Epifanio de los Santos Avenue Greenways Project (RRP PHI 51117-003) SUMMARY POVERTY REDUCTION AND SOCIAL STRATEGY

Country: Philippines Project Title: Epifanio de los Santos Avenue Greenways Project Lending/Financing Project loan Department/ Southeast Asia Department/ Modality: Division: Transport and Communications Division I. POVERTY AND SOCIAL ANALYSIS AND STRATEGY Targeting classification: Targeted intervention—Geographic A. Links to the National Poverty Reduction and Inclusive Growth Strategy and Country Partnership Strategy The project impact is aligned with the strategies of the Philippine Development Plan 2017-2022a on inclusive mobility and accessibility achieved through the prioritization of people-mobility over vehicle-mobility. The government approved the National Transport Policy in 2017, designed to unify all transport-related projects in the country.b The National Transport Policy envisions the establishment of “a safe, secure, reliable, efficient, integrated, intermodal, affordable, cost-effective, environmentally sustainable, and people-oriented national transport system that ensures improved quality of life of the people”c to help the Philippines realize the overall Philippine Development Plan target of reducing poverty incidence from 21.6% in 2015 to 14.0% by 2022. The project will contribute to achieving that target because the National Capital Region (NCR) d accounts for the largest share of the country’s gross domestic product (36.4% in 2017). The project is aligned with ADB’s Country Partnership Strategy for the Philippines, 2011–2016e and will support inclusive growth by providing improved access for pedestrians through the provision of safer, more comfortable, and more user-friendly elevated walkways at four mass transit stations along Epifanio de los Santos Avenue (EDSA), a major traffic artery in Metro Manila. B. Results from the Poverty and Social Analysis during PPTA or Due Diligence 1. Key poverty and social issues. The project is pro-poor in that it will improve and enhance public transport and lessen accidents, especially for the urban poor as captive public transport users and pedestrians. Project outcomes stipulate (i) number of pedestrians increased; and (ii) pedestrian experience increased. In particular, improved pedestrian and interchange facilities between modes of public transport will contribute to ensuring smooth, safe, and efficient access within the EDSA corridor. Particular attention will be given to ensuring suitable design features for women, elderly, youth, and persons with disabilities (PWDs) and the mobility-impaired. 2. Beneficiaries. Public transport users and pedestrians, largely from poor and vulnerable segments of the population, will be the main beneficiaries. The Philippine Statistics Authority (PSA; 2018) pegs the national poverty threshold at ₱25,813.00 for the country and much higher for NCR at ₱28,682.00. According to the PSA, this means that a family of five (five being the average household size) in the Philippines requires no less than ₱10,755.62, on average and on a monthly basis, and ₱11,950.83 for NCR, to meet both basic food and non-food needs.f The project will target improved access for all to public transportation, with special consideration given to marginalized groups, the elderly, youth, and women through security and safety features. 3. Impact channels. The strategy of improving connectivity aims to improve links between settlements and key production areas to increase people’s access to jobs and services. Creating more efficient transport networks directs growth to areas with the greatest economic potential and improves quality of life by making social services more accessible. 4. Other social and poverty issues. Metro Manila has the highest homeless population of any metropolitan area in the world.g As of April 2015, the estimated number of people living in slums in Metro Manila had reached 2.8 million, of whom 1.2 million were children (PSA, 2016).h Many live on and under footbridges such as those targeted by the project. 5. Design features. The output of the project is 5 kilometers of elevated walkways constructed and/or improved along EDSA. The responsive physical design features integrated along the walkways in all four locations for enhanced safety, accessibility, and convenience based on consultations with the elderly, women, PWDs, lesbian, gay, bisexual, transgender, and related (LGBT+) individuals. The project will provide improved access within EDSA and connectivity improvements to the surrounding areas that will generally benefit poor and vulnerable groups since these groups often walk from point to point and are heavy users of public transport. Improved public transport and pedestrian facilities will shorten travel times for these groups and improve the safety and efficiency of their commute. It will also provide these groups with improved access to socioeconomic services (e.g. employment, education, and medical and social services). II. PARTICIPATION AND EMPOWERING THE POOR 1. Participatory approach. The conduct of public consultations and survey with the affected persons of the proposed Epifanio de los Santos Greenways Project demonstrated government’s responsiveness to the will of the people, giving credence to the process of consultation whereby the public is provided an opportunity to be heard and to participate in the decision making process on matters involving the protection and promotion of its legitimate collective interest, that include appropriate documentation and feedback mechanisms. Consultative meetings conducted during the whole second quarter of 2019 were multi-stakeholder in nature and attended by various groups such as the affected persons (sidewalk vendors and business owners), barangayi captains and officials, concerned government officials/staff and nongovernment organizations such as the seniors and PWD associations in the four rail stations along EDSA. Resource speakers from Department of Transportation (DOTr) and consultant team were invited to explain the project and related works/activities in the said areas. Open forum was provided for the participants to ventilate their views and opinions on the project, address their issues and concerns and subsequently, solicit their active participation in the scheduled ground activities. Social surveys were undertaken from April to May 2019 to gather pertinent socio-economic data on the affected persons and survey results were used for project planning and policy direction. Key informant interviews were also conducted with concerned barangay officials and select stall owners for a more in depth understanding of the current situations of the crossings/rail stations. Perception or pedestrian surveys were also undertaken among rail commuters and other pedestrians passing the rail stations to get their views and suggestions on the project. 2. Role of civil society. Groups such as the Metro Rail Transit Southbound Vendors Association (accredited by Barangay Pag-asa) and the Securities and Exchange Commission-registered North Avenue EDSA Vendors Association as well as individual or non- member vendors and micro-business owners were consulted in May 2019 for the feasibility-based resettlement action plan preparation; spearheaded by the DOTr and the consulting team. These groups are directly affected by the project since they ply their goods and wares in the pedestrian crossings and nearby areas of the rail stations. Project construction will affect their sources of livelihood, hence, it is

2 deemed important they are consulted particularly in the formulation of the livelihood restoration program through livelihood rehabilitation assistance in the form of livelihood packages and skills training and additional allowances for the vulnerable – ambulant vendors especially those not registered, women, elderly, disabled, and poor households. 3. Civil society organizations. The following forms of civil society organization participation are envisaged during project implementation, rated as high (H), medium (M), low (L), or not applicable (NA): (H) Information gathering and sharing (H) Consultation (H) Collaboration Partnership 4. Participation plan. Yes No Meaningful consultation and information sharing will be implemented through a stakeholder communications strategy, prepared for the project to guide DOTr in responding to social, environment and safety related community concerns during project construction. The project management office (PMO) through designated focal persons, shall coordinate the implementation of the strategy with the construction supervision for greenways construction supplementing two communications specialists for a total of 56 person-months. The project communication objectives aims to create a well-informed and supportive stakeholder community for the project, by: (i) delivering relevant information to stakeholders in an appropriate and timely manner; (ii) obtaining accurate and timely feedback from stakeholders; (iii) ensuring a regular two-way flow of information between the project team and stakeholders, and establishing consultative information sharing mechanisms; and (iv) share information with the public to foster support for / interest in the project. Target key stakeholders of the project includes affected households, public-at-large, private and government agencies, and civil society/nongovernment organizations. Face-to-face, community-level discussions and meetings will be regularly conducted with project affected persons and other key stakeholders along EDSA to realize the objectives. Multiple communication channels will be utilized to ensure the public-at-large receive adequate notice of discussions and meetings. Information, education and outreach on key project components, including consultation and the project grievance redress mechanism will also be conducted to ensure there is clear understanding about the project, its importance, and stakeholder responsibilities. III. GENDER AND DEVELOPMENT Gender mainstreaming category: effective gender mainstreaming A. Key issues. Desk reviews, consultations, meetings, focus-group discussions, and pedestrian surveys revealed several gender issues. First, existing Metro Manila pedestrian facilities are inaccessible, unsafe, and inconvenient, particularly for women, sexual minorities, young children, the elderly, and PWDs. Problems include steep and too-high walkways, compounded by nonfunctioning lifts and escalators, all of which makes it difficult for pregnant women, parents with small children, and/or people on errands (e.g., with heavy loads of groceries—who are mostly women doing unpaid work), and PWDs to access elevated pedestrian overpasses, walkways, or trains. Many existing stairs and walkways have open rails that expose women and girls to voyeurism and other forms of sexual harassment and endanger small children who can squeeze through the railings and fall onto the street or sidewalk below. Other issues include a lack of rest areas for the elderly and PWDs, a lack of tactile signages and surfaces to guide blind persons, and a lack of emergency exits along walkways for PWDs. Second, public facilities quickly fall into disrepair because of insufficient operation and maintenance thereby compromising the safety and security of users, especially pregnant women, parents with young children, PWDs, and the elderly. Third, employment generated by infrastructure projects do not benefit women on an equal basis as men, and rarely benefit PWDs. This is because employers are biased in preferring to hire men and able-bodied persons, and also because women and PWDs lack the will to apply for such jobs. The latter can be due to several factors, including lack of knowledge of job opportunities, lack of skills, and fear of discrimination and sexual harassment in the workplace. Fourth, women, girls, and LGBT+ individuals fall victim to gender-based violence, including sexual exploitation, abuse, and harassment committed by construction workers, bystanders, and fellow pedestrians. B. Key actions. Gender action plan Other actions or measures No action or measure Key elements of the gender action plan include: (i) integration of physical design features to make infrastructure equally accessible, convenient, and safe for all kinds of users (e.g., glass elevators, barricades, grab rails, tactile surfaces and signages, provisions for passive surveillance, rest areas, greeneries, etc.); (ii) proactively recruiting women and PWDs for jobs created by the project, ensuring observance of core labor standards, and complying with gender and development-related workplace legal mandates; (iii) awareness-raising on sexual exploitation, abuse, harassment, and other forms of gender-based violence for at least 90% of all personnel involved in civil works (management, supervisors, professionals, and laborers); for the residents of all the barangays affected by the project; and for all relevant staff of the executing agency, implementing agency, and contractors; and (iv) setting up of procedures as part of the grievance redress mechanism to protect women, children, and sexual minorities from gender-based violence in the context of the project’s civil works. IV. ADDRESSING SOCIAL SAFEGUARD ISSUES A. Involuntary Resettlement Safeguard Category: A B C FI 1. Key impacts. The following activities will result in involuntary resettlement impacts: (i) construction of elevated walkways or viaducts will require landings for escalators or stairs or elevators, as well as land for the support columns; (ii) clearing of the right-of-way will be necessary to maximize use for the overall project, and (iii) construction along existing roads will require temporary land occupation. The resettlement impacts are: (i) permanent loss of land, largely from public lands (government and government corporations) and private entities (individuals and corporations); (ii) permanent damage to community structures and trees; (iii) temporary loss of access to business establishments during construction works; (iv) temporary physical displacement of ambulant vendors who will be redirected to alternative selling sites and displacement of one homeless individual; and (v) disruption of city services because of required relocation of electric posts. 2. Strategy to address the impacts. Four resettlement plans—one for each project location—have been prepared taking into consideration local impacts and concerns. This has led to realignment of landings for escalators, stairs, and elevators, as well as the need to acquire land for the support columns. The resettlement plans are based on census data of and consultations with affected persons, and the plans adequately cover the identified impacts. The resettlement plans include measures to ensure identification of alternative selling

3

sites for vendors, compensation of affected assets at replacement cost, additional support for vulnerable households, and links with existing livelihood restoration and improvement programs. The DOTr will implement the resettlement plans with the support of local government units and other government agencies. 3. Plan or other Actions. Resettlement plan x 4 Combined resettlement and indigenous peoples plan Resettlement framework Combined resettlement framework and indigenous peoples planning Environmental and social management system framework arrangement Social impact matrix No action B. Indigenous Peoples Safeguard Category: A B C FI 1. Key impacts. Absence of indigenous peoples residing within the project sites. Is broad community support triggered? Yes No 2. Strategy to address the impacts. Not applicable 3. Plan or other actions. Indigenous peoples plan Combined resettlement plan and indigenous peoples plan Indigenous peoples planning framework Combined resettlement framework and indigenous peoples planning Environmental and social management system framework arrangement Indigenous peoples plan elements integrated in project with a Social impact matrix summary No action V. ADDRESSING OTHER SOCIAL RISKS A. Risks in the Labor Market 1. Relevance of the project for the country’s or region’s or sector’s labor market, indicated as high (H), medium (M), and low or not significant (L). (M) unemployment (M) underemployment (NA) retrenchment (L) core labor standards 2. Labor market impact. It is envisaged that the project will have indirect impacts through decreased unemployment and underemployment because of increased and more efficient connectivity. Project construction will generate direct employment opportunities for local communities where men and women will be paid equally for equal work. Provisions in the bidding documents for contractors will ensure that all civil works comply with labor laws, do not employ child labor for construction or maintenance, and encourage the employment of women. B. Affordability No affordability issues. C. Communicable Diseases and Other Social Risks 1. The impact of the following risks are rated as low (L): Communicable diseases (NA) Human trafficking (NA) Others (please specify) 2. Risks to people in project area. The project walkways are open air and the expanded space for pedestrians allow them to have proper social distancing, thereby reducing risks such as coronavirus disease (COVID-19). VI. MONITORING AND EVALUATION 1. Targets and indicators. The project’s output is 5km of elevated walkways are constructed and/or improved on four selected sites along EDSA and the responsive physical design features are integrated along the walkways in all the four locations for enhanced safety, accessibility, and convenience based on consultations with the elderly, women, PWDs, and LGBT+ individuals. 2. Required human resources. The DOTr Environment, Social and Right-of-Way Division of the PMO shall function under the greenways PMO specifically to implement the resettlement plans together with other implementation partners. The DOTr shall retain staff with relevant qualifications to handle social safeguards and design and deliver the social safeguard planning documents. 3. Information in the project administration manual. The project administration manual includes monitoring and evaluation mechanisms for resettlement where mechanisms and frequencies of reporting for social aspects will be addressed. 4. Monitoring tools. The resettlement plan and the project administration manual provide details on monitoring the social and poverty aspects of the project, limited to project-affected households and does not include the public-at-large. a Government of the Philippines, National Economic and Development Authority. 2017. Philippine Development Plan 2017–2022. Pasig. Chapter 3: Overlay of Economic Growth, Demographic Trends, and Physical Characteristics. b Government of the Philippines, National Economic and Development Authority. 2018. National Transport Policy and its Implementing Rules and Regulations. Manila. c This “transport vision” of the National Transport Policy covers passengers, shippers, service providers, investors, government agencies, and those involved in the movement of people and goods and in the provision of transport infrastructure, facilities, and services. d Also known as Metro Manila that includes the city of Manila proper and 16 surrounding suburbs. e ADB. 2011. Country Partnership Strategy: Philippines, 2011–2016—High and Inclusive Growth. Manila. f Philippine Statistics Authority. 2020. Updated 2015 and 2018 Full Year Official Poverty Statistics g J.R. Clapano. 2014. MM has world’s highest homeless population. 6 May. h Philippine Statistical Authority. 2016. Poverty incidence among Filipinos registered at 26.3% as of first semester of 2015.. i Barangay is the smallest public administrative division in Philippines. Cities and municipalities are subdivided into barangays.