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CHR to Metro Mayors: Respect rights of unvaccinated residents

The Commission on Human Rights (CHR) urged Metro Manila mayors to observe human rights in their plan to impose restrictions on the movement of un-vaccinated residents.

Following the announcement of Metro Manila Development Authority (MMDA) chairperson Benjamin Abalos Jr. on Monday that the 17 National Capital Region mayors have agreed “in principle” to enact ordinances for “enhanced restrictions,” the CHR said such polices must be based on human rights standards.

“[A]mong others, it must be legal, necessary, proportional and non-discriminatory,” in accordance with the Siracusa Principles urging that human dignity and respect must be at the core of every government decisions concerning citizens, the CHR said in a statement.

The agency acknowledged that there are valid justifications in restricting rights, including freedom of movement, especially during national emergencies, such as the present pandemic.

But it said it remains the government’s obligation to “respect, protect and fulfill” people’s rights even during the pandemic.

“Despite the restrictions, unvaccinated individuals must also continue to be allowed to access essential services. Similar policies must contemplate valid exemptions as well, such as religious and valid medical grounds,” the CHR said.

Abalos Jr. said MMDA Resolution No. 22-01, series of 2022, had been approved in a meeting between the local executives, the MMDA and members of the Inter-Agency Task Force for the Management of Emerging Infectious Diseases (IATF).

Abalos cited the rising cases of Covid-19 following the holiday season made worse by the threat of the Omicron variant.

The resolution urges local government units to mandate unvaccinated individuals to stay at home at all times except for the procurement of essential goods and services such as food, water, medical services, public utilities, and work.

“It’s like having an Enhanced Community Quarantine but only for the unvaccinated. It’s for their own protection. They should remain at home,” Abalos said in Filipino.

The NCR has reverted to the stricter Alert Level 3 from January 3 to 15.The Department of Health reported 4,084 new Covid cases and 16 new deaths on Monday, a steep increase from mere hundreds of daily new cases before Christmas. # (Raymund B. Villanueva)

Covid-19 in the Bangsamoro (Part 1 of 2)

This five-episode podcast was produced by UrbanisMO.PH and Young Public Servants with support from Friedrich-Ebert-Stiftung Philippines, International Center for Innovation, Transformation, and Excellence in Governance (INCITEGov) and PCIJ.

BY AARON MALLARI WITH ICA FERNANDEZ / Philippine Center for Investigative Journalism

What’s the big picture? The concentration of Covid-19 cases in Metro Manila and surrounding regions means the pandemic response might be uneven across the country. But places like the Bangsamoro autonomous region need extra resources to control the outbreak, and ill-conceived programs aren’t helping. Bangsamoro leaders, for instance, have to deal with returning overseas workers, some of them asymptomatic virus carriers, who were repatriated from their host countries and shipped back to their home provinces under the ‘Balik-Probinsya’ and ‘Hatid Probinsya’ programs. This is Part 1 of a two-part series titled ‘Covid-19 outside NCR: The Experience of the Bangsamoro Autonomous Region in Muslim Mindanao.’

Why it matters: The ability of localities to absorb the influx of returning migrant workers without compromising the health of their home communities is crucial to ensuring the effectiveness of the national response to the Covid-19 pandemic.

What are the facts? Bangsamoro ministers Naguib Sinarimbo and Laisa Masuhud Alamia discuss how the pandemic response has become one of the region’s biggest challenges to date, as it transitions to a parliamentary government that is autonomous, but somewhat still reliant on the national government. Prof. Rufa Guiam, an expert on governance and inclusion, weighs in on how the pandemic and the Bangsamoro government’s ability to deal with it is crucial to the peace process. 

The bottomline: Covid-19 is a test of governance for the Bangsamoro autonomous region, whose success is essential to achieving peace and prosperity in Mindanao.

Ang mga Tsuper sa Gitna ng Lockdown

Dalawa lamang sina Tatay Leon at Tatay Diosdado sa mga tsuper na apektado ng tigil-pasada dahil sa lockdown.

Nagsimula ang lockdown sa buong Metro Manila noong Marso 15. Ito ay para pigilan ang pagkalat ng COVID-19 sa bansa. Kaugnay nito ang pagbabawal sa mga pampublikong transportasyon na mag-operate. Tinatayang nasa 75,000 ang bilang ng mga nakarehistrong jeepneys sa Metro Manila lamang.

Giit ni Tatay Leon na dapat mag-isip ang pangulo kung paano matutulungan ang mga Pilipinong walang trabaho dahil sa lockdown. Simula pa noong lunes, Marso 16, tigil-pasada na ang mga jeepneys at hirap ang mga tsuper sa paghahanap ng makakain.

Naganap ang panayam noong Marso 20.

Bidyo nila Jola Diones-Mamangun, Arrem Alacaraz, Reggie Mamangun at Jo Maline D. Mamangun

Music Info: Dramatic Emotional – AShamaluevMusic.

Music Link: https://youtu.be/il9HGo4hPjI

Will collective farming by artists save one of Manila’s remaining urban fields?

By Mong Palatino

In the Philippines, a group of artists and volunteers have turned themselves into farmers to cultivate a piece of land situated in the heart of the larger metropolitan area of Manila as part of a campaign to prevent evictions of land tillers. The group, which belongs to the Alliance for Genuine Agrarian Reform and Rural Development, an organization known locally as SAKA, advocates for peasant rights in the Philippines.

In an interview with this author, SAKA leader Angelo Suarez explained what motivated the group to organize what is called a a bungkalan, a collective land cultivation in Quezon City, one of the sixteen cities making up Metro Manila whose total population reached nearly 13 million in the last 2015 census.

As peasant advocates who advance agroecology, we wanted to participate in agricultural production.
In the spirit of bungkalan, we thought this was a great chance to start participating in production and learning the rudiments of both organic agroecology and organizing a community for the assertion of people’s rights.

Suarez related the complicated history of this specific piece of land: initially used as farming land, it was grabbed from peasant communities in the 1930s to become a territory of the newly established Quezon City. Its status changed again in the 1950s when it was donated by the government to the University of the Philippines Diliman (UP), the country’s premier state university.

The land then remained underdeveloped over the next five decades despite the rapid urbanization of Quezon City. In the mid-2000s, the local peasant community successfully petitioned the government to put the land under the coverage of the agrarian reform program but UP contested this notice of coverage by ‘colluding’ with the Quezon City local government in rejecting the terrain’s agricultural classification. Indeed UP plans to build a parking lot in the community.

Yet Suarez is adamant the land should be considered as an agricultural area, as he explained:

It is a bit strange that a farmland can exist in what appears to be a highly industrialized city. But given the reality of uneven development, there does exist a large farmland in Quezon City that resembles nothing of its urban surroundings. Sure, it’s not agricultural on paper—but all it takes is a quick visit to the actual site to determine there’s nothing industrialized about this part of Quezon City at all. In fact, it is so bereft of industrialization that much of the work carried out on the farm is done by hand. The farmers cannot even afford the fuel needed by their rusty old hand tractor to make it work. Even threshing unhusked rice is done manually. What SAKA does is help maintain—and eventually prove—the agricultural status of this farmland by keeping it productive.

Suarez said SAKA started working in the area in early 2019.

We sought permission from the local peasant community to let us till the few square meters they had left unkempt for its difficulty to till. We worked the land for months, till it’s finally able to yield eggplant, okra, pechay [a form of cabbage] , string beans, and other vegetables. We are yet to devise a more efficient system for portioning out the produce among those who’ve worked on it, but for a good span of time all produce was for anybody’s taking: primarily the resident farming community, then the SAKA volunteers who’ve worked on it.

But the group now faces a series of challenges:

The first challenge is the fact that, being artists, literally none of us is a farming expert. Once in a while we get volunteers who have experience in urban gardening and amateur organic farming—but this land is the real deal, we’re practically starting from scratch on actual agricultural land.
Another setback is our lack of experience in organizing. Many of us in SAKA are new activists, and while we are guided by seasoned peasant organizers, many of them spend more time in the countryside where most of our peasant communities are.

Suarez reported how a series of rains flooded SAKA’s little portion of the farm, thus they started digging a makeshift canal system to get rid of excess rainwater. This project has become their number one priority and will remain so in the next few months:

We’ve been digging canals to jumpstart another massive till; the makeshift trenches we’re making should prevent another flooding from killing our crops. Ka Toto, one of the resident farmers and an active member of Anakpawis (Toiling Masses) partylist group, reminds us that the last quarter of the year is a great time to plant, a season conducive to growth. So we have to work double-time in gathering volunteers to join us. To do this, we have been actively campaigning in different forums, talking about bungkalan as a nation-wide mass movement that plays a significant role in the peasant struggle, as well as about bungkalan itself as an urgent intervention in UP’s forthcoming eviction of resident peasants.

It is unclear if the law signed by Philippine President Rodrigo Duterte on August 2019 allowing UP to sell portions of the farming land to the Quezon City government would resolve the dispute. But initiatives like the bungkalan organized by SAKA are helpful in raising awareness about the need to preserve this farmland in the center of Quezon City, and to resist the eviction threat against residents in the community.

Below are more photos from SAKA’s bungkalan activities:

Farming in the city with a high-rise in the background. Source: Facebook, used with permission
Planting activity organized by SAKA. Source: Facebook, used with permission
Volunteers of SAKA. Source: Facebook, used with permission

(This article was first published by Global Voices, an international and multilingual community of bloggers, journalists, translators, academics, and human rights activists. It is republished by Kodao as part of a content sharing agreement.)

Our struggle is not a spectacle

By Denver del Rosario

I was supposed to be in San Juan for work at around 2 pm. I left my house at noon like I always do because, oftentimes, that two-hour allowance is enough. But with the infernal Metro Manila traffic, expect the worst to happen.

I checked my phone. 3:57 pm. And I was still in Kamuning, far from where I was supposed to be. In an act of surrender, I told my editor a minute after that I won’t be pushing through with my coverage today. What should have been moments of productivity became time wasted on the road. I got off the bus, but then came a heavy downpour. I spent an hour in a fastfood restaurant to wait for the skies to clear and then I went out to wait for a ride home.

But then it was past five, and many people were trying to go home. To see buses jampacked with passengers was both frustrating and discouraging: frustrating because we don’t deserve this; discouraging because I wasn’t sure if I could get on a bus in this area with many people also waiting. So I chose to do the 40-minute walk to Philcoa. From there, I finally found a jeepney ride home.

This is the harsh reality many of us face where workers and students have no choice but to wake up a bit earlier in order to avoid the morning rush, only to find themselves still waiting for hours. Some say that the metro traffic is the great equalizer, but I call this bull—-. To say that is to be devoid of class analysis.

When the powerful and the influential romanticize the plight of the ordinary people by telling us that our daily sacrifice is the very definition of Filipino resilience and perseverance I don’t smile in gratitude, I rage. For our struggle is not a story of inspiration, but rather of gross neglect and plain arrogance, one where the grievances of the citizenry are easily ignored by those who should be listening and taking action.

Standing in the middle of an overcrowded bus while passengers still try to shove their way in is not a metaphor, so are burning railroads and dysfunctional trains. This is the reality of the masses, a never-ending cycle of waking up early and going home late while losing hope in the process. With these difficult circumstances, we have fallen into compromise; we don’t care anymore about safety and inconvenience, if the vehicle is too cramped, if the aircon is not working, because we all just want to go home.

It isn’t surprising to know that this denial of a mass transport crisis by the administration has earned the ire of the citizenry. Recently we learned about goverment officials telling us to be more “creative” when commuting, or that Superman is the only one who can save the day. When people shrug off their statements as comical relief instead of recognizing its plain insensitivity, this only manifests how much hypocrisy and incompetence we are willing to tolerate as a society just because we keep hoping change will happen. This is them not doing their mandate, and us willingly accepting that.

What government officials say is a reflection of the principles they hold in shaping public policy. For example, do we really expect a leader who catcalls female journalists and jokes about rape to strengthen laws regarding sexual harassment? Or an elected official who steals agricultural lands for profit to genuinely advocate for farmers? Go figure.

To the rich and the powerful, to hell with you and your uncalled-for sense of superiority. Your oppressing kind has the gall to tell us to hang in there as you look outside from your comfortable seats? Please. Our struggle is not a spectacle. ?????? ????????????, ?????? ?????????? ?????????. We don’t need your condescension; we need you to wake the hell up.

And to us who keep enduring hell, we have no other option but to carry on. We wake up early and go home late for we have bills to pay, mouths to feed, and dreams to fulfill. As we brave the metro traffic again, may we always remind ourselves that we should never settle for less, because we deserve more. But as we all know by now, we don’t wait for the world to change. We take action, rage on. #

(The author is a sports journalist. He has contributed stories to Kodao since his student days.)

‘There IS a mass transport crisis and that long term solutions are needed’

“Congratulations Sec. Panelo for arriving in one piece in Malacanang after nearly 4 hours of commute! Medyo late na kayo kung government time yan na 8am. Just the same, we hope this whole experience underscored the fact that there IS a mass transport crisis and that long term solutions are needed.”–BAYAN secretary general Renato Reyes Jr.

Scrap provincial bus ban, find pro-people solution to traffic–IBON

Government should find another way of decongesting Metro Manila’s major thoroughfare instead of aggravating the inconveniences of hundreds of thousands of provincial bus commuters, research group IBON said.

Commuters’ welfare should be the primary consideration of the Duterte administration in addressing transport woes but its approach should be comprehensive and regulation should cover private vehicles as well, said the group.

During a hearing conducted by the Senate Committee on Public Services, IBON supported calls to scrap the Metro Manila Development Authority (MMDA)’s Regulation Number 19-002, which aims to remove all provincial public utility bus (PUB) terminals from the entire length of EDSA in order to ease traffic.

That provincial buses are instead directed to load and unload in integrated terminals in Sta. Rosa, Laguna for PUBs coming from the south, in Paranaque for those with terminals in Pasay City, and in Valenzuela City for those coming from the north, is inconsiderate of hundreds of thousands of commuters who have to take the provincial bus regularly, the group said.

IBON said that the MMDA regulation nitpicks on provincial buses servicing a big number of commuters without addressing the fact that private cars make up most of daily EDSA traffic and pollution.

Based on MMDA and commuter network Move Metro Manila/ Komyut figures, IBON estimates that provincial buses move up to 425,000 commuters, while cars plying EDSA move at least 370,000.

Cars, however, comprise 65% of traffic and also contribute more to pollution and carbon dioxide emissions, noted the group.

Buses, meanwhile, 66% of which are provincial, take up only 3.5 percent.

Metro Manila’s transport system lacking a last-mile system makes relocating provincial bus terminals to limited spots more difficult for provincial bus commuters, IBON added.

Memo 19-002 adds another layer instead of simplifying the transportation process for commuters.

It not only aggravates their plight in combating traffic but even adds cost due to additional rides for example.

IBON said that in other countries, last-mile solutions include publicly available shuttle rides or bicycle infrastructure that ensure seamless mobility from a central hub or terminal to a passenger’s final destination.

IBON said that the bus ban also disregards how many ordinary passengers live in neighboring provinces but work in the National Capital Region (NCR) for lack of job opportunities elsewhere. 

Taking the train is no viable alternative because the country’s rail systems and interlinkage remain quite underdeveloped to say the least, said the group.

The public Philippine National Railways has not been restored to its full potential and only runs from Tondo to Laguna; the other public Light Rail Transit (LRT) systems operate only within Metro Manila.

The private Metro Rail Transit 3, meanwhile, traverses EDSA but only partially, and has a record of multiple breakdowns and mishaps due to inefficient management regardless of fare hikes.

Looming public utility jeep (PUJ) phaseout worsens the scenario and not only for provincial bus commuters, said IBON.

This is because PUJs currently play a proxy role in first mile and last mile functions, or in taking commuters to and from areas near central transport hubs.

IBON said that traffic solutions that are arbitrary and inimical to the public such as the bus ban should be rescinded. Instead, government should forge a pro-people solution to traffic woes that can start with conducting genuine consultations with affected sectors for all mass transport endeavors. 

The group added that congestion due to too many private cars can be checked, such as with a congestion tax, stricter street parking rules, and perhaps even curbing car ownership.

It may also be necessary, IBON said, to conduct an audit of road and rail safety including the accountability of corporations and agencies involved.

As with other public services, privatization and the user-fees policy should be stopped in mass transport, said the group.

In its transport policy study titled “Mass Transport System in Metro Manila and the Quest for Sustainability”, IBON said that government’s direction should be to craft a sustainable mass transport system: It should be efficient – meaning shortest travel time, shortest possible distance, and least changes in transport mode. It should be reliable, where expected travel time is actual travel time, and unnecessary waiting is minimized. It should be accessible – meaning infrastructure is easy to access, and affordable as well as considerate of the specific needs of various sectors. It should be safe to prevent harm and ensure pedestrian-friendly conditions. It must also be environmentally sound using clean and energy-efficient fuels and promoting non-motorized transport such as cycling and walking. #