WHY IS HIV INFECTION AN ISSUE NOW?

WHY IS HIV INFECTION AN ISSUE NOW? Just when we thought it had faded into the background of public health concerns, the Human Immunodeficiency Virus (HIV) is once again making headlines in the Philippines. After years of declining or manageable numbers, why is HIV now being treated as a potential public health emergency? It wasn’t too long ago that the Department of Health (DOH) assured us that HIV cases in the country had dropped to levels they could handle. In fact, it seemed the disease had taken a back seat to more pressing issues like COVID-19 and mental health. But recent data paints a very different picture—one that is alarming enough for Health Secretary Ted Herbosa to recommend that President Ferdinand Marcos Jr. declare a national public health emergency. The numbers are staggering. DOH Assistant Secretary Albert Francis E. Domingo reports that the country is now seeing an average of 57 new HIV cases every single day. The total number of HIV-positive individuals has reached nearly 100,000. And projections suggest that if nothing changes, this number could quadruple to 400,000 by the year 2030. This sudden surge demands answers. What’s fueling the rise in infections? Experts suggest that part of the answer lies in the changing social landscape. The widespread use of social media and dating apps has made it easier for young people to meet sexual partners, sometimes without fully understanding the risks involved. Combine that with the lack of comprehensive sex education and the stigma still surrounding HIV testing and diagnosis, and we have a recipe for an epidemic quietly growing under the radar. So, what can the Department of Health do beyond issuing alarming statistics? A good starting point would be to revive and strengthen its educational campaigns, particularly among the youth. One tool already in its arsenal is the ABCDE strategy—a proven and straightforward framework for HIV prevention: · A – Abstinence · B – Be mutually faithful · C – Consistent and correct use of condoms · D – Don’t use drugs or share needles · E – Education and early diagnosis This approach needs to be promoted aggressively and consistently—not just once a year during awareness campaigns, but embedded into schools, communities, and online platforms. But beyond government action, we need to talk about values and relationships. The reality is that no public health strategy can work in isolation from the social and moral environment in which people live. As a more sustainable solution, perhaps it is time for many young people to rediscover their own faith traditions and reconnect with their families and faith communities. These are the institutions that can provide the emotional grounding and moral compass often missing in an age of hyper-connectivity and casual encounters. To anyone who feels lost or unsure of how to return to their spiritual roots—I can help. I firmly believe that faith and family remain powerful forces of guidance and protection in navigating life’s more complex challenges, including those around sexuality and health. The numbers are sobering, but not irreversible. We need a national awakening—not just in policy, but in values and awareness. HIV is back in the headlines, yes—but whether it becomes a crisis or a turning point is up to us. Ramon Ike V. Seneres, www.facebook.com/ike.seneres iseneres@yahoo.com, 09088877282, senseneres.blogspot.com 07-03-2025

RECALIBRATING THE DEPARTMENT OF TOURISM GOALS

RECALIBRATING THE DEPARTMENT OF TOURISM GOALS When President Ferdinand Marcos Jr. recently called for “faster, better, fiercer” governance in his recalibration of the Cabinet, the message was clear: no more business as usual. But what does this recalibration mean specifically for the Department of Tourism (DOT)? For Secretary Ma. Esperanza Christina Garcia Frasco, it’s a challenge to act with greater urgency, ambition, and strategic thinking. And for the tourism sector, which remains in recovery mode, it's a chance—perhaps the last—to catch up. The DOT, under Secretary Frasco, has set a target of 8.4 million international tourist arrivals for 2025. That sounds ambitious, but compared to our ASEAN neighbors, it's quite modest. Malaysia recorded 38 million arrivals in 2024. Thailand welcomed 35.54 million. Even Vietnam brought in 17.5 million, and Singapore, a city-state, saw 15.3 million. The Philippines? Just 5.95 million in 2024—well below the 7.7 million targets. Projections for 2025 suggest we may only reach 6 million, falling short once again. Is this what “fierce” looks like? Or is it time to truly recalibrate? One problem lies in the numbers themselves. It’s highly likely that a significant portion of our so-called international tourists are Filipino citizens or former citizens returning home for family visits. While their arrivals add to airport traffic, they cannot be credited to the DOT’s marketing or promotional efforts. They would have come home anyway, with or without tourism campaigns. It's about time the DOT distinguishes net tourist arrivals—excluding returning Filipinos—to better measure the real impact of tourism strategies. This isn't nitpicking; it’s about accountability. If we’re to be serious about competing with our ASEAN peers, we need a clearer picture of who’s coming to the Philippines as a tourist and why. A deeper look at the numbers reveals troubling trends. South Korean arrivals—the country’s top source of foreign tourists—dropped by 18%, largely due to rising crimes targeting Korean nationals. Chinese tourist arrivals also declined by 34.4%, affected by geopolitical tensions, economic slowdown, and cumbersome visa processes. These are red flags. A fierce response would mean urgent reforms in safety, policy, and perception. Meanwhile, other countries are not waiting. Japan saw over 10 million tourists in Q1 2025 alone. Malaysia is planning for 45 million arrivals in 2025 as part of its "Visit Malaysia 2026" campaign. They are expanding air routes, launching targeted campaigns, and making it easier—and safer—for tourists to visit. To catch up, the Philippines must start thinking—and acting—on a double-digit scale. Can Secretary Frasco revise the 2025 goal to at least 10 million arrivals? That would at least symbolically place us in the same bracket as our neighbors. But more importantly, we need to back those numbers with aggressive strategies: visa liberalization, targeted promotions in high-potential markets like India and Europe, improved airport infrastructure, and a nationwide culture of hospitality and safety. The President has laid down the challenge. The clock is ticking. Will the DOT answer the call with bold recalibration—or will we once again settle for just catching up? Ramon Ike V. Seneres, www.facebook.com/ike.seneres iseneres@yahoo.com, 09088877282, senseneres.blogspot.com 07-02-2025

JOINING THE ASEAN ARTIFICIAL INTELLIGENCE RACE

JOINING THE ASEAN ARTIFICIAL INTELLIGENCE RACE Artificial Intelligence (AI) is reshaping the global economic and technological landscape at a rapid pace. From powering automation in industries to enhancing decision-making in healthcare, agriculture, finance, and governance, AI is no longer a futuristic concept—it is today’s reality. Recognizing this, President Ferdinand Marcos Jr. recently announced the Philippines’ support for the establishment of an ASEAN AI Center. This move signals the country’s intention to be an active participant in the regional AI race, a strategic development that could define Southeast Asia’s competitiveness in the digital age. Following the President’s declaration, House Speaker Martin Romualdez indicated that the Philippines plans to propose a Southeast Asian regulatory framework for AI, using the country’s draft AI legislation as a foundation. While the President has affirmed a national commitment to AI, the Speaker's statement shows that policymaking is still in its formative stages. Still, hearing the nation’s top leaders talk seriously about AI is a step in the right direction. It marks the beginning of a much-needed national conversation on how the Philippines can harness AI for economic growth and societal benefit. However, optimism must be tempered with realism. The Philippines is playing a significant game of catch-up. While we are only beginning to outline strategies and regulatory frameworks, other ASEAN countries like Singapore, Malaysia, and Vietnam have already launched national AI roadmaps, invested in AI education and research, and created innovation hubs. Singapore, for instance, unveiled its National AI Strategy as early as 2019 and has since implemented AI in urban solutions, logistics, and government services. Vietnam launched its own AI strategy with a goal of becoming a regional AI leader by 2030. By comparison, the Philippines has not yet fully integrated AI into its national development plans. Although there have been some efforts by the Department of Science and Technology (DOST) and by some academic institutions, these are limited in scale and largely disconnected from a cohesive national policy. To truly join the ASEAN AI race, the country must act quickly and decisively. First, we need to invest in digital infrastructure and education. AI requires robust data centers, computing power, and a workforce skilled in data science, machine learning, and ethics. Our universities must align curricula with emerging technologies, and public-private partnerships should be encouraged to accelerate innovation. Second, a national AI policy must be finalized, harmonized with ASEAN-wide efforts, and designed to protect data privacy, ensure ethical AI development, and prevent technological misuse. The proposed regional regulatory framework mentioned by Speaker Romualdez is a welcome idea, especially in a region as diverse as ASEAN, where coordination can avoid regulatory fragmentation. Lastly, the private sector must be engaged actively. Startups, corporations, and research institutions should be incentivized to explore AI applications across industries, creating a dynamic innovation ecosystem. In conclusion, joining the ASEAN AI race is both a challenge and an opportunity for the Philippines. We are starting late, but we are not out of the race. With strong leadership, sound policy, and committed investment in talent and technology, the country can still become a meaningful player in Southeast Asia’s AI-driven future. Ramon Ike V. Seneres, www.facebook.com/ike.seneres iseneres@yahoo.com, 09088877282, senseneres.blogspot.com 07-01-2025

RETHINKING THE EDSA REPAIR STRATEGY

RETHINKING THE EDSA REPAIR STRATEGY Segmented reconstruction is a road repair method where highways or major roads are rehabilitated in phases, one section at a time. This approach is widely used in urban planning to balance infrastructure development with the need to maintain smooth traffic flow. Instead of shutting down an entire stretch of road, only specific segments are closed for repairs while the remaining lanes remain open to motorists. This technique minimizes congestion, reduces the economic cost of traffic disruptions, and ensures continuous mobility, especially in heavily utilized roads like EDSA in Metro Manila. In the recent EDSA rehabilitation project, the Metropolitan Manila Development Authority (MMDA) had proposed to implement segmented reconstruction, beginning with the southbound lanes before progressing to the northbound side. This step-by-step strategy was expected to always keep at least part of the highway open, thereby allowing traffic to continue flowing—albeit with some delays. However, contrary to the logic behind segmented reconstruction, the MMDA also proposed implementing an “odd-even” vehicular scheme to reduce the volume of vehicles during the project period. This proposed scheme raised many eyebrows. If the segmented reconstruction method inherently aims to prevent full road closures and maintain manageable traffic flow, why would there be a need to impose an additional vehicle restriction scheme? The odd-even system, which only allows vehicles with license plates ending in odd or even numbers to travel on certain days, has historically caused confusion and inconvenience for commuters. Its implementation would have added another layer of difficulty to an already congested road network. Another glaring oversight was the lack of a robust nighttime repair plan. Conducting construction activities at night—a common practice in many developed cities—significantly reduces daytime disruptions. It allows for faster work with minimal impact on traffic. Cities like Tokyo and New York routinely use nighttime hours for infrastructure maintenance. The absence of such a strategy in the MMDA’s original plan suggested a lack of foresight and adaptability in urban traffic management. Fortunately, President Ferdinand Marcos Jr. intervened and halted the plan, recognizing the potential chaos it could cause. His decision gave MMDA a chance to reassess and improve their strategy, giving segmented reconstruction a fair opportunity to work as intended. The President’s action reflects a more practical understanding of public inconvenience and urban efficiency. It also sends a clear message that infrastructure development must always consider the lived experiences of ordinary commuters. Now, with a chance to implement segmented reconstruction properly, the MMDA must refine their approach. This includes better traffic engineering, consultation with urban planners, and clear communication with the public. Repair schedules should consider off-peak hours, and real-time updates should be made available to commuters. Moreover, inter-agency coordination—particularly with traffic enforcers and local governments—is critical to the method’s success. In conclusion, segmented reconstruction is a progressive and practical road repair strategy. However, its benefits can only be realized if implemented with clear planning, common sense, and a deep understanding of traffic dynamics. The recent EDSA situation is a learning opportunity for Metro Manila’s policymakers—an opportunity to modernize roadworks while prioritizing public convenience. Ramon Ike V. Seneres, www.facebook.com/ike.seneres iseneres@yahoo.com, 09088877282, senseneres.blogspot.com 06-30-2025

LET US START USING PACKAGING MADE FROM CASSAVA

LET US START USING PACKAGING MADE FROM CASSAVA It is an idea whose time has come. Cassava-based packaging is such a simple idea that all along it was right under our noses, or should I say, it was right under our feet. And to add to that, it is not even rocket science. But as the saying goes, “this could be the greatest thing since sliced bread.” What is good about it is that the materials are not imported, because it is locally grown. From where I come from in Mindanao, cassava is seen as a poor man’s food. Over there, you are considered poor if you eat corn, and you are even poorer if you eat cassava tubers (kamoteng kahoy). Perhaps in the urban areas, you are considered rich if you eat Idaho potatoes, and you are considered poor if you eat sweet potatoes (kamote). But if you eat kamoteng kahoy, you might be considered poorer. But enough of that, because the way it is now, cassava could become the new gold. And what could be poetic justice, planting cassava instead of rice or corn or even Idaho potatoes could make farmers rich and richer. As we all know, plastic is made from petroleum, meaning to say that it is an oil-based product. Therefore, oil is the black gold that has made oil countries rich. But how much of that wealth comes from selling oil that is converted into plastic? It may not be much if compared to fuels and lubrication oils, but it is still money that goes into their bank accounts. How much will it affect the oil-producing countries if their incomes from the sale of oil for plastic processing go down? And how much will it benefit the cassava-producing countries if most plastic-based packaging is replaced by cassava-based packaging? But is the Philippines ready to become a leading cassava-producing country? The bad news is, the Philippines is not even in the top five of the list of top cassava exporters. Thailand accounts for 70% of world exports. Consistently showing in the list of top exporters are Vietnam, Cambodia, Laos, Indonesia, Brazil, and the United States. What happened to the Philippines? Perhaps we looked down on the importance of cassava before, and now it is time that we looked up to it, because it could possibly become the new gold. The following countries are leading in developing cassava-based packaging as an alternative to plastic-based packaging: Indonesia, Thailand, South Korea, and the Philippines. Fortunately, we made it to the list, and that should encourage us to do more by producing more cassava crops. We should be on the lookout for Indonesia and Thailand, because they are not only leading in the cassava-based packaging industry, they have the raw materials for it also. Believe it or not, the Philippines even imports some of its requirements for cassava feed materials. There are now three companies in the Philippines that are making cassava-based packaging here. These are Oikos, Sachi, and AKO. The government should meet with them to find out what kind of support they need. Other countries are already setting targets for 100% freedom from plastic shopping bags. Why don’t we do that also? We should already set targets for increasing our cassava production targets, and we should match that with processing targets of Oikos, Sachi, and AKO. When can the DTI work on targets for raw materials and finished products using cassava? I met with an Aeta tribe in Zambales who told me they could produce unlimited amounts of cassava as long as there is a market. For those who are ashamed to be identified with kamoteng kahoy, just call it by its classy name of Tapioca. Cassava shopping bags are indeed available in the market. These eco-friendly bags are made from cassava starch, a renewable and biodegradable resource. They're a great alternative to traditional plastic bags, offering a sustainable solution to the global plastic waste problem. You can find cassava shopping bags in various online stores and marketplaces. For instance, Naturally Baby Philippines offers cassava biobags that are 100% compostable and biodegradable. Similarly, Oikos PH provides customizable cassava bags that are 100% plant-based and compostable. Some popular types of cassava shopping bags include: · Grocery bags: Ideal for carrying groceries and other daily essentials. · Mailer bags: Suitable for e-commerce packaging and courier services. · Trash bags: Designed for trash that naturally biodegrades in landfills and seas. These bags are not only eco-friendly but also customizable to fit specific business needs. Let's make the switch to cassava packaging and contribute to a more sustainable future! Ramon Ike V. Seneres, www.facebook.com/ike.seneres iseneres@yahoo.com, 09088877282, senseneres.blogspot.com 06-09-2025

OTHER SOLUTIONS TO THE METRO TRAFFIC PROBLEM

OTHER SOLUTIONS TO THE METRO TRAFFIC PROBLEM Metro Manila’s traffic congestion is no longer just an inconvenience—it has become a full-blown crisis with severe economic, environmental, and public health consequences. The Japan International Cooperation Agency (JICA) estimates that the country loses billions of pesos daily due to lost productivity, wasted fuel, and time stuck in traffic. While infrastructure projects such as subways and expressways are often touted as long-term solutions, we must also explore other, less costly and more immediate strategies. Beyond building new roads, we need to rethink policies, behaviors, and enforcement systems. Here are four alternative and complementary solutions that can help mitigate the traffic problem in Metro Manila. 1. Stricter Enforcement of Emissions Laws One underrated but highly impactful approach is the strict enforcement of vehicle emissions regulations. A significant portion of vehicles clogging Metro Manila’s roads are old, poorly maintained, and are smoke-belching. Not only do they contribute to air pollution—exacerbating respiratory illnesses and harming vulnerable populations—but their deteriorating condition also makes them more prone to breakdowns, which cause further traffic delays. Enforcing emission laws more rigorously, including random roadside checks and annual inspections, would reduce the number of unroadworthy vehicles and encourage motorists to maintain their vehicles properly or retire them altogether. This policy simultaneously addresses both traffic and public health concerns. 2. Database of Traffic Violators Technology can play a vital role in enforcing discipline on our roads. A centralized, nationwide database of traffic law violators—linked to their license number and vehicle registration—would help ensure accountability. Through this database, drivers with multiple offenses can face escalated penalties, including license suspension or revocation. The current lack of coordination among enforcement agencies leads to inefficiencies and allows habitual violators to slip through the cracks. Integrating this database with a point system and publicly available records could deter bad behavior and promote more responsible driving. 3. Stricter Driver’s License Issuance At present, the standards for acquiring a driver’s license in the Philippines remain relatively lax. Too many unqualified individuals—some of whom may not even understand traffic signs or defensive driving practices—are given licenses. This contributes to erratic, undisciplined, and unsafe driving, which in turn causes accidents and gridlocks. The Land Transportation Office (LTO) should raise the bar by improving both the theoretical and practical tests, instituting psychological assessments, and requiring mandatory training through accredited driving schools. Quality, not quantity, must be the priority. 4. Higher Insurance Premiums for Errant Drivers Just as in other countries, insurance rates in the Philippines should reflect driver behavior. Motorists who have been involved in accidents or have multiple violations should be charged higher premiums. This will serve as a financial disincentive for careless or reckless driving. On the flip side, law-abiding drivers should be rewarded with lower premiums. Insurance companies, in partnership with government traffic agencies, can implement this system to help influence behavior through market-based mechanisms. In conclusion, solving Metro Manila’s traffic problem requires a multifaceted approach that goes beyond physical infrastructure. Discipline, accountability, and enforcement are critical pillars of effective traffic management. These complementary solutions, if executed properly, can bring about real and measurable change in our daily commuting lives—making our cities safer, cleaner, and more efficient for everyone. Ramon Ike V. Seneres, www.facebook.com/ike.seneres iseneres@yahoo.com, 09088877282, senseneres.blogspot.com 06-28-2025

WHO SHOULD BE IN THE CABINET-LEVEL ECONOMIC TEAM?

WHO SHOULD BE IN THE CABINET-LEVEL ECONOMIC TEAM? In today’s fast-paced, innovation-driven global economy, the Philippines must rethink how it defines and organizes its core economic leadership. A glaring issue that needs to be addressed is the exclusion of the Secretary of the Department of Science and Technology (DOST) from the Cabinet-level economic team. Traditionally, the economic team has been composed of the Secretaries of the Department of Finance (DOF), the Department of Budget and Management (DBM), the Department of Economy, Planning, and Development (DEPDev), the Department of Trade and Industry (DTI) and the Bangko Sentral ng Pilipinas (BSP). While these agencies are essential, they are primarily focused on managing government revenues, spending, and debt. In essence, they are money managers — tax collectors, budget allocators, and loan negotiators. The question now is: Is that enough? These agencies typically concentrate on fiscal policy, monetary stability, and macroeconomic planning. While these are crucial pillars of governance, they are inherently reactive. They deal with what already exists — tax revenues collected, budgets proposed, and debts incurred. In some circles, the ability to borrow large sums of money is even framed as a measure of success, as though debt acquisition equates to economic growth. But real economic progress should not be measured by how much we can borrow, but by how much new value we can create. And that is precisely where the DOST should come in. Science, technology, and innovation are no longer auxiliary elements of economic policy — they are central to it. The modern economy thrives on value creation through innovation: new products, improved processes, disruptive technologies, and digital solutions. These innovations fuel productivity, improve efficiency, and create entirely new industries. In short, they generate real, tangible economic value. Countries like South Korea, Singapore, and even Vietnam have shown how investing in science and technology can transform a nation’s economic trajectory. Their growth is not just due to careful budgeting or clever borrowing, but because they invested heavily in research and development, incubated high-tech industries, and nurtured a culture of innovation. Their economic teams do not consist solely of accountants and financiers, but also of scientists, engineers, and tech entrepreneurs. In the Philippines, the DOST has been quietly doing impactful work — from promoting local R&D, supporting micro, small and medium enterprises (MSMEs) through innovation hubs, to pioneering efforts in renewable energy and digital technologies. However, its absence in high-level economic decision-making means that science and technology are often treated as side issues, rather than central pillars of national development. If we are serious about transforming the Philippine economy, the President must consider institutionalizing the inclusion of the DOST Secretary in the economic team. This move would not only signal a shift toward innovation-led growth but would also ensure that science-based insights inform fiscal priorities, industrial policy, and infrastructure investment. Creating new value means creating new products, services, and systems — and only science, technology, and innovation can deliver that. If we want a future-proof economy, our economic team must go beyond balancing books — it must help build the future. Ramon Ike V. Seneres, www.facebook.com/ike.seneres iseneres@yahoo.com, 09088877282, senseneres.blogspot.com 06-27-2025