This research study aims to contribute to the discussion on the role of the social sector in housing and to make recommendations for the housing sector and other planning groups. Being a long-standing national problem, the housing crisis has been a complex issue brought about by the overwhelming situation of poverty, the influx of rural folk to the cities, the high cost of land and housing unit production, rapid population growth, and limited capital of the government to provide housing for the people. These factors created manifestations that are especially apparent in cities through the increase of the slum population and housing needs. This study aims to: 1) perform case studies and examine the housing projects accomplished by the public, private, and people sectors in housing provision for the poor; 2) analyze the roles of the three actors by identifying its strengths and weaknesses; 3) identify housing provision strategies of each actor that may be emulated to facilitate the production of housing units for the poor.

Furthermore, this study demonstrates the uniqueness of each planning actor’s role in shelter planning and that each actor has a particular ability and function that other actors cannot execute and achieve. The identification of strengths and weaknesses were vital in making recommendations to the housing sector. The findings and conclusions of this thesis focus on each sector’s unique system, dynamics and approach in housing provision. The major findings and conclusions are as follows:

Public Sector Initiated Housing Project
Displays stability in terms of financial and manpower resources
Smooth project accomplishment
Well-funded
Can initiate and sustain large-scale housing projects
The support of the mayor plays a key role in making housing a priority of the LGU
Needs to empower the beneficiaries to be financially capable of paying the monthly amortization

Private Sector Initiated Housing Project
Mainly profit-oriented
Cannot produce as much housing units in the NCR due to high cost of land
Projects are concentrated in CALABARZON cities and municipalities where investments on land and development can cost less

People Sector Initiated Housing Project
Given the funding, resources, involvement of technical, administrative, as well as volunteer workforce, and local government support, a housing project initiated by any people’s organization is an achievable undertaking
Aside from providing housing, the people-sector empowers the beneficiaries to be financially capable and independent

Generally, the study affirms the actuality of the partnership of the public, private, and people sector and its unique contributions in resolving planning issues such as housing.

According to World Health Organization (2018). road traffic injuries are the leading cause of death for children and young adults (5-29 years of age), highlighting the importance of safer campus roads. Moreover, it has articulated the importance of utilizing reliable and valid evidence in the formulation of road safety policies and programs to avoid wasting limited resources on measures that are not effective and have minimal impact (WHO, 2018). In 2008, U.P. Diliman's Office of the Vice-Chancellor for Community Affairs (OVCCA), in cooperation with Automobile Association Philippines (AAP) and National Center for Transportation Studies (NCTS), implemented the U.P. Diliman Traffic Safety Model Zone, a scheme aimed at making U.P. Diliman a "model campus in road traffic management and safety" Nevertheless, the UPDP data shows that the number of road crash incidents on campus increased from 1 10 in 2014 to 152 in 2017, with an annual growth rate of 1 1.82%. This study aimed to evaluate the quality of road crash data and its utilization in improving road safety in the U.P. Diliman. Towards this end, the researcher documented the road crash reporting and recording process of the U.P. Diliman Police (UPDP). The road crash data recorded by the UPDP was compared with the Campus Safety and Mobility Office (CSMO) of the Ateneo de Manila University (AdMU). which records road crashes in AdMU. Besides being the second largest campus in Metro Manila in terms of land, AdMU has an established office mandated to enforce and develop proper campus safety and mobility programs. For this reason, the researcher identified it as a proper fit for comparison. In addition, the data collected by the UPDP was evaluated for conformity of the road crash data with what is recorded at the regional and national levels as conducted by the Metropolitan Manila Development Authority (MMDA) and the Department of Public Works and Highways (DPWH). The researcher also analyzed the road crash data from the UPDP using heat maps to identify the accident-prone areas and checked the availability of road safety interventions. Findings revealed that several essential data elements were not captured in the UPDP data, such as driver error, driver state (use of alcohol or drugs), weather and light condition, road type, road conditions, traffic control, movement (1-way or 2-way), vehicle defect, and vehicle damage. These data could potentially help understand the root causes of a road crash on campus. Regarding the crash location, only street names and simple location descriptions are recorded. The UPDP does not use a global positioning system (GPS) or determine X and Y coordinates, leading to inaccuracy in identifying crash locations. Not to mention, the manual encoding of the road crash data into a Word file makes it challenging to analyze these. Moreover, the interviews with UPDP and OVCCA revealed that the road crash data are not fully utilized to develop interventions to be implemented on campus. In fact, it was revealed that the UPDP does not analyze the data to the extent that it could identify accident blackspots and the factors why crashes occurred. UPDP reports that are provided to the OVCCA serve as file reports and do not reflect the road safety problems on campus. Per the key informant interview (KII) with the UPDP, interventions implemented are based on observations and requests from the Diliman community. This is backed by the heat maps prepared by the researcher, which showed that the accident blackspots were consistent from 2014 to 2017. The researcher also found that the interventions in the identified areas are either not available or ineffective. Based on the relevant findings, the researcher recommended improving the road accident data systems by reporting accurate crash locations, transferring data encoding from Microsoft Word to Excel, enhancing recorded data elements, and assigning office/staff to help analyze road crash data. For the accident-prone areas, the University may consider options like installing traffic controls, calming measures, road markings, clear regulatory signs, CCTVs, and establishing vehicular flow on parking lots. The researcher also recommended formulating a road crash reporting procedure to increase awareness of how people can report a crash and the importance of doing so.

"Based on the Metro Mania Earthquake Impact Reduction Study (MMEIRS), a segment of west fault (WVF) is traversing at the eastern part of Makati City Which affects six Barangays namely, West Rembo, Comembo, Pemb, Rizal and Post Proper Southside. Accordingly, whenever this fault zone moves, it may generate a 7.2 magnitude earthquake which would cause a total of 2,300 deaths (0.5 percent of the total population and 7,500 injuries. In addition, based on estimates from the same study, 9,200 residential buildings or 18 percent of the total building stock in Makati City would be heavily damaged while around 16,500 or 33 percent would be partially destroyed. The estimated loss of life and damage to properties of a 7.2 magnitude earthquake will vary from barangay to barangay on the level of risk.
Hence, this study sought to develop a tool to evaluate the level of Earthquake Disaster Risk (EDR) of each of the 33barangays of Makati City in relation to three contributing factors namely, hazard, Exposure, and Vulnerability. The tool treats three factors that are calculated using the general formula of risk employed by UNDP (Risk=hazard x exposure x vulnerability). The formula was applied to provide a meaningful characterization of the different stages of risk, suitable fractile classification under an assumed Beta probability distribution, which is generally skewed and takes values within the interval (0, 1).
Based on the calculations and analyses done, earthquake hazard is consistently high in all barangays compared with the two other factors and it greatly influenced the assessed level of the overall EDR. This reflects the presence of presence of four major earthquake hazards in the City particular the fault zone. Similarly, the Exposure factor is also assessed to be high. In general, the barangays in terms of land area, population, and economy (Bel-Air, Post Proper Southside, and San Lorenzo), have a higher level of exposure compared with the smaller ones (Carmona, Kasilawan, and Singkamas). Meanwhile, economic exposure, economic exposure, which was evaluated using indicators such as the commercial establishments and barangay income, was also assessed to be high, corresponding to a high overall level of exposure of the City. Of the three factors, Vulnerability obtained the lowest values. Indeed, there are four barangay which obtained zero vulnerability score and this is attributed to very high Adaptive Capacity for these barangays. After incorporating all the factors of EDR, the results revealed that the top three barangay which were assessed to have highest level of risks are Post Southside, Rizal, and Pembo.
Actionable, issues and concerns such as density unsafe buildings and structures, unplanned physical lay-out, among others were also considered in the evaluation of EDR. This became the for basis for analysing the impact to EDR for the possible courses of actions that would help reduce the exposure the vulnerability of the top three barangays including the three adjacent barangay that are traversed by the fault namely, Comembo, East Rembo and West Rembo. The proposed courses of actions which are anchored to the general framework of Disaster Risk Management (DRM) are translated into a Risk-Sensitive Conceptual Physical Plan.

This thesis aims to describe how electronic wastes are diverted to junk shops where they are informally recycled. The nature of informal recycling makes these junk shops potential environmental hazards, and their locational characteristics shed light on how these hazards may be spatially distributed.
A supply chain diagram is initially formulated to show the various pathways that e- waste may take before they reach junk shops. Through literature review and primary data, the study describes how a significant portion of e-wastes is diverted to these junk shops. The mapping activity that follows describes how these junk shop clusters are located in dense residential and commercial areas, often with inconsistent form and infrastructure. These findings are consistent with the legislative framework which highlights how policy allows and sometimes encourages the diversion of e-waste to junk shops, which are classified as commercial spaces.
Also presented in the document is a case study that describes how informal recycling is an environmental hazard. An inventory of e-waste types and known informal recycling practices that were linked with negative health outcomes in the literature was formulated, the results of which indicated the presence of pollution in the area. This was
further confirmed by a soil sample analysis, which found high levels of mercury, lead, and cadmium (among others) in the case study site. Lead is a primary chemical recovered and traded by the case study site, and mercury and cadmium are components found in several e-waste types recycled by the respondents.
The literature states that these chemicals can lead to various health problems such as neurological disorders, respiratory issues, and developmental disorders, among others. As reported by the recyclers in the case study site, respiratory issues are often experienced by recyclers. This is perceived to come primarily from the accidental inhalation of chemicals found in the wastes recycled at the case study site.
In summary, recycling practices in the case study site are consistent with practices linked with the emission and release of chemicals as defined by the literature review. This effectively categorizes junk shops, where most informal recycling occurs, as potential environmental hazards. In conclusion, the study recommends a review of current land use and building regulations governing junk shops and further strengthening of links between local government units and the informal recycling sector to improve local capacity to manage waste and to improve the accessibility of institutional support for the sector.

The main objective of the study is to assess the built environment (BE) walkability of three public elementary school (PES) neighborhoods in Quezon City using macro-scale and macro-scale assessment tools, namely walkability index and localized Virtual-STEPS-an auditing tool specifically designed to assess built environment remotely. In doing so, the study utilized Google Street View, a web service that provides panoramic views of streets that have been widely used in virtual auditing methods around the world. With children at high risk of road traffic injury, BE condition has become a crucial and essential factor in promoting walking as a safe, viable, and sustainable transport mode around PES neighborhoods. Results show that Bagong Pag-asa PES neighborhood scores the highest in both macro-and micro-scale assessments, and scores the lowest in perceived risk. Among the three, Bago Bantay PES neighborhood has the highest perceived risk rating, which generally arises from poor pedestrian infrastructure, lack of assistance from barangay traffic aids, and lack of road signs to manage the motorized traffic. Perceived risk has a high to very high negative correlation with localized Virtual-STEPS and walkability index, and has a negative and significant statistical association with pedestrian infrastructure (95% CI:-7.61,-2.57,p=0.025). Recommended policies and strategies include having an effective advocacy campaign aiming to build the capacity and skills of children on safe practices when walking to and from schools, strengthening the data collection system of both national and local government agencies, improving pedestrian infrastructure to cater to all pedestrians of various ages an degrees of mobility, developing policies against sidewalk obstruction and disorder, and regulating the presence of motorized traffic in strategic areas.