Bonifacio Global City (BGC) and Taguig City: An Assessment of the

Integration of Transportation Planning between a Mixed-Use Development and

an Emerging Metro City
Submitted by Ryan Randle Rivera, Julius Michael Dagdag and Rachel Habana
Plan 210 B - Planning Process

I. Background

Taguig City

Taguig is among the highly urbanized cities in Metro Manila, which is formerly
spelled as “Tagig”. Taguig City was a former thriving fishing community along the
shores of Laguna de Bay with a land area of 47.88 km comprising of population of
644,473 in 2010, this number is expected to double in the coming years.

According to Taguig City officials, to date, the estimate commuters passing through
Taguig City is around 80,000 per day. The most number of commuters comes from
its busiest stretch, which is the Gen. Santos Avenue. It connects Circumferential
Road 6 (C-6), M.L. Quezon Street and the South Luzon Expressway (SLEX).

Taguig has a very long history prior being one of the highly urbanized cities it is now.
Through General Order No. 4 on March 29, 1900, Taguig was proclaimed as an
independent municipality, and considered as part of the Rizal province on June 11,
1901. By Virtue of the Philippine Commission Act No. 942, Taguig, together with
Muntinlupa and Pateros were merged hosting the seat of the municipal government.
For several years there were separation and mergers among these municipalities.
Then finally in January 1, 1918, these three municipalities were declared
independent municipalities through the Executive Order No. 20.

On December 8, 1998, through Republic Act No. 8487, Taguig was converted from
Municipality into a Highly Urbanized City. However, it became an official City on
December 8, 2004.

Taguig ranked 7th on the top 10 richest cities based on the 2015 Annual Financial
Report of Commission of Audit. The city houses one of the country’s biggest financial
district, the Bonifacio Global City.

II. Rationale for Choosing the Case

The continuous development of Bonifacio Global City helped propelled the economy
of Taguig City. The significant increase in the population also translates to a growing
transport sub-sector in urban and sub-urban areas. Taguig City is currently in its take
off stage, economically booming and will soon rival other metropolitan cities.

The authors also want to zoom in on the implementation of the transportation plans
since there is an upcoming township development by a private developer within the
city. Lastly, BGC is a highly sought after territory with two cities and 1 municipality
claiming ownership of it.

1
Bonifacio Global City: In Context

The Bonifacio Global City is a 240-hectare tract of land which was formerly a part of
a military reserve and was turned over to the Bases Conversion Development
Authority (BCDA) by virtue of R.A. No. 7227 1. Since, the BCDA’s mandate is to
develop its properties in collaboration with the private sector, the BCDA is currently
in a partnership with two (2) private companies, namely, the Ayala Land Inc. (ALI)
and the Evergreen Holdings Inc. Currently, the BGC is managed by the ALI and
BCDA through the Fort Bonifacio Development Corporation (FBDC) and is
maintained by a private provider, the Bonifacio Estate Services Corporation (BESC).

The 1996 Approved Master Development Plan of BGC provided for a mixed-use
development that is centered on the provision of convenience, stimulation of
commercial synergy and generation of street activity (MDP Bonifacio Global City,
1996). This is achieved by combining an urban retail and commercial core with
medium to high density residential development distributed along different districts of
the BGC, namely: North Bonifacio, University Park, Bonifacio Triangle, North Central
Business District, Station Square East, Bonifacio Triangle and Bonifacio South. It
also integrates professional spaces and open space systems with the commercial
and residential core.

The jurisdictional control over the Fort Bonifacio Military Reservation, which
encompasses the Bonifacio Global City (BGC) and other Enlisted Men’s Barangays
(Cembo, South Cembo, West Rembo, East Rembo, Comembo, Pembo and Pitogo),
has been in contention for over two decades as of date.

By virtue of Presidential Proclamations 2475 s. 1986 and 518 s. 1990, respectively,

the said properties were rendered to be within the jurisdiction of Makati. In 1993, the
[then] municipality of Taguig filed a complaint against Makati with the Regional Trial
Court of Pasig, with a prayer to confirm their jurisdiction over the contested areas
and to declare the above proclamations as violative of the 1987 Constitution
prescription of altering territorial boundaries. The RTC ruled favorably towards
Taguig in 2011. The City of Makati, then, exhausted all possible legal remedies,
which culminated to a 2013 decision of the Court of Appeals that ordered Taguig to
“immediately cease and desist from exercising jurisdiction within the disputed area
and return the same to Makati2.”

With Taguig’s filing of a Motion for Reconsideration, the execution of the 2013
decision was put on limbo as of date. After another round of petitions from both
parties, with the City of Taguig arguing that the City of Makati committed forum
shopping, the issue was, for the second time, elevated to the Supreme Court (SC).
In June 2016, the SC ruled that, indeed, the City of Makati committed forum
shopping but the territorial issue has yet to be resolved.

In the latest ruling of the Supreme Court last March 2017, it ruled to give Taguig City
ownership of Bonifacio Global City retaining its power to collect taxes for BGC. It
affirmed the earlier decision of Pasig Regional Trial Court Branch 153 in July 2011
(Torres-Tupas, 2017).
1 The Bases Conversion and Development Authority.
2 City of Taguig v. City of Makati.

2
BGC as an economic driver of Taguig City

Being ranked first by the World Bank as the city which has the easiest and least
number of processes of putting up a business; and easiest to obtain a building
permit, Taguig has attracted many multinational information technology and business
process outsourcing companies and invest specifically in the BGC area (Zipmatch,
2014).

With 37% of its land use currently used for commercial and office as of 2013, the
once military base is now a booming business district. Also complementing offices
are high-grade residential developments which target foreign expats and upper
middle income executives which composes 55%. Certain government offices have
also transferred in the area (n,a., 2014).

With its roster of prime developments and attractive tax policies for business
investors, BGC has become an economic driver for the city of Taguig. According to
Faix, an architect in Austria, for a city to be considered as a business district it
usually has the following characteristics: dominant share of jobs, decrease in
resident population, highest level of transport accessibility, main shopping streets,
high land rates, and high rents. Checking all the boxes of what defines a business
district, BGC is rivaling the business districts of Makati and Ortigas which is a major
reason for the territorial disputes as discussed earlier.

I. Objectives of the Study

1. To assess the transportation plan provided in Taguig City’s approved

Comprehensive Land Use Plan (CLUP) in terms of its integration with BGC’s
Approved Transportation Plan and its mitigation of the transportation impacts
brought about by BGC’s intensive development;

2. To identify possible faults and best practices in Taguig City’s transportation

planning process, particularly in addressing the impacts of BGC’s
development on the city; and

3. To come up with recommendations on the CLUP and the Taguig City

Planning Process in terms of policies, activities and strategies in dealing with
and maximizing the effects of BGC’s development on the City.

II. Review of Related Literature

Mixed-Use Developments

Definition

3
Mixed-use developments, whether small scale or large scale, must have at least
three or more components integrated physically and functionally as a source of
revenue within a certain piece of land. Moreover, each component within the
development also needs to support each other in its functions in order to create a
pedestrian-friendly environment (Thrall, 2002). Seamless blending of the different
components like commercial, office, residential, hotel, and institutional is of utmost
importance to ensure that the goal of being a livable and workable place is achieved.

The rise of mixed-use developments

In recent years, Philippines has seen continuous growth in the number of mixed-use
developments or as what property developers call “townships”. Townships are
master planned communities that promises to provide a live-work-play lifestyle to its
people (Maclang, 2015). It highlights the proposition of living conveniently as
everything that you need are all within reach. Moreover, these townships will have
distinct character depending on how it was designed which will contribute to the
vibrancy of the urban life.

Townships, according to real estate consultant Claro Cordero, Jr. of Jones

LangLasalle, are “borne out of necessity—lack of viable and alternative
transportation system and heavy traffic in urban centers” (Alegado, 2013). People
are now starting to appreciate the idea of living within the urban center and having a
lifestyle that allows you to live comfortably without the hassle of being stuck in heavy
traffic and still having time to enjoy with your family and friends.

Accessibility in mixed used developments

Accessibility to both pedestrians and vehicles is a crucial factor in designing a

township. In the city of Mumbai in India, the residential zone is located far from the
business zone wherein people have to travel for almost an hour and contributed to
the use of car purchase and usage. Meanwhile, each block in New York City is
composed of restaurants, offices, and residential spaces which makes it easier for
the public to go from one place to another (Zamorano & Kulpa, 2014).

As seen in the case of New York City, mixed-use developments create connectivity
within the community. Being connected would contribute to the lower usage of
vehicles and lighter flow of traffic; and a healthier environment due to lower carbon
emission.

Indicators for Evaluating the Effectiveness of Comprehensive Land Use Plans

Measuring the effectiveness of a plan will require several criteria, considerations,

benefits gained and returns on investment (ROI) on top of the type of plan prepared.
According to Peter Hall, plans are blueprints prepared to deliberately achieve several
objectives and consists of several actions to be taken. The degree or depth of a plan
is also a consideration in evaluating the effectiveness of the plan. By nature plans
are comprehensive, cyclic, continuous, dynamic, and multi-disciplinary. Thus,
making it more difficult to assess the plan’s effectiveness.

4
In this study, the Comprehensive Land Use Plan (CLUP) of Taguig City will be
reviewed and assessed. However, the authors are yet to identify the different
parameters, criteria, models and approaches. In this section of the review of related
literature, this component will be discussed based from previous studies evaluation
on regional and municipal land use plans.

CLUPs are not only limited to land use optimization to maximize the productivity of
the land, it is also the basis in forecasting population, employment opportunities in
the future, minimizing environmental impacts and minimizing the cost of community
facilities (Deepak and Dalip, 1979). Specifically minimizing environmental impacts
can be related to the type of industry would be allowed. For example, if the land is
identified as an area suited for mining activities, though it would be allowed, certain
precautions to minimize the effects of mining are to be incorporated in the CLUP.

According to Meligrana, et.al. (2008), comprehensive land use plans are widely used
to guide infrastructure developments, map the land use and zones, craft a common
vision on local ideas and basic foundation for the national policy direction. However,
how effective are these plans to the national development and future growth of the
city is yet to be measured.

Neuberger (1971) claimed that user benefit is a critical factor in the evaluation of the
land use plan and transport. In his study three methods of measuring user benefits
were depending on the complexity of the transportation network and using
disaggregated valuations. These valuations are focused on the vehicle operating
cost, journey times and accessibility and comfort and convenience.

According to Roso et. al there are six (6) criteria in determining the type of
transportation system the government will provide for the community. These six
criteria are the Legislative, environment, spatial, goods flow, organization and
technology. The definition of Roso, et.al’s six criteria in determining the gaps and
differences in the transport facility are as follows.

1. Environment Criteria – impact to the environment of the plans

2. Goods flow – availability of a catchment area of the terminals (for the industry)
3. Spatial criteria – distance from main industrial zones, river ports, sea ports
and other road networks
4. Technology – connection of the terminal with roads significant for international
traffic, availability of railways, communication systems, etc.
5. Organizational Criteria – Administrative, operations, and finances
6. Legislative Criteria – Acts/Laws on physical planning and construction,
strategy of physical arrangement, physical plan

In the first method, user benefit is defined as a function of trips from zone 1 to zone 2
and the unit cost of the journey from one zone to another. However, this method of
measuring the user benefit ignores the effects of improved accessibility and the
possibility of altering commuters travel patterns. Thus, in method II, the introduction
of cheapest routes with quick travel times as a function of user benefits was made.

5
However, method II is directly linear in function, thus Method III introduced the factor
of zone attributes.

In the end, Neuberger argues that land use plans can be evaluated based on the
effectiveness of its transport system, in terms of its ability to provide a comfortable,
accessible and convenient mode of transport to ensure people and services are
moved efficiently in a timelier manner.

The Comprehensive Land Use Plans (CLUP) increases the attractiveness of cities to
house buyers (Ihlandfledt, 2009). The US local communities have started investing in
the preparation of their respective CLUP, particularly Florida, thus Ihlandfledt
showed that communities in Florida that invested in CLUP has higher housing
values, land property, size and location, and land use type thus increasing the
community welfare value. In his study, he used Ordinary Least Squares (OLS) and
Two stage least squares (TSLS) models to estimate the land value and its structural
characteristics and neighborhood characteristics. Land use types used in his study
though includes only Single family residential, multiple family low density, multiple
family high density, Local commercial, Regional Commercial and Open Space.

There are indeed various indicators or parameters to measure the effectiveness of a

CLUP and numerous approaches to measure the effectiveness of the CLUP.
However, these indicators, though simulated using different models will not generate
a perfect method of evaluating the effectiveness of a CLUP. According to Deepak
and Dalip, in developing a land use plan, the major consideration is the numerous
objectives of the citizens as well as the constraints on desired growth patterns
imposed due to population, economics, natural environment and existing land use
patterns. No matter the method used, the review on the CLUP is an important aspect
since communities since it is the need of the citizens that it tries to address and
entails a monetary allocation from the government, which will have to be audited.

Meligrana, et.al (2008) provided a detailed evaluation of the Shanghai’s Municipal

Land-Use Plan (SMLUP). According to them, Shanghai neglected to evaluate the
city’s municipal plan despite its urban growth and economic restructuring. The
approach used by Meligrana, et.al is more on the comparison of the SMLUP to the
Over-all Land Use Plan of China and assessment as against the objectives of the
SMLUP.

Below are the major findings of Meligrana, et. al. in their paper, Planning a mega
city’s future: An evaluation of Shanghai’s municipal land use plan.

1. SMLUP is narrowly conceived in terms of technical land use allocation and

balancing the supply of agricultural and development land.
2. SMLUP barely contains any information on the new towns that will be created
to absorb new urban growth.
3. Infrastructure projects set up to improve the transportation connectivity within
Shanghai, between Shanghai and other destinations in the larger part of
Pudong district.
4. There is a different conception between the SMLUP and the Over-all Land
Use Plan of China in terms of central urban areas.

6
 5. The SMLUP underestimates the interconnections and impacts of the various
land uses.

III. Methodology

Conceptual Framework

In this paper, it is assumed that the Taguig City CLUP and the BGC Transport Plan
are harmoniously in line in terms of its Transport Facility. The figure below shows
that the Taguig City CLUP and the BGC Transport Plan are directly in sync in
providing the transport facility. This is based on the ground that transport increases
the user benefits of its community as Neuberger’s indicator for a successful land use
plan.

The Figure below bellows shows the conceptual framework of the study, the Taguig
City CLUP and the BGC Transportation Plan are shown in the left and right of the
figure with Bonifacio Global City (BGC) at the center. This assumes that the Taguig
City CLUP in terms of its planning design and Land use have included the BGC in
the preparation of their plan. At the same time the BGC Transportation Plan, a
privately-owned company that maintains and operates in the BGC have also
prepared their own planning design and land use. These two plans are expected to
have the complimenting plans if not the same in the Bonifacio Global City.

The planning design covers the programs and projects related to transportation,
which includes the road network configuration and the public transport system.

The Transport Facility is defined as the transportation network/system provided by

the Taguig City as stipulated in the CLUP and the BGC Transportation Plan. The
Transport Facility can be measured in terms of: (1) available networks, zones
classifications and land types; (2) Transfer point, connectivity; (3) Walkability, parks,
pedestrian crossings, etc; (4) routes, networks and roads; and (5) Frequency of
Service. These measures are in line with each component of the CLUP and the
Approved Transportation Plan of BGC: Land use, Integration, Demographics,
Accessibility, and Efficiency.

7
Land use is determined based on general model of land use decision, in terms of its
physical characteristics, social, economical and concerns of the stakeholder as
stated in the CLUP.

Research Methods

The study used secondary data from Taguig City and BGC, in the form of the CLUP,
BGC’s Approved Transportation Plan, City Ordinances and Issuances and Statistical
data like available transport modes and population found in the CLUP.

The Taguig City CLUP and the BGC Masterplan were reviewed individually. Then a
comparative analysis between the Taguig City CLUP and BGC’s approved
Transportation Plan was done through tabulation and evaluation of the different
transport projects identified and implemented.

Data Requirements

The study was heavily reliant on secondary data that came from the Taguig City
Government, the Bases Conversion and Development Authority (BCDA), the Fort
Bonifacio Development Corporation (FBDC) and the Bonifacio Estate Services
Corporation (BESC). The following documents are required:

a. Approved Comprehensive Land Use Plan and Zoning Ordinances;

b. Pertinent Taguig City Ordinances/Issuances;
c. Transportation Network Thematic Maps;
d. BGC Master Development Plan;
e. BGC Design Guidelines; and
f. BGC Annual Transport Plans.

Moreover, the study also referred to Taguig City’s demographic, institutional and
economic data, such as housing requirements, general transportation behavior,
priority industries and policy thrusts.

The group was able to acquire most of the documents needed, however the
transportation Network Thematic Maps for Taguig that are required for the study
were not available. Thus, the group opted to use the BGC Shuttle map acquired from
the BGC Bus Operator.

Data Gathering

On February 4, 2017, the group had an initial talk with a representative from the
Taguig City LGU inquiring on how to acquire a copy of the Taguig CLUP and if
possible set up an interview in the future related to the study being conducted. The

8
group was advised to prepare a formal letter of requesting detailing the purpose of
using the CLUP.

On February 13, 2017, the group officially requested the copy of the CLUP through a
formal letter and immediately within the said week a copy of the CLUP was provided.
A copy of the letter requesting for the CLUP has been attached.

In terms of the BGC Master Development Plan, BGC Design Guidelines and Annual
Transport Plans, access to the information were acquired through the BCDA.

As a follow up the group met with the Traffic Management Group of Taguig through
their LGU contact person. Through the meeting a copy of the Traffic Management
Ordinance was provided. Further, the Traffic Management Group raised some of
their concerns during the meeting.
 Jeepney Registration is per franchise, it is recommended that there should be
sharing with the municipalities based on their kilometer usage.
 Bikesharing /Walkability in areas no longer passable for vehicles but is still
used by the pedestrians/commuters
 Conversion of previous roads for walk areas
 Gen. Santos Ave., connecting road between the Bicutan Interchange and the
C-6 is currently one of the heavily congested streets in Taguig, though it is not
connected to BGC, but the area also provides as alternate routes going to the
BGC, the Skyway and to the airport.
 Traffic violation in most areas outside the BGC is rampant as compared to the
BGC area where it is privately managed.

In the absence of a transportation network thematic maps for Taguig, bus shuttle
routes for BGC were acquired instead through the BGC Bus Operators.

Key Informant Interviewees/Resource Persons

The contact persons and people met by the project team is listed below.
Name/Affiliation Contact Details
Chit Venturina - LGU Focal Person 0928-409-4979
Danny C. Canaveral - Traffic Management Group 0917-563-4333
Jurios Salivio -Traffic Management Group 0942-366-5693
Dennis Pagcaliwanagan - Planning Division 0923-890-4171
Bernardo A. Ramotete - Planning Division 0927-766-8182
Jessica - Taguig Administrative Education 0923-604-2878

The research methodology is summarized in the matrix below.

9
10
Research Matrix

Research Research Objectives Variables Measure/ Types of Data Data

Questions Indicators Data Gathering Sources
Tools
What are theTo assess the Routes and Absence/Presenc Secondary Key Informant Key
existing and transportation plan roads e of routes Data Interviews Informants
planned routesprovided in Taguig City’s
and availableapproved Comprehensive Maps
mode of transport Land Use Plan (CLUP) in (planned Request LGU CLUP
in the Bonifacio terms of its integration Transport Absence/Presenc routes & for data
Global City (BGC) with BGC’s Approved Facilities e of Bus/Jeepney PUVs) BGC
identified in the Transportation Plan and Stops/Stations Request Masterplan
CLUP and the its mitigation of the CLUP & BCDA for data
BGC Masterplan? transportation impacts Pedestrian Lanes BGC
brought about by BGC’s Masterplan
How does the two intensive development
plans
complement?
What are the best To identify possible faults Planning Comparison of the Secondary Key Informant Key
practices of Taguig and best practices in Design CLUP and BGC Data Interviews Informants
City’s Taguig City’s Masterplans
transportation transportation planning Land Use Maps
system? process, particularly in (planned Request LGU CLUP
addressing the impacts of routes and for data
BGC’s development on PUVs) BGC
the city Request Masterplan
CLUP & BCDA for data
BGC
Masterplan
What To come up with All variables All measures All data in CLUP
recommendations recommendations on the identified in identified in the the first two
to improve the CLUP and the Taguig the first two first two objectives objectives BGC
transportation City Planning Process in objectives Masterplan
plans of the Taguig terms of policies,
City and BGC? activities and strategies in Key
dealing with and Informants
maximizing the effects of
BGC’s development on
the City
IV. Study Area

At present, the Taguig City population based on August 2007 Census is around
613,343 with a population growth rate of 3.82% from 2000 – 2007, with an average
household size of five (5).

As of 2015, there are a total of seven (7) BGC Shuttle Bus Routes which includes
the BGC Bus – Central Route, East Route, North, Lower West Route, Upper West
Route, West Route, Night Route,

BG C BUS - C ENTRAL RO UTE

BO NIFAC IO TRANSPO RT C O RPO RATIO N

BG C BUS - EAST RO UTE

BO NIFAC IO TRANSPO RT C O RPO RATIO N
BG C BUS - LO WER WEST RO UTE
BO NIFAC IO TRANSPO RT C O RPO RATIO N

BG C BUS - UPPER WEST RO UTE

BO NIFAC IO TRANSPO RT C O RPO RATIO N
 BG C BUS - WEST RO UTE
BO NIFAC IO TRANSPO RT C O RPO RATIO N

BG C BUS-NO RTH RO UTE

BO NIFAC IO TRANSPO RT C O RPO RATIO N
BG C BUS - NIG HT RO UTE
BO NIFAC IO TRANSPO RT C O RPO RATIO N
 Reference and Source List

Alegado, S. 2013. Filipino Property Buyers Now Go for Mixed-Use Development.

GMA News. Retrieved from:
http://www.gmanetwork.com/news/story/294437/money/companies/filipino-
property-buyers-now-go-for-mixed-use-development

Deepak, B and Dalip, B. 1979. Development of a Comprehensive Land Use Plan by

Means of a Multiple Objective Mathematical Programming Model. Interfaces.
Vol. 9, No. 2, Part 2. Special Practice Issue. (Feb, 1979) pp. 50 – 63.
INFORMS. Retrieved from: http://www.jstor.org/stable/25059755

Faix, U. n.d. Bonifacio Global City. Ideal Manila. Monu.org. Retrieved from:
http://www.monu.org/monu7/Bonifacio.pdf

Ihlanfeldt, K.R. 2009. Does Comprehensive Land-Use Planning improve Cities?

Land Economics. Vol. 85, No. 1 (Feb 2009) pp. 74 – 86. University of
Wisconsin Press. Retrieved from: http://www.jstor.org/stagle/27647866

Maclang, A. 2015. The rise of the township: Mixed-use development as the new
norm. Business Mirror. Retrieved from:
http://www.businessmirror.com.ph/the-rise-of-the-township-mixed-use-
development-as-the-new-norm/

Meligrana, J., Ren, W., Zhang, Z., & Anderson, B. (2008). Planning a mega-city's
future: An evaluation of Shanghai's municipal land-use plan. The Town
Planning Review, 79(2), 267-293. Retrieved from
https://search.proquest.com/docview/ 232854023?accountid=173015

N.a. 2014. Zipmatch. Know Thy Neighbor: A Look at the Demographics of Bonifacio
Global City. Retrieved from: http://www.zipmatch.com/blog/bgc-
demographics/

Neuberger, H. 1971. User Benefit in the Evaluation of Transport and Land Use
Plans. Journal of Transport Economics and Policy, Vol 5. No. 1 (Jan 1981)
pp 52 – 75. University of Bath and the London School of Economics and
Political Science. Retrieved from: http://www/jstor.org/stable/20052213

Roso, V., Bjrnac, N., Abramovie, B. 2015. Inland Intermodal Terminals Location
Criteria Evaluation: The Case of Croatia. Transportation Journal. Vol. 54,
No. 4 pp. 496-515. Penn State University Press. Retrieved from
https://search.proquest.com/ docview/232854023?accountid=173015
Thrall, G. 2002. Business Geography and New Real Estate Market Analysis.
Retrieved from https://books.google.com.ph/books?
id=iB_ALDYrWMUC&pg=PA216&redir_esc=y#v=onepage&q&f=false

Torres-Tupas, T. 2017. CA ruling gives BGC back to Taguig. Inquirer.net. Retrieved

from: http://newsinfo.inquirer.net/879254/ca-ruling-gives-bgc-back-to-taguig

Zamorano, L., Kulpa, E. 2014. People-oriented Cities: Mixed-use Developments

Create Social and Economic Benefits

Taguig City Comprehensive Land Use Plan (CLUP) and Zoning Ordinances

BGC Masterplan

2015 BGC Shuttle Routes

Taguig City Ordinance No. 103. Series of 2003. An Ordinance Establishing the
Traffic Management Code of the Municipality of Taguig