PHILIPPINE PLANNING I

PHILIPPINE PLANNINGI <1& .. JOURNAL~ ~'V ."z(/)

~ SCHOOL OF URBAN AND REGIONAL PLANNING • VOL. XVII, NO.1, OCTOBER 1985 •

THE METRORAIL SYSTEM

PHILIPPINE PLANNING JOURNALVOL. XVII, No.1, Oct. 1985

Board of EditorsDolores A. EndrigaTito C. FirmalinoJaime U. Nierras

Managing EditorCarmelita R. E. U. Liwag

Circulation & Business ManagerEmily M. Mateo

Production ManagerDelia R. Alcalde

The Philippine Planning Journal is published in October and April by the School of Urbanand Regional Planning, University of the Philippines. Views and opinions expressed in signedarticles are those of the authors and do not necessarily reflect those of the School of Urban andRegional Planning. All communications should be addressed to the Business Manager, PhilippinePlanning Journal, School of Urban & Regional Planning, University of the Philippines, Diliman,Quezon City, Philippines 1101.

Annual Subscription Rate: Domestic, fl40.00; Foreiqn, $12.00.Single copies: Domestic, "20.00; Foreign, $6.00.Back issues: Domestic, fl10.00/issue; Foreign, $6.00Iissue.

TABLE OF CONTENTS

Urban Tansportation in Metropolitan ManilaSelected Officials of the Ministry of Transportation and Communications

20 Pedestrianization of a City Core and the Light RailTransit

Victoria Aureus-Eugenio

33 The LRT as a Component of Metro Manila's Transport Systems

- Ministry of Transport and Communications

46 Urban Land Management Study: Urban Redevelopment in Connection with Metrorail

Office of the Commissioner for Planning,Metro Manila Commission

57 Philippine Planning Journal Index

61 About the Contributors

MANILA BAY

Figure 1.1.MAP OF METRO MANILA

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URBAN TRANSPORTATIONIN METROPOLITAN MANILA*

bySelected Officials of the

Ministry of Transportation & Communications

BACKGROUND

The urban mass transportation in the Philippine setting is best appreciated and analyzed inthe context of Metro Manila. The choice is significant as Metro Manila, the primary city ofthe Philippines, is also the seat of the government and the center of culture, education,finance, trade and commerce. It is the port cityand the site of the country's principal international airport. Major transport and traffic problems in Urban Philippines are found in MetroManila wherein government efforts in terms ofresources have been concentrated.

Metropolitan Manila

Metro Manila, also called the National Capital Region, is an area, comprised of four (4)cities, namely: Manila, Quezon, Pasay andCaloocan, and thirteen (13) municipalities,namely; Mandaluyong, Makati, Malabon, SanJuan, Pasig, Pateros, Taguig, Muntinlupa,Marikina, Navotas, Las Pinas and Parafiaque,all in the province of Rizal and Valenzuela inthe province of Bulacan. Metro Manila has apopulation of about seven million peoplewhich is rapidly expanding at a growth rate of3.6 percent per annum. Its area extends 25kilometers from north to south and 12 kilometers west to east, covering an area of 636square kilometers. Figure 1.1 shows MetroManila's composition and Figure 1.2 indicatesthe population densities in the different cities/municipalities.

"Paper prepared for the Workshop and Seminar onUrban Mass Transport, organized by the Ministry ofTransportation and Communications, Manila, 1985.

1

Traditionally the center of the country'sactivities, Manila and its immediate peripheryexerts a profound influence and a commandingrole over its outlying areas and for that matter,the Philippines as a whole. Metro Manila ishome to the highly centralized national government. It has most of the institutions of higherlearning and research, the major medical centers and, the major share of national culturalactivities.

It is also emerging as an international conference center. As the seat of the national government, Metro Manila attracts the head offices of major local and international companies.It is the financial capital of the Philippines andhas aspirations of becoming a major financialcenter for South-East Asia. Metro Manila is thedominant center for consumption, processinqand distribution of imports and having the maininternational port of the Philippines, it handlesthe bulk of incoming trade. It is also the centerof air traffic, Manila International Airport, tothe south of the city, plays a pivotal role as aconnecting point for international flights to allother parts of the country.

Historical Development of Transportation

The first form of public transport system inManila, and the Philippines, for that matter, isthe horsedrawn streetcars introduced by the"Compania de los Tranvias de Filipinas" in1881 until 1902. Prior to this, journeys weremade mostly by foot or by horsedrawn calesaand carromatas. The horsedrawn streetcar,which was confined to the old city of Manila,brought a big change in the Filipino lifestyleand commerce.

Before the turn of the century, the companyadded a subsidiary 4.3-mile tramway with

PHILIPPINE PLANNING JOURNAL

Figure 1.2POPULATION DENSITIES IN METRO MANILA

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steam-powered locomotives which was abandoned at the start of the American regime in1900. In 1903, an American firm establ ishedthe Manila Electric. and Railway Company(MERALCO), which was franchised for fifty(50) years, to operate an electric railwaysstreetcar service in Manila.

In 1927, twenty (20) motor buses were initially put on the road as supplementary serviceto the MERALCO tramcars. From this smallbeginning, bus routes radiated from the ManilaCBD to provide crosstown public transportation linking the different districts and fringetowns adjoining Manila. At the end of 1930,MERALCO has eighty five (85) buses in Manilaand it was at this point that Manila saw thegrowing importance and usage of motorizedtransport called automobiles.

By 1936, the switch from trams to busesbegan and by 1942, passenger traffic wasequally divided between streetcars and buses.World War II, however, left most of the highways surfaces or pavements and railways severely damaged. Tranvias, however, were renderedinoperable, they had to be replaced by buses.Damaged roads and railways were rehabilitatedlater with reparation funds from Japan.

Another post-war transport developmentwas the "jeepnev" which represented the desperate and ingenious response of a totallydevastated city to its urgent transportationneeds. Surplus army jeeps or the so-calledMcArthur type vehicles used during the warwere hastily transformed into little buses withentrance at the rear, (later called auto calesas)to seat 8 passengers and made to ply Manila'shalf-bombed streets and tiighways. Since thattime on, Filipino ingenuity transformed thesevehicles into highly decorated and vibrantlyhand-painted "jeepnevs" which became thecountry's most popular and dominant publictransport mode.

OVER-ALL URBAN TRANSPORTSITUATION

Metro Manila, situated at the southwesternportion of Luzon mainland, is made up of lowlands from the coastal side towards the center,a valley (Marikina Valley) at the easternmostside and, relatively high grounds (Guadalupe plateau) running north to south between the lowlands and the valley. Because of its strategiclocation, it is conveniently linked to the rest of

3


the Luzon provinces by highways and expressways and to the rest of the Philippines, by airand water transport. It has the biggest domesticairport in the country and local port, as well.

To ease traffic congestion and provide accessibility and linkage to outlying areas and therest of the Luzon mainland, several major expressways and by-passes were constructed asshown in Figure 2.1.

To the south, the South Superhighway provides access to residential and industrial areasadjoining Metro Manila while the South Expressway Extension, which was completed in1978, provides linkage to the southeastern provinces. The newly opened Manila-Cavite CoastalRoad is a by-pass of Radial Road # 1 forCavite Coastal area-bound passengers.

To the north, the Manila North DiversionRoad provides a relief for the over-saturatedMcArthur Highway leading to the Central andNorthern Luzon provinces.

To the east, the Marikina by-pass and theManila East Road, which is undergoing completion, provide access to outlying areas and reliefto roads crossing the Marikina Valley, as wellas, linkage to the eastern provinces of Luzon.

On the other hand, Radial Road # 10, whencompleted, will serve as a by-pass going to thenorthwestern provinces.

Furthermore, there is also a railway line forcommuter services running from Malolos, Bulacan in the north to Carmona, Cavite in thesouth.

Land Use Pattern

The present EDSA was constructed (19551965) in such a way that it surrounded the urban areas. This helped intensify the development of existing areas and at the same timeaccelerate the new development along and outside EDSA, such as business and commercialcenters in Makati and Cubao and subdivisiondevelopments in Las Pifias, Marikina Valley,etc. The urban area is growing in all directions:government-led reclamation to the west, population-forced expansion to the northwest, andprivate sector - led expansion to the north,south and east. The growth of Metro Manilahas resulted in a complex pattern of continually changing relationships and movements.Makati has developed as a major business centerand Quezon City as a government center. Majoreducation areas are the university belt in Manilaand the Dillman area in Quezon City. Indus-


Figure 2.1METRO MANILA ROAD NETWORK

LEdEND:

PRIMARX ROADSSECONDARY ROADS

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SOURCE: MMUTSTRAP

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Figure 2.2CONCEPTUAL HIGHWAY NETWORK IN THE METRO MANILA AREA

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The trip rate for Metro Manila is set at 2.2trips/day/person. The public transport demanddistribution by purpose and mode is clearly indicated in the following figures.

This administrative classification, however,does not necessarily match with the actualfunctional classification of roads as shown inthe preceeding table.

Existing Travel Demand

Based on recent studies, the total publictransport demand is estimated to be 10,633trips for 16 hours or approximately 11 milliontrips per day, exclusive of walking trips or anaverage of 63 million passenger-kilometers perday. Eighty seven (87) percent of the total demand are intra-city movement and the rest iscontributed by inter-city bus and jeepney transport between Metro Manila and peripheralareas. The jeepneys carry 77 percent of thetotal passenger demand or approximately 8.4million/day. Buses service the remaining 23percent on approximately 5.6 million/day.The average passenger trip length varies considerably between inter-city or intra-city bus orjeepney movements as shown below:


trial areas include those along the Pasig andMarikina River banks. Residential areas areconcentrated in the northern and southernparts of Metro Manila and fairly disbributed atthe center and eastern portions of MetroManila.

Road Network System

The Metro Manila road network totallingsome 2,800 kms. basically or partially developed ring and radial roads and a multipleminor roads running through densely populated and developed areas inside the Metropolis. Figure 2.2 shows the existing and proposed Metro Manila road network.

At present, 10 radial roads are already existing. The extension of R-10 or the ManilaBataan Coastal Road, however, is not yetcompleted while the extension of R-1 (RoxasBoulevard) which is the Manila-Cavite CoastalRoad, has just been opened to traffic very recently.

Of the ring or circumferential roads, C-1,C-2 and C-4 already existed. C-1, however, isnot a circumferential road in the real sense as ithas inadequate alignment and it only links several busy streets. C-2 and C-4 are more circumferential and perform very important roles inthe Metro Manila traffic system. C-3, on theother hand, is still undergoing completionwhile C-5 and C-6 exist only in conceptalthough some sections of which have alreadybeen identified. The plans for C-5 and C-O,however, have been abandoned temporarilyand plans to merge the two, is being considered.

Metro Manila roads are administrativelyclassified as follows:

National roadsProvincial roadsCity roadsMunicipal roadsBarangay roads

Total

JeepneysBuses

Intra-City

3.8 kms.8.5 kms.

790 krns.164 krns,

1,118 kms.533 krns.197 kms.

2,802 krns.

Inter-City

8.8 kms.15.6 kms.

Overall Transport Demandby Trip Purpose

6

Overall Transport Demandby Transport Mode

FUNCTIONAL CLASSIFICATION OF ROADS(GENERALIZED CRITERIA)

TRAFFIC THROUGH PUBLIC TRANSPORT PRIVATE PEDESTRIANCAR PARKING

CLASSIFICA TION FUNCTION CONDITIONS TRAFFIC BUS JPY. TRI- PEAK OFF- CROSSINGCYCLE PERIOD PEAK CONTROL

-

Primary Roads Freeways/Expressways High volume Yes Yes Some No No No Signals orPrimary Arterials: and access grade sepa-Principal arterial control rated Ii.e.,routes for inter- bridges orsuburban traffic movements underpass)

......Secondary Roads Secondary Arterials Medium Some Some Yes No No Maybe Signals or

Collectors: Volume and Zebra eros-Non-primary roads some access singwhich distribute traffic controlbetween the primary roadsand local roads

Local Roads 1 Streets, not being primary Low volume No No Some Yes Yes Yes Noneor secondary roads, whose withoutmain function is to provide accessaccess to abutting property control

Source: MMUTSTRAP Part A: Final Report

1"Local" here relates to function rather than administrative responsibility

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Figure 2.3 below, indicates the person trip flows in Metro Manila.

Public Mode Private Mode

Unit : 000 trips/doySource: J~80 HiS

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Total

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Inter Block Flow

Intra BlockTraffic volume

URBAN MASS TRANSPORT SITUATION

Public transport in Metro Manila is predominantly road based. The inter-city mass transitsystem consists largely of jeepneys, a form of"paratranslt", standard buses (ordinary and premium), mini-buses, taxis, tricycles or pedi cabsand a few horse-drawn carriage called "calesas"while the inter-city services between Manila andadjoining areas are provided by standard andmini-buses, provincial buses, and some jeepneys. Buses provide services for the arterialswhile jeepneys serve both the trunk and secondary systems. In some cases, jeepneys serve asfeeders to buses. Tricycles provide feeder services to both trunk and secondary systems.

On the rail system, the Philippine NationalRailway (PNR) provides services within MetroManila on a very limited scale. Most of thePNR's lines are long distance providing servicesto the provinces north and south of MetroManila.

The latest addition to the Metro Manila masstransit system is the newly constructed LightRail Transit (LRT) which started operation in1984. It is on an elevated track running northto south from Monumento to Baclaran via Rizaland Taft Avenues. The line is approximately 15kms. long and interspersed with 18 stations.

Physical Features

BusesThere are different types of buses currently

in operation in Metro Manila. Among these arethe ordinary or standard buses, double-deckers,limited buses, love and Pag-ibig buses, and minibuses.

As provided by law, standard buses measures11 meters- in length and 2% meters il1 width witha minimum height of 3 meters. The minimumseating capacity for it to be considered a standard bus is 45 passenger-seats. Buses falling shortof these specifications fall under the categoryof mini-buses. Double-deckers, on the otherhand have seating capacities of 100 passengerseats. Limited buses are also standard buses butthey differ in that the former follow the "nostanding" system and, like the double-deckershave limited stops thus, having a fare scaleslightly higher than ordinary buses. Love andPag-ibig buses are both air-conditioned busesowned and operated by MMTC while the latteris part of the MMTC bus leasing program extended to private bus companies although

9


majority of these units are now being operatedby the MMTC. The only difference is in ratesas Love Buses charge higher than Pag-ibig buses.

Jeepneys

World War II left the Philippines with a devastated road network and transport system.Pressed by the urgent need for transportation,the Filipinos transformed surplus Americanarmy general-purpose vehicles into open-airvehicles that looked like little buses. With entrance at the rear, it is capable of seating andtransporting 8 passengers. These, later on,evolved to be the vibrantly painted and highlydecorated small vehicles known as "jeepney".At present, these 8 passenger capacity jeepneys can only be seen in cities or provincesoutside Metro Manila. On the other hand, the41,000 jeepneys operating in the city arelonger with an average seating capacity of 16persons. These are powered by either gasolineor diesel fuel.

PNR

The PNR commuter trains were introducedin 1972 and have become part of the masstransit system of Metro Manila, serving primarily, the working population of the commercialand industrial establishments in the outlyingareas of Metro Manila.

There are nine (9) sets of trains being utilized for Metro Manila Commuter Services, six(6) sets of which are diesel railcars (DRC's)having a seating capacity of 80/car or standingcapacity of 156 persons/car and three (3) setsof Diesel-Electric Locomotive (DE L) - hauledpassenger coaches, each with a seating capacityof 115/coach or standing capacity of 200/coach. Each train consists of 3 to 4 cars orcoaches. Trains consisting of DRC's differ fromDEL-hauled trains in that each of the DRC's ispowered with individual engines while DELhauled train are sets of coaches (not powered)having a single motive power which is thelocomotive or the engine. All tracks run atgrade.

LRT

The latest addition to the Metro Manila masstransit system is the newly constructed LightRail Transit or LRT system. Constructed 7meters above road level, the LRT line has a


length of about 15 kms. running from southwest of the Metropolis towards the norhtwestcutting across downtown Manila parallel to thebay. There are 64 articulated cars provided asinitial fleet. Although stations could accommodate three (3) cars, each train is composedof only two (2) cars with capacity of 374 passengers each (81 seating and 293 standing).Maximum design speed is about 60 kms. whilecommercial speed is 18 kph. Maximum capacityis 18,000 passengers per hour or 324,000 passengers per day. At present, there is an averageof about 245,000 passengers daily.

Tricycles

Another mode of public transportation inMetro Manil!l which can not be considered amass transportation but has been playing a significant roles in the local mass transit system isthe tricycle. It is, generally, a motorcycle (andin some instances, a bicycle) attached to a sidecar with a seating capacity of two (2) persons.They provide services to inner areas not serviced by buses or jeepneys.

Operational Characteristics

Buses

At present, there are eleven (11) bus consortia or corporations existing in Metro Manilanamely; DM Consortium, DMTC, FIl TRANS,MCl, MCBC, JD Transit, GMTC, CERT,EMBC, PASVll and MMTC. All, except theMMTC or Metro Manila Transit Corporationare privately owned. The MMTC is a government-subsidized corporation and the sole corporation where bus drivers and conductors aregiven basic monthly pays. In addition to this,they get a percentage or the so-called "commission" from the revenues exceeding thedaily quota. The private operators, on the otherhand, follow the "commission basis." Theyreceive a certain percentage of the daily revenue plus additional percentage of the revenuein excess of the daily quota.

This practice however, is unfavorable as ithas a negative effect on road safety. Drivers,in their desire to get more passengers so as toattain a higher revenue for the day, tend tooverspeed and get reckless with their drivingand race with co-drivers in order to reach the

10

bus stops ahead of the others. Another adverseeffect resulting from this practice is longerstanding time of buses trying to get morepassengers in bus stops which increases traveltime of passengers.

Jeepneys

The jeepney is the dominant form of publictransport in Metro Manila. It accommodates77% of the total public transport demand in themetropolis. It would be interesting to note thatall jeepneys in Metro Manila are privatelyowned. They are either federation or transportcooperative members. However, those whojoined the transport cooperative, which is agovernment-instituted body, shall abide by allthe constitution and by-laws of cooperativesthus, giving the latter the authority to managethe operation of their jeepney units.

Only a few are driver-operators. Most ofthem hire drivers to operate their jeepneys on"boundary" basis. By boundary system, thedriver agrees to remit to the operator at theend of the day, a fixed amount ranging fromP100.00-P180.00 per day as prescribed by theoperator based on the route length and fuelused for the jeepney.

Generally, jeepney operators own less than 5units. A jeepney unit, on the other hand, isoperated at maximum. capacity for a period ofthirteen (13) hours per day on the average, for6 days in a week. The 7th day is usually allotedfor engine/brakes tune-up, servicing and othermaintenance work.

The daily income of an average operator isP83.00 excluding the direct expenses totallingapproximately P30.00 which will go to the oil,tires, repairs and maintenance of the vehicleand P17.00 that goes to miscellaneous annualexpenses.

From the driver's point of view, jeepneyoperation, despite the economic crises, still appears to be profitable. Based on recent surveys, the drivers take-home pay average P90.88per day which makes jeepney operation a viableundertaking.

The table below depicts the financial condition of an operator in terms of revenues and expenses before depreciation:


Route ExpensesLength Daily Net(kms.) Revenue Daily Semi-annual Annual Total Income

0-5 111.29 18.78 9.98 7.44 35.20 76.095.1 - 10 117.64 23.13 8.86 7.63 39.62 78.02

10.1 - 15 140.00 31.68 8.82 8.30 48.80 91.2015 -up 142.16 41.14 9.30 8.36 58.80 83.36

Average(P/day) 127.77 28.69 8.99 7.93 46.60 82.17(Pzkrn.) (0.77) (0.17) (0.05) (0.05) (0.27)

Light Rail Transit (LRT) Routes/Areas Served by Different Modes

Number of Existing Jeepneys and Bus Routesin Metro Manila

There are 744 routes, at present, operated inMetro Manila by jeepneys and 184 by buses asshown below:

In general, jeepney routes are short and concentrated in most radial roads and inner orsecondary streets while buses, generally, arelong and dominate the most important circumferential road, C-4 or EDSA.

Among the major roads dominated by jeepneys are Rizal Taft Avenues, Quezon Avenue,C.M. Recto Avenue, Espana and Aurora Boulevard.

Bus routes, on the other hand, dominateEDSA, Ayala and Buendia Avenues and Southsuperhighway. The routes they ply also vary byservice type. Most of the ordinary and premiumbus routes are concentrated in EDSA, Buendiaand Ayala Avenues and portions of Taft andQuezon Avenues.

Minibus routes are mainly inter-city and operating on the North Diversion Road, SouthSuperhighway, Sumulong Highway and Quirino

Intra-City Inter-City Total

744184119

35

2829

1043413oo1

20

640150106

35

279

Jeepney:Bus:- Standard Bus- Double-Decker- Limited Bus- Love Bus- Mini-bus

Mode

Train operation starts from 0500 HRS till2300 HRS. Trains operate on a three minuteheadway during peak hours and five minutesfor off-peak hours, including Saturdays andSundays. The average travel time per turnaround trip is one hour. Dwell time ranges from20 to 30 seconds per station. Maximum capacity is about 18,000 passengers per hour or500,000 passengers per day. At present, there isan average of about 245,000 passengers per dayand about 330,000 passengers per day duringWednesday. Single-fare system and token-operated turnstiles are used. Fare is P2.50.

The Commuter trains account for 26.5 percent of the total revenue train-kilometers forcombined passenger, freight and commutertrain services in CY 1984.

As of August 1985, there are nine (9) trainroutes moving some 13,000 commuters daily.Daily run is at 38 trains/day. These routes areprovided with thirty one (31) station outlets,24 of which have ticket dispensers while therest are operated by franchised agents. Five (5)of the 31 stations cater to long distance passengers and freight services. Ticketing is doneby zone. Fare computation is Pl.50 for thefirst zone and Pl.40 for every zone thereafter.

For southbound routes, train operationstarts at 4:30 a.m. up to 7:00 p.m. at an average of one (1) train per hour, for both directions. In contrast, northbound routes are scheduled depending on the peak flow of passengers, thus having only one (1) train boundfor Manila in the morning and one train thatgoes back in the afternoon.

PNR Commuter Trains

11


Avenue. However, there are nine (9) intra-cityroutes still operated by mini-buses.

As previously mentioned, the only LRT lineexisting is Line No. 1 servicing the Taft andRizal Avenue corridors while the PNR Commuter Trains provide services from Malolos,Bulacan from the north up to Carmona, Cavitein the south, crossing the CBD's of MetroManila.

Figures 3.1 and 3.2 show the different routestructure by mode.

Complementarity of Modes

Jeepney and bus routes seem complementary to each other but in most cases wherejeepneys operate on the same line with buses,they directly or indirectly compete with eachother. More often, buses are at the losing endsince riders prefer the door to door service jeepneys offer. It is only in cases where roads aredominated by buses, as in EDSA, that complementation of modes is clearly seen. In thiscase, jeepneys provide feeder services to buses.The LRT and PN R trains, on the other hand,complement with the jeepney and bus routes asprovided for in the route rationalization schemefor Metro Manila.

Route Characteristics of Different Modes

Under the route rationalization scheme, longroutes passing arterials, with high passengerdemand shall be operated on by buses and shortroutes and these servicing the secondary streetsare assigned to [eepnevs. On the other hand,where the route is long and passenger demandis not considerably high or not viable for standard bus operations, minibuses are assigned. Thisis the reason behind the diversion of minibusesfrom intra-city to inter-city services. Moreover,there is a standing policy limiting the routelength of Metro Manila jeepneys to 15 kms. Assuch, Metro jeepnevs are limited to the periphery of Metro Manila only. Similarly, provincial jeepneys bound for the city are curtailed orallowed to enter a little past the metropolitanManila boundaries.

This policy would bring about some increasein transfers since commuters have been used todirect door to door services but this is only oneagainst the many benefits which can be derivedfrom the overall route rationalization of MetroManila.

12

On the average,intra-eity jeepney routesare 10.4 kilometers long while inter-city routeshave an average of 24.6 kms. Bus routes aretwice as long as jeepney routes, both for intracity and inter-city routes. Load factors of jeepneys is 54 percent while buses have 56 percent based on seating capacity alone. Intra-cityroutes have higher load factor than inter-cityroutes.

Travel speed is generally low in the innerareas of Metro Manila especially within C-2where jeepneys travel at a rate of 10 kph. orlower. As it is commonly observed, travel speedof bus is generally faster than jeepneys but itshould also be noted that it is not only by theoverall traffic situation that travel speed isdetermined but also by driving attitudes andoperating practices of getting passengers.

OPERATIONAL VIABILITY OF MASSTRANSPORT MODES

Operational viability for any public transportation mode depends on several factors.Most significant of these factors are: a) type ofroute, its length and physical characteristics,b) level of competition from other units ormodes, c) demand on the route, and d) farestructure.

The length of the route to some extentaffects the viability of operations consideringthat buses may be more viable for longer routesthan in short routes. Likewise the physicalcharacteristic of the road surface, whether itis well paved or not affects the degree of wearand tear on the unit.

The level of competition whether from samemodes or from other modes definitely dictatesthe income of a mass .transport unit. The presence of jeepneys in a route also operated on bybuses have been shown to be detrimental to thebuses. Several bus routes have been known tocease as bus routes because of competition withjeepneys.

Demand on the route likewise directly dictates the viability of the unit. Even with veryfew competition from others, a route will notbe viable if there is not enough demand in it.

The fare structure is of prime importancealso in the viability of a route. No operatorwould venture into the business if the farestructure is not that favorable.

All these factors affect the four modesconsidered in this paper differently.


Figure 3.1ROUTE STRUCTURE OF BUSES

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ORDINARY BUS(FREQUENCY 30

and more/HRl

ORDINARY BUS{FREQUENCY 30

OR LESS/HRI

LIMITED BUS(FREQUENCY 30AND I)

AND MORE IHRI

LIMITED BUS(FREQUENCY 30

OR LESS/HR.l

--- - -- LOVE BUS{FREQUENCY 30

AND MORE/HR.)

---. -- LOVE BUS(FREQUENCY 30

AND LESS/HR.I

---.--- MINI BUS(FREQUENCY 30

AND MRDE/HR')

~_. - MINI BUS(FREQUENCY 30

AN 0 LESS{H R.I

13


Figure 3.2ROUTE STRUCTURE OF JEEPNEYS

INTRACTIY ROUTES(FREQUENCY 150AND MORE/HR.)

INTRACITY ROUTES(FREQUENCY: 150OR LESS/HR.)

INTERCITY ROUTES(FREQUENCY: 150AND MOREIHR,)

INTERCITY ROUTES(FREQUENCY: 150OR LESS/HR,)

14

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Buses

The viabilitv of the Metro Manila bus firmsmaybe looked at in two ways. Firstly, it may beseen from the point of view of the unitacquired under the bus-leasing program of thegovernment. Such unit is owned and operatedby the corporation. There are twelve bus corporations formed in 1981 through the voluntary incorporation of the approximately 120small bus companies prior to 1981. Secondly,viability of a unit may be seen from the pointof view of the old unit owned by the formersmall company whose franchise and route isnow transferred to the new corporation, oneof whose incorporator is the owner of the unit.Such unit is not owned by the new corporation but is leased or run by the corporationin one of its franchised routes. The owner ofthe unit only pays a management fee to thenew corporation. Daily operational expenditures and maintenance for this unit is handledby the owner.

For the first unit (the unit owned by thenew corporation), the income goes to the usualdirect and indirect expenses. In addition, thenew corporation pays for the amortization ofthe unit to MMTC who administers the government's bus leasing program and also for itsmaintenance by either of two governmentdesignated companies who maintain these newunits under the program. Their maintenancecharge is considerably higher than what the oldoperators use to spend for their own units. Forthe second unit, the owner pays a minimalmanagement fee to the new corporation on topof his usual direct and indirect expenses whichare relatively lower in most cases than those ofthe new buses.

Taking all things equal, these two unitswould be earning just about equal amounts perday. Yet, in most cases the old unit .would bemaking money while the new one owned by thecorporation does not make a profit. Thus, majority of the Metro Manila bus corporations saythey are losing.

Other factors that make Metro Manila operations unprofitable as some operators say is thelow-demand route they operate on and the highindirect expenses they incur. Some are requesting LTC for changing and/or lengthening ofthei r routes.

15


Jeepneys

For the same fare structure, the jeepneys enjoy a profit compared to the buses. Reasons forthis are the following:

a. Jeepneys operate on shorter routes wheredemand is relatively high compared to longbus routes passing to thinly populated areas.

b. Jeepneys, because of their size easily outmaneuver buses to pick-up passengers.

c. Passengers prefer jeepneys for inter-city ridesbecause of thei r short waiting time. Busestake long to wait passengers.

d. Jeepney operators seldom if ever they payincome taxes.

e. Jeepneys can easily earn extra money by delivering passengers to destinations slightly outof their route.

A recent study conducted by the MOTCshowed that the average jeepney driver whodrives his borrowed jeepney for 8 hours earnsaround P90.00 after deducting from his earningthe P130 he pays to the operator or owner ofthe unit and the day's expenses covering diesel,fuel and oil including his meal and cigarettes.

Light Rail Transit

The Light Rail Transit has lived up to expectation as far as its patronage and incomegenerating capability is concerned. Since itopened its total length to commercial operation in May 1985, it has attained its projectedpatronage of approximately 240,000 passengersper day for a daily income of approximatelyP700,000.

At this level of income it can be said thatthe system can maintain its operations withoutexternal subsidy. However, if we include itsloan amortizations it cannot be similarly saidthat the system can operate without subsidy.

The relatively high level of patronage of theLRT stems from the fact that it offers fast, safeand efficient service compared to the bus andjeepneys which are subject to traffic congestions.

PNR Commuter Train

PNR's Commuter Service in the north goesup to Malolos in the province of Bulacan (seemap). Prior to LRTs operation, the PNR Com-


,,

'O~Q'"oqO :"

I,,/

!& ... ...o"Sar,llag<,t// ..."..

>/? ij<JtOmb."9

II

(/\II,

"II

Figure 4.1PHILIPPINE NATIONAL RAILWAY LINES

LEGEND

LINES II, OPERATION

POSSIBLE NEW LINES

Mefro Manila RoJI Ccrnmut er Ser vtce sUnulf! stouons L:.: Harbor,

Pcrt

16

muter Service from Malolos in the north toManila and Makati and Carmona in the south toManila and Makati, was a big help to commuters in these areas even with the good roadsrunning parallel full of buses and jeepneys. Thisis because the fare is cheaper and has lesstransfer points. With the opening of LRT, thesituation ischanged. Commuters from the northtake the bus or jeepney up to the north stationof LRT at Monumento and then take the LRTsouthward to their destination. Travel time islessen with the 2-3 minute headway of theLRT. Fare is cheaper at P2.40 flat rate whereasfor PNR's Gommuter Service this would costP2.90.

Whether the PNR commuter service, especially in the north, was viable or not beforeLRT, the fact is that it has suffered a reductionin patronage roughly estimated at 21% from8,669 weekly average to 6,789.

Like the PNR Commuter Service, the LRTcut in heavily from the bus and jeepney patronages. Majority of bus and jeepney ridingcommuters from the northern terminals of theLRT going south to Makati or Baclaran nowtake the LRT.

MAJOR MASS TRANSPORT PROBLEMS

Like any urban mass transportation systemin a developing country, Metro Manila's masstransportation system has its fair share ofproblems. For one, Metro Manila continues toface its perennial transportation problemscharacterized by: a) the long waiting time ofcommuters especially during rush hours whenpassengers have to wait for as long as 30minutes to more than an hour to get a ride,b) the slow movement of traffic during rushhours, c) the heavy traffic congestion at roadintersections, and d) the unruly driving habitsof mass transportation drivers. These are manifestations of problems that need to be addressed not only by the government agenciesconcerned, but by the riding public and publictransportation operators and drivers as well.

Among the problem areas that can be citedas major causes or contributors to the prevailing problems plaguing the public masstransport system in Metro Manila are:

a) the current state of inter-modal competition and complementation of the variousmodes of mass transportation in the metropolis;

17


b) the kind of discipline and mentality that boththe drivers and riders of the mass transporttion system have as well as that of the pedestrians;

c) the relatively weak enforcement of trafficrules and requtations:and

d) the inadequacy of the road infrastructurein the Metropolis.

Unhealthy Inter-and-Intra-Modal Competition

Competition among the various mass transport modes in Metro Manila especially betweenthe buses and jeepneys, not to mention thecompetition between bus units of differentcompanies and between jeepney units of different operators, has long been recognized as amajor contributor to traffic congestion andaccidents in the thoroughfares of the Metropolis. This intense competition among transportation units is a natural phenomenon inbusiness where everyone hopes to make ahigher income than the rest. This is howeveraggravated by the way most public transportdrivers (bus and jeepney and even tricycledrivers) earn their daily wage. They earn theirdaily wages as the net amount after they deductthe rent of the vehicle, cost of fuel and oil, andcost of minor repairs from his days income.This system is called the "boundary" system.Under this set-up, it is expected that the driverhas to exert all efforts to get a better share ofthe market than his competitors. This impelshim to disregard some courtesies on the roadand at times safety precautions.

How do we eliminate this problem? Whilethe solution may depend to a large extent onthe agreement between operator and driver, theoperator finds this arrangement convenient forhim since he only receives daily his "boundary"without bothering about fuel, oil and otherdaily operational needs. It becomes imperativetherefore for government to study other meanswhich can be proposed to the operator foradoption.

In the case of inter-modal competition(between buses and jeepneys), it is an acceptedfact that several traditional bus routes (mostmajor thorou\tlfares) have now become jeepney routes. Buses have been displaced from theseroutes because they are "crowded out" by thejeepneys in the daily competition for the nextpassenger. If this goes on without proper government control, the buses are bound to be eased


out of operation in Metro Manila by the jeepneys.

To remedy this situation government hasbanned jeepneys and mini-buses from operatingalong the major circumferential route, C-4 (orE. delos Santos Avenue). Current transportation rationalization moves by government inMetro Manila is geared towards minimizing thisunfavorable competition between buses andjeepneys in the same route. Rather, complementation of service is the guiding concept inrationalizing public transport system in theMetropolis.

Poor Discipline of Drivers, Riders andPedestrians

Closely linked with the unhealthy competition of modes is the problem of poor disciplineamong both the drivers of public transportationunits, the passengers and the pedestrians. Webelieve that while the wage system contributesto the behavior of drivers, there is a need todiscipline the drivers and the riding public aswell. Low educational attainment of jeepneydrivers and their economic status should beconsidered. Another thing that pushes driversto disregard rules and regulations is theirknowledge that if they commit an offensetheir firm will bail them out of the predicamentwithout much trouble for them.

Towards minimizing this problem, the buscompanies and jeepney operators should makethe drivers feel that they are responsible fortheir wrong doing hence they should be madeto pay for it. Also transport companies shouldhave a program for training and improving notonly skills but discipline of its drivers and conductors. It is one thing to have on paper a company program/policy that provides for all theseand another to implement effectively such programs. Metro Manila Commission and the LandTransportation Commission provide for seminars of drivers as part of their penalties fordriving violations.

For the passengers and pedestrians, the LandTransportation Commission has been coordinating with the Education Ministry to incorporate in the primary grade curriculum the basisof traffic rules, regulation and courtesies.

Weak Enforcement of TrafficRules/Regulations

Enforcement of traffic rules and regulations

18

is a major component of any efficient masstransportation system. One may have goodtraffic rules/regulations but if enforcement isweak it will not be of much help.

In the country in general and Metro Manilain particular, we are not wanting in good trafficrules and regulations. In fact some say we havemore than what we can enforce. This may betrue since there are some rules that have notbeen enforced for sometime already. But mosttraffic rules/regulations enforced have notbeen effectively enforced and in a sustainedmanner. Various enforcement groups enforcelaws on specific offenses. Some of them overlap. This has lead to confusion on the part ofdrivers as to what agency enforces what type oflaws.

Reports of traffic enforcement personnel being bribed by drivers/operators sometimesoccur in the Metropolis. This has lead to theweak enforcement of laws. Rather than stricklyfollow the rules, the drivers would rather breakthem and if found guilty, they pay the fine orbribe the enforcement officer.

A solution to this problem does not liesolely on the enforcement officers but on boththe driver/operator and the lawman. If there areno bribers there would be no bribees or viceversa This is a "chicken and egg" situation.

Currently an inter-agency team composeo ofthe various traffic law enforcement groups including the Metro Manila Commission (MMC)and the Land Transportation Commission(LTC) is studying the possiblity of coming upwith only one traffic violation ticket to be usedby all traffic enforcement groups enforcing different rules/regulations. This will lessen confusion among transportation operators/driversand will also complement the efforts of LTCto computerize violations by drivers.

Inadequate Road Capacities

Most of the roads in Metro Manila were builtbefore the advent of motorized transportation.This holds true particularly for the cities ofManila, Pasay and Caloocan. It is therefore expected that capacities of major roads in thesecities are inadequate to cater for the trafficdemand today. Expansion of road widths havebecome prohibitive because of the heavy buildup of business and residential building alongthese streets.

To remedy this problem of inadequate roadspace, mass transport along the major thorough-

fares through these three cities have to be remedied by larger capacity and faster mass transitmodes. This had to be balanced by the presenceof jeepneys in these main thoroughfares. Thusthe decision to build a light rail transit systemto traverse these three cities on elevated railabove the jeepneys and buses at the road level.This has proven to be a right decision as shownby the current patronage of the LRT.

Other Problems

Another problem that has contributed to thecurrent state of traffic congestion in MetroManila is the ease of flooding in portions ofmajor streets in Manila with the slightest downpour of rain or even the rise of the tides at thebay.

This problem of flooding is currently addressed to by the Metro Manila Flood Controlprogram of the Ministry of Public Works andHighways.

FUTURE OF URBAN MASSTRANSPORTATION

The future of urban travel is closely relatedto population size, economic growth, and


family incomes. Even with perfect forecasts ofthese variables, conversion into estimates offuture transport demand is no simple matterand is all the more risky in view of the uncertains of today.

Past studies have shown that Metro Manila'spopulation will reach about 1.6 times the 1980levels of 5.9 million people, or almost 10million by the 2000. This is on the conservativeassumption of a declining urban growth from3.1 in 1980-85 to 2.0% in the 1990s. Motorizedperson trips/day in Metro Manila estimated in1980 to be around 10.7 million is projected tobe near the 20 million mark by the year 2000.Motorized trips/person/day will likely rise from1.8 in 1980 to 2.2 at the turn of the century.

No new transport technologies are foreseeable in Metro Manila for the next 15 yearsup to year 2000. The public mass transit system is expected to consist of the same modes,but their future roles should be examinedclosely.

The current economic slump in the countrymay have a profound effect on the unusuallyhigh growth rate of car ownership in the earlyeighties. This should support the hope that public mass transit ridership would at least retainor improve its share of the total trips.

19

PEDESTRIANIZATION OF A CITY COREAND THE LIGHT RAIL TRANSIT

Victoria Aureus-EugenioInstructor, School of Urban & Regional Planning

University of the Philippines

I. INTRODUCTION

Pedestrianization of streets, at least in thecity core, seems to have been revived in at leasta few instances, and it has taken several forms.In Italy, for instance, an increasing number oftowns, from the capital to the smallest provincial outposts, have banned motor traffic fromthe town centers, thereby reclaiming streets fortheir original use. The same holds true for a fewAmerican towns.' In other cities, the use ofautomobile in certain streets at certain timeshave been restricted, as in the case of Ginza inTokyo as well as in Fifth and Madison Avenuesin New York. In still other cities, attempts havebeen made to create localized peaceful coexistence by placing people in higher or lower levelsas in the case of the elevated sidewalks andbridges 2 (e.g., the Bridge Approach for pedestrians in Minneapolis) or of underpasses (e.g., theunderpass in Montreal, Canada and the Lacsonunderpass in Ouiapo, Manila).

City administrators and planners are realizing that freeing urban spaces from traffic andrededicatin g them to pedestrians is not onlypopular with the public, it also helps boost theurban economy. Seattle's Pioneer Square,Boston's Quincy Market and San Antonio'sRiver walk are examples of how improvedpedestrian environment has contributed to in-

1Rudofsky Bernard, Streets for People: A Primerfor Americans, (New York: Doubleday, 1969),

2Victor Gruen, Centers for the Urban Environment: Survival of the Cities, (New York: Van Nostrand Reinhold Company, 1973) p. 664.

20

creased economic activities in the area. 3 It isperhaps this realization which has led manycities to set off pedestrian streets or pedestrianzones on a temporary or permanent basis.

Such realization is not surprising when oneconsiders the fact, as discussed in The City ofAdelaide Plan that "the prosperity of a citycore depends on the speed and ease with whichpeople can move about within the core." Thequickest and cheapest form of movement within the central area of the city is of course onfoot.

This paper involves a proposed pedestrianization concept to ease movement and to revitalize the city core of Mani lao It tries to relatepedestrian's behavioral pattern demands andneeds with the physical environment of a citycore as the setting for their activities. While thisstudy analyzes the wide range of human activity occurring within a city core, it looks intothe development of such a core, not only inrelation to pedestrian needs, but also as a significant locus of change resulting from the introduction of a new transport system, such as theLight Rail Transit. The intention is not only tomake the conditions better for the pedestriansbut also to recommend ways by which theblighted city core may be improved.

In general, this study seeks to formulate aset of design criteria and to present a designconcept fer the pedestrianization of the core ofthe City of Manila specifically the Ouiapo-Sta.

3Kenneth C. Orsk i, "Transportation Planning as ifPeople Mattered," Practicing Planner, March, 1979,

p.24.

Cruz area. This area serves both as a religiousand commercial center, thus people have tended to concentrate there, resulting in a highpedestrian population density. With the operation of the LRT, sti II more people are expectedto converge there since its 11th station islocated in Carriedo. This, in turn, is expected toseriously hamper movement of both pedestriansand motor vehicles, which, even without theLRT station, is already a problem.

This study therefore is necessary since theblight and continued decay of the Ouiapo-Sta,Cruz area has long been a matter of deep concern for city administrators and planners. Fearhas been expressed that "the LRT may merelyfurther blight downtown Manila, unless thisarea is transformed into something more than atransit oolnt.':" It is precisely with the transformation of the area that the study is concerned.

II. STUDY AREA

The study covers the area bounded by Gonzalo Puyat (formerly Raon) to the north, thePasig River.to the south, Quezon Blvd. to theeast and Plaza Sta. Cruz and Plaza Goiti to thewest. It occupies a strategic location in relationto the entire Manila Central Business District(CBD). North of the study area winding fromSta. Cruz District, G. Puyat St. intersects Esterode Quiapo just before the waterway disappearsoff Quezon Blvd. Passing the small bridge overthe estero, one could not possibly miss one ofOuiapo's landmark, the Ocampo Pagoda. Further north are downtown universities, moviehouses and commercial establishments. Thereis also a full blown university which is tuckedaway on R. Hidalgo, the same street where theonce-imposing houses of the rich stand decaying.

In the southeastern side beyond the QuezonBlvd. is a Muslim mosque, the first in Manilasince Sulavman's.f The Muslim dome and mina-

4Nick Joaquin, "Glorifying the Inner City," TimesJournal, (Monday Special), 3 October, 1983.

S"A Patch of Splendor," The Sunday TimesMagazine, August 25, 1968, pp. 44-45.

21


ret commemorating Christian and Muslim Filipino brotherhood dominates the neighborhoodat Globo de Oro and Elizondo. About threeblocks away at Basan St. is the new Zamboanga Traders Flea Market housed in one bigstructure across the Balikbayan Handicrafts Export Wholesale-Retail. In the northwestern arealies the Binondo and San Nicolas area whereChinatown is located, With all these landmarksaround, not to mention those located within,the site seems to be the crossroads of the Region. Thus, it is always teeming with humanity.

III. METHODOLOGY

Direct observation and interviews were theprimary methods of gathering relevant in-depthinformation. Photo'graphy was extensively usedbut the principii I tools were pads of paper, apencil and a place. to observe, following Whyte'smethodology in his study of crowding in NewYork and Tokyo, (1976). Collection of otherdata was done by means of a Physical/Environment Study and a Pedestrian Study.

The Physical Environment Study included aland use survey, visual surveys and a photoimage study of street scape, (analysis of photographs to measure the physical form content ofthe street scene were used to ascertain personalpreferences). The Pedestrian Study includedactual counting of pedestrians within the studyarea, random interview of pedestrians and recording of pedestrian behavioral characteristics.Various situations were also recorded with thecamera and video tape to enable one to see details that may have been missed out whichcould be valuable. To discover whether, duringthe course of the day any pattern of activitycould be recognized, tracking studies (i.e.,following a pedestrian which are picketed byrandom) were conducted. These studies weresupplemented by interviews.

IV. FINDINGS

Some of the relevant physical and environmental characteristics of the study area basedon the surveys and observations conducted areshown in Table 1. It is noteworthy that theroads, parking and open spaces comprise only


Table 1

SPACE UTlLlZA T10N*

1. Religious2. Department stores/bazaars3. Shoe stores4. Shops (pawnshop, repair shop, press, etc.)5. Jewelry and watch store6. Drug store7. Bank, school, offices8. Optical9. Restaurant and bakery

10. Hotel lodging and condominium11. Private house12. Moviehouse13. Under construction14. Roads, parking and open space

Total

Net Area (hectares)

1.76.441.210.670.490.142.800.701.560.450.840.720.567.34

25.62

% of Study Area

6.625.14.82.61.90.5

10.92.76.11.83.32.82.2

28.7

100.0

*Space utilization refers only to the ground floors of the buildings. The upper floors are utilized as offices.

schools and residential except for some buildings of hotels and condominiums.

28.7% of the total land area. This partly explains the perennial crowding and congestion inthe area. Space utilization of major and important streets have specific uses. For example:

Carriedo, the main artery of Manila's pedestrian, flowing to and from Plaza Miranda, is awhole row of stores selling shoes of all sizes andstyles.

Evangelista is where most of the jewelry storesare located although textile and electronicshops can also be seen.

Palma had been a ready-to-wear market long before Manila's couturiers discovered the termRTW and made it expensive.

C. Palanca, (Formerly Echague) one of Quiapo's busiest streets, is a row of plates andglasses stores on one side and textile, hopia andtikoy factory on the other. An interior opencourt is located along the street which is usedas multi-purpose area by tenants and residents.

22

According to the barangay captain who residesin the area, this open court was supposed to bethe site of a movie house but it was never built.The court is also used by some students fromFEATI for their group meetings.

Avenida Rizal, the main street of Sta. Cruz District and also Manila's longest street is a chainof shops, bazaars, movie houses and restaurants.

Villalobos Street is where fabric, cheap or expensive, coarse or fine, can be seen just as everyconceivable thing to eat can be bought in theQuinta Market just below the bridge.

All these merchandizes available plus theestablishment of popular eateries like McDonald's, Tropical Hut, Dunkin Donuts, Shakey's,Jollibee and Big Daddy's contribute to thecrowd-drawing power of the area, in addition tothe two churches within the study area.

Major landmarks, pedestrian and vendor concentration, crowd-drawing establishments andpoints of conflict/problem areas were mapped.

The vertical image of the area is dominatedby three-to-six-storey structures. Royal Hotelis the only towering building in the area whichcan be seen framed by the rows of structuresfrom several streets. The view of the hotelfrom the streets like Hidalgo and P. Gomez ismagnificent, however, the view from the westseemed to dwarf the human scale because thewhole structure is seen. However, the LRTstation at Carriedo gives a horizontal balanceto this vertical structure. Surprisingly, the LRTcarriage-way seems to blend with the city'surban form.

Not to be overlooked besides the pedestriansare the other users of streets and sidewalks whoalways been a part of the physical setting of thearea. Randolf David6 identified them as thehawkers/sidewalk vendors, money changers,scavengers, metro-aides, beggars, watch yourcar boys, magicians and fortune tellers. Fromthe actual survey of these users, the most dominant, as expected, are the sidewalk vendors (excluding the pedestrians) comprising 78% of thetotal users.

The hawkers seen in the study area can beclassified into three types:• Itinerant peddlers7 and sidewalk vendorswho carry their wares around• Hawkers in semi-fixed location (on pavements/sidewalks near department stores orchurches) with wares often clipped on thewalls• Hawkers in more or less permanent location(in kiosks around market places, sidewalks andvacant lots in commercial areas)

These vendors became such a problem topolice enforcement that in late 1979, thegovernment launched the Kabalikat ng BagongLipunan - a project to legalize vending activityin the Quiapo area. Unfortunately, just as fastas the project was conceived and put up in a

6Randolf David, "Manila's Street Life: A VisualEthnography:' A Comparative Study of Street Life,Occasional Paper NO.5 (Tokyo: Research Institute forOriental Cultures, Gokushuin University, 1978).

?Itinerant peddlers are probably the least obstructive because they normally walk with their potentialcustomers instead of obstructing their path.

23


record time of two months, the whole of it wasremoved. The removal was a good decision because the permanent structures put up didn'tseem to blend with the existing environment.Besides, the project was not that successfulboth for the buying public and the vendors.A major reason was that the stalls were built S(

close to one another that there were notenough space for people to move about.

Activities of hawkers are still regulated by acity/MMC ordinance designating areas wherehawkers can ply their trade and regulating further the size of hawkers' stalls. It also providesthat stalls should measure one meter by onemeter and piles of wares must not be more thanone meter. With the P5.00 per day fee, theHawker's Office was able to collectP5,838,624.40 in 1983.

According to the head of the ManilaHawkers, an ocular survey showed that thereare actually about 20,000 vendors. If theycould only legalize just 50% of these vendors,the government would be getting about P30million per annum in fees.

The survey of pedestrians on each locationrevealed that highest pedestrian volumes arestill at Carriedo and Avenida (see Table 2)inspite of the on-going LRT construction at thetime of the survey.

Observations were also made at three locations to determine the direction of pedestrians.These are at Plaza Miranda, Quiapo underpassand at corner Escolta/Plaza Sta. Cruz. It is interesting to note that most of the pedestriansused Carriedo as thorough path to get to theirdestination either to Sta. Cruz/Avenida orOuiapo public transportation stop. This pattern, however, was altered towards noontimeand late in the afternoon when people wereseen dropping at some establishments or restaurants. An observation of people coming fromPlaza Miranda beyond the Quiapo Church revealed that their direction are distributed asfollows: 35.5% to Carriedo, 31% to Villalobos,20.5% to Evangelista and 13% to Hidalgo. Onthe other hand, the observation of peoplecoming from the Ouiapo underpass on the PlazaMiranda side revealed that 49.5% goes toCarriedo, 28.8% to Evangelista, 11.5% to Villalobos and 10.2% to Hidalgo. The same obser-


Table 2

HIGHEST PEDESTRIAN VOLUME PER HOUR*BY STREET AT A GIVEN TIME AND DAY

Street Pedestrian Volume Day, Time

1. Avenida 3,735 Sunday 10:00-11 :00 a.m.2. Carriedo 3,216 Friday 5:00- 6:00 p.rn.3. Plaza Miranda 2,940 Friday 9:00-10:00 a.m.4. Villalobos 2,850 Friday 9:00-10:00 a.m.5. Quinta Market 2,745 Friday 9:00-10:00 a.m.6. Evangelista 2,056 Friday 9:00-10:00 a.m.7. Hidalgo 1,968 Friday 4:00- 5:00 p.m.8. P. Gomez 1,179 Friday 5:00- 6:00 p.m.9. Ronquillo 1,170 Sunday 4:00- 5:00 p.rn.

10. Raon 1,028 Sunday 10:00-11 :00 a.m.11. Escolta 922 Monday 5:00- 6:00 p.m.12. Bustos 826 Sunday 9:00-10:00 a.m.13. Palanca/Plaza Lacson 628 Monday 4:00- 5:00 p.m,14. Estero Cegado 538 Saturday 4:00- 5:00 p.m.

*The number of pedestrians were counted for a period of ten minutes. This was repeated everyhour and the survey was conducted for three days on weekdays, for three Fridays, and for threeweekends, to get the day and time of highest pedestrian volume.

SOU RCE: From actual counts of pedestrians

vation was done of people coming from Escoltaand their travel directions were distributed asfollows: 49% to Carriedo/Avenida, 36% toEchague and 15% towards the bridge.

It seems that insplte all the hindrance towalking, the pedestrians in the city core havebecome experts in it. The study showed that acomfortable walking pace in the city as observed, recorded, and compared is about 247feet per minute or 74 meter per minute even allowing for delays at street crossings. At thispace, a study area map was drawn to walk timescale (see Table 3). The physical dimensions ofthe site/study area are approximately 550meters from North to South, 480 meters fromEast to West plus about 280 meter stretch ofEscolta Street.

Considering that the maximum walking timeis only about 7 minutes, the whole study areacan be easily pedestrianized. In fact, a widerwalking area can be made. Studies show that

24

normal free walking speed increases as morearea becomes available.

With regard to pedestrian accidents, a studyof Minoru Kobayashi on "Pedestrian Accidentsin the City of Manila" revealed that almost 80%of traffic accident fatalities were pedestrians.This is an extremely high rate when comparedwith urban areas in other developed countries.

The MMETROPLAN 8 reports stated thatthe absolute number of death and severity inMetro Manila is similar to that in GreaterLondon which had 25% more people and wasseven times bigger in area so something couldbe done to reduce accidents.

A check on the accident records at theWestern Police District showed that in thestudy area, the intersection of Sta. Cruz as well

8MMETAOPLAN is an acronym for Metro ManilaTransport, Land Use and Development Planning Project.


Table 3

WALK TIME SCALE

EAST-WEST WALK

Plaza Miranda to Avenida(LRT Station)

Plaza Miranda to EscoltaPlaza Miranda to FEATIRoyal Hotel to Escolta

NORTH-SOUTH WALK

Raon corner Evangelistato Quinta

Ronquillo to Plaza GoitiRonquillo corner Avenida

to EscoltaSta. Cruz to Quezon Blvd.

Public Transport Terminal

TIME (Minutes)

4.47.06.05.4

TIME (Minutes)

6.84.2

6.1

6.2

DISTANCE (Meters)

330520450400

DISTANCE (Meters)

500350

450

460

SOURCE: From actual survey conducted

Table 4

TRAFFIC ACCIDENTSManila

Type of Accident

KilledSeriousLess seriousSlight

TOTAL

1982Jan. to Dec.

86'136315

2233

2770

1983Jan. to Dec.

72118127

1277

1594

SOURCE: Record Section, Western Police Traffic Division

as the intersection at Raon/Quezon Blvd. registered the most number of accidents.

It is important to note however that physicalinjury from accidents comprise only 7.6% ofthe total crimes registered within Manila District. The study area which is under StationNumber 3 has the biggest share of reported

25

crimes. Theft and robbery have the biggestshare at 34.8% and 30.3% respectively (seeTable 5). These thefts mostly involve pickpockets and bag snatchers.

Study findings showed that the movementsystems in the whole study area are directed tothree major areas: the Quiapo/Plaza Miranda


Table 5

FREQUENCY OF CRIMES (1983)Manila

TheftRobberyPhysical Injuries/accidentsMurderHomicideRape

Number

1000870220350400

35

Percentage

(%)

34.830.3

7.612.213.9

1.2

SOURCE: Records Section, Western Police Traffic Division

area, Sta. Cruz area and the Quinta Market. Thecommon denominator of these three areas istheir being directly adjacent to public transportroutes. All the streets between them serve aslinkages where heavy pedestrian traffic flowsin both directions. The pedestrian volume studyshows that the heaviest flow is at Carriedo andAvenida. Density of pedestrian is obviously influenced by factors such as: location of modesof major traffic route; presence of major landmarks such as Quiapo Church or major establishments such as Shoe Mart; the presence ofroad intersections that hinder the continuousmovement of pedestrians; and, of course, thepresence of sidewalk vendors occupying a bigportion of sidewalks and therefore slowingdown movement of pedestrians.

It is noteworthy that the highest concentration or clustering of vendors are also wherepedestrian concentrations are. In fact, thevendors practically occupy the sidewalks,leaving barely a meter's effective width left forthe pedestrians. Thus, pedestrians spill out tothe streets where the vehicles are, resulting intraffic confl ict congestion.

There is no one easy and complete solutionto this problem posed by the traffic conflictbetween man and vehicle, considering thatthere is also the problem of sidewalk vendorswhich cannot be taken for granted. They havebecome part of the character of the area thattheir presence should be considered in anydesign concept for the area.

26

The results of the analysis of pedestrian andvehicular movement, identification and prediction of conflict points, pedestrian site lines,appropriate location for sidewalk vendors andalternative convenient routes form the basis forthe proposed design concepts. The pedestrianization of streets, on the other hand, are designed to conform to a set of design criteriaformulated with the pedestrian's needs in mind,along with other relevant factors such as servicing of establishments.

The pedestrianization of the area is thereforea design concept that could provide a means bywhich the needs for freedom of movement aswell as the safety of the pedestrians in the areamay be achieved. It should be noted, however,that pedestrianization as proposed in this study,does not mean total exclusion of vehicles, butin creating a condition where there is less conflict between pedestrian and vehicular movement.

Avenida Rizal could be another ideal pedestrian-oriented area, but to completely close thestreet to vehicular traffic does not seem feasiblebecause there are not enough North-to-Southroadways. However, the sidewalk width onboth sides of the Avenue from Carriedo to Ronquillo is increased substantially. Helios Street,with the construction of the new Isetann, becomes a major pedestrian area. Plaza Sta. Cruzhas the potential for redevelopment as an important area for pedestrian activity but becauseSta. Cruz Church already has a plaza, it will be

retained and complimented with a car parkingarea and a loading/unloading zone for jeepneypassengers.

The existing network of shopping arcadesand sidewalks shall be closely and continuouslylinked, extended and enhanced. Continuous pedestrian shelter through linked system ofawnings, colonades and arcades shall be provided to connect places of interest.

Pedestrian space, particularly the Plaza Miranda area, shall be enlivened with trees, flowerbeds and shruberries. Greeneries shall serve asfocal point and buffer between traffic and people, as well as control and guide for pedestrian.

The sidewalk vendors/hawkers, being part ofthe overall character of the study area, will beprovided with common toilet facilities and utilities in appropriate areas. For instance, covered flower stalls along the sidewalk of Hidalgo street could be further enhance the view ofRoyal Hotel, as one walks through this street(please refer to Hidalgo St. Design Concept)This is now designated as a pedestrian area.

At the Carriedo area, awnings and umbrellatype canopies will be provided for the vendorsselling ready-to-wear clothes and accessories.The P. Gomez/Carriedo corner has been a favorite hangout for chess enthusiasts since theclosure of the bazaar occupying the adjacentareas. The queuing of players at this small canopied area is a good indication to develop thenow unused bazaar area into a possible recreation center (refer to design concept forCarriedo Area).

Vendors of religious articles will be retainedat the Carriedo side of Ouiapo Church whilethe front area, which is the Plaza Miranda, willbe developed into a real plaza, complete withfountain, benches and trees. Covered foodkiosks can be located in strategic areas wasobserved during a Quaipo fiesta that the underpass roof can carry a large number of people.It is therefore recommended that instead ofputting up a stage during rallies and other activities in the area, this underpass roof candouble as stage if leveled and provided withstairs (Design Concept for Ouiapo/Plaza Miranda area).

27


The Quinta Market/Oulapo underpass area(Design Concept for Quinta Market) if integrated with the New Zamboanga Flea Marketand the Balikbayan Handicraft establishmentcan be a potential tourist attraction. The development of the area can be further enhancedby the rerouting of private, service and necessary vehicles from Echague to P. Ducos passingthrough the back of Quinta Market, then underthe bridge, then out to Echague through BasanStreet. This proposed scheme will make thearea accessible to both pedestrians and vehicles,thereby heightening commercial growth (seeProposed Development Plan).

The LRT station at the Carriedo/AvenidaRizal junction and the rerouting of public transport to the Plaza Lacson area have tremendously increased the number of pedestrians in thearea. Thus, an elevated plaza, enlivened withtrees and pedestrian amenities featuring: a covered pedestrian walk, integrated with LRTstation and commercial establishments seemsto be the best solution for the area. This elevated plaza will have access points from theproposed parking area near FEATI University.If extended to the proposed modern Flea Mar·ket project at the west side of McArthur Bridge,two elevated plaza will perhaps boost the project which has been temporarily stopped due tolack of takers (Design Concept for PlazaLacson).

Except for this elevated plaza, all the proposed design concepts are not ,very expensive.Furthermore, development can be phased. Inas far as the proposal of this study with respectto sidewalk vendors/hawkers is concerned,funding would not be a problem. According tothe City of Manila Hawker's Office, collectionfees amount to more than a million pesosmonthly from the almost 4,000 vendors withhawker's permit. This being only about 20% ofthe hawkers actually plying their trade in thearea, the proposed organization of stalls willrealize more income in additional permit feesthat could be charged from actual stall holders.According to the head of the Manila Hawker'sOffice there are actually about 20,000 vendors.If they can only legalize just 50% of these vsndors the government will be getting about 30million per annum in fees.


--------j '-

28


DESIGN CONl:EPT QUINTA MARKET

29


.••.~.~ ~····i' ,,-"""';e:'=_ ... '~'~~~DESIGN CONCEPT. PLAZA lACSON

VIEW FROM ESCOLTA - .:>-_::_~~---- ---

CON~EPr'. PLAZA

30

Co)...

•~

-;,

- ~ ~.I 1

PROPOSED DEVELOPMENTCONCEPT PLAN

~o 1lO 100 11lO-- -________Il

METERS

LEGEND:

1>::::::::::::::1 PEOESTRIAN AREA

~ PARKING AREA

~ ELEVATEO PLAZA

~~~ JEEPNEY ROUTES

~ BUS ROUTES

+++ NECESSARY VEHICLEROUTES (oeUVERY TRUCKS)

• L RT POSTS

• TREES" GREENERIES~r:::~~~l:>

~C'l

C5c::

~r-


With regard to the proposed elevated plaza,the Manila Citizen's Businessmen Council (MCBC) and commercial establishments adjacent toit can jointly fund this project with perhapssome assistance from the government. An interview with Mr. Juan Miguel Vasquez, 1983 President of MCBC, disclosed that the group hasbeen seriously considering undertaking development projects with the government that willimprove and enhance Manila's business environment.

To strengthen the relationship of new developments with existing ones, Urban DesignGuidelines should also be established such as:

• Floor area bonuses-additional floor fornew structure providing for urban openspace

• Residual space, a narrow area adjoiningthe public sidewalk use to enhance thebuilding and the surrounding should bedeveloped as a usable space or purelyvisual amenity

• Continuous sheltered pedestrian movement should be provided through linkedsystem of awnings, colonades and arcades

32

(e.g. for Avenida Rizal).• Spaces between buildings should be uti

lized as pedestrian linkages• Commercial establishments should be in

tegrated with LRT stations• Mezzanine floor like the station at

Carriedo should be developed into pedestrian malls and linked to developments atthe side like the proposed elevated plazaconcept for Plaza Lacson

• Spaces underneath the LRT structureshould be utilized as pedestrian space,vending space for small stalls or as trafficlanes

• Little plazas enlivened by greeneries, benches and other street furniture should beencouraged.

In short, one should aim at an ecologicallyharmonious environment for man at whichefficient use of the vehicle plays a crucial part.It is believed that the realization of this development concept will defintely open greatopportunities for the revitalization of Metro

Manila's city core. 0

THE LRT AS A COMPONENT OFMETRO MANILA'S TRANSPORT SYSTEMS*

Ministry of Transport and Communications

INTRODUCTION AND GENERALCHARACTERISTICS

Over the recent years a considerable amountof transport data collection has been undertaken in studies for the Ministry of Transportation and Communications (MOTC). Thissection presents a brief description of the moreimportant aspects of these data. The reader isreferred to the reports of the Metro Manila Urban Transport Improvement Project (MMUTIPj,Traffic Engineering and Management Office(TEAM), JICA Update of Manila Studies onUrban Transport (JUMSUTj, and Metro ManilaUrban Transportation Strategy Planning Project (MMUTSTRAP) Parts A, B1 and B2 studiesfor a fuller in-depth treatment of Metro Mani-la's transport system. .

The total population of Metro Manila in1980 was 5.9 million of which 4.8 million wereabove 7 years of age.

According to the JUMSUT 1980 householdinterview survey results,' there were approximately 10.6 million person trips per day inMetro Manila in 1980. Of these trips approximately 24 percent are made by private means(car, jeep, van, and truck) and 76 percent bypublic transport (taxi, bus, [eepnev, tricycle,and train); (see Figure 1). This represents a triprate of 2.2 trips per day per person (seven years

1JUMSUT, Main Text, Part I, Summary and Recommendation, page 2·3; excluding walk trips (estimated to be about 30% of all trips) and populationunder 7 years of age.

33

old and above). Buses and jeepneys carry themajority of public transport trips catering for93 percent or approximately 7.5 million tripsper day.

Today, year 1985, it is estimated that approximately four percent of daily public transporttrips is made on the newly opened MetrorailTaft-Rizal Line. The MetroraiJ market share isnot shown in Figure 1 as that figure representsthe 1980 situation only.

Fig. 1: Overall Transport Demand by TransportMode in 1980


HIGHWAY SYSTEM

The existing highway network of MetroManila is characterized by a combination ofradial and circumferential arterials which encompass usually narrow and disconnectedstreets of residential, industrial, and commercialareas. In addition, there are two major toll expressway links between Manila and provincialareas, one to the North and the other to theSouth. (see Figure 2).

In total there are some 2,800 kilometers ofprimary and secondary roadways within MetroManila. The existing network has several majordiscontinuities which result in indirect routingof trips and creation of several "bottlenecks."Proposals for elimination of many of these discontinuities are presently being evaluated aspart of a systems approach to transport planning and policy.2 Whilst many of these proposals are likely to be undertaken and completedin the near future (for example, RIO CoastalRoad and associated access roads), others, because of major acquisition problems are unlikely to be realized in the foreseeable future (forexample the southern leg of C3 especiallybetween Aurora Boulevard and Gil Puyat).

PRIVATE TRANSPORT SYSTEM

Current statistics from the Bureau of LandTransportation (BLT) show that there are some265,000 private passenger motor vehicles (carsand jeeps) registered in Metro Manila. (seeTable 1)

Assuming a total population of 6 million,this means that there is one private passengervehicle for every 23 persons in Metro Manila.

Private passenger vehicles cater for some 1.7million trips per day.

Truck and trailer registrations in Metro Manila account for approximately 30 percent ofthe total motor vehicle registration.

ROAD BASED PUBLIC TRANSPORTSYSTEM (JEEPNEY, BUS, ANDTRICYCLE)

According to the latest JUMSUT studiesthere are 29,261 jeepneys plying 640 intra-cityroutes and 4,368 buses (standard, doubledecker, limited, love bus and minibus) plying150 intra-city routes. In addition vehicles fromthe provinces enter and service Metro Manila.

Jeepney routes cover approximately 610kilometers of the metropolitan primary and

Table 1

Number of Registered Vehicles 3

Vehicle Type 1975 1976 1977 1978 1979 1980 1983 %

1. Car 166,743 169,248 188,264 219,726 227,726 227,726 218,130 50.52. Jeep 41,280 41,861 39,495 44,636 50,703 36,770 46,892 10.83. Taxi 8,512 11,460 14,666 11,870 7,513 10,125 6,149 1.44. PUJ 13,359 14,640 23,763 27,752 19,067 28,174 27,886 6.55. Bus. 5,725 6,205 4,640 4,703 2,437 3,578 4,381 1.0

·PUB 4,940 5,030 4,136 3,839 1,811 2,890 3,591·Others 785 1,175 504 864 626 688 790

6. Truck/Trailers 73,364 81,393 93,715 113,035 128,267 100,966 128,761 29.87. Others 5,818 8,393 7,269 4,219 6,933 6,651 unknown

TOTAL 317,801 333,200 371,812 426,046 442,016 404,521 432,199 100.0

8. Motorcycle 14,701 41,438 42,987 50,607 47,883 41,621 38,609

2MMUTSTRAP, Part A, Bl and B2.

3JUMSUT, Main Text, Part II, MetroManila PublicTransportation,Table4-9, page4-13.

34

Fig.2: ,Metrorail Taft-Rizal Line

35


NORTH TERMINAL

5TH AVENUE STATiON

R PAPA STATiON

J ABAD SANTOS STATION

BLUMENTRITT STATiON

TAYUMAN STATION

BAMBANG STATiON

D JOSE STATION

CARRIEDO STATION

CENTRAL TERMINAL

U N AVENUE STATION

PEDRO GIL STATION

PRESIDENT QUIRINO STATION

VITO CRUZ STATION

GIL PUYAT STATION

LI8ERTAD STATION

EllS A STATION

SOUTH TERMINAL

DEPOT WORKSHOP


Fig. 3: Metro Manila Road Network

LEGEND:

PRIMARY ROADSSECONDARY ROADSPROPOSED I UNDERCONSTRUCTION

... .o

oo

ooo...

o.o

oo

o

AN

o

oo

oo

oo...-..

o o.• 00. ...

• 0...o

.......-

36


Table 2Estimated Number of Routes and Units by Public Transport Mode

Intra-city Inter-City Total

Routes Units Routes Units Routes Units

Jeepneys 640 29,261 104 6,266 744 35,527Buses

·Standard Bus 106 3,750 13 346 119 4,096-Double Decker 3 25 3 25-Limited Bus 5 87 5 87-Love Bus 27 299 1 15 28 314-Mini Bus 9 207 20 933 29 1,140·ProviRcial Bus 13 249 13 249

TOTAL 150 4,368 47 1,543 197 5,911

secondary road network whilst buses coverapproximately 330 kilometers. Direct competition between buses and jeepneys occurs on 290kilometers of the road network.

Within Metro Manila jeepney services carryapproximately 5.8 million passengers per day(about 72 percent of total public transportpassenger demand) and buses carry most of theremaining demand."

Other road-based publ ic transport modes(e.g. taxis, motorized tricycles and horse-drawncalesas), complement the main bus and jeepneyservices. Taxis cover the entire metropolitanarea. Tricycles and horse-drawn calesas beinggenerally prohibited from main thoroughfarestend to serve localized transport needs but alsoprovide an important feeder function betweenresidential areas and the city bus and jeepneyroutes. Hence, an almost door to door publictransport system is provided in the majorityof the urbanized area within Epifanio delosSantos Avenue (EDSA).

Existing jeepney and bus route structures arepresented in Figures 4 and 5.

METRORAI L SYSTEM

Description

The Taft section of the Metrorail commenced operation on 1st December 1984 andthe full Taft-Rizal line from Baclaran in Pasay

40 p cit, Table 6-5, page 6-9.

37

City to Monumento in Caloocan City came intoservice on 13th May 1985. This line whichforms the first part of a possible Metro ManilaMetrorail network is about 15 km. in lengthand runs entirely on an elevated structure supported by columns located in the center of theroadway below.

The alignment generally follows the right ofway of Taft and Rizal Avenues (see Figure 6).

The 8 m wide viaduct rises about 8 m abovestreet level, with the two standard gauge (1,435mm) tracks embedded in ballast.

Some 18 elevated stations have been erectedalong the line. Each station is a simple additionof two platforms on each side of the track withcovered stairs leading to the street level. Veryeconomical and utilitarian treatment is given tostation design. To facilitate heavy boardingand alighting passenger volumes, special pedestrian mezzanines have been constructed at somestations.

The terminals and the central station. areequipped with special turnback facilities andsidings, permitting turnaround and storage ofnon-operational vehicles.

The maintenance facilities and station yardare located in Andrews Avenue, Baclaran, closeto the Domestic Airport Terminal. The administration and welfare buildings are also locatedon this site. This depot and workshop area islinked via a short spur line to the South Terminal. The Taft-Rizal line receives its powersupply via special rectifier substations (9 intotal) fed from the public network. These substations provide 750 volt direct current for the


Fig. 4: Existing Jeepney Route Structure

LEGEND:

Intrscltv Routes(Frequency: 150 or less/hr.)

- - - Intercity Routes(Frequency: 150 lind more/hr.)

Intercity Routes(Frequency: 150 or less/hr.)

38

j/"

LEGEND:

- - Ordinary Bus (Fr__ and more/hr.) equencv 30

-- Ordinary Bus [Fr-_ or less/hr') equencv 30

- - - Limited Bus (Frequ______ and more/hr) ency 30

• Limited Bus (Fr_ or less/hr 1 equency 30

• - Love Bus {Fr_ and more/hr ~uency 30

-- LoveBus(F"_ _ a~d less/hr./equenc

y30

-Mmi Bus (Frequenc_ _ ll~d more/hr,) Y 30

-Mmi Bus (Frlind less/hr.) ecoencv 30

PASIG

PHILIPPINE PLA__________~~N~NV"INVGJOURNAL

Existing Bus Ro tu e Structure

MALINTA

Fig.5:

39


Table 3: Taft-Rizal Metrorail Line:Average Ridershipfor thePeriod May 13 to November25, 1985

Experience with Initial Operation Phase

The Metrorail system has been well acceptedby the public. Average ridership for the firstmonths of full line operation period is shownin Table 3.

trains as well as low voltage for signalization,lighting, and other auxiliary installations. Thepower is carried along the line with two overhead copper contact wires.

Rolling stock consists of 8-axle double articulated vehicles of the following main dimensions:

• Body length: 29.28 m.• Total width: 2.50 m.The vehicles run in married couples with a

crush capacity of 750 passengers per train. Thepresently supplied equipment (64 vehicles including spares) allows for a two-car train serviceat a two-minutes 30 seconds headway. Thisis equivalent to a flow capacity of 18,000passenger per hour.

The system includes further the auxiliaryequipment such as signalling with automatictrain stop and speed control, loud speakers instations and trains, telecommunication betweentrains and control, and fare handling equipment. A flat fare structure using tokens hasbeen adopted. The selling and collection oftokens take place at stations only.

Photographs of the important features of theTaft-Rizal line are presented in Figure 6.

Monday, Tuesday, Thursday,Friday

WednesdaySaturdaySunday

AverageRidership

238,989307,804201,568194,764

Ridership levels show a distinct day of theweek pattern with Wednesdays being the peakday due to demands generated by BaclaranChurch and Market.

PHILIPPINE NATIONAL RAILWAYS (PNR)

In addition to the road-based public transport services and Metrorail, the PNR commuter rail system which comprises a northernline between Tutuban and Caloocan and asouthern line between Tutuban and Carmona(see Figure 8) services public transport demands.

The PNR route from the South closely paral-lels the South Super Highway and the latter'sextension to President Ouirlno (C2). Then itdiverts North-East to cross the Pasig River toSta. Mesa and then back North-West to bypassnorth of the CBD crossing Aizal Avenue atBlumentritt. It then joins the North Luzon lineand connects to Tutuban Railway Station.

PNR commuter services carry less than onepercent of all public transport passenger demand. The potential of the system, a narrowgauge railway, is severely restricted by poortrack and signalling systems and by lack ofgrade-separated road crossings. In terms oftravel demand, only the South line has significant potential at present and in the near future.

Although in this study no specific investigations were conducted to indicate the type andscale of necessary improvements and the extensions of the existing PNR network, a tentative improvement program has been established.For the analyses of Metrorail extensions, it wasassumed that the PNR network would maintainthe following characteristics:

• Maximum travel speed: 18 kph;.'Maximum train capacity: 1,500 passengers;• Minimum headway: 10 minutesFurther, the influence of provincial and

outer suburban demands was not considered.

THE NEED FOR RAI L TRANSIT

The daily ridership pattern since the commencement of the Metrorail service is presentedin Figure 7. This figure shows daily ridershipfor the half line operation Baclaran to Arroceros from 1st December 1984 to 13th April1985, Baclaran to Carriedo from 14th April1985 to 12th May 1985, and full line operationcommencing 13th May 1985.

40

An examination of the present traffic conditions as reported in the JUMSUT I Study andsurnmarlzed in Figure 9 reveals that there existssevere capacity restraint along most major corridors within EDSA. In terms of the theoreticalvolume to capacity ratios indicated, it is clearthat the radial corridors Taft Avenue (R21, J.P.Rizal-Imelda Avenue (R4), Shaw Boulevard

Fig. 6: The Existing Taft-RizalMetrorail System

1. Metrorail Train2. line Station3. Elevated Structure4 M·. amtenance Facilities

and Stabling Yard5. Central Terminal

400.000+-------------------------1- - - - - - - - -- - - - - - - - -1

;>ASS.' OAl"0

0 0 ,- lI'INP£PENOEIlC£ DAY - -,

'"0 ] _." ~

,. START OF CLASS S

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

.. '"FULL LINE SERVICES

~I "'1

42

BACLARAN TO CARRIEoo SERVicE

Taft·Rizal Line Ridership Pattern

o

Fig. 7:

GOOD FRIDAY",fcO SERVICE

200.000+-------------------.--

100.000

~OO.OOO+---------------------I-I,....",...,



Fig.8: PNR Commuter Network in Metro Manila

•"

»<: .,."..... . /--_.-.,., I

\."'.!

II

i/

<......~

I~.

./'·--.·.....1"--,

Ii

i(\;~~

sAN LAZAROAON& LAANESPAJiA

SAMMLOCSTA. MESA

LA UNION

><{J~PACO(}~VlTO cAblII~-

tlBUENDlA~ PIO DEL PILAR

eEDSA':0':0':0

FOOD ':!TERMINAL~JUNCTION ~

BICUTAN\.j•••i :

\ :.., =Ui/; ..... e

'\ .U.AT~'li'\ ~WM;e@L.\ ",·r Y.??>

\ /' :'v' •

AN

43


Fig.9: Vehicular Traffic Flow and Volume-Capacity Ratios on Maior Roads

..N

LEGEND:

VOL-eAPACITY RA110

11.07

'_L. vEHICLES [ BUS/JEEPNEY

100.000 50.000 (VEH./DAYj

44

(R5), Aurora Boulevard (R6), Quezon Boulevard (R7), Rizal Avenue (R9), and EDSA (C4)have capacity limitations along most of theirlength.

Current and proposed road works for theregion will tend to add capacity to the outerareas and the circumferential corridors. Theconstruction of C5 and C3 will help carrytraffic which is presently forced to use theEDSA (C4) corridor. Moreover, failure toconstruct either C3 or C5 will place seriouspressures on EDSA, which will result in adeterioration of the level of service offered bythis facility:

The recently opened Taft-Rizal Metrorailline adds considerable public transport capacity in that corridor. The completion of theR10 road project will add capacity to thenorthern coastal corridor. Together, these facilities will improve capacity for north-southmovement in the region.

Of the remaining radial corridors little improvement in road capacity is proposed apartfrom some new links in the J.P. Rizal-ImeldaAvenue (R4) corridor. Because of this, severepressure will continue to be placed on the radialcorridors particularly those with high publictransport volumes.

45

PHILIPPINE PLANNING JOURNAL·

Road widening along Ramon Magsaysay,Shaw, and Aurora Boulevards is difficult due tohigh land acquisition costs and the need forrelocation of a large number of residents andbusinesses. Quezon Boulevard/Espana will havesome spare capacity and potential exists (in theshort term) for the introduction of transportsystem management measures to provide additional throughput of passengers.

In terms of improving system capacity, railsystems have greatest potential in corridorswhere public transport demand is high androadway capacities limited with no practicalpotential for improvement. The Taft-RizalMetrorail line is a good example of how a railsystem can readily improve capacity in arestricted high demand corridor. The need forrail system solutions would appear to existalong most radial corridors and if proposedroadworks are not undertaken the need willarise for such solutions in the circumferentialcorridors. This conclusion has been reached byseveral previous studies including MMETROPLAN and more recently completed JUMSUTII Study which identified the Aurora corridoras one in need of a rail solution to the problemof capacity constraint and high public transport demand.

URBAN LAND MANAGEMENT STUDY:Urban Redevelopment in

Connection with Metrorail *

Metro Manila CommissionOffice of the Commissioner for Planning

URBAN LAND MANAGEMENT STUDYAND THE LIGHT RAIL TRANSIT

The Urban Land Management Study (ULMS)is one of the components of the Third UrbanDevelopment Project Loan Package granted bythe World Bank to the Metropolitan ManilaCommission (MMC) for purposes of providingtechnical assistance in the formulation of acomprehensive urban land policy for the entireMetropolitan Manila Area.

The Metropolitan Manila Area has undergone several urban transformations over thedecade which saw the further growth of urbancenters such as Cubao, Greenhills, and Makati.In the eighties, the most significant urbandevelopment to take place is the introductionof the Light Rail Transit (LRTl. otherwiseknown as the METRORAIL. The ongoingconstruction of its UQe 1 which is traversinga major radial route in the transport networkof Metropolitan Manila coincides with the program of the Third Urban Development ProjectLoan Package.

It is anticipated that traditional centers ofcommercial activity such as the Carriedo Area,Binondo (Escolta) and the Recto Area canregain their importance with improved accessibility. At the same time, it is expected that theabsorptive capabilities of these old districts willbe strained by the imminent redevelopmentand the consequential introduction of moreurban activities.

• Excerpted from a report of the same title &edited for publication with permission from theMetropolitan Manila Commission.

46

With the recognition that mass transit systems exercise a strong influence on urban development, an initial step towards the formulationof a comprehensive urban land policy in a metrowide context is then taken. Two pilot sitesaround two LRT stations have been identifiedand assessed as to their redevelopment problems and potential.

OBJECTIVES OF THE STUDY

With the main objective of formulating acomprehensive urban land policy for the entireMetropolitan Manila Area in mind, specificobjectives that are deemed to go hand in handwith the main objective, have been formulated.They are as follows:

1. To promote the development of idle,under-utilized and blighted properties inMetro Manila.

2. To enhance the commercial potentialgenerated by the LRT especially in theimmediate vicinity of Doroteo Jose andBlumentritt stations.

3. To be able to encourage the undertakingof pilot projects that will help improvethe administrative and technical capability of the Metro Manila Commission.

4. To be able to delineate the roles andfunctions of government agencies or institutions and private groups which may beinvolved in the redevelopment of keyareas in the LRT Corridor, specifically inthe Doroteo Jose/C.M. Recto/BilibidArea and in Blumentritt.

PREVIOUS AND ON·GOING RELATEDSTUDIES

Various studies are related to ULMS; theyhave either been recently concluded or are stillon-going. These are the following:

1. "Urban Consequences of the LRT"

This study analyzed prevailing conditionsalong the LRT corridor and presented tentative approximations of how such conditionswill change as influenced by LRT. It alsoidentified five (5) major planning areaswhich can be studied by MMC, namely:

• The Northern Terminal Area.

• The Rizal/C.M. Recto/Doroteo Joseareas including the Old Bilibid Prisonarea.

• The Rizal/Carriedo junction includingFEATI Building and the Pasig Rivershore.

• The Central Terminal including thearea bounded by Arroceros and PasigRiver.

• The Southern Terminal area along TaftAve. Ext.

2. The MMUTSTRAPP Study

This study which is called Metro ManilaUrban Transportation Strategy Planning Project (MMUTSTRAPP) is mainly concernedwith transport terminals and has identifiedBlumentritt (one ofthe two selected areas ofthis study) as one particular critical area,where a railway, a large number of jeepneyroutes and the LRT will intersect. This studywas initiated by the Ministry of Transportation and Communications (MOTC) in 1982and is now on its second phase.

Joint meetings between the MMUTSTRAPP and the ULMS groups have beenconducted enabling the ULMS group todevelop and adapt the MMUTSTRAPP recommendations to fit the specific objectivesof the ULMS.

3. The JUMSUT Study

This study known as JICA Update ofManila Studies on Urban Transport (JUMSUT), also undertaken by MOTC, has looked

47


into transport-planning issues in the entireMetropolitan Manila Area. Recently, information has been received that the next project phase is considering to look into transport-planning aspects of the Recto Area(also one of the two selected areas of thisstudy).

The involvement of JUMSUT in detailingtransportation aspects. in the Recto Areawould be most welcome, especially becausetransport interchange is one of the mostimportant elements of the planning anddesign concept for the Recto area.

4. The Recto Central Park Project (RCPP)

On February 14, 1979, the HumanSettlements Development Corporation(HSDC) was designated to control and administer the Old Bilibid Compound in acontract issued in their favor by the Ministryof General Services (MGS). In this respect,the Recto Central Park Project (RCPP) wasput up leading to the conception of the development plan for the area. HSDC, then,initiated the relocation of facilities utilizedby other government offices in the area,namely: Bureau of Telecommunications,Bureau of Records Management and Bureauof Prisons in preparation for the implementation of Phase I of the approved development plan.

When HSDC has started the implementation of the development plan, it caught theinterest of the private developers representing anchor commercial establishments suchas Gotesco and Shoemart. This interest wasconcretized when a Contract of Lease wasexecuted between HSDC and ConsolidatedVentures, Inc. (Gotesco) last December1979 for the use of 9,036 square meters inthe area. However, the intended use of thearea did not materialize because issues forthe provision of access/frontage to the areahave not been resolved. Meanwhile, anotherproposal was submitted by Shoemart andGotesco for a joint undertaking in the areaand is still awaiting the decision of theHSDC Management.

In undertaking the development plan,HSDC was faced with various constraintsthat have impeded the implementation ofthe project, mostly pertaining to the following:


• Funding for the relocation of the lockup jail

• Issues on illegal occupants

• Issues on occupants with pending casesin court

• Issues on how to provide accesslfrontage to the area

PRE-SELECTION

With the formation of a study group consisting of consultants from the Electrowatt Engineering Services, Ltd. and the Technical Staffof the Metropolitan Manila Commission, a discussion of the general urban characteristics andthe development potentials of each of theeighteen (18) stations was conducted. Thestudy group then agreed to shortlist the numberof priority areas to seven (7) (see Table 1). Thelist is as follows:

• South Terminal

• Buendia/Libertad

• Central Terminal

• Carriedo• Doroteo Jose IOld Bilibid

• Blumentritt

• North Terminal

The three (3) terminals function as pointsof interchange and will surely generate relatedurban activities. As such, they offer greateroppoutunities for urban development. Thispotential is further reinforced by the availability of sizeable plots either privately orpublicly owned in the area. The locationaladvantages of the areas around the terminalsare too apparent to be overlooked by leadingurban developers. In fact, for each. of the threeterminals, there is at least one major shoppingcomplex integrated with the LRT station andis ready for implementation. At the SouthTerminal, Galleria Baclaran Shopping complexwill be constructed above the LRT layover areaand will connect to the mezzanine level of theterminal. At the westside of the terminal, twoother property owners have plans to develop.At the Central Terminal, Rustan's shoppingCOmplex will occupy the entire Mehan Gardenand will likewise integrate with the terminalat the mezzanine level. At the North Terminal,the Cecilio Apostol Elementary School willgive way to the construction of Gotesco shop-

48

ping complexwhlch will connect to the eastsidepassenger handling area and at the intermediatelanding of the terminal.

Buendia and Libertad are two urban nodesthat are very proximate to each other, as such,were treated as one study area. Note that thisarea is not in the list of the planning areas recommended in the "Urban Consequences ofthe LRT". The Study group, however, considered this area on the basis of its high pedestrian density, particularly in the vicinity ofLibertad Public Market and Buendia's potential to develop as a transfer point in the future.

Among on-line stations, Carriedo is expectedto have one of the highest passenger volumesas it lies in the core of Manila's Cental BusinessDistrict. The Importance of the area will furtherbe boosted by the proposed redevelopment ofthe former site of Isetann and President's Hotel,the buildings that gave way to the constructionofthe LRT.

Like the Buendia/Libertad area, the DoroteoJose/Old Bilibid area was considered because ofits possibility as an interchange. At the sametime, the proximity of an available land forredevelopment, the Old Bilibid Prison area,occupying 6.5 hectares of land which has beenlying idle for years, makes land consolidationprior to urban redevelopment less of a problem.

Blumentritt was especially considered for itsunusually high pedestrian density and businessintensity occurring in a heavily blighted physical setting.

The North Terminal is very near a majortransport node - EDSA and Rizal Ave. In itsimmediate vicinity is the Victory Liner Compound, one of the largest bus terminals inMetro Manila. The urban redevelopmentmomentum of the area is expected to accelerate with the purchase of the Cecilio ApostolElementary School site by the owners of theGotesco chain of moviehouses and Ever Emporium.

FINAL SELECTION

The seven (7) study areas in the shortlistwere further subjected to evaluation in terms ofthe following criteria to which weights wereassigned by the group:

• Intensity of Land UseThis is normally measured in terms of

total floor area to lot area ratio. The concentration of tall buildings around a particular

Table 1 - Evaluation of LRT Stations/Terminals

28 24 20 16 12 8 4

~

INTENSITY EXPECTED IMPACT ON EXISTENCE OF STRUCTURAL ANTICIPATEDECONOMIC URBAN LAND- COMMUNITY CHANGE CHANGE TOTAL

OF YIELD RESTRUC- OWNERSHIP ACTIVITIES IN THE PAST AFTER LRT POINTSLAND USE TURING

-------------- ---------1-------- -------- ---------- --------- ------------>---------- ------28 18 20 16 12 2 4 96

RECTO/BILIBID High Med. to High One large Gov't. University Very low Few privatehigh property belt close individual

rest private by markets together withfragmented Bilibid, high

condition-frontage

-------------- -------- 1-------- -------- ---------- --------- ------------ --------- -----21 18 15 12 6 8 4 84

NORTH TERMINAL Med. Med. to High large priv. Band J High self Highhigh no public term dev. force

-------------- -------- -------- -------- ---------- --------- ------------ ---------- ------28 24 5 4 12 4 4 81

CARRIEDO High High Low mostly priv, Market Structure Yes, high butfragmented Churches med. ontv on indo

plots------------- -------- 1-------- -------.....,. ---------- --------- ----------- ---------- -----

7 18 20 16 6 2 3 72ex. low large public city hall high, depends

CENTRAL Low frnt-high high no private Met. Theater low on dev.TERMINAL under Intramuros plans

condo------------- -------- -------- -------- ---------- --------- ----------- ---------- _____ 4

7 12 10 12 6 2 4 53Baclaran

SOUTH v.low med, med. 4 large priv, Church low high, 4 bigTERMINAL Public market plots (2E,2W)

B & J term-------------- -------- -------- -------- ---------- --------- ----------- ---------- ------

14 12 5 4 3 4 2 44Mostly priv.

BUENDIAI med-Iow rned- low fragmented Market Med-Iow Med.L1BERTAD one large

public market,newly built

-------------- -------- -------- -------- ---------- --------- ----------- ---------- -----7 12 5 4 6 2 1 37

fragmented railway, small indi-BLUMENTRITT low moo. low small plots jeepney Very low vidual only

private Terminal interchangeBus with PNR,

prob.low

L______________ ________ -------- effect-------- ---------- --------- ----------- ---------- -----

~r::~~F11

~),.~

~~C'l

Csc:~

~r-


station would, therefore, yield a high landuse intensity. A rei iable tool for an lysis isthe plot size and building height map. Generally, pedestrian density is expected to behigh whenever the land use intensity is high.In exceptional cases, however, as in Libertadand Blumentritt areas, pedestrian density isextermely high in spite of the proliferationof low structures. This can be attributed tothe presence of public markets whose functions are limited to a neighborhood level andto the dominance of sidewalk/street vendingactivity. This criterion was given the highestweight of twenty-eight (28) points.

• Expected Economic Yield

This is determined by the floor spacedemand, the types of business or activitiesoccupying floor space, the land's and rentalvalues that prevail in relation to buildingcost.

Conservative developers would thereforesafely expect a higher economic yield in anarea where land use intensity is already highinstead of pioneering investments in a rela-tively underdeveloped but already built-upurban area like Blumentritt. Likewise, areaswhere a rapid urban change is occuring areexpected to have a high economic yield.

The study group conducted a land usesurvey, interviews of shop owners andvendors, and researched on the currentrental rates and land values from the CityAssessors and from realtors. Classified assecond in the ranking, expected economicyield as criterion has a weight of 24.

• Impact of Urban Restructuring

This is dependent on the followingfactors:

i) availabil ity of vacant lots (not com-pletely built-up)

ii) consolidation of land ownership(either private or public)

iii) extent of dilapidation of buildingsiv) land use intensityv) rate of urban change

The actual conditions of the above factorsare clearly documented in the land use maps,cadastral maps, structural quality or buildingconditions maps and building height maps arid

50

the rate of urban change map which shows boththe functional changes and the physical changesthat have transpired in the area. In the absenceof vacant properties in what are considered"soft" areas where the existing structures arelow and/or dilapidated, demolition is a likelyalternative. In "hard" areas occupied by tallbuildings made of more permanent materials,the possibility of urban restructuring will belittle. This criterion has a weight of twenty(20) points.

• Land Ownership

Single ownership of a sizeable plot is an advantage for urban development. A consolidatedland allows more urban design flexibility interms of introducing primary and secondaryactivities or uses and providing an efficientlinkage between such activities. Consequently,a large scale development will have a strongcatalyzing effect on its surroundings. On theother hand, fragmented lots under variousownerships will have a constraining effect onurban redevelopment. The weight assigned toland ownership is sixteen (16) points.

• Existence of Community Activities

The existence of community activitiesexerts a strong influence on the urban growthof a particular area. The University Belt, forinstance, has spawned several bookstores anddormitory houses. In the same way, the line ofmoviehouses along Rizal Avenue and the concentration of large department stores are themajor magnets that have drawn further ancillary activities in downtown Manila. In Libertad and in Blumentritt, the presence ofpublic markets has resulted into an intensepedestrian activity. An efficient linkage withthese community facilities/activities will helpinsure the success of any redevelopment project. This criterion has twelve (12) points.

• Structural Change in the Past

This can be determined through interviewswith realtors, developers, residents and localplanners who are familiar with the urbangrowth of Metro Manila. It has been observedin the Monumento area, for instance, that oncenew major projects are started, redevelopment


NTENSITY OF CHANGE

Fig.l URBAN CONSEQUENCES OF THE LRT. Thisstudy done in 1981, projected the intensity ofdevelopment along the first METRORAIL Line.A strong correlation between station capacityand expected development is noticeable.

51


EVALUATION RESULT

• Anticipated Change Brought by LRT

The application of the seven (7) criteria described above has established the followingpriority rankings: (See table 1)

tends to accelerate further. In contrast, blightedareas such as Blumentritt and Baclaran tend tostagnate further because most of the buildingowners are not interested to make the firstmove towards rehabilitation. In some areas,changes occur but in a very limited scope making redevelopment unable to gain momentum.

The building age and building conditionmaps graphically show how much urbanchanges have occurred in the past.

Eight (8) points is assigned to this criterion.

areas, where underutilization and decay contrast with strong potentials for redevelopment.

Blumentritt has been specially singled out asa study area because of the following reasons:

• Blumentritt is unique from the rest of thestudy area in the sense that it is a traditional residential neighborhood transformingslowly into an urban sub-center. The highpedestrian density and the concentrationof ten (10) major banks attest to this.

• With the highly fragmented land ownership structure and the uncoordinatedefforts of property owners, on one hand,and the various government agenciesconcerned with public facility improvements, on the other hand, Blumentrittwill continue to decay, if left withoutgovernment intervention in the form ofurban land management.

• With the selection of both the highestranked and the lowest ranked areas forredevelopment, the proposals and approaches, being varied for the two sites,will yield a contrast of effects and consequences. Such extreme diversity will provide good bases from which proposalsfor varied types of development/redevelopment related to LRT can be drawn.

• The availability and integrability of thedevelopment of the PNR airspace withthe LRT station makes the Blumentrittarea a more attractive development.

• Blumentritt may not have the greatestpotential, for commercial redevelopmentbut it will definitely serve as an interesting test case for land consolidation, institutional coordination and developmentsyndication which could help developthe in-house capability of MMC's UrbanLand Management Team in these fields.

96 points84 points81 points72 points53 points44 points37 points

• Dorotea Jose/Old Bilibid• North Terminal• Carriedo• Central Terminal• South Terminal• Buendia/Libertad• Blumentritt

This criterion is directly related to the previously mentioned criterion and will, admittedtv. demand a highly subjective judgment. Thiscriterion, therefore, requires a knowledge ofexisting and proposed projects of both theprivate developers and the government agenciesand a study of other sites with the the biggestpotentials for development. A clear identification and description of all factors affectingurban growth can then be made for a closerapproximation of what is most likely to occurin the future. The study group assigned four(4) points to this criterion.

The evaluation result is tabulated hereunderin Table 1. In order to obtain some interestingresults, the study team has made a fairly unorthodox choice: instead of selecting the twohighest ranked areas, it has selected the highestand the lowest ranked. The reader of this reportwill find that one important proposition(namely, the creation of a development fund)is entirely due to this choice.

These sites serve as realistic case studies totest critical issues of land management. Theyare typical examples of the many other urban

COMPARISON BETWEEN THE RECTO/BILIBID AREA AND THE BLUMENTRITT AREA

The Recto/Bilibid Area and the BlumentrittArea have constrasting urban characteristicsbut both are in need of and have the potentialfor redevelopment.

Both areas enjoy locational advantages interms of transport interchange development:Blumentritt being in an important urban junetion traversed by about seventeen (17) jeepney

52

routes and RectolBilibid being very proximateto the Doroteo Jose LRT station with 6.5hectares of iand available for redevelopment.

RectolBilibid has undergone both functionaland physical changes while Blumentritt has notshed- off its residential character inspire of theintense commercial activity. Both areas are nowshowing signs of decav with Blumentritt ina more advanced stage.

Both areas are heavily built-up. Land utilization is not considered rational and optimal. InBlumentritt, the PNR track cuts through primecommercial land and its airspace is not utilized.In RectolBilibid the large Old Bilibid Prisonsite has oecome incompatible with the otherland uses.

Land ownership is highly fragmented inBlumentritt _whereas large landholdings, asidefrom the Bilibid site, exist in RectolBilibid.

In both areas, there are no significant urbandevelopments, if at all, these are limited to astall by stall refurbishings.

Pedestrian density and business activity inBlumentritt are almost as high as in RectolBilibid indicating that building height is not theonly measure of the intensity of economicactivities.

ALTERNATIVE CONCEPTS FORIMPLEMENTATION

The different stages of a realty development project may take different arrangements.Thus, options are available on the dispositionof land, on the occupancy rights of the premises and on the parties concerned to constructand own the buildings, to finance the construction of the buildings, to implement the development and to manage the premises upon completion of the construction works.

Disposition of Land

There are different ways of disposing landsuch as sale, lease, a combination of sale andlease,and joint ventu re arrangements.

In a general situation, sale and lease gives theProject Owner/Manager (the government agencyin this case) flexibility in the financial operations.

Some portions of the property can be sold,others leased, depending upon the present andprojected cash flow of the project, its landownership policy and marketability of the sites.

53


In a sale arrangement the Project Owner/Manager cedes the title of the land. The salemay be either in cash or installment.

In a lease arrangement, the one who willmake use of the land obtains the right to usethe property through periodic payments forthe entire duration of the contract. The landuser or lessee as part of the arrangement, mayobtain the right or option to subsequentlypurchase the land, usually, at a pre-agreedprice. Some or all of the rentals paid up to thetime the option is exercised may be consideredas part of the purchase price.

In a joint venture arrangement, the landowner and the one who constructs a buildingthereon become joint owners of both the landand the building.

Party to Construct the Building

The building in the development projectmay be constructed and, initially, (at least)owned by the government agency, or by adeveloper who constructs the building for saleor lease to others, or by an anchor enterprisewhich will use all or big part of the building orby several small enterprises.

In the case of government projects, the mostpreferred parties to develop the projects are theanchor enterprises because they are the oneswho can handle big building projects due totheir ability to sell, lease, or use huge buildingspaces.

Occupancy Rights of Premises

The occupant of a building or a buildingunit may be the owner or just a lessee, with orwithout an option to buy.

If the building is constructed by an anchorenterprise, then most of the spaces shall beowned and occupied by that enterprise. If thebuilding is put up by a developer, the spacescan either be owned or leased by tenants,depending upon the developer.

Financing

The party constructing and initially owningthe building may resort to any of the followingfinancing sources or any combination of them:

• Self-financing or equity financing

• Rental rights with advance payment


• Sales deposits as part of the total sellingprice

• Loan

If the construction is to be financed onehundred percent (100%) by a loan and thebuilding is to be rented out, the receipts fromrentals during the initial years are usually notenough to pay for the loan interest and amorti·zation and they are unreliable, being dependenton the response of the tenants, hence, a substantial part of the financing has to come fromthe equity capital.

Sales deposits can be required if the developer is reputable and the project is deemedhighly viable by the investors. These can helpraise the capital.

Project Management

If the Project Owner IS In the business ofproject development, he usually handles theproject management, otherwise, it is betterdone by a professional project managementgroup under contract with the Project Owner.The other possible parties who may handle thejob are: a firm newly organized by the ProjectOwner or a group jointly organized by futureowners/tenants. The first is advisable if theProject Owner plans to undertake several landdevelopment projects. The latter is usually notrecommended due to the lack of cohesivenessof the members and their inability to cope withthe complexities of a project mangement job.

Operations Management

The different groups who may handle theoperations management are: an association ofthe owners/tenants,a private group engagedin project operations management business orthe government's implementing agency. Thefirst option seems to be the most practicalif this is acceptable to the owners/tenants.The second option shall be resorted to only ifthe owners/tenants cannot agree on the management structure of the association. The lastone is not advisable since the agency will betied down to a purely housekeeping job. Itsefforst should be directed to the developmentof the rest of the project area.

54

ALTERNATIVE CONCEPTS FOR THEIMPLEMENTATION OF THERECTO/BI L1BID PROJECT

Since the recommendation in this section isfor a private party to construct the building,alternative concepts on occupancy rights ofpremises, financing and management are nolonger discussed since these will be decided bythe private party.

Disposition of Land

It is recommended that the governmentacquire the access road and private areas, clearthe-rand of occupants, subdivide the land intoa number of parcels and sell for cash. If theagency encounters difficulties in selling forcash, it may sell on an installment basis or leasesome of them, initially. If the agency does notneed much cash for the first few years, it maysell the initial sites to provide the funds fordevelopment. Subsequently, land may be disposed on a lease basis.

A variation of the above-stated system canalso take any of the following forms, provided,the necessary clearing and acquisition of theaccess road and private properties are accomplished:

• The government agency shall form ajoint venture with other parties, with thegovernment agency contributing the landand the other parties putting up the improvements. The joint venture shall thensell and/or lease the buildings or thespaces therein. The disadvantage of thisset-up is the conflicting interests of thejoint venture participants in subsequentdecision on composition of management,declaration of cash dividends, expansionprograms, use of funds, and other majormatters.

• The government agency shall put up theimprovements on the land, and sell/leasethe buildings or the spaces therein. Thisalternative requires heavy funding andmay be resorted to only if the agency cansource the funds and get commitmentsfrom others to buy the building.

From the viewpoint of the developer, anoutright purchase gives them the biggest leewayin project management, thus enabling them to

have an efficiently developed and operatedbusiness.

• Outright purchase gives them higherleverage in obtaining financing.

• Outright purchase gives them a continuous and uninterrupted use of property.

One possible disadvantage of sale, from thedeveloper's perspective, is that it requires somuch initial cash. Therefore, the area has tobe sub-divided and its sale and developmentsbe phased.

If no firm is willing to purchase the lots forcash, specially the ones in the first phase, theycan either be sold on an installment basis orleased. The government agency has to clear theland prior to disposal because the private sectoris hesitant to undertake the clearing due to thelegal complications involved which may increase their risk and delay their implementationtime table.

Construction of Buildings

If a developer constructs the buildings forlease, the rental income for the initial years isnot enough to service the loan even at a lowinterest rate of 24%. Hence, it is necessary thatthe developer has an adequate equity capitalto substantially, if not fully finance the project.This condition (low initial return) also precludesthe government agency from being the ownerof the building for the first few phases due tothe cash capital requirement. Pre-selling a bigpart of the building can .augment the capitalneeded to construct the building.

An investment of P205,OOO,OOO on Site A(land for P62,OOO,OOO.OO) and buildings forP143,OOO,OOO.OO) will yield a net profit, beforeinterest and income tax, equivalent to only 8%of the investment in its first year. Thus, for theinitial years, the net profit is not even enoughto cover the interest of the investment, if fullyfinanced by a loan.

Alternative Strategies

A number of alternative methods of integrating the project area prior to development is

55


possible. Two of these are as follows:

• The present owners retain ownership oftheir properties but these shall be subjectto the rules of the project.

• The application of the land readjustmentconcept wherein the present owners contribute their land to the pool. The entirearea is then resurveyed and resubdividedwith the present owners ending up toown a portion of the resubdivided propertv which may not be the same as theiroriginal holdings in terms of actual location. Adjustments in value area done andthe difference that arises between thevalue of the original holdings and thevalue in the readjusted site is settled incash.

ALTERNATIVE CONCEPTS FOR THE IMPLEMENTATION OF THE BLUMENTRITTPROJECT

Construction of Buildings

The PNR airspace is more suitable for smallstalls than big establishments due to its limitedarea. Since it will be subdivided into severalsmall spaces, it is likely to be leased to variousstore owners by the investors.

Maximum participation of other parties inthis development should be encouraged so thatthe implementing agency can reserve its resources to other critical projects wherein privateparticipation is not likely.

Institutional Arrangement

The developer shall deal directly with thePNR as the owner of the air rights, and withthe LRT Authority and PGH (Philippine General Hospital) Foundation for the LRT stationlink-up.

The mangement agency shall only be concerned with the formulation and compliancemonitoring of general development guidelines.It may also serve as adviser to the PNR in thelatter's dealings with the developers.


56

Fig. 1 Map showing indetail the locationof LRT Line 1 stations and terminals.

INDEX TO ARTICLES IN THE PPJ1980·1985

Carmelita R.E.U. LiwagResearch Assistant

School of Urban & Regional PlanningUniversity of the Philippines

INTRODUCTION

The Philippine Planning Journal during the past20 years has been publishing articles within thefield of urban and regional planning. As theofficial journal of the School, it has providedplanners and decision-makers alike with concepts and issues pertaining to Philippine development.

This is the third in the series of indexes. Itincludes articles appearing from 1980 to 1985.

AUTHOR INDEX

Alabanza, Joseph M. The Regional Development Investment Program (RDIP) of the/locos Region. 15 (2): 1-15 Apr 84

Amoranto, Humberto U., (co-author) & Gerardo S. Calabia. The PASTORA Planning Project: Lesson of Experience in Local Development Planning. 12 (2): 10-22 Apr 81

Afio, Daisy Elena F. The Key DevelopmentProgram Approach to Regional Development Planning Process in the Philippines.16 (2). 35-43 Apr 85

Bancom Realty Corporation. Urban ExpansionThrough Reclamation: The Case of Cebu

City. 12 (2): 1-13 Oct 80

Bruce, Romeo C. Eco-Engineering Analysis forLand-Use Planning. 13 (2): 53-64 Apr 82

Cal, Primitivo C. & Christopher A. Cholerton.The Metro-Cebu Land Use & TransportStudy (MCLUTS). 13 (1): 5-32 Oct 81

Cal, Primitivo C., Daniel J. Graham, & RobertJ. Nairn. Land Use-Transportation Interactive Analysis. 13 (1): 33-46 Oct 81

Calabia, Gerardo S. A Spetio-Economic Studyof the Laguna Provincial Growth and Development. 14 (1): 1-24 Oct 82

57

Calabia, Gerardo S. & Humberto U. Amoranto.The PASTORA Planning Project: Lesson ofExperience in Local Development Planning.12 (2): 10-22 Apr 81

Cholerton, Christopher A. (co-author) & Primitivo C. Cal. The Metro Cebu Land Use andTransport Study (MCLUTS). 13 (1): 5-32Oct 81

Concepcion, Rogelio N. Identification andEvaluation of Prime Agricultural Lands forLand Use Policy Formulation: A PhilippinePerspective. 14 (1): 48-62 Oct 82

Construction and Development Corporation of

the Philippines. Financial Center Project.12 (1). 26-56 Oct 80

Cordero, Patricia V. (co-author) & Evangeline

T. Lopez. Citizen Participation in UrbanRenewal Projects: Case Studies of the ZonalImprovement Program Areas. 12 (2): 35-50Apr 81

Dichoso, Rebecca D. The Planning of BaguioCity: A Historical Perspective. 16 (2): 21-34Apr 85

Endriqa, Dolores A. Achieving National Integration Through Education in the Philippines.11 (2): 21-42 Apr 80

Endriga, Dolores A. (co-author) & Leandro A.Viloria. A Study of Poverty Redressal Programs in Metro Manila. 16 (1): 38-60 Oct 84

Endriga, Dolores A. & Jaime U. Nierras. TheDevelopment of Planning Education in thePhilippines. 14 (2) - 15( 1): 28-37 Apr-Oct

83Emphasis, Billy E. (co-author) & Daniel J.

Graham. Traffic Engineering Action Programs. 13 (1): 47-63 Oct 81

Fernandez, Antonio L. Issues in Urban Sewerage Planning in the Laguna Lake Region: ACase Study of San Pedro, Laguna. 16 (1):1-15 Oct 84

Firmalino, Tito C. Strengthening the Capability


of Cities for Development Planning: TheMLGCD Experience. 12 (2): 1-9 Apr 81

--------. Plan Implementation: A CaseStudy of Angeles City. 11 (2): 1-7 Apr 80

Gonzalez, Eduardo T. Reconstituting theWedge Model: A Structuralist Perspective.13 (2): 1-34. Apr 82

Graham, Daniel J. & , Billy E. Emphasis. TrafficEngineering Action Programs. 13 (1): 47-63Oct 81

Graham, Daniel J. (co-author), Primitivo C. Cal,& Robert J. Nairn. Land Use - Transportation Interactive Analysis. 13 (1): 33-46 Oct81

Juanico, Meliton B. Agricultural Land Use Planning in Abra: An Application of the EcoEngineering Analysis of Land. 14 (1): 2547 Oct 82

Jucaban, Apolo C. Planning Practice in the Philippines: The Government Sector. 14 (2)

15(1): 39-56. Apr-Oct 83-------- Planning for the Management

and Implementation of Foreign-Assisted Projects: The Metro-Manila Urban Development- World Bank Experience. 11 (2): 8-20Apr 80

Kemp, Roger L. Economic Development:Raising Local Government Revenues Without Increasing Taxes. 16 (2).44-47 Apr 85

Limcaoco, J. Andres A. The Integrated AreaDevelopment Approach 'to Regional Development. 15 (2): 16-23 Apr 84

Lopez, Evangeline T. (co-author) & Patricia V.Cordero. Citizen Participation in Urban Renewal Projects: Case Studies of Two ZonalImprovement Program Areas. 12 (2): 35-50Apr 81

Manalo, Zenaida A. Economic Valuation of theEnvironmental Quality Effects of Development. 17 (2): 38-47 Apr 86

Ministry of Human Settlements. Town Planning

58

Under the lriter-Aqencv Local Planning Assistance Program. 16 (2): 1-20 Apr 85

Ng, Kam Sim Yen. American Influence on Planning in the Philippines. 12 (2): 23-34 Apr 81

Nairn, Robert J. (co-author), Primitivo C. Cal,& Daniel J. Graham. Land Use - Transportation Interactive Analysis. 13 (1): 33-46Oct 81

Nierras, Jaime U. (co-author) & Dolores A. Endriga. The Development of Planning Education in the Philippines. 14 (2) - 15 (1): 2837 Apr-Oct 83

Phillips, David R. Social Services Planning inNew Communities: Theoretical Aspects andSome Empirical Observations from theHongkong Experience. 16 (1): 16-27 Oct 84

Ragragio, Junio M. The Design and Applicationof a Manual Scalogram Method for SpatialAnalysis in the Bicol lAD Area. 13 (2): 3552 Apr 82

Roschlau, Michael W. Mass Transit in ProvincialAreas: History, Policy, Reality. 15 (2): 2429 Apr 84

Sajise, Percy E. The Management of Natural Resources in the Philippines: Goals, Policiesand Strategies. 15 (2): 24-29 Apr 84

Santiago, Asteya M. Evolution of the NationalPlanning Organization in the Philippines: ALegislative Perspective. 14 (2) - 15 (1): 1-27Apr-Oct 83

Serote, Ernesto M. Self-Reliance in Local Infrastructure Development: The Case of LapuLapu City Hall. 16 (1): 28-37 Oct 84

Uybengkee, Susan B. The Cebu Port CentreDeed Restrictions in Relation to the CebuCity Zoning Ordinance: A Critical Analysis.12 (1): 14-25 Oct 80

Viloria, Leandro A. & Dolores A. Endriga. AStudy of Poverty Redressal Programs inMetro Manila. 16 (1): 38-60 Oct 84

TITLE INDEX

Achieving National Integration through Education in the Philippines. Dolores A. Endriga.11 (21): 21-42 Apr 80

Agricultural Land Use Planning in Abra: AnApplication of the Eco-Engineering Analysisof Land. Meliton B. Juanico. 14 (1): 25-47Oct 82

American Influence on Planning in the Philippines. Kam Sim Yen Ng. 12 (2): 23-34 Apr81

Angeles Cltv. Plan Implementation: A CaseStudy of Angeles City. Tito C. Firmalino.11 (2): 1-7 Apr 80

The Design and Application of Manual Scalogram Method for Spatial Analysis in theBicol lAD Area. Junio M. Ragragio. 13 (2):35-52 Apr 82

The Cebu Port Centre Deed Restrictions in Relation to the Cebu City Zoning Ordinance:A Critical Analysis. 12 (1): 14-25 Oct 80

Citizen Participation in Urban Renewal Projects: Case Studies of the Zonal Improvement Program Areas. Evangeline T. Lopezand Patricia V. Cordero. 12 (2): 35-50 Apr81

The Design and Application of a Manual Scalogram Method for Spatial Analysis in theBicol lAD Area. Junio M. Ragragio. 13 (2).35-52

The Development of Planning Education in thePhilippines. Dolores A. Endriga & Jaime U.Nierrss. 14 (2) - 15 (1): 28-37 Apr-Oct 83

Economic Development: Raising Local Government Revenues Without Increasing Taxes.Roger L. Kemp. 16 (2): 44-47 Apr 85

Eco-Engineering Analysis for Land Use Plan-ning. Romeo C. Bruce. 13 (2): 53-64 Apr 82

Evolution of the National Planning Organization in the Philippines: A Legislative Perspective. Asteya M. Santiago. 14 (2) - 15(1): 1-27 Apr-Oct 83

Financial Center Project. Construction andDevelopment Corporation of the Philippines.12 (1): 26-56 Oct 80

Forum on the State of the Art of Planning: Private Practice. 14 (2) - 15 15 (1): 57-61Apr-Oct 83

59


Identification and Evaluation of Prime Agricultural Lands for Land Use Policy Formulation: a Philippine Perspective. Rogelio N.Concepcion. 14 (1): 48-62 Oct 82

The Integrated Area Development Approach toRegional Development. J. Andres A. Limcaoco. 15 (2): 16-23 Apr 84

Infrastructure. Self Reliance in Local Infrastructure Development: The Case of LapuLapu City Hall. 16 (1): 28-37 Oct 84

Issues in Urban Sewerage Planning in theLaguna Lake Region: A Case Study of SanPedro, Laguna. Antonio L. Fernandez. 16(1): 1·15 Oct 84

The Key Development Programs Approach to

Regional Development Planning Process inthe Philippines. Daisy Elena F. Ano. 16 (2):35-43 Apr 85

Land Use - Transportation Interactive Analysis. Primitivo C. Cal, Daniel J. Graham, &Robert J. Nairn. 13 (1) 33-40 Oct 81

The Management of Natural Resources in thePhilippines: Goals, Policies and Strategies.Percy E. Sajise. 15 (2): 24-29 Apr 84

The Metro Cebu Land Use & Transport Study(MCLUTS). Primitivo C. Cal & ChristopherA. Cholerton. 13 (1): 5-32 Oct 81

Metro Cebu Land Use and Transport Study(MCLUTS). Primitivo C. Cal & ChristopherA. Cholerton. 13 (1): 5-32 Oct 81

The 1984 Land Use Plan for UP Diliman Campus. 14 (2) - 15 (1): L62-87 Apr-Oct 83

The PASTORA Planning Project: Lesson of Experience in Local Development Planning.Gerardo S. Calabia and Humberto U. Amoranto , 12 (2): 10-22 Apr 81

Plan Implementation: A Case Study of AngelesCity. Tito C. Firmalino. 11 (2): 1-7 Apr 80

Planning for the Management and Implementation of Foreign-Assisted Projects: TheMetro Manila Urban Development - World

Bank Experience. Apolo C. Jucaban. 11 (2):8-20 Apr 80

Planning Practice in the Philippines: The Government Sector. Apolo C. Jucaban. 14 (2)- 15 (1): 39-56 Apr-Oct 83

The Planning of Baguio City: A Historical Perspective. Rebecca D. Dichoso. 16 (2): 21-34Apr 85


Reconstituting the Wedge Model: A Structuralist Perspective. Eduardo T. Gonzalez. 13 (2):1-34 Apr 82

The Regional Development Investment Program(RDIP) of the /locos Region. Joseph M. AIbanza, 15 (2): 1-15 Apr 84

Self-reliance in Local Infrastructure Development: The Case of l.epu-Lepu City Hal!.Ernesto M. Serote. 16 (1): 28-37 Oct 84

Social Services Plannin.g in New Communities:Theoretical Aspects and Some EmpiricalObservation from the Hongkong Experience.David R. Phillips, 16 (1): 16-27 Oct 84

A Spetio-Economic Study of the Laguna Provincial Growth and Development. GerardoS. Calabia. 14 (1): 1-24 Oct 82

60

Strengthening the Capability of Cities for Development Planning: The MLGCD Experience.Tito C. Firmalino. 12 (2): 1-9 Apr 81

A Study of Poverty Redressal Programs inMetro Manila. Leandro A. Viloria & DoloresA. Endriga. 16 (1): 38-60 Oct 84

Town Planning Under the Inter-agency LocalPlanning Assistance Program. MHS. 16 (2):1-20 Apr 85

Traffic Engineering Action Programs. Daniel J.Graham & Billy E. Emphasis. 13 (1): 47-63Oct 81

Urban Expansion Through Reclamation: TheCase of Cebu City. Bancom Realty Corporation. 12 (2): 1-13 Oct 80


ABOUT THE CONTRIBUTORS

VICTORIA A. EUGENIO is Instructor of the School of Urban and Regional Planning and Lecturer at the College of Architecture, University of the Philippines. Ms. Eugenio obtained her MS in CommunityArchitecture and BS (Architecture) at U.P. in 1984 and 1969 respectively. At present, she is attending a 10·month course in Survey Integration for Resource Development at the lTC, The Hague, Netherlandsunder the Dutch Bilateral Fellowship Grant.

Office of the Commissioner for Planning, MMC provides technical assistance in the formulation of a comprehensive urban land policy for theentire Metro Manila area. The ULMS (Urban Land Management Study) is one of the components being undertaken through the ThirdUrban Development Project Loan package granted by the World Bank.

Ministry of Transportation and Communications' "Urban Transportationin Metropolitan Manila" was prepared for the Workshop and Seminaron Urban Mass Transport, Manila, 1985.

"The LRT as a Component of Metro-Manila's Transport System" usesthe data/reports of the following projects: Metro Manila Urban Transport Improvement Project (MMUTIPl, JICA Update of Urban Transportation Strategy Planning Project (MMUSTRAP) and Traffic Engineering and Management Office (TEAM) for an indepth treatmentof the primate city's transport system.

61

Advisory Council

Chairman: EDGARDO J. ANGARA

Members

RAMON B. CARDENASRUr:EN A. GARCIAGABRIEL U. IGLESIAS

SIXTO K. ROXASANTONIO VARIAS

Administration

LEANDRO A. VILORIA. A.B. (Pol. Sci.l. M.P.A .. M.A. Communityand Regional Planning. D.P.A .• Dean

MARl LYN G. MARQUEZ. B.S.B.E .. MURP. M.A.U.P.• College Secretary

BENJAMIN V. CARII'iIO. B.A. (PA). M.A. (Pol. se.). Ph.D. {Pol. se.i.Director of Graduate Studies

ERNESTO M. SEROTE. A.B. (Enqlishl. Dip. in Integrated Surveys.M.U.R.P .. Director of Research and Publications

ALEX Q. CABANILLA. A.B. (Pol. Sc.l , Dip. in Integrated Surveys.M.U.R.P.• Director of Training

NICOLAS R. CUEVO. B.S. (Commerce}, Ll.B.• Administrative Offic/N

Faculty

LLENA P. BUENVENIDA, B.S.E.•M.E.P., Certificate in ComprehensiveRegional Development, Assistant Professor

ALEX Q. CABANILLA, A.B. (Pol. se.i.Dip. In Integrated Surveys, M.U.R.P.,Assistant Professor

PRIMITIVO C. CAL, B.S.C.E.• M. Eng.(Transportation Engineering). Ph.D.(Transportation Planning), AssociateProfessor

GERARDO S. CALABIA, B.S. (Agricul·ture). M.A. (Community and Regional Planning). Professor""

BENJAMIN V. CARII'iIO, B.A. (PA),M.A. (Pol. sc.l, Ph.D. (Pol. Sc.},Professor

DONATO C. ENDENCIA. B.S.C.D.,M.C.D .• Assistant Professor

DOLORES A. ENDRIGA, A.B. (Psych.).M.A. [Sccio.l , M.R.P., AssociateProfessor

VICTORIA A. EUGENIO. B.S. (Arch.)M.S. [Arch.}, Instructor

TITO C. FIRMALINO. B.S.E., M.P.A .•M.A. (Community and RegionalPlanning), Professor

ROSARIO D. JIMENEZ, A.B. (History),Dip. in Comprehensive RegionalPlanningi, Assistant Professor

ROQUE A. MAGNO. B.S. (G.E.).M.T.C.P .. Associate Professor

ZENAIDA A. MANALO, A.B. (Econ,),M.A. (Econ.I, Spl. Program In Urbanand Regional Studies (SPURS), M.A.(U.R.P.), Assistant Professor

CESAR O. MARQUEZ, B.S. (Arch,).Dip. in Urban Planning, AssistantProiessor"

MARILYN G. MARQUEZ, B.S.B.E.,M.U.R.P., M.A.U.P., Assistant Pro·fessor

JAIME U. NIERRAS, B.S. (Arch.l,M.S. (Urban Planning), M.S. (Transportation Planning), Assistant Professor

ASTEYA M. SANTIAGO, Ll.B. (CumLaude). M.T.C.P., Certificate in Government Management, Professor

EflNESTO M. SEROTE, A.B., (Englishl.Dip. in Integrated Surveys, M.U.R.P.,Assistant Professor

FEDERICO B. 51 LAO. A.B. (Pol. se.i.M.P .A .• Professor

CYNTHIA D. TURIIi!GAN, B.A. (PALDip. io Comprehensive Regona' P'an·ning, Associate Profenor" "

JOSE R. VALDECAiilAS, B.S. (C.E.!.M.T.C.P .• Associete Professor"

L1TA S. VELMONTE, B.S. (SocialWork). Dip. in Urban Studies, Ano'ciata Professor

LEANDRO A. VILORIA, A.B. (Pol.tse.r. M.P.A., M,A. (Community andRegional Planning), O.P.A., Professor

DELIA R. ALCALDE. A.B. (Sociology).Researcher

NATALIA M. DELA VEGA, B.S.E.Research Assistant

Research Staff

CARMELITA R.E.U. L1WAG. A.B. (Political Sc.] , Research Assistant

EMILY M. MATEO. B.S. (ForeignService). Research Associate

REMEDIOS R. SORIANO. A.B. (Econ.)Research Assistant

Training Staff

ATHENA F. AZARCON, B.S. (Business Administration), M.U.R.P.,Training Associate

Lectur.r

WILFRIDO C. PALARCA. A.B. ISociology-Anthropology). M.E.P.

" on special detail"" on Sabbatical leave

Documents

PHILIPPINE PLANNING I