TABLE OF CONTENTS

I. INTRODUCTION …………………………………………………………………………………………….. 1

1.1 Rationale ………………………………………………………………………………………………… 1

1.2 Legal Framework and Composition of LPTRP Team …………………………………. 1
1.3 Brief Profile ……. …………………………………………………………………………………… 3
1.4 Geographical Location, Land Area and Political Subdivision …………………… 4
1.5 The CBD ……………………………………………………………………………………………….. 6
1.6 Urban District ……………………………………………………………………………………….. 6

II. STUDY AREA / CORRIDOR …………………………………………………………………………… 7

2.1 Population Trends ………………………………………………………………………………… 7

2.2 Employment ………………………………………………………………………………………… 10
2.3 Housing ………………………………………………………………………………………………. 10
2.4 Commercial and Industrial Establishments ……………………………………………. 11
2.5 Transport Corridors and Facilities ………………………………………………………… 13
2.6 Spatial Development Framework …………………………………………………………. 13
2.7 The Growth Nodes and Corridors ………………………………………………………….. 14

III. EXISTING ROAD CONDITIONS AND PUBLIC TRANSPORT ROUTES …………………. 17

3.1 Existing Road Network …………………………………………………………………………. 18

3.2 Public Transport Routes and Operators …………………………………………………. 19

IV. ASSESSMENT OF EXISTING PUBLIC TRANSPORT OPERATIONS ………………………. 21

4.1 Transportation …………………………………………………………………………………….. 21

4.2 Public Transportation Performance ………………………………………………………. 24

V. PUBLIC TRANSPORT ISSUES AND PROBLEMS ………………………………………………. 26

5.1 Public Transport Issues and Problems …………………………………………………… 26

5.2 Development Constraints ……………………………………………………………………. 27

VI. PUBLIC TRANSPORT DEVELOPMENT OBJECTIVES AND STRATEGIES ……………… 30

6.1 Socio-Economic Development Goals …………………………………………………….. 30

6.2 Transport Development Plan ……………………………………………………………….. 31
6.3 Proposed Transport Project ………………………………………………………………….. 32
6.4 Public Transport Improvement Objectives …………………………………………….. 33
6.5 Public Transport Development Strategies ……………………………………………… 33

VII. TRANSPORT SURVEYS AND OTHER DATA COLLECTION ………………………………… 34

7.1 Survey Types and Methodologies …………………………………………………………. 36

VIII. PROPOSED ROUTES AND SPECIFICATIONS ………………………………………………….. 36

IX. SUMMARY OF RECOMMENDED ROUTES TO LTFRB, PROVINCE AND DOTR …… 37

Annexes ………………………………………………………………………………………………………………… 43
1.1 Rationale

CREATING A COMPREHENSIVE AND EFFICIENT LOCAL PUBLIC TRANSPORTATION

DISTRIBUTION AND ROUTE SYSTEM

The City Government of Iriga pursues a stable local economy supportive of development
and growth, environmental protection, and security for all Irigueños. The current CLUP
anticipates the growth of the city and it defines the potential growth or expansion areas for
certain land uses. It is therefore necessary to adapt the concept of Sustainable Urban Transport
in the future land use planning. With this, the local government unit of Iriga shall do the
planning, designing and implementing the local public transport routes which should be
consistent with the development plants of the city.

Among the areas of concern is the building of an orderly, safe and efficient Public
Transportation system to serve the population of Iriga City and intra and inter zonal movements
of people. The purpose is to engender community spirit where laws are obeyed, environment is
protected, indigenous cultural practices are respected and people are aware and conscious of
their pivotal role. This multi- sectoral partnership and cooperation tends to increase citizen’s
awareness and consciousness of the fact that public transportations and public safety is as
much the responsibility of the community as it is of the protective service providers. This
premise is expected to result in an enhanced community awareness and appreciation of the
value of community involvement and partnership in the Public Utility Modernization Program,
in the anti-colorum and anti-criminality campaign and in other community development
activities.

It is therefore necessary that a Local Public Transportation Route Planning (LPTRP) be

formulated to guide decision makers, protective service providers, respondents, the barangays
and the community of the different measures and interventions as well as strategies and
actions needed to support the development initiatives of the City.

1.2 Legal Framework and Composition of LPTRP Team

Pursuant to DOTr Department Order No. 2017-001 dated June 19, 2017 and DOTr-DILG
JMC No. 001 series of 2017 dated June 19, 2017, which states: - There is a need to create the
Local Public Transport Route Plan Committee.||
The Iriga City Local Public Transport Route Plan Committee was organized through an
Executive Order No. 22, Series of 2018, which shall be tasked to craft the Local Public Transport
Route Plan (LPRTP) for the City of Iriga, which shall precede and from which shall be anchored
all local policies and ordinances pertaining to all modes of public transportation including
motorized tricycles for which is under the jurisdiction of the city government to regulate per RA
7160.
The LPTRP Team is composed of the following;

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A. The PTRC
Chairman : City Mayor
Vice Chairpersons : City Administrator
: OIC, Chief of Police, ICPS
Members :
- Chairman, Committee on Transportation
- OIC, City Engineer
- City Planning and Development Coordinator
- OIC, Iriga City Investment Promotion and Business Assistance Center / Manager,
City Terminal
- LIGA President
- Iriga City Urban Poor Federation, Inc.
- President, Federation of Iriga City Transporters, Inc.
- President, Bato-Iriga Jeepney Operators and Drivers Association
- Iriga City Market Vendors’ Association, Inc.
- President, Chamber of Commerce Industry, Rinconada
- President, University of Saint Anthony
- City Disaster & Risk Reduction Management Officer
- City Legal Officer

B. The TWG

Team Leader : - CEO

Co-Team Leader : - OCPDC
Members : - OCPDC
- OCPDC
- CSU
- CSU
- Head,Traffic
Unit PNP
- MTOP

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1.3 Brief Profile

Through the unflinching support and wilful cooperation of the town's people, Mayor
Jose C. Villanueva at the helm of stewardship successfully gained the conversion of Iriga into
the signing of R.A 5261 otherwise known as the Charter of Iriga City on July 8, 1968 by then
President Ferdinand E. Marcos, considered to be the turning point of Iriga. The City, however,
was formally organized and inaugurated as the third city of Bicol on September 3, 1968 by
Presidential Proclamation and officiated by the President of the Philippines.

Since then, Iriga City has developed tremendously making it not only as the center of
trade and commerce in Rinconada area but the whole Bicol Region as well, as it is strategically
located in between the cities of Naga and Legaspi.

In 2004, Madelaine Alfelor-Gazmen, the daughter of the late Camarines Sur

congressman, Ciriaco R. Alfelor and granddaughter of Camarines Sur Governor Felix O. Alfelor,
became Iriga’s first woman city mayor, and only the third city mayor after his uncle, Emmanuel
R. Alfelor was similarly elected in 1994 and served the city for 3 consecutive term (1994-2004).

In her last term in 2013, Mayor Gazmen, has already made her mark as a no-nonsense
city executive when she transferred the operations of the city government to its new home in
barangay Sta. Cruz Sur. The new city hall will no doubt be Mayor Gazmen’s lasting legacy and
monument to the city of her own birth, the city she wants to call “city of crystal-clear springs,”
and where they spring eternal, like hope.

Her administration promoted good governance and started it off by launching Iriga as a
Character City on September 4, 2004 to lead and encourage others to become better persons.
Strengthening the system and structure of governance became her priority. Enhancement
programs like the Public Service Excellence, Ethics and Accountability Program (PSEEAP)
granted by The Asia Foundation and the British Embassy, the City Development Strategy (CDS),
Transparent Accountable Governance (TAG) and the Public Governance System (PGS) were
adopted and institutionalized. Her overall development program for Iriga has been largely
centered on the bigger context of achieving its vision of becoming an Agro-Ecotourism Center in
the Philippines by 2015. Part of her approach is communicating her programs to her
constituents which is meant to raise awareness and educate the people about the city’s
development perspective, and mobilize community participation and involvement in the
various government programs. Her advocacy on good governance and responsible citizenship
provided the much needed impetus guiding the city in its present status as a primary growth
center in the Bicol Region. These were the same reasons that gained her and the city numerous
prestigious awards and citations given by national and international entities. Grant funds for
development projects and capability building totalling Php 300.M. were also awarded to the
city during her term.

In 2013, Ronald Felix Y. Alfelor, an Electrical Engineer by profession, became the next
mayor of the city. He is the younger brother of former Mayor Madelaine Alfelor Gazmen.

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Considered one of the youngest member-mayor of the Leagues of the Cities of the Philippines
at 33 years old, he advocated and made a covenant to build A city with a strong and
responsive good local governance that promotes responsible citizenship by: ensuring the
people’s security in their life, liberty and property; enhancing the participation of the citizens in
local governance; providing public services to citizens to ensure a healthy, safe, and desirable
environment, as well as a literate, skilled and entrepreneurial citizenry to achieve a sustainable
and conducive economic and social growth so that all Irigueños will realize their dreams and
aspirations.

He proclaimed his mission to strive to deliver excellent public service at least cost, by
adopting the principles of “doing things right the first time and walking the extra mile” to
ensure increased performance efficiency and development outcomes.

The year 2016 marked the return of Hon. Madelaine Y. Alfelor into office as its Local
Chief Executive. It would likely appear that her reign is a continuation of her previous three
terms in the same position. This is why she is determined to pursue and enhance the programs
she initiated in 2004 but this time with added programs on Sports so as to promote further the
City’s Tourism Industry.
On top of her priority programs, however, she ascertained the Re-launching of the
Character City Program before this year ends to tickle the minds and the hearts of the Irigueños
on the importance of developing and practicing good character qualities both at home and at
work. The said re-launching activity will again involve all sectors in the community. Thus, to
ensure the continuity of this program especially to the younger generation, not only the schools
will be encouraged to integrate the values in their lessons but more importantly, the teaching
of good values must start from the child’s own home with the parents themselves as the
primary role models.

The next three years of governance will expectedly be full of new and bigger challenges
but the City is hopeful to tackle them all through its well-organized work force.

1. 4 Geographical Location, Land Area, and Political Subdivisions

Location & Physical Subdivision

The City of Iriga is geographically located in the central part of Bicol Peninsula which
form the southeastern part of the island of Luzon. It is also centrally located between the cities
of Naga and Legaspi. It is about 491 kms. from Manila and located between 14000’ and 13013’
north latitude and 125030’ and 123000’ east longitude. It is bounded on the north, by the
municipalities of Ocampo and Sangay; on the east by the municipality of Buhi; on the west, by
the municipalities of Bato, Nabua and Baao, Camarines Sur; and on the south, by the
municipality of Polangui, Albay.

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Topography

Iriga City’s topography encompasses the peak of Mt. Iriga, a strato volcano which varies
from an elevation of 10 meters to 1,149 meters above mean sea level at its lowest point.

For geographical function, functional and other purposes, the city is divided into three
(3) major areas. The urban, semi-urban and rural areas. From the southwestern side of the
city, the urban area, which comprises nine (9) barangays in the city proper, is visualized in the
foreground of the verdant Mt. Iriga founded on a flat to rolling terrain with elevation ranging
from 10 to 30 meters above mean sea level dotted with isolated small hills rising to an elevation
from 50 to 60 meters. The semi-urban area consist of five (5) barangays surrounding the urban
area with an elevation ranging from 20 to 60 meters above mean sea level extending from
Francia in the southwest to Santiago in the east.

Comprising the rural area are twenty-two (22) barangays, fourteen (14) of which are
along the foot of Mt. Iriga while the other eight (8) are situated east and southwest of the
urban area.

Several rivers and creeks can be found in the city. On the northwest is Waras River
extending to the Iriga-Nabua and Iriga-Baao boundaries on the south is Agos River serving as
the city’s boundary with Albay while Salog and Daraga River traverses the city proper from east
to west. The four (4) rivers converge in the vicinity of Nabua and Bato towards the Bicol River.
Considered a unique feature of the city is the presence of irregular contours on all area,
even in the lowland areas. Hills can be found in the midst of vast plains and irrigated ricefields.
These areas are fertile as its lowest portion resulting in the hypothesis that these hills were
formed out of the eruption of Mt. Iriga, which was characterized with violent fury, spouting
rocks and lava. As time passed, hills such as Ilian, Botawan, Masoso, Balaigang, Calvario.
Boguitis and others had grown fertile & vegetated. By its topographical profile, Iriga City is a
unique combination of mountain, hills and flatlands.

5
BARANGAY BY AREA
Table 1: Iriga City Barangay Physical Subdivision, 2010

LAND AREA (IN LAND AREA (IN

BARANGAYS BARANGAYS
HAS.) HAS.)
Antipolo 944.1 San Juan 353.73
Cristo Rey 406.66 San Miguel 103.98
Del Rosario 338.44 San Nicolas 527.03
Francia 120.3 San Pedro 626
La Anunciacion 401.6 San Rafael 652.42
La Medalla 608.58 San Ramon 367
La Purisima 465.8 San Roque 88.95
La Trinidad 370 Santiago 378.19
Niño Jesus 593.29 San Vicente Norte 518.87
Perpetual Help 372.08 San Vicente Sur 364
Sagrada 352.7 Sta. Cruz Norte 545.38
Salvacion 487.3 Sta. Cruz Sur 382.3
San Agustin 354.75 Sta. Elena 426.1
San Andres 413.87 Sta. Isabel 382.3
San Antonio 908.3 Sta. Maria 729.5
San Francisco 115.19 Sta. Teresita 798.19
San Isidro 470.96 Sto. Domingo 445.48
San Jose 241.6 Sto Niño 593.3

Source: OCPDC & NSO Data

1.5 The CBD

The Central Business District comprises of three (3) barangays namely, San Roque, San
Franciso and San Miguel. The Iriga City CBD is considered the melting pot of Rinconada, this is
where the Center of commerce and trade is happening. The three (3) barangays is visualized in
the foreground of the verdant Mt. Iriga founded on the flat to rolling terrain with elevation
ranging from 10-30 meters above mean sea level.

1.6 Urban District

The Urban District comprises of nine (9) barangays in the city proper, it is also visualized
in the foreground of Mt. Iriga founded on a flat to rolling terrain with elevation ranging from
10-30 meters above mean sea level dotted with isolated small hills rising to an elevation from
50-60 meters.

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Chapter 2 – STUDY AREA / CORRIDORS

Figure 1: Map of Iriga City showing the 36 Barangays

The city has a total road kilometrage of 355.143 kilometers, consisting of 5.805 kms (1.634%)
National Primary Road; 5.850 kms (1.647%) National Secondary Road; 29.494 kms (8.304%),
Provincial Road; 100.080 kms. or 28.180% City Roads and 213.914 kms or 60.233% Barangay
Roads.

2.1 Population Trends

Historical Population

Iriga and Naga are the only two cities in the province of Camarines Sur with Naga City as the
older and more populous one. The recorded population of Iriga City spanning a period of 115
years (Table 2) shows an annual growth rate of 1.54%. During the period from 1903 to 1970
before Iriga was converted into a city, the annual growth rate was at 2.09%. From 1970 (the
first national census after Iriga became a city) to the latest census (2015) the average growth
rate is only 0.82%. The overall growth trend however shows a steady increase (Figure 3.1).

7
 Table 2: Population of Iriga City (All census years 1903-2015)

Year Population Growth Rate

1903 19,297
1918 24,145 1.51
1939 31,005 1.2
1948 42,049 3.44
1960 75,439 4.99
1970 77,382 0.25
1975 75,885 -0.39
1980 66,113 -2.72
1990 74,260 1.17
1995 82,482 1.98
2000 88,893 1.62
2007 97,983 1.35
2010 105,919 2.87
2015 111,757 1.03

Source: Philippine Statistics Authority

Spatial Distribution of Population

In terms of geographical distribution among the 36 barangays of Iriga, the population density by
barangay and barangay cluster for the latest national census (2015) are shown in Table 3 below.
Table 3: Population Density by Barangay Cluster (Iriga 2015)

Corrected Density 2015 Density 2015

Population
CLUSTER Land Area Persons per Persons per sq
2015
(*1.0183) Hectare km
POBLACION
Francia 2,608 122.5 21.29 2,129
La Purisima 2,506 474.32 5.28 528
San Francisco 6,479 117.3 55.24 5,524
San Jose 2,405 246.02 9.78 978
San Juan 4,584 360.2 12.73 1,273
San Miguel 3,298 105.88 31.15 3,115
San Roque 2,459 90.58 27.15 2,715
Sub Total 24,339 1,516.80 16.05 1,605
NATIONAL ROAD UNIT
San Agustin 6,403 361.24 17.72 1,772
San Isidro 8,909 479.58 18.58 1,858
San Nicolas 11,313 536.67 21.08 2,108
Sub Total 26,625 1,377.49 19.33 1,933
RIVER ROAD UNIT
La Medalla 2,406 619.72 3.88 388
La Trinidad 1,873 376.77 4.97 497
Salvacion 3,417 496.22 6.89 689

8
San Antonio 4,225 924.92 4.57 457
San Vicente Sur 2,939 370.66 7.93 793
Sta. Cruz Sur 3,210 389.3 8.25 825
Sto. Niño 3,687 604.16 6.1 610
Sub Total 21,757 3,781.75 5.75 575
EAST ROAD UNIT
Del Rosario 2,147 344.63 6.23 623
La Anunciacion 1,697 408.95 4.15 415
Santiago 3,416 385.11 8.87 887
Sta. Elena 2,291 433.9 5.28 528
Sto. Domingo 5,922 453.63 13.05 1,305
Sub Total 15,473 2,026.22 7.64 764
MOUNTAIN UNIT
Antipolo 1,301 961.38 1.35 135
Cristo Rey 1,078 414.1 2.6 260
Niño Jesus 1,021 604.15 1.69 169
Perpetual Help 4,208 378.89 11.11 1,111
Sagrada 2,359 359.15 6.57 657
San Andres 835 421.44 1.98 198
San Pedro 2,180 637.46 3.42 342
San Rafael 864 664.36 1.3 130
San Ramon 1,704 373.72 4.56 456
San Vicente Norte 947 528.37 1.79 179
Sta. Cruz Norte 540 555.36 0.97 97
Sta. Isabel 612 389.3 1.57 157
Sta. Maria 3,312 742.85 4.46 446
Sta. Teresita 2,602 812.8 3.2 320
Sub Total 23,563 7,843.33 3 300
Iriga City 111,757 17,400 6.42 642

Gross density figures indicate that 16 of the 36 barangays of Iriga City are more densely
populated than the city as a whole. These barangays are concentrated in the Poblacion and
National Road Unit clusters. Three of the five clusters also have densities higher than that of the
city. The remaining 20 barangays have lower densities and these are concentrated in the two
less densely populated clusters, River Road Unit and Mountain Unit clusters.

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2.2 Employment

a. Condition of the Local Economy

i. Employment

Based on the 2015 Rapid Community-Based Monitoring System (RCBMS) of Iriga City, 28,636
employees were engaged in different economic activities. More than half (68%) were males and
the remaining (32%) were females. The diagram (Figure 5.2) presents the breakdown of
employment in Iriga City by nature and type of engagement of the employees.

The Public Employment and Service Office (PESO) recorded a total of 6,809 overseas workers in
Iriga City in 2016.

ii. Household Income and Expenditures

The average household income of Iriga City for 2016 was PhP7,205.16 per month or
PhP86,462.04 per annum. On the other hand, the monthly household expenditure was
PhP5,240.30 or PhP62,883.60 per year.

Figure 2: Employment by Nature of Engagement

Worked on
different jobs Employment by Nature of Engagement
on day to day
or week
(3%)

Short-term or
seasonal or Permanent
casual job/ job/business/
business unpaid family
(19%) work
(28%)

2.3 Housing

1) Private Residential Subdivisions and Existing Individual Households

The private residential subdivisions existing in barangays Sto. Domingo, San Nicolas, San
Isidro, San Roque, and San Francisco have an accumulative area of 26.65 hectares. Mainly
developed by private sector groups, these residential enclaves provide both privacy and
security for their inhabitants. Beyond private residential subdivisions, another form of
settlement are existing individual households whose houses were originally built either in
clusters or closely beside each other within the town proper; later growing alongside
traditional growth corridors such as roads and highways as the city expanded. These houses
are observed to be spread-out all over Iriga.

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 2) Low-Cost Housing Projects

In relation to policy directions of the local government to achieve housing provisions that are
more affordable and just, a series of low-cost housing projects are found in the city of Iriga;
namely GK Housing Projects, Villafuerte Housing Projects, Bliss Urban Poor Housing Project,
and Francia Urban Poor Housing developments. These settlements are located in Brgys. San
Rafael (area: 2.0 ha), Perpetual Help (area: 2.13 ha), La Purisima (area: 3.0 ha), and Francia
(area: 1.21 ha).

3) Permanent and Nomadic Indigenous Settlements

Equally important are Indigenous settlements – both permanent and nomadic in character –
that are found within the boundaries of Iriga city. In terms of permanence indigenous
settlements, these may be described as existing tribal villages from Ilian, Sta. Teresita, as
well as in Living Rock village; located in Brgy. San Nicolas, Sta. Teresita, and Perpetual Help.
In terms of nomadic indigenous settlements, these are described as IP groups that do not
have permanent addresses, consistent with their historical traditions and cultural practices
and largely located within ancestral domains in and around Mountain barangays.

2.4 Commercial and Industrial Establishments

Table 4: Inventory of Existing Industrial Establishments by Barangay, Iriga City, 2016

Barangay Total Number Land Area

of Industrial (sq m)
Establishments
San Agustin 10 4,605
San Francisco 42 9,575
San Roque 18 2,571
San Jose 1 75
San Nicolas 8 7,600
Salvacion 4 3,900
Francia 4 4,480
San Vicente Sur 4 1,140
Sta. Cruz Sur 2 1,300
Sta. Elena 1 120
Sto. Domingo 1 800
San Juan 2 1,700
La Medalla 1 850
La Trinidad 1 500
San Antonio 3 1,525
San Isidro 7 3,350
San Miguel 13 2,600
San Ramon 1 400
San Andres 1 600
La Purisima 5 105
Total 129 47,796

Source: ICIPBAC & Treasurer Office

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 b. Tertiary Sector

Commerce and Trade. As of June 2017, there were 290 commercial establishments that
employed a total of 388 workers, of which 290 were males and 99 were females. Majority
(94%) of the business establishments were classified as micro-scale and the rest were cottage
type (5%) and small-scale (1%).

Figure 3: Distributions of Commerce and Trade, Iriga 2017

Small scale
Cottage Large scale
1%
5% 0%

Micro-scale
94%

Source: ICIPBAC (Iriga City Investment & Promotion Business Action Center)

Banks and Financing Institutions. There were 11 government, private, and semi-government
banks in Iriga City in 2017. These institutions are mostly located in barangays San Francisco, San
Roque and San Miguel and employed a total of 109 employees.

A total of 58 non-bank institutions in the city are engaged in lending activities (27), financing
services (15), and money remittances (16). These are dominantly found in barangays San
Roque, San Miguel, San Francisco, San Juan, and San Nicolas.

Transportation and Communication Services. There are 20 transport companies that provide
transportation services in the city. These companies engage the services of 697 employees.

A total of 11 communication providers operate in Iriga City, particularly in barangays San

Francisco, San Jose, Santiago, San Nicolas, San Roque and San Miguel. A total of 76 employees
work in these communication companies.

Information, Communication and Technology. An ICT company, the Easy Access Resolution, is
operating in barangay San Miguel. It manages a total of 60 employees.

Tourism. Tourist arrivals in the city grew by 11,817 (34.84%) from 34,494 tourists in 2015 to
46,311 tourists in 2016.

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2.5 Transport Corridors and Facilities

LAND TRANSPORTATION TERMINALS BY LOCATION AND CONDITION, Year 2016

TERMINAL LOCATION CONDITION

Iriga city Central San Roque Iriga city Integrated Operational
Terminal (ICCT) PUVs (good)
PNR terminal San Francisco Iriga City Locomotive Seasonal (fair)
Bicol Bus Terminal San Isidro Iriga city Integrated bus No operation
(poor)

Source: City Terminal Office

B - 65 (Local Buses)
BH - 94 (Jeepney Iriga-Buhi)
BT - 45 (jeepney Iriga - Bato)
FL - 27 (UV Express Iriga - Legazpi)
FN - 39 (UV Express Iriga -Naga)
JMU - 12 (Jeepney to Mountain Barangays of Iriga)
MB - 22 (Multicab Iriga-Baao)
MN - 98 (Multicab Iriga - Nabua)
PI - 40 (Jeepney Iriga - Pili)
total = 442 units
Active
TOTAL B BH BT FL FN JMU MB MN PI
Registration
2018 116 13 17 12 22 14 4 2 22 10
2019 69 7 17 8 1 3 1 4 23 5
2020 55 11 15 6 1 1 2 5 9 5
2021 49 5 18 4 1 3 3 8 7
2022 2 1 1
2023 1 1
TOTAL 292 38 67 30 24 19 10 14 63 27

Expired
Registration
2016 23 4 6 2 2 4 5
2017 118 22 19 11 5 17 8 29 7
Total 141 26 25 13 5 17 2 8 33 12

2.6 Spatial Development Framework

The city of Iriga chose a “multi-nodal with linear development strategy” to encapsulate its long-
term development aspirations; an integration of two spatial strategies that scored highly
among Iriga stakeholders. Emanating from the city’s historical center, a series of growth nodes
(i.e., Growth Nodes 1-3, 6) aims to increase the number of growth centers which will
collectively broaden Iriga City’s development prospects. At the same time, growth nodes

13
located in northern part of the city’s boundaries (i.e., Growth Nodes 4 and 5) will likewise be
invested and improved on; creating a secondary development corridor on the upper flanks of
Iriga City. These growth nodes will be connected by linear “growth corridors”, creating an inter-
connected system of growth nodes and linear corridors (Figure 4).

Figure 4: Delineation of Zones in the Iriga Land Use Plan

2.7 The Growth Nodes and Corridors

2.7.1 Growth Nodes (1-6)

Growth Node 1 – With an area of 55.70 hectares and

consisting of portions of Brgys. San Roque, San Francisco,
San Miguel, San Jose, and Francia, it is the city’s historical
core and naturally the first growth node where Iriga traces
its roots from. Currently, it is Iriga’s most developed
business district which host numerous institutional
structures, transport terminals, public market, commercial establishments, banks, as well as
public and private schools. This growth node is currently a mix of stand-alone residential
structures interspersed with commercial buildings and institutional structures; commercial and
institutional being located along local roads as is the case in many cities, and its residential
counterpart seen emanating at the outer parts of the identified area (farther away from the
main road). The city’s main plaza is located here, as well as the old city hall that has since
undergone an adaptive reuse transformation to host a local supermarket brand (Puregold).

14
 Growth Node 2 - With an area of 37.34 hectares and
consisting of portions of San Nicolas, San Agustin, San Isidro
up to Waras River, Growth Node 2 is located along a national
road, and is a natural outgrowth deemed necessary by the
city as its population grows over time. Principally emanating
from Growth Node 1, this second business district is mainly
comprised of hotels, a reception hall, recreational
establishments, as well as public and private schools. This area is currently zoned with mostly
residential and sporadic institutional establishments.

Growth Node 3 – Observed to be spatially integrated with

Growth Nodes 1 and 2, Growth Node 3 is in Brgy. San Agustin
going towards Baao boundary; with an area of 14.95
hectares and developments flanking a provincial road that is
oriented towards Mountain barangays, and like business
district 2, is playing host to hotels, reception halls, a mix of
institutional establishments and public schools (this is unlike
Growth Node 2 which happens to host both public and
private schools). Currently, Growth Node 3 is hosting a
predominantly commercial zone.

Growth Node 4 – Anchored by the San Ramon Satellite Market in

the northern part of Iriga, it is the San Ramon-Sagrada-Cristo Rey
Growth Node; relatively far from the business districts situated in
and around the poblacion area as mentioned above. With an
area of 20.79 hectares and located in the northern side of the
city, Growth Node 4 is currently smaller in scale and a lighter
economic driver for the city, but is important nonetheless
especially since it facilitates accessibility to goods and services of
Iriga city residents based far from the poblacion area. Its current
use is predominantly commercial (due to the presence of the
satellite market).

Growth Node 5 – Like Business District 4 which is

anchored on a satellite market, Growth Node 5 is
entwined with the establishment of the San Pedro
Satellite market also located in the northern part of Iriga
city, and near Business District 4. With an area of 3.5
hectares, it is located in portions of Brgys. San Pedro and
Nino Jesus, and its current land use is mainly commercial.

Growth Node 6 (Proposed) – Lastly, in preparation for growth

trends that the city will be facing in the coming years, a
proposed growth node expansion located in Brgys. Sta. Cruz Sur,
San Vicente Sur, and Salvacion is identified. With an area of
58.26 hectares, the urban land use of the area is predominantly

15
commercial particularly in Brgy. Sta. Cruz Sur; brgys. San Vicente Sur, Sto. Domingo and
Salvacion on the other hand are currently residential in character.

2.7.2 Growth Corridors

As the city seeks to highlight its agro-industrial and ecotourism features and assets, a key
feature of Iriga’s spatial strategy is the creation of linear development corridors that connect
the growth nodes mentioned above. Not only are these corridors meant to facilitate
development, they are also earmarked to clearly define what types of industries or land uses
are to be allowed in different areas in the city; creating a clearer and better defined spatial
development identity.

16
Chapter 3 – EXISTING ROAD CONDITIONS AND PUBLIC TRANSPORT ROUTES
3.1 Existing Road Network
Figure 5. Road Network by Administrative Classification

17
 Table 5: Existing Road, Classification and Road Surface Type, 2013

Road Surface Type

Right Total Concrete Asphalt/Concr Gravel Earth
Road of Lengt ete/Overlay
Classification
Name Way h L L L L
(Ro (Km) (km % C (k % C (km % C (K % C
W) ) m) ) m)
Rizal St. National 15- 5.805 2.32 40. G 3.4 59. G
Primary Road 20 5 05 8 95
Masoli National 15- 5.850 2.48 42. G 3.3 57. G
Road Secondary 20 2 43 68 57
Road
Buhi Provincial 10- 29.94 20.7 70. G 2.2 7.5 G 6.5 22. G
Road Road 15 9 36 31 20 3 36 17
City Road 6-10 100.0 42.8 42. G .48 0.4 G 56. 56. G
80 49 81 0 8 751 71
Brgy Road 5-6 213.9 44.1 20. G 4.9 2.3 G 164 77. G
14 25 63 98 4 .79 04
1
Total 355.1 112. 31. 14. 4.0 228 64.
43 517 68 54 9 .08 22
6

18
3.2 Public Transport Routes and Operators
(Include all land-based public transport routes, major operators; map of existing routes)

Table 6: Existing Public Transport Routes and Operators, 2018

FILCAB EXPRESS/VAN EXPRESS
Name of Route No. of Unit per No. of Passenger Dispatch Time
Cooperative Day per Unit

BUSES
Naga & Legazpi 65 Units
Naga-Iriga Fil CAB Iriga-Naga 39 Units 15 16 Mins
Operator & Naga-Iriga
Drivers
Association Inc.
LIUVEXODA Ass. / Legazpi-Iriga 27 Units 15 90 Mins.
Legazpi-Iriga UV Iriga-Legazpi
Express Operator
& Drivers Ass.
JEEPNEY EXPRESS
Association (No Iriga-Bato 45 Units 0-3 12 Mins.
Cooperative)
Iriga-Baao-Pili 40 Units 0-10 15 Mins.
Iriga-Buhi 94 Units Max Cap. 20 Variable
Iriga-Mountain 6 Units 5-20 Max Cap. 2 Rounds
Unit (Sagrada) 1 RD-AM
2 RD-PM
1 HR
Iriga-Mountain 6 Units 10-20 Max Cap. 2 Rounds
Unit (San Pedro) 1 RD-AM
2 RD-PM
Variable
MULTICAB EXPRESS
IRIBANA Iriga-Nabua 98 Units 0-Variable 2 Mins.
BALUYUT
IMUDCA Iriga-Baao 22 Units 0-Variable 2 Mins
TRICYCLE
Within Iriga 1,905 3-5

19
Figure 6: Map of Existing Routes

20
Chapter 4 – ASSESSMENT OF EXISTING PUBLIC TRANSPORT OPERATIONS

4.1 Transportation

a. Accessibility

Iriga City can be accessed through several points. It is connected in the northeast
through the Municipality of Baao, Camarines Sur, in the Southeast through the Municipality of
Buhi, Camarines Sur, in the northwest through the Municipality of Nabua Camarines Sur and
leads all the way to the country’s capital, through Camarines Sur and Albay. The City is linked to
these municipalities, and other provinces and regions through the city, provincial, regional and
national road networks.

Bus companies like PHILTRANCO and other local bus companies provide regular service
to Manila. Bus services to Nabua through Legaspi City and Baao – Naga route, including that of
Camarines Sur, Camarines Norte and Partido area are also available. Iriga City has separate
terminals for jeepneys and buses, both are located in one (1) compound at Barangay San
Roque. The terminal provides loading and unloading operations for both jeepneys and buses,
and a separate long-term parking area for buses waiting to be dispatched and boarded. The bus
terminal has areas for circulation and loading/unloading berths for vehicles; i.e. sheltered
waiting area, platforms and restrooms for passengers; restaurants and shops; and ticketing,
dispatching and staff rooms for transport operation.

b. Road Network

The city has a total road kilometrage of 355.143 kilometers, consisting of 5.805 kms
(1.634%) National Primary Road; 5.850 kms (1.647%) National Secondary Road; 29.494 kms
(8.304%), Provincial Road; 100.080 kms. or 28.180% City Roads and 213.914 kms or 60.233%
Barangay Roads. (Refer to Table 7)

21
 Table 7: Inventory of Roads by System Classification and Type of Pavement

Road Surface Type

Roads by Right Total Asphalt/Concrete Asphalt Gravel Earth
System of Length Concrete / /
Classificatio Way (km) Overlay Gravel
n (Row) Km % C Km % C K % C Km % C K % C
m m
National 15-20 2.325 40.0 G 3.48 59.9 G
m. 5.805 5 5
National 15-20 5.850 2.482 42.4 G 3.368 G
Secondary m. 3 57.5
7
Provincial 10-15 20.736 70.3 2.220 7.53 G 6.538 22.1 G
m. 29.494 1 7
City/ 6-10 100.08 42.849 42.8 G 0.480 0.48 G 56.7 G
Municipality m. 0 1 56.75 1
1
Barangay 5-6 213.91 44.125 20.6 G 4.998 2.34 G 164.7 77.0
Road m. 4 3 91 4 G
TOTAL 355.14 112.51 31.6 14.546 4.09 228.0 64.2
3 7 8 8 2
Legend: Good C - Physical Condition: (G) - Acceptable/Serviceable
Source: City Engineers Office

An estimated 40% of the national primary road has concrete pavement and 60% km
concrete road with asphalt overlay pavement outside the Poblacion that are considered to be in
acceptable condition. Moreover, 42.43% of the total length of national secondary roads is
paved with concrete and 57.57% with asphalt overlay. Shoulders along the Poblacion area are
partly overlaid with concrete and the rest are of gravel. Although evaluated as serviceable
condition, several portions are uneven and need overlay refurbishment, particularly from
Guevarra St. to Buhi Road proper.

The Provincial road has 29.494 kms comprising of two (2) routes: the San Isidro – San
Ramon - Hanawan Road and Iriga City - Masoli Bato Road. These consist of 20.736 (70.31%) kms
concrete pavement; 2.220 kms concrete pavement with asphalt overlay and 6.538 km gravel
road along the barangay area and the rest are gravel shoulder. In as fair condition but spotted
area needs overlaying of uneven surface and patching of asphalt shoulder. The San Isidro - San
Ramon - Hanawan Road is the main access road to mountain barangays which serves as the
farm – to – market road and the shortest route from Iriga to Partido Area. On the other hand,
Iriga City - Masoli Road is the diversion road from Iriga City to Bato, Camarines Sur and serves as
the farm - to market road partly of river unit and of the neighbouring barangays.

The city road network has a total road length 100.080 kms which has 42.849 kms of
concrete pavement and 0.480 kms concrete pavement with asphalt overlay. The remaining
56.751 kms need to be upgraded from gravel road.

Barangay road network has a total length of 213.914 kms road length with 44.125 kms
paved with concrete, 4.998 kms concrete pavement with asphalt overlay and 164.791 kms
gravel roads.

22
 a. Bridges

Iriga City has a total of 23 bridges. Sixteen (16) bridges are distributed in the rural areas
while the remaining seven (7) are dispersed in the urban and semi-urban area, all considered in
serviceable condition. (Refer to Table 8)

Table 8: Inventory of Bridges by Location, Type, Capacity and Location, 2009

Bridge Name Location (Barangay) Type Road Physical

Capacity Conditio
(tons) n
Gov. Crescini Bridge San Francisco Iriga City (U) Concrete 20 G
Tarusan Bridge San Francisco Iriga City (U) Concrete 10 G
Reinforce Concrete San Miguel Iriga City (U) Concrete 15 G
Bridge
Reinforce Concrete San Miguel Iriga City (U) Concrete 15 G
Bridge
Barit Bridge Santiago Iriga City (R) Concrete 15 G
Lawatini Bridge San Ramon Iriga City (R) Concrete 15 G
Igatol Bridge Sta. Maria Iriga City (R) Concrete 15 G
Daraga Bridge Del Rosario, Banao I.C. (R) Steel 15 G
Camposano Bridge La Medalla Iriga City (R) Steel 15 G
Felix Monte Bridge Sto. Nino Iriga City (R) Steel 15 G
Concrete Bridge Cristo Rey Iriga City (R) Spillway 10 G
Concrete Bridge Sagrada Iriga City (R) Spillway 10 G
Concrete Bridge Daguma St. Sta. Isabel I.C. Spillway 10 G
Concrete Bridge Sta. Isabel Iriga City (R) Spillway 10 G
Concrete Bridge G Camposano San Rafael Spillway 10 G
Concrete Bridge San Vicente Norte I.C. (R) Spillway 10 G
Concrete Bridge Sta. Maria Iriga City (R) Spillway 10 G
Concrete Bridge Sto. Nino Iriga City (R) Spillway 10 G
Concrete Bridge San Andres Iriga City (R) Spillway 10 G
Concrete Bridge San Andres Iriga City (R) Spillway 10 G
Concrete Bridge San Roque Iriga City (U) Box Culvert 10 G
Concrete Bridge Francia Iriga City (U) Box Culvert 10 G
Concrete Bridge Sto. Domingo Iriga City (U) Box Culvert 10 G
Type: reinforced concrete, steel concrete, others
Legend, Physical Condition: GOOD – Acceptable/ Serviceable, POOR – Needs
Improvement, CRITICAL – for Priority Action
Source: City Engineers Office Iriga City

23
4.2 Public Transport Performance

a. Public Transportation

Intra-local travel is served largely by tricycles with 1,905 units registered in 2018. On the
other hand, inter-city passenger movement is served by public utility buses, jeepneys,
Filcab/Multi-cab.

Table 9: Public Land Transportation Vehicles by Type and Service Routes, 2018

Registered in City/Municipality From Other

City/Municipality
Type of Route/Destination
Public Within Brgy to Brgy to city/
Utility Brgy Brgy city/ municip Total Route/
vehicles Total No.
municip al/cente No. Destination
al/cente r
r
Buses 65 65 Naga & Legazpi
City
Jeepney 201 40 Iriga-Pili,
45 Iriga- Bato,
94 Iriga- Buhi,
12 Iriga- Mountain
Unit
Filcab 66 39 Iriga-Naga,
27 Iriga-Legazpi
Multicab 120 98 Iriga-Nabua,
22 Iriga-Baao
Tricycle 1,905 48 194 1,663 1,905 Iriga City Proper
PNR 2 Coaches/ Non-
TERMINAL Units V/ Operati
Bicol- Ligao-Sipocot onal(sus
Manila 60 pended)
passenger/
coach
Sources: ICTerminal ,MTOP, PNR Office Iriga City, 2018

24
 There are three public transportation terminals serving Iriga City. However, the Bicol bus
terminal is not operational and is evaluated to be in a poor condition.

Table 10: Land Transportation Terminals by Location and Condition, Year 2013

Name Location Site Land Usage Status Condition

Description Area
Iriga city San Roque Elevated land ½ has Integrated Complete
Central Iriga city PUVs Operational
Terminal (good)
(ICCT)
PNR San Elevated land ½ has Locomotive Incomplete Seasonal
Terminal Francisco (fair)
Iriga City
Bicol Bus San Isidro Elevated land ¼ has Integrated Incomplete No
Terminal Iriga City bus operation
(poor)
Source: City Terminal Office

b. Vehicle Registration

In 2014 and 2015, the Land Transportation Office (LTO) Iriga City District recorded an
annual vehicle registration of 9,258. Majority of the vehicles registered during the same period
consist of motorcycles, tricycles and other public utility vehicles totalling 6,797 (70.51%).

25
Chapter 5 – PUBLIC TRANSPORT ISSUES AND PROBLEMS

5.1 Public Transport Issues/Problems

Figure 7: Issues and Challenges

Figure 8: Causes of Central Business District Congestion

26
5.2 Development Constraints
5.2.1 Drainage problems – The flood control and drainage problems and the causes
identified in specific locations are as follows:

Cause of drainage problem Location

Silted rivers, creeks and other waterways Built-up areas
Urban barangays such as San Roque, San
Illegal structures along drainage canals Francisco, San Miguel, San Jose, Francia, San
Juan, San Nicolas, San Isidro, San Agustin
Insufficient maintenance and narrow road right- Barangays along national road like San Isidro,
of-way San Agustin, San Nicolas

Barangays along the East Road – Del Rosario, La

Substandard covered and open drainage canal
Anunciacion, Santiago, Sta. Elena, Sto Domingo

Barangays along the river – La Medalla, La

Undersized sidewalks, curbs and drainage canals Trinidad, Salvacion, San Antonio, San Vicente
Sur, Sta. Cruz Sur, Sto. Nino

Mountain barangays San Vicente Norte, Cristo

Rey, Sta. Isabel, San Rafael, San Ramon, San
No sidewalks and non-functional drainage canal
Pedro, Nino Jesus, Sta Cruz Norte,San Andres,
Sta. Maria, Sta. Teresita, Perpetual Help

5.2.2 Transport and Communication Issues

Infrastructure Backlog Location

Roads and Bridges:
Insufficient road length All barangays
Sub-standard ROW of secondary roads Iriga-Masoli Rd., Iriga-Buhi Rd.
Illegal structures along sidewalks Built-up areas
Sub-standard sidewalks, ramps and
Built-up areas
streetscapes
Insufficient parking spaces Built-up areas
Traffic congestion Central Business District
Power supply reliability:
Frequent power outages All, especially Mountain barangays
Domestic water supply adequacy
Inadequate supply of potable water Upland barangays
Communication system issues
Inadequate/No internet connectivity All areas outside the CBD
Slow internet speed Built-up areas
Dilapidated overhead wires and cables Built-up areas
Irrigation facilities
Santiago-Sta. Elena, Sto. Domingo, San Nicolas, San
Dilapidated irrigation structures
Isidro, San Agustin, Francia, San Jose
Areas needing expansion of coverage

27
 Sagrada, San Ramon, Sta. Isabel, San Rafael
Economic support infrastructure issues
Undeveloped tourism facilities Tourism potential areas
Social support infrastructure issues
Inadequate sports facilities City-wide
Inadequate cultural facilities City-wide
Lack of parks and open spaces City-wide

1.2.3 Areas exposed to climate and disaster risks

Areas affected by
Causes of flooding Damage caused by flooding
flooding
· Poor drainage system * Strained utilities and services
* Damage to structurally unsound
· Within Bicol River Basin
buildings, machineries, equipment
floodplain
and materials
Central Business District · Low elevation
2 · Large volume of run-off from
Mt. Iriga
· Silted creek and rivers
· Indiscriminate disposal of
septage and garbage
· Poor drainage
· Low elevation
Barangays Francia and
· Backflow of floodwater from * Delayed delivery of products and
San Jose along national
Dalan-dalan, Nabua town services due to unpassable roads
highway
· Conversion of farm lands to
residential or commercial lots
· Poor drainage * Barangay schools affected most
Bgys Francia, San Miguel, · Disposal of solid and liquid * Barangay health centers and
San Roque, San Jose, San wastes facilities affected
Nicolas, San Francisco, · Silted creek, rivers and * Government buildings and sports
Sta. Cruz Sur, San Ramon, waterways and recreation facilities
San Vicente Sur, * Estimated 2,228 households in
· Low elevation
Perpetual Help, La residential areas
Purisima · Large volume of surface run-off
from Mt. Iriga

28
 5.2.4 Areas prone to erosion/ landslide

Areas affected by erosion or landslide Causing/aggravating factors Type of damage

· Illegal logging * Scouring of farms
* Low quantity and
· Unsustainable land use
quality of farming outputs
· Cultivation of root crops,
Rural areas of Sagrada, Sta. Cruz Norte,
corn and vegetables in steep * Irrigation facilities
San Vicente Norte, San Andres, San
slopes
Juan, San Isidro
· Large volume of surface * High mortality rate of
run-off from Mt. Iriga farm animals
* Damaged fishpond
embankments
· Illegal logging * Scouring of farms
* Low quantity and
· Unsustainable land use
quality of farming outputs
· Cultivation of root crops,
Indigenous People settlements in San
corn and vegetables in steep * Irrigation facilities
Nicolas, Perpetual Help, Santiago, Sto.
slopes
Domingo and Sta. Teresita
· Large volume of surface * High mortality rate of
run-off from Mt. Iriga farm animals
* Damaged fishpond
embankments

29
Chapter 6 – PUBLIC TRANSPORT DEVELOPMENT OBJECTIVES AND STRATEGIES

It aims to promote the welfare of the General Public and provide a wider circulation
network and opportunity to expand the Central Business District, thereby promoting socio-
economic development of the area

6.1 Socio-Economic Development Goals

Numerous infrastructure support systems are identified to promote growth and
development for the city of Iriga. In terms of Circulation Network, the following support areas
are identified:

a. Additional Sub-station and Proposed Hydro Power plant – Meant to secure adequate
power supply amidst current and future growth trends, additional sub-station and
perhaps a hydro power plant may be considered to service the envisioned growth for
Business Districts 4 and 5.

b. Rehabilitation, Development of Water Supply Sources and Pumping Stations – Meant

to secure adequate water supply amidst growth in the city; especially due to earmarked
intensified economic activity in Business districts 4 and 5.

c. Additional Cell Site and City-wide Free Wifi Connection – To ensure continuous
uninterrupted service to locals and visitors alike for both calls, SMS, and internet
service; aims to connect the city more with the rest of the country via voice and text
communication, as well as digital social media platforms (e.g., Facebook, Instagram,
among other software apps).

d. Drainage and Flood Control System – Entails the development of a Proposed Diversion
Canal with catchment area, integrated with a sedimentation pond with water pump.
This is meant to mitigate insufficient drainage canal capacity and flooding in the city’s
business district areas. Improvement of Sulong creek with sedimentation pond to Balos
river, this system is to be located from Upper Barangays to Balos river (i.e., Brgys. Sta.
Elena, Sto. Domingo, Greenhills San Francisco); Drainage upgrade at Brgy. San Isidro to
Waras River, as well as from South Star Drug to Hillside Hardware; Brgy. Perpetual Help;
Brgys. Sta. Teresita, San Isidro, San Nicolas, San Agustin, Sta. Elena, Santiago, Sto.
Domingo, and San Jose.

e. Rehabilitation and Improvement of Existing Drainage and Sidewalks Canal along

Business Districts and Urban Barangays – Located in Business Districts 1-5, this is meant
to minimize potential occurrence of flooding, landslide, rockslide and other dangerous
debris in times of typhoon and other calamities.

f. Improvement of Barangay Health Stations, Expansion of City Infirmary Building, and

Establishment of Dialysis Center – Meant to improve the capacity of city government to
provide adequate health service to all citizens. This is to be located in Business districts
1 to 5. In addition, a proposed Dialysis Center located at Sta. Cruz Sur City Government
Compound will be established.

g. Proposed Government Center with City Sports Complex and ICT Hub – Construction of
Sports center due to absence government owned facility as well as unavailability to host
large events; may also be used in times of emergencies (evacuation center). An ICT Hub

30
 is likewise earmarked to be positioned near the Sports Center to take advantage of
site’s location and proximity to complementary institutional structures and commercial
enclaves.

h. Development of Fire and Police Stations – Located at the New Government Center at
Brgy. Sta. Cruz Sur (PNP Station), as well as in Business districts 4 & 5 (BFP & PNP). This
will ease traffic congestion observed at the site fronting the Police station and to ensure
the safety of establishments from especially in identified new business districts.

i. Solid Waste Management – Involves backyard composting and cluster composting

promoted in barangay households. Acquisition of trucks to transport collected waste,
re-establishment of Materials Recovery Facilities (MRFs) in all barangays, establishment
of additional junk shops and existing plastic recycling plant will be required to comply
with RA 9003 guidelines. Identification and acquisition of lot for use as a sanitary
landfill, will also be included.

j. Sewage Treatment Plant proposal –Evaluation of Identified Sewage Treatment Facility

location beside the Iriga City Residual Containment Area or Sanitary Landfill with an area
of 1 ha.

6.2 Transport Development Plan

a. Proposed Rapid Exit Bypass Road – To be located along Brgys. Sta. Cruz Sur, Francia,
San Jose, and San Isidro. With a length of 1.72km, a width of 30 meters, and a land
requirement of 2.8 has, this bypass road is meant to decongest urban centers adjacent
to it, especially for vehicles to and from Albay. Currently, the city has allotted 5.16
hectares of land for this project; an area that is more than the 2.8 hectares is required
by the project.

b. Construction of Circumferential Road – Meant to connect with the proposed bypass

road, this proposed circumferential road will alleviate traffic congestion in the city (see
Figure 9 below).

31
 Figure 9: The Proposed By-Pass Road

c. Rehabilitation and Widening of Sidewalks in Poblacion Area – Located in all city,

national and provincial roads in Iriga, it has an area of 31.5 hectares. Development
efforts of city and provincial roads will be coordinated and integrated with National
Government Agencies to improve overall mobility of cars and people, with priority given
to pedestrian safety and convenience.

d. Bridge Rehabilitation and Development – Entails rerouting of roads at San Antonio, to

shorten travel distance from Albay to Manila; making Iriga more accessible to locals,
business groups, and tourists alike. A proposed Sta. Teresita-San Andres Bridge, meant
to connect the two barangays, will have dimensions of 20.0 meters x 40.0 meters; a new
bridge construction that will replace the existing dilapidated spill way. Likewise, Sto.
Niño – La Anunciacion and La Trinidad – La Anunciacion.

e. City Road Rehabilitation and Development – Currently, city roads only have an average
size of 8 meters’ width and a length of 64 kilometers, particularly seen in business
districts 1-5. There is a need to widen existing roads in this area.

6.3 Proposed Transport Projects

a. Modernization of transport hubs and parking spaces and establishment of permanent
tri-mobile parking areas near CBD – There will be efforts to identify strategic points on
where to locate transport hubs and parking space establishments; general location will
be along the circumferential and bypass roads as well as within the city’s existing and
proposed business districts.

b. Jeepney Terminals within and Around the City – Serving as a transportation gateway
for citizens and visitors going to and from the city, the Iriga Central Terminal at Brgy.
San Roque is a prime example of this transport hub.

32
6.4 Public Transport Improvement Objectives
1. To construct and improve farm to market roads in support to the agricultural
development of the city;
2. To construct and improve roads in support to the commercial and industrial
development plan of the city;
3. To pursue a cost effective annual road construction and maintenance program of
the city;
4. To improve inter-barangay accessibility to stimulate preferred location and
discourage incompatible land use;
5. To encourage the establishment of public transport services and other high
occupancy means of transport;
6. To provide better and efficient traffic management in the city; and
7. To coordinate all planned programs and projects with the department of Public
Works and Highways (DPWH) and the Department of Interior and Local Government
(DILG).

6.5 Public Transport Development Strategies

1. Promote a balanced urban-rural road program at a minimum rate of two kilometer per
year;
2. Optimize the availability of public transport facilities and utilities in desired areas of
development, such as in places where agriculture is the primary source of livelihood,
and in medium and high-density residential and commercial areas;
3. Raise awareness on the use of public transport facilities;
4. Emphasize the transport need of the community in relation to the economy;
5. Finance public transport operations and investments through user and service fees or
charges;
6. Promote a grid system of road network;
7. Improve air quality by emphasizing more environment-friendly modes like walking,
cycling and the use of public transport and bio-fuels;
8. Promote inter-modal transportation in urban and rural areas;
9. Promote the separation of vehicular and pedestrian movements where traffic volumes
are high through the allocation of safe and adequate infrastructure for cycling and
pedestrian paths;
10. Encourage the provision of complete road ancillary facilities, like road signs, sidewalk
and pavement markings, to ensure road safety;
11. Designate bus, mini-bus and jeepneys for infra and inter-routes; and tricycles for intra-
routes only, prohibiting them from plying national roads;
12. Provide adequate parking spaces and encourage the private sector to invest in parking
facilities;
13. Enforce parking policies and prevent other activities from spilling unto the roads;
14. Provide trainings to enhance knowledge in urban transport management in coming up
with coherent local policies.
15. Establish Off-street parking in the vicinity of the Central Business District.

33
Chapter 7 – TRANSPORT SURVEYS AND OTHER DATA COLLECTION

7.1 Survey Types and Methodologies

Survey to be conducted right before the entry of Covid 19 in the country includes the following:

• Passenger load count survey

• Public Transportation boarding survey
• Public Transportation driver interview survey
• Public Transportation operator interview
• Public Transportation passenger origin-destination survey
• Vehicle count survey
Identified survey areas are located in the following locations:

• ICC Grandstand – Near Puregold

• LCC CBD, Fronting Jollibee
• San Miguel – Angena Trading fronting Alson’s Trading
• San Francisco / Iriga - Masoli Road – Near Cresini Bridge
• San Roque, San Juan Boundary/ Iriga East Road
• San Nicolas Elementary School fronting Brgy. Chapel
• San Agustin – Satellite Market, LCC Expressmart

Project Proposal for the LPTRP planning process and actual conduct of survey were targeted on
March 2020, the detailed proposal is included in the Annex section. The target date for survey
did not materialize due to COVID 19 and the proposed plan and budget were realigned for the
COVID 19 related purposes.
The directive of the IATF restricting movements of the people and transportation made it
unpractical to conduct the survey during Covid-19 community quarantine implementation and
we believe that it will not render viable result due to restricted travel of people and restricted
number of vehicle plying around the City. It is therefore unpractical to conduct the said survey
while the community quarantine is still in effect.
The TWG is proposing to conduct the survey once the situation returns to normal in order to
gain workable result. They are also seeking the expertise of personnel from the LTFRB in
finalizing the plan once the situation returns to normal.

34
 Figure 10. Proposed location of Actual Vehicle and Passenger Load Count

Passenger volume count survey will be conducted at survey points strategically located where
passengers of public utility travel on their way to their destination most often to the central
business district (CBD). The data that will be generated from the survey will be used to derive
passenger demand per peak hour per day. Survey will be conducted at peak hours in the
morning from 6 o’clock to 9 o’clock and in the afternoon at 3 o’clock to 6 o’clock.

35
7.2 Survey Results

Survey results will be summarized and analyse to provide a substantial recommendation to

LTFRB for the improvement of public transport and possible proposal of new routes and
franchise recommendations.

7.3 Transport and Traffic Data from Other Sources

Additional Primary data was derived from the following sources:
1. LTFRB V
2. LTO – Iriga City
3. City Terminal
4. RCBMS 2015 Survey
5. ICIPBAC and Treasurer’s Office
6. CLUP

Chapter 8: PROPOSED ROUTES AND SPECIFICATIONS

8.1 Planning Considerations for Updated Route Structure

Data for this chapter is not generated due to lack of survey that did not materialize due to
COVID 19.
(Highlight the planning guidelines, standards and practices adopted for the route evaluation)

8.2 Demand Forecasts

(Present the demand forecasting approach, methodology and passenger demand estimates by
forecast years)
8.3 Required Number of Units per Route
(Present the methodology and results of calculating the required PT vehicle units by route and
type of service)

36
Chapter 9 – SUMMARY OF RECOMMENDED ROUTES TO LTFRB, PROVINCE AND DOTR

9.1 Summary of LGU Proposed Route Plan

TRICYCLES

This plan makes reference to the OFG which describes the hierarchy of modes of public
transport, such that buses are on top of the hierarchy, followed by jeepneys, UVs, and FIlcabs
that may pass the corridors traversed by buses. At the lower end of the hierarchy are tricycles,
which can traverse local roads and subdivision roads that will feed into the routes travelled by
jeepneys, UVs, or Filcabs.
Pursuant to the OFG, the operation of tricycles shall be in accordance with the – DOTC’s (now
DOTr) “Guidelines to Implement the Devolution of LTFRB’s Franchising Over Tricycles-For-Hire
to Local Government Units Pursuant to the Local Government Code (RA No. 7160)”in no
unmistakable terms prohibited the operations of tricycles along national highways. As provided
for in the Guidelines:
“For safety reasons, no tricycles should operate on national highways
utilized by 4-wheel vehicles greater than 4 tons and where normal
speed exceeds 40 kph. However, the SB/SP may provide exceptions if
there is no alternative route.
“DILG MC 2020-036 further reiterate the prohibition of tricycles, pedicabs, and motorized
pedicabs from operating on national highways.
In the City, tricycles have route or zone regulations. They have their existing TODAs which ply in
the city using their specified route; in reality, however, it is common to see tricycles using major
roads, PUJs and multicabs offer trips between the city center and areas outside, but their
viability is compromised by the sheer number of tricycles using major roads.
With this present problem at hand the City created a Tricycle Task Force whose main function is
to create a Tricycle Route Plan that specifically manage and regulate the flow of tricycle in the
city.
Routes modifications were made for the tricycle to be observed once approved. All proposed
routes for tricycle were presented in this section.

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Figure 11: Proposed Schematic Route for Tricycles

Figure 12: Proposed Tricycle Circumferential Route

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Figure 13: Proposed Iriga East Road Tricycle Routes

Figure 14: Proposed LATODA/LAPTODA Tricycle Routes

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Figure 15: Proposed Tricycle Routes (MACTODA, FTODA, SJTODA)

Figure 16: Proposed NIATODA Tricycle Routes

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Figure 17: Proposed TODA Tricycle Route (SATODA, SVTODA, LAMTODA, SNTODA)

Figure 18: Proposed TODA Tricycle Routes (SCTODA, SICTODA)

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Figure 19: Proposed TODA Tricycle Routes (MUTODA)

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 ANNEXES
Annex 1: Executive Order Creating LPTRP Team

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Annex 2: Project Proposal for LPTRP Planning and Survey Process

PROJECT PROPOSAL

I. Project Title : PROPOSED IRIGA CITY LOCAL PUBLIC TRANSPORTATION ROUTE

PLANNING (LPTRP)

II. Proponent : City Government of Iriga

III. Location : IRIGA CITY CAMARINES SUR

IV. Beneficiaries : People of Iriga City and Rinconada Area, Province of

Camarines Sur, Albay and Commuters, Travelers, bound for

Metro Manila and vice-versa

V. Implementing Agency/ Team:

Public Transportation Route Council (PTRC) and TWG

VI. Project Cost: Php 500,000.00

VII. Rationale/Justification:

The City of Iriga is the primary growth center in the 5th District (Rinconada Area) of the
Province of Camarines Sur. It is centrally located in the district which is composed of one City and six
Municipalities with a combined population of 765,745. Presently, the City serves as the Trade,
Commercial, Recreational, Institutional, Administrative and Educational Center. The City’s economic
base is agriculture with farming as its main source of livelihood. In 2015, the City has a population of
111,757 (Philippine Statistics Authority 2015) distributed over 24,243 households with an annual growth
rate of 1.71%. The daytime population of the City is estimated at 150,000. The projected population for
2020 will be 121,645.

During the last three years (2013-2015), the City registered increased in investments in the area
of banking, trading, agriculture, Information and Communications Technology, fast-food chains and
hypermarts. This contributes to the increase in employment generation opening up further
opportunities for small businesses and other entrepreneurial activities in the City. As a result, there is a
noted increase in transient settlers and other migrants looking for works in the City. The increasing
population also resulted to demand for basic Transport services, utilities and facilities.

The foregoing also resulted to increase in traffic volume, congestion in the Central Business
District (CBD) due to lack of circulation network. At present, the CBD is only served by 7.5 kilometers of
road which is way below the standard kilometer ratio of 1 kilometer per 5,000 populations. The City
needs Public Transportation Route Plan in the CBD and their barangay to provide organized, sufficient
and wider circulation transportation network. The proposed transportation plan will also open up
opportunities for future urban transportation expansion and investments.

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VIII. The Proposed Project:

The proposed project dubbed as Iriga City Local Public Transportation Route Plan. The Route
Plan will serve as the bases and route map of all transport vehicles in the city that will pass along the
edge of the Central Business District (CBD) and all barangay road network. The preparation of route
planning will have a six-month duration in accordance to the department order No. 2017-011 (DOTr) or
the “Omnibus Planning and Identification of Public Road transportation services and Franchise Issuance”
and DILG-DOTC Joint Memorandum circular No. 01, series of 2008, dated 10 September 2008, entitled
“Guidelines in the Review of Local Ordinances, orders Rules and Regulations concerning Public
Transportation”.

The Technical Working Group from the LGU of Iriga will be responsible for collecting data,
analysing public transport supply and demand, and identifying specific public transportation gaps for
travel within their territories and for capturing this in city and municipal public transportation Plans.
Implementation of the completed proposed public transportation route plan is expected to decongest
whole of the CBD while at the same time creating a new development zone for commercial and
industrial expansion. Moreover, the road will also result in savings in travelling time, cost of fuel, and
convenience to commuters.

IX. Objectives:

Generally, it aims to develop a comprehensive public transportation distribution network and/or

route plan covering all PUVs in the City of Iriga. Specifically, it aims to:

1. Decongestion of traffic in the CBD;

2. Provide comprehensive route map for public utility vehicle
3. Create an organized public transport system that will open opportunities for additional
investments in commercial and transport sector;
4. Provide convenient route access for the people especially travellers/businessmen and students,
i.e. in transport of good service, faster travelling time;
5. Ease up the traffic congestion along national road
6. Enhance eco-tourism activities in Iriga City and adjacent areas;
7. Open up opportunity for the development of a new town center.
8. Provide a wider circulation network and opportunity to expand the Central Business District,
thereby promoting socio-economic development of the area

X. Project Status

The City Public Transportation Route Council (PTRC) has completed project conceptualization
and preparation stage on the project. The Office of the City Planning & Development Coordinator and
the City Engineers Offices have initially conducted Partial Survey of project proposal and programs
activity, respectively. The Technical Working Group (TWG) Team has also conducted Initial Data survey
and profiling of the proposed LPTRP to determine the different parameters and sections before final
detailed Project design.

The City PTRC however, is proposing to submit the project for further study to a group of
Technical Consultants from LTFRB, DOTr, Provincial Office under the LPTRP Program of the LTFRB, DOTr
& DILG. This is to ensure the viability of the project, compliance with the technical standards and
specifications, and worthiness and social acceptability are meets.

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