01 Background and Introduction

01.1 Historical Background

01.2 Background of the Problem

01.3 Background of the Study

01.4 Statement of the Problem

01.5 Significance of the Study

01.6 Goals and Objectives

01.7 Scope and Limitations

01.8 Definition of Terms

01.9 Review of Related Literature

01.10 Methodology

02 Discussions

02.1 Site Analysis

02.2 The Design

02.3 The Master Plan

02.4 The Mood

02.5 Utilities, Technology, and Innovations

03 Conclusion

04 Recommendations

05 Appendix
INTRODUCTION

HISTORICAL BACKGROUND

The history of Iloilo City dates back to the Spanish colonial period, starting as a small
and incoherent grouping of fishers' hamlets from the Iloilo River by a large swamp
which after 1855 became the second most important port of call in the colony due to
transshipment of sugar products from the neighboring. As with other civilizations,
Filipino settlements began along with bodies of water. In Iloilo, the typical dwelling
was the hut made of bamboo and grass or palm, lined up along the coasts or the
banks of Jaro, Iloilo, and Batiano Rivers. The rich landscape of forests, ricefields,
mountains or brush, and bamboo thickets provided the natives with materials for
clothing, shelter, and tools. The simple ways of Ilonggos were reflected in the lack of
public buildings or places of worship.

Under Spanish colonization, the early type of dispersed settlement called barangays
evolved into towns (pueblos) and provinces (alcaldias). Parish churches, besides the
nearby town hall (casa tribunal) and town plaza, became the heart of town plans.
From the town center, residences filled the streets, radiating in a grid-iron pattern.
Today, the town plaza remains a center of public and religious celebrations. The seat
of government was first set up along the coastlines of Arevalo, which was always
under the threat of Muslim or Dutch pirates. Political survival prompted the Spaniards
to transfer the seat to Ogtong (now Oton) and eventually near the mouth of the Iloilo
River (now Fort San Pedro). Since its establishment, a radial road network radiates
from the fort is still being used today.

During the American Period, they brought about further economic development
through road networks. In 1857, Nicholas Loney, the first British vice-consul in Iloilo,
was responsible for the kilometer-long Road Calle Progreso (now Isidro de Rama
Street), which linked the warehouse (bodegas) of sugar with the Iloilo towns. Loney
also led the gradual reclamation of the whole western bank of the river and the
eventual relocation of the business center to the nearby Calle Real (now J.M. Basa
Street). The 1920s witnessed the introduction of the working-class districts (Barrio
Obrero) to accommodate the low-income labor sector. Barrio Obrero was established
in Lapaz to the north of the Iloilo River’s mouth. During this time, Art Nouveau and
Neo-Colonial architecture also flourished in the city’s downtown. Typical designs
were arcaded ground floors set back in near straight alignments. Although Manila
was the focus of planning then, Iloilo was elevated as a chartered city on 16 July
1937. During this time, Ilonggos, who received American grants to study architecture
abroad, returned and brought American architecture to their homes. Usual
Commonwealth elements were the eagle, scroll, and olive leaves. By the end of
World War II, Iloilo’s booming economy was in ruins. The decline in the sugar
economy and the exodus of people and investors to other cities such as Bacolod and
Cebu led further to its economic demise. Iloilo gradually recovered as the planning
focused on reconstructing and reviving the war-torn Philippines. In 1959, Iloilo City
joined other chartered cities in implementing the urban planning strategies and
policies of the National Planning Commission.

The next three decades saw the moderate growth of Iloilo City with the
establishment of fish ports, an international seaport, and other commercial firms.
Iloilo City also became the Regional Center of Western Visayas. In 1977, a
Comprehensive Urban Development Plan for Iloilo City was approved and adopted
by the Sangguniang Panlungsod. The Land Use Plan and Zoning Ordinance was the
implementing tool. However, the 1977 Plan was unable to cope with the demands of
rapid urbanization. By the end of 1993, a multi-sectoral group prepared the
1994-2010 Comprehensive Development Plan of Iloilo City to amend the old plan
and address the present and future challenges of urban development. The plan,
however, was not carried out pending the approval of the Housing and Land Use
Regulatory Board (HLURB).

Some contemporary problems of Iloilo: the city's population has more than doubled in the
past decade, and more than a third of its citizens cannot find or afford proper housing and
are forced to live without any tenure security in squatter settlements along the rivers, canal,
roads and the coastline, where the increasing incidences of typhoons, floods, landslides
make these areas doubly dangerous.

There are three (3) main forms of public transport within Iloilo City, all of them private, but
there is some regulation by the city :
 • Jeepneys: Iloilo has a special design of jeepneys, a very long, sleek, and
low-slung version compared to the boxy jeepneys in Manila. These ply the main roads and
go only on fixed routes, with fares depending on the distance.

• Motorcycle taxis (locally known as “tricycles”): These are motorcycles with

covered sidecars attached, in which about 6 passengers can squeeze: two behind the driver
and four squashed inside the sidecar which has two back-to-back seats. The fares are all
negotiated and reasonably known for certain routes. The minimum fare is 7 pesos, and the
ride is cheaper when there are more to share the fare. For example, if four persons ride a 40
Peso distance, it will be 10 Pesos per person. But if someone makes the same trip alone, he
will have to pay the "special rate" of 40 pesos! May says that most of these vehicles are
owned by their drivers, but some are rented out by the day. It costs about 60,000 Pesos
($1,250) to buy a motorcycle.

• Pedicabs ("Sikad", which means "kick" in Ilonggo): These are pedal versions of
the motorcycle taxis, also with a tiny sidecar in which two or three people can squeeze. It
costs about 4,000 - 5,000 Pesos ($100) to buy a Sikad, or 30 Pesos per day to rent one from
its owner. The minimum fare is 5 pesos, and these ply only the quieter roads and are perfect
for navigating the narrow, winding lanes inside informal communities.

INTRODUCTION

BACKGROUND OF THE PROBLEM

INTRODUCTION

BACKGROUND OF THE STUDY

INTRODUCTION

STATEMENT OF THE PROBLEM

INTRODUCTION
SIGNIFICANCE OF THE STUDY

INTRODUCTION

GOALS AND OBJECTIVES

INTRODUCTION

SCOPE AND LIMITATIONS

INTRODUCTION

DEFINITION OF TERMS

INTRODUCTION

REVIEW OF RELATED LITERATURE

INTRODUCTION

METHODOLOGY
THE SITE

SITE ANALYSIS

Name: Iloilo topographic map

Coordinates: 10.38642 122.01153 11.77510 123.50986
Minimum elevation: 0 m
Maximum elevation: 2,404 m
Average elevation: 66 m

Geography
Landscape: The city has a land area of 78.34 square kilometers or 30.25 square miles of
which 75% is disposable land and 25% is forestland, with redwoods occupying over 7,000
hectares. One-third of the landmass is plain and there are also hills and mountains
THE DESIGN

Make a zone for industrial establishments for proper zoning

-Design a way as a landscape and street that easily converts into a car-free zone for
festivals.

-Improve city landscape to promote recreational activities.

-To enhance the mode of transportation and become efficient for the commuters.
-A beautiful pedestrian and bicycle line trail to highlight Iloilo's riverfront and unique qualities.

-New developments include a variety of housing types and transition gracefully between
new and old.

-Make a Walkable City that establishes policies designed to create more areas for
pedestrians as a way of responding to environmental pressures and the need to live in
healthier environments.
THE MASTER PLAN

THE MOOD
UTILITIES, TECHNOLOGY, AND INNOVATION