Strategic logistics planning for flood disaster ...

ASIA LIFE SCIENCES 24(2): 823-840, 2015 The Asian International Journal of Life Sciences

Strategic logistics planning for flood disaster prevention of economic zones in the Greater Manila Area, Philippines

JUN T. CASTRO1

The Greater Manila Area is an important economic center and the hub of industrial activities in the Philippines, as manifested by an assortment of economic zones situated in the area. However, existing flood management facilities are inadequate to protect the population and economic assets that are recurrently affected by flooding. Although the government recognizes that disaster logistics planning is crucial, it is often a neglected part of the government’s management actions, and thus, many logistics firms are still at a low level of disaster preparedness. Therefore, it is imperative that the government as well as logistics firms are proactive in their approach to disaster logistics management and planning. This paper aimed to propose strategic policy measures on logistics planning that the government can consider to mitigate the adverse impacts of flood disasters on economic zones in the Greater Manila Area. A more pro-active government approach is perceived as necessary to prepare for flood disasters. Keywords: strategic logistics planning, flood disaster prevention, economic zones, Greater Manila Area, Philippines 1

Dr. Eng., Associate Professor & College Secretary, School of Urban and Regional Planning, University of the Philippines, E. Jacinto St., Diliman 1101, Quezon City, Philippines

Received 25 November 2014; Accepted 19 January 2015 ©Rushing Water Publishers Ltd. 2015

Printed in the Philippines

Castro 2015 INTRODUCTION

The Greater Manila Area (GMA), encompassing Metro Manila and the adjacent provinces of Cavite, Laguna, Batangas, Rizal, Bulacan and Pampanga, is one of the most exposed regions to natural hazards. For instance, JICA (2004) assessed the vulnerability of Metro Manila to earthquake-related hazards and estimated casualties and identified possible disruption to lifeline facilities. Likewise, a study by the World Bank (2011) revealed that hazard probabilities and vulnerability indices calculated based on several indicators such as population, infrastructure and land use are quite alarming for the three major cities of Manila, Bangkok and Ningbo. With a population of about 27 million (NSO 2010), accounting for more than 25% of the total country population, the Greater Manila Area is an important economic center producing nearly 40% of the country’s GDP (NSCB 2008). Existing flood management facilities are inadequate to protect the population and economic assets that are repeatedly affected by flooding. Flood events are aggravated by factors such as institutional fragmentation and lack of maintenance including dredging of sediments and cleaning of solid waste, which reduces the capacity of rivers, waterways and drainage to carry rainfall away from the affected areas (Abon et al. 2011, Liongson 2010, Zoleta-Nantes 2000). Since the Philippines’ signing of the UN Framework Convention on Climate Change (UNFCCC) in June 1992, various institutional entities have then monitored the country’s initiatives on climate change issues, culminating with the creation of the Climate Change Commission (CCC) with the enactment of Republic Act No. 9729 or the Climate Change Act of 2009 in October 2009. The law mandated the CCC to mainstream climate change, in synergy with disaster risk reduction, into national and local development plans and programs. In May 2010, Congress also enacted Republic Act No. 10121 or the Philippine Disaster Risk Reduction and Management Act of 2010 to deal specifically with disaster risks. The National Disaster Risk Reduction and Management Council (NDRRMC) was created to oversee the implementation of the law and is responsible for the overall protection and welfare of the people during disasters or emergencies. Disasters affecting Metro Manila have far-reaching impacts at the national scale due to its economic and political importance. For example, in 2009, typhoons Ondoy (Ketsana) and Pepeng (Parma) brought extensive rainfall over the area, causing severe flooding and seriously affecting the population and resources of the entire Greater Manila region. According to the post-disaster needs assessment report issued by the World Bank (2010), total losses caused by the two typhoons amounted to about US$4.4 billion or 2.7% of the Gross Domestic Product (GDP). Flood mitigation measures fall into two types: structural and non-structural measures (UN-ESCAP 1990). It has consisted primarily of structural measures, whereby planning and implementation have been mostly the responsibility of governments. In contrast, non-structural measures such as early warning systems require a much greater involvement of the public, including clear dissemination of flood risks and potential mitigation options.

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Strategic logistics planning for flood disaster prevention The Department of Public Works and Highways (DPWH) is in-charge of the construction, operation and maintenance of Greater Manila Area’s flood-control infrastructure (i.e. structural measures). It built the Pasig River walls, the Rosario Weir in the Manggahan Floodway, and the Napindan Hydraulic Control Structure. The Mangahan Floodway was constructed in the late 1980s to divert the peak flood flow of Marikina River towards Laguna de Bay, and allow only a small volume to pass through Pasig River. The Napindan Hydraulic Control Structure, constructed in the 1980s, is a large spillway dam that regulates the water level of Laguna Lake and controls the flow of saline and polluted water from Pasig River into the lake. The Effective Flood Control Operation System (EFCOS) was one of the major non-structural measures aimed at achieving an effective flood control operation for the Marikina-Pasig-Laguna Lake Complex through real time rainfall and water level data collection at the Rosario Master Control Station (MCS). However, EFCOS was de-operationalized in 2009 for budget reasons. Recently finished flood-control projects are the river dikes and pumping stations in the Caloocan-Malabon-Navotas-Valenzuela (CAMANAVA) area. The Pasig-Marikina River Channel Improvement Project (PMRCIP) is an ongoing project which involves the construction of river dikes and river walls. Other proposed major flood-control structures are the Marikina Control Gate Structure (MCGS) in Pasig and the Marikina Dam in Montalban, Rizal. In order to manage risks effectively, an understanding of the dynamics of the hazards and the logistics system of economic zones in the Greater Manila Area is essential to allocate resources and formulate policies. The use of decision-support tools such as GIS-based spatial analysis provides a better comprehension of the problem which might enable the identification of appropriate solutions. Therefore, the paper had the following objectives: (1) to identify flood susceptible areas in the Greater Manila Area; (2) to determine major logistics clusters and logistics networks in the Greater Manila Area; (3) to analyze ability of economic zones to handle logistics operations under flood disaster conditions, and (4) to recommend policy measures on logistics planning for flood disaster prevention.

MATERIALS AND METHODS

This paper utilized existing data sourced from various available studies, reports, and open-source geodatabases. Hazard maps were sourced from different government agencies, such as the NAMRIA, the Mines and Geosciences Bureau (MGB), the Philippine Information Agency, and the Department of Science and Technology (DOST) NOAH Project. Data on economic zones were sourced from the Philippine Economic Zone Authority (PEZA). Road network data were sourced from the Department of Public Works and Highways (DPWH), Local Government Units (LGU) and the Metropolitan Manila Development Authority (MMDA), while logistics operational data were sourced from various freight transport studies. These data layers are very costly to construct by traditional means. However, Geographic Information System (GIS) is a powerful tool for developing a database from these readily available sources, and thus, greatly reduces the cost of data collection. It can conveniently integrate quantitative analysis, data manipulation,


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Castro 2015 and visualization in one operating environment (Longley et al. 2011). Most of the data layers, with the exception of the road network data, were first created and/or converted into GIS format using a combination of GIS software, spreadsheet or online mapping platforms. Then, by performing spatial analyses in GIS such as overlay analysis and Kernel Density Estimation (KDE), spatial patterns and trends as well as logistics issues were identified. NAMRIA provides the topographic maps for the hazard mapping projects of the National Disaster Risk Reduction and Management Council (NDRRMC) led by the Office of Civil Defense. One of these projects is the “Hazard Mapping and Assessment for Effective Community-Based Disaster Risk Management” or READY Project, which was supported by UNDP and AusAID (2009). The hazard maps produced are flood, rain-induced landslide, earthquake-induced landslide, ground rupture, ground shaking, liquefaction, storm surge, tsunami, and volcanic eruption. The collected flood susceptibility maps were digitized and converted into GIS format using ArcGIS. For the purpose of this study, economic zones within the Greater Manila Area that operate as manufacturing zones were selected for analysis. The economic zones were then located and mapped using Google Earth and place-marked accordingly to have geo-referenced information (i.e. longitude-latitude coordinates). The advantage of using Google Earth as the input interface is that one can be able to zoom in or out and place-mark the identified features with ease. The features were then saved as a Google Earth file (.kmz or .kml), which can be directly accessed and shared without difficulty. The .kmz/.kml files were then converted into GIS data format using ArcGIS. In order to determine the agglomeration of economic zones, Kernel Density Estimation (KDE) under the spatial analyst tools of ArcToolbox in ArcGIS was used. The darkest areas in the generated image represent those places with the highest concentration of economic zones, and conversely, those with the lightest shading represent areas with least or no concentration of economic zones.

RESULTS AND DISCUSSION

Flood-susceptible areas. The flood-prone areas in Metro Manila are the CAMANAVA area, the Pasig-San Juan River area, the Pasay-Parañaque area, the Marikina River area, and the Taguig-Pasig area. Outside Metro Manila, a major portion of Bulacan and Pampanga are highly susceptible to floods (Figure 1). Economic zones in the Greater Manila Area. To address the various urban problems brought about by increase in population, regions in the vicinity of Metro Manila became the choice location for expansion of residential, social and economic activities. Industrial areas in the south (i.e. Cavite, Laguna and Batangas), in the north (i.e. Bulacan and Pampanga), and in the east (i.e. Rizal) were developed and become extensions of the metropolis. PEZA is tasked to promote investments and facilitate the business operations of investors in export-oriented manufacturing and service facilities inside the Special Economic Zones. As of December 2013, there are a total of 405 economic

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Figure 1. Flood susceptibility map of Greater Manila Area and vicinity, Philippines. zones with 90 manufacturing economic zones located all over the country, 264 IT parks/centers, 26 tourism/medical tourism economic zones/parks and 25 agro-industrial economic zones (PEZA 2014). The economic zones in Metro Manila are made up of mostly IT-enabled industries. These industries primarily take the form of business process outsourcing such as call centers, data centers and software development. Laguna’s economic zones accommodate IT-enabled industries, mixed industries, manufacturing activities, mainly for electronics and semi-conductors, automotive manufacturing and automotive parts, and light to medium scale non-polluting industries. These are concentrated in Biñan, Sta. Rosa and Calamba. Cavite mostly hosts manufacturing industries engaged in the production of a diverse mix of products ranging from light to medium scale non-pollutant industries engaged in electronics, semiconductors,


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Castro 2015 and plastic products. These are concentrated in Dasmarinas, Bacoor, Rosario, and General Trias. The major economic zones are detailed in Table 1. Table 1. Major economic zones near the Greater Manila Area, Philippines. Ecozone Location Description

This economic zone was a former US military base, with a 4,400-ha main zone and a 27,600-ha subzone, which are ideal places of investment for high-end IT industries, aviation and logisticsrelated activities and tourism. This is a 670-sq km area at the Subic Bay Free Port ideal for tourism, industrial, commercial, financial and investment centers. This has a land area of 120 ha, ideal for factories engaged in light non-polluting activities and similar types of business. This ecozone was a former agricultural land with an area of 278.51 ha, now currently a highlyindustrialized area with about 220 actively operating companies. This was established in 1991 as a 71.77-ha industrial subdivision, catering to light to medium manufacturing industries.

Clark Special Economic Zone

Clark, Pampanga

Subic Special Economic Zone

Olongapo, Zambales

Tarlac Special Economic Zone

Hacienda Lusita, Tarlac

Cavite Economic Zone

Rosario, Cavite

First Cavite Industrial Estate

Dasmarinas, Cavite

Gateway Business Park

General Trias, Cavite

This is a 110.05-ha land established in 1990 as an industrial estate with locators engaged in high-technology products such as electronics and semiconductors.

Toyota Special Economic Zone

Sta. Rosa, Laguna

This is an 82-ha land which houses the Toyota Motor Philippines Corporation (TMP), an automotive manufacturing company.

Calamba Premier International Park

Calamba, Laguna

This is a 65.63-ha industrial estate with light-tomedium-based industries.

Laguna Technopark

Binan, Laguna

This is a world-class industrial park with an area of 351.98 ha hosting companies producing cars, motor parts, computers and electronic parts.

First Philippine Industrial Park

Sto. Tomas, Batangas

Lima Technology Center

Lipa City, Batangas

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This is a 331.85-ha industrial estate catering to a wide range of industries such as light-to-medium manufacturing plants, high technology and nonpollutive industries. This hosts 34 locators engaged in diverse industrial productions, such as computer printers, automobile micro-motors and other high technology products.


Strategic logistics planning for flood disaster prevention Major logistics clusters and networks. Figure 2 shows the location of the economic zones in the Greater Manila Area using Google Earth and ArcGIS. Through Kernel Density Estimation (KDE), the location where the economic zones are concentrated was determined. The darkest areas in Figure 3 represent those places with the highest concentration of economic zones or the location of major logistics clusters. It can be surmised from the resulting image that economic zones are agglomerated in the Laguna area near the South Luzon Expressway (SLEx), in Clark near Clark Airport and in Batangas near Batangas Port.

Figure 2. Location of economic zones within Greater Manila Area, Philippines (Google Earth and ArcGIS). Logistics operations. The JICA-funded High Standard Highway Network Development Masterplan Study (2010), which the author was involved in as a consultant, conducted a survey of major economic zones in Luzon. Data gathered from this survey are relevant because they give indications on major international freight flows and usage of international ports and airports in the study area. Most of the locators interviewed in the economic zones utilize Manila Port as the point of entry for their raw materials as well as their port of exit for their finished products. Some locators indicated that they likewise use Ninoy Aquino International Airport (NAIA) as the port of exit for their electronic products and computer parts (Figure 4). The freight flows are detailed in Table 2.


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Figure 3. Agglomeration of economic zones using KDE.

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Figure 4. Logistics network used and major points of exit of products. Table 2. Freight flows in the Greater Manila Area, Philippines. Ecozone Clark Special Economic Zone

Subic Special Economic Zone

Location

Description

Clark, Pampanga

The locators are engaged in garments, radial tires, and fiberglass manufacturing. They specified that they mostly utilize Manila Port as their cargo entry and exit points.

Olongapo, Zambales

Most of the locators are engaged in the manufacture of air conditioners, electrical and mechanical products, computer/electronic parts and transport equipment parts. They indicated that they use Subic Port as their main entry and exit points. However, some locators also use NAIA and Clark Airports for shipping electronic products.


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Tarlac Special Economic Zone

Hacienda Lusita, Tarlac

Cavite Economic Zone

Rosario, Cavite

First Cavite Industrial Estate

Dasmarinas, Cavite

The locators are engaged in the manufacture of electrical parts, semiconductors, and polyethylene. They indicated that they use Manila Port as their main entry and exit points. The locators are engaged in the manufacture of steel products, transmitter radios, housing parts and plastic products. They use Manila Port as their main entry and exit points. The locators are engaged in the manufacture of auto parts, electrical parts, and magnets. They indicated that they use Manila Port as their main entry and exit points.

Gateway Business Park

General Trias, Cavite

The locators are engaged in the manufacture of electronics and computer parts, metal products and plastic auto parts. For electronics and computer parts, NAIA is the main entry and exit point. For other products, Manila Port is the main entry and exit point.

Toyota Special Economic Zone

Sta. Rosa, Laguna

The locators are engaged in the manufacture of cars and automotive parts. They indicated that they use Manila Port as their main entry and exit points.

Calamba, Laguna

The locators are engaged in the manufacture of computer, electronic and mechanical parts. They indicated that they use Manila Port as their main entry and exit points. However, some locators also use NAIA Airport for shipping electronic products.

Binan, Laguna

The locators are engaged in the manufacture of cars, car audio, motor parts and computer parts. They indicated that they use Manila Port as the main entry and exit points, except for computer parts which are shipped mostly through the NAIA.

Sto. Tomas, Batangas

The locators are engaged in the manufacture of steel and plastic products, electronics, motor and mechanical electrical products. Manila Port is the main entry and exit points for many products. Electronic products are generally shipped through NAIA.

Calamba Premier International Park

Laguna Technopark

First Philippine Industrial Park

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Lima Technology Center

Lipa City, Batangas

The locators are engaged in the manufacture of construction materials, electronic parts, steel products and automotive parts. Manila Port is the main entry and exit points for many products. Substantial cargo flow especially for electronics and automotive parts involves the use of NAIA.

Overlay of flood susceptibility, economic zones and logistics network. An overlay of the flood susceptibility, economic zones and logistics network is shown in Figure 5. It is evident that the Port of Manila and NAIA are located in areas with medium susceptibility to flooding. On the other hand, the alternative and underutilized seaports of Batangas and Subic are not susceptible to flooding. With regards to road transport, the northern portion of South Luzon Expressway (SLEx) indicates low to medium susceptibility to flooding, while the majority of North Luzon Expressway (NLEx) shows high susceptibility to flooding. Based on the above findings, the ability of logistics facilities located in the economic zones to handle logistics operations will be greatly compromised at times of disasters, especially during flooding. This is largely because majority of the cargo to be shipped out or exported would utilize the Port of Manila and NAIA. Hence, there is a necessity to reexamine existing logistics plans, if available, and to recommend strategic policy measures on how logistics planning can be improved which considers the impact of disasters due to flooding.

STRATEGIC LOGISTICS PLANNING FOR FLOOD DISASTER PREVENTION

Policy to develop more climate-proof infrastructure. With regards to land transport, among the road infrastructure that are being implemented and planned by DPWH to provide alternative transport networks are described in Table 3 and Figure 6. It is imperative that these are climate-proof designed to withstand the impacts of various hazards. Policy on the location of economic zones and industrial parks considering environmental factors. In 1995, the Special Economic Zone Act (RA 7916), was passed to accelerate a comprehensive and balanced industrial, economic and social development of the country through the establishment of special economic zones in strategic locations and through mechanisms that would attract foreign investments. Governance of the special Economic zones rests with PEZA. Section 6 of the Act established the criteria for the setting up of economic zones. Areas may be established as economic zones subject to the evaluation and recommendation of the PEZA, based on a detailed feasibility and engineering study which must conform to the following criteria: (1) Proposed area must be identified as a regional growth center in the Medium-Term Philippine Development Plan or by the Regional Development Council; (2) Existence of required infrastructure in the proposed Ecozones, such as roads, railways, telephones, ports, airports, etc. and the suitability and capacity of the proposed site to absorb such improvements;


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Castro 2015 (3) Availability of water source and electric power supply for use of the Ecozones; (4) Extent of vacant lands available for industrial and commercial development and future expansion of the Ecozones, as well as for residential areas for the Ecozones workers;(5) Availability of skilled, semi-skilled and non-skilled trainable labor force; (6) Area must have a significant incremental advantage over the existing economic zones and its potential profitability can be established; (7) Area must be strategically located, and (8) Area must be situated where controls can easily be established to curtail smuggling activities.

Figure 5. Overlay of flood-susceptibility, economic zones and logistics network.

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Strategic logistics planning for flood disaster prevention Table 3. Ongoing and planned road transport infrastructure projects. Project Name

Description

NAIA Expressway Project

This is a 7.15 km four-lane elevated expressway from Sales Avenue going to Andrews Avenue, Domestic Road, MIA Road and ends at Macapagal Boulevard. Its estimated cost is 23 billion pesos to be constructed from 2014-2015. The private sector will finance, design, construct, operate and maintain the project, whereas the government will finance road right-of-way acquisition.

NLEx-SLEx Connector Road Project

This is a 13.4 km four-lane elevated expressway to link the existing SLEx and NLEx passing through Metro Manila and utilizing the existing PNR alignment as its route. It has a project cost of 24.51 billion pesos for construction from 2014-2016.

NLEx East Expressway

This is a 92.1 km project that will form an important transport access in the eastern area of Region III. The project will run parallel with the Pan Philippine Highway starting from the end point of La-Mesa Parkway and junction of C-6 in San Jose del Monte up to Cabanatuan City. The estimated project cost is 15.77 billion pesos.

CALA Expressway

This project is a 44.6 km four-lane closed-system tolled expressway connecting CAVITEX and SLEX. The project will start from the CAVITEX in Kawit, Cavite and end at the SLEX-Mamplasan Interchange in Biñan, Laguna. This is a 35.42 billion peso project to be constructed from 2015-2019 under PPP scheme.

Metro Manila Expressway Project (C6)

The project is composed of two phases: (1) Southeast Metro Manila Expressway (SEMME) – a 34-km six-lane road (combination of atgrade and elevated expressway) from Skyway FTI, Paranaque City to Batasan, QC, and (2) East Metro Manila Expressway (EMME) – a 24-km expressway starting at Marcos Highway and terminates at San Jose del Monte, Bulacan.

Central Luzon Link Expressway (CLLEx)

The CLLEx is a 30.7 four-lane expressway which diverges from SCTEx at 2.5 km north of Luisita Interchange and traverses Central Luzon in the east-west direction, then passes through Cabanatuan City and ends at San Jose City in Nueva Ecija. The project is estimated to cost 14.94 billion pesos scheduled for a 5-year construction period to be completed by 2017. The project is financed through ODA while Operation and Maintenance is under PPP.


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Laguna Lakeshore Expressway Dike (LLED)

This PPP project is a high standard highway cum dike that will facilitate traffic flow and mitigate flooding in the western coastal communities along Laguna Lake. It will run 500 meters away but following the shoreline of Laguna Lake. The proposed expressway will be used to integrate a flood control system to protect the flood prone areas located along the shoreland of Laguna Lake. The project is estimated to cost a total of 122.811 billion pesos including reclamation cost and expressway dike construction.

Source: DPWH (2014), PPP Center (2014).

Figure 6. Ongoing and planned road transport infrastructure projects. Source: DPWH (2014)

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Strategic logistics planning for flood disaster prevention Based on the above criteria, it is clear that economic zones were selected and established without due consideration to environmental factors such as whether the site is vulnerable to hazards or not. Thus, a stronger policy on the location of new economic zones that aptly considers environmental risks should be established to prevent further losses due to disasters. Policy to encourage logistics companies to utilize alternative ports. The top three important factors for locating in the Greater Manila Area according to ReyesMacasaquit (2008) are: (1) size of local markets; (2) investment incentives, and (3) physical infrastructure (i.e. roads, highways, ports, airports, etc.). Given the crucial role of GMA as the center for economic, social, and administrative activities, its market size is comparatively large than other regions of the country. Likewise, more modern and advanced physical infrastructure can be found in the area. The JICA Study to Decongest Container Traffic from Manila to Subic and Batangas (2012) revealed that port usage in Subic in 2011 was only 5.6% of its actual capacity while Batangas’ usage is only at 4.2% capacity. The Manila ports, on the other hand, handled 98.2% of total volume of container traffic passing through these three places. However, with the recent physical infrastructure improvements such as the completion of the STAR Tollway connecting with the South Luzon Expressway (SLEx), transport of goods from/to Batangas Port has become faster and more secure. In addition, the Subic-Clark-Tarlac Expressway (SCTEx), combined with the North Luzon Expressway (NLEx), also provide a direct and faster road transport alternative from/to Subic Port. Thus, if issues related to new pricing strategies such as reduced wharfage, berthing fees and vessel-related charges in Batangas and Subic ports can be resolved with the help of the government, the logistics firms might be encouraged to use these alternative ports instead of using the flood-susceptible and severely congested Port of Manila. Policy on mode shift from truck to riverine transportation. The Department of Transportation and Communications (DOTC) is currently finalizing a feasibility study of the Manila Bay-Pasig River-Laguna Lake (MAPALLA) Ferry System Project which would connect Metro Manila to its neighboring provinces through major waterways. The project is envisioned to benefit approximately 10 million residents in Cavite, Laguna, Bulacan, Rizal and Bataan provinces, which rely heavily on land transportation resulting in traffic congestion. In essence, the MAPALLA Ferry System Project is an expansion of the Pasig River Ferry Service, which was the only water-based transportation that navigated the Pasig River from Pasig City to the City of Manila. The ferry service was suspended indefinitely in February 2011 due to the low volume of passengers. The new ferry system is expected to provide an alternative transport using the many waterways in and around Metro Manila such as the Manila Bay, Pasig River, and Laguna Lake. The viability of freight transportation using the MAPALLA system also needs to be reexamined. Since most of the Economic zones in Laguna are just a few kilometers away from the Laguna Lake shoreline, a mode shift from truck transport to riverine transport via Laguna Lake might be possible. If implemented,


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Castro 2015 this new riverine transport system can provide an alternative way of delivering and transporting goods without having to use the flood-susceptible SLEx. Policy to strengthen database in flood control and logistics planning. An effective data sharing system is vital to disaster planning and management. The use of Internet-based technology facilitates data sharing particularly during disasters. An example of this is the Philippine Geoportal Project under NAMRIA, a portal that provides a system for sharing geospatial information, data management and exchange standards and protocols, and institutional interface that facilitates the flow of information across all levels of government, the private sector, and other stakeholders. It is hoped that this system would likewise include relevant data on flood and logistics. Another technology-based project that is modernizing the way weather-related information is disseminated is the Project Nationwide Operational Assessment of Hazards (Project NOAH). Since its launch in July 2012, the NOAH website has been giving the public the chance to access data taken from the weather satellites, Doppler radars, all-automatic weather stations, rain gauges, stream gauges and manned ground weather stations that validate the data culled from these technologies. These data are published on the NOAH website, which is open to all Internet users. The project’s objective is to improve rain and flood forecasting through more efficient and accurate reporting and dissemination of weather information. Policy to mainstream logistics concerns and disaster risk reduction in Development Plans. The impacts of disasters can be curtailed through mainstreaming disaster risk reduction (DRR) and climate change adaptation (CCA) in the development planning and decision-making processes. In 2008, the National Economic and Development Authority (NEDA) formulated the mainstreaming framework (NEDA, 2008) that involves two processes: (1) disaster risk assessment (DRA), which analyzes the natural hazards together with the risks involved, and (2) how the results of risk assessment enhance the development planning analysis to reduce risks and vulnerabilities. The framework and the DRA were officially adopted with the issuance of Executive Order No. 1 directing the local government units to use the DRA in their planning activities. Various local and international organizations have been supporting the Philippines to mainstream disaster risk management (DRM) and climate change adaptation (CCA) into development. This includes the preparation and implementation of an Integrated Flood Management Master Plan to reduce and manage flood risks in the Greater Manila Area (World Bank 2013). The plan focuses on the prioritization of legislative action and investments to strengthen institutional coordination, improved flood management through structural measures as well as non-structural measures including strengthening the flood forecasting and warning system, capacity-building to strengthen community- based flood risk management, and improving the information management for effective DRM. While all these intentions can be commended, it is necessary that logistics management during disasters be included in the Development Plans. This will comprise humanitarian logistics, as well as Business Continuity Plans (BCP) for private enterprises. Business Continuity Planning is a proactive planning process

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Strategic logistics planning for flood disaster prevention that ensures vital products and services are delivered during disasters, which include: (1) plans and arrangements to ensure the continuous delivery of vital products and services, permitting the logistics firm to recover its facility, data and assets, and (2) identification of necessary resources to support operations, including personnel, equipment and financial allocations, among others.

CONCLUSION

Although the Greater Manila Area is an important economic center and the hub of industrial activities in the country, existing flood management facilities are insufficient to protect the population and economic assets that are repeatedly affected by flooding. While the government recognizes that disaster logistics planning is important, such planning is still too often a neglected part of the government’s management actions. As a result, many logistics firms are still at a low level of disaster preparedness. Thus, it is imperative that the government as well as the logistics firms adopt a pro-active approach to disaster logistics management. The paper described strategic logistics planning approaches that the government can consider in order to mitigate or prevent the adverse impacts of flood disasters in the Greater Manila Area. The strategic policies, which are a mix of nonstructural and structural measures, range from developing more disaster-resistant infrastructure, enhancing the policy on location of economic zones considering environmental factors, encouraging logistics companies to utilize alternative ports, encouraging mode shift from truck to riverine transport, strengthening the database on logistics and flooding, and mainstreaming logistics concerns and disaster risk reduction into the development plans.

LITERATURE CITED

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Castro 2015 National Economic and Development Authority (NEDA). 2008. Mainstreaming Disaster Risk Reduction in Subnational Development: Land use/Physical planning in the Philippines, United Nations Development Programme/European Commission Humanitarian Aid. National Statistical and Coordination Board (NSCB). 2008. http://www.nscb.gov.ph/ National Statistics Office. 2010. Census of Population and Housing: National Capital Region. Philippine Economic Zone Authority (PEZA). 2014. http://www.peza.gov.ph/ Reyes-Macasaquit, M.L. 2008. Industrial Agglomeration in the Philippines. In: Ariff, M. (Ed.). Analyses of Industrial Agglomeration, Production Networks and FDI Promotion, ERIA Research Project Report 2007-3, Chiba: IDE-JETRO, 64-122. United Nations - Economic and Social Commission for Asia and the Pacific (UN- ESCAP). 1990. Urban flood loss prevention and mitigation. United Nations Development Programme – Australian Aid (UNDP-AusAID). 2009. Hazard Mapping and Assessment for Effective Community-Based Disaster Risk Management (READY Project). World Bank. 2010. Typhoons Ondoy and Pepeng: Post-Disaster Needs Assessment. World Bank. 2011. Resilient Cities: Multi-Hazard City Risk Index, Chreod. World Bank. 2013. Flood management master plan for Metro Manila and surrounding areas, Global Facility for Disaster Reduction and Recovery Trust Fund of the Australian Agency for International Development (AusAID). Zoleta-Nantes, D.B. 2000. Flood hazards in Metro Manila: Recognizing commonalities, differences, and courses of action. Social Science Diliman 1(1): 60-105.

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