SCAD CORRIDOR CONCEPTUAL LAND USE PLAN
FINAL REPORT JUNE 2009
SUBIC-CLARK ALLIANCE FOR DEVELOPMENT COUNCIL (SCADC) SCAD Corridor Conceptual Land Use Plan (SCoLUP) Final SCoLUP Report June 2009
EXECUTIVE SUMMARY Keenly aware of the pressing need to capitalize on emerging local and international opportunities, the Subic-Clark Alliance for Development Council (the “SCADC“) embarked in late September 2008 on a framework and concept-level land use planning study for the 98,020-hectares (has.) SCAD Corridor (the “Corridor”) i.e. the SCAD Corridor Conceptual Land Use Plan (the “SCoLUP”). The Corridor is an approximately ten kilometer (10.0 km) wide swath with the Subic-Clark- Tarlac Expressway (SCTEx) at its center line. It runs the entire length of the SCTEx and is comprised of productive/ non-productive agricultural lands, minor forests and built-up areas. While the planning horizon considered is 25 years (2009-2033), the concept-level SCoLUP is intended to be dynamic and flexible enough to be modified as changes come about over the next several decades. 1. The Development Framework Z Development Plans Influencing the SCAD Corridor include: a) the Enhanced “W” Growth Corridor strategy for Central Luzon; b) Provincial Physical Framework Plans (“PPFPs”) of the 4 Corridor provinces; and c) Luzon Urban Beltway infrastructure projects; Z Applicable Development Concepts considered to transform the Corridor into a hub: a) expressways and high-speed motorways that improve access, stimulate commerce; b) supply chain management and logistics hubs, citing successful Asian models; c) Smart Growth with compact, self-contained settlements that avoid urban sprawl, preserve green areas and promote accessibility thru mass transport systems; and d) Green Corridors that define, preserve and sustain natural environments. Z Project Methodology adopted to ensure proper consultation and approvals involved: a) data gathering and site visits to 13 cities/ municipalities, 4 provinces and 3 Planned Unit Developments (PUDs i.e. Clark Ecozone, Subic Ecozone and Hacienda Luisita); b) analyses of data and formulation of the preliminary framework plan and the SCoLUP c) consultative workshop with planners of the 17 Corridor LGUs and the 3 PUDs; d) consultations with regional offices of National Government Agencies (NGAs); e) provincial stakeholders’ consultative fora (Pampanga, Tarlac and Bataan/ Zambales); f) SCAD council approvals at each plan submission and consultative phase; and g) LGU summit to ensure the SCoLUP’s adoption, continuity and implementation. 2. Development Concept for the SCAD Corridor Z The proposed Corridor Framework Plan utilizing the Corridor’s strengths and features: a) a production-oriented logistics corridor with three (3) equidistant hubs (Subic for water, Clark near the Corridor center for air and Tarlac for land); b) the production and trade of agricultural, mineral and light to medium industrial and other manufactured products with tourism activities; c) various forms of services via the well-planned centers i.e. Metro Clark Area (MCA), the Metro Subic Area (MSA) and the Metro Tarlac Area (MTA); d) the presence of well-developed infrastructure including transport, storage and distribution system with supporting IT, power, water and waste disposal utilities; and e) the presence of other factors such as pro-business government policies and competitive costs of doing business to make the hub globally competitive. Z Linkages that define Corridor activities and enhance its potential as a hub include: a) the existing physical framework i.e. the MacArthur Highway, NLEX, Olongapo-San Fernando-Gapan Road, Subic-Clark-Tarlac Expressway (“SCTEx”); and b) the projected physical framework i.e. Tarlac-Pangasinan-La Union Expressway (TPLEx), Tarlac-Dinggalan Highway, Tarlac-Zambales Expressway, NLEX Extension, NorthRail system and the expanded Subic water and Clark air hubs.
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Z Analysis of Current, Emerging and Potential LGU Roles with a detailed SWOT (Strengths/Weaknesses/Opportunities/Threats) analysis of LGUs were also done. 3. SCAD Corridor Conceptual Land Use Plan Z Land Suitability Analysis was done which considered environmental and policy conditions, ensured that appropriate land use recommendations were given and identified potential built-up areas which where either highly suitable or possible for development (only with proper interventions and controls). Z The SCAD Corridor Framework Plan which supports the production-oriented hub and concept-level Corridor land use plans has the following basic features: a) the main service centers and urban expansion areas are MCA, MSA and MTA; b) key settlement sites are Bamban, Porac, Dinalupihan and Subic town; c) agriculture shall be the dominant land use for the towns of Bamban, Capas, Concepcion, Floridablanca, Dinalupihan and Hermosa; d) agri-industrial land uses can be supported for Capas, Porac, La Paz and Hermosa; e) industrial production are for Tarlac City, Angeles City, Mabalacat and Subic town with eventual expansion in La Paz, Floridablanca and Hermosa; f) future settlements are in Floridablanca, Porac, Hermosa and Subic town; g) tourism land uses are foreseen for Porac, Floridablanca, Bamban and Capas; and h) a network of circumferential, radial and service roads and rail connections. Z Conceptual Land Use Plan: Of the 98,020 has. study area, the Corridor‘s current land use (short to medium terms) vs. the SCoLUP (medium to long terms) shows: a) reduction of agricultural area from 49,300 has. (50.3%) in the short-medium term to 37,208 has. (37.9%) at the medium-long term; b) Slight increase in built-up area from 15,796 has. (16.1%) in the short-medium term to 18,728 has. (19.1%) in the medium through long terms i.e. primarily due to the proposed built-up areas surrounding the SCTEx interchanges; c) Increase in PUD area from 16,065 has. (16.4%) primarily made up of the 2 Freeports cum Special Economic Zones (Clark and Subic) plus Hacienda Luisita to 19,143 has. (19.5%), mainly due to the 3,000 has. Central Business District (CBD) sited in the border area of Mabalacat and Bamban; d) in the short-medium term, the expected but hopefully controlled and well-planned development of the future Metro Clark, Metro Subic and Metro Tarlac areas through infilling, redevelopment, renewal, densification and land conversion. 4. Recommendations Z Road Systems and Other Infrastructure and Utilities a) Regional Road Systems additional to the projected linkages previously mentioned, include: new non-tollway roads linking Tarlac with Zambales; new circumferential roads linking Pampanga with Tarlac and Zambales/ Bataan with Pampanga; 3 new radial roads (Tarlac-Iba, Tarlac-Nueva Ecija-Aurora, Capas-Botolan; a viaduct coastal highway linking Bataan, Pampanga and Bulacan to Metro Manila; and the San Marcelino-Floridablanca Road; b) Intra-provincial road systems recommended include: service road systems in designated development areas; roads to improve circulation in Subic-Olongapo, Mabalacat-Angeles City, Tarlac-Hacienda Luisita areas; and a bypass road to Subic; c) Road Improvement projects for the Roman Superhighway, SCTEx interface with TPLEx and Angeles-Porac-Floridablanca-Dinalupihan Road; d) SCTEx related projects composed mainly of improvements in interchanges (e.g. southbound entry/exit ramp at Dolores) and their access roads; e) NorthRail related projects: the Tarlac Land Port; Clark to Subic connection; Clark connections to Damortis and San Jose onwards to CEZA/ Cagayan province; and f) Other infrastructure and utilites, mainly flood control and water impoundment systems and storage facilities in the hubs. ______page 2 of 3 Executive Summary SCAD Corridor Conceptual Land Use Plan (SCoLUP) Final SCoLUP Report June 2009
Z LGU-Specific Projects supporting their SCoLUP roles include: a) For Zambales-Bataan Provinces - updates of their comprehensive land use plans (CLUPs); improvements of major roads (Olongapo-Gapan, Roman Highway) and local road systems accessing SCTEx; the proposed San Marcelino-Floridablance Road; a Metro-Subic planning initiative; and agricultural productivity and tourism projects; b) For Pampanga Province - updates of their CLUPs; improvements of local road and traffic systems specially those accessing SCTEx; programs controlling urban sprawl and promoting infill development; a Metro-Clark planning initiative; and projects that improve agricultural productivity, develop industrial activity and establish tourism also in the upland areas; c) For Tarlac Province - updates of their CLUPs in line with those of the 2 PUDs in the province (CSEZ and Hacienda Luisita); service roads and improvements of local roads accessing SCTEx; road linkages to the western and eastern provinces; a Metro-Tarlac planning initiative; projects that improve agricultural productivity with emphasis on flooding and irrigation concerns; and development of upland tourism. Z Major policies being espoused by the SCoLUP Planning Team include: a) Infilling of built-up areas before resorting to agricultural land conversion; b) Limitation of new developments, particularly of residential subdivisions and housing sites, to the marginally productive sloped areas; c) Careful planning and monitoring of developments along major roads; d) Clearly define area jurisdictions and resolve boundaries issues soonest; e) Interim land uses for unproductive agricultural lands; and f) Possible penalties for idle corridor lands. Z The Legal framework proposals are: a) Strict Compliance with P.D. 1096, the 1977 National Building Code of the Philippines (NBCP), for Corridor-related developments especially non-mobile billboards; b) Full Compliance with laws governing developments e.g. environmental laws; c) Reflect the SCoLUP proposals in LGU comprehensive water and land use plans (CWLUPs), zoning ordinances (ZOs) and implementing guidelines, etc.; and d) Work with Congress to possibly institutionalize the developmental approach and management of the SCAD Corridor. Z Institutional framework proposal include: a) Pursue Corridor development thru specialized units in the SCAD organization; b) Closer cooperation and integrated planning for 3 metropolitan areas through the formation of LGU associations or public-private sector development councils; and c) Capacity-building programs for corridor LGUs. 5. Next Steps - Areas for further planning studies include: a) Metro Clark (Clark Freeport/CSEZ, Angeles, Mabalacat, San Fernando and Bamban); b) Metro Subic (Subic Freeport, Olongapo, Subic, Redondo Peninsula and Dinalupihan); c) Metro Tarlac (Tarlac City, Concepcion, La Paz, Hacienda Luisita and possibly Victoria); d) MCA / MTA / MSA integrated solid waste management programs; e) Comprehensive water & land use plan (CWLUP) for the SCAD Corridor; f) Hydrology study, Water Resources and Drainage Plan for the SCAD Corridor; g) SCAD Corridor Multi-modal Transport Planning study; h) Agricultural Productivity assessment and improvement planning; i) Conceptual through detailed master development plans (CMDPs/ DMDPs) for priority development areas (PDAs); j) Comprehensive Corridor Tourism Development Master Plan; and k) MCA / MTA/ MSA public/ mass transport systems.
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SCAD CORRIDOR CONCEPTUAL LAND USE PLAN DRAFT FINAL REPORT June 2009
TABLE OF CONTENTS
List of Tables List of Figures List of Acronyms and Abbreviations
1.0 INTRODUCTION 1
1.1 The Project Area – the SCAD Corridor 1 1.2 Project Objectives 3 1.3 The Development Framework 3 1.3.1 Development Plans Influencing the SCAD Corridor 3 1.3.2 Applicable Concepts for Development 11 1.4 Project Methodology 15 1.4.1 Gathering of Data and Maps 15 1.4.2 Site Visits 15 1.4.3 Analyses of Gathered Data and Site Formulation of the 15 Preliminary Framework and SCoLUP 1.4.4 LGU Planners’ Consultative Workshop 15 1.4.5 Consultations with Regional Offices of National Government 16 Agencies 1.4.6 Stakeholders’ Consultations 16 1.4.7 SCAD Council Approvals 16 1.4.8 SCoLUP Preparation 16 1.4.9 Summit 16
2.0 DEVELOPMENT CONCEPT FOR THE SCAD CORRIDOR 17
2.1 Development Concept 17 2.1.1 Development Context 17 2.1.2 Corridor Development Concept 18 2.2 Linkages 22 2.2.1 Existing Linkages 22 2.2.2 Projected Linkages (Short through Long Terms) 25
2.2.3 Potential of Projected Linkages (Long term) 25
2.3 Current, Emerging and Potential Roles of Affected LGUs and 27 PUDs 2.3.1 Current LGU Roles 27 2.3.2 Emerging Roles of Affected LGUs and PUDs 28 2.3.3 Potential LGU and PUD Roles (Short through Long Terms) 30 2.3.4 Boundary Disputes within SCAD Corridor and its Immediate 36 Area of Influence
3.0 SCAD CORRIDOR CONCEPTUAL LAND USE PLAN 39 (SCoLUP)
3.1 Land Use Analysis 39 3.1.1 Site Analysis 40 3.1.2 Land Suitability for New Developments 44 3.2 SCAD Corridor Framework Plan (FRP) 52 3.3 Conceptual Land Use Plan (CoLUP) 55 3.3.1 Expansion of Built-up Areas 55 3.3.2 Growth of Metropolitan Nodes 58
4.0 PLAN RECOMMENDATIONS 61
4.1 Road Systems and other Infrastructures/Utilities 61 4.1.1 New Road Systems for the Corridor’s Macro Framework 61 (Region 3-wide) 4.1.2 New Road Systems for the Corridor’s Micro Framework 61 4.1.3 Road Improvement Projects 62 4.1.4 SCTEX Related Projects 62 4.1.5 Possible North Rail Projects 62 4.1.6 Other Infrastructure and Utilities 62 4.2 LGU-specific Projects 63 4.2.1 Zambales Province 63 4.2.2 Bataan Province 64 4.2.3 Pampanga Province 65 4.2.4 Tarlac Province 67 4.3 Policy, Legal and Institutional Framework 68 4.3.1 Policy Framework 68 4.3.2 Legal Framework 69 4.3.3 Institutional Framework 70
5.0 NEXT STEPS 71
5.1 Areas for Further Planning 71 5.2 SCoLUP Timetable Update 72 5.3 Activities Subsequent to the SCADC Corridor Physical 73 Framework Planning
ANNEXES
ANNEX A Fact Sheet of LGUs ANNEX B SWOT and Strategy Analyses ANNEX C Recommended Roles for the LGUs along the SCTEx ANNEX D First Consultative Meeting Report D-1 Executive Summary D-2 Attendance D-3 Proceedings D-4 Summary of Breakout Sessions ANNEX E Private Stakeholders’ Forum E-1 Pampanga Attendance E-2 Pampanga Proceedings E-3 Pampanga Event Photos E-4 Tarlac Attendance E-5 Tarlac Proceedings E-6 Tarlac Event Photos E-7 Bataan and Zambales Attendance E-8 Bataan and Zamables Proceedings E-9 Bataan and Zambales Event Photos SCAD CORRIDOR CONCEPTUAL LAND USE PLAN DRAFT FINAL REPORT June 2009 LIST OF TABLES, FIGURES AND ABBREVIATIONS
LIST OF TABLES
Table 1.1 Hierarchy of Urban Centers 7 Table 2.1 Summary of Current, Emerging & Potential Roles of LGUs along 34 SCAD Corridor Table 3.1 SCAD Corridor Conceptual Land Use Plan* (SCoLUP) General 57 Land Use Tabulation for the Short Term (2009 - 2015) Table 3.2 SCAD Corridor Conceptual Land Use Plan* (SCoLUP) General 58 Land Use Tabulation for the Long Term (2016 - 2033)
LIST OF FIGURES
Figure 1.1 SCTEx Location In Relation to Metro-Manila 2 Figure 1.2 SCAD Corridor 4 Figure 1.3 Enhanced W Growth Corridor 6 Figure 2.1 SCAD Corridor Development Concept Map 19 Figure 2.2 Concept of Integrated Corridor Flood Control, Irrigation and 22 Water Supply Program Figure 2.3 Existing and Proposed Linkages 23 Figure 2.4 Conceptual Northrail Project 27 Figure 2.5 Municipal Zoning/Land Use Designation 29 Figure 2.6 Potential LGU Roles 32 Figure 2.7 Map of Disputed Area between Bamban, Tarlac and Mabalacat, 37 Pampanga Figure 2.8 Map of Territorial Boundaries and Disputed Areas in Olongapo 37 City Figure 3.1 Slope Map 41 Figure 3.2 Geomorphology Map 42 Figure 3.3 Soil Map 43 Figure 3.4 Erosion Map 45 Figure 3.5 Flooding Map 46 Figure 3.6 PHIVOLCS Hazard Map A (Active Faults & Liquefaction) 47 Figure 3.7 PHIVOLCS Hazard Map B (Pinatubo Lahar & Flood Zone) 48 Figure 3.8 SAFDZs in the SCAD Corridor 50 Figure 3.9 Land Suitability for New Development 51 Figure 3.10 SCADC Corridor Framework Plan 53 Figure 3.11 Corridor Conceptual Land Use 56 LIST OF ACRONYMS AND ABBREVIATIONS
ADR Alternative Dispute Resolution AFP Armed Forces of the Philippines B.P. Batas Pambansa BAB Bundesautobahn BCDA Bases Conversion & Development Authority BOT Build Operate Transfer CALA Cavite-Laguna CALABARZON Cavite, Laguna, Batangas, Rizal, Quezon CBD Central Business District CDC Clark Development Corporation CIAC Clark International Airport Corporation CLRPFP Central Luzon Regional Physical Framework Plan CLUP Comprehensive Land Use Plan CMDP Comprehensive Master Development Plan CSEZ Clark Special Economic Zone CWLUP Comprehensive Water and Land Use Plan DMDP Detailed Master Development Plan DMIA Diosdado Macapagal International Airport DPWH Department of Public Works and Highways DTI Department of Trade and Industry ECC Environmental Compliance Certificate ECR Eastern Circumferential Road FRP Framework Plan IRR Implementing Rules and Regulations KAMANAVA Kalookan Malabon Navotas and Valenzuela LGU Local Government Unit LRT Light Rail Transit LUB Luzon Urban Beltway MCA Metro Clark Area MCA Metropolitan Clark Area MDP Master Development Plan MMA Metro Manila Area MMA Metropolitan Manila Area MNR Manila North Road MoP Manuals of Procedure MRT Metro Rail Transit MSA Metropolitan Subic Area MTA Metro Tarlac Area NAIA Ninoy Aquino International Airport NAMRIA National Mapping and Resource Information Agency NBCP National Building Code of the Philippines NBCRC National Building Code Review Committee NC Northrail Corporation NCR National Capital Region NEDA National Economic Development Authority NLEx North Luzon Expressway PD Presidential Decree PDA Priority Development Area PPFP Provincial Physical Framework Plan PUD Planned Unit Development RA Republic Act R-IRR Revised Implementing Rules and Regulations ROW Right of Way RROW Road Right-of-Way SAR Special Autonomous Region SBFZ Subic Bay Freeport Zone SBMA Subic Bay Metropolitan Authority SCADC Subic-Clark Alliance for Development Council SCM Supply Chain Management SCoLUP SCAD Corridor Conceptual Land Use Plan SCTEx Subic-Clark-Tarlac Expressway SEZ Special Economic Zone SLEx South Luzon Expressway STAR Southern Tagalog Arterial Road SWOT Strengths-Weaknesses-Opportunities-Threats TEU Twenty-foot Container Equivalent Unit TLUTE Tarlac-La Union Toll Expressway TPLEx Tarlac-Pangasinan-La Union Expressway ZO Zoning Ordinance SCAD Corridor Conceptual Land Use Plan (SCoLUP) Final Report June 2009
1.0 INTRODUCTION
The Subic-Clark-Tarlac Expressway (SCTEx) is a 94-kilometer four-lane divided expressway situated around 90 kilometers north of the Metropolitan Manila Area (MMA). The SCTEx connects the Subic Bay Freeport Zone (with its 600,000 TEU Container Terminal) at Subic Bay in the southwest, the Clark Freeport and Special Economic Zone with its Diosdado Macapagal International Airport (DMIA) in Pampanga Province, the Haciemda Luisita and the Techno Park in Tarlac City in the northeast (Figure 1.1 SCTEx Location In Relation to Metro Manila). The Philippines’ newest, and now the longest tollway consists of two major sections. The Subic-Clark section measures 50.5 kilometers while the Clark-Tarlac section has a distance of 43.27 kilometers.
Since the year 2000, the National Government already foresaw the Subic-Clark corridor as the main engine to both regional and national economic growth, having established the Subic-Clark Alliance for Development Council (SCADC or Council) to plan for and implement an integrated and coordinated development of the area. The Council, headed by a cabinet- rank Chairman specifically appointed by the President of the Philippines, has for its members the various heads of the government entities which are the key stakeholders and prime movers in the region namely:
Bases Conversion & Development Authority (BCDA); Subic Bay Metropolitan Authority (SBMA); Clark Development Corporation (CDC); Clark International Airport Corporation (CIAC); Northrail Corporation; National Economic Development Authority (NEDA); and Department of Trade and Industry (DTI).
The SCTEx connects at Clark, Pampanga with another tollway, the North Luzon Expressway (NLEx). The NLEx is the expressway that connects Metro Manila with the northern provinces of Bulacan and Pampanga. The Clark-Tarlac section of the SCTEx approximates the route of the NLEx extension through Tarlac Province, and therefore further improves access between Metro Manila and the North Luzon provinces. The new SCTEx expands the network of tollways in Luzon and improves access within Central Luzon Region (Region III) as well.
1.1 The Project Area – the SCAD Corridor
The completed 94-kilometer Subic-Clark-Tarlac Expressway (SCTEx) provides a vital lifeline between three hubs of production and logistics that both government and private sectors are actively pursuing, and which could consequently evolve and merge into a competitive Logistics Corridor in Asia. Aside from boosting the development potentials of the Subic Bay Freeport Zone, the Clark Freeport and Special Economic Zone, and the techno-park in Tarlac City, the SCTEx has also created opportunities for complementary industries along the expressway.
It is in this context that the SCADC initiated the formulation of a SCAD Corridor Conceptual Land Use Plan (SCoLUP) for the rational and sustainable development or preservation of lands along the new tollway. The Conceptual Land Use Plan (CoLUP) of the SCAD Corridor (Corridor) considers 5 kilometers on both sides of the 94-kilometer expressway. It covers 100,000 hectares in thirteen cities and municipalities i.e. Local Government Units (LGUs) in
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page 2 of 73 SCAD Corridor Conceptual Land Use Plan (SCoLUP) Final Report June 2009 four provinces which include Subic, Olongapo City, Hermosa, Dinalupihan, Floridablanca, Porac, Mabalacat, Angeles City, Capas, Bamban, Concepcion, Tarlac City, and La Paz. The four provinces traversed by the SCTEx are Zambales, Bataan, Pampanga, and Tarlac (Figure 1.2 SCAD Corridor). Since the Physical Framework Plan encompasses a corridor area much larger than the Project Area, the plan will also tackle in broad strokes certain key linkages that are critical to the Project Area’s intended evolution. 1.2 Project Objectives
The objectives of the SCAD Corridor Conceptual Land Use Plan (SCoLUP) are the following:
To establish a corridor physical framework plan and identify major road linkages conducive to the development of a mega-logistics corridor; To enhance and utilize the economic and development potentials that have emerged for the Subic Bay Freeport and the Clark Freeport/ Special Economic Zone now that the SCTEx connects them; To assess the individual strengths and development opportunities for the 13 LGUs that are traversed or are within a 5 kilometer distance from the SCTEx, taking into consideration the improved accessibility to the Subic Bay Freeport and the Clark Freeport/ Special Economic Zone; To determine the roles of the 17 LGUs (including the 4 provinces) in the economic and physical development of the SCAD Corridor as a Logistics Corridor, complementing the Subic Bay Freeport and the Clark Freeport/ Special Economic Zones, and to recommend the conceptual land uses along the 10-kilometer width of the SCAD Corridor. To identify critical projects and determine the next steps in the planning for specifically identified areas that will further expedite and enhance the development of the corridor and the LGUs; To formulate legal, institutional and policy recommendations that will assist in the proper implementation of the proposed regional framework and conceptual land use plan.
1.3 The Development Framework
1.3.1 Development Plans Influencing the SCAD Corridor
The formulation of the development concept for the SCAD Corridor considers all existing development plans that will influence the economic and physical development of the area.
The Enhanced “W” Growth Corridor: Triad Concept of Urbanization in Central Luzon
Central Luzon is the region nearest to the National Capital Region (NCR i.e. the MMA) in the north. In the past, it served as a catchment area for the "spillover" developments from the MMA, but the opening of alternative investment opportunities in Subic and Clark in 1992 and 1993, respectively, and the recent completion of SCTEx has transformed Central Luzon into a new and emerging investment and settlements destination.
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The 2005-2030 Central Luzon Regional Physical Framework Plan (CLRPFP) espouses the Enhanced W Growth Corridor Strategy, which is based on the original W Growth Corridor Strategy that has been extended to include the province of Aurora. Much like the original W Corridor, the enhanced W Corridor (Figure 1.3 Enhanced W Growth Corridor) is aimed at maximizing the comparative advantages of the provinces and growth areas in the region in order to rationalize development in all major corridors of the enhanced “W" Corridor.
The leftmost corridor (or "Blue Corridor") covers the municipalities of Sta. Cruz, Masinloc, San Antonio and Morong in Zambales Province and the municipalities of Morong and Mariveles in Bataan Province. This line is designed to serve as the tourism belt.
The inner peak of the "W" (or "Red Corridor"), which is envisioned to have a high urbanization pattern, emanates from the municipalities of Mariveles, Limay and Hermosa in Bataan Province, pushing toward the municipalities of Floridablanca, Porac and Angeles City in Pampanga Province, rising to the municipalities of Capas and Tarlac, and the Luisita Industrial Park in Tarlac Province, descending again from Tarlac to Mabalacat and San Simon in Pampanga and ending in the chain of Bulacan municipalities along the North expressway. This central portion will become the industrial heartland.
The rightmost corridor (or "Green Corridor") will showcase successful farms devoted to high value crops and agro-forestry. It embraces the fertile western part of Bulacan Province through the areas of Nueva Ecija.
The enhanced W adds a small loop or “ear” to the rightmost corridor to include the towns of Baler and Dingalan and extends to the western side of the region to Iba, Zambales then crosses the legs of the original “W” effectively providing an alternative connection. The loop and the lateral leg will be a combination of tourism and agricultural development.
Provincial Physical Framework Plans
All comprehensive land use plans (CLUPs) formulated at the LGU level adhere to higher-level plans of which the Provincial Physical Framework Plan (PPFP) is probably the most significant. Hence, there are four PPFPs that were examined due to the profound influence they will have on physical development in the SCAD Corridor.
Under the 1998-2008 Tarlac PPFP, the municipality of Bamban was categorized as a Small Town (Table 1.1 Criteria for Hierarchy of Centers). Bamban is a current base for a limited set of urban functions and is still predominantly agricultural in land use. It also has very promising potentials to become a well-planned settlement area (to capitalize on its rolling terrain and natural drainage system).
On the other hand, the Tarlac PPFP considers Capas as a Medium Town due to the size of its population and number of functions and services offered. Capas is presently a base for a limited set of urban functions and is still predominantly agricultural in land use. It also has very promising potentials as a transit point and as an agri-industrial base (but there is need to fully utilize existing facilities).
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Table 1.1 Criteria for Hierarchy of Centers Population Size Center Primary Role Indicator Function Range
Primary International International port, airport, industry >1,000,000 Metropolitan production and and commerce Center distribution center
Secondary International International port, airport, industry >250,000 Metropolitan production and and commerce Center distribution center
Small/Medium International International port, airport, industry >100,000 City production and and commerce distribution center Large Town Primary urban Financial institutions, 50,000-99,000 center telecommunication facilities, Commercial shopping centers & consumer shops, center restaurants, transportation facilities, manufacturing firms, training centers, warehousing Medium Town Mineral, Processing establishments other 25,000-49,999 agricultural, than cottage industry, grocery and fisheries & consumer shops, some commercial forest banks & financial institutions, post resources harvest facilities, manufacturing production area firms, training centers, Mineral/agro- slaughterhouse, secondary processing & education & municipal hospital, services health services, drugstore, cinema houses Small Town Food Extension services, convenient 5,000-24,999 production zone shops, primary health care centers, Rural services sari-sari stores, rural banks, cottage industries, public calling offices, agricultural production, cooperative or credit unions, multi-purpose center, concrete pave basketball court, eatery, some convenient shops Village Rural Service Vehicle maintenance < 4,999 Primary health care Some small shops Sources: Technical Assistance for Physical Planning Manual
Concepcion, recently reclassified as a Medium Town, is a base for a limited set of urban functions and is still predominantly agricultural in land use. Comparatively, La Paz is a base for a very limited set of urban functions and is predominantly agricultural in land use. It also has promising potentials as an emerging agri-industrial base.
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In the 1998-2008 Tarlac PPFP, Tarlac City was categorized as a Primary Urban Center B or Large Town that provided the primary or higher level services for the province. Tarlac City is the current base for a limited set of higher order urban functions and is the undisputed economic center of Tarlac Province, with the city being predominantly settlements-related in land use.
The Pampanga PPFP currently in use by the provincial government is the 1993 – 2003 version. The plan was not updated due to the current thrust of Provincial Government to establish a more efficient and corruption-free provincial government administration. The focus therefore is on the maintenance of its existing physical infrastructures and facilities in line of its thrust against corruption in government administration. The Provincial Government of Pampanga, however, prepared an Annual Development Plan & Investment Program 2008 that updates the data and statistics of the LGUs under its jurisdiction.
The Province of Pampanga has a total land area of 2,180.68 square kilometers (sq. km.) and serves as the regional seat of government for Central Luzon. Its terrain is relatively flat and is best suited for agriculture. Aside from agriculture, other industries that hold promise are fishing, food manufacturing, furniture making, garments and handicrafts.
The Pampanga PPFP 1993 – 2003 edition embraces the rurban development strategy which espouses equal distribution of economic and social development in rural and urban communities. In rurban areas, essential infrastructures will be improved and new road linkages will be constructed to support the economic activity in primary growth centers such as Angeles City, San Fernando, Mabalacat and Guagua. These growth centers are expected to generate employment and economic opportunities in the urban areas to improve the living conditions of the urban population.
The Pampanga PPFP identifies San Fernando as the regional center owing to its central location within the province and it being the provincial capital. However, it anticipates the rapid growth and development of Angeles City and Mabalacat due to its proximity to CSEZ. In the plan, Angeles City is expected to grow into a Small/ Medium City (Primary Urban Center A) similar to San Fernando; Mabalacat will develop into a Large Town (Primary Urban Center B), while Porac and Floridablanca will become a Small Town (Secondary Urban Center B). The Pampanga PPFP also takes note of the tendency of the population to concentrate in San Fernando, Angeles City and Mabalacat due to the presence of economic and employment opportunities and cites the possibility of a Metropolitan Angeles City-San Fernando to evolve.
The Province of Bataan is in the process of updating its PPFP and presently still refers to the Bataan PPFP 1993-2003. Based on the PPFP 1993-2003, Bataan’s 12 municipalities had a total population of 424,695 in 1990 (7.32 percent of Region III’s population), the smallest among all the provinces of Region III. Although Bataan’s agri-based economy decreased from 1980 to 1990, “agriculture and forestry” was still the leading sub-sector in 1990. It was projected in 1993 that the agriculture sub- sector would continue to have a negative growth as more people were expected to shift from agriculture to industrial as a means of employment.
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For Bataan’s Goals and Objectives, the goal under the Settlement sector was to provide higher accessibility to economic opportunities and community services by improving basic services. The Land Resources Management/ Land Use sector aimed at effectively managing, utilizing and conserving land resources by means of conserving and rehabilitating protected and production areas. The goal for Infrastructure was to provide efficient infrastructure services through better communication systems, better roads and ports and proper solid waste disposal system.
To attain Bataan’s goals and objectives, the 1993-2003 Bataan PPFP established a strategy based on its resources, combining agro-industrialization, ecotourism, and industrialization. In the hierarchy of urban centers by the year 2002, four municipalities were categorized as Primary Urban Centre B or Large Town. These are Dinalupihan, Orani, Balanga and Mariveles. On the other hand, the municipalities of Hermosa, Morong, Orion and Limay qualified as Secondary Urban Centre A or Medium Towns. The four remaining municipalities fall under the category of Secondary Urban Centre B or Small Towns. With migrant workers and their families moving from the rural areas to urban centers for employment opportunities, certain settlements in the province experienced over population. Over population in the Primary Urban Center was addressed with the provision of access to economic opportunities and community services in the less urbanized municipalities.
To overcome some of Bataan’s long-term issues and concerns, the following policies were implemented: to limit land conversion through strict implementation of Administrative Order No.20; to be selective in issuance of ECC which will be limited to firms and establishments that will preserve or further improve the environment; closer and regular coordination among government agencies concerned with the settlements programs; ensure stricter implementation of laws, and stricter enforcements of fines and penalties, and to promote investment consistent with the Agro-Industrial Development strategy.
The Land Use Plan of the Bataan PPFP 1993 - 2003 was concerned with the protection and conservation/ maintenance of the remaining protected and prime agricultural land of the province. The Infrastructure Plan focused on the transportation network, social infrastructure and public utility systems such as water supply, power, communication and other infrastructure facilities (such as flood control, irrigation system, etc.) that were required to realize the socio-economic development goals of the province in relation with the preferred strategy.
Based on its 1993-2003 PPFP, Zambales is envisioned to be an industrialized province through the establishment of economic zones and development of tourist spots within a peaceful sustainable economy and politically stable environment. To be able to achieve this vision, the province is determined (1) to provide a high level of accessibility to areas where economic opportunities and social services (health, education, etc.) are to be conveniently located (2) to ensure the sustainability of land use and the protection of all environmental concerns and (3) to establish a dynamic institutional facilities and services to ensure a comprehensive and holistic development activities.
The first district of Zambales includes the municipality of Subic and Olongapo City. The primary goal of the Comprehensive Master Development Plan of the First District of Zambales is to develop the district into a global growth area/ corridor. Utilizing industrial and tourism development both as anchors and magnets, the First District
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will be developed into a growth cluster for light and medium industry development, for residential/ housing area development, as center for academic and research institutions, and for commercial/ trade/ leisure services development to serve the entire region and the country. These goals are projected to contribute further to the creation of jobs and entrepreneurial opportunities that would translate to more funds for both the national and municipal coffers and uplift the socio-economic conditions in the different municipalities. Moreover, this will improve and increase the per capita income and purchasing power of the District’s residents. The First District will rely heavily on its two main economic drivers in Olongapo City and the Municipality of Subic, both of which have capitalized on their proximity to the SBFZ to become the centers of community growth over the last several decades.
Luzon Urban Beltway Projects
The Luzon Urban Beltway (LUB) is one of the super-regions created under EO No. 561. LUB is composed of the National Capital Region (NCR), Region 4-A (Cavite, Laguna, Batangas, Rizal & Quezon or CALABARZON), the provinces of Bulacan, Bataan, Pampanga, Mindoro, Marinduque and southern parts of Tarlac, Zambales, Aurora and Nueva Ecija.
Calabarzon–Mindoro-Marinduque is considered as the Production Center of Luzon, Metro Manila as the Marketing Center of Luzon and Central Luzon, particularly the Subic-Clark Corridor as the Logistics Center. LUB hopes to create an efficient linkage between these centers to ensure the successful delivery of goods, services, people and information to and from these centers.
To achieve this, the LUB office monitors a total of 45 major infrastructure projects with investments totaling PhP 566 billion. In 2008, LUB completed five significant infrastructure projects, namely:
Subic-Clark-Tarlac Expressway (SCTEx); Southern Tagalog Arterial Road (STAR) Phase 1 Stage 2; DMIA Passenger Terminal 1 Expansion Project; Batangas Port Development Project Phase II; and South Luzon Expressway (SLEx) – Toll Road 1 (Alabang Viaduct).
Some of the other ongoing flagship projects of the President under LUB that are geared towards improving linkages are as follows:
DMIA Gateway Project; Ninoy Aquino International Airport (NAIA) 3; LRT Line 1 North Extension; Northrail Project Phase 1 (Caloocan to Malolos); Northrail Project Phase 2 (Malolos to Clark); Northrail –Southrail Linkage Project (Caloocan to Alabang); LRT Line 1 South Extension; Subic-Clark-Tarlac-Dingalan Road Project; Marikina-Infanta Road Project; NLEx-SLEx Connection via C5 Road (Segment 1- NLEX to Mindanao Ave & Segment 2 – CP Garcia to Mindanao Ave.); SLEC Toll Road 2 & 3; Manila –Cavite Expressway R-1 Extension (Coastal Road to Bacoor);
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Daang Hari-SLEx Link Road Project; C6 Lakeshore Expressway Project; Cavite-Laguna (CALA) North–South Toll Road (Stage 1); North Luzon East Expressway Project (Stage 1); LRT Line 1 Airport Link; MRT 7 (Railway Component) from Tala Caloocan to North Ave.; Pinatubo Hazard Mitigation Project, Phase 3; Tarlac-Pangasinan-La Union Expressway (TPLEx) Phase 1 & 2; KAMANAVA Area Flood Control Project and Drainage System Improvement Project; Metro Manila Skyway Stage 2; Farm to Market Roads; and Pampanga Interchanges and Access Roads (SCTEx).
More than half of the foregoing projects directly or indirectly impact the SCAD Corridor.
1.3.2 Applicable Concepts for Development
The Subic port, the Clark airport, and the SCTEx should not be viewed as individual infrastructure components that provide development opportunities with short-term profits, but rather as a whole transport system that has the potential to transform the SCAD Corridor and its surroundings into a globally competitive network of production areas and logistics hubs.
Several concepts that may be adopted for the development of the SCAD Corridor were explored by the SCAD Corridor Planning Team. Some of these are listed and discussed below:
Expressways and Other High-Speed Motorways
Expressways are defined as divided highways with partial control of access designed for high-speed traffic.1 It is a term that originated in the United States and is synonymous to freeways in some states. The term expressway is also used in many other countries such as Canada, Australia, New Zealand, China, Japan, Thailand and the Philippines. The number and level of access allowed differs from country to country and even from region to region in an automobile-oriented country like the United States. In most cases, access to expressways is limited to grade separated interchanges. In the United States, expressways under the Federal definition have speed limits of 70 to 90 kilometers per hour in urban areas and 90 to 110 kilometers per hour in rural areas. Toll roads are generally highways in which the motorist must pay a toll to use. Not all expressways in the world are toll roads.
The first country in the world to actually construct high-speed motorways was Italy when engineer-entrepreneur Piero Puricelli completed the Milano-Laghi motorway (connecting Milan to the lakes of Como and Varese) between 1924-1926. Back then, Italy’s first motorway only had one lane per direction but it marked the beginning of the Autostrada, the Italian national system of motorways, which today has a total length of 6,400 kilometers.