the amount of rice lands left in Plaridel? How will it affect the country’s rice and food shortage issue?

7. What is the timeline to have the bypass road built? 8. Have the general public in Plaridel been informed about the bypass road? If so,

how and what feedback have you received? If not, why not? 9. What provincial and national management strategy will be in place to manage the

bypass road? 10. Will there be toll gates on the bypass road and where will they be located? How

much will the toll be? 11. What are the access points to the bypass road? 12. How do you think the owners of the surrounding lands will develop the land? 13. What is the cost of the bypass road and who is providing the funds for it?

Philippines National Railway

14. Do you know about any plans to rebuild the PNR in Plaridel? If so, when do you think that will happen? What do you think would be impacts of rebuilding the railway for Plaridel?

Plaridel’s CLUP

15. Do you know about Plaridel’s Comprehensive Land Use Plan (CLUP)? If yes, what do you think about it? What do you think are its strengths? What improvements do you think are needed?

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Transportation Service Providers (Jeepney, Tricycle, Bus, Pedicab Drivers) BASIC PROFILE 1. Name 2. Age 3. Occupation 4. Where do you live? 5. How many people in your family? 6. What made you choose this livelihood?

a. How long have you been doing this? b. Do you have other sources of income?

OPERATIONAL 7. Which route do you drive? 8. Where do you park your vehicle when not in use? 9. Hours of work? 10. How much does your vehicle cost?

a. To buy b. To operate c. To maintain d. Permits e. Other?

11. What type of fuel do you use to power your vehicle? 12. How much fuel do you use on average in a day? 13. How has the cost of oil affected your livelihood? 14. FARE PRICES: do you follow? SAFETY 1. Have you ever experienced any accidents? Do other drivers?

a. Safety Concerns b. What happens if there is an accident? c. Do you have to report it? To whom?

FUTURE OUTLOOK 15. How do you think fuel prices will change in the future and how will it impact your

livelihood? a. Oil crisis awareness?

16. How long do you expect to continue this livelihood?

NETWORKS 17. Do you belong to any associations?

a. Where do you receive help or support for your job if you ever have a problem?

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HEALTH 18. Have you ever experienced any respiratory illnesses?

a. If yes, what do you think is/are the cause(s)? b. Do you get treatment for it?

JTODA BASIC PROFILE 19. Name 20. Affiliation/Position 21. Age 22. Occupation 23. Where do you live? 24. Contact number RATIONALE

1. Can you tell us what the association does? a. Programs? Funding? Support? Permits?

2. What do you do within the association? Responsibilities? 3. How do you get people to join (and what are the benefits)? 4. How were you chosen/elected? 5. For how long? 6. What is their allotted number of members? Is it appropriate? Why/why not?

a. If not, how to change? b. How many are non-members? Why don’t they join?

7. Have the numbers changed? ISSUES What problems do drivers/the association face (that are specific to your Barangay)?

How do you deal with? o Traffic? o Bypass impacts? Estimation of diversion to bypass?

Any issues would you like us to look at – to make recommendations to municipality?

NETWORKS 25. Do you/drivers belong to any other associations? 26. Partnerships with govt, other NGOs or associations? 27. Besides JTODA, what other support do drivers receive?

OPERATIONAL 28. Which routes do you/drivers drive? 29. Where do you/drivers park your vehicle when not in use?

a. What kinds of facilities would be beneficial? 30. Hours of work? 31. How much does your vehicle cost?

a. To buy

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b. To operate c. To maintain d. Membership fee for this barangay? e. Other?

32. What type of fuel do you use to power your vehicle? 33. How much fuel do you use on average in a day? 34. How has the cost of oil affected your livelihood? 35. FARE: do you follow Taripa? 36. Is there a change in ridership? SAFETY

Have you ever experienced any accidents? Do other drivers? a. Safety Concerns b. What happens if there is an accident? c. Do you have to report it? To whom?

HEALTH 37. Have you ever experienced any respiratory illnesses?

a. If yes, what do you think is/are the cause(s)? b. Do you get treatment for it?

FUTURE OUTLOOK : 38. is this a worthwhile job to continue? Why or why not? Alternatives? 39. How do you think fuel prices will change in the future and how will it impact your

livelihood? a. Oil crisis awareness?

40. How long do you expect to continue this livelihood? 41. Would you consider

a. Retrofitting ? b. Non motorized?

Barangay Captains What is your role as Barangay Captain? What makes this barangay stand out? What are its strengths? What are the drivers of the local economy? Development Plans and Projects for this Barangay – to strengthen its economy?

What do you need? Plans to attract investment or tourism? What is the population projection? How do you think barangay will grow and will it

be able to accommodate this growth? What are your future landuse plans? Social Housing Plans? Do you know about the bypass road? How do you think it will affect the barangay?

Pros and cons? What clean and green programs; road improvement projects do you have?

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Traffic control/safety measures? Such as parking, speed bumps, signs, regulations, sidewalks….?

How many garbage collection trucks do you have? Routes? Size? Parking situation – public vs. private vehicles. Where are they permitted? How is it

enforced? Non-motorized transportation

o Do many people walk? Where to? How far? How are the facilities? Good condition? Existing? Sidewalks…

o How has fuel price increase affected people’s choices? PPDO Can you explain what the role and responsibilities of PPDO? What type of data does the PPDO collect? What is your role? How do you work with Plaridel’s MPDC? Do you have regular meetings or

conversations to update each other on projects? Do you use GIS? For which type of projects does the province use GIS? What future

projects would you like to use GIS? What other mapping capabilities does the province? How do you think Plaridel could

tap into these resources? What resources do you think the province and Plaridel need? Plaridel’s CLUP Do you know about Plaridel’s Comprehensive Land Use Plan (CLUP), 2002-2012? If

yes, what do you think about it? What do you think are its strengths? What improvements do you think are needed?

Why do you think it’s taking so long for the CLUP to be approved? Bypass Road: What is the function of the bypass road? What are the benefits of building the road?

What are the disadvantages of building the road? How will the bypass road impact the amount of rice lands left in Plaridel? How will it

affect the country’s rice and food shortage issue? What is the timeline to have the bypass road built? Has the general public in Plaridel been informed about the bypass road? If so, how

was the feedback collected and what feedback have you received? If not, why not? What provincial and national management strategy will be in place to manage the

bypass road? How do you think the owners of the surrounding lands will develop the land? What is the cost of the bypass road and who is providing the funds for it? General Questions by Topic General Transportation and Land Use What do you think are the most pressing transportation and land use problems? What main transportation and land use issues would you like us to examine? Do you think Plaridel has an air pollution problem?

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Do you think the municipality would be willing to provide more funds to public transportation (to retrofit vehicles with catalytic converters, or to switch to cleaner technologies)?

Do you think the municipality would be willing to widen sidewalks and force encroachers to move?

If the funds are not available, do you think partnerships with NGOs, private investors, and institutions would help get this funding?

Multi-Nodal Strategy (MNS) Do you think the MNS is the best option for Plaridel? Why do you think no one knows about the MNS? There seems to a lack of space for industrial development How do you think the moratorium on land conversion will affect the MNS? How do you think the proposed land use plan in the CLUP will affect Plaridel’s food

shortage problem? Why do you think the province has not approved the CLUP yet? Why has it taken it

so long to get approval? Do you think the development of the CLUP involved enough public participation? What do you think should be the main drivers of development for the four different

nodes? Tabang? Sto. Nino? San Jose? Culianin? What are Plaridel’s plans to attract tourism and investment? Bypass Road What is the function of the bypass road? What are the benefits of building the road?

What are the disadvantages of building the road? How will the bypass road impact the amount of rice lands left in Plaridel? How will it

affect the country’s rice and food shortage issue? How do you plan to develop your property along the bypass road? Do you know how

the owners will develop their properties? Public Market Do you shop at the Public Market? Do you think the Public Market is successful? If

not, how do you think it could be improved? Do you think the Public Market should move or be redesigned? If so, where should it

move to and how should it be designed? Governance What five qualities do you think are required for good governance and do you think

the municipality currently displays these qualities? What skills and resources do you think municipality currently lack and need?

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