Approved CLUP 2014-2022

CITY OF
PASAY
COMPREHENSIVE LAND USE PLAN
2014-2022
VOLUME I
Profile
and
Land Use Plan
Pasay City Comprehensive Land Use Plan (2014-2022)
Volume 1 Profile and Land Use Plan
TABLE OF CONTENTS
List of Figures . iii

List of Tables .. iv
List of Acronyms and Abbreviations .... v
Part 1: Profile ................................................................................................................................................................. 1-9

1.1 History ........................................................................................................................................................... 1-9
1.2 Human Resource .................................................................................................................................... 1-11
1.2.1 Population Size and Growth Rate .......................................................................................... 1-11
1.2.2 Growth of Barangay Population ............................................................................................. 1-11
1.2.3 Population Density....................................................................................................................... 1-12
1.2.4 Household Distribution.............................................................................................................. 1-12
1.2.5 Age Sex Distribution ................................................................................................................ 1-12
1.2.6 Dependency Ratio ........................................................................................................................ 1-12
1.3 Physical Environment .......................................................................................................................... 1-12
1.4 Physical and Infrastructure and other Resources .................................................................... 1-14
1.4.1 Transportation............................................................................................................................... 1-14
1.4.2 Power................................................................................................................................................. 1-15
1.4.3 Water ................................................................................................................................................. 1-15
1.4.4 Drainage and Sewerage.............................................................................................................. 1-15
1.4.5 Communications ........................................................................................................................... 1-16
1.4.6 Solid Waste ...................................................................................................................................... 1-16
1.4.7 Social Services Facilities and Amenities.............................................................................. 1-16
1.5 The Economic Structure ...................................................................................................................... 1-17
1.5.1 Employment.................................................................................................................................... 1-17
1.5.2 Household Income and Poverty Incidence ........................................................................ 1-20
1.6 Local Institutional Capability ............................................................................................................ 1-23
1.7 Existing Land Use and Land Use Trends....................................................................................... 1-25
1.7.1 Existing Land Use ......................................................................................................................... 1-25
1.7.2 Land Use Trends ........................................................................................................................... 1-26
1.7.3 Land Use Distribution ................................................................................................................. 1-28
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1.8 Comparative/ Competitive Advantages........................................................................................ 1-28

1.9 Weaknesses: Priority Issues and Concerns ................................................................................. 1-30
1.10 Functional Role of the City............................................................................................................. 1-33
Part 2: Comprehensive Land Use Plan .............................................................................................................. 2-34
2.1 Development Vision and Mission .................................................................................................... 2-34
2.1.1 Vision ................................................................................................................................................. 2-34
2.1.2 Mission .............................................................................................................................................. 2-36
2.2 Development Goals and Strategies ................................................................................................. 2-36
2.2.1 Goals ................................................................................................................................................... 2-36
2.2.2 Strategies ......................................................................................................................................... 2-38
2.3 Physical Framework ............................................................................................................................. 2-42
2.3.1 National and Regional Development Framework ........................................................... 2-42
2.3.2 The Concept Plan .......................................................................................................................... 2-42
2.3.3 The Land Use Framework Plan ............................................................................................... 2-53
2.3.4 Land Management Framework (LMF) ................................................................................. 2-57
2.4 The Land Use Plan.................................................................................................................................. 2-80
2.4.1 Physical Development Goals .................................................................................................... 2-80
2.4.2 Physical Development Objectives .......................................................................................... 2-81
2.4.3 Land Use Strategies ..................................................................................................................... 2-82
2.4.4 Allowable Land Uses ................................................................................................................... 2-86
2.4.5 Comparative Land Uses (2003 and 2023).......................................................................... 2-97
2.5 Continued Operation of Area Development Councils (ADCs).............................................. 2-99
2.5.1 The ADC Concept .......................................................................................................................... 2-99
2.5.2 The ADCs and the LGU Organization ..................................................................................2-100
2.6 Priority Programs and Projects ...................................................................................................... 2-101
2.6.1 Specific Developments for Priority Promotion by the Concerned ADCs .............2-101
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LIST OF FIGURES
Figure 1-1 Number of Employed and Unemployed, Pasay City, Various Years ............................... 1-18
Figure 1-2 Employment Rate in Pasay City, Various Years ...................................................................... 1-19
Figure 1-3 Unemployment Rate in Pasay City, Various Years ................................................................ 1-19
Figure 1-4 Poverty Incidence in Pasay City, Various Years...................................................................... 1-21
Figure 1-5 Household Income Poverty Map of Pasay City, 2011 ........................................................... 1-21
Figure 1-6 Food Poverty Map of Pasay City, 2011 ....................................................................................... 1-22
Figure 1-7 Map of Households who Experience Food Shortage in Pasay City, 2011 .................... 1-22
Figure 2-1 Concept Plan.......................................................................................................................................... 2-44
Figure 2-2 Metro Manila Proposed Expressways ........................................................................................ 2-50
Figure 2-3 Metro Manila Proposed Rail Projects ......................................................................................... 2-51
Figure 2-4 Emerging Business Districts ........................................................................................................... 2-52
Figure 2-5 Building Height Limit Projection Map for the City Air Area (CAA) at Pasay City ..... 2-56
Figure 2-6 Pasay City Land Use Framework Plan ........................................................................................ 2-57
Figure 2-7 Growth Promotion and Management at the New Coastal Reclamation Areas
(GPM-NCRA) .......................................................................................................................................... 2-63
Figure 2-8 Growth Management at the Airport Area (GM-AA) .............................................................. 2-66
Figure 2-9 Growth Management at the Original Villamor Air Base Area (GM-OVABA)............... 2-69
Figure 2-10 Urban Redevelopment at the Old Reclamation Area (UR-ORA) ................................... 2-72
Figure 2-11 Micro Scale Urban Redevelopment at the Original Settlement Area
(MSUR-OSA) ........................................................................................................................................... 2-75
Figure 2-12 Promotion of Limited Development/Use at the City Waters Area (PLD-CWA) ..... 2-78
Figure 2-13 Pasay City Land Use Plan (2014-2022) ................................................................................... 2-87
Figure 2-14 Priority Developments for Promotion under the Pasay City Land Use Plan
(2014-2022)........................................................................................................................................... 2-96
Figure 2-15 2001 Pasay City Area Development Councils (ADCs) ..................................................... 2-100
Figure 2-16 Area Development Council (ADC) Organizations..............................................................2-101
iii
LIST OF TABLES
Table 1-1 Employment Rates in Pasay City, Various Years...................................................................... 1-17
Table 1-2 Poverty Incidence in Pasay City, Various Years ....................................................................... 1-20
Table 1-3 Pasay City Land Use Distribution 2001 and 2013 (Hectares) ............................................ 1-26
Table 2-1 Approximate Area Allocation of the General Land Use Framework Plan, Pasay
City, 2013 ................................................................................................................................................ 2-60
Table 2-2 Pasay City Land Use Distribution 2014-2022 (Hectares) .................................................... 2-86
Table 2-3 Comparative Land Uses (2003 and 2014) .................................................................................. 2-98
iv
LIST OF ACRONYMS AND ABBREVIATIONS
AA Airport Area
AADT Average Annual Daily Traffic
AC Architectural Code
ADC Area Development Councils
AFSU Amenities, Facilities, Services and Utilities
APD Areas for Priority Development
ATO Air Transportation Office
BC Bureau of Customs
BCDA Bases Conversion Development Authority
BFP Bureau of Fire Protection
BGC Bonifacio Global City
BI Bureau of Immigration
BO Building Official
BPLO Business Permits and Licensing Office
BPO Business Process Outsourcing
BSWM Bureau of Soils and Water Management
C-3 Circumferential Road 3
C-4 Circumferential Road 4
CAAP Civil Aviation Authority of the Philippines
CAB Civil Aeronautics Board
CBMS Community-Based Monitoring System
CBP-I(A) Central Business Park Island A
CC-FCA Cultural Center - Financial Center Area
CCP Cultural Center of the Philippines
CLUP Comprehensive Land Use Plan
CLWAUP Comprehensive Land, Water and Air Use Plan
COA Commission on Audit
COMELEC Commission on Elections
CPDC City Planning and Development Coordinator
CPDO City Planning and Development Office
CUZ Cultural Zones
CWA City Waters Area
DENR Department of Environment and Natural Resources
DepEd Department of Education
DILG Department of Interior and Local Government
DMP Development Master Plan
DOH Department of Health
DOTC Department of Transportation and Communication
DPWH Department of Public Works and Highways
DSL Digital Service Lines
DTI Department of Trade and Industry
ECC Environmental Compliance Certificate
ECPs Environmentally Critical Projects
EDSA Epifanio Delos Santos Avenue
v
EIS Environmental Impact Statement

EMB Environmental Management Bureau
FAR Floor Area Ratio
FAT Folk Arts Theater
FCP Film Center of the Philippines
FLAR Floor to Lot Area Ratio
FY Fiscal Year
GF Guadalupe Formation
GI General Institutions
GMA Greater Manila Area
GOCCs Government Owned and Controlled Corporations
GSIS Government Service Insurance System
HCC Height Clearance Certificate
HLURB Housing and Land Use Regulatory Board
I-1 Light Industrial
I-2 Medium Industrial
I-3 Heavy Industrial
IAFSU Infrastructure, Amenities, Facilities, Services and Utilities
ICTO Information and Communication Technology Office
IEE Initial Environmental Examination
IPP Independent Power Producers
IPT International Passenger Terminal
IRR Implementing Rules and Regulations
ITU Infrastructure, Transportation and Utilities
KII Key Informant Interview
KPO Knowledge Process Outsourcing
LBP Land Bank of the Philippines
LCE Local Chief Executive
LDC Local Development Council
LFPR Labor Force Participation Rate
LGU Local Government Unit
LLDA Laguna Lake Development Authority
LM Linear Meter
LMA Land Management Area
LMF Land Management Framework
LTFRB Land Transportation Franchising & Regulatory Board
LRT Light Rail Transit
LRTA Light Rail Transit Authority
MBB Maximum Building Bulk
MBD Maximum Building Density
MCCR Manila-Cavite Coastal Road
MERALCO Manila Electric Company
MGB Mines and Geosciences Bureau
MIA Manila International Airport
MLD Million Liters per Day
MMA Metropolitan Manila Area
vi
MMDA Metropolitan Manila Development Authority

MMS Metro Manila Skyway
MoA Mall of Asia
MOOE Maintenance and Other Operating Expenses
MRB Medium Rise Buildings
MRT Mass Rapid Transit
MWSS Metropolitan Water and Sewerage System
MZO Model Zoning Ordinance
NAIA Ninoy Aquino International Airport
NCR National Capital Region
NCRA New Coastal Reclamation Area
NEDA National Economic and Development Authority
NGO Non-Government Organization
NGCP National Grid Corporation of the Philippines
NICT New International Cargo Terminal
NPC National Power Corporation
NSWMC National Solid Waste Management Commission
OFW Overseas Filipino Worker
ORA Old Reclamation Area
OSA Original Settlement Area
PAF Philippine Air Force
PAGASA Philippine Atmospheric, Geophysical and Astronomical
Service Administration
PAL Philippine Airlines
PAR Philippine Area of Responsibility
PD Presidential Decree
PEA Public Estates Authority
PESO Pasay Employment Services Office
PEZA Philippine Economic Zone Authority
PHILVOCS Philippine Institute of Volcanology and Seismology
PICC Philippine International Convention Center
PLDT Philippine Long Distance Telephone
PNB Philippine National Bank
PNCC Philippine National Construction Corporation
PNP Philippine National Police
PNR Philippine National Railways
PO Peoples Organization
PODA Pedicab Operators and Drivers Association
PPP Public-Private Partnership
PRA Philippine Reclamation Authority
PSO Percentage of Site Occupancy
PUD Planned Unit Development
QA1 Quarternary Alluvial
R-1 Radial Road 1
R-2 Radial Road 2
RC Referral Code
vii
ROW Right of Way

RROW Road Right of Way
RTC Regional Trial Court
RWY Runway
SEP Socio-Economic Profile
SHA Socialized Housing Area
SHZ Socialized Housing Zone
SI Special Institutions
SLEX South Luzon Expressway
SSS Social Security System
STP Sewage Treatment Plant
SWOT Strengths-Weaknesses-Opportunities-Threats
TIA Traffic Impact Assessment
TIEZA Tourism Infrastructure and Enterprise Zone Authority
TODA Tricycle Operators and Drivers Association
TPMO Traffic and Parking Management Office
TPFRO Tricycle and Pedicab Franchise Regulatory Office
TSP Total Suspended Particulates
TSS Total Suspended Solids
UAMR Urban Area Management Regulations
UTA Urban Township Area
VGC Villamor Golf Course
WB World Bank
ZA Zoning Administrator
ZO Zoning Ordinance
viii
Part 1 : PROFILE
1.1 HISTORY
The City of Pasay has a long history that dates back from the pre-colonial period. The origin of
the name Pasay is explained by many tales but the one given great weight is that it is named
after Princess Dayang-dayang Pasay of the Namayan Kingdom, which stretched from Manila Bay
to Laguna de Bai. Dayang-dayang Pasay inherited the lands now comprising the territories of
Culi-culi, Pasay, and Baclaran. The royal capital of the kingdom was built in Sapa, known today
as Santa Ana.
During the Spanish occupation, the Augustinian order figured prominently in the evangelization
of Pasay. The old capital of Sta. Ana de Sapa, which used to be under the jurisdiction of the
Franciscan fathers, was transferred to the Nuestra Seora de los Remedios parish of Malate
under the Augustinians in 1727. In the same year, Pasay's name was changed to Pineda in honor
of Don Cornelio Pineda, a Spanish horticulturist.
It is said that Dayang-dayang Pasay donated her vast estate to the Augustinians on her
deathbed. Most of Pasay became friar lands either by donation or by purchase. While many
natives were forced to let go of their properties, a number of prominent citizens of Pasay sent a
petition to the civil and ecclesiastical authorities asking that they be allowed to manage their
own political and religious affairs. In 1863, upon the recommendation of Archbishop Gregorio
Martinez of Sta. Cruz, Pasay became a pueblo.
On June 1, 1901, the town of Pasay (then called Pineda) was incorporated into the Province of
Rizal. Antonio Dancel was appointed provincial governor and Pascual Villanueva as municipal
president. On August 4, 1901, a resolution was passed petitioning that the original name of
Pasay be returned. Before the year ended the Philippine Commission approved the petition.
Two years later, on October 12, 1903, the pueblo of Malibay was annexed to Pasay. With a
population of 8,100 in 1903, Pasay was placed under fourth-class category together with nine
other municipalities.
Friar lands were turned into subdivisions. Soon, the Pasay Real Estate Company offered friar
lands as residential lots for sale or for lease to foreign investors.
Postal, telegraph, and telephone lines were installed and branches of Philippine Savings Bank
were established. In 1907 a first-class road from Pasay to Camp Nichols was completed. Others
were repaired including the old Avenida Mexico now called the Taft Avenue extension.
Transportation services improved. By 1908, tranvia (electric car) lines linked Pasay to
Intramuros, Escolta, San Miguel, San Sebastian, and San Juan. Automobiles took to the streets, on
three new avenues (Rizal, Taft, and Ayala).
Real estate was cheap. Much of the bayside area beyond Luneta was swamp, but American ex-
soldiers were quick to seize the opportunity to develop it for residential purposes. By 1918,
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Pasay had a population of 18,697 because of the influx of prominent Filipino families and
government officials to this seaside town including Manuel L. Quezon.
World War II came and on December 26, 1941, McArthur issued a proclamation declaring
Manila and its suburbs (Caloocan, Quezon City, San Juan, Mandaluyong, Makati, and Pasay) an
open city. On New Year's Day, 1942, Quezon, while in Corregidor, called his secretary Jorge
Vargas and appointed him, by executive order, "the Mayor of Greater Manila", which included
Pasay. The mayor of Pasay was then Rufino Mateo, governing a town of more than 55,000.
On February 27, 1945, General MacArthur turned over the government to President Sergio
Osmea. One of Osmea's first acts was to dissolve the Greater Manila Complex. Caloocan, San
Juan, Mandaluyong, Makati, Pasay, and Paranaque were returned to their original province of
Rizal. He then appointed Juan S. Salcedo, born in Pasay in 1904, as Director of Philippine Health,
and then as executive officer of the Philippine Rehabilitation Administration in charge of
national recovery from the devastation wrought by the Japanese occupation.
Osmea appointed Adolfo Santos as post-war vice-mayor of Pasay, in place of incumbent Moises
San Juan who died during the war.
Ignacio Santos Diaz, congressman from the first district of Pasay, pushed for the conversion of
the town into a city and it to be named after Rizal. The Diaz bill was signed into law by President
Roxas on June 21, 1947. Rizal City with population of 88,738 was inaugurated with Mateo
Rufino as Mayor.
Pasay Congressman Eulogio Rodriguez, Jr. filed a bill returning the city to its original name. On
May 3, 1950, President Elpidio Quirino, once a resident of Pasay himself, signed into law the bill
approved by Congress.
In 1955, Pablo Cuneta ran against one-time mayor, Adolfo Santos and became the city's first
elected mayor. In 1959, he campaigned again and won against his former vice-mayor, Ruperto
Galvez.
On December 30, 1965, Ferdinand E. Marcos occupied Malacaang Palace as the new President
of the Philippines, with Fernando Lopez, a resident of Pasay, as Vice-President. From that
moment, Imelda Romualdez Marcos became involved in national affairs. On the northern
boundary of Pasay, she started filling the waterfront on Manila Bay to build the Cultural Center
which was a world-class arts complex. She would add three more architectural showpieces on
reclaimed land in Pasay: the Folk Arts Theater (FAT), the Film Center, and the Philippine
International Convention Center (PICC).
In 1967, Jovito Claudio won for the mayoralty race against Pablo Cuneta. In 1971, Cuneta
became mayor once more.
On the second anniversary of martial law, Marcos issued Presidential Decree No. 557, returning
to every barrio in the country the barangay. Not long after the decree had been put into effect,
the Metropolitan Manila Commission (MMC) and the Department of Local Government
instructed Pasay to create its own barangay. Mayor Cuneta created 487 barangays. Upon the
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firm suggestion of Secretary Jose Roo of the Department of Local Government, the number of
barangays was trimmed down to two hundred.
On November 7, 1975 Marcos appointed the First Lady as governor of Metro Manila, a new
federation created by Presidential Decree No 824. The federation consolidated 13 towns and 4
cities including Pasay.
In 1986, the People Power Revolution placed Corazon Aquino into office. Mrs. Aquino directed
immediate reorganization of local governments. Cuneta relinquished his post and Aquino
appointed Eduardo Calixto as officer-in-charge of Pasay City. In the 1988 local elections, Cuneta
won and then was re-elected in 1992.
In the middle of 1997, Vice Mayor Wenceslao Trinidad took over the reins of government from
an ailing Mayor Pablo Cuneta. Mayor Cuneta was the Chief Executive of Pasay City for thirty-
seven (37) years and served between the years 1949 and 1997, since he was appointed city
mayor by President Elpidio Quirino.
Dr. Jovito O. Claudio assumed office as Pasay Citys Chief Executive in 1998 after winning the
local elections. He carried out his duties and responsibilities as City Mayor until it was cut short
due to failing health. His term of office lasted for only two years. Because of this, a recall election
was held in the city with Mayor Wenceslao Trinidad emerging as the winner. An interim
government took over in 2006, putting Councilor Allan Panaligan as the OIC. In 2007, Mayor
Wenceslao Trinidad was re-elected for another term until 2010 when then Vice Mayor Antonino
Calixto ran and won the elections as Pasay City Mayor. In 2013, Mayor Calixto was re-elected to
his mayoral position.
1.2 HUMAN RESOURCE

1.2.1 POPULATION SIZE AND GROWTH RATE
Based on the 2010 Census of Population, Pasay City posted a total population of 392,869
persons which constituted 3.31% of the Metropolitan Manila Area (MMA)s population of
11,855,975 persons. The City ranked 12th in terms of population size among the MMAs 17
cities and lone municipality.
The Citys population growth had been decelerating with some fluctuations over the census
years (1903-2010). The total population, on the other hand, showed a fluctuating but positive
increase except during the 1995-2000 period. This period showed a decrease of 53,702 persons
and a -2.78% annual growth rate (AGR). The following period (2000-2010), however, showed
an increase of 37,961 persons which represented an annual growth rate of 1.02 percent. The
Citys total population of 392,869 as of 2010 is a little less than 48 times the population posted
in 1903.
1.2.2 GROWTH OF BARANGAY POPULATION
The City posted a low growth rate from 2000-2010 at 1.02% as there were 73 barangays that
experienced negative growth during the period. The three (3) most populated barangays were
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Barangays 183, 201 and 184 which accounted for 6.37%, 5.85% and 3.14% of the total City
population, respectively. On the other hand, the three (3) least populated barangays were
Barangays 9 (0.06%), 93 (0.08%) and 27 (0.08%).
1.2.3 POPULATION DENSITY
The City has a total land area of 1,831.977 hectares (has.). The three largest barangays which
account for 62.42% of the total land area are Barangays 76 (417.50 has.), 183 (391.639 has.)
and 192 (334.301 has.).
Based on 2010 population, the average population density of the City was estimated at 214
persons per hectare (ha.). The three (3) most densely populated barangays were Barangays
182 (6,064 persons/ hectare), 14 (3,375 persons/ hectare) and 178 (2,829 persons/ hectare)
while the least densely populated barangays were Barangays 192 (13 persons/ hectare), 76 (14
persons/ hectare) and 183 (64 persons/ hectare). Barangays 76 and 183 consisted of the
reclaimed areas and the international airport, respectively.
1.2.4 HOUSEHOLD DISTRIBUTION
From 2000-2007, household population increased by 13.75% and from 2007-2010 decreased
by 2.51%. The number of households also presented the same trend with an increase of 25.70%
from 2000-2007 and a decrease of 0.31% from 2007-2010. The number of households grew at
a faster rate than the household population which resulted to a decreasing average household
size from 4.5 to 4.0 from 2000-2010.
1.2.5 AGE SEX DISTRIBUTION
The age-sex distribution of the Citys total population in 2007 illustrated a predominance of
females over males as indicated by the overall sex ratio of 96 males per 100 females. Males,
however, were predominant in number over females at birth to age 14 and at ages 30-39. The
senior years (ages 60 and above) posted a decreasing ratio indicating longer life expectancy of
females as compared to males.
1.2.6 DEPENDENCY RATIO
In 2007, young dependents (0-14 years old) constituted 29.3% of the total population while the
old dependents (65 years old and above) comprised 2.8 %. The working-age population (15-64
years old) constituted the remaining 67.9%.
The over-all dependency ratio was 47.25. This indicated that for every 100 working-age
population, there were about 47 dependents (43 young dependents and 4 old dependents).
1.3 PHYSICAL ENVIRONMENT
Pasay City which is located in the western coast of the Metropolitan Manila Area (MMA) is
bounded on the north by the City of Manila, on the northeast by the City of Makati. on the east
by the City of Taguig, on the west by the City of Paraaque and by the Manila Bay. It is the third
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smallest political subdivision among the cities and municipalities of the National Capital Region
(NCR) with a total land area (TLA) of 1,831.98 hectares (has.).
The City has a topography of level to nearly level slope at the west and along the coastal plains
of Manila Bay, while the southeastern part is gently sloping and undulating, creating natural
drainage systems in and around the city. The MMA is divided into six (6) zones based on its
physiography and Pasay City falls under the Coastal Margin Zone which is typified for having
low lying flat strip of land: the land east of Manila Bay has an elevation of less than 5 meters
above sea level.
The Bureau of Soils and Water Management (BSWM) on the other hand identifies the land in
Pasay as having areas of active tidal flats and former tidal flats which explains the poor drainage
characteristics of the city. These land characteristics puts the city into a state of vulnerability to
various drainage and flooding problems. This high vulnerability to inundation is also aggravated
by its location within the Manila Bay Watershed area. The city also serves as the catchment area
of about eight (8) river basins in MMA. In addition, Pasay City is also prone to liquefaction.
Although its location on a delta has produced locally-confined aquifers, the over-utilization of
the groundwater resources puts the city at risk of land subsidence.
Air pollution is one of the main environmental issues in Pasay City. The recorded total
suspended particulates (TSP) levels in the city on a monthly average are very high, failing to
comply with the standards set by the Environmental Management Bureau (EMB) of 90 g/Ncm.
This is attributed mainly to emissions from public and private vehicles passing through the
city. Other sources come from industrial plants, commercial establishments, refuse burning due
to unavailability of adequate landfills, and road dust due to construction activities.
Problems in solid waste are being addressed by the City with the passing an ordinance which
provides for waste segregation at source and segregated waste collection. Records from the
Solid Waste Management Office (SWMO) show that there has been a decrease in the volume of
waste collected from all sources from 2010 to 2011. The establishment of materials recovery
facilities (MRFs) in at least 69 barangays has also helped facilitate recovery of waste. This
resulted to a waste diversion rate of at least 58% in 2011. Garbage collection has been
outsourced for many years, enforcing a total clean up scheme. The city government
spends PhP269 million per year for the final disposal of wastes to a sanitary landfill
in Rodriguez, Rizal Province. With the assistance from the Metropolitan Manila Development
Authority (MMDA), wastes from the esteros and the pumping stations in Don Carlos Revilla and
Libertad are collected in accordance with the flood control program of MMDA. The City also
launched the Coastal Bay Protection Program that collects floating garbage in Manila Bay.
Pasay City, like the rest of Metro Manila experiences an average of 6 tropical cyclones per year.
The climate in Pasay is classified as Type 3 under the Corona classification used by Philippine
Atmospheric, Geophysical and Astronomical Services Administration (PAGASA) which is
characterized as having no dry season. PAGASA recorded an annual rainfall amount of 1,873
mm in 2011 in Pasay. An estimated 13,611 families comprising 67,921 individuals in the City of
Pasay were affected during the 2012 Southwest Monsoon Rains. The damage to private and
government properties reached an estimated Php72,718,000.
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1.4 PHYSICAL AND INFRASTRUCTURE AND OTHER RESOURCES
The infrastructure sector consists of activities concerned with the development and
management of facilities for transport, power, water, drainage, sewerage, telecommunications,
and various social services. The responsibility of developing and managing city infrastructure is
shared by the City of Pasay and private entities operating on a regional scale.
In order to sustain its growth, the City, together with the various service providers, need to
work together in creating the best possible environment for those living and working in Pasay.
This means putting in place the best infrastructure available in terms of efficiency, safety,
environmental sustainability and aesthetics. Existing infrastructure provide for basic
necessities at the very least. The current challenge is expanding the existing and rectifying
problem areas while doing it at a high level of quality while considering amenity and
environmental protection.
1.4.1 TRANSPORTATION
Pasay City is well situated in the metropolitan transport system both in terms of roads and
public transport. It is traversed by major radial and circumferential roads, and strategically
connected to the regional areas through the Metro Manila Skyway (MMS) and South Luzon
Expressway (SLEX). Public transportation is served by three (3) rail lines, the Light Rail Transit
(LRT) Line 1, Metro Rail Transit (MRT) i.e. Line 3, and Philippine National Railway (PNR) South
Line, and the numerous buses, jeepneys, UV/GT Express, tricycle and pedicab services in the city.
Furthermore, Pasay hosts three (3) of the four (4) terminals of the Ninoy Aquino International
Airport (NAIA) the Manila Domestic Air Terminal, the NAIA Centennial Terminal 2, and the
NAIA Terminal 3. It also has extra-metropolitan ferry terminals within its boundaries i.e. one
beside the Tanghalang Francisco Balagtas (formerly the Folk Arts Theater/ FAT) going to and
from points in Bataan or even Corregidor and another along Coral Bay at SM Mall of Asia bound
to and from Cavite City. Good accessibility is among the attributes of Pasay City that renders it
among the most competitive cities in the country.
Pasay City has about 72.2 kilometers (km) of national roads and 59.0 kilometers of city roads.
Most of these are concreted. In terms of condition, out of the 29.6 kilometers of national roads
that have been assessed in 2011, about 33% were in good condition, 63% were fair, and only
4% were either poor or bad. On the other hand, with average width of the 5.3 meters (m), City
roads are deemed narrow and not enough to accommodate heavy traffic. Also, since almost 39%
of the roads have widths not greater than 4.0 meters, most of the city road network cannot
accommodate two (2)-way traffic.
Public transport service in Pasay is composed of diverse modes that include mass rail transport,
buses, jeepneys, UV/GT express, tricycles, and pedicabs. These public transport systems enrich
the mobility choices of the people in Pasay. Oftentimes, cutthroat competition exists between
modes, e.g. rail, jeepneys, and buses compete, UV Express compete with jeepneys, GT Express
compete with buses, and tricycles with pedicabs.
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Currently, the City has a number of ordinances to manage its transport system. One is City
Ordinance No. 2916, series of 2004 also known as the Traffic Management Code of the City of
Pasay, and City Ordinance No. 4417 and 4416, Series 2009 also known as the Tricycle Code and
Pedicab Code, respectively. The Traffic Management Code is based on the uniform Metro Manila
traffic code and integrates previous city ordinances on parking and directional traffic. The
Tricycle Code and the Pedicab Code, on the other hand, aim to regulate the operations of 3-
wheelers and aims to prevent the impacts of their cutthroat competition.
1.4.2 POWER
Electricity is distributed by the Manila Electric Company (MERALCO) which covers the entire
Metro Manila Area and adjacent cities and towns. The sources of bulk power supply are the
state-owned National Power Corporation (NPC) and independent power producers (IPP). In
2012, a total of 979,381,489 kWh of electricity was used to power the City. Commercial
establishments accounted for 77% of the consumption, residential users, about 18%, industries,
about 5% and street lights, less than 1%. All barangays are electrified and 95% of households
are being served. Those not served include informal settlements which could not be connected
to the grid due to lack of proper documentation.
Distribution lines and facilities are periodically monitored and maintained by the MERALCO to
ensure continuous and reliable service.
1.4.3 WATER
Water in the City is primarily sourced through the piped water supply system operated and
maintained by Maynilad Water Services, Inc.a distribution concessionaire of the Metropolitan
Water and Sewerage System (MWSS) which covers the western portion of Metro Manila. All
201 barangays in Pasay City are served by Maynilad.
Data collected in 2011 through the community-based monitoring system (CBMS), however,
indicate that a considerable number of households still do not have access to an improved water
source. This means some households in informal settlements have to travel more than one (1.0)
kilometer to reach a source with adequate supply and protected from contamination.
1.4.4 DRAINAGE AND SEWERAGE
Several creeks traverse the City of Pasay. The Estero Tripa de Gallina and Maricaban Creek have
their confluence in a lagoon at Aurora Boulevard and discharges into Paraaque River and
eventually to Manila Bay. During downpours, these serve as the main drainage discharges of the
City. Due to siltation and clogging, however, surface runoff accumulates and cause flooding in
low lying areas, especially in settlements along embankments.
No city-wide sewerage system is in place. Wastewater flows into the drainage lines and then
into rivers and waterways in the City. Some of the wastewater percolate into the ground and
pose a threat to groundwater quality. At present, the majority of the residents and commercial
establishments use individual septic tanks for treatment of waste water.
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1.4.5 COMMUNICATIONS
Fixed line telephone and mobile phone services are available in the City. Internet service is also
available and more than adequate for the purposes of the general paying public. Internet access
is also available through internet shops spread all over the City.
There are five (5) radio stations - four (4) FM and one (1) AM - with broadcasting frequencies
covering Metro Manila and its fringes. Broadcasts of other radio stations operating elsewhere in
Metro Manila, are captured in Pasay. There are no television stations based in Pasay but
broadcasts of local channels operating in the NCR are captured in Pasay.
There are also several establishments engaged in publishing various print media.
1.4.6 SOLID WASTE
Pasay City does not have its own disposal facility for solid waste. Garbage is transported outside
the city and disposed in the Rodriguez (Montalban) Landfill in Rodriguez, Rizal Province. The
City Government contracts out the services for collection and disposal and the entire inhabited
area of the City is covered by the solid waste collection service. To reduce waste conveyed to the
sanitary landfill, materials recovery facilities are spread all over the City to divert waste for
recycling.
1.4.7 SOCIAL SERVICES FACILITIES AND AMENITIES
1.4.7.1 Health
Health services are delivered through four (4) hospitals and fourteen (14) health centers in the
City. Of the four (4) hospitals, two (2) are government-owned with a combined bed capacity of
300 and two (2) are privately-owned with a combined bed capacity of 350.
1.4.7.2 Social Welfare
At present, there are 93 Day Care Centers (DCC) in the City.
1.4.7.3 Education
Formal education is provided through a network of schools. At present, there are 62 pre-
schools, 51 elementary schools, 28 high schools and 7 colleges/ universities in the City.
1.4.7.4 Housing and Resettlement
In 2011, there were a total of 60,087 occupied housing units. This accounted for a ratio of 117
households for every 100 occupied housing units or 4.5 persons per occupied housing unit.
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Based on 2007 National Statistics Office (NSO) data on housing, 33.6% had outer walls of
concrete/ brick/ stone, 20.3% of wood and 38.9 % of half concrete/ brick/ stone and half wood.
Most of the occupied housing units roofs (72.9%) were of galvanized iron/ aluminum.
In 2007, 47.60%of the households lived in lots they rented while 36.92% lived in lots they
owned/ are being amortized.
1.4.7.5 Recreational and Sports Facilities
At present, there are eight (8) sports and recreational facilities in the City. These are the
Cultural Center of the Philippines (CCP), Cuneta Astrodome, Folk Arts Theater (FAT), Manila
Film Center, Philippine Center for International Trade and Exhibitions, Philippine International
Convention Center (PICC), the Mall of Asia (MoA) Arena and Grounds (separate venues for large
indoor and outdoor assemblies) and the Pasay Sports Complex.
1.4.7.6 Protective Services
There are eleven (11) Police Community Precincts (PCP) equipped with patrol cars and
motorcycles for mobility of the police force within the City. Fire protection services, on the
other hand, are provided by the Pasay City Central Fire Station, four (4) Fire Sub-stations and
Philippine Air Force (PAF) Crash and Rescue Unit, all based in the City.
1.5 THE ECONOMIC STRUCTURE

1.5.1 EMPLOYMENT
A total of 101,148 were employed in Pasay City in 2011. This represented an employment rate
of 89%. It is slightly higher for males at 89% compared with females at 86% (Table 1-1 and
Figures 1-1 and 1-2).
Employment rate in 2005 was at 81%, and this increased to 87% in 2008. It is consistently
slightly higher for males (87% in 2008 and 81% in 2005) than for females (84% in 2008 and
78% in 2005).
A comparative analysis of data on employment rate showed an increasing trend from 2005 to
2011. Employment increased by six percentage points from 2005 to 2008, and two percentage
points from 2008 to 2011.
Table 1-1
Employment Rates in Pasay City, Various Years
Employment Rate 2005* 2008 2011
Employed
Male 55,120 57,351 61,329
Female 32,801 34,993 39,819
Total 87,921 92,344 101,148
Unemployed
Male 12,810 8,735 7,845
Female 9,003 6,806 6,288
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Employment Rate 2005* 2008 2011

Total 21,813 15,541 14,133
Employment Rate
Male 81% 87% 89%
Female 78% 84% 86%
Total 80% 86% 88%
Unemployment Rate
Male 19% 13% 11%
Female 22% 16% 14%
Total 20% 14% 12%
*Note: Employment data for 2005 is based on employment by type of industry
Source of basic data: Pasay City CBMS 2005, 2008, 2011
Figure 1-1
Number of Employed and Unemployed, Pasay City, Various Years
120,000
100,000
80,000
Number
60,000
40,000
20,000
Sex and Total 2005 2008 2011
Source of data: Pasay City CBMS 2005, 2008, 2011
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Figure 1-2
Employment Rate in Pasay City, Various Years
90%
Male
88%
Female
86%
Total
84%
Employment Rate
82%
80%
78%
76%
74%
72%
2005 2008 2011
Year
1.5.1.1 Unemployment Rate
In 2001, some 14,133 persons were unemployed. This indicates an unemployment rate of 12%,
which was slightly lower among males (11%) than females (14%) (Figure 1-3).
Unemployment rates declined from 2005 to 2011. About one-fourth (20%) of the labor force
was unemployed in 2005. This declined to 14% in 2008, and to 12% in 2011 as earlier
mentioned. Unemployment rates in 2005 and 2008 were three percentage points lower for
males at 19% and 13%, respectively, than for their female counterparts.
Figure 1-3
Unemployment Rate in Pasay City, Various Years
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1.5.2 HOUSEHOLD INCOME AND POVERTY INCIDENCE
1.5.2.1 Income Poverty Incidence
Income poverty incidence is the proportion of households whose annual per capita income is
not able to meet the minimum food and other basic requirements for living to the total number
of households.
In 2005, income poverty incidence in Pasay City was 14%, with 8,898 households having
income below the poverty threshold. This declined to 11%, corresponding to 7,965 households.
Nonetheless, income poverty incidence increased to 14% in 2011, involving a total of 9,601
households with incomes below the poverty threshold.
1.5.2.2 Food Poverty Incidence
Food (or subsistence) poverty incidence is the proportion of households whose annual per
capita income falls below the annual per capita food threshold to the total households. The same
trend is observed in terms of food poverty incidence in the City. In 2005, food poverty incidence
was experienced in 2,491 households or about 4% of the total number of households. This
decreased to 3% (2,324 households) in 2008, but increased to 7% in 2011. In 2011, a total of
5,245 households had household incomes below the food threshold.
1.5.2.3 Experienced Food Shortage
There were households that experienced food shortage in Pasay City the last three (3) months
before the CBMS survey periods. This consisted of 722 households in 2005, 312 in 2008, and
863 in 2011. These constituted about 1% of the total number of households in the City.
Table 1-2, Figure 1-4 (graph) and Figures 1-5 to 1-7(indicative maps) present a summary of the
poverty incidence data in Pasay City for 2005, 2008 and 2011.
Table 1-2
Poverty Incidence in Pasay City, Various Years
Poverty Data 2005 2008 2011

Total Number of Households 65,117 70,496 70,656
Households with Income Below Poverty Threshold
Magnitude 8,898 7,965 9,601
Proportion 13.67% 11.30% 13.59%
Households with Income Below Food Threshold
Magnitude 2,491 2,324 5,245
Proportion 3.83% 3.30% 7.42%
Households that Experienced Food Shortage
Magnitude 722 312 863
Proportion 1.11% 0.44% 1.22%
Source of basic data: Pasay City CBMS 2005, 2008, 2011
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Figure 1-4
Poverty Incidence in Pasay City, Various Years
Figure 1-5
Household Income Poverty Map of Pasay City, 2011
Source: CBMS-NRDB
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Figure 1-6
Food Poverty Map of Pasay City, 2011
Source: CBMS-NRDB
Figure 1-7
Map of HHs who Experience Food Shortage in Pasay City, 2011
Source: CBMS-NRDB
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1.5.2.4 Aggregate Household Income
Results of CBMS data show that the people were able to generate an aggregate income
amounting to PhP 25.8 billion in 2011. This is an improvement over the aggregate income
obtained in 2008 at PhP 19.6 billion, and in 2005 at PhP 16.7 billion.
The top five (5) barangays with the highest aggregate income in Pasay City are barangays 183,
175, 192, 201, and 186 which obtained income levels of PhP 667 million and above in 2011.
Barangay 192 and 201 are residential areas while barangay 186 is in the Maricaban area. The
barangays with the smallest aggregate income are barangays 57, 84, 49, 8 and 79. Their income
levels in 2011 range from PhP4.3 million to PhP13.5 million.
1.6 LOCAL INSTITUTIONAL CAPABILITY
1.6.1 City Administration
In characterizing or profiling the Pasay City Government, there are three (3) structural
components: a) the Executive Department and Offices under the direct supervision of the Local
Chief Executive; b) the City Council which is the legislative and policy-setting body of the City
headed by the Vice Mayor which is its presiding officer; and c) the Barangays each of which has
a council headed by a chairperson (a.k.a. the Barangay Captain).
The main planning and implementing component of the City Administration are the
departments. They are under the supervision of the Local Chief Executive (LCE).
1.6.1.1 The Executive Department and Offices
There are 40 departments/offices in the City Government - 28 are located within City Hall, and
12 outside City Hall premises. In the organizational structure, it will be noted that all offices
report directly to the Local Chief Executive (the Mayor).
1.6.1.2 The Plantilla of Personnel
At the start of FY 2013, there were 2,097 staff personnel and executives in the Pasay City
Government. Sixteen (16) of them are elected officials (LCE, Vice Mayor, and 14 SP Kagawads),
while 159 (or 7.58%) are co-terminus with these elective officials.
Seventy one percent or about 7 in 10 personnel occupy regular or permanent positions, with
20% or 434 personnel with "unspecified" tenure (casuals, which may be replaced at the start of
the new administration).
1.6.1.3 The City Council
With 14 councilors, headed by the Vice Mayor as presiding officer, the Pasay City Council sets
policies on its own or upon recommendation of the Local Chief Executive (LCE), who receive
information and advice from the various departments.
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The summary of all resolutions and ordinances issued by the Pasay City Legislative Council for
the past three (3) years show that resolutions and ordinances showed a significant increase
from 2010 to 2011. There was, however, a slight decrease in the number of resolutions passed
from 2011 to 2012. Ordinances passed, on the other hand, doubled during this period. The
summary of percentage share of legislation by sector also showed a dominance of resolutions
and ordinances geared towards infrastructure development. This is attributed to the fact that
most LGUs see improvement in infrastructure as a sign of growth and development of their
respective areas. On the other hand, resolutions and ordinances in economic development are
lagging for each of the three (3) years.
1.6.1.4 The Barangays
There are 201 barangays grouped under 20 zones; and these political zones are divided into 2
Congressional districts. The number of barangays may be too large for management purposes;
there being very large barangays and very small ones, which, for efficiency, could be
geographically grouped into larger ones. An ordinance to this effect has been adopted by the
Pasay City Council (Pasay City Ordinance No. 1837, s. 2000) but remains unimplemented to
date.
1.6.2 The Zoning Ordinance (ZO)
In addition to the issues on city management, the Institutional Capability Profile will address the
institutional mechanism for the planning and implementation of the main CLUP output, which is
the Proposed Comprehensive Land Use Plan (CLUP) of Pasay City, which actually encompasses
the City waters and the airspace above the City, including the aerodrome for the NAIA Complex
i.e. effectively a Comprehensive Land/ Water/ Air Use Plan (CLWAUP). This mechanism is the
Zoning Ordinance (ZO), the main local development control and its main implementing office in
the City Administration is presently the City Planning & Development Office (CPDO).
1.6.2.1 Review of the ZO
Section 73 of ZO 2769 Review of the Zoning Ordinance (ZO) This ZO may be reviewed every
five (5) years or sooner, when the need arises, on the initiative of the ZA (Zoning
Administrator)/ the City Planning & Development Coordinator (CPDC) or the City Mayor or
upon petition by a group of persons, association or any local barangay unit. The review process
will proceed as follows:
a) The CPDC/ ZA) shall initiate the review, by identifying a list of needed amendments to
be generated from consultations with the Departments of the City Government, the City
Council, the barangays, the Private Sector, and other stakeholders.
b) A document detailing the Review Agenda will be reported out by the CPDO/ZA.
c) This will be presented to the City Council (the incumbent, circa 2013) for approval in
principle.
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d) The City Council will endorse the Amended ZO to the MMDA and the HLURB for its
review, and no objection.
e) Receiving the MMDA review, the Pasay City Council will enact the Amended ZO.
1.6.3 Public Finance
1.6.3.1 Ten-Year Pasay City Financial Report (2002-2011)
The ten (10)-year financial report was consolidated from the Annual Financial Report (AFR) of
Local Government Units (LGUs) which the Commission on Audit (COA) Local Government
Sector (LGS) prepares and submits to the President of the Philippines and both the Upper and
Lower Houses of Congress, as well as posted on the official website of COA. These financial
reports are broken down into a) Financial Condition, b) Financial Performance, and c) Cash
Flows.
1.6.3.1.1 Financial Condition
This section is also referred to by COA as the Major Balance Sheet Account of the LGU. It
consists of Pasay Citys Assets, Liabilities and Deferred Credit, and Equity.
In 2011, Pasay City is ranked 9th in the Top 20 Cities in Assets with assets amounting to
7,390,173 (in 000 Pesos) and ranked 12th in the Top 20 Cities in Liabilities, with its liabilities
amounting to 2,144,049 (in 000 Pesos)
1.6.3.1.2 Financial Performance
In terms of Income and Expenses, Pasay City is ranked 9th in the Top 20 Cities in terms of
Income, with its income amounting to PhP 2,961,558 and 8th in terms of expenses with
expenses amounting to PhP 2,697,060.
1.6.4 Private Sector Linkages
This aspect of Local Governance is best exemplified in the Local Development Council (LDC)
which is where public and private participation meet in the planning of the CLUP. Of the 38
listed NGOs/POs in Pasay City, 12 or a third, are accredited by the City Council.
1.7 EXISTING LAND USE AND LAND USE TRENDS

1.7.1 EXISTING LAND USE
Pasay City (the City) has been top billed as the Metropolitan Manila Area (MMA) main gateway
as well as a veritable center for commerce, tourism and culture. Although it is known for hosting
many of the MMAs more important destinations, the Citys major land use based on land area
i.e. excluding utilities/ transportation is still residential [at over 444.26 hectares/ has., or over
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24.61% of the present total land area (TLA) of 1,805.11 has.]. The two (2) other major land uses
are planned unit developments/ PUD (at about 155.23 has. or 8.60% of TLA) and commercial
(at about 171.70 has. or 9.51% of TLA).
Based on its 2003 land use distribution, excluding utilities cum transportation (see Table 1-3),
residential areas accounted for the largest land use in the City (444.26 has. or 24.61% of TLA),
while commercial use ranked second at 171.70 has. or 9.51% of TLA. PUD uses ranked third in
2003 at 155.23 has. or 8.60% of TLA.
Over the last eleven (11) years (and without new land being added), the Citys roads increased
by over 0.93%, with residential land uses being the biggest gainers with an increase of 13.06%
of the TLA (i.e. offsetting). Commercial uses also increased by 5.27%.
Table 1-3 Pasay City Land Use Distribution 2003 and 2014 (Hectares)
Difference
2003 Land Use Map 2014 Land Use Map in Land Area
Official Land
Official Land Increase/(D
% % Area in
Area in hectares ecrease)
hectares
Residential 24.61 444.26 13.57 331.07 -113.19
Commercial 9.51 171.7 12.56 306.34 134.64
Industrial 1.95 35.17 0 0 -35.17
Institutional 10.72 193.42 4.09 99.81 -93.61
Cultural 3.25 58.72 0.78 18.93 -39.79
PUD 17.8 321.25 6.36 155.23 -166.02
Parks & Recreational 4.88 88.12 3.15 76.92 -11.2
Cemetery 0.24 4.26 0.2 4.96 0.7
Transportation &
27.04 488.21 32.09 782.81 294.6
Utilities
Water Body 0 0 1.19 29.04 29.04
NCRA 2 0 0 26.01 634.72 634.72
Total Land Area 100 1805.11 100 2439.83 634.72
1.7.2 LAND USE TRENDS
Land use trends observed in the City for the past twelve (12) years include the following:
Increase in High-Density Residential Condominium Buildings. Perceived economic

opportunities in the City and its proximity to Makati City (still considered the financial
center of the country) created a demand for more residential units. With land for
residential use remaining relatively constant, most of the new residential units
produced over the last 12 years in the City have been supplied by high-rise residential
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condominium buildings that maximized Floor to Lot Area Ratios (FLARs). Most of these
residential buildings cater to middle-to-high income buyers and are situated in or
adjacent commercial areas/ planned unit developments (PUDs), particularly in pockets
near Sen. Gil Puyat Ave. (a.ka. as Circumferential Road 3 or C-3) at the Old Reclamation
Area (ORA) and at the CBP-I(A) in the NCRA.
Increase in commercial areas. Much of the new developments in the last ten (10) years
have occurred in the New Coastal Reclamation Area (NCRA), particularly Central
Business Park (CBP) Island A or CBP-I(A), where the Mall of Asia (MoA) Complex, a
major magnet and MMA destination, is sited.
Decrease in manufacturing activities. Policies enunciated in the Citys 2001

Comprehensive Land Use Plan (CLUP) called for the transfer of industries and the use
conversion of the lands that these shall vacate. Over the last 12 years, sites of
manufacturing facilities have already been converted to various types of developments
to take advantage of their strategic locations.
Limited open and public spaces. There are very limited opportunities for new parks,
open spaces and assembly areas for City residents. The most significant open space for
the general public is still the CBP-I (A) esplanade fronting the Manila Bay. Many of the
barangays have very limited or no areas for open spaces and recreation and have
already resorted to multi-purpose barangay halls that sometimes occupy portions of the
public domain that should be absolutely free of obstruction i.e. parts of the road right-of-
way (RROW) such as sidewalks or even carriageways. Aside from serving as
neighborhood breathing spaces, open spaces serve as staging areas/ evacuation spaces
during extreme events i.e. earthquakes, fires, public disorder, etc.
Increased and diverse mix of land uses. A key principle of smart growth urban planning
is the mix and diversity of land uses to create more compact communities, avoiding long
haul travel between abodes and workplaces. The 2001 CLUP suggested such PUDs to
realize urban but sustainable lifestyles e.g. CBP-I (A) at NCRA, with development
clusters by the SM group and the Metrobank group and areas in the vicinity of the NAIA,
exemplified by the Resorts World Complex at the Original Villamor Air Base Area
(OVABA).
Increased building densities. Prescriptions on building bulk under the 2003 Zoning
Ordinance (ZO) factored in the immense development potential of properties in the City,
despite aerodrome restrictions now enforced by the Civil Aviation Authority of the
Philippines (CAAP), a new agency recently created by law, replacing the Air
Transportation Office (ATO). The increasing demand for specific land uses and building
occupancies served as the main driver for the redevelopment of under-utilized
properties in the City. This has resulted in unprecedented building heights particularly
in the areas close to Sen. Gil Puyat Ave. (C-3) and the Pasay-Manila boundary, all in the
ORA.
Land values/ densities and building bulk have further appreciated as the demand for
space increased in the City with its finite supply of undeveloped land. The emergence of
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a new central business district (CBD) in the NCRA has influenced the use and value of
land elsewhere in the City. However, the old CBD in the Taft Ave. area of the ORA has not
been completely integrated with the new CBD as the main linkages remain to be EDSA
(a.k.a. Circumferential Road 4 or C-4) and Sen. Gil Puyat Ave. (C-3). The 2 reclaimed
islands at the NCRA still has the biggest inventory of vacant parcels in the City that and
these are expected to undergo more intense levels of development/ redevelopment in
the next 5 to 10 years.
1.7.3 LAND USE DISTRIBUTION
The land area assigned to each of the Citys 201 barangays is shown in Appendix A -
Predominant Land Use per Barangay. Appendix A more or less confirms the following:
Residential land use take up over 21.31% of the Citys present total land area (TLA) of
1,805.11 has.; these are spread out over parts of the Original Settlement Area (OSA),
ORA, OVABA and the Airport Area (AA); pockets of new high density residential
developments have emerged at the NCRA over the last 12 years;
Commercial land use cum planned unit developments/ PUD take up almost 15.61% of
the City TLA; these are found in many parts of the OSA, ORA, OVABA and NCRA (many
parts of which are still presently vacant/ underutilized as the NCRA is comprised of 2
reclamation islands, with each one being a distinct PUD);
Institutional land use taking up more than 13% of the City TLA; these are found in all the
five (5) identified development areas, with the major ones located at the OVABA and the
CCP Island at the NCRA;
Utilities cum transportation land uses take up more than 22% of the City TLA; these are
mainly found in the NAIA at the AA and to a much lesser extent, in the LRTA Line 1 depot
at the OVABA;
Recreational and open spaces take up almost 5%, which are basically represented by the
Villamor Golf Course at the OVABA; and
Road rights-of-way (RROWs) account for 16.54% of the City TLA, with most of the
newer and wider RROWs found in the NCRA.
1.8 COMPARATIVE/ COMPETITIVE ADVANTAGES
The following are the land use potentials of the City that account for its perceived competitive
advantages:
Compact urban structure
With its expanding commerce-based economy restrained by a relatively limited land

area (that can only be expanded through future reclamation efforts at Manila Bay),
Pasay City developed in a way that maximized efficiencies in the use of available
infrastructure. Its present size and strategic location enhanced the siting of major
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transportation facilities, which require a constantly evolving and adapting interface with
very high pedestrian concentrations. Similarly, the Citys utility systems and supportive
urban services are efficiently used owing to the highly compact development.
The Metro Manila Area (MMA) Gateway
As MMAs main gateway (air and land), the Citys role is expected to be maintained until
the realization of 2 nationally significant projects i.e. the transfer of part or all of NAIAs
operations to Clark in Pampanga Province or to Sangley Point in Cavite Province or to
the consolidated Manila Bay City Water Areas (CWAs) of the cities of Pasay, Paraaque
and Las Pias (i.e. the 2014 San Miguel Corporation or SMC reclaimed airport complex
proposal), and the transfer of all provincial bus operations to integrated transportation
system (ITS) inter-modal facilities already awarded as a Public=Private Partnership
(PPP) Project for a reclaimed site along the Coastal Road in Paraaque City (i.e. the
Southwest inter-modal) and for a portion of the old FTI complex in Taguig City (i.e. the
South inter-modal); assuming that these projects do materialize, large blocks of
developable/ re-developable land in the City, especially along EDSA/ C-4 can be freed up
for new developments that can further reinforce the Citys drive to become the new
major MMA economic center; more importantly, the removal/ transfer of either the
domestic or international airport would mean than many areas in the City shall not
anymore be subject to severe building height restrictions occasioned by the existence of
the NAIA aerodrome, thereby leading to further redevelopment and densification at
many parts of the City;
An Emerging Economic Center
With its 2 reclaimed islands at the NCRA and more prospects of reclamation at its City
Waters Area (CWA), the City continues to attract high-value developments. Hosting or
becoming the new economic center for the MMA can be among the more important
development objectives of the City, if it is to continue attracting first-rate investments
and high value cum highly efficient infrastructure. With the vast economic potential of
its future resources via reclamation, the City can set its sights to become a major
business center in Southeast Asia within the next 20 to 40 years.
Major existing and proposed infrastructure
The presence of several metropolitan-scale transport infrastructure (MRT at EDSA (C-

4), LRT Line 1 at Taft Ave. (R-2), NAIA Complex, SLEX (R-3), EDSA (C-4) plus the future
NAIA Expressway Link between SLEX and the Coastal Road (R-1), the elevated
expressway between the NCRA and SLEX over EDSA (C-4), the MRT Loop Extension to
the NCRA and back to Pasay City and nearby Makati City, plus the LRT Line 1 Extension
to Cavite Province) makes the City quite possibly the most accessible MMA City from
outside the MMA. The 2 high capacity transit systems (LRT Line 1 and MRT) support the
Citys aspiration to become a truly sustainable urban center.
Massive waterfront development
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Massive waterfront developments from future reclamation projects west of the NCRA
(of as many as 4 to 5 new reclamation islands) will considerably reinforce the present
level of waterfront developments found mainly at the CBP-I(A) at the NCRA.
Additionally, the waterfronts of the CCP Island still has to be developed and integrated
with the rest of the NCRA and possibly with the new waterfronts to be created at the
future reclamation efforts at Manila Bay.
New public buildings and open/ activity spaces e.g. performance spaces, parks, outdoor
gardens/ museums, etc. close to or on the esplanades will provide varying points of
interest that are easily accessible via walking all along the integrated waterfronts
esplanade-promenade combines. Cleaning and dredging of streams and tributaries, the
promotion of Manila Bay cruises/ ferry travel, and like activities will further contribute
to the waterfront development.
Premium vertical residences
The exclusive, upscale, medium density residential condominium buildings at the NCRA
may soon become some of the most prestigious addresses in the City (if not the MMA),
being near and yet also far from the surrounding high intensity developments that
make their locations highly prized.
1.9 WEAKNESSES: PRIORITY ISSUES AND CONCERNS
Land use issues being considered for the present Pasay City Comprehensive Land Use Plan
(CLUP) are the following:
A. Need to:
Manage development of the Emerging CBD and Its Future Expansion
The continued development of the emerging CBD at the NCRA and its future westward
expansion towards the CWA (at Manila Bay) has to be planned and managed so that
future growth is accommodated without sacrificing the current advantages enjoyed by
the City in terms of its evolved high quality residential, commercial and recreational
spaces. Areas where the emerging CBD can physically expand have been clearly
delineated so that these can be fully supported by existing and future infrastructure and
other services when the need arises. Carrying capacities have to be carefully measured
so that prospective new developments will neither hinder mobility nor strain utilities to
the detriment of the rest of the City or the rest of the MMA.
Increase Integration within the City
The inter-city/ intra-MMA circumferential road EDSA (C-4) is considered the MMAs
most important thoroughfare and is one of the main access roads leading in and out of
the City. However, with the MRT at its median, the City has been virtually bisected, with
a very circuitous route required to be taken to access the other side of the City. Much
better functional linkages and visual integration between the bisected parts of the City
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are needed to attain efficiencies in the utilization of the Citys resources as well as to
foster a stronger local identity and bond among the affected City constituents.
For infrastructure upgrade
With the NCRA and the vast reclamation potential at the CWA, the City can already
aspire to become the newest major MMA business center (possibly for Southeast Asia
initially). However, the need for value-engineered cum highly efficient infrastructure
becomes doubly important. To continually maintain and to attract the best service
activities, transportation/ transit, communication, water supply, sewerage, drainage,
solid waste management and other utility systems and facilities require the creation of
new and viable markets, and both the NCRA and the CWA shall provide the platform for
these new markets.
For high level of compatible land use mixes
Constant experimentation to rationalize the land use mix in the City can help attain
much better efficiencies to serve a wider constituency. These may include: a) medium to
high-density vertical housing that can cater to the middle- and lower-middle-income
segments of the market interspersed with technology-based service centers and
medium-rise office complexes; b) transient residential and commercial establishments
interspersed with institutional cum cultural cum tourism developments that may
further enrich the Citys culture and appeal to visitors; and c) water-oriented
transportation/ tour/ cruise facilities (including a possible cruise ship port at the CWA)
and services interspersed with esplanade-based recreational uses or even an artificial
public beach to provide a 24/7 venue where residents and visitors alike can enjoy a
wide range of outdoor and indoor activities (land and sea).
Integrate/ mainstream climate change adaptation cum disaster risk reduction measures
(For further readings please refer to another document) 1
Hazard Risks and Climate Change
Being a coastal LGU, hazards, risks and climate change threaten safety and health of
all City residents and the appeal of Pasay City as a possible residential and business
location in the MMA. Disaster risks have to be carefully assessed so that measures
can be taken to avert potential danger to life and damage to property. Provision of
more community open spaces as staging areas during disasters and the equitable
control of development in identified risk areas are some of the needed land use
interventions.
Improve regional access with balanced redevelopment thrusts
The City is accessible via distinct channels of transportation such as transit (LRT and
MRT); Manila Bay ferry, land transport (jeepneys, mega-taxis, taxis, metropolitan and
provincial buses, tricycle, etc.), with most parts of the City only a half hour away
1 Mainstreaming Disaster Risk Reduction on the New Comprehensive Land Use Plan (2014 - 2022)
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from the NAIA. The challenge, however, is how to continually improve the regional
accessibility of the City i.e. considering that the prospective transfer of airport
operations (over the long to very long terms) and of city and provincial bus
operations (over the short term) while initially perceivable as going against the need
for better regional access, may actually improve traffic along EDSA (C-4) and the
Baclaran area and perhaps result in much better access to the City and also result in
a much higher quality of new developments/ redevelopments on the properties to
be freed.
Increase sustainability in future urban development/ redevelopment efforts
To sustain its future potential as a highly competitive MMA-based economic center

and to make the City a truly livable and possibly walkable City (at least for the NCRA
and future reclamation developments at the CWA), a quality network of greens,
pedestrian-oriented facilities and open spaces will need to be developed for the
expected influx of transient workers.
Increase affordable housing stock
With its share of informal settler families (ISF) particularly along waterways within
the City identified by the DILG as part of danger zones, the City must fully cooperate
with the DILG and the National Government in the programmed clearing of the
mandated legal easements (MLEs), the last one announced in June 2013. To possibly
target a Zero ISF scenario, there is need to increase affordable housing stock,
possibly within the City boundaries, rather than in relocation sites well away from
the City. Possible sustainable technologies are metal-framed vertically-stacked
housing units to maximize the use of available land.
B. Address the inadequacy of:
Materials Recovery Facility (MRF) and other waste treatment facilities
R.A. No. 9003, otherwise known as the Ecological Solid Waste Management Act of 2000,
defines a MRF as a facility designed to receive, sort, process, and store compostable and
recyclable materials efficiently and in an environmentally-sound manner. The Act
highlights the need for a MRF, which includes a solid waste transfer station or sorting
station, drop-off center, a composting facility, and a recycling facility.
A MRF receives bio-degradable waste for composting and mixed non-biodegradable

wastes for final segregation, re-use and recycling, provided that each type of mixed
waste is collected from the source and transported to the MRF in separate containers.
Art. 4 Sec. 32 of the law provides that there should be a MRF in every barangay or
cluster of barangays i.e. zone. Barangays shall be responsible for the collection,
segregation, recycling of biodegradable, recyclable, compostable and reusable wastes.
The facility is established in a barangay-owned or leased land or any suitable open space
determined by the barangay through its Sanggunian.
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The presence of the MRF could help barangays provide work opportunities for its
residents, increasing its revenue from the sales of materials and such is considered a
vital tool in achieving high recycling rates.
Usable green/ open space.
There is a visible dearth of open spaces in the City and one of the best opportunities for
creating new recreational/ open spaces is by developing wide esplanades framing both
the existing and future reclamation islands at the NCRA and CWA respectively.
Redevelopment of existing congested sites for high to very high density housing can also
be used as a strategy to create more open spaces i.e. by reducing building footprints
while providing the same or more floor area for housing vertically.
1.10 FUNCTIONAL ROLE OF THE CITY
Among the CBDs in the country, the City and its emerging CBD may not yet rank among those at
the top. However, with the potential for the development of a new economic center offered by
the NCRA and future reclamation at the CWA, the surface area of the new economic center that
shall expand westward from the Citys evolved CBD at NCRA may far exceed the total surface
area of all the existing CBDs in the MMA combined.
With the Citys direct access to the NAIA and its attractive business climate, several new hotels
have already sited in the City. The present infrastructure also makes affords the City nearly
24/7 access to all other MMA CBDs. The presence of a good number of quality hotels and
business opportunities are responsible for the Citys continuing involvement in the tourism
industry including the lucrative Meetings, Incentives, Conventions, and Exhibitions (MICE)
market i.e. with the SMX, the World Trade Center, the PICC as the dedicated MICE venues aside
from the hotels themselves. Aside from being the uncontested MMA gateway, the presence of
major transport-related/ oriented infrastructure and the many MICE facilities in the City allow
it to maintain its role as dominant MMA player in the hospitality, shopping, and service
industries.
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Part 2 : COMPREHENSIVE LAND USE PLAN

2.1 DEVELOPMENT VISION AND MISSION
Comprehensive Land Use Planning (CLUP) puts into practice the essence of local autonomy
among LGUs. This process and its output which comes in a form of a CLUP document set the
direction which the LGUs have to take to enable them to attain their vision. 2
2.1.1 VISION
Pasay City a premier city and world-class travel destination.
This vision was derived from a longer technical vision statement based on several ideas put
forward by participants during the visioning workshop attended by various stakeholders from
the private sector, national government agencies and attached offices and the City government.
The technical vision statement reads as follows:
Pasay City a premier city and world-class travel destination thriving with liveable
neighborhoods, a progressive economy, an empowered community, modern infrastructure,
and a sustainable environment all managed through a transparent and efficient
governance system.
The first clause which consists of the first nine (9) words encapsulates the desired state
envisaged. This is followed by several phrases describing the various elements that comprise
that desired state. Since the first clause embodies all the ideas put forward and is easier to
remember, it was agreed that it shall be used as the popular vision statement.
The long version, however, is documented here for planning purposes as it details the key
factors needed to ascertain whether the city is moving closer towards the vision.
2.1.1.1 Challenge in Attaining the Vision
Making the vision a reality means achieving the desired outcomes in the various planning
sectors. There are six (6) phrases in the long vision statement that indicate the key elements
needed to create a world class environment. These are:
a) Liveable neighborhoods
Many settlements in Pasay endure living conditions that are characterized by

overcrowding, narrow roads, traffic congestion, high incidence of crime and even lack of
access to basic services. The aim for the next nine (9) years is to improve the physical
environment as well as access to services and amenities in blighted areas through
2 P. 14, CLUP Guidebook, HLURB, 2006.
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various strategies ranging from relocation of informal settler families (ISFs), urban
design solutions, to redevelopment and urban renewal.
Efforts towards creating liveable neighborhoods also necessitate improving on and

monitoring indicators associated with living conditions at the community level. Themes
for measuring liveability may include safety, access to health care, environment, public
transportation, urban design, quality of architecture and access to open spaces.
b) A progressive economy
The City has been experiencing economic growth, but there are still constraints that
limit its advancement, such as insufficient revenue for improving services and
infrastructure, and a strenuous business environment. There is thus a need to review
and update the Citys revenue policy and the streamlining of procedures and provision
of incentives to attract investment.
c) An empowered community
The main beneficiaries of development must be the communities in Pasay. The challenge
is to increase economic opportunities for the poor and marginalized who depend on
welfare, as well as increasing the participation of women in the economy by developing
skills that can lead to employment and self-sufficiency through livelihood opportunities.
d) Modern infrastructure
Although there are world class facilities and amenities in the City, these are mostly
located in the newly reclaimed areas. The challenge is in improving the rest of Pasay,
including the old settlements, by delivering the best services and infrastructure that can
be provided in terms of function and aesthetics, while addressing issues on social
inclusion, the environment and disaster risk reduction.
e) A sustainable environment
Development should take place without degrading the physical environment. This
means efforts must be made to keep air and water quality at acceptable levels and that
all types of waste are disposed properly. This also entails the provision of infrastructure
that help in mitigating the negative impact of human activity to the environment.
f) A transparent and efficient governance system
The City government also needs to enhance and streamline systems and procedures in
order to effectively enforce policies and regulations as well as implement programs and
projects essential to the attainment of the vision. Adherence to good governance
principles that include participation, responsiveness, transparency and equity also need
to be upheld to establish credibility and gain the support of stakeholders in turning the
vision into reality.
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2.1.2 MISSION
To serve the constituents and stakeholders of Pasay with enthusiasm, efficiency, and a firm
commitment to adhering to the principles of good governance; and to provide services and
infrastructure essential to making Pasay City a progressive, healthy and peaceful place worthy of
respect and emulation.
The mission statement serves to guide the City government in its decision-making and the
formulation of strategies for development, at least for the next nine (9) years. Apart from
serving its constituents, the city government also recognizes its role as a partner of the national
government in the achievement of national goals. The focus of its mission, however, is in
ensuring that development ultimately benefit Pasayeos and that the kind of service rendered is
one that is characterized by a willingness to serve, transparency and responsiveness.
2.2 DEVELOPMENT GOALS AND STRATEGIES

2.2.1 GOALS
The Development Goals identified to realize the Vision are as follows:
a) Recognition as a New International Center for Business, Knowledge Process

Outsourcing (KPO), Meetings-Incentives-Conferences-Exhibits (MICE) Tourism
and a Model for Good Governance
Pasay City is presently the countrys main air gateway and is a tourism destination
in its own right. Because of this role, a large number of transportation-related and
commercial cum tourism-oriented establishments have located in the City. As an
alternative site for MMA Business Process Outsourcing (BPO) activities, the City also
seeks to be a big part of the Knowledge Process Outsourcing (KPO) industry.
Being primarily service-oriented, the City can ably position itself in the MICE
tourism market through innovative infrastructure and well-conceived branding and
marketing. The City is a leading urban tourist destination, which can be
strengthened by developing and enhancing existing facilities, and further increasing
the number and improving the quality of hotels and related services.
b) Safe, Secure, Liveable and Inspiring Built Environment
Being coastal i.e. subjected to both waterside and inland physical pressures, the City
must continually strive to be a model of climate change adaptation cum disaster
resilience (primarily to comply with recent laws such as R.A. No. 9729 and R.A. No.
10121), and shall develop a culture of safety and establish a sustainable way of life
that will make it a safe and secure place to live in. A high quality of urban living will
always be a goal of the City and this will continue to sustain an environment that is
ideal for nurturing and raising a family i.e. the basic societal unit, and one that shall
be conducive to the realization of ones aspirations.
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c) Efficient Infrastructure
The City must continue to provide basic infrastructure support such as roads and
bridges, to improve its internal circulation and provide better linkages to the
metropolitan, regional and international facilities such as expressways/ tollways,
airport terminals and ports presently located in other parts of the MMA. With Pasay
City being a vital cog in the transportation and related infrastructure systems for the
Metropolitan Manila Area (MMA), many key projects sited in Pasay City have been
continually and simultaneously undertaken by the agencies of the National
Government with apparently limited participation by the Pasay City Government,
the effects of which materially affect local commerce and productivity.
Public and civic buildings/ structures shall be built and/or upgraded to make them
disaster resilient and a collaborative framework must be in place to allow utility
companies to provide sustainable service even at times of extreme events.
Information and Communication Technology (ICT) providers will be encouraged to
continually support the widening and increasing demand for bandwidth including a
high range of communication facilities to make the City continually and globally
connected.
d) Carefully Managed Image of the City
Based on what has transpired over the last 12 years, the City is a work in progress,
continually changing for the better, with its aerodrome-restricted skylines having
become the countrys model of development compliance for highly urbanized areas
hosting an international cum domestic airport. To make the City more aesthetically
appealing, the City should not just be a model of sustainability, vibrancy and
inclusiveness but also an inspiring urban environment replete with iconic person-
scaled spaces and structures that are well-integrated into its fabric. It is expected
that the City (with private sector and community assistance) can fully develop areas
for this purpose, particularly at the existing and envisioned reclamation islands at
the NCRA and CWA areas respectively.
e) Affordable Housing for Duly-Qualified Beneficiaries
Inclusive housing must be a basic and priority component of the Citys development,
but within certain limits, particularly those dictated by resource limitation and the
documented legal standing of the intended beneficiaries. The City in collaboration
with national government agencies and the private sector must build housing that is
not only affordable, but will certainly aid people in availing of housing support for
the vulnerable members of the community. In partnership with the different
stakeholders, possibly including international development partners, the City must
continually seek innovative ways to serve various levels of demand.
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2.2.2 STRATEGIES
These goals must be pursued by the City according to the following strategies:
a) Enhanced local governance and fiscal sustainability. For the next nine (9) years
and even beyond, the City must continue to enhance its institutional capability so
that it can better manage and maximize its limited assets, and continuously find the
means to generate and mobilize the required resources. The City shall judiciously
allocate its resources so that the needed infrastructure and institutions can be put in
place and thereby sustain the desired equilibrium in its pursuit of continuing
economic growth.
b) Continuing improvement of City facilities and services in support of business,

services and urban tourism. Increasing the quantity and upgrading the quality of
City facilities and services shall attract more investments in business, services and
urban tourism. Aside from providing areas for these land use types, the City shall
create an environment that encourages business, services and tourism.
c) Unique Public-Private Partnership (PPP) Initiatives. A healthy economy that

provides opportunities for both private business and the Citys overall development
shall convince the private sector (local and international, and possibly even other
foreign governments or their representative entities) to forge partnerships with the
City that shall not only be profitable to both, but shall also be beneficial to the long to
very long term development of the City.
Of particular importance to the PPP program are the 4 to 5 future reclamation

islands at the CWA whereby the Pasay City Government, together with the identified
private sector investor/s shall jointly act as the Proponent, with the Philippine
Reclamation Authority (PRA) as the beneficiary agency. To initiate this process as a
national level PPP Project, the PRA may opt to seek the assistance of the NEDA PPP
Center at the soonest possible time, on the matter of the preparation of the required
studies, with the participation of an international Transaction Advisor (TA), the
results of which shall be subsequently reviewed by the NEDA. Alternatively, the City
government may seek the assistance of a local TA Team and undertake the PPP
reclamation project by itself as an LGU initiative (as had been done by Paraaque
City recently).
However, certain new National Government policies pertaining to additional

restrictions and administrative procedures on land reclamation projects, issued over
the last few months, have somehow dampened investor enthusiasm for such
projects. Presently affected are the three hundred hectares (300.0 has.) SM
Development Corp./ SMDC reclamation project in the Pasay City CWA and its twin
project i.e. another 300.0 has. SMDC reclamation project in the adjoining Paraaque
City CWA. Together, the combined 600.0 has. SMDC land reclamation project would
have created a new world-class city within the next 15 to 20 years, hosted by the 2
cities.
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The possibility of more developments at the Citys CWA need not be confined to
reclamation-type developments alone (which are technically and financially limited
by a depth of 10.0 to 11.0 meters), inasmuch as platform-type (i.e. oil rig-type, etc.)
developments can still be developed at deeper City Water Areas (CWAs) to further
host a variety of urban land uses/ activities, a possible consideration for the City in
the next 21 to 40 years, when land reclamation opportunities and the supply of
reclaimed land are already potentially exhausted. Thus, the Citys development can
be further extended westward into Manila Bay and this doubly emphasizes the
importance of officially defining the City water boundaries (CWBs) with respect to
adjoining LGUs along the Manila Bay coastline.
d) Enhanced policy climate for investment and business. The proposed 9-year CLUP
must provide the areas that will attract investments and new businesses over the
short, medium and long term totaling 10 years. Aside from the ZO, the CLUP must be
complemented by other policies that make it easier to do business or to invest in the
City.
e) Enhanced human resource capability. New businesses, investments and economic

activities require educated and/or skilled human resources to sustain them. For the
next 9 years, the City must provide the needed educational programs to meet this
future demand and ensure that these programs are accessible to its constituents.
However, to make sure that the City is also able to benefit from its investments in
education, the City may also need to consider instituting a parallel program that may
require its graduates to seek work (and actually work) in the City, whether in a
private or public institution, for a specified period.
f) Model for disaster-resilience. The City has several areas that may vulnerable to
geological and hydro-meteorological hazards, particularly liquefaction, storm surges
or possibly even small tsunamis at many areas west of Taft Avenue/ Radial Road 2/
R-2 i.e. at the ORA and the NCRA, and eventually at the CWA. The City must continue
to formulate programs to improve the disaster-resiliency of these potentially
vulnerable areas.
g) Social inclusiveness and access to social services. The City continues to allocate a
portion of its resources to social services. Inclusiveness does not only mean
providing benefits to all constituents as the City must also encourage the
participation of the general public in the building of a socially-inclusive city i.e.
making the constituency conscious of their civic duties and responsibilities.
h) Target zero crime and fire incidences. Public investment in highly visible safety
and security measures shall considerably increase the Citys attraction as an
investment haven, a business and service center, a commercial locus, a tourism
destination and as a place of abode. To ensure zero fire incidences also requires a
huge effort on the part of the Office of the Building Official (OBO) and the Local
Building Official (LBO) in particular, to implement and enforce the plethora of safety
provisions found in P.D. No. 1096, the 1977 National Building Code of the
Philippines/ NBCP and its 2004 Revised Implementing Rules and Regulations (IRR),
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as well as its full range of approximately 25 Referral Codes (RCs) that specifically
include R.A. No. 9514, the 2008 Fire Code of the Philippines/ FCP and its 2009 IRR;
B.P. No. 344, the Accessibility Law and its 1983 IRR; P.D. No. 856, the 1975
Sanitation Code; and P.D. No. 1067, the 1976 Water Code; the various industry
standards and trade codes (i.e. architectural, structural, electrical, mechanical,
sanitary, plumbing, electronics, etc.); and the various professional regulatory laws
(PRLs) such as R.A. No. 9266, the Architecture Act of 2004, R.A. No. 10587, the 2013
Environmental Planning Act, and their respective implementing rules and
regulations (IRRs) and derivative regulations (DRs), etc.
i) Promotion of a green environment. Sustainable urbanism promotes a clean

environment through the reduction of greenhouse gases and the minimization of the
urban heat island (UHI) effect. The greening of the City over the next 9 years must
initially be achieved not just by planting trees and ornamental plants, but by also
using green technologies and sustainable plans/ designs for both new buildings to
be erected and existing buildings to be retrofitted as well as other new
developments in Pasay City, possibly enticed by certain incentives for the
proponents. On the other hand, recovery and the creation of more open spaces for
social interaction can be achieved through recycling, adaptive reuse, use of
renewable energy, transit-oriented developments, trading of FLAR rights, and
maintenance of parks, among others.
Urban heat island (UHI) reduction can be partly done through the strict
implementation by the OBO/ LBO of P.D. No. 1096 (1977 NBCP) regulations
pertaining to impervious surface areas (ISA) such as concrete pavements which
reflect very high amounts of light and heat (considerably increasing the near ground
ambient temperatures) and which also prevent effective surface water percolation
and does not at all perform any flash-flooding retardance functions. Other forms of
UHI reduction can be through the use of asphalt overlays on concrete roadways/
carriageways, use of textured and/or dark-colored pavers and planting strips with
soil (if space is still available) on sidewalks, use of more trees and building
overhangs or covered walks to generate shaded surface areas, requiring larger
window to wall ratios to reduce light and heat reflectance i.e. with the windows also
not made excessively light and heat reflective, etc.
Additionally, by the 3rd quarter of 2015, the DPWH would have promulgated two (2)
new sets of key building regulations i.e. the Philippine Green Building Code (PGBC)
and the Building Design Guidelines (BDG), which consist of higher and more
stringent building standards than the NBCP and it IRR, and which shall considerably
impact all the proposed new buildings in the City, particularly at the NCRA and CWA.
j) Increased connectivity and mobility. For the City to achieve recognition as an

emerging center for business and services for the next 9 years and even beyond, it
has to have the matching transportation and communication infrastructure to keep
it connected to all parts of the country and the rest of the world. This concern must
specifically address the bisected condition of the City, particularly along the stretch
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of EDSA (C-4) where the MRT runs. The 2 sides of the City along EDSA must be
joined the soonest through more pedestrian crossings and left-turning ramps or
flyovers.
k) Improved utilities/ services. Utility systems i.e. power, water, sewerage and
communications, etc. must be able to meet future needs of the City. As private
companies which provide these services are also augmented by services provided by
the LGU, the City must encourage private concessionaires and utility companies to
continually expand and improve their services.
l) Presence of iconic spaces and landmarks. For recall, the City has to create more
iconic spaces and landmarks that would give distinctive identities to specific areas in
the City and the City as a whole. The CCP Building at CCP Island and the globe at the
Mall of Asia Complex (MoA) at the CBP-I(A) Island, both found at the NCRA and the
high-tech egg-frame public sculpture at Andrews Avenue (near the NAIA Terminal 3
entrance, only recently dismantled and removed to make way for the NAIA elevated
express tollway facility) at the OVABA are examples of such place identifiers but
more are definitely needed to generate unequivocal pride of place for the Citys
residents and transient workers. Maybe one iconic image each for the OSA, ORA, and
OVABA is still needed.
m) Vibrant mixed-use communities. Excluding the future reclamation potential at the

CWA and the presently vacant lands at the NCRA (awaiting development and
construction starts within the next 9 years), the City still has limited land resources
owing to the evident horizontality of the usage level i.e. most City structures are only
at 2-storeys. To maximize available space at the OSA, ORA and portions of the
OVABA and AA, the CLUP shall propose a vibrant mix of use and activities for said
areas.
Some of the key areas that should be given attention are the public and private
properties facing the Roxas Boulevard (R-1) east service road, particularly the
stretches between EDSA Extension (C-4) through Sen. Gil Puyat Avenue (C-3)
through the Pasay City boundary with the City of Manila (near Vito Cruz), and all
forming part of the ORA. Of particular interest are the developments initiated by the
SMDC on a lot sited between Sen. Gil Puyat Avenue (C-3) and the Pasay City
boundary with the City of Manila (near Vito Cruz) and the possible redevelopment of
the PEZA property sited between EDSA Extension (C-4) and Sen. Gil Puyat Avenue
(C-3). Both these developments should be capitalized to start the long overdue
redevelopment of said stretches.
n) Continually project the City as the Philippines gateway. Until future (i.e. very long
term) plans to transfer air operations away from NAIA are realized, the NAIA
Complex and its 4 terminals (3 of which are in Pasay City, with another one i.e. a new
budget airline terminal (instead of the new international cargo terminal/ ICT) on the
old Nayong Pilipino property that shall be developed after 2015) shall remain as the
countrys gateway. For now, the CLUP must allow AA to further develop and lead the
City in achieving recognition as a significant international destination. Once and if
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the NAIA operations are transferred out of the City or significantly reduced, the
benefits to the City shall be largely twofold i.e. high-density mixed-use developments
(MUDs) may then be introduced to the vacated areas and all aerodrome-related
development restrictions (particularly those pertaining to building height limit/
BHL shall be removed, to pave the way for more high density structures in the other
parts of the City.
o) Increasing affordable housing stock. There is need to increase the existing housing
stock of the City to accommodate the increasing demand from different economic
levels of the City and this can be done largely through various modes of densification
that will also allow for micro open space creation.
2.3 PHYSICAL FRAMEWORK

2.3.1 NATIONAL AND REGIONAL DEVELOPMENT FRAMEWORK
a) The National Framework for Physical Planning (NFPP) 2001-2030. In the

formulation of its CLUP, with programs and projects to be rolled out within the next
9 years, the City grounds its goals and objectives (including land use strategies) on
the NFPPs basic principles of sustainable development and growth with social
equity.
b) A Physical Development Framework Plan for Metropolitan Manila/ The Metro

Manila Greenprint 2030. In its continual search for innovative ways to cooperate
with its adjacent LGUs and the rest of the MMA, the City adopts certain features of
the Metro Manila Greenprint 2030, which are already reflected in its Vision
Statement.
2.3.2 THE CONCEPT PLAN
The Concept Plan (or Structure Plan) identifies an areas potentials and constraints to urban
development. Potential areas have to be capitalized and directed towards the desired urban
development while areas with constraints have to be addressed so that appropriate land uses
can be assigned.
The Concept Plan for Pasay City (for the next 9 years):
presents existing areas that sustain the Citys role as the countrys gateway and new
areas (not arising out of redevelopment) with potentials to support the Citys role as the
New Center for Business, Services and Tourism;
identifies resources and initiatives that will help attain a Safe, Secure, Liveable and
Inspiring Built Environment;
highlights the existing infrastructure that presently characterizes the City and the need
for new and highly Efficient Infrastructure that shall help the City realize its economic
and social targets;
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Indicates potential sites, including those at the City Waters Area (CWA) at Manila Bay, as
well as opportunities that can collectively make up a Carefully Managed Image of the
City.
Indicates Vehicular and Pedestrian Connectivity for the City through road rights-of-
way (RROWs) at all its development levels i.e. below grade, grade and above grade
(including air rights), interlinked pedestrian walkways (including promenades and
esplanades along waterways or the seafront), possible bicycle lanes, road and rail
(transit), the airport complex, sea ferries and potentially navigable inland waterways,
where care in addressing movement conflicts among the varying travel modes shall be
the norm.
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Figure 2-1 Concept Plan
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The conceptual development plans are discussed hereafter to illustrate the Citys innate
development potentials. The Concept Plan attempts to consolidate the pertinent information to
show the Citys future development areas as well as sites that need immediate attention.
A New Center for Business, Services and Tourism
Until the prospective transfer of air operations from the NAIA becomes reality in the
long through very long terms, the City has to continue to project its important role as the
countrys primary gateway as well as the Citys aspiration to become the countrys new
business, service and tourism center. The City must continue developing sites to host
new economic activities (e.g. KPO, MICE tourism, etc.) where it can excel and gain
additional recognition.
There is room at the NCRA at present for a new business center i.e. areas east of the MoA
up to Pres. Diosdado Macapagal Blvd., at the CBP-I(A) Island originally planned in the
year 2000 as a National Government Center and also at many underutilized/ unutilized
portions of the CCP Island, and there shall be more space at the prospective reclamation
islands at the CWA, which can all host new types of innovative mixed-use
developments/ PUDs catering to business, services, tourism and various types of
residential uses, including transient worker housing. With the possible transfer of NAIA
operations out of the City over the long term, it will then be possible to increase the
floor-to-lot area ratios (FLARs) and building height limits (BHLs) of the lots at NCRA.
With more than 500.0 hectares (has.) of possible reclamation at several islands at the
CWA (i.e. over the next 20 years), the prospect of creating a self-sustaining and
sustainably-planned/ designed super central business district (SCBD) is right there.
This projected growth can be further sustained over the very long term, with over 500.0
has. of platform-type developments further westward out onto the Manila Bay (but still
well within the Citys city water boundaries (CWB) i.e. over the next 21 to 40 years and
beyond.
Vibrant Neighborhoods
Vibrancy is a quality that has been used to measure economic activity and social
interaction in a community. As with other MMA LGUs, the City is also known for the
employment and economic opportunities it provides for many, including non-City
residents and open spaces/ recreational facilities that other MMA LGUs may not have
(e.g. 3 major exposition centers, the CCP, a world-class shopping center, esplanades/
promenades, a public golf course, casinos, night clubs, etc.).
Inclusive growth is a concept that means shared growth or broad-based growth wherein
the benefits are shared by everybody regardless of age, gender, religion or social status.
Inclusive growth strives to reduce poverty and encourages participation of people in the
Citys growth process. There are many ways to equitably manage the resources of the
City and at the same time to deeply involve the marginalized sector in city-building.
Aside from providing the skilled manpower and services that support the Citys
economy, City residents must also be involved to help improve living conditions. For
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example, providing open spaces in densely populated areas can significantly enhance
the air quality, cool the climate during the summer, encourage social interaction,
upgrade disaster preparedness, and improve the overall health of the community.
Large expatriate communities reside in the Citys exclusive enclaves along or near Roxas
Blvd. (R-1). Outside of these expatriate enclaves are the less affluent communities that
are somehow endowed with strong community ties and much smaller but nonetheless
thriving economies. Proximity to the new CBD combined with the demand for new areas
for commerce present varied opportunities for new businesses/ investments to thrive
and for the said neighborhoods to participate in the Citys economy.
As with the rest of the highly urbanized cities in the world (where land cost is high and
where developable land sitting at the right location is scarce), high-rise mixed-use
buildings become the choice to maximize the return on high land values. The 2004 IRR
of the 1977 NBCP (P.D. No. 1096) generally defines high-rise buildings as sixteen (16)
storeys or taller in height (i.e. from 48.0 m above established grade level, usually the
sidewalk surface). As with other cities trying to overcome the scarcity of correctly sited,
size, configured urban land, the development of extremely tall buildings (50 to 60
storeys) has become the trend despite the earthquake-prone nature of the country.
High-rises as a strategy for development have certain advantages but these far exceed
the carrying capacities of their host sites e.g. the MMA may not have fire trucks that can
reach the top floor of a 60-storey building. Criticisms anent tall buildings range from
their high energy use to their users lack of community spirit. However, the clustering of
tall buildings especially if these surround a mass-transit portal is widely accepted as a
high-efficiency solution.
Safe and Secure Communities
Safety and security are major considerations that boost investor confidence in the City
as a place to do business as well as to reside. Land use planning is one of the most
influential means of ensuring safety from geological and hydro-meteorological hazards
as it determines the appropriate type and intensity of land uses for all areas in the City.
Quite often, it is best that areas identified as prone to hazards be left undeveloped i.e.
such as coastal areas and reclaimed areas that may be subject to storm surges, flooding
and possible liquefaction during extreme events. In the case of the City however, such
hazards need to be overcome through physical planning and supportive engineering
interventions to make them the new engines of economic growth.
Urban Renewal is a strategy that aims to reverse unmitigated urban growth and control
the spread of pockets of urban blight through redevelopment. Urban renewal may
involve the transfer of businesses, demolition of structures, the relocation of
households, and the Governments use of the constitutionally-granted power of eminent
domain as a legal instrument to consolidate private land for a public development
project that is considered beneficial to the majority of the Citys constituency. Occupied
areas with natural hazards are prime candidates for urban redevelopment in order to
remove households located in such areas from inherent danger and threat of disaster
e.g. banks of waterways, considered as danger zones under R.A. No. 7279, the 1992
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Urban Development and Housing Act (UDHA), presently occupied by informal settlers
(IS). Moreover, the presence of natural hazards discourages development because of the
vulnerability of the sites or the uncertainty of the safety of the people living in them.
An assessment of the Citys natural hazards has shown that there are areas exposed to
geological and hydro-meteorological hazards. Since large portions of these high-risk
areas are built-up and inhabited, there should be redevelopment efforts to deal with
both the hazards present and the occupants of such sites.
Liveable and Inspiring City
A key concept in the planning and management of cities is liveability. There have been
several frameworks i.e. World Bank, Global Research Center, etc. that have been used to
evaluate the liveability of cities. The concept of liveability focuses on the improvement of
the quality of life, which requires a physical as well as a social habitat for its realization.
Liveability is defined as the quality of life as experienced by the residents living in a City
that is tied to their ability to access basic services such as: employment opportunities,
health services, education, transportation, communication, clean water, sanitation, clean
air, food, and decent housing. The quality of life also looks into the residents access to
parks and open spaces, and the kind of social learning and social interaction available
there. The four (4) major dimensions of liveability that have been identified are: 1)
personal wellbeing; 2) environmental wellbeing; 3) life world; and 4) governance. The
sub-dimensions include but are not limited to: a) livelihood; b) health; c) education; d)
safety and security; e) quality of water and air; f) solid waste management; g) absence of
slums; h) active community and civil society; i) participatory governance; j) cultural
practices and amenities; k) community; l) public and civic spaces, etc. (Douglass 2002)
Local, Metropolitan, and International Connectivity
Pasay Citys location and the availability and quality of its transport infrastructure make
it one of the most accessible cities in the MMA. Nonetheless, there are still many
prospects for new transport infrastructure that will benefit the MMA but will also
further contribute to the Citys connectivity to other parts of the Philippines and the
world e.g. express tollways to the international airports (e.g. the recently awarded NAIA
elevated Expressway); new transit lines (e.g., the MRT loop to Makati City via the NCRA
and Gil Puyat Ave. (C-3), the LRT Line 1 Extension to Cavite Province, etc.). Many of
these transport infrastructure projects have been initiated and will be implemented by
national agencies (i.e. DPWH, DOTC, etc.). The infrastructure projects that will improve
the Citys connectivity with the rest of the metropolis and beyond i.e. Regions III, IV-A, V,
etc., include the NLEX-SLEX Connector Road, the Toll Regulatory Board (TRB) C-5 Link
Expressway Project, the C-3 South Missing Link, MRT-LRT Expansion and Integration
and the efficient operation of Manila Bay ferry and cruise services. (Figure 2-2, 2-3, 2-4)
The Citys built environment and its high daytime population makes it compact and
therefore suitable for sustainable Transit-Oriented Developments (TODs). Mass transit
systems should preferably be complemented by efficient (and possibly pleasant)
walking environments to provide full pedestrian mobility at all levels of RROW
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development i.e. below-grade, grade and above-grade levels (including air rights). These
are expected as minimum standards for future developments at the NCRA and the CWA.
Communication systems complement transportation systems as interaction takes place

without physical presence/ contact. Digital infrastructure (e.g. internet, mobile and
wireless services, cable and satellite TV, etc.) plays a major role in modern work,
business, education, accessing information, economic transactions, social interaction
and entertainment. Private service providers generally invest in infrastructure in areas
where they project a huge demand for their services. The City Government also invests
in transport-related infrastructure e.g. RROWs, traffic management, etc. to complement
the services provided by private entities.
Green Environment
Urbanization is as a major contributor to carbon emissions, depletion of resources, and

environmental pollution. Sustainable Urbanism (Farr, 2008) which is also referred to as
Green Urbanism espouses more environment-sensitive technology, public transport,
green building and green design principles, but more importantly a major lifestyle shift
that favors walking, bicycling and energy-reducing practices.
For the City, water is very much a part of the Citys environment with water bodies
defining most of its land and water boundaries. The esplanade/ promenade combine for
the NCRA must be sustained and expanded to further increase the area allocated for
open spaces beside bodies of water/ waterways. Green spaces can further expand
through recovery of the mandated legal easement (MLE, per R.A. No. 1067, the 1976
Water Code) along waterways and their conversion into linear parks, and the
landscaping of main roads and walkways to create interlinked greenways, which was
part of the 2000 plan for the CBP-I(A) Island, particularly the former 50.0 has. PEA (now
PRA) property, at the NCRA. These green initiatives will help improve the environment
and add to the amenity stock of the City.
Iconic Spaces and Landmarks
Although the City is a business center and tourism destination, there are few buildings
or spaces that presently symbolize the City. There are additional opportunities for such
landmarks to be established, and it is clearly in the NCRA (and at the future reclaimed
lands at the CWA) where the Citys new iconic spaces and landmarks can be developed.
Iconic buildings and/or civic spaces have the power to create a positive and indelible
image of a city. Many cities have achieved instant recognition with the introduction of
new and spectacular architecture e.g. Marina Bay Sands in Singapore, Taipei 101 in
Taipei, Petronas Towers in Kuala Lumpur are such examples. As the City is in need of
more commercial, business/ office buildings, these new structures have to be designed
in the most modern, innovative, and unique manner that would help portray the Citys
emerging international importance. Future urban design proposals for public/ civic
spaces can also feature informative, person-scaled elements that can provide
geographic, cultural or historical references.
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Iconic structures/ facilities or place identifiers may also be installed in prominent

locations such as those at the intersection of Sen. Gil Puyat Avenue (C-3) and Pres.
Diosdado Macapagal Blvd. and the intersection of Roxas Blvd. (R-1), with Vito Cruz Ave.
Heritage structures, cultural events, and intangible assets e.g. dance, festivals, music,
literature, costume, and cuisine also all contribute to the Citys image.
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Figure 2-2
Metro Manila Proposed Expressways
Source: The Study of Master Plan on High Standard Highway Network Development, DPWH
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Figure 2-3
Metro Manila Proposed Rail Projects
Source: The Study of Master Plan on High Standard Highway Network Development, DPWH
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Figure 2-4
Emerging Business Districts
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2.3.3 THE LAND USE FRAMEWORK PLAN
The apparently disproportionate concentration of land uses for transportation and utilities for
the benefit of the Metropolitan Manila Area (MMA) and not really for Pasay Citys benefit,
illustrates Pasay Citys national importance and its central and pivotal role in the national
transportation cum infrastructure sector. However, this role is apparently not matched by
benefits that Pasay City should derive from hosting the large transportation/ infrastructure
concerns sited in the City e.g. income, taxes, share in new public sector infrastructure projects to
upgrade its capabilities and services, tourism share/ promotions, etc.
Similarly, the effects of the operations of these large transportation/ infrastructure concerns
must be mitigated in terms of visible measures to curb pollution and their effects and of new
private infrastructure initiatives (particularly by private sector proponents such as the
proponents of new/ proposed Public-Private Partnership (PPP) projects within Pasay City e.g.
the Ninoy Aquino International Airport (NAIA) elevated expressway system, the proposed New
Budget Terminal Complex, the Light Rail Transit (LRT) Line 1 Extension Project, the Mass Rapid
Transit (MRT) EDSA Extension Project and possibly even the EDSA elevated expressway project,
etc.), that can all help address the many access problems that have been foisted on Pasay City
residents and visitors alike over the last several decades.
Based on the analyses of problems and issues affecting the land use sector, the land use
framework plan has been prepared as a general guide for both the land use plan preparation
and the revision of the Pasay City zoning ordinance/ ZO (reference Figure 2-6).
The suggested general development thrusts at the six (6) macro land/ water use areas are as
follows:
2.3.3.1 At the Original Settlement Area (OSA)
Considering the general quality (age, size, condition, extent/ effective coverage, etc.) of the
available public infrastructure amenities, facilities, services and utilities (IAFSU) and
considering the general condition of infrastructure and buildings within the OSA, and the
generally horizontal character of development, new high density developments should be
generally restricted. Redevelopment and renewal programs should be primarily encouraged/
promoted.
2.3.3.2 At the Old Reclamation Area (ORA)
Considering the general quality of the available IAFSU and considering the general condition of
infrastructure and buildings within the ORA, as well as the generally horizontal character of
development (except at its periphery/ fringes e.g. along Roxas Boulevard/ Radial Road 1 or R-1
and at certain pockets along/ near Sen. Gil Puyat Ave./ Circumferential Road 3 or C-3), new
developments should be generally encouraged with an eye towards the attainment of a
managed growth in the area. Redevelopment and renewal programs should be equally
encouraged/ promoted together with new development proposals.
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2.3.3.3 At the Original Villamor Air Base Area (OVABA)
available public IAFSU and considering the general condition of infrastructure and buildings
within the OVABA, and the generally horizontal character of the area, except for pockets such as
the Resorts World area), new developments should be generally encouraged with an eye
towards the attainment of a managed growth in the area. Redevelopment and renewal
programs should be equally encouraged/ promoted together with new development proposals.
There is definite need for the continued planning for the upgrading of existing public IAFSU and
public infrastructure within the OVABA. Otherwise, low-level land utilization will eventually and
continually give way to higher intensity commercial land uses, e.g. the Resorts World mixed-use
complex.
2.3.3.4 At the Airport Area (AA)
Considering the general quality of the available public IAFSU, the general condition of buildings/
structures within the AA and the operational requirements of the Manila International Airport
Authority (MIAA), and the safety-oriented horizontal character of the area, new developments
should be generally restricted within the actual operation areas of the NAIA Terminal 1 (T1) &
Terminal 2 (T2) domestic cargo general aviation airport complex. Redevelopment and
renewal programs should be primarily encouraged/ promoted at all other peripheral areas.
If NAIA T1, T2, T3, domestic, cargo and general aviation operations could be fully transferred to
the Clark Civil Aviation Complex (CAC) or even to a new 2,700.0 to 3,000.00 hectares (has.)
reclamation site off Sangley Point in Cavite Province (or at the CWAs of Pasay City, Paraaque
City and Las Pias City) or even to a newly consolidated reclamation area at the CWAs of the
Cities of Pasay, Paraaque and Las Pias, within the next 15 - 25 years, portions of the AA may
then be made available for high-density developments/ redevelopments similar to those
planned for the Fort Bonifacio Global City (BGC) or those now rising at the Boulevard 2000
Project areas, thus reinforcing Pasay Citys bid to becoming one of the premier MMA cities. Since
the MIAA-controlled areas are operated independently of Pasay City, the LGU must exercise all
of its available options under R.A. No. 7160, otherwise known as the 1991 Local Government
Code and its latest implementing rules and regulations (IRR), to possibly exert some form of
joint or cooperative/ collaborative administration over said lands and to later determine the
quality of the possible redevelopments should the same be later freed for possible
redevelopment.
2.3.3.5 At the New Coastal Reclamation Area (NCRA)
If the intended (and adapted) Boulevard 2000 Project developments continue to materialize
over the next 10 - 30 years, Pasay City must be ready for its long-term effects (positive initially
but which could turn out to be negative in the end if not properly planned for, implemented,
managed and monitored). Since the Boulevard 2000 Project was planned, implemented and
possibly operated relatively independent of Pasay City, the LGU must exercise all of its available
options under R.A. No. 7160 to exert partial or joint/ collaborative administrative control over
the portions of the Boulevard 2000 Project, i.e., the NCRA 1 composed of the CC-FCA and CBP-
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I(A) and NCRA 2 composed of up to three (3) or more additional reclamation islands, to
determine the pace and quality of the developments intended or proposed for said areas.
available public IAFSU and considering the general condition of infrastructure and buildings
within the NCRA 1, new developments should be generally encouraged with an eye towards the
attainment of a managed growth in the area. Redevelopment programs (particularly for the CCP
Island) should be equally encouraged/ promoted together with new development proposals
(for the CBP-I(A) ) and the 3-4 new reclamation islands. There is definite need to reinforce
Pasay Citys role as a high-level urban center within the MMA with the continued planning for
similar facilities/ upgrading of existing public and private facilities, e.g. the Cultural Center of
the Philippines (CCP), the Philippine International Convention Center (PICC), the Government
Service Insurance System (GSIS), the Philippine National Bank (PNB), the Department of Trade
Philippine Trade and Training Center (DTI-PTTC), the World Trade Center (WTC), the Folk Arts
Theater (FAT), the Office of the VP (Coconut Palace), etc. and their support infrastructure.
Otherwise, the development objective of the Boulevard 2000 Project, particularly of creating a
major Central Business District (CBD) for southern/ western MMA may not be fully realized.
As the proportion of open spaces with respect to built up areas are expected to be maintained at
the NCRA, the NCRA 1 and 2 can offer the best options for providing Pasay City with a new civic
center site and a true public park system for its residents enjoyment, recreation and health.
Equally important is the emerging trend of large National Government offices looking at the
CBP-IA as a possible future home and site for their edifices e.g. the National Development
Corporation (NDC), the Department of Justice (DoJ) and its proposed Justice Center, the Bureau
of Immigration (BI), the Commission on Elections and the Professional Regulation Commission
(PRC).
2.3.3.6 At the City Waters Area (CWA)
The CWA is the waterside of Pasay City and its boundaries with the adjacent cities of Manila,
Paraaque, and possibly with the intersecting city waters boundaries of Las Pias, Bacoor
(Cavite Province) and Cavite City should be promptly identified and delineated, with the official
assistance of the Philippine Reclamation Authority (PRA), the Department of Environment and
Natural Resources (DENR) and other concerned Government of the Republic of the Philippines
(GRP) i.e. National Government agencies.
For the next thirty (30) years while the NCRA 1 continues to develop and when NCRA 2 (with its
3 new reclamation islands) is expected to be developed, other new reclamation development
initiatives could be temporarily restricted at the CWA. Proposals for large, stilted, platform-
based developments may nonetheless be considered for further study/ evaluation at the CWA in
the interim i.e. for possible implementation from years 21 through 40 (reckoned from 2015).
However, water-based developments which tend to promote Pasay Citys educational, tourism,
recreational and entertainment values using the CWA should all be proactively encouraged.
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2.3.3.7 At the City Air Area (CAA)
For the next thirty (30) years while the NCRA 1 continues to develop and when NCRA 2 (with its
3 new reclamation islands) is expected to be developed, other new reclamation development
initiatives could be temporarily restricted at the CWA. Proposals for large, stilted, platform-
based developments may nonetheless be considered for further study/ evaluation at the CWA in
the interim i.e. for possible implementation from years 21 through 40 (reckoned from 2015).
However, water-based developments which tend to promote Pasay Citys educational, tourism,
recreational and entertainment values using the CWA should all be proactively encouraged.
The applicability of the additional CAAP restrictions on top of the NBCP-prescribed Building
Height Limit (BHL) shall only be as good as the continued stay of the NAIA facilities at Pasay
City. Should the same be relocated to Clark Field (in Pampanga Province to the north) or Sangley
Point (in Cavite Province to the south) or at the CWAs of the cities of Pasay, Paraaque and Las
Pias (i.e. the SMC airport proposal), all of said CAAP restrictions shall be automatically
removed, which can pave the way for high to very high-density vertical developments such as
those presently found in Makati City and Taguig City.
Figure 2-5
Building Height Limit Projection Map for the City Air Area (CAA) at Pasay City
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Figure 2-6 Pasay City Land Use Framework Plan
2.3.4 LAND MANAGEMENT FRAMEWORK (LMF)
The LMF shall provide the broad policies and programs that will guide all future development
and redevelopment efforts in Pasay City at least for the next 9 years (but will hopefully be
implemented beyond the CLUPs 9-year planning horizon ending in 2023). The LMF must
ensure that individual development and/or redevelopment efforts shall remain consistent with
the goals of socio-economic progress and growth sustainability.
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2.3.4.1 Overall Policies
The LGU of Pasay City must adopt a set of mutually reinforcing land management policies to
ensure the sustainability of future growth and/or regrowth. The following general policies
provide overall direction in all developments:
The LGU of Pasay City must adopt a market-based land management policy to foster a
sustainable built, social and economic environment that is highly conducive to economic
growth.
The LGU of Pasay City must adopt a policy of development with social responsibility so
that the benefits derived from economic growth shall redound to the direct benefit of
the entire community.
The LGU of Pasay City must adopt a policy of growth with environmental integrity to
ensure that the ecological balance is at all times maintained and not compromised.
2.3.4.2 Specific Policies
To further ensure that individual development and/or redevelopment efforts remain aligned
with the over-all goals of the LGU of Pasay City, specific policies must likewise be formulated to
attain specific objectives in key planning areas.
Socio-Economic Welfare
Existing and future developments/ redevelopments must positively contribute to the

socio-economic welfare of the community. For example, production facilities that
employ a large number of workers, e.g. business/ knowledge process outsourcing (BPO/
KPO), light industries, light manufacturing activities, etc., must provide proximate
worker housing and must prioritize the employment of Pasay City residents. Existing
and proposed developments/ redevelopments that generate much vehicular/
pedestrian traffic and/or those that impose a huge demand on public IAFSU must also
ensure that their developments/ generated traffic do not unduly burden Pasay Citys
existing road network and utility systems.
Environmental Conservation and Preservation
All significant and existing/ salvageable natural environmental assets must be

conserved to the fullest extent possible but should also not stand in the way of
sustainable developments. These include natural views/ vistas, trees, vegetation, etc. All
existing and proposed structures, facilities and related developments must closely
consider the maintenance of the environmental integrity at project sites and the
immediate vicinities.
All existing and proposed developments and/or redevelopments must always enhance
the quality of the neighborhood. The design, construction, operation and maintenance of
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every facility/ establishment must be in harmony with the intended character of its
neighborhood. All development/ redevelopment efforts must yield some improvement
in the value of the properties in the neighborhood in particular and of the community in
general.
Active Urban Spaces
The city must promote the development of a network of active urban open recreational
spaces. All existing/ proposed large-scale sprawling developments, subdivisions,
shopping malls, etc., must provide functional green open recreational spaces which shall
be effectively utilized by the facility end-users in particular and by the Pasay City
residents in general.
Vacant Lands, Idle (Unutilized) Urban Lands Under Long-Term to Very Long Term
Development Commitments
The city considers land as a high value but limited resource. The Pasay City LGU
therefore encourages vacant, idle and development-committed lands held in land banks
be utilized soonest for the public good. Urban land use programs may have to be crafted
and implemented to put such lands into interim productive use. For instance, since
reclaimed land as in the NCRA allows the growth of fast-growing tree species, then some
NCRA areas should be temporarily used by their respective developer-owners as
nurseries or seedling banks (for later use of the seedlings in the planting program for
the reclaimed area, in the greening of Pasay City streets or for use in other open areas
that may be programmed for Pasay City).
Vacant, idle and development-committed urban lands may also be used in the interim as
limited recreational facilities, public entertainment/ assembly venues, off-street parking
and terminal sites, towing yard or impoundment lots for illegally parked/ stalled/
towed/ abandoned/ wrecked vehicles found in Pasay City, development staging areas,
etc. The appropriate sets of incentives for the temporary limited utilization of vacant,
idle and committed lands and the corresponding penalties for keeping them vacant, idle
and/or development-committed should be put forward by the Pasay City LGU.
Historic Conservation and Preservation
Historic sites and facilities, if existing shall be conserved and preserved. To the extent
possible, these must be made accessible for the educational and cultural enrichment of
the general public. Pasay City must maintain an inventory of these sites and facilities
and possibly integrate these into the Citys tourism program.
Land Management Areas (LMAs)
To guide future development and redevelopment efforts in Pasay City, Land

Management Areas (LMAs) must be defined. The classification of LMAs must be based
on proximity, commonality of concerns, level of urbanization, environmental
characteristics and development/ redevelopment potentials. Policy directions as well as
broad development programs that respond to key issues must also be provided for each
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of the identified LMAs. The proposed LMAs for Pasay City are presented in Table 2-1
below.
Table 2-1
Approximate Area Allocation of the General Land Use Framework Plan, Pasay City, 2013
Approx. Land Area Approx. Share in

Land Management Area (LMA)
(hectares) Land Area (%)
1. Growth Promotion and Management at the 352.18* 14.44*
New Coastal Reclamation Areas (GPM-
NCRAs)
2. Growth Management at the Airport Area (GM- 10.34
AA) 252.23
3. Growth Management at the Original Villamor 347.99 14.26
Air Base Area (GM-OVABA)
4. Urban Redevelopment at the Old Reclamation 649.95 26.64
Area (UR-ORA)
5. Micro Scale Urban Redevelopment at the 202.76 8.31
Original Settlement Area (MSUR-OSA)
6. Limited Promotion of Development at the 634.72 26.01
City Waters Area (LPD-CWA)
TOTAL 2,439.83* 100.00*
Notes: Computed from digitized map. Subject to confirmation survey.
*At least another five hundred hectares (500.0 has.) can be reclaimed as part of the CWA land reclamation
developments.
2.3.4.3 Growth Promotion and Management at the New Coastal Reclamation

Areas (GPM-NCRAs)
The NCRA 1 is located at the westernmost portion of Pasay City. It includes all reclaimed lands
west of the Roxas Blvd./ Radial Road 1 (R-1) lying between the Pasay City boundaries with the
Cities of Manila and Paraaque (reference Figure 2-7).
Area Characteristics. The NCRA has a very high development capability and the potential to
build-up its service infrastructure, in spite of severe environmental constraints. Large tracts of
titled land have already been committed for major developments within the next 3 - 15 years.
While some portions are still vacant and idle, these are nonetheless classified as Planned Unit
Developments (PUDs) because of such development commitments.
However, since most of these presently vacant/ idle lands, i.e., about 150.0 hectares (has.) out of
about 320.0 has. in existence, have development master plans (DMPs), these plans may not yet
carry the official approval of the Pasay City LGU, partly since the DMPs market-driven character
may require periodic changes to match the ever-changing market conditions.
Before 2018, the NCRA may already become a regionally significant employment center that
may already enjoy the support of middle to upscale residential communities. It may possibly
also host the new Pasay City government/ civic center as well as major multi-modal facilities.
The area can eventually emerge as one of the MMAs newer and world-class CBDs.
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Refer to prior discussions on the NCRA, appearing in preceding sections of this chapter, for
other area characteristics.
Another three (3) reclamation islands can be developed in this area (with existing shelf/ floor
depths at about 9.0 meters (m) below the water surface. These new islands (i.e. Islands 1, 2 and
3) may eventually host mixed-use developments and are therefore to be classified as PUDs
under this Comprehensive Land, Water and Air Use Plan (CLWAUP) for Pasay City.
a. Area Level Issues. The development issues that are present in this area (particularly at
NCRA 1) include:
i) Its proneness to over-building given its highly developable nature;

ii) Huge idle/ vacant/ development-committed lands i.e. component PUDs are located
here but these are held in various land banks;
iii) Lack of GRP-Metropolitan Manila Development Authority (MMDA)-Pasay City LGU
coordination for the major development components, i.e. in terms of functional
complementation and integration;
iv) Presently inadequate public infrastructure and utilities, particularly in the area of
transportation e.g. public intermodals, multi-modals, mass transit linkages, etc. as
the existing facilities are mostly intended for the privately-owned developments;
and
v) Environmental constraints and physical hazards are high in this area.
Refer to prior discussions on the NCRA, appearing in preceding sections of this chapter,
for other area level issues.
b. Key Policy Direction
i) Promote compact developments that provide for the convenient proximity between
workplace, home and amenities, i.e. the new urbanism concept;
ii) A publicly accessible network of shared open spaces to be contributed by each
developer (and/or their locators) should be required;
iii) Encourage and promote interim land uses such as nurseries, vehicle depositories,
etc. or creative recreational uses to utilize idle/ vacant/ development-committed
lands;
iv) Promote development master plan (DMP) coordination by all developers/ locators
with the GRP-MMDA-Pasay City LGU to achieve complementation and ensure good
internal circulation; of particular importance is the participation of the MMDA, the
Department of Transportation and Communications (DOTC) and its attached
agencies and the Department of Public Works and Highways (DPWH);
v) Strengthen physical and functional linkages with the ORA and the OSA;
vi) Provide world class infrastructure/ amenities/ facilities/ services/ utilities (IAFSU)
such as roads, water, drainage, power, telecommunication, waste management, etc.;
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vii) The NCRA has the greatest potential to host future functional urban open
recreational spaces that are within easy reach of existing population centers; as
such, the maintenance of substantial open recreational spaces must be ensured;
viii) Economically viable undertakings must be encouraged through investor promotion
and by enhancing the areas accessibility; and
ix) Environmental conservation and preservation practices should be observed at all
times.
c. Program to Direct Growth
i) Mixed, complementary/ supplementary and high intensity uses, i.e., that must first
satisfy Boulevard 2000, PRA, Civil Aviation Authority of the Philippines (CAAP),
Housing and Land Use Regulatory Board (HLURB), DENR Environmental
Management Bureau (EMB), DPWH National Building Code Development Office
(NBCDO), LGU Office of the Building Official (OBO, which is under the DPWH),
Department of the Interior and Local Government (DILG), DILG Bureau of Fire
Protection (BFP), LGU Office of the Fire Marshal (OFM), CAAP and related
regulations, shall be encouraged in the NCRA 1 and 2;
ii) A system of fiscal incentives and disincentives (and/ or penalties) must be

introduced to encourage the interim and/or short- to medium-term utilization of
idle/ vacant/ development-committed lands;
iii) A city land banking program may have to be institutionalized for this area so that a
public parks development project and the new Pasay City civic center project could
materialize;
iv) A forum composed of the Pasay City LGU and NCRA property owners must be
institutionalized to regularly coordinate and review proposed developments;
particular focus shall be on road and drainage inter-connections, development
controls and types of common/ shared facilities to be built; and
v) A massive public infrastructure build-up which is necessary to ensure the continued

viability of the NCRA areas.
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Figure 2-7
Growth Promotion and Management at the New Coastal Reclamation Areas (GPM-NCRA)
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2.3.4.4 Growth Management at the Airport Area (GM-AA)
The AA lies in the southern part of Pasay City. It is bounded on the south and on the west by the
Paraaque City boundary; on the north by the OSA; and on the East by the OVABA (reference
Figure 2-8).
a. Area Characteristics. The AA has only low to moderate development capability due to
aviation-related operations at most of the MIAA-controlled areas, i.e., particularly
mandatory compliance with all applicable CAAP height restrictions following the center
and divergence lines of Runways 13-31 (i.e. the domestic runway) and 06-24 (i.e. the
international runway).
Refer to prior discussions on the AA, appearing in preceding sections of this chapter, for
b. Area Level Issues. The development issues that are present in this area include:
i) Growth is generally constrained by the general lack of accessibility, inadequate

roads and the present level of congestion;
ii) Urban pressure has led to pre-mature land use conversion to host more intensive/
severe uses;
iii) Environmental concerns such as the high to very high levels of air and noise
pollution;
iv) Outside of the lands devoted to aviation-related activities, the AA has a generally
irrational development pattern; development has occurred in an incremental and
disjointed pattern leaving some areas to suffer on-road congestion more than other
areas within the AA;
v) Property rights have generally come into conflict with MIAA land use restrictions
and with the CAAP imposable building/ structure height restrictions; and
vi) Urban developments, both formal and informal, have encroached into a large
portion of MIAA-controlled areas.
Please also refer to prior discussions on the AA, appearing in preceding sections of this
chapter, for other area level issues.
c. Key Policy Directions
i) The development potential and use viability of the AA lands not devoted to aviation-
related activities must be increased;
ii) Future industrial land uses proposed by the MIAA for the areas west of Domestic
Road must be controlled to minimize adverse impacts on the environment,
particularly the Paraaque River;
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iii) Urban redevelopment and regeneration shall be promoted along with a re-growth
pattern that can effectively increase land use efficiency;
iv) Land development procedures shall be rationalized in coordination with the MIAA
DMP;
v) Other economically viable undertakings must be encouraged through investor

promotion and by enhancing the areas accessibility; Environmental conservation
and preservation practices should be observed at all times; and
vi) Informal settlers in clear violation of applicable laws, i.e. particularly R.A. No. 7279
must be relocated soonest.
d. Program to Direct Growth
i) Development proposals for the AA must complement those for the OVABA;
enhancement of internal accessibility between AA and OVABA and the upgrading of
the IAFSU;
ii) Socialized, low-cost to middle-income housing, recreation and other community

facilities shall be encouraged particularly at peripheral AA areas assigned to non-
aviation-related activities; this should include the CAAP-titled property at the corner
of Andrews Ave. and the Domestic Road (beside the Light Rail Transit Authority
(LRTA)-controlled area on which the LRT Line 1 depot is located);
iii) Strict development controls along with the regular environmental monitoring of all
aviation-related activities must be implemented by the MIAA in coordination with
the DENR-EMB; these shall be complemented by appropriate traffic management
schemes in coordination with the MMDA, DPWH and the DOTC and its concerned
agencies;
iv) The peripheral non-aviation-related areas at the AA must be transformed into

medium- to high-intensity mixed-use developments (business and commercial land
uses) and for on-site relocation for high- to very high density residential and
housing projects to be initiated by the MIAA; further, GRP-MMDA-Pasay City LGU
must encourage and assist consolidated area planning in the AA, especially in the
planning for pockets of open recreational spaces between major development areas;
v) Conditional zoning provisions if any, subject to MIAA participation and concurrence,

must be implemented in the affected areas; and
vi) An inventory of the status of land and property ownership shall be generally
undertaken; as the AA also is environmentally-constrained, a program of re-location
and/or environmental protection of settlements shall be pursued; the GRP and/or
the LGU may opt to buy out titled properties or evict informal settlers that are in
danger zones (in full accordance with law).
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Figure 2-8
Growth Management at the Airport Area (GM-AA)
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2.3.4.5 Growth Management at the Original Villamor Air Base Area (GM-
OVABA)
The OVABA lies in the southeastern part of Pasay City. It is bounded on the south and on the
west by the AA, on the north by the OSA and the Makati City boundary and on the east by the
South Luzon Expressway (SLEX)/ Radial Road 3/ R-3 (reference Figure 2-9).
a. Area Characteristics. The OVABA has moderate to high development capability partly
due to aviation-related operations at the MIAA-controlled areas and due to the
possibility of introducing complementary commercial and other high intensity uses at
the Base Conversion Development Authority (BCDA)-controlled areas. Both the MIAA
and BCDA areas face each other across Andrews Ave.
b. Refer to prior discussions on the AA, appearing in preceding sections of this chapter, for
c. Area Level Issues. The development issues that are present in this area include:
i) Growth is also constrained by the general lack of accessibility, inadequate roads and
the present level of congestion at the approaches to Andrews Ave.;
ii) Urban pressure has led to pre-mature land use conversion to host more intensive/
severe uses; and
iii) Environmental concerns such as the presently medium to high levels of air and noise
pollution.
Refer to prior discussions on the OVABA, appearing in preceding sections of this

chapter, for other area level issues.
d. Key Policy Directions
i) The development potential and use viability of the OVABA lands not devoted to
aviation-related activities must be increased;
ii) Urban redevelopment and regeneration shall be promoted along with a re-growth
pattern that can effectively increase land use efficiency;
iii) Land development procedures shall be rationalized in coordination with the MIAA-
NAIA IPT 3, BCDA and Philippine Air Force (PAF) DMPs;
iv) Support a possible EDSA-MRT spur line development to the NAIA IPT 3 or NAIA IPT
2 [possibly along Aurora Blvd./ Tramo, Andrews Ave. and MIA (later NAIA) Road];
v) Re-examine the projected net benefits of the elevated tollway system between
Bonifacio Global City (BGC) and the Coastal Road/ R-1, i.e. via Sales St., Andrews
Ave., Quirino Ave. and NAIA Road; this viaduct is partly intended to service the NAIA
IPT 3;
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vi) Other economically viable undertakings must be encouraged through investor

promotion and by enhancing the areas accessibility;
vii) Environmental conservation and preservation practices should be observed at all

times; and
viii) Informal settler families (ISFs) in clear violation of applicable laws, e.g. R.A. No.
7279, must be relocated soonest.
e. Program to Direct Growth
i) Development proposals for the OVABA must closely complement those for the AA;
enhancement of internal accessibility between AA and OVABA and the upgrading of
the IAFSU;
ii) Institutional, residential, recreational and other community facilities shall be

encouraged at the PAF-controlled areas;
iii) Strict development controls along with the regular environmental monitoring of all
high intensity land uses must be implemented by the MIAA and the BCDA in
coordination with the DENR-EMB; this shall be complemented by appropriate traffic
management schemes in coordination with the MMDA, DPWH and the DOTC and its
concerned agencies;
iv) The peripheral non-aviation-related areas at the OVABA must be transformed into
medium- to high-intensity mixed-use developments (business and commercial land
uses) to be initiated by the BCDA by the MIAA; further, GRP-MMDA-Pasay City LGU
must encourage and assist consolidated area planning in the OVABA, especially in
the planning for pockets or strips of open recreational spaces between major
development areas; and
v) Conditional zoning provisions if any, subject to MIAA and BCDA participation and
concurrence, must be implemented only in the concerned areas.
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Figure 2-9
Growth Management at the Original Villamor Air Base Area (GM-OVABA)
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2.3.4.6 Urban Redevelopment at the Original Reclamation Area (UR-ORA)
The ORA is located at the northern and central portions of Pasay City. It is bounded on the north
by the common boundary with the City of Manila, on the west by the NCRA, on the south by the
common boundary with Paraaque City and on the east by Taft Ave./ Radial Road 2 or R-2
(reference Figure 2-10).
a. Area Characteristics. The ORA is host to interspersed high density, high intensity
mixed-use neighborhoods. Its most important feature is the presence of visitor-oriented
and/or visitor-friendly establishments, i.e. tourism and hospitality centers such as
hotels, fine dining and entertainment places, motor hotels (motels), commercial
establishments, institutional facilities such as GRP offices, the Pasay City Hall Complex,
hospitals, schools, foreign embassy/ consular properties, etc.
Refer to prior discussions on the ORA, appearing in preceding sections of this chapter,
for other area characteristics.
b. Area Level Issues. The development issues that are present in this area include:
i) Extremely high densities in the built-up areas and the presence of some large idle/
vacant properties generally characterize the land use pattern;
ii) Outside of Roxas Blvd./ R-1, the environment can be generally characterized as of
average quality but such a condition is often aggravated by traffic congestion at the
main roads;
iii) Seeming/ actual conflicts in adjoining land uses are commonplace, e.g. a
manufacturing/ warehouse facility existing beside residences or schools, very high-
density residential areas right beside large institutional areas not directly serving
the host residential communities, etc.
Refer to prior discussions on the ORA, appearing in preceding sections of this chapter,
i) Overall urban environment must be upgraded and the prompt utilization of idle/
vacant lands must likewise be promoted;
ii) Industrial-type land uses, e.g. manufacturing, warehousing/ storage and the like,
must be strictly monitored to mitigate adverse environmental consequences of their
continued operations in a largely commercial-residential area, and their eventual
transfer outside the MMA sought and possibly facilitated.
iii) Other economically viable undertakings must be encouraged through investor

promotion and by enhancing the areas accessibility;
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iv) Environmental conservation and preservation practices should be observed at all

times even for residential projects; and
v) Informal settlers in clear violation of applicable laws e.g. R.A. No. 7279, must be
relocated soonest.
i) Major developments such as high-rise office, residential or mixed-use

condominiums shall preferably not be constructed in the OSA without the prior
conduct of public hearings concerning the following matters: 1) the initial
environmental examination (IEE) or environmental impact statement (EIS) to
secure the Environmental Compliance Certificate (ECC) from the DENR-
Environmental Management Bureau (EMB); 2) the traffic impact assessment (TIA)
of the project; 3) the CAAP height clearance certificate (HCC) of the project; 4) the
projects social acceptability to the sectors most affected, particularly those entities
who are legally/ permanently situated within a 150.0 meter (m) radius of the
project; and 5) most importantly, a public infrastructure impact assessment that
would study the projects effects on the public IAFSU available in the community;
ii) Regular environmental monitoring activities must be implemented in collaboration

with the DENR-EMB;
iii) New industrial-type developments must be discouraged because of the danger they
may pose to the resident community;
iv) Small-scale to medium-scale high density housing redevelopment must be

encouraged if there are willing property owners who can participate in a housing
cooperative venture;
v) An inventory of the status of land and property ownership at the ORA must be
undertaken; as the ORA is environmentally-constrained, a program of off-site
informal settler relocation and/or environmental protection of existing informal
settlements must also be considered; and
vi) Necessary physical and social infrastructure and facilities must be provided,
particularly for officially listed residents at Area for Priority Development (APD)
sites.
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Figure 2-10
Urban Redevelopment at the Old Reclamation Area (UR-ORA)
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2.3.4.7 Micro Scale Urban Redevelopment at the Original Settlement Area

(MSUR-OSA)
The OSA is located at the eastern and central portions of Pasay City. It is bounded on the north
by the common boundary with the City of Manila, on the west by the Taft Ave./ R-2, on the south
by the Airport Area and on the east by Tripa de Gallina and the common boundary with Makati
City and the OVABA(reference Figure 2-11).
a. Area Characteristics. The OSA has very limited future development potentials
inasmuch as most of it is built-up and accessible only by narrow roads. It is
characterized by closely compacted individual developments pre-dominated by medium
to high-density residential uses and small-scale neighborhood shops. It is also host to
the largest APD in Pasay City and to informal settlers along the Estero Tripa de Gallina
area.
The western and southern parts of the OSA are quite different from the rest of the OSA
as it is host to interspersed medium to large high-intensity commercial/ mixed-use
developments and medium to high-density residential developments. Its most
important feature is the presence of visitor-oriented establishments, i.e., commercial
establishments and entertainment places along Taft Ave./ R-1, institutional facilities
such as schools and churches along Burgos St. etc.
Refer to prior discussions on the OSA, appearing in preceding sections of this chapter,
b. Area Level Issues
i) Overall urban environment is of low quality with very minimal to almost non-
existent public open recreational spaces;
ii) Extremely high densities in the built-up areas generally characterize the land use
pattern;
iii) The environment can be generally characterized as of low to average quality with
traffic congestion being commonplace at the main roads;
iv) Seeming/ actual conflicts in adjoining land uses are commonplace, e.g. a
manufacturing/ warehouse facility existing beside/ across/ amidst residences or
schools, very high density residential areas right beside large institutional areas not
directly serving their host residential communities, etc.
Refer to prior discussions on the OSA, appearing in preceding sections of this chapter,
i) The stabilization of neighborhoods through urban regeneration efforts must be

promoted;
ii) Informal settlers in clear violation of applicable laws must be relocated soonest;
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iii) The Pasay City LGU must encourage and assist small-scale to medium-scale
integrated area planning within the APDs, especially for the creation of pockets or
strips of recreational open spaces;
iv) Overall urban environment must be upgraded; environmental conservation and
preservation practices should be observed at all times even for new residential
projects/ residential redevelopment projects;
v) Industrial-type land uses, e.g. manufacturing, warehousing/ storage and the like if
allowed to exist until a total ban is imposed, must be strictly monitored to mitigate
adverse environmental consequences of their continued operations in a largely
commercial-residential area; and
vi) Other economically viable undertakings must be encouraged through investor
promotion and by enhancing the areas accessibility.
i) Redevelopment programs must be geared towards the maintenance of quality

medium-density to high-density residential neighborhoods; sidewalk and road
pavement improvement, street lighting, planting, etc. shall be preserved or
improved as needed;
ii) Major developments such as high-rise office, residential or mixed-use
condominiums shall not be constructed in the OSA without the prior conduct of
public hearings concerning the following matters: 1) the IEE or EIS to secure the ECC
from the DENR-EMB; 2) the TIA of the project; 3) the HCC of the project; 4) the
projects social acceptability to the sectors most affected, particularly those entities
who are legally/ permanently situated within a 150.0 m radius of the project; and 5)
most importantly, a public infrastructure impact assessment that would study the
projects effects on the public IAFSU available in the community;
iii) Regular environmental monitoring activities particularly along the Tripa de Gallina
must be implemented in collaboration with the DENR-EMB;
iv) New industrial-type developments must be discouraged because of the danger they
may pose to the resident community;
v) An inventory of the status of land and property ownership at the OSA must be
undertaken; as the OSA is environmentally-constrained, a program of off-site
informal settler relocation and/or environmental protection of existing informal
settlements must be seriously considered;
vi) Small-scale to medium-scale high density housing redevelopment must be
encouraged if there are willing property owners who can participate in a housing
cooperative venture;
vii) Necessary physical and social infrastructure and facilities must be provided,
particularly for officially listed residents at APD areas.; and
viii) The Pasay City LGU may opt to purchase titled properties or evict informal settlers
that are in qualified danger zones, i.e. in full compliance with R.A. No. 7279.
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Figure 2-11
Micro Scale Urban Redevelopment at the Original Settlement Area (MSUR-OSA)
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2.3.4.8 Promotion of Limited Development/ Use at the City Waters Area (PLD-
CWA)
The CWA is the coastal waters off the NCRA and includes the envisioned 3 new Pasay City
reclamation islands (reference Figure 2-12)
a. Area Characteristics. For the western coastal waters off NCRA, there are presently no
land-based developments but there is huge potential to host water-based
developments/ activities. For the waters separating CC-FCA and CBP-I(A) and CBP-2/ 3
(in Paraaque City), i.e. the Libertad and Redemptorist Channels, it is expected that
these will continue to serve mainly drainage functions (reference Figure 4.7). For the
waters north of CC-FCA (which is shared with the Manila Yacht Club in the City of
Manila), including the ferry terminal in the FAT area, and for the waters south of the
CBP-I(A) hosting a ferry terminal behind the Sto. Nio Church, a few meters away from
the Mall of Asia (MoA), it is expected that these areas will play key roles in making Pasay
City accessible by water from points all over the Manila Bay area.
Refer to prior discussions on the CWA, appearing in preceding sections of this chapter,
b. Area Level Issues. Physical and visual access to both the CWA and to the coastal
portions of the NCRA side has been constrained by land-side developments as can be
clearly seen from examples at the CC-FCA, e.g. the Sofitel Hotel appears to have sealed
off public access to the coastal easement behind the hotel, etc. It is hoped that the
general public may somehow gain access to the west-facing seawall at CC-FCA.
Fortunately, the CBP-I(A) Project has provisions to allow full public access to its seawall,
e.g. integrated promenade and esplanade system, and full visual access from ground
level from as far as Roxas Blvd./ R-1, but these may still change in use once the other 3
reclaimed islands at the CWA become a reality.
Refer to prior discussions on the CWA, appearing in preceding sections of this chapter,

i) Opportunities to physically and visually access the CWA from the NCRA must be
promoted and maintained as the coastal easement areas are public domain;
ii) Other economically viable undertakings must be encouraged through investor
promotion particularly for short-term to medium-term (interim use) water-based
non-habitable developments;
iii) Promote investments in the area of water transportation using the existing ferry
pier (located on the Manila side of the Pasay City-City of Manila boundary) at CC-FCA
as the base; Environmental conservation and preservation practices should be
observed at all times.
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i) The development of public facilities that can provide direct access to the CWA must
be encouraged; incentives to preferred water-based developments particularly
those that provide water-oriented recreation must be granted. Stringent planning
and design restrictions on new water-based developments must be implemented to
ensure public safety and environmental compliance; and
ii) Expand ferry terminal facilities and services [based at the Manila side of the Pasay
City-City of Manila boundary and at the CBP-I(A) area] initially to Bataan and Cavite
and possibly later on to points in Bulacan and Pampanga Provinces as these will help
revive the traditional trade links between Pasay City and these areas.
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Figure 2-12
Promotion of Limited Development/Use at the City Waters Area (PLD-CWA)
Site of new land reclamation

Suggested Northern approved by the City of Manila
Boundary Line of
the Pasay City
Waters Area/ CWA
(based on the
Extended Land
Boundary) i.e. for
final determination
by the DENR
CWA
CWA
CWA
CWA
CWA
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2.3.4.9 Restricted Development/ Use at the City Air Area (RDU-CAA)
The CAA is at the airside of the entire Pasay City (as defined by its land and city water
boundaries below);
a. Area Characteristics. The use of the CAA of Pasay City is limited by building height limit
(BHL) prescriptions under both the NBCP and under supervening CAAP regulations for
developments within the MIAA aerodrome i.e. particularly along the extended runway
centerlines of runway (RWY) 13-31 (the domestic runway). As such, the following have
emerged as the CAA characteristics to date:
i) low-rise to medium-rise buildings i.e. at a possible maximum BHL of say 16.0-

storeys at the NCRA 1;
ii) medium-rise to high-rise buildings i.e. at a possible maximum BHL of say 30.0-
storeys at the NCRA 2 (proposed 3 reclamation islands);
iii) medium-rise to high-rise buildings i.e. at a possible maximum BHL of say 30.0-
storeys at the ORA;
iv) medium-rise to high-rise buildings i.e. at a possible maximum BHL of say 40.0-
storeys at the OSA;
v) low-rise to medium-rise buildings i.e. at a possible maximum BHL of say 16.0-
storeys at the OVABA;
vi) low-rise to medium-rise buildings i.e. at a possible maximum BHL of say 12.0-
storeys at the AA; and
vii) future medium-rise to high-rise buildings i.e. at a possible maximum BHL of say
60.0-storeys at the CWA (once either reclamation or stilted platform developments
become a reality for this area).
Refer to prior discussions on the CAA, appearing in preceding sections of this chapter,
b. Area Level Issues. In the case of titled lands located close to operating airports, the
vested rights or privileges to utilize the air rights above such properties are not absolute
as the same are severely restricted due to the presence of an active aerodrome.
Refer to prior discussions on the CAA, appearing in preceding sections of this chapter,
i) Travel safety to and from all MIAA-controlled areas shall be paramount; as such, all
CAAP regulations must be adhered to, particularly the HCC requirement prior to the
OBO building application permit processing for tall building projects (i.e. medium-
rise and high-rise buildings/ structures);and
ii) Promote only investments where aerodrome safety shall be observed at all times.
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i) Stringent physical planning and design restrictions on all new medium-rise and
high-rise building developments must be implemented by the Pasay City Planning
and Development Office (CPDO) to fully ensure public safety within the CAA and the
MIAA aerodrome; and
ii) Develop the IRR and Guidelines of the Zoning Ordinance (ZO) for all Pasay City
development zones, the CWA and the CAA, which is a separate consulting service
effort, to specifically include:
1) plot the MIAA aerodrome over Pasay City in collaboration with the CAAP;
2) the BHL map based on current CAAP development restrictions, as well as all
other applicable development controls;
3) the percentage of site occupancy (PSO) map based on present NBCP

development controls; and
4) floor to lot area ratio (FLAR) map, the maximum building bulk (MBB) map
and the maximum building density (MBD) map based on present NBCP
development controls.
2.4 THE LAND USE PLAN

2.4.1 PHYSICAL DEVELOPMENT GOALS
The physical development goals, objectives and corresponding land use strategies of the City
provides the direction that will help translate the Vision into a viable comprehensive land use
plan (CLUP) i.e. actually a comprehensive land, water and air use plan (CLWAUP) in the case of
Pasay City, since it is a coastal city with city water boundaries (CWB) and since it has an
aerodrome with 2 operating (and intersecting) runways. The physical development goals and
objectives present the physical dimension of the Citys development goals and objectives. These
are also the spatial integration of the various sectoral concerns factored into the programmed
development of the City. The Citys physical development goal is to manage its growth, such that
the resulting built environment is able to fully comply with the proposed land uses and with the
attendant development restrictions.
Supports the development of Pasay City to become the newest MMA business, service
and urban tourism center. In order to achieve recognition as a business, service and
tourism center, the CLUP has to provide additional areas where growth of business,
services and tourism can be accommodated. Expansion areas include possible increase
in building densities (i.e. through FLAR increases) as well as new areas adjacent to the
new CBD and PUDs where developments can spill over; development of underutilized
areas as well as areas with growth potential as support nodes; and transportation and
other infrastructure should also be able to improve to meet future needs and higher
expectations.
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Enhances economic productivity, social and physical integration, access to higher

levels of services, regional access and local circulation. The projected increases in
business, service and tourism areas have to be supported by sufficient and modern
infrastructure that can keep the City competitive. The CBD, Government Center
proposed in the year 2000 at CBP-I(A), and the mixed-use developments forming part of
PUDs have to be seamlessly connected by efficient infrastructure so that these can all
play vital complementary roles.
Encourages technological advancement. The CLUP should provide an environment for

innovation where new technologies and techniques in urban management can be easily
integrated. There should be several opportunities to test new technologies and to
pioneer innovative techniques in urban development.
Creates a sustainable urban environment. The competitiveness of world cities today

and tomorrow will put a premium on the quality of the environment e.g. air quality,
presence of parks, quality of water bodies, access to fresh food, renewable energy,
recycling programs, mass transit systems, and walkable environments. Another is to
increase the inventory of open spaces that help absorb air pollution, promote urban
agriculture, and create a conducive and walkable environment. Encouraging renewable
energy, efficient energy use, rainwater harvesting, and recycling of resources also help
support the Citys green agenda. The CLUP must also take into consideration climate
change adaptive and disaster risk reduction measures to improve safety and to
increasing the resiliency and survivability of the communities.
Provides opportunities for iconic landmarks and spaces. Most world-renowned cities
have iconic landmarks and spaces that help identify the same and also contribute to
their brand/ image. These strong images can be iconic buildings, structures, and public
art or innovative public spaces popular with the resident population. The most famous
and recognizable landmarks and spaces do not happen by accident as opportunities
must be created to make them happen. The CLUP must help create these physical
environments that shall become opportunities for iconic landmarks and spaces.
2.4.2 PHYSICAL DEVELOPMENT OBJECTIVES
The specific objective of the physical development goal is to create a physical environment that
will provide:
The existing and future residential, commercial, recreational and institutional

requirements of the City. Although the Citys economy is driven by its business,
service and urban tourism activities, a balance of land uses has to be maintained to
promote a balanced lifestyle for its workers, residents and transients/ visitors alike.
A land use pattern that promotes integration, climate change adaptation and
disaster resilience. The City has to be assessed in terms of geological and hydro-
meteorological hazards so that vulnerable areas may be identified and the appropriate
type and intensity of land use may be proposed.
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Hard and soft infrastructure required by existing activities and to sustain future
growth. Physical plans and infrastructure programs must anticipate future demand for
infrastructure, utilities and services and these must be preferably in place before the
real needs for the same shall arise.
Transportation and communication facilities and management systems:
1) External and local linkages between service providers and markets are
comparable with other major cities of the MMA; and
2) Enhance local integration.
An attractive, clean, green and iconic built and natural environment. The CLUP
must allow for more parks and other forms of open/ recreational spaces as well as hard-
and soft-landscaped/ urban designed RROWs and must likewise encourage buildings
that adhere to the principles of sustainable design e.g. green architecture. Allocating
large areas for civic spaces also create opportunities for iconic architecture that could
establish the image of certain City areas. Contrast in form, scale, color, texture and mass
create indelible urban images.
2.4.3 LAND USE STRATEGIES
The following strategies guide the formulation of the Physical Framework Plan, which are
further translated into the CLUP and, eventually, into the Zoning Ordinance (ZO). The strategies
describe the logic by which key features of the CLUP and its component plans were derived.
These are aimed towards the attainment of the Physical Development Goals and Objectives,
based on an understanding of existing conditions and trends as described in the previous
sections.
Expand Business Opportunities
In order to be a recognized player in business, services and urban tourism, the City has
to sustain its dominance in these sectors and at the same time take the lead in new
economic activities that are expected to grow and become new centers of high value
creation. These may include the development and application of KPO, business-related
leisure, recreation and healthcare industries. It is important that the City does not
actually seek to lead and participate in the many sectors or in many market segments of
the business, service and urban tourism sectors. Instead, the City needs to focus on the
high value segments of these sectors and allow other MMA cities to take care of the rest.
Even as the City concentrates on providing high value services, it should also ensure that
the production of such services involve the entire spectrum of the Citys population.
The CLUP should allow for sites to improve their efficiency to perform their new
functions. For example, the ZO IRR and development guidelines will provide excess,
tradable FLAR for parcels that consolidate to form bigger lots or for lots that give up
portions for the widening of streets/ RROWs. The introduction of a new zone that will
improve the urban environment in these neighborhoods and that can promote shared
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growth (wherein more people can participate in the Citys economy) is another new
intervention to induce growth at strategic locations.
Increase Business Capacity While Maintaining Environmental Quality
Competitiveness should not be limited to excellence in urban-oriented industries e.g.

KPO, MICE tourism, etc. It has to be pursued in all fronts ranging from efficient
infrastructure to a greener built environment. While densities are expected to increase,
the City also has ensure that the resulting built environment does not compromise
environmental quality, which, as mentioned earlier, is at the core of its high value
service activities. Densities, therefore, cannot be increased indiscriminately as these
have to be accompanied by development controls and other environmental measures
and guidelines that make them compatible with the development goals and ultimately
with the overall Vision.
Density controls are defined in consideration of adjacent land uses, existing and future
infrastructure and utility capacity, and other strategic objectives of the City. The
presence of geological and hydro-meteorological hazards in certain areas (particularly
liquefaction-prone areas such as the CWA, NCRA and ORA) is also a factor to be
considered in managing building densities.
The new CBD at the NCRA is playing a key role in making and sustaining the Citys role
as the countrys premier gateway. It is therefore, expected that the new CBD will be the
main driver in Citys push to become a center for business, service and urban tourism.
To sustain the primacy of the NCRA CBD, density controls (in full compliance with CAAP
restrictions) have to favor the provision of a working environment, including its
necessary support spaces that will meet future demand and fulfill the Citys role as a
business, service and urban tourism center.
Planned Unit Developments (PUD) to cater the expected expansion of services being
offered by the City is expected to further increase. Social and economic services are
planned and projected to increase as to provide timely and responsive delivery of
services with long term impact such as but not limited to housing.
Defining density limits will also allow the planning of infrastructure and other projects
needed to address deficiencies in services and utilities. Properly applied density
controls also help achieve preferred urban design forms (e.g. such as higher densities in
the center, reduced building heights adjacent to parks).
In the CLUP, density controls will be established according to the following guidelines:
The entire City is subject to some form of density control.
Density controls established in the 2003 Zoning Ordinance will be re-examined

if these can be adapted to meet future demand without disrupting the Citys land
market.
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Maps to determine the presence of geological and hydro-meteorological hazards

as well as other vulnerability factors will help determine whether building
densities will need to be adjusted.
Transit-Oriented-Developments, Pedestrianization and Other Key Transport

Projects
The Citys transportation and traffic requirements have to be addressed at two levels:
regional access and local circulation. In order to achieve its goal of becoming a business,
service and urban tourism center, the City has to remain accessible at the regional level.
Non-resident investors, entrepreneurs, managers, employees and visitors need reliable

means of transportation to and from the City, just as residents need to access other parts
of the MMA. The most efficient way of transporting more people is through transit
facilities such as the MRT and LRT Line 1. Additional transit projects such as the
proposed MRT Loop (through the NCRA and via Sen. Gil Puyat Ave. (C-3) and the LRT
Line 1 Extension to Cavite Province will further increase accessibility. Capacity and
connectivity between these existing transit systems and other transport infrastructure
(i.e. airport) are essential to improve seamless travel.
Sea ferries that provide direct access to points around the Manila Bay are available at
the NCRA. It is expected that ferry traffic, especially if these shall evolve into roll-on/
roll-off (RORO) services, can increase as the roads connecting the MMA with the
surrounding regions become more congested in the coming years.
To supplement the existing and proposed transit systems, key road linkages and
projects need to be in place to improve regional access as well as internal circulation.
The Skyway link between NLEX (R-9) and SLEX (R-3), the elevated Airport Express road,
the C-5 Extension (Expressway), and the improvement of other key road links will also
improve the Citys regional accessibility and local circulation.
Improvement and enhancement of pedestrian facilities through the provision of

sidewalks, covered walkways, landscaping, traffic segregation measures and additional
grade-separated walkways (i.e. underground walkways, elevated walkways), should
also be integrated into the CLUP. Providing a safe and pleasant pedestrian environment
can take away a lot of the vehicles from the roads, which reduce vehicular traffic and
greenhouse gases. The future high-rise buildings in the City (not located along the
extended NAIA runway centerlines) are also expected to have helipads for air transport
access.
Model City for Disaster-Resilience
An assessment of the Citys natural hazards has shown that a large part of the areas
exposed to geological and hydro-meteorological hazards are populated or periodically
populated by transients/ visitors i.e. ORA and NCRA. Since all of these identified risk
areas are built up and inhabited, some form of redevelopment or a disaster contingency
plan (in the alternative) may be needed to deal with the inherent hazards. Building up
the resiliency of vulnerable communities needs to be initiated by the City Government as
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individual families have limited resources to address the risks involved. Either these
occupants vacate the disaster-prone areas or costly engineering interventions are used
to significantly reduce the risks. In any case, the issue cannot be ignored as disasters
shall certainly disrupt or negate social, economic and physical development activities.
Deaths, injuries, community dislocation, damage to infrastructure, destruction of
industries, and disruption of economic activities as a result of both predictable and non-
predictable extreme events can increase poverty incidence.
Recognizing risks and mitigation and prevention of the disasters is advantageous for
both the affected communities and the City Government. Failure to address disaster
risks will prove to be very costly. With limited national and local government resources
and the unpredictability of most extreme events, some of the resources that would be
used for development will have to be diverted for emergency response and relief when
such calamities occur. Addressing the risks early shall considerably aid in eliminating
the negative impacts of extreme events that will inevitably occur.
Apart from the potential loss of lives and injury to families living in vulnerable
communities, extreme events shall also strain the Citys financial resources. Limited
budgets meant to fund basic services can easily be realigned to address the immediate
needs of disaster-stricken areas. Mainstreaming Disaster Risk Reduction in
development planning helps guide development and allocates resources toward the
protection of life and assets, restoration of productive systems and economic activities,
regaining market access, and rebuilding social and human capital and physical and
psychological health. Since many identified risk areas have already been occupied by
communities, preventive efforts have to be undertaken early to avert the effects of
extreme events.
The creation of new zones to possibly address such vulnerabilities is inevitable, and as
such, Disaster-Resilient Initiatives for Vulnerable Enclaves (DRIVEs) may be
proposed and introduced as early interventions to disaster-prone areas of the City. The
City is exposed to two (2) natural hazards (flood, and earthquake cum liquefaction) and
identifying areas for this DRIVEs is a crucial task for this CLUP effort. The effects of man-
made hazards such as fire and public disorder for these areas should not be discounted.
Increase and Improve the Quality of Open Spaces
As people moved into highly urbanized built environments, opportunities for

encountering naturally vegetated environments replete with fresh air and clean bodies
of water become less available. Cities have to provide such opportunities for its citizens
to reconnect with nature. The development of new parks for areas that have limited
access to open spaces should be one of the priority projects.
The mandated legal easements (MLEs) must be recovered to increase the areas of open
space and enhance their functionality, particularly as the same refers to the
maintenance of the waterways and the creation of a high visibility safety zone i.e. for
foot patrols.
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Increase Housing Stock
Strengthening existing housing programs to include the demands of different economic

levels, specific areas within the City will have to be intensified in terms of density, while
other areas will be encouraged to develop into medium-rise to high-rise mixed-use
residential communities. Mixed-use residential communities can be promoted by the
City through its Community Development Program (CDP), which may be well outside
City limits.
2.4.4 ALLOWABLE LAND USES
After carefully going over the problems and issues facing the land use sector through
consultations with stakeholders, including the Pasay City LGU, and after the analyses of the
existing land use and zoning environments, the task of preparing the new Pasay City Land Use
Plan (LUP) can now be substantially completed (reference Figure 2-13).
Table 2-2
Pasay City Land Use Distribution 2014-2022 (Hectares)
Land Use Area

Percentile
Classification (Hectares)
Residential 331.07 13.57
Commercial 306.34 12.56
99.81 4.09
Institutional
155.23 6.36
PUD
PUD (Proposed New 634.72 26.01

Reclamation)
18.93 0.78
Cultural
Cemetery 4.96 0.20

76.92 3.15
Parks & Recreation
Transportation and 782.81
32.08
Utilities
29.04
Water Body 1.20
Total Land Area 2439.83 100
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Figure 2-13 Pasay City Land Use Plan (2014-2022)
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In terms of land use classification, the proposed assignment of land uses for the 9-year planning
horizon (2014 - 2022) shall be as follows:
2.4.4.1 Residential
Residential land uses are urban areas in Pasay City, duly designated by the HLURB in 2006
principally for dwelling/ housing purposes.
The major Residential areas shall be at the following locations:
a. at the interior blocks at the ORA;

b. at interior blocks at the OSA between Taft Ave./ R-1 and Dominga St.-Burgos St.-Zamora
St.;
c. at interior blocks at the OSA S of EDSA/ C-4 and located between Taft Ave./ R-1 and
Aurora Blvd. (Tramo) St.;
d. at interior blocks at the OSA S of EDSA/ C-4 and located between the Tripa de Gallina
and the Pasay City boundary with Makati City;
e. at the Airmens Village at the OVABA.
f. at the Northwestern (NW) periphery of AA, specifically the one (1) lot deep strip East of
Paraaque River Eastment (Electrical Road);
g. at the Sunvalley, Pildera I, Pildera II and Rivera Village in the AA; and
h. at the Barangay 201 (Balagbag Area) in the AA, and
i. at the Reclamation Area (NCRA) particularly the areas currently occupied by

condominiums and the areas proposed for future condominium development.
2.4.4.2 Commercial
Commercial land uses are in urban areas within Pasay City, duly designated by the HLURB in
2006 for trading/ services/ business purposes.
The major Commercial areas are at the following locations:
a. one (1) lot deep at the West (W) side of Clemente Jose St., from EDSA/ C-4 to Apelo Cruz
St. at the OSA;
b. one lot deep at the East (E) side of P. Santos St., from EDSA/ C-4 to Apelo Cruz Extension
at the OSA; and
c. the block bounded on the North (N) by EDSA/ C-4, on the E by P. Santos St., on the South
(S) by Apelo Cruz Extension and on the W by Clemente Jose St. at the OSA.
d. one (1) lot deep on both sides of Taft Ave. in the ORA and OSA;
e. the block bounded on the N by Pasay City - City of Manila boundary, on the E by F. B.
Harrison St., on the S by A. Arnaiz St., and on the W by Roxas Boulevard in the ORA;
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f. one (1) lot deep on the E side of F.B. Harrison St., from Pasay City City of Manila
Boundary to the road right-of-way (RROW) limits of EDSA/ C-4 in the ORA;
g. one (1) lot deep on both sides of Leveriza St., from A. Arnaiz St. to Gil Puyat Ave., in the
ORA;
h. one (1) lot deep on both sides of Sen. Gil Puyat Ave./C-3 at the OSA and ORA
i. one (1) lot deep on both sides of Arnaiz Ave. (Libertad St.) in the OSA and ORA, except
those areas declared as C-3;
j. one (1) lot deep on both sides of Aurora Boulevard in the OSA, except those areas
declared as Cemetery;
k. one (1) lot deep on both sides of the Merville Access Road in the AA;
l. the block occupied by Sofitel Hotel and Coconut Palace at the NCRA 1; and
m. the block occupied by Gloria Maris Restaurant at NCRA 1.
n. one (1) lot deep on both sides of the EDSA/ C-4 in the ORA and OSA;
o. the block bounded on the N by EDSA/ C-4 on the E by Taft Avenue Extension, on the S of
Pasay City - City of Paraaque boundary, and on the W by Roxas Boulevard at the ORA;
p. one (1) lot deep at the E side of the Taft Avenue Extension at the OSA;
q. the block bounded on the N by the seafront property, on the E by F.B. Harrison St., on
the S by EDSA/ C-4, and on the W by Roxas Boulevard at the ORA, except those areas
classified as institutional;
r. the block bounded on the N by Vergel Street, on the E by P. Zamora St., on the S of EDSA/
C-4, and on the W by Taft Avenue at the OSA;
s. the lot occupied by Pasay Public Market at the corner of Taft and Arnaiz Avenues in the
ORA;
t. the lot occupied by Masagana City Mall at the corner of Taft and Arnaiz Avenues in the
OSA;
u. the block occupied by Cartimar Shopping Complex, bounded on the N by A. Pablo St., on
the E by Luna St., on the S by Mabolo St. and on the W by Leveriza St. in the ORA; and
v. the lot occupied by the World Trade Center at NCRA 1.
2.4.4.3 Institutional
Institutional land uses are urban areas in Pasay City, duly designated by the HLURB in 2006
principally for hosting institutional establishments. These can be further classified as general
institutional (GI) and special institutional (SI). As with the land use map, the smaller GI areas
are largely found in the ORA while the larger GI areas can be found in the CC-FCA portion of the
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NCRA. The SI areas can be found in the OVABA i.e. the Philippine Air Force (PAF)-controlled
areas, and in some portions of the AA i.e. other large Government of the Republic of the
Philippines (GRP) offices in support of MIAA (NAIA Complex) operations.
2.4.4.4 Infrastructure, Transportation and Utilities
These land uses shall be primarily constituted by MIAA-controlled areas, including the NAIA
International Passenger Terminal (IPT) 3 (or Terminal 3/ T3) at the AA, the LRT Line 1 depot
and the old CAAP compound also at the AA, various Philippine Airlines (PAL) facilities along
Andrews Ave. at the AA and the major bus terminals at EDSA/ C-4 and elsewhere in the OSA.
The grade-level areas at the EDSA RROW occupied by the EDSA-MRT must also fall under this
classification.
While actually forming part of the designated PUD land use at the CBP-I(A), the proposed 5.0
hectare (has.) site of the proposed land multi-modal, located at the southeast (SE) corner of
CBP-I(A) beside the Redemptorist Channel, must be labelled as a major infrastructure-
transportation area. As of 2012 however, a new site further south along the Coastal Road
(Radial Road 1 or R-1) and within Paraaque City has already been identified by both the PRA
and the DoTC to serve as the site of the Southwest Integrated Transport System (ITS)
Intermodal, one of three (3) for the Metropolitan Manila Area (MMA). This project has already
been awarded in January 2015 to a private sector PPP Concessionaire.
A second intermodal at the FTI complex along the SLEX east service road i.e. denominated as the
South ITS/ inter-modal, is currently being bid by the DoTC, to select another private sector PPP
Concessionaire. Together, the South and the Southwest inter-modals shall become the transfer
site for provincial and city bus terminals within Pasay City. Thereafter, the respective properties
of the existing city/ provincial bus terminal owners could either serve as remote garages/
depots i.e. not as terminals or potentially serve as platforms for new urban/ property
development efforts. Inasmuch as all RROWs do not function as legitimate recreational open
spaces and to preserve such RROWs from other uses not related to access, transportation and
utilities, such areas must be classified as utility/ transportation areas.
2.4.4.5 Industrial
Industrial land uses are those found in urbanized areas within Pasay City and devoted to
industrial purposes. The existing Industrial areas that are largely found scattered all over the
ORA should be relocated elsewhere away from the City over the next five (5) years because they
pose a major conflicting land use to the general residential-commercial character of the ORA.
Industrial areas that can still be found in the southern section of the OSA should eventually be
relocated even if these fully satisfy stringent environmental safeguards. In consideration of the
MIAA DMP, including the conversion of the former Nayong Pilipino area into the New Budget
Terminal (i.e. Terminal 5 or T-5), no new industrial area may be developed or operated
between the Domestic Road and the Paraaque River in the AA even if these also satisfy
stringent environmental safeguards and traffic management concerns.
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2.4.4.6 Parks and Other Recreational Areas
Parks and Other Recreation Areas are urban spaces in Pasay City, duly designated by the HLURB
in 2006 for open spaces, recreational facilities and for the maintenance of the ecological balance
of the community.
While not actually functioning as recreational open spaces, all RROWs in the entire city
automatically fall under this classification. New small-scale open spaces must be created in the
OSA, particularly in APD areas. The only sizable recreational open space is the Villamor Golf
Course (VGC) at the OVABA but this is not open to general public use/ enjoyment as a park.
The major enclosed/ roofed recreational spaces in Pasay City are the Cuneta Astrodome at the
ORA and The Arena at the Mall of Asia (MoA) complex at the NCRA i.e. not counting the cockpit
along Arnaiz Ave. at the OSA.
While actually forming part of the designated PUD land use at the CBP-I(A), the promenades and
esplanade along the CBP-I(A) seawall, i.e. parts of the integrated public park system for the
Boulevard 2000 Project, must be labelled as a public recreational open spaces.
2.4.4.7 Cemeteries
The two (2) cemeteries found in the southern and eastern parts of the OSA, i.e. the public
cemetery along Aurora Blvd. (Tramo) and the Catholic cemetery at the Dolores section of Pasay
Road shall continue to function as such. Another cemetery maintained and operated by the St.
Alphonsus de Ligouri Parish found at the eastern part of OVABA shall also continue to function
as such. Ossuaries (bone boxes) for long-term lease decongests these cemeteries while a public
crematorium cum columbarium and vertical burial plots (multi-level above-ground burial
places) have already been considered as these can considerably contribute to the decongestion
of the cemeteries.
2.4.4.8 Planned Unit Development (PUD)
The lands to be classified as PUDs, consistent with the HLURB definition in its 1996 MZO shall
be as follows:
a. The CC-FCA also at NCRA; which include large portions classified as cultural zones;
b. The envisioned three to four (3-4)-island reclamation at the CWA; and
c. The sites of proposed redevelopments at MIAA-controlled areas at the AA (except those

areas declared as residential).
2.4.4.9 Cultural Zones (CUZ)
The lands to be classified as CUZs, consistent with the HLURB definition in its 1996 MZO shall be
as follows:
a. Portions of CC-FCA at the NCRA directly/ indirectly controlled by the Cultural Center of
the Philippines (CCP).
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2.4.4.10 Tourism Land Uses
Tourism land uses are sites within Pasay City duly identified by the HLURB in 2006 as being
endowed with natural or man-made physical attributes and resources conducive to recreation
and other activities.
2.4.4.11 Water
Water refers to bodies of surface water within Pasay City, duly designated by the HLURB in
2006 as such and which include creeks, navigable waterways, drainage channels, canals, water
impounding areas and the sea (Manila Bay). If subsurface information is available, the term can
also refer to large sub-surface water bodies and waterways.
2.4.4.12 Specific Developments for Priority Promotion
To partly insure the attainment of the stated goals and objectives for the land use planning
sector, some key development programs and projects must be promoted by the LGU for
assistance by the MMDA and the concerned GRP offices/ agencies (reference Figure 2-14). These
must include:
a. At the NCRA
i) Open all coastal areas at the NCRA and at the CWA to public access;
ii) Development of the Philippine Reclamation Authority (PRA)-controlled areas, i.e.

approx. 20.0 hectares at the CBP-I(A), particularly the 5.0 hectares of reclaimed land
assigned for multi-modal use in the year 2000 i.e. sited beside the Redemptorist
Channel; in a recent informal meeting with Paraaque City officials, they confirmed
that they now consider the median of the Redemptorist Channel as the official city
boundary with Pasay City; this matter shall be reflected in the future definition of
the Paraaque City Waters Area (CWA);
iii) In-fill development at the vacant/ idle lands at CC-FCA, particularly the completion
of the GRP Financial Center Complex if still feasible;
iv) Extension of the MRT-EDSA transit line through NCRA 1;
v) Opening to public use of the westernmost bridge across the Libertad Channel at the
NCRA 1; it is also important that dredging work be done at the Libertad Channel to
remove the very foul smell of organic debris deposited in the channel;
vi) Construction of new bridges across the Redemptorist Channel at the NCRA
(reference Figure 2-7);
vii) Reclamation of three (3) islands to comprise NCRA 2 and which shall generate up to
600.0 has. of new land for PUD.
b. At the AA
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i) Redevelopment at MIAA-controlled areas not currently used for aviation-related

operations, i.e. commercial developments west of the Domestic Road area,
commercial developments at the NAIA Road area, high-density housing
developments along the Ninoy Aquino Avenue;
ii) Continuing upgrade of Runway 13-31 (domestic runway) to meet International Civil
Aviation Organization (ICAO) standards;
iii) Conversion of the former Nayong Pilipino area into the new Budget Terminal
(Terminal 5 or T5) after the 2015 APEC Conference, instead of the new international
cargo terminal (ICT) complex originally proposed in 2010 as a PPP project;
iv) Medium-intensity commercialization of the Domestic Road and of portions of the

NAIA Road;
v) Elevated expressway section from NAIA Road to Roxas Blvd./ R-1 (in Paraaque
City);
vi) Completion of the proposed Toll Regulatory Board (TRB) C-5 Expressway Project.
c. At the OVABA
i) Redevelopment at BCDA-controlled areas;
ii) Redevelopment at PAF-controlled areas;
1. Traffic management measures at Sales Ave.;
2. Elevated expressway section from SLEX to Andrews Ave.; and
3. Development of Sales Ave. and Andrews Ave. into a high capacity and/or high
occupancy vehicle (HOV) corridor (reference Figure 2-9).
d. At the ORA
i) Redevelopment at the western part of the Sen. Gil Puyat Ave./ C-3 Taft Ave./ R-2
junction;
ii) Redevelopment at the western part of the Arnaiz Ave. Taft Ave./ R-2 junction,
particularly pedestrianization measures, e.g. covered walks, arcades, landscaped
malls, view decks, etc. where possible;
iii) Redevelopment at the western and southwestern parts of the Taft Ave./ R-2EDSA/
C-4 junction, particularly pedestrianization measures, e.g., covered walks, arcades,
landscaped malls, view decks, etc. where possible;
iv) Left turning ramp from EDSA/ C-4 to Apelo Cruz;
v) Possible Micro-scale renewal projects, i.e. particularly socialized and
vi) low cost housing developments at designated APD area (reference Figure 2-10);
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vii) Development of the EDSA/ C-4 elevated expressway; and
viii) of particular importance is the redevelopment of the areas along the Roxas
Boulevard/ R-1 east service road where agencies like the Philippine Economic Zone
Authority (PEZA) are located; the sizes of the properties in this area are in the
vicinity of 5,000.0 square meters (sqm) or larger; since these properties shall be
classified as C-3 zones (i.e. metropolitan level commercial centers), very large new
developments and redevelopments could take place in this area i.e. a 5,000.0 sqm
lot can yield from 120,000.0 sqm to 180,000.0 sqm of total gross floor area (TGFA),
based on CAAP approvals, excluding basement development (although the area is
reclaimed land); presently, this area offers such an advantage not enjoyed by lots
within CBP-I(A) which are close to the extended runway centerline of the NAIA
domestic runway; the Pasay City Government can consider and enact local laws or
fund support to masterplan in greater detail the area along the east service road of
Roxas Blvd. (especially near the corner of Sen. Gil Puyat Ave.) and to provide
certain (or long-term) incentives for the owners or developers of properties in this
area.
e. In the OSA
i) Redevelopment at the eastern part of the Sen. Gil Puyat Ave./ C-3 Taft Ave./ R-2
junction;
ii) Redevelopment at the eastern part of the Libertad Taft Ave./ R-2 junction,
malls, and view decks, where possible;
iii) Redevelopment at the eastern part of the Taft Ave./ R-2 EDSA/ C-4 junction,
malls, and view decks, where possible
iv) Redevelopment at the portions of the Aurora Blvd. (Tramo) area;
v) Clearing of the Tripa de Gallina of all forms of obstruction and restoration/

redevelopment of the legal easements;
vi) Institution of environmental protection measures along all waterways;
vii) Left-turning ramp from Aurora Blvd. (Tramo) to EDSA/ C-4;
viii) Possible micro-scale renewal projects at designated APD areas (reference Figure 2-
11); and
ix) Development of the EDSA/ C-4 elevated expressway.
f. In the CWA
i) Projects geared towards the promotion of the recreational uses of the coastal waters
of NCRA 1 and 2;
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ii) Maintenance of all ground-level view corridors, possibly from Roxas Blvd./ R-1 all
the way up to the western seawall of NCRA 1;
iii) Upgrading of the capacity of the ferry terminal located at the CBP-I(A), to allow for
greater level of ferry services to other destinations along the Manila Bay region; and
iv) Aside from the official agreement on the delineation of the respective city waters
area (CWA) of Pasay City, Paraaque City and the City of Manila, there must be an
integration of the reclamation plans of Pasay City, Paraaque City and the City of
Manila; presently the SM group has apparently acquired the development rights for
a 300.0 hectare (has.) reclamation project in the Paraaque City Waters Area (CWA)
and if they succeed to hurdle new National Government impositions, these shall be
jointly masterplanned and developed together with the 360.0 has. of land
reclamation that they shall undertake in the Pasay City CWA.
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Figure 2-14 Priority Developments for Promotion under the Pasay City Land Use Plan (2014-2022)
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2.4.4.13 Proposed Park System
Development of park strips and footpaths system for the years 2014 through 2022 mainly
entails: 1) the recovery of the 3-meter (m) legal easements along waterways; 2) park strips
within NCRA and at the prospective land reclamation at the CWA; 3) establishment of place
markers in major nodes; 4) improvement of pedestrian facilities along major roads adjacent to
the AA and Roxas Boulevard/ R-1; and 5) converting A. Arnaiz Ave and Taft Avenue Ext. into a
pedestrianized street system.
On a much longer viewpoint (i.e. 2026 to 2045), it is envisaged that new RROWs can be aligned
through land consolidation or readjustment. The park strip within the NCRA is likewise
proposed to extend to the waterway easements proposed to be developed into linear parks. A
pedestrian tunnel system connecting NAIA to Andrews Ave.-Nichols-McKinley Road intersection
may also be planned.
2.4.5 COMPARATIVE LAND USES (2003 AND 2014)
Pasay City is still in the midst of a sea of land use changes. Pasay City, along with other MMA
coastal cities are unique in that these LGUs are afforded the opportunity to expand their present
areas through land reclamation, thereby providing them with multiple opportunities to both
develop and redevelop. Nearly 2 decades ago, the PRA estimated that up to 10,000.0 has. can be
reclaimed off Manila Bay in a conventional manner.
In the case of Pasay City, more than 620.0 has. of new land can be reclaimed at its City Waters
Area (CWA), which is the size of a fairly large newtown development, which if properly utilized,
can effectively help transform large portions of the existing developments east of the NCRA. If
the northern boundary of the Pasay CWA can be firmly established (with reference to the
southern boundary of the Manila CWA), then there can be more land reclamation that shall
legally be under Pasay City jurisdiction (reference Figure 2-12).
Before 2020, there would also be a clear guidance from the National Government as to how to
utilize the similarly-sized Airport Area (AA) i.e. assuming that the NAIA is to be transferred
elsewhere, freeing up the AA land for high density developments, but more importantly,
relieving all of the City lands enveloping the AA from all aerodrome-related development
restrictions, specifically Building Height Limits (BHLs), thereby ushering in a new round of land
consolidations and high intensity redevelopments.
Elsewhere in the City, PUDs, Mixed Use, Special Institutional and Residential land uses shall
steadily increase while other uses shall continue to decrease, some possibly due to increased
efficiencies. While commercial spaces appear to have decreased, these shall actually increase as
new commercial developments form an integral part of R-5 and Mixed Use Buildings, PUDs and
Mixed land uses. Similarly, while open spaces appear to have decreased, these shall actually
increase as new open spaces form an integral part of PUDs, Mixed Use, Special Institutional and
Residential land uses. The recovery of the Mandated Legal Easements (MLEs) shall also afford
additional opportunities for redevelopment and to increase the in-City housing stock (reference
Table 2-3 below).
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Table 2-3 Comparative Land Uses (2003 and 2014)
Difference
2014
2003 in Land Justifications in the How this meets the
Land Use Propose
Approved Area increase/ decrease of the vision and functional
Category d Land
Land Use Increase/ land use allocations role of the city
Use
Decrease
(Hectares (Hectares) (Hectares)

)
Decreased due to conversion
Residentia into higher intensity land in support of livable
331.07 444.26 -113.19
l uses such as commercial, neighborhoods
mixed use and/or PUD
Increased due to conversion
Commerci of residential, industrial and in support of a
306.34 171.7 134.64
al PUD use areas into progressive economy
commercial use areas
in support of livable
Industrial 0 35.17 -35.17 into residential and
neighborhoods
commercial use
of Villamor Golf Course into in support of livable
parks and recreational use; neighborhoods, of an
conversion of areas occupied empowered
Institution
al
99.81 193.42 -93.61 by institutional facilities at community and of a
BCDA properties to transparent and
commercial use; and efficient governance
conversion of areas owned by system
SSS at NCRA into PUD use.
in support of a
progressive economy,
of modern
Cultural 18.93 58.72 -39.79 of Nayong Pilipino area into
infrastructure and of
utility use.
an empowered
community
neighborhoods, of a
progressive economy,
Planned land use reclassification at
of modern
Unit portions of the NCRA due to
155.23 321.25 -166.02 infrastructure, of an
Developm actual usage over the last
empowered
ent (PUD) decade
community and of a
sustainable
environment
Open
Space/Par
neighborhoods and of
ks & 76.92 88.12 -11.2 Decreased due to conversion
a sustainable
Recreatio
environment
nal Areas
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Increased due to
identification of existing
cemetery/columbarium used in support of livable
Cemetery 4.96 4.26 0.7
by the Parish of St. Alphonsus neighborhoods
Mary de Ligouri at the
periphery of OVABA.
Increased due to conversion
in support of modern
Transport of Nayong Pilipino area into
infrastructure and of a
ation and 782.81 488.21 294.6 utility use and delineation of
sustainable
Utilities areas occupied by City and
environment
national roads.
Increased due to conversion in support of a
Water of residential, industrial and progressive economy
29.04 0 29.04
Body PUD use areas into and of modern
commercial use areas infrastructure
TOTAL 1,805.11
land/ water use
reclassification of portions of
NCRA2
the New Coastal Reclamation
Area (NCRA)
2.5 CONTINUED OPERATION OF AREA DEVELOPMENT COUNCILS (ADCS)

2.5.1 THE ADC CONCEPT
The Area Development Councils (ADCs) were proposed partnerships in 2003 between the
Pasay City LGU and the public and private sectors in Pasay City, i.e. stakeholders such as the
National Government (GRP) and its various agencies such as GOCCs, the business sector, the
church, schools, civil society organizations/ NGOs, Pasay City residents/ workers, developers,
end-users, the general public, etc.
These partnering efforts were intended to better operationalize both the comprehensive land
use plan, the zoning ordinance/ ZO (including the official zoning map or OZM) and their
implementing rules and regulations (IRR) inclusive of all identified development management
guidelines of Pasay City by marshalling greater private sector and stakeholder participation in
the determination of developments intended for the five (5) identified land use areas, one (1)
water area and one (1) air use area in the City. One (1) ADC is proposed for the ORA, NCRA and
CWA. The said ADC is also proposed to handle the CAA over the entire Pasay City. A second ADC
is proposed for the OSA. The third ADC is proposed for the OVABA and the AA.
The ADCs shall be the suggested fora for discussions of development (or redevelopment) issues
where both the LGU and the stakeholders can openly discuss and ventilate their respective
positions before official LGU bodies such as the Sangguniang Panlungsod (the City Council) and
the Pasay City Development Council which officially tackle such issues in public. It provides a
clear setting for efforts at attaining greater transparency particularly as regards LGU positions
on emerging development issues and their resolutions. It also affords all stakeholders a venue
for attaining greater awareness of the development directions the City is taking.
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It is also proposed that the ADCs not be reliant on LGU finances for their operation. The
stakeholders themselves, being the interested and affected parties, must fund the operation of
such ADCs. As such, expert technical assistance can be readily brought in at any time to
support/ not to support various development proposals or positions at no expense to the LGU. If
self-generated ADC funds are available, the ADCs may even commission more exhaustive
studies on planning-related issues.
This in effect gives the LGU broader development perspectives which may not be readily
available in the conventional/ official public hearing method. A great deal of time and resources
are also saved by the LGU in the process in addition to the greater diversity of expert, exhaustive
and expansive development views by the parties involved or represented.
Figure 2-15
2003 Pasay City Area Development Councils (ADCs)
Pasay City Council/PCC

(Sangguniang
Panlungsod)
City Planning and Two (2) Pasay City

Development Stakeholders
Office (CPDO) Representatives/
Spokespersons
ADC No. 1
ADC No. 2 ADC No. 3
(for ORA, NCRA, CWA &
(for OSA) (for AA & OVABA)
CAA)
2.5.2 THE ADCS AND THE LGU ORGANIZATION
The proposed ADCs are not to be official bodies under the Pasay City LGU organization since
these are not intended to duplicate the official functions of the Sangguniang Panlungsod or its
Land Use Committee, the Pasay City Development Council nor the City Planning and
Development Office (CPDO). The ADCs are only public-private sector collaborations/ fora to
supplement and/or complement the efforts of these official LGU bodies. The ADCs shall be
basically a venue for unofficially reviewing, evaluating, monitoring and even potentially
amending all development proposals affecting the five (5) land use areas, the one (1) water use
area and the air use area in Pasay City.
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While being largely unofficial bodies, a member of the Sangguniang Panlungsod, the incumbent
Chair of the Land Use Committee, and the incumbent City Planning and Development
Coordinator (CPDC) or the CPDOs duly designated representative be assigned key but possibly
non-voting positions in the ADCs. As the ADCs should be largely bodies of self-determination, i.e.
preferably without or with only a minimum of LGU intervention, their roles shall be to guide/
advise the ADCs in their deliberations so that the results will be in conformity to the officially
approved development plans and development controls, i.e. HLURB- and MMDA-approved
comprehensive land use plan (CLUP), zoning ordinance (ZO) and ZO IRR and ZO development
management guidelines.
Figure 2-16
Area Development Council (ADC) Organizations
ADC Chairman Pasay City Council Chair as

(from Stakeholder) non-voting ADC Co-chair
City Planning and Two Pasay City Stakeholder

Development Office Representatives/
as non-voting ADC Spokespersons as non-
Vice-chair voting ADC Members
Four (4) Stakeholder

Representatives as Voting
ADC Members
2.6 PRIORITY PROGRAMS AND PROJECTS

2.6.1 SPECIFIC DEVELOPMENTS FOR PRIORITY PROMOTION BY THE CONCERNED ADCS
2.6.1.1 ORA, NCRA and CWA Project Package for Planning and Implementation
by the ADC No. 1
ORA Projects
i) redevelopment at the western part of C-3 /R-2 junction;
ii) redevelopment at the western part of the Arnaiz Ave./ R-2 junction;
iii) redevelopment at the western and southwestern parts of R-2 / C-4 junction;
iv) possible micro-scale renewal projects at designated APD;
v) left turning ramp from Libertad to R-1; and
2-101
vi) redevelopment of the areas along the Roxas Boulevard (Radial Road 1 or R-1) along its
east service road where agencies like the PEZA are located since these properties shall
be classified as C-3 zones (i.e. metropolitan level commercial centers); the sizes of the
properties in this area are in the vicinity of 5,000.0 square meters (sqm) or larger that
can potentially result in developments with TGFA yields of up to 180,000.0 sqm each i.e.
which is not possible for lots sited within CBP-I(A).
NCRA Projects
i) open all coastal areas to public access;
ii) redevelopment of the PRA-controlled areas, i.e. particularly the 5.0 hectares land sited
beside the Redemptorist Channel and formerly assigned to multi-modal use;
iii) opening to public access/use of the westernmost bridge across the Libertad Channel
(access to GSIS/ Senate);
iv) construction of new bridges across the Redemptorist Channel;
v) maintenance of all ground-level view corridors; and
vi) encourage and support new developments at the vacant or underutilized lands within
CBP-I(A) to fill up the island; the Pasay City Government can consider and enact local
laws to provide certain (or long-term) incentives for the owners or developers of
properties in this area, particularly other/ national government agencies such as the
NDC (with either the DTI or the DoJ), the PRC, the BI, the PRA itself and the COMELEC.
CWA Projects
i) Formalization of Pasay City LGU claim to its City Waters Area (CWA) so that the Pasay
City LGU could exercise full jurisdiction over its CWA;
ii) Projects geared towards the promotion of the recreational uses of the coastal waters;
iii) Reclamation of the four (4) islands at CWA (at depths or 11 m or shallower);
iv) Consideration of future reclamation via use of platforms at CWA (at depths of over 11
m); note however that this may not anymore be possible if the proposed plan to reclaim
land for a three (3)-runway airport complex by the private sector (i.e. SMC) pushes
though; and
v) Upgrading of the capacity of the ferry terminal, i.e. located at CBP-I(A).
2.6.1.2 OSA Project Package for Planning and Implementation by the ADC No.2
OSA Projects
i) Redevelopment at the eastern part of C-3./ R-2 junction;
ii) Redevelopment at the eastern part of the Arnaiz Ave./ R-2 junction,
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iii) Redevelopment at the eastern part of R-2/ C-4 junction;
iv) Redevelopment at the portions of the Tramo area;
v) Clearing of the Estero Tripa de Gallina of all forms of obstructions;
vi) Institution of environmental protection measures along all waterways;
vii) Possible micro-scale renewal projects at designated APDs;
viii) Left-turning ramp from Tramo to EDSA/ C-4 westbound; and
ix) Left-turning ramp from EDSA/ C-4 to Apelo Cruz.
2.6.1.3 OVABA and AA project Package for Planning and Implementation by

the ADC No. 3
AA Projects
i) Redevelopment at MIAA-controlled areas at the AA not currently used for aviation-

related operations;
ii) Medium-intensity commercialization of the Domestic Road;
iii) Medium-intensity commercialization portions of the NAIA Road;
iv) Upgrading of Runway 13-31 to meet ICAO standards;
v) Left-turning ramp from NAIA Road to R-1 (in Paraaque City, now part of the ongoing
NAIA Elevated Expressway PPP Project); and
vi) The conversion of the former Nayong Pilipino into the new Budget Terminal (Terminal 5
or T5).
2.6.1.4 OVABA Projects
i) Full operation of the NAIA International Passenger Terminal (IPT) 3 as an international

airport (attainable only with the future T5 and full transfer of budget airline services/
operations to T5); and
ii) Redevelopment at PAF-controlled areas.
Nothing follows.
2-103

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CITY OF

List of Figures . iii

Part 1: Profile ................................................................................................................................................................. 1-9

1.8 Comparative/ Competitive Advantages........................................................................................ 1-28

Figure 1-4 Poverty Incidence in Pasay City, Various Years...................................................................... 1-21

Figure 2-1 Concept Plan.......................................................................................................................................... 2-44

Figure 2-2 Metro Manila Proposed Expressways ........................................................................................ 2-50

Figure 2-3 Metro Manila Proposed Rail Projects ......................................................................................... 2-51

Figure 2-4 Emerging Business Districts ........................................................................................................... 2-52

Figure 2-16 Area Development Council (ADC) Organizations..............................................................2-101

Table 1-1 Employment Rates in Pasay City, Various Years...................................................................... 1-17

LIST OF ACRONYMS AND ABBREVIATIONS

EIS Environmental Impact Statement

MMDA Metropolitan Manila Development Authority

ROW Right of Way

1.2 HUMAN RESOURCE

1.2.2 GROWTH OF BARANGAY POPULATION

1.2.3 POPULATION DENSITY

1.2.4 HOUSEHOLD DISTRIBUTION

1.2.5 AGE SEX DISTRIBUTION

1.2.6 DEPENDENCY RATIO

1.3 PHYSICAL ENVIRONMENT

1.4 PHYSICAL AND INFRASTRUCTURE AND OTHER RESOURCES

1.4.4 DRAINAGE AND SEWERAGE

1.4.6 SOLID WASTE

1.4.7 SOCIAL SERVICES FACILITIES AND AMENITIES

1.4.7.2 Social Welfare

At present, there are 93 Day Care Centers (DCC) in the City.

1.4.7.4 Housing and Resettlement

1.4.7.5 Recreational and Sports Facilities

1.4.7.6 Protective Services

1.5 THE ECONOMIC STRUCTURE

Employment Rate 2005* 2008 2011

Sex and Total 2005 2008 2011

Source of data: Pasay City CBMS 2005, 2008, 2011

1.5.1.1 Unemployment Rate

Source of data: Pasay City CBMS 2005, 2008, 2011

1.5.2 HOUSEHOLD INCOME AND POVERTY INCIDENCE

1.5.2.1 Income Poverty Incidence

1.5.2.2 Food Poverty Incidence

1.5.2.3 Experienced Food Shortage

Poverty Data 2005 2008 2011

Source of data: Pasay City CBMS 2005, 2008, 2011

1.5.2.4 Aggregate Household Income

1.6 LOCAL INSTITUTIONAL CAPABILITY

1.6.1 City Administration

1.6.1.1 The Executive Department and Offices

1.6.1.2 The Plantilla of Personnel

1.6.1.3 The City Council

1.6.1.4 The Barangays

1.6.2 The Zoning Ordinance (ZO)

1.6.2.1 Review of the ZO

1.6.3 Public Finance

1.6.3.1 Ten-Year Pasay City Financial Report (2002-2011)

1.6.3.1.1 Financial Condition

1.6.3.1.2 Financial Performance

1.6.4 Private Sector Linkages

1.7 EXISTING LAND USE AND LAND USE TRENDS

1.7.2 LAND USE TRENDS

Increase in High-Density Residential Condominium Buildings. Perceived economic

Decrease in manufacturing activities. Policies enunciated in the Citys 2001

1.7.3 LAND USE DISTRIBUTION

1.8 COMPARATIVE/ COMPETITIVE ADVANTAGES

Compact urban structure