MIG 02 Sta. Barbara Iloilo City Growth Corridor

I. Sta. Barbara-Iloilo City

A. Introduction

The opening of the new Iloilo Airport at Sta. Barbara-Cabatuan is expected to catalyze development and further hasten urbanization between the airport and Iloilo City. While this expected development of the area could bring about opportunities for increasing the area’s economic productivity as well as the revenues for the local governments concerned, it can also result in serious social and environmental consequences if these are not adequately addressed and planned for. For example, the existing road connecting the airport to Iloilo City will undoubtedly attract commercial development which, in turn, will attract job-seekers who will need housing and other basic urban services. If such services and related infrastructure needs are not provided for, the areas alongside the road can quickly deteriorate. If land use is not properly managed, the road itself can become congested and prime food production areas may be unnecessarily compromised. These consequences would be counterproductive to the optimization of the economic and job-generation potentials of the area, as well as of the entire Metro Iloilo-Guimaras region, given the regional role of the new airport.

Download PDF format – Full 24 pages (1.94Mb)

The Metro Iloilo-Guimaras Economic Development Council (MIGEDC) has recognized this challenge and thus has listed among its priority concerns the preparation of a framework plan and development guidelines for the “Sta. Barbara-Iloilo City Growth Corridor.” This framework plan is being prepared in the context of the Metro Iloilo-Guimaras Integrated Urban and Regional Infrastructure Plan (MIG-02) which aims to support integrated infrastructure development in the entire Metro Iloilo-Guimaras (MIG) region in order to create greater economic benefit from private and public investment. With this as the underlying goal, the specific objectives of the Sta. Barbara-Iloilo City Growth Corridor Plan (SBICGCP) are:

* To provide a framework that will guide future growth of and infrastructure development in the “corridor”;

* To provide specific development guidelines which landowners, developers and government agencies can refer to when constructing improvements in the area; and

* To guide land use planning and management, as well as enforcement of environmental regulations in the area.

B. General Considerations

In the case of international airports, every one million passengers who pass through the airport in a year generate some 1,000 to 1,500 jobs. Generally, over half of these jobs depend on the airlines and airport-related companies. Each airport job results in between one to three other jobs in the regional economy. Within a 10-kilometer radius of an international airport, one may find tertiary activities for which airport proximity is of vital importance. These activities would include hotels, exhibition halls, business and conference centers, and cargo handling facilities.

While the new Iloilo Airport has been constructed to international standards, it is not expected to cater to international flights in the near future. The Department of Transportation and Communications (DOTC) recorded only 708,469 passengers passed through the old Iloilo Airport in 2005. The new airport, therefore, is expected to generate only a fraction of the number of jobs that an international airport generates. Nonetheless, the airport operations can still be expected to catalyze economic activities in its vicinity, particularly along the major transport corridors between the airport and Iloilo City. These activities can be expected to concentrate within a radius of 3 to 5 kilometers of the airport, diminishing with distance and then intensifying again as it nears major intersections and Iloilo City.

In addition to these economic development implications, guiding future development along the “corridor” also means providing the necessary infrastructure improvements and land use guidelines to ensure orderly growth as well as mitigate undesirable consequences. At present, there is already a growing informal settlement just outside the airport fence, near the entrance. It appears that a number of the structures are eateries catering to employees of the airport, arising from the fact that such needs are not being provided for within the airport premises. If this is not properly addressed, this and other similar settlements can be expected to grow to include more permanent structures and probably even informal housing which will be difficult to relocate later. The economic activities that the new airport will catalyze can be expected to act as a magnet to low-income, low-skilled workers who, without opportunities for affordable housing, will likely establish informal settlements. This will add to the concerned local government units’ (LGUs) responsibility of providing basic services, and may discourage new businesses from establishing in the area.

There is also now a growing number of new structures that are being built along the Sta. Barbara-Iloilo City road, presumably commercial establishments. Without more detailed land use and development guidelines, this can result in random or free-for-all development with incompatible mix of land uses (such as schools next door to factories), traffic congestion, pollution of natural waterways, flooding, destruction of farmland, and premature conversion of productive agricultural areas into urban uses. This kind of unplanned and ill-managed growth can undermine efforts to promote economic productivity and environmental protection, and add to the financial burden of the LGUs concerned.

The increase in economic activities which the new airport will catalyze will most likely be a multi-stage process and may occur over a long period of time after the first wave of enterprises directly related to the airport’s construction. The second wave of development will be directly related to the airport’s operations. This will likely include cargo handling offices, general freight forwarders, door-to-door delivery firms, warehouses and specialized facilities such as cold storage and hazardous cargo handling, transport services, and commercial establishments such as restaurants, souvenir shops and entertainment places catering to both passengers and workers in the area. The initial land area required for these activities will be small as indicated from the experience around existing airports.

For example, the Mactan International Airport did not trigger the immediate development of Lapu-Lapu City and Mactan Island. The environs of the Davao International Airport did not also develop immediately after its opening. The area adjacent to the Dumaguete Airport is not a beehive of economic activities as well. Laoag International Airport’s adjacent areas are also not intensely developed. Even the area around the Manila Domestic Airport as well as Ninoy Aquino International Airport (NAIA) did not evolve into a bustling economic zone other than the concentration of airport related facilities. Surrounding areas of all these airports in general have developed into residential subdivisions and local commercial zones largely because of population pressures in the main urban centers rather than the operations of the airports.

Airport location, though a significant economic catalyst, does not by itself trigger a huge multiplier effect particularly when it is located in a greenfield area which are not that far from existing business and commercial centers. The tendency is for major economic activities such as commercial and business operations to concentrate in the major city while the airport host city assumes the role of a transit point with economic activities focused on airport related activities and some ancillary activities catering to largely local needs. Housing and retail commercial development may evolve as a response to airport-based and related employment.

C. Planning Area

The term “corridor” needs to be clearly defined in the context of the Metro Iloilo-Guimaras region, and the definition should be based on the planning area of the “corridor”. This planning area covers the municipalities of Cabatuan, Sta. Barbara, San Miguel, Oton, Pavia, Leganes, Iloilo City, and portions of Guimaras Province where there are existing and proposed ferry stations connecting to Metro Iloilo (see Figure 1).

Given the regional context, the Sta. Barbara- Iloilo City “corridor” is not what might be the popular interpretation of a single, straight path between the airport and the city proper. Rather, it is an area with five sub-corridors along what could be future major transport links between the airport and the city proper. These sub-corridors are:

• Sta. Barbara-San Miguel-Oton Road, connecting to the Iloilo City- Antique Road

• Sta. Barbara-San Miguel-Pavia-Iloilo City Road

• Sta. Barbara-Pavia- Iloilo City Road

• Sta. Barbara-Leganes Road, connecting to the Iloilo-Roxas Road

• Sta. Barbara-Leganes Road, connecting to the Iloilo City Coastal Road

D. Key Development Issues and Constraints

The LGUs comprising the planning area, while having varying conditions and potentials, face a number of common issues and constraints with regard to the development of the “corridor” and the optimization of the benefits arising from this. The major issues are:

1. Poverty

Poverty rates in the planning area’s urban centers are well below those in the rural areas, consistent with the fact that productivity and incomes are generally much higher in urban areas. However, majority of the urban population live below the poverty line compared to rural areas. While urban income and productivity is high on average, inequality is also higher. This is not only socially problematic, but raises questions about the sustainability of the planning area’s current development patterns. If this issue is not adequately addressed, it can be expected that establishments operating under the “informal economy” will proliferate in the planning area, particularly along the major transport routes. If affordable housing is not provided, informal settlements will likely sprout in the area, starting in areas adjacent to roadside eateries and service shops, and later expanding to nearby vacant properties.

2. Inadequate LGU capacities for growth management

In general, the LGUs comprising the planning area lack the technical, managerial, and financial capacities necessary to effectively manage the growth that will likely take place in the area. Most of these LGUs are highly dependent on the national government’s internal revenue allocation (IRA). As a consequence, there is no incentive for the LGUs to raise local revenues. This is a major constraint on the LGUs’ ability to provide the necessary infrastructure and services to the population of the area which will definitely increase. If this issue is not addressed, social and environmental problems will escalate and, combined with likely traffic congestion on the main thoroughfares, will deter the interest of private businesses in investing in the area.

Coupled with inadequate financial capacity is weak technical and managerial capacities among the area’s LGUs. While these LGUs have Comprehensive Land Use Plans (CLUPs), their enforcement appears inadequate in managing land development in the area. Most of the LGUs do not have local Investment Incentives Codes that could help attract private sector investors to the proper locations in the area. The lack of updated cadastral maps and weak real property tax management hampers pro-active planning. This inadequacy can result in the private sector dictating the area’s development pattern, leaving government with the responsibility of addressing the social and environmental problems that profit-oriented development may bring about. Managing the growth in the area requires more than simply designating land use zones on a map if affordable food and housing are to be provided, environmental degradation mitigated, traffic congestion avoided, and investors attracted to establish businesses and thus generate employment.

3. Inadequate Roads and Other Infrastructure

A large proportion of LGU budgets in the area is allocated for personnel services, leaving a small amount for capital outlay. This is reflected by the lack of electricity and potable water connections for some households; inadequate farm-to-market roads; absence of waste management facilities; and lack of affordable housing particularly in Iloilo City and Pavia. The inadequacy of infrastructure is similarly reflected in the low number of private businesses that have established in the Regional Agro-Industrial Center (RAIC) in Pavia. The relatively high percentage of households in the area not having access to Level III water has been reported to be the cause of high incidence of diarrhea, especially among children. Nutrition among these children is also affected, with poor nutrition levels being reported to be close to 50% of the area’s child population.

E. Development Potentials and Opportunities

The planning area has significant development potentials not only along the major transport corridors between the airport and Iloilo City but also the wedges in-between these corridors. These potentials include the following:

* A large percentage of the area’s population are in the “economically productive age group” (15-64 years old);
* There is adequate area for industrial expansion particularly in the RAIC;
* Land is suitable for intensive agriculture due to fertile soil and relatively flat terrain;
* Quality of education is high, including availability of vocational courses;
* The area is strategically located, given its proximity to the new airport and Iloilo City;
* Telecommunications and transportation facilities are present in the area;
* Presence of tourism potentials

With the opening of the new airport and the expected further development in the RAIC, new opportunities are likely to emerge particularly in the municipalities of Cabatuan, Sta. Barbara and Pavia. The operations of the airport will mean new jobs and a consequent increase in population around the airport consisting of workers and their dependent families. This increase in population will, in turn, create a demand for services in the form of retailing and other non-basis activities, and therefore expansion of commercial activities. Demand for airport-related services, such as bonded warehousing, transport agencies, eateries, etc. – are likewise expected to arise. New opportunities are also likely to emerge in Leganes, particularly in relation to the proposed ferry terminal in Lebongcogon which would facilitate travel to Guimaras.

As activities in the RAIC will also expand, more industries are anticipated to locate in the area. Future transportation to airport and travel demands are also expected to rise which, in turn, will generate more traffic. With these developments, changes in the area’s land use pattern would eventually take place.

For Cabatuan, Sta. Barbara, and Pavia, the implications of the new airport and further expansion of activities in the RAIC include the following:

* Total population in the three municipalities is estimated to increase from 114,781 in 2000 to 130,003 in 2010;

* Projected housing demand, estimated to be 23,188 in 2000, will be 28,698 in 2010; and the projected housing gap is also estimated to increase from 257 in 2000 to 287 in 2010;

* Total agricultural land – 22,517 hectares in 2000 – is expected to decrease by 688 hectares (3.1%) in 2010 due to conversion to urban uses; and total rice production will also decrease by 2.9% in 2010;

* Industrial establishments are projected to increase from 109 in 2000 to 198 in 2010;

* Commercial establishments, estimated to be 778 in 2000, are expected to increase to 976 in 2010 due to expanded activities in the RAIC and increase in population around the airport.

These developments indicate that demand for infrastructure will increase, particularly for power, water, drainage, roads, waste disposal, and telecommunications. Changes in land use patterns will also occur as new developments in the area will require additional land.

F. Development Vision, Principles, Goals, and Strategy

Founded on the vision of MIGEDC for the MIG region, the vision for the planning area can be stated as follows:

“A peaceful, harmonious, healthy, and self-reliant society, living in an integrated area whose vibrant economy is based on the principles of environment-friendly and sustainable development, and in which all citizens enjoy good quality of life and equal opportunities for a decent standard of living.”

This vision statement specifies four major principles that shall guide the development of the area:

1. Self-reliance

The vision statement takes cognizance of local potentials that could be utilized to spur development in the area as well as support the basic needs of its citizens especially water, food, and energy. Development initiatives should thus be primarily propelled, managed and decided by the area’s constituents. As much as possible, their need for water, food, and energy should be supplied from within the area such as in the event of any disaster that would isolate the area from the rest of the Philippines, residents of the area can survive for at least three months until relief from the disaster is attained or life returns to normal. This degree of self-reliance implies the maximum use of local know-how, labor, technologies, materials and products, and encourage the generation and use of local capital.

2. Environment-friendly and sustainable development.

Directly related to the principle of self-reliance, development of the area should cause no damage to the environment; it should, in fact, even enhance it. All development projects, whether by public or private sector, should ensure the protection of the environment and judicious use of natural resources in order to guarantee the sustainability of resources for future generations.

3. Progressive development.

A progressive society is a peaceful, harmonious, forward-looking society that is able to balance the fruits of modern development with its natural and cultural heritage. It provides equal opportunity for all and responds sensitively to the needs of the disadvantages and vulnerable sectors, thereby contributing to the uplift of the entire society. Progressive development will allow all residents to enjoy a decent standard of living and improved quality of life. Translated into practical terms, this will mean that families will have adequate nutrition, long and healthy lives, access to safe water and sanitation facilities, better medical services, more and better schools for children, affordable transport, adequate shelter, secure livelihoods and satisfying jobs

4. Integrated development.

The LGUs comprising the planning area shall be treated as socially and economically interdependent components of an integrated geographical unit. This should manifest in integrated transportation, communication, and sewerage networks in the area. Resources within the area shall be utilized in a manner that would maximize municipal and sectoral competitive advantages. In doing so, synergistic benefits for development would be realized by avoiding duplication of efforts and wastage of scare resources.

In line with the stated vision, the development goals for the area are as follows:

· Promote agro-industrial development, but leave sufficient land for food production;

· Ensure all citizens have access to adequate basic utilities and services;

· Promote land uses that enhance ecological sustainability and are suitable to the soil capability and carrying capacity of the land;

· Promote compact, walkable communities to foster social interaction and harmony, and to reduce dependence on motor vehicles;

· Promote, as much as possible, self-reliance in water, food, and energy;

· Enhance quality of human resources in the area;

· Enhance the capability of LGUs to initiate and effectively manage productive activities in the area.

G. Proposed Spatial and Land Use Structure

Spatial Strategies – To guide the physical development of the area, following are the proposed spatial strategies:

1. Promotion of Corridor Development

Based upon the fact that transport routes are magnets to all kinds of non-agricultural land uses, it is proposed that development be concentrated along the five major transport corridors between the new airport and Iloilo City. These are: (1) the Western Corridor consisting of the Oton-Sta. Barbara Road and the Iloilo-Antique Road; (2) the West-Central Corridor or Iloilo-San Miguel Road; (3) the Central Corridor or the Iloilo-Pavia-Sta. Barbara-Kalibo Road; (4) the East-Central Corridor or the Iloilo-Roxas Road; and (5) the Eastern Corridor, composed of the Sta. Barbara-Libongcogon Road and the Iloilo Coastal Road (see Figure 1).

Corridor development, however, must be properly managed to ensure smooth flow of traffic. This means that establishments along the major transport routes may be permitted as long as parking is provided outside of the road right-of-way (within the private property) and provisions are made for future road expansion.

read more…

Download PDF format – Full 24 pages (1.94Mb)