Relocating the Dislocated: Philippine Realities, Global Lessons
By Karl Garcia
Every year, thousands of Filipinos are uprooted from their homes — not by choice, but by circumstance. Whether caused by conflict, natural disasters, urban redevelopment, or infrastructure expansion, relocation remains one of the most urgent yet underexamined aspects of the Philippines’ development story.
From Marawi’s internally displaced residents to Tacloban’s fisherfolk survivors of Typhoon Yolanda, relocation reveals both the promise of safety and the pain of disconnection. This article explores how the Philippines navigates relocation — its gains, gaps, and pathways forward — while drawing insight from global models of inclusive development.
Understanding Displacement in the Philippines
Displacement in the Philippines stems from overlapping pressures — environmental, social, political, and economic:
- Disaster and Climate Displacement – With over 20 typhoons a year and rising sea levels, climate-driven relocation has become routine, especially in coastal provinces such as Leyte, Samar, and Albay.
(See Climate Change Commission Philippines and DENR Climate Adaptation Reports) - Conflict-Induced Displacement – The Marawi siege (2017) displaced over 100,000 people, highlighting the long-term challenges of post-conflict rehabilitation and land rights.
- Development-Induced Relocation – Infrastructure projects such as road widening, railway expansion, and flood control systems have displaced informal and rural communities — often without adequate compensation or livelihood support.
(See DPWH Infrastructure Program Overview). - Urban Redevelopment and Gentrification – In Metro Manila, urban upgrading and reclamation projects frequently push low-income settlers to distant relocation sites.
- Indigenous and Cultural Displacement – Large-scale mining, dam, and energy projects continue to threaten ancestral domains and indigenous heritage, particularly in Mindanao and Northern Luzon.
(See NCIP Ancestral Domain Policy and DENR Indigenous Peoples Framework).
Yet many of these challenges remain uncoordinated because the National Land Use Act (NLUA) — a long-pending measure designed to establish a rational, equitable, and sustainable framework for land use — has yet to be passed into law.
Without a unified land-use policy, development projects often overlap, causing confusion, inefficiency, and community displacement.
The Gains of Relocation
Despite systemic challenges, the Philippines has made progress in planned relocation and housing reform:
- Improved Safety and Infrastructure – The National Housing Authority (NHA) and Department of Human Settlements and Urban Development (DHSUD) have constructed safer housing sites for disaster survivors and informal settlers.
- Disaster Risk Reduction – Relocation to geohazard-free areas reduces vulnerability to flooding and storm surges, particularly in Tacloban, Cebu, and Davao Oriental.
(See NDRRMC Resilience Programs) - Community Empowerment – Some relocation sites integrate community-based planning and cooperative ownership models, empowering beneficiaries to manage their own housing development.
- Livelihood Resilience – Partnerships with NGOs like Habitat for Humanity Philippines and Gawad Kalinga show that relocation can succeed when communities are part of the process.
Globally, Bangladesh’s floating villages and Indonesia’s kampung upgrading programs provide valuable lessons on how adaptive design and community participation can transform displacement into resilience.
The Gaps and Risks
Despite these gains, deep structural and institutional gaps persist:
- Economic Vulnerability – Families relocated from Manila Bay, Pasig River, or railway right-of-way clearings often lose proximity to their livelihoods, facing unemployment and rising debt.
(See Asian Development Bank Livelihood Studies) - Right-of-Way (ROW) Challenges – Delays in ROW acquisition have stalled numerous infrastructure projects — from unfinished road widening in Bicol and Mindanao to bridge constructions left idle for years.
(Reference: DPWH Right-of-Way Act Implementation)
Communities are displaced for projects that remain incomplete or abandoned, leaving them without compensation or viable alternatives. - Abandoned Brownfields and Idle Lands – Across provinces, unused relocation sites and abandoned industrial zones (brownfields) represent wasted public investment and missed opportunities for infill development.
(See DENR Brownfield Rehabilitation Program) - Poor Interagency Coordination – Overlapping mandates among the DPWH, NHA, DENR, and LGUs result in fragmented planning, with communities caught in bureaucratic crossfire.
- Social and Cultural Disconnection – Relocated populations often lose community ties, religious networks, and ancestral bonds, particularly among indigenous groups and coastal fishing communities.
- Psychosocial Impacts – The trauma of forced relocation, coupled with inadequate services and isolation, contributes to anxiety, depression, and intergenerational distress.
Rosa, a fisherwoman from Tacloban, was relocated inland after Typhoon Yolanda. Although her new home was safer, she lost her connection to the sea — her source of income, identity, and meaning. Her story mirrors that of thousands across the archipelago who face safety but lose livelihood.
Philippine Case Studies: Lessons from the Ground
- Marawi City – Over 100,000 residents remain displaced years after the siege, struggling with delayed reconstruction and unclear land tenure.
(Source: UNHCR Philippines – Marawi Situation Report) - Manila Bay Rehabilitation – Around 14,000 families were relocated to distant provinces, but many returned due to lack of jobs and inadequate housing.
(Source: PhilStar Report on Manila Bay Relocation) - Tacloban North Resettlement Sites – Post-Yolanda projects faced delays, poor site selection, and absence of transport systems linking residents to the city.
(Source: Asian Development Bank: Lessons from Tacloban) - Bicol and Mindanao Infrastructure ROW – Numerous unfinished bridges and bypass roads remain stalled due to right-of-way disputes, affecting communities displaced during construction.
- Abandoned Relocation Sites – In Bulacan, Cavite, and Laguna, idle housing units stand empty due to water shortages, lack of schools, and unresolved land titles.
Each case reveals a critical truth: relocation without livelihood and legal clarity perpetuates vulnerability rather than ending it.
Policy Pathways Forward
To make relocation humane, sustainable, and economically inclusive, policymakers must address the root causes of dislocation and institutional inefficiencies:
- Pass the National Land Use Act (NLUA) – A unified framework will rationalize competing land uses, align infrastructure planning with housing needs, and minimize forced displacement.
- Resolve Right-of-Way Bottlenecks – Strengthen ROW acquisition laws and ensure fair compensation, timely relocation, and transparent project implementation.
- Rehabilitate Abandoned Brownfields – Convert idle lands and unused relocation sites into livelihood zones, urban farms, or eco-industrial estates.
- Complete Unfinished Infrastructure – Audit stalled public works and ensure resettled communities benefit from the projects that displaced them.
- Integrate Livelihood and Transport Access – Plan relocation sites near economic corridors, markets, and public transport nodes.
- Institutionalize Community Participation – Include civil society organizations and local governments in relocation planning, ensuring that people’s voices shape project design.
- Provide Psychosocial and Cultural Support – Offer counseling services, community centers, and cultural preservation programs to sustain well-being and identity.
Conclusion
The future of Philippine relocation depends on political will, participatory planning, and policy coherence.
Passing the National Land Use Act and reforming right-of-way systems are essential steps toward preventing dislocation before it happens.
By transforming abandoned brownfields into productive spaces and completing unfinished infrastructure, the Philippines can turn sites of neglect into symbols of renewal.
Relocation should not mean disconnection. When guided by justice, planning, and empathy, it can become a pathway to resilience — ensuring that every Filipino family, like Rosa’s, can find both safety and home.
Cover photo from Philippine Center for Investigative Journalism article “Satellite images show continued displacement in Marawi 7 years after the siege”.
The Society of Honor by Joe America 
Quite related because transportation ROW is one of the main issues.
https://www.philstar.com/business/2025/11/17/2487691/mvp-urged-reconsider-potential-exit-lrt-1
If the actual reason is to focus on Hospital Expansion even to the underserved or unserved then that is good. But MVP’s reason for pullout are investor complaints of losing money, what will happen to the unserved will they be only good customers if they can provide cash flow.
It is government’s job to allocate taxpayer wealth to best serve the nation. Government sets priorities according to patronage so the nation gets farm to market roads, which add little value, rather than clean safe trains, which add huge value. It is not socialism to help people commute. It is smart business thinking.
I’m sympathetic to MVP, having worked 30 years trying to generate profits from ever-increasing expenses. Government needs to raise the fares and demand certain things, like safe clean trains and clean CRs.
apparently, lrt has limited network, it has operational inconsistencies between lines and and has poor integration. it is bogged down by last mile problem with commuters having to transfer to tricycles, jeepneys, etc just to get to their final destination. panebagong pamasahe na naman. if integrated with beep card, dapat isang bagsak lang ang pamasahe even if transferring to other modes of transport.
Good proposal,
Even a jigsaw puzzle is solvable by a child, this interconnected and seamless transportation can be conceptualized and done.
What a mess.
Like what is happening with the relocatees, they get relocated to far away, far from work, school, customers, and what not then tey have to leave home earlier and have long commute until they decide to return but in another informal settlement.
BTW, informal settlements under bridges are cemented, and that goes to many settlements in different locations.
Biliran has been spending years building a village way outside of Naval, hundreds of homes. They didn’t do it in phases, they kept hundreds of homes empty for years, building building. The commute expense will be a killer. Hugely illogical development. Illogical is a replacement word for more unkind adjectives.
I feel you Joe, it’s highly illogical.
Thanks again, Joe.
I will call this another mind stabilizer from you.
My further anlaysis of the situations to include the finacials you mentioned.
MPIC / MVP’s LRT-1 Financials (2022–2025): Ridership, Losses, Risks
1. Ridership Recovery
2. Revenue and Losses
3. Capital Expenditures & Concession Commitments
4. Fare Hikes and Deficit Risk
5. Strategic Risk: MPIC Considering Exit
SYNTHESIS: The Core Concern Thread
When you unify the numbers and disclosures, this is the central narrative:
1. Ridership isn’t back to full normal.
Recovery is progressing but still well below the 450,000 daily benchmark that underpins original financial models.
2. Revenues rising but losses persistent.
Operating costs, maintenance obligations, and debt/interest from capital works outweigh the current farebox income.
3. Fare deficit is structurally embedded.
The multibillion-peso fare deficit accumulated because the allowed fare path under the concession has repeatedly lagged behind operator petitions.
4. Financing risk is emerging.
If LRMC cannot meet conditions for financial sustainability (including fare adjustments), lenders may freeze or delay funding for Cavite Extension phases.
5. MPIC’s potential exit amplifies concern.
A major private partner wanting out signals that the financial model is not sustainably balanced — a warning sign for future rail PPPs.
6. Government-Operator renegotiation will determine the future.
A rebalanced concession (like an extended term or revised revenue rules) is becoming necessary to preserve system development and investor confidence.
7. Public perception and political risk complicate the picture.
Fare hikes are politically unpopular, making decision-making slow and vulnerable to populist pressures.
Implications Going Forward
For MPIC/MVP
For Government (DOTr/DOF)
For Commuters
For Future PPP Projects
My inquiry of gemini the other day put LRT-1 ridership daily at 600,000, so there is a glitch in the data somewhere. I don’t blame them for pulling out considering the government’s unwillingness to increase fares. The capital investment also needs government’s support.
If they have to officially redefine PPP for more government support then so be it. Government support doesn’t have to be bailouts, bailouts are support that are way too late. Too late the hero.
Right. It should be ongoing support.
Per Pangilinan,
Pangilinan stressed the principle of Public-Private Partnership (PPP): “It should be a government thing, if they do not want to give tariff hikes. The basic tenet of PPP is you’re asking for other people’s money to build a particular project.”He added: “So, it is not government money. When you borrow other people’s money, that money was given to that particular proponent by its owners, and its owners expect a return from that because they borrowed the money themselves. When you borrow people’s money, you have to pay for the use of that money. It’s as simple as that.”Pangilinan argued that if the government is unwilling to implement rate increases, it should finance the projects itself.
He’s right. A very smart guy. I think he has political ambitions still because is getting more assertive. That’s a good thing.
A nation run by a competent chairman.
The public good must be facilitated by the government. A concession or license model only works at smaller scale. Government built infrastructure is what enables increased commerce (and the attendant jobs), not the other way around of government waiting for private capital to build when there isn’t enough commerce to begin with. Perhaps one day there will be an elected government that will figure that simple fact out.
One day.
I’m confident the Philippines will soon elect a competent president who understands this.
Hope so!
While my topic is relocation and dislocation , which is another more than meets the eye topic, we now go to the family often blamed for the non passage of the National Land use act because of conflict of interest among others. The Villars
Having a powerful family in congress whose matriarch is well documented to have often said that the status quo should prevail in land use decisions which is the LGU shoud be in charge and it should stay that way,and that no lgu will support its passsage.
I used to admire Manny Villar’s rags to riches story, until I did not.
Now, they are in trouble with regulatory issues left and right.
One thing not yet happening is Former DPWH sec now Senator Villar’s(forgot his name) being blamed for the flood control mess out loud.
Mark the Villar. We had a main bridge on Biliran wiped out by flood. Everyone was excited to see Sec. Villar visit because we thought we’d see the project speed up. Nope, it stretched out over years. Commissionable funds I’d guess. He was a do-nothing Secretary. I don’t know if he was corrupt or not.
Yes, Mark did not leave a mark that was worth remembering.
mark’s family, the villars, benefited a lot while mark was dwph sec. his cousin, carlo aquilar, was alleged to have bagged 161 infras and construction projects all the while mark was in office.
Thanks Kb,
I googled him when his name was on the tip of my tongue and I saw the ICI did tag many red flags
Had a mini debate in a viber chat group about Recto and Go that o way they could prop up the economy overnight. (I said to my self, Hello are you serious?) I told him of course not. He told me even if they do they do their best they can not make a dent with the poor, I said that may be true, but they should not do their worst.
Before that I gave the formula of us doing things. Start, Stop, Abandon, Reset then repeat. hat tip to the land of constant beginnings of Irineo.
I also wrote about the length of time Korea spent to have its homegrown car and ship. Hat tip to Joey.
“They should not do their worst.” Spilt my mango juice.
Apparently, Bersamin has not received the memo yet. Someone did a preemptive strike.
Bersamin not yet convinced that he was out was so last night’s news.
honestly, it is not the job of recto or go to make inroads with the poor. their mandates are different from atty gadon who is the presidential adviser on poverty alleviation.
there is already the 4Ps at TUPAD, tulong sa ating mga displaced/disadvantage workers. it is not that the poor are left on their own, there is help for them, financial and others.
Yes,
DSWD’s job.
Further reflection.
Political agency doctrine makes the department heads alter egos of the president. The ES often called the mini president is the alter ego prime, if you will. More powerful than a vice president. My take.
I believe that Sec Bersamin was the main driver of President Marcos’ success. It’s a shame to lose him. Recto is the guy arguing for the raid on PhilHealth so I’m not confident he can replace Bersamin’s brains.
Likewise, Joe.
On the notion of little president.
(A notion, I also have)
“Let us disabuse ourselves of the notion that the Executive Secretary is clothed with some mythical awesome powers,” he said in a statement.
Recto said his marching order is clear: Focus on governance, ensure agencies remain productive, and keep departments shielded from political noise so they can deliver on their mandates.”
I stand by my notion.
lucas bersamin ought to take heart, he is in good company! even the well feted boxing conqueror of baste duterte, general torre, was also given marching order and seemingly gone into oblivion.
I have read from ombudsman remulla that as executive secretary, lucas bersamin as may have his hands in many pies! nakikialam din raw si bersamin sa mga appointment ng mga top public servants.
I asked chatgpt the extent of the duties of the ES.
Here is a clear, compact, yet rigorous explanation of the Philippine Doctrine of Political Agency, the role of the Executive Secretary, and why it is often seen as “micromanaging.”1. The Philippine Doctrine of Political Agency
This doctrine (also called the “alter ego principle”) is a long-standing rule in Philippine administrative and constitutional law.Core idea:
The acts of department secretaries are presumed to be the acts of the President—unless the President disapproves them.Legal foundation:
What it means operationally:
Why this exists:
But this also means power can be highly centralized—especially when the President’s inner circle is strong.2. The Role of the Executive Secretary
Often called the “Little President.”Primary functions:
Legal basis:
Because of the doctrine of political agency, when the Executive Secretary acts, it is as if the President acted—unless reversed.3. Why the Executive Secretary is Seen as “Micromanaging”
The perception of micromanagement comes from four structural realities, not necessarily from personality.A. The Executive Secretary controls the “funnel” of presidential decision-making
The ES decides:
This creates:
B. Cabinet members cannot act fully independently
Because:
This leads to:
C. Policy decisions require multiple layers of clearance
Common layers:
This creates:
D. “Little President” power expands informally
Historically, Executive Secretaries like:
…accumulated large operational power because the President delegated heavily to them.
When the ES signs for the President all the time, departments may feel:
“Wala kaming autonomy — lahat dadaan sa ES.”4. Does this always lead to micromanagement?
Not necessarily.
The doctrine allows flexible presidential control, but micromanagement happens when:
5. Modern reform debates
Scholars and good-governance advocates propose:
The goal is to keep the President accountable without choking the bureaucracy.Summary (Very Short Version)
If you want, I can also produce:
https://www.bworldonline.com/top-stories/2025/11/18/712758/vehicle-sales-flat-in-october-despite-rising-ev-demand/
The vehicle sales were flat at least for October.
I have comments on EV sales, will it continue to rise after the five year number coding exemption expires.
Incentives are fine but if the artificial demand it creates turns into a monster traffic jam then it is not helping at all.
Then it boils down to lack of mass transportation.
The to Expropration attempts, Row
problems where DPWH builds over a the planned alignment of DOTR, we say we do not have systems thinking
methinks our kanya kanya ways is a form of unsystemic systems thinking.To each his own system.
This fact about jeepney modernization still makes me angry until now:
https://newsinfo.inquirer.net/1902947/puv-modernization-filipino-jeepneys-out-china-imports-in
Multiple Japanese (Toyota, Hino, Isuzu, Mitsubishi) and South Korean (Hyundai, Daewoo) companies had offered to set up facilities for local assembly of CKDs and eventual full local manufacturing in the Philippines. Yet Chinese-built, Chinese-imported models were preferred by the government, which makes Filipinos purely consumers once again with no opportunity to learn.
I do realize that having a car nowadays is a mark of moving up in life, just like having a nice underbone or scooter did a short decade or two ago, but with the small capacity and congestion in typical Philippine roads it seems to me that focusing on better mass transit first is the better policy.
I will put this under your comment because we often discussed the rinse and repeat roadmapping here which redirects after obstacle so we are obstacle course mapping not road mapping.
Good question. Based on that SPOT.ph article plus related sources, here are some of the major public transport projects and plans DOTr has in the pipeline, plus some analysis and risks. (If you want a more up-to-date breakdown, I can pull in more recent DOTr plans.) Key DOTr Public Transport Plans (based on the SPOT.ph article)
From “DOTr’s Plans for Public Transport in the Philippines” (SPOT.ph):
SkyTrain
A very short (around 2 km) automated people mover (APM) from Guadalupe (Makati) to Uptown BGC.
Expected to carry 60,000–100,000 passengers/day.
Still in very early planning; Infracorp Development Inc. was mentioned but no ground yet.
MRT-10
~22.5 km with 16 stations.
Proposed stops include NAIA, Aurora-Katipunan, and Commonwealth Avenue.
Depot planned at UP Diliman, QC.
Under “initial evaluation” by DOTr.
MRT-11
~18 km line connecting Monumento (Caloocan) to San Jose del Monte (Bulacan).
Route includes major roads like Quirino Highway, Novaliches, Zabarte Road.
DOTr already received unsolicited proposals. According to SPOT.ph, approval could take at least a year.
Combined cost for MRT-10 and MRT-11 is ~ ₱194 billion.
LRT-6
19 km with 9 stations, connecting Bacoor to Dasmariñas (Cavite).
Will connect (or at least be linked) to the LRT-1 Cavite extension, though it won’t share tracks: separate stations will be built.
Partly elevated and partly embankment.
As of Dec 2020, it passed some environmental qualifications; under review by NEDA-ICC.
Cebu Monorail Transit System
Two lines: Central Line (~17.7 km) + Airport Line (~9.3 km).
Capacity similar to LRT: DOTr estimates ~12,000–15,000 passengers/hour.
Central Line has 14 stations (e.g. Talisay, Bulacao, Mabolo), Airport Line has 6 (including a station near Mactan–Cebu International Airport).
Under evaluation by NEDA-ICC.
Manila Urban Cable Car
4.5 km cable car system linking Marikina to Pasig.
Six proposed stations: includes LRT-2 Santolan, Eastwood (QC), Manggahan (Pasig), etc.
Each gondola: seating for ~10 people.
Feasibility study was done (French gov’t funded ~₱27 M for this) and DOTr has endorsed it to NEDA-ICC.
Other Relevant / Complementary DOTr Transport Plans (Beyond the SPOT.ph Article)
To give a more holistic view, here are other DOTr transport-modernization initiatives and challenges:
Public Utility Vehicle Modernization (PUVMP)
DOTr’s ongoing program to modernize jeepneys, buses, and other public utility vehicles.
The JICA-DOTr report mentions goals like reducing emissions, improving commuter welfare, and improving the living conditions of drivers.
As of May 2025, DOTr says PUVMP initiatives are on track, especially for scaling up electric PUVs.
Active Transport / Bike Lanes
DOTr is working on a “roadmap to transition public transport into e-vehicles” and also pushing for low-carbon systems.
However, mobility advocates say DOTr needs to invest more in bike lanes and pedestrian infrastructure.
According to the DBM, part of DOTr’s 2024 budget is allocated to active transport: walkways, bike-share, and safe pathways.
Public Participation / Co-Design
DOTr is exploring co-design frameworks so that commuters — including vulnerable groups (e.g., PWDs, seniors, women, parents) — have a say in public transport planning.
This is part of a broader push for “people-first mobility” and more inclusive transport.
EDSA Busway Upgrades
DOTr is planning to upgrade the EDSA busway, with a request for increased budget (P1.3B) and a plan to privatize operations under PPP.
The idea is to make busway stations more commuter-friendly (accessibility, concourses) and hand over operations to private operators.
Analysis: Challenges, Risks, and Implications
Long timelines / early-phase risk: Many of the projects (SkyTrain, MRT-10/11, LRT-6, cable car) are still in very early planning. Getting approval, securing funding, and completing detailed engineering will take years. SPOT.ph even notes that “project realization is another” issue.
Financial viability: Big-ticket rail and monorail projects are capital-intensive. Unless DOTr or its partners secure strong financing (e.g., PPPs, international funding), execution may lag.
Right-of-way issues: For elevated or rail lines, acquiring the necessary land or easements is always a significant hurdle in Metro Manila and other dense areas.
Sustainability: While DOTr has signaled a move to e-vehicles (PUVMP) and active transport, implementation must ensure these aren’t just “plans on paper.” For example, electrification requires not just vehicles but charging infrastructure, supply chain, and maintenance capacity.
Public buy-in / community involvement: The co-design approach is promising, but institutionalizing it (making it a permanent part of how DOTr works) will require capacity building and a genuine commitment.
Equity: The big rail and monorail lines may mainly serve high-density and high-income corridors. If DOTr doesn’t pair these with accessible, affordable feeder systems (e.g., modern PUVs, bus rapid transit, walkable infrastructure), many commuters could be left behind.
Sustainability of PUV modernization: The PUVMP has been around for a while, but the real test is scaling up modern, low-emission PUVs to reach a critical mass.
Implications for the Commuting Public
If these projects succeed, commuters (especially in Metro Manila, Cavite, and Cebu) could benefit from faster, more reliable, and cleaner public transport options.
The SkyTrain (if built) would dramatically cut travel time between Makati and BGC, which is a major plus for many workers.
The cable car system offers an interesting alternative — not just a gimmick — for connecting dense urban areas (Pasig-Marikina), though capacity and cost will be key.
Modernized PUVs (especially electric) could improve the everyday commuting experience (safety, comfort, emissions) — but rollout must be careful and inclusive.
More bike lanes and pedestrian walkways could make “active commuting” (walking, biking) safer and more attractive, which helps reduce road congestion and emissions.
If you like, I can check the latest (2024–2025) DOTr public transport roadmap (i.e., updated status of these projects) — do you want me to do that?
off the bat:
1) it is crazy to have so many different lines that don’t even have compatible trains. Rapid transit systems of major cities usually try to have compatible lines so that they can switch wagons and all. Sure there are different systems like S-Bahn, U-Bahn and tram in many German cities but they have different focuses.
2) why have a skytrain, an urban cable car and a monorail in addition to rail-based systems? There has to be a solid case to do that and it seldom exists. Urban cable cars are great in cities of the Andes where one in addition has to pass over huge slum areas, but have low capacity. Skytrains are often used to connect airport terminals. The suspended monorail of Wuppertal Germany (video below) is due to rare circumstances of very tight quarters in a river valley.
3) I already mentioned in the article below and in comments to it the Mikrotrans system of Jakarta, which a) systematizes the Indonesian equivalent to jeepneys (a bit older, from Japanese occupation, but more like the UV express in the Philippines now) into Jakarta public transit, guaranteeing drivers get paid and cutting the old behavior of chasing passengers like in the Philippines and b) makes them part of single ticketing including BRT and MRT systems there.
Thanks for linking your past article, Irineo.
About drivers getting paid.
I talked to a barber about that and he said a colleague got fired for asking for pay abd going to the labor department when the owner refused.
This analog persist in various modes of transports.
Then we go back the lament of MVP where government does not sllow them to make a profit, where a ppp model is akin to the State borrowing money ftom them.
So many problems and we can only propose a thesis to alleviate and ameliorate.
Whack a mole, plugging holes in a leaking dike.
Via Chatgpt
Here is a revised and corrected version, **explicitly confirming the Philippine situation**:
👉 **Yes — rail operators and staff in the Philippines ARE salaried**, because rail systems are corporate or government-operated, unlike jeepneys.
Below is the updated, accurate rewrite.
—
# ✅ **1. PH Context: Salary vs. Boundary/Tip-Based Systems**
### 🇵🇭 **In the Philippines**
**Salaried Workers:**
* **Rail operators** (LRT-1, LRT-2, MRT-3, PNR)
* Drivers, station staff, mechanics, operations personnel → **all are salaried employees**
* Covered by SSS, PhilHealth, Pag-IBIG, leave benefits
* Some are under government (PNR, MRT-3), others under private concessionaires (LRT-1 by LRMC, LRT-2 by DOTr/Light Rail Transit Authority)
**Non-Salaried / Informal Systems:**
* **Jeepney drivers** → boundary system
* **Tricycle drivers** → boundary or owner-operator
* **UV Express/van drivers** → typically boundary or boundary + fuel
* **Barbers** → low base pay + tips OR commission-based
This makes PH unique: **rail = professionalized and formal**;
**road-based public transport = informal**.
—
# 🟢 **Pros of Fixed Salary (Especially Compared to Boundary)**
1. **Stable income** regardless of weather, holidays, or low ridership
2. **Safer operations** (rail/BRT systems worldwide avoid per-trip incentives)
3. **Easier to regulate service quality**
4. **Workers receive benefits** (leave, SSS, PhilHealth, Pag-IBIG)
5. **Professionalization** → higher skill standards
# 🔴 **Cons of Fixed Salary**
1. **Higher operating cost** for the employer
2. **May reduce incentive to maximize ridership** unless bonuses exist
3. **More administrative requirements**
4. **Salary pressure** may require fare adjustments
—
# 🟢 **Pros of Boundary/Tips Systems**
1. High incentive to attract riders or customers
2. Low labor cost for operators
3. Simple cash-based arrangement
4. Flexible labor
# 🔴 **Cons of Boundary/Tips Systems**
1. **Income instability**
2. **Incentivizes unsafe driving** due to competition
3. **Long working hours**
4. **Weak social protection**
5. **Economically regressive**—workers carry all risk, not operators
—
# 🌏 **2. How It Is Done in Neighboring Countries**
## 🇮🇩 INDONESIA
**Public Transport:**
* Traditional *angkot* → boundary-like system
* Modern systems (TransJakarta BRT, commuter rail) → **drivers are salaried** with benefits
**Trend:** Gradual shift to salary-based to improve safety.
**Barbers:**
* Usually **commission-based** (60/40 or 70/30), sometimes salary + commission.
—
## 🇹🇭 THAILAND
**Public Transport:**
* Songthaews → rental/boundary-like system
* BMTA city buses → **salaried drivers**
* BTS Skytrain, MRT → **fully salaried**, professional workforce
**Barbers:**
* Salary + per-head bonus common
* Tips exist but not central
—
## 🇻🇳 VIETNAM
**Public Transport:**
* Xe ôm (motorbike taxis) → commission or per-ride
* Grab/Gojek → commission
* State buses → **salaried**
**Barbers:**
* Mostly commission-based; some salary + incentive
—
## 🇲🇾 MALAYSIA
**Public Transport:**
* RapidKL (buses + rail), KTM Komuter → **salaried**
* Some private vans/minibuses → mixed, some rental models
But overall: **more formal than PH roads**, similar to PH rail.
**Barbers:**
* Many have fixed monthly salary
* Tips are supplementary, not primary income
—
# 📌 **3. ASEAN Trend**
Across Southeast Asia:
**Rail and formal bus systems = salaried**
**Informal road transport = boundary/commission**
PH follows the same pattern — **except we rely heavily on the informal sector**, unlike Malaysia or Thailand whose bus systems are far more formalized.
—
# 📌 **4. What the Philippines Can Learn**
### From ASEAN Examples
1. Shift jeepney/UV/tricycle systems toward **salary + performance bonus**
2. Move operators toward **fleet-based, company-like structures** (similar to TransJakarta, RapidKL)
3. Improve safety and reduce congestion by eliminating per-trip competition
4. Provide stable employment for drivers and mechanics
—
# 📌 **5. Updated Summary Table**
| Country | Rail Operators | Bus Drivers | Informal Transport | Barbers |
| ————- | ————————– | —————— | ——————– | —————– |
| **PH** | **Salaried** (LRT/MRT/PNR) | Mostly boundary | Boundary system | Tips + commission |
| **Indonesia** | Salaried | Mixed | Boundary (angkot) | Profit-sharing |
| **Thailand** | Salaried | Salaried (BMTA) | Boundary (songthaew) | Salary + bonus |
| **Vietnam** | Salaried | Salaried (state) | Commission (xe ôm) | Commission |
| **Malaysia** | Salaried | Salaried (RapidKL) | Some rental/minibus | Salary |
—
If you want, I can also prepare:
📌 A **policy brief for DOTr**
📌 A **Tatak Pinoy version**
📌 A **multimodal modernization strategy**
📌 A **Jeepney industry transition plan**
Just tell me what you need.
Spot on.
Re: compatible lines
Politicians getting the credit for “building something” but actually just pushing stuff off to the PPP may be a big part of the problem. There is no will or courage from politicians, beyond getting political credit, to have a vision of a whole system.
MRT-10, MRT-11, LRT-6 all have different prime contractors, civil works subcontractors, rolling stock vendors. This seems very inefficient to me.
Also, not being able to build things by oneself, even just local assembly, and buying project management, engineering, civil works, and products from other countries just makes one someone who rents out the service. The Philippines should explore how others learned stuff they didn’t know before, and get insight from that to replicate the process. I don’t think running a country like an oil sheikh would, except with extraction of human labor instead of oil, is a very sustainable way to push the Philippines forward.
Hmmm, the problem is that each system does not support the others very well. Different tracks, different cars, different managers. It’s like a basketball team in which no one shares the ball, Each player does his own thing. Cable cars, monorails, light, medium, heavy. Cable cars is nuts. Manila is not Disneyland. And I think Disney took theirs down because they were dangerous to people below. They can’t do volume. Manila needs volume.
Precisely! But, the volume we are implementing is either we are loud when we are outraged or silent when we are afraid or apathetic.
Speaking of that volume, our tendency to overload or even force the maximum capacity even if people get fat shamed and asked to pay double is another legume moment. (nuts)
Thanks again for this.
That BYD accomodation with matching nunber coding exemption for five years, worked in the first two years, now it is plateauing.
Aside from status symbol, the only seamless transportation is having a car not just for some.
The proposal of kb of one beep card for intermodal transportation may sound like a cure all but I take it as a way to untangle a web even if slow so long as certain.
Well if the accommodation is indeed plateauing, I hope the government pushes more in the direction of the Japanese and Koreans who are willing to firstly set up assembly of imported CKDs with eventual building of full factories in the Philippines. The Koreans started off building Japanese and American CKDs. The Japanese started off building American and Italian CKDs.
I don’t think Philippine roads and highways can really support so many cars, even if those cars are all subcompacts (B-segment) or city cars (A-segment), even if the road infrastructure is expanded. Here in Los Angeles we keep expanding highways and streets, which only encourages people to buy more cars to make congestion worse. The focus really should be on public mass transport especially for big cities and metros, though road infrastructure for cars, vans and trucks also should not be neglected.
Also a lot of my friends have bought small cars, while still living in a squatted home, due to needing to get to work across the city because bad public transportation and also due to a car being a status symbol. The loan amounts, loan interest, and installment payments they shared with me seem really concerning. No wonder many Cebu BPO workers (who are largely DDS btw) are upset and looking for someone to blame for the Tino flooding that destroyed their cars.
I was hoping their cars were comprehensively insured, the loss would not be so much of a problem.
anyhow, dwph will be visiting cebu for the umpteenth time to find out if the flooding is related to and resulted from the massive flood scam. cebuanos already have very good ideas who to blame, they just want dwph to make it official so they can well and truly really vent their anger, in public!
christina frasco, tourism sec, was like a pot of glue, laging nakadikit kay pres marcos halos every time the president visits cebu. too inquisitive mayhap and didnt want to miss any report that may prove unsavory to mum gwen and to husband, rep duke frasco, who once called for the president to resign.
further, the liloans including christina’s husband, rep duke frasco, were blaming the govt for slow response. hence, the irony, duke frasco is part of the government and ought to direct some of that blame to himself!
Just saw a meme that a Lawton bus having chinese station LED at te back in full view of the ones behind them.
Wrong comment box reply. Anyways in the next article, there is a tourism related comment.
Unfortunately most insurance companies have an act of God Clause. Making a tree branch or even fruits dropping on your windshield expensive to repair.
I think comprehensive car insurance may include acts of god, kaso premiums are much higher. most people opted for cheaper car insurance. maybe, if people have known before hand the type of risk they are in, they probly would have opted for the comprehensive policy that gives more benefits and has wider range of options.
I dont like housing estates that dont provide covered and safe car accommodation therein, that people end up parking their cars outside by the road.
That is a problem even in gated subdivisions.
AFAIK the lender demands cars and motorcycles that are still under installment to have comprehensive insurance. I know quite a few people who don’t even buy third-party liability insurance or renew their LTO license fees if the vehicle is already paid off or purchased through third party. So that is a problem why some who had lost their vehicle to the floods are angry, though they should partly be angry at themselves too. Well, lack of registration or insurance is also a (small) problem in the US. It depends on how much the government and police will let people get away with breaking laws that protect the person and others.
I’m not in Cebu like you are so I can only speak for the sentiment shared to me by friends and acquaintances there. Some are hardcore DDS; most are strongly sympathetic to DDS, and they all blamed Marcos.
Personally I think the issue with the flood control scam and infrastructure scam in general is that the national government doles out money to LGUs under devolution, yet does not keep a close eye on what that money is spent on and if it is spent wisely. Presumably even the auditors are complicit in corruption schemes, like how I do not trust customs agents to not look through anything I send to the Philippines. I need the grease the palms of others, like courier services, who then grease the palms of their customs contacts so the parcels may bypass. A full spectrum anti-corruption campaign will build a lot of trust back in the people and may sway even “soft” DDS sympathizers towards good governance. If there’s something I know about Filipinos, it’s that while many might like their ayuda, they hate even more if someone is stealing money that should be used to benefit the people, and rightfully so.
I’m still surprised Queen Gwen got toppled after how many years. If she and her husband were engaging in corrupt practices (rumors are aplenty, even years ago), they should be brought to justice, like any mayor or barangay official also should receive the judgement of justice. Dang it, Marcos would write his name in the history books as a national hero if he bulldozes forward with this. I hope he does so even more strongly than he has so far.
@Joey, speaking of Japanese CKDS. our path is expansion.
So promising best of many worlds like continued car expansions, rails,and as I said above even skytrains and cable cars, which we do not need. If I am wrong then good.
I will address this in your new blog post
beep card for intermodal transport be they train, ferry, bus, jeepney, tricycles, kuliglig, etc. can be done. dotr just need to install beep card reader in each mode of transport, to be swiped at the beginning and end of journey, anytime everytime. fares and payment will be made automatically to proprietors via electronic transfer.
problem: owners of kulorom vehicles must first register their vehicles to be in the beep card system.
fares will be flat rate and by regions, not by kilometers. any locations within a five kilometer radius will be charge similarly no matter the destinations, isang sakay o limang sakay, so long as it is within the radius, the charge is made once only, and so long as the change of destination (hop into another mode of transport) is done within one and a half hour. in other words, subsequent travels are free of charge. but if the change of destination is done after the time allowed, fare is charged anew. how? beep reader will calculate.
it is important that all transport are coordinated and runs on local time.
Now there is another crackdown of colorum TNVs by announcing that they will use mystery riders. Surprise!
Infuriating. Such idiocy.
https://www.philstar.com/nation/2025/11/17/2487722/4-10-pinoys-shun-socialized-housing
4 in 10 Pinoys shun socialized housing
About four in 10 Filipinos do not want to live in socialized housing units, finding these accommodations too small, poor in quality and unaffordable, a study conducted by the University of the Philippines (UP) in Mindanao showed.
Even if 6 out of ten is in favor,maybe designers should consider user input and at least design for a family of 6.
I know it is not easy.
Below is the chatgpt summary.
Good summary. Here are some key take-aways, context, and possible implications of the article + study:
—
What the Article / Study Says
1. Study & Sample
The study was done by UP Mindanao (Micah Amor Yares, Department of Architecture).
It surveyed 401 respondents in Davao City (people not currently living in socialized housing) about whether they’d move into socialized housing.
2. Main Findings
About 4 in 10 (≈ 40%) said they don’t want to live in socialized housing.
The reasons:
The units are too small for an “average Filipino family.”
Poor quality (substandard construction).
Too expensive, despite being “socialized” housing.
The study also notes that socialized housing units often have design standards below what is required by the National Building Code.
On the positive side, 6 in 10 (≈ 60%) found the housing product satisfactory and expressed interest in moving in.
3. Policy / Design Implications
UP argues that the voices of potential users must be taken into account in designing socialized housing.
The study suggests there were “compromises” made in design to hit lower costs — but those compromises may undermine livability.
It emphasizes a need for better design standards in socialized housing, not just focusing on “socialized = cheap.”
4. Affordability Issues Broader Than Size
Another related study (UP-CIDS) shows that even with expanded 4PH (the national social housing program), many of the poorest households still find socialized housing unaffordable.
According to this study, the price ceilings for socialized housing are quite high, and monthly amortizations + fees push the cost beyond what the poorest can reasonably pay.
Also, there are structural barriers: low wages, informal employment, weak land governance make it hard for the poorest to access socialized housing.
—
Broader Context
4PH Program: The Philippine government’s “Pambansang Pabahay para sa Pilipino (4PH)” is the main socialized housing initiative.
Price Ceilings: The ceilings for socialized housing units have been increased (e.g., up to ~₱850,000 for subdivision units) — but critics say even that is not enough, as many poor cannot afford amortization + other costs.
Design Trade-offs: There seems to be a tension between making units “affordable” on paper and ensuring they are actually usable, livable, and high-quality.
—
Implications / Questions to Think About
User-Centered Design: This study strongly argues for including prospective residents (especially the poor) in the planning and design of socialized housing. If design standards compromise too much, people will reject the housing even if it’s “affordable.”
Affordability vs Price Ceiling: It’s not enough to just cap the price of socialized housing units. The monthly payments, maintenance, fees, and how these interact with very low or unstable incomes matter a lot.
Policy Reform: There may be a need for deeper structural reforms — not just building more housing, but rethinking how to make housing truly affordable (e.g., subsidies, better financing, land governance).
Regulation & Quality Standards: The government (through DHSUD / NEDA) might need to enforce or raise design and construction standards so that socialized housing does not become “cheap but poor quality.”
—
Good advice. I’d add that, in Biliran, if there is rental income even for low cost housing, it makes no sense to leave the units vacant for years, versus opening them in phases and collecting rent. They look pretty sizable on driving by, so I don’t think that is an issue.
Yes, I imagine a 3 bedroom apartment, would be more manageable than a two bedroom.I do not know the specifics but I guess it is useless to give the family a reproductive health seminar after the fact.
most govt social housing are located in gulag! so very far from amenities likes public market, schools, hospital/clinic and people have no way of getting out unless they own a car. public transport is non existent and to avail of one, people have to walk kilometers to the nearest bus stop. those who own cars, gasolinahan is also kilometers away and by the time, they eventually get to gasolinahan, they have already consumed a few gallons of fuel. and if they run short of fuel halfway, god have mercy on them! they need to carry extra gas in a drum just in case. and if they have e vehicle, that is another problem.
often the roads in and out of social housing are not sealed, maputik kung may ulan, othertimes, maalikabok. and there is rarely any street lights at night, nakakatakot. you’ll end up walking into a maligno!
people there cannot readily use their phone dahil walang signal, and they would have to get out of their homes to find the best place to get signal. pity about pregnant women, they would just have to give birth on the roadside waiting for ambulance that cannot be contacted.
dept of transport ought to organize new bus route or jeepney route to service the people of gulag, so they will not feel so isolated like the world has forgotten them.
Yes kb, tapos ang ending na hindi slogan ending ay babbling sa pinanggalingan pag wala nang mabalikan lipat ulit.
That seems to be the Biliran project in a nutshell.
for those with entrepreneurial skills, this is opportunity. they can start with tricycle fleet to service new routes in the social housing estate. or build sari sari stores, dress shops, hair saloons, barber shop, boticas, etc.
I have laid down the unsuccessful stories, now for one success story.
Good question. There are some more positive or “success-style” stories / examples in or around Cavite (or more broadly) — though it’s also true that “success” is relative, especially when judged by livelihood, access to services, and long-term sustainability. Here are some notable examples and good practices, plus caveats. Success Stories / Good Practices in or Relating to Cavite
Caveats / Considerations
If you like, I can map out all the top 5 “relatively successful” social housing / resettlement projects in Cavite (or Luzon) — ones that are more likely to have delivered livelihood + service access well. Do you want me to do that?
I’m sure most of us are aware of examples like this after Yolanda.
https://www.gmanetwork.com/news/topstories/regions/887760/54k-housing-units-for-yolanda-survivors-unoccupied-nha/story/
It seems that the government should not just identify vacant land upon which to build houses for the resettled, but the government also needs to make sure there is access to water, sanitation, livelihoods, market and so on.
In the absence of such forethought and assurances, it is much easier for a head of family to get his sons and brothers together, walk off in any direction a hundred paces, and collect a “brand new” roof that God blessed them with (in actuality, blown away from some nearby neighbor’s house), and build a new shanty. Which was what more than a few families I am familiar with in Leyte did.
Oh yes,
That is another one.
My thinking before is ppp model will lessen our debts and solve our fiscal deficits.
But it is another way of borrowing but at the borrower’s terms.
We copy pasted American governance from the get go and it became our habit even in some Supreme Court decisions.
Now we try and copy others, we do have our uniqueness or tatak pinoy but it is still a work in progress.
Many countries had copied American democracy and governance, but they had always adapted it to their local taste. Kind of like how many popular Filipino dishes such as lumpia, siomai, pancit, lechon, are Hokkien in origin, but with a unique Filipino flavor. Some people like to use toyo, some like to use bagoong, some like to use plain salt. We don’t need to copy exactly. We each have our own tastes.
Well put, Joey.
A NewSocial Contract: Co-Creation, Not Compliance
The next chapter of Philippine development must embrace co-creation.
For housing: Work with residents to design communities — not relocate them like debris from a city being “cleaned up.”
For fisherfolk: Treat them as frontline managers of marine resources, not obstacles to tourism.
For farmers: Support agroecology, seed freedom, and rural women’s leadership.
For climate: Center adaptation around the poor, not around ribbon-cutting ceremonies.
For health: Strengthen primary care systems before the next crisis hits.
Development is not charity. It is not infrastructure. It is not a slogan.
It is the daily work of ensuring that the people who bear the brunt of poverty, climate disasters, and economic shocks are also the ones shaping the solutions.
We Must Ask the Right Question
The question isn’t why four in ten Filipinos reject socialized housing.
The question is why — after decades of programs, billions in budgets, and countless plans — we are still building homes people do not want, policies communities cannot access, and development that leaves the same people behind again and again.
Filipinos are not asking for miracles. They’re asking for dignity, participation, and justice.
Until the state learns to share power, not just distribute benefits, our development will remain what it has long been: a promise delivered without the people it was meant to serve.
Co-creation is so necessary. It gets “buy in” that makes a project successful.
Yes, exactly Joe.
https://www.unhcr.org/ph/news/stories/unable-return-and-facing-cyclical-displacement-mother-continues-dream-home
Sainaliah’s journey, marked by tragedy and perseverance, began in 2017 when the conflict in Marawi City forced her family to flee their home. They sought refuge in multiple places, from Iligan to Pagadian, and eventually to Calanogas, where Sainaliah’s parents lived. “We were at home when the fighting in Marawi reached our community. At first, we didn’t believe it. But when the violence got closer, we had to leave. We had nowhere else to go. Thanks to the kindness of our neighbors, we were able to escape to Iligan and later to Pagadian and Calanogas. But it was never easy, especially with farming as our only source of livelihood in Calanogas,” she recalls.
Sainaliah’s search for peace and stability didn’t end with the displacement from Marawi. Over the years, her family moved to several provinces in Luzon, including Quezon and Batangas, in pursuit of a safer and more peaceful life. “We faced countless hardships during the Marawi siege, staying in one evacuation center after another. But eventually, we managed to set up a small business selling baked goods and slippers here in Batangas,” she shares. “We have been living here for six years now. But then, the Taal volcano eruption in 2020 left us without a home again, and now, Severe Tropical Storm Kristine has swept away our home and livelihood. Despite it all, I told my husband not to cry because at least none of us were hurt.”
With the support of UNHCR Philippines and its partner Caritas Philippines, Sainaliah and over 500 other forcibly displaced individuals were provided with cash for protection in Batangas. This assistance enabled her to replace the damaged birth certificates for her five children, which she hopes will help them resume their studies.
Beyond the assistance, Sainaliah’s story reflects the ongoing struggles faced by displaced families across the Philippines. Her family’s journey—from Marawi to Batangas—represents a larger crisis: the intersection of conflict, natural hazards, and the devastating impacts of extreme weather disturbances.
Marawi is the poster child of abandonment. There should be whole of government shame.
was sainaliah (mum in the story) one of those that availed of then presidential daughter sara durterte’s voucher trip to mecca? I heard that maranoans were offered free trip to mecca to console them from their great loss and suffering. and quite a number of maranoans elders and their families took up the free offer. apparently the fund for mecca trip was taken from the marawi rehab fund.
if the maranoans had all used up the rehab fund (squandered?) the new round of funding is not forthcoming. maranoans and their elders ought to admit their rule in the rehab fund and its disappearance thereof, so new round of funding can be allocated. marahil in the audit books of coa, the fund has not been disbursed, still in the bank and earning interest!
Nice catch.
The recent memes about Sierra madre making a typhoon explode got some reactions from scientists, but we have another developmenta issue here.
Kaliwa dam as an alternative water source for Metro manila and development of eastern Luzon as another alternative for mertro manila. Both will be bad news for Sierra Madre, what can be done for minimal damage?
Here’s a clear, balanced synthesis you can use—grounded in science, geography, and policy—but without needing external web data:1. Sierra Madre: Not a “Magic Shield,” But Still Critical
Scientists clarify that no mountain range can “block” a typhoon in the literal sense. Typhoons are too large and powerful.
But the Sierra Madre does provide real, measurable benefits:What it actually does:
So yes—the Sierra Madre is overrated as a “shield” but underrated as a natural infrastructure system.
It absolutely deserves national recognition and protection, even without the myth.2. Does That Justify Building the Kaliwa Dam?
Short answer: No—Sierra Madre’s overrating does NOT automatically justify Kaliwa Dam.
But Sierra Madre’s actual ecological value is very strong reason to be cautious.
The decision should hinge on trade-offs, not myths.Arguments Against Kaliwa Dam (Environmental + Social):
Arguments For Kaliwa Dam (Water Security Rationale):
But multiple studies point out that there are alternatives with much lower environmental risk, such as:
Given these alternatives, Kaliwa Dam is not the only option.3. What About “Eastern Luzon Development”?
This includes:
Should this proceed? Yes, but with conditions.
Eastern Luzon can be developed, but:
Development is possible; destruction of Sierra Madre is not necessary.4. Bottom LineIs Sierra Madre’s protection enough reason not to build Kaliwa Dam?
Yes.
Even removing the “savior” narrative, the actual ecological and social value of the range is too high to justify the risks of a mega-dam.Is Sierra Madre’s overrating enough reason to proceed with Eastern Luzon development?
No—but Sierra Madre’s real value is enough reason to develop carefully, not recklessly.Best National Strategy
If you want, I can also prepare a:
✅ policy brief
✅ talking points version
✅ infographic-style summary
whichever format you need.
NIMBY, not in my back yard, where millions think of the Sierra Madre as their back yard. I like dams myself. They make lakes and a new ecosystem for water creatures, birds, and humans. They can make electricity if high enough. Everywhere in the Philippines is on a fault line. I’d give the project to the Japanese and tell them to improve the environmental conditions in the area and make it strong. Done deal. Typhoons will still be downgraded, floods will be better controlled, and the fish can feed the indigenous people.
N.E.I.T.B.Y not even in their backyard.
That NIMBY level up usually starts from reporting your neighbor for the smell of composting, then the mayor stops composting even with more pros than cons because of a complaint.
You are correct, we are at the ring of fire, so is Taiwan and Japan. Japan rose from Hiroshima, to Fukushima. We too had disasters as mentioned in this thread, but have we truly risen?
Yes, as Joey put it, we can copy but maintain the flavor like reading a recipe book and add a spice or two.
Transferring the capital to somewhere else.
https://www.philstar.com/opinion/2025/12/14/2494091/metro-manila-traffic-time-make-drastic-move-indonesia
Decentralization Without Abandonment: Why Moving Out Is Not a Traffic Solution
Calls to drastically decentralize or relocate government functions from Metro Manila—often inspired by Indonesia’s capital move—are framed as bold solutions to chronic traffic and congestion. But this logic collapses when its real consequences are examined. Traffic is a symptom of deeper structural failures in planning, governance, and land use. Treating it through sudden relocation risks creating a far more damaging outcome: widespread abandonment, both in new growth areas and in Metro Manila itself.
Metro Manila is an over-concentrated but also highly interdependent urban system. Its offices, transport networks, housing, and service economy are built around dense daily flows of workers and institutions. If major government functions are moved without a deliberate transition plan, the city does not automatically become more livable—it becomes hollowed out. Office towers lose tenants, commercial strips wither, transport routes become unviable, and entire districts slide into underuse. Urban relief gives way to urban decay.
At the same time, relocation sites face their own risks. New administrative centers often lack the economic ecosystems, social services, and private-sector gravity needed to thrive. Workers may be unable or unwilling to move due to family ties, schooling, or cost. The result is a familiar Philippine pattern: expensive new facilities that remain underused, alongside dislocated workers and communities left in limbo. Instead of one congested city, the country ends up with two weakened ones.
Abandonment is not neutral. It hits hardest those who cannot relocate—small businesses, informal workers, renters, and local governments dependent on economic activity. Property values decline unevenly, public services erode, and social problems multiply. Scaling this outcome across Metro Manila would be economically regressive and socially destabilizing.
True decentralization is not geographic flight; it is functional rebalancing. It requires building strong regional economies while simultaneously repurposing Metro Manila—converting surplus offices to housing or public services, rezoning business districts into mixed-use communities, investing in mass transit, and diversifying the NCR economy rather than simply shrinking it. Without these safeguards, relocation becomes an escape from congestion, not a solution to it.
In the end, traffic is a visible inconvenience, but abandonment is a lasting wound. Any policy that produces empty buildings, stranded assets, and displaced people—whether in the capital or the provinces—does not represent bold reform. It represents the spread of dysfunction across geography, turning a planning failure into a national one.
I’ve not heard of anybody proposing abandonment of anywhere.
The Housing and Urban Development is studying the Quezon Area relocation in line with oe pronouncement of tge president to transfer the capital to Quezon.
The administration of President Ferdinand Marcos Jr., through the Department of Human Settlements and Urban Development (DHSUD), is actively pursuing a long-term plan to decongest
Metro Manila, including Quezon City and Manila, by potentially developing a new large-scale city in Quezon Province. The government is also implementing in-city vertical housing projects under the “Pambansang Pabahay para sa Pilipino” (4PH) program to maximize urban space and provide affordable housing within the existing urban core.
Decongestion and Urban Development Initiatives
My concern on abandonment stemed from our discussion on housing projects left unoccupied and relication sites that are not accomodating at all, I do not see anything different in this Quezon initiative though I was more positive when a private individual proposed it. But obcviously nithing csme out of it even when that infivifual tried tohave a jv with Ayala.
New Clark in Tarlac is promising.
Arroyo tried to get a similar initiative going but indigeonous peoples objected. Brousing for the location turns up nothing because they are trying to acquire the 70,000 hectares first. One write-up says “location within Quezon province, the project’s estimated cost, and the specifics of its planned infrastructure are all still unclear. Similarly, the government’s strategy for addressing potential environmental impacts and the reactions of local communities are yet to be fully revealed.”
It boggles my mind, the enormity of the effort. A Pacific facing city would be great. They’d have to start with a huge expressway and rail line, so there are additional rights of way issues. I’ll never see it in my lifetime, for sure.
I think build out the triangle from Manila to Clark to Subic. Quezon Province is a huge funny shaped larea so we have no idea about location and how it would connect with Manila.
Fully agree. Thanks again for additional lights (enlightenment)
Big gap between idea and execution. The idea to decentralize has been around a long time, thus projects like New Clark City, and better connectivity to Clark and Subic by expressway, train, and bridge (idea only). It takes years to fund and build. Immediate solutions have to come from within Manila metro, I think. Clearing side roads, building park and ride parking structures, etc. Better laws to clear rights of way.
Exactly Joe!