Proposed Road Re-Classification: Planning Service of DPWH and Project Development Services of DILG

PROPOSED ROAD RE-CLASSIFICATION
Final Position Paper
Planning Service of DPWH and Project Development Services of DILG
May 2006
PROPOSED ROAD RE-CLASSIFICATION
Final Position Paper
TABLE OF CONTENTS
Executive Summary..i
1 Background..............................................................................................................................1
2 Recent Work on Re-Classification...........................................................................................4
3 New Classification Criteria......................................................................................................5
4 Urban Roads..........................................................................................................................11
5 Issues In Implementing A New Classification System..........................................................14
5.1 Current Legislation........................................................................................................14
5.2 Moratorium on Reclassification....................................................................................14
5.3 Funding..........................................................................................................................15
5.4 LGUs Readiness for New Road Network Planning and Maintenance Processes........16
5.5 Condition of Roads upon Transfer.................................................................................16
5.6 Road Right-of-Way Documentation..............................................................................17
5.7 Responsible Agencies for the Functional Classification...............................................17
6 Route Numbering...................................................................................................................17
6.1 Overview........................................................................................................................17
6.2 Route Numbering Criteria.............................................................................................19
6.2.1 General Policy.......................................................................................................19
6.2.2 Specific Policies for Administrative Classes.........................................................20
7 Action Plan............................................................................................................................22
Appendix A: Population Data by City (2000 census).....23

Appendix B: Major (Base) Ports, Major Ferry Terminals, Major Airports, and Tourist Service
Centers...25
Appendix C: Road Re-classification by Province, DPWH District Office, and Road Section
(with LRS Island Codes)...30
Appendix D: National Roads in Major Cities.60
Appendix E: Route Designation for National Arterial Roads75
Appendix F: PowerPoint Presentation and Regional and City Maps... .81
EXECUTIVE SUMMARY
In April 2002, the Department recognized that in connection with the new Planning Process
under the Reform Agenda, there was an urgent need to review the current classification of the
road system (including bridges) in the country. At that time a Technical Working Group (TWG)
was established with permanent members from the Department of Public Works and Highways
(DPWH) and the Department of Interior and Local Government (DILG) and with ad hoc
members from the Department of Transportation and Communications, the Department of
Tourism, the Provincial Engineers Association of the Philippines (PEAP) and the Municipal
Engineers Association of the Philippines to advise on the topics of discussion from their
professional views.
The first comprehensive reference to a road classification system in the Philippines is found in
Republic Act No. 917, known as the Philippine Highway Act, enacted in 1953 and Executive
Order (EO) No. 113, Series of 1955, which became effective on January 1, 1955, Establishing
The Classification of Roads. EO No. 113 classified the roads into national primary and national
secondary classes as well as delineating the so-called national aid provincial and city roads of
sufficient importance for eventual reclassification at a later stage. EO No. 113 also laid down
criteria for classification of National Roads and for re-classification from local roads to National
Roads.
Executive Order No. 124, Series of 1987, stipulates that the Minister (now Secretary) of the
Ministry (now Department) of Public Works and Highways shall have the power to Classify
roads and highways into national, regional (interpreted as: routes of primary arterial roads),
provincial, city, municipal, and barangay roads and highways, based on objective criteria it
shall adopt; provide or authorize the conversion of roads and highways from one category to
another.
The classification system in EO No. 113 was administrative in nature and resulted in a national
primary and national secondary road system (16,175 km) and intended national aid provincial
and city roads (2,823 km), totaling 18,998 km, throughout the archipelago. However, out of the
designated national aid provincial and city roads only 1,595 km had been re-classified to
national status as of December 20, 2005; thus bringing the actual total of National Roads to
17,771 km or short of 1,227 km in the original total in EO No. 113. Thus, the original national
system of 17,771 km with amendments (about 10,900 km approved by Congress from time to
time from 1955 up to now) adds up to 28,664 km (excluding 407 km in the Autonomous Region
of Muslim Mindanao (ARMM)), as we know it today. These National Roads (i) connected
provincial capitals and other major urban areas of the country; or (ii) and/or were continuous in
extent and formed part of the main trunk-line system of the country; and/or led to national ports
and national airports.
Since the 1970s numerous studies have been carried out on Philippine road classification. The
Philippines Road Classification Study (PRCS) funded by the Asian Development Bank (ADB)
and executed in 1991-1993, highlighted that the existing classification of roads in Philippines is
for administrative rather than functional purposes. It reflects policy to assign responsibility for
specific roads based on source of funding, minimum qualifying design standards, or official
Proposed Road Re-Classification Page i

requests from varying levels of government. Over the years, without specific criteria to guide
highway planners, roads have been assigned to inappropriate classifications. Also, over time, the
function of many roads has changed, but the roads have never been re-classified.
The re-classification places emphasis on the functional aspect of a road. The essence of
functional classification is that it concentrates on the purpose of the road in a strategic and
interregional sense rather than its use in terms of traffic related to geometric features.
The TWG produced draft definitions and criteria for a new Functional Classification for all roads
in the Philippines. All members of the TWG have, in principle, agreed on these definitions and
criteria as shown below. This was confirmed when the TWG resumed meetings on June 16,
2004. Since then the TWG has advocated the criteria and the resulting network classification in
various meetings with NEDA, PEAP, DILG, seven pilot Regions, ten pilot cities and provinces,
the Executive Secretary of the League of Cities, and the Departments MANCOM.
New Functional Classification Criteria
National Roads
Primary Arterial- Connects Major Cities (at least around 100,000 people in Year 2000)*
* Cities within Metropolitan Areas are not covered by the criteria.
Secondary Arterial - Connects Cities to Primary Arterial Roads, except in Metropolitan Areas
- Connects Major Ports and Ferry Terminals to Primary Arterial Roads

- Connects Major Airports to Primary Arterial Roads
- Connects Tourist Service Centers to Primary Arterial Roads or other Secondary
Arterial Roads
- Connects Cities (not included in the category of Major Cities) in Appendix A
- Connects Provincial Capitals within the same Region
- Connects Major National Government Infrastructure to Primary Arterial Roads
or other Secondary Arterial Roads
Provincial Roads (Local Roads)
- Connect Cities and Municipalities without traversing National Roads
- Connect National Roads to Barangays through rural areas
- Connect to Major Provincial Government Infrastructure
Municipal and City Roads (Local Roads)
- Roads within the Poblacion

-
Roads that connect to Provincial and National Roads
-
Roads that provide Inter-Barangay connections to Major Municipal and
City Infrastructure without traversing Provincial Roads
Barangay Roads (Local Roads)
- Other Public Roads (officially turned over) within the Barangay and not
covered in the above definitions
Expressways
Proposed Road Re-Classification Page ii

- Highways with limited access, normally with interchanges; may include
facilities for levying tolls for passage in an open or closed system
Toll Roads
-Roads where a toll for passage is levied in an open or closed system
The resulting proposed re-classification of the existing National Roads is shown below.
Proposed Re-classification of the Existing National Road Network

New Classification Length (Km)
Primary Arterial 5,872
Secondary Arterial 12,557
For Transfer to Local Government 10,117
Total 28,546
An early example of such a transfer is the Memorandum of Understanding dated August 30,
2004 between DPWH and Mandaue City in Cebu followed up by EO No. 427 of May 16, 2005
where three National Road segments of 5.5 km were converted to city roads.
During February and March 2006, the DPWH carried out pilot studies of the new proposed road
classification system in: Regions NCR (Manila City and Quezon City), CAR (Benguet Province
and Baguio City), IV-A (Batangas Province and City), VI (Iloilo Province and City), VII (Cebu
Province and Cebu and Mandawe Cities), VIII (Leyte Province and Tacloban City, Northern,
Eastern, and Western Samar Provinces, and Calbayog City), and X (Misamis Occidental and
Oriental Provinces, and Cagayan del Oro City). The feedback was generally positive but all
participants (a total of 170) advocated a balance between the new proposed mandate and
budgetary and manpower resources provided at the LGU level through transfers from the
National Government.
One might argue that the roads proposed to be transferred back to the Local Government Units
(LGUs) would constitute local roads (as per new functional classification) for which the LGUs
would be fully responsible for maintenance and improvement. This would be in line with the
evolving delegation of responsibilities to the LGUs and the fact that DPWH over the years since
the reclassification of local roads to National Roads has built up a valuable asset base for those
roads. The tax base and actual collection percentage of the LGUs need to be analyzed as part of
any change of system to ensure that the LGUs have a sustainable tax base to fund local roads
(provincial, city, municipal, barangay). If the tax base is not sufficient, other alternatives should
be considered, such as a grandfather arrangement with a one-time compensation in the form of
a lump sum for the initial funding requirements from the National Government a one-time
block allocation for suitable improvement according to needs-based prioritization analysis. The
prerequisite condition for block allocation for improvement would be that the LGU concerned is
willing and able to fund future maintenance/asset preservation costs.
PEAPs argument that the National Governments annual budget for maintenance of all-weather
roads should be transferred to the LGUs concerned, would result in a recurrent amount (routine
maintenance) of around PhP 800 million in September 2005 prices (at PhP 75,000 per km for
paved roads and PhP 100,000 per km for gravel roads) for the all-weather roads to be transferred
Proposed Road Re-Classification Page iii

to LGUs. PEAPs second main argument that current National Roads proposed for transfer to
LGUs, which are not in an all-weather condition, should be deferred until such time when the
said roads are upgraded (by the National Government) to all-weather condition, would cost
around PhP 8 billion over a number of years in September 2005 prices (at PhP 5 billion for paved
roads and PhP 3 billion for gravel roads).
In considering National Government funding it should be a prerequisite that LGUs are classified
according to their income-generating ability.
The advantages of the new classification are:
LGUs will be mandated to look after all local roads within their jurisdiction in
accordance with the Governments decentralization policy;
DPWH can better focus on the core road network and match mandate with available
funding;
Needs-based allocation of scarce resources; and
Budgets are more equitably distributed.
The proposal also includes a National Road routing system for the country, according to which
primary National Roads would have a two-digit number (currently from N1 [Daang Maharlika
Highway] to N25 [Santa Josefa - Bislig City]) and secondary National Roads a three-digit
number (currently from N100 [Rosario-Baguio via Kennon Road Bontoc-Narvacan] to N610
[Samal City- Kaputia on Samal Island off Davao City]). N1 is also known as Asian Highway No.
26 (AH26). There are currently proposed to be 25 Primary and 134 Secondary Arterial National
Roads.
Proposed Road Re-Classification Page iv

1 Background
The first comprehensive reference to a road classification system in the Philippines is found in
Republic Act No. 917, known as the PHILIPPINE HIGHWAY ACT, enacted in 1953 and
Executive Order (EO) No. 113, Series of 1955, which became effective on January 1, 1955,
ESTABLISHING THE CLASSIFICATION OF ROADS. EO No. 113 classified the roads into
national primary and national secondary classes, as well as delineating so-called national aid
provincial and city roads of sufficient importance for eventual re-classification at a later stage.
Executive Order No. 124, Series of 1987, stipulates that the Minister (now Secretary) of the
Ministry (now Department) of Public Works and Highways shall have the power to Classify
roads and highways into national, regional (interpreted as: routes of primary arterial roads),
provincial, city, municipal, and barangay roads and highways, based on objective criteria it
shall adopt; provide or authorize the conversion of roads and highways from one category to
another.
The classification system in EO No. 113 was administrative in nature and resulted in a national
primary and national secondary road system (16,175 km) and intended national aid provincial
and city roads (2,823 km), totaling 18,998 km, throughout the archipelago. However, out of the
designated national aid provincial and city roads only 1,595 km had been re-classified to
national status as of December 20, 2005; thus bringing the actual total of National Roads to
17,771 km or short of 1,227 km in the original total in EO No. 113. Thus, the original national
system of 17,771 km with amendments (about 10,900 km approved by Congress from time to
time from 1955 up to now) adds up to 28,664 km (excluding 407 km in the Autonomous Region
of Muslim Mindanao (ARMM)), as we know it today. These National Roads (i) connected
provincial capitals and other major urban areas of the country; or (ii) and/or were continuous in
extent and formed part of the main trunk-line system of the country; and/or led to national ports
and national airports.
EO No. 113 also laid down the following additional criteria for classification of National Roads
and criteria for re-classification from local roads to National Roads:
1. National Roads shall have a right-of-way of not less than 20 meters, provided that a
right-of-way of at least 60 meters shall be reserved for roads constructed through untitled
public land.
2. For re-classification of local roads, EO No.113 implies that proof of acquisition of the
required road right-of-way shall be provided to the Department (such as Deed of
Donation or Sale duly notarized and indicating the lot number and area acquired, and
Real Property Tax Declaration Number and/or Certification from the concerned
Provincial Registry of Deeds and/or DENR in case of forested land).
3. The National Roads forming the secondary trunk-line system shall exclude feeder
roads, defined as roads branching off the trunk-line system and not being in line with
the provisions in the second paragraph on this page.
Proposed Road Re-Classification Page 1

4. Any local road proposed for conversion shall meet the original criteria for classification
of National Roads as described in the second paragraph on this page. This requires that a
proposal shall be accompanied by: (i) an endorsement by the Provincial and/or
Municipal Board to the Secretary of Public Works and Communications (now the
Department of Public Works and Highways (DPWH)); and (ii) a location map indicating
kilometer stations at the start and end of the passable road and its relation to other road
networks in the area.
5. The Secretary of the DPWH shall declare re-classification of local roads to National
Roads (reinforced by EO No. 124).
Since the 1970s numerous studies have been carried out on Philippine road classification. The
Philippines Road Classification Study (PRCS) funded by the Asian Development Bank (ADB)
and executed in 1991-1993, highlighted that the existing classification of roads in Philippines is
for administrative rather than functional purposes. It reflects policy to assign responsibility for
specific roads based on source of funding, minimum qualifying design standards, or official
requests from varying levels of government.
Over the years, without specific criteria to guide highway planners, roads have been assigned to
inappropriate classifications. Also, over time, the function of many roads has changed, but the
roads have never been re-classified.
Functional classification is paramount for long-term planning and strategic prioritization in view
of anticipated limited resources, particularly public funds. The essence of functional
classification is that it concentrates on the purpose of the road in a strategic and interregional
sense rather than its use in terms of traffic related to geometric features. Earlier criteria for
selecting National Roads merely stated that they should connect centers of national importance,
regional and provincial capitals (there are no officially recognized regional capitals). Such
selection criteria are considered much too broad and at the same time ambiguous. Therefore,
objective classification criteria are called for. These criteria must be (i) rational, (ii) consistent
over the entire road network, and (iii) stable over a number of years to demonstrate the criterias
longevity.
The new planning process being implemented and institutionalized in the DPWH gives fresh
impetus to take a new look at the road network classification issues. The National Road network
has increased from 16,175 km in 1955, plus 1,595 km of re-classified national aid roads, to
28,664 km today. An analysis of this increase in a functional context shows that the original
17,771 km of National Roads, including later re-classification of national aid roads, are still
the basic backbone network today and almost anything added to that network from 1955 to the
present time is not within any criteria stipulating the boundaries of true National Roads.
According to the DPWH electronic road data repository there are National Roads without surface
type (tracks or trails or non-existing) and without any national function since they are short (a
few km) and leading off the main National Road to scarcely populated villages; these cases
should not have been registered under National Roads but should have remained as local roads.

The new classification criteria should (i) reflect the level of service appropriate to the function,
(ii) contribute to needs-based allocation of scarce resources, (iii) enhance the planning processes,
and (iv) ensure that resources for asset preservation and network development projects are more
equitably distributed. The latter aspects would also necessitate continuous inventory updating
and re-classification of roads through areas served by new diversion roads, where the current de
facto practice has been to keep the old road at the higher level of the road hierarchy and the
new road at a medium level.
The road classification goals are established to ensure that (i) the concept is clearly understood,
acceptable and implementable by both Local and National Government Units, (ii) they are easily
adaptable to future amendments in the functionality of the road network, (iii) the road authorities
have clearly defined responsibilities, (iv) they take into account the effect of resource allocations,
and (v) the proposed criteria are tested through a pilot study. In 2003, a limited pilot study with
plotting of roads on maps (see sample under Chapter 3) according to the new criteria was carried
out in Batangas Province. That study showed that the new re-classification criteria were
appropriate and objective as shown in the resulting mapping of the roads, which gave due
consideration to location of important national infrastructure and tourist service centers while at
the same time assigning local roads to their correct function.
According to the Rural Roads Policy Development Framework Project of June 2003 (financed
by ADB) and DPWH statistics as of October 24, 2005, the Philippines Road Network constitutes
about 200,000 km, of which 28,664 km are National Roads, excluding those in the Autonomous
Region of Muslim Mindanao (407 km), and about 172,000 km local roads, of which Barangay or
village roads are 122,000 km (71 % of the total local road length). In any road classification
exercise utmost attention must be paid to the Local Government Code and the stipulations in the
DPWH Design Guidelines, Criteria and Standards, Volumes I and II, 1st Edition 1984 (also called
the Red Book).
The DPWH resumed work in late 2002 on devising new classification criteria that define the
function or purpose of each road (and bridge) in the Philippines. This methodology would
provide road planners with a standardized rational approach when assigning roads to a particular
administrative agency. Roads would be grouped into classes, or systems, according to the
principal type of service they provide and more appropriate funding mechanisms for road
transport, as a whole would be adopted.
It should also be kept in mind that the mere re-classification of a local road does not guarantee an
upgrading to a higher improvement level in times of severe budget constraints on the part of the
National Government. Thus, all National Roads, including planned roads such as diversion roads
and completion of missing links, will undergo a prioritization exercise, where the outcome is
determined upon economic viability, including traffic volumes and road and bridge condition
values, among others, in a Multi-Criteria Analysis (MCA). MCA allocates scores to three main
criteria: (i) project preparedness, economic evaluation (30 percent of total score only), and
environmental and social impact; (ii) road classification and strategic network analysis; and (iii)
social development criteria (State of the Nation Address [SONA] goals). According to these
criteria it is not worth the effort to propose re-classification of a local road with little traffic and
bad condition unless a feasibility study can justify improvement based on forecast traffic.

2 Recent Work on Re-Classification
In 1998, the Department formed a Technical Working Group to re-classify the Philippines Road
Network based on the 1991-1993 PRCS study. Presentations and discussions were held with
Provincial, Municipal and City Engineers associations across the country. However, feedback
suggested that the proposed criteria were complex and difficult to apply in the field, and that they
could not be sustained without appropriate institutional reform.
In late 2002, with renewed impetus for reform and with the on-going Rural Roads Policy
Development Framework Project in the Department of Interior and Local Government (DILG),
DPWH re-established a Technical Working Group (TWG) for Road Classification. This
comprised key staff in the DPWH Planning Service, representatives from DILGs Office of
Project Development Services, including staff from the Rural Roads Policy Development
Framework Project. A series of workshops and meetings was held in the TWG, also involving
staff from the Departments of Tourism, Transportation and Communications as well as officers
from the Provincial Engineers Association of the Philippines (PEAP) and the Municipal
Engineers Association of the Philippines (MEAP), when appropriate.
This working group produced draft definitions and criteria for a new Functional Classification
for all roads in the Philippines. All members of the TWG have, in principle, agreed on these
definitions and criteria as shown below. This was confirmed when the TWG resumed meetings
on June 16, 2004. At that meeting a Board Member (Re-classification Issues) of PEAP assured
that he would advocate the new classification concept to LGUs during June-August 2004 and
report back after the PEAP Consultative Workshop on Road Classification held on August 5,
2004 in Talisay City, Negros Occidental. The response of PEAP dated September 3, 2004 as
approved by its President follows:
Case 1: The LGUs may accept the National Roads (designated as all-weather roads) provided
that the allocated budget for maintenance of said National Roads will be transferred to the LGUs.
Currently, most LGUs are having a hard time maintaining their current provincial roads due to
insufficient funds especially now that the Internal Revenue Allotment (IRA) maybe further
reduced; Case 2: For National Roads which are not classified as all-weather roads yet, and
where LGUs will have to spend their own resources to maintain them, turn-over should be
deferred until such time when the said roads are classified as all-weather roads; Case 3: If the
transfer of National Roads to LGUs is really inevitable the Road Right of Ways of these roads
should be settled before the transfer. Case 4: LGUs would request to defer any transfer of roads
to the LGUs until there is no longer a fiscal crisis since the resources of the LGUs for the
maintenance of the roads would be affected as we have mentioned in Case 1.

3 New Classification Criteria
The Table below illustrates the result of the very detailed deliberations over four years.
National Roads
Primary Arterial - Connects Major Cities (at least around 100,000 people in Year 2000)*
* Cities within Metropolitan Areas are not covered by the criteria.
Secondary Arterial - Connects Cities to Primary Arterial Roads, except in Metropolitan Areas
- Connects Major Ports and Ferry Terminals to Primary Arterial Roads
- Connects Major Airports to Primary Arterial Roads
- Connects Tourist Service Centers to Primary Arterial Roads or other Secondary
Arterial Roads
- Connects Cities (not included in the category of Major Cities) in Appendix A
- Connects Provincial Capitals within the same Region
- Connects Major National Government Infrastructure to Primary Arterial Roads or
other Secondary Arterial Roads
Provincial Roads (Local Roads)

- Connect Cities and Municipalities without traversing National Roads
- Connect National Roads to Barangays through rural areas
- Connect to Major Provincial Government Infrastructure
Municipal and City Roads (Local Roads)

- Roads within the Poblacion
-
Roads that connect to Provincial and National Roads
-
Roads that provide Inter-Barangay connections to Major
Municipal and
City Infrastructure without traversing Provincial Roads
Barangay Roads (Local Roads)

- Other Public Roads (officially turned over) within the Barangay and not
covered in the above definitions
Expressways
- Highways with limited access, normally with interchanges; may include
facilities for levying tolls for passage in an open or closed system
Toll Roads
-Roads where a toll for passage is levied in an open or closed system
Notes to the New Classification Criteria (in the order as they appear in the table above)

A Major City is defined as having a population in Year 2000 of at least around 100,000 (see
listing of all cities in Appendix A, which shows that there were 63 cities in Year 2000 with that
population size). They are forms of government headed by a City Mayor and with a population
higher than municipalities. The cities also include Barangays within their jurisdiction.
A Province is defined in accordance with Legislation and administered in conformity with the
Local Government Code (1991).
A Provincial Capital is usually the seat of the provincial government.
Cities are other forms of government headed by City Mayors with a population level higher
than municipalities but with less than 100,000 people in Year 2000. These cities are administered
in conformity with the Local Government Code (1991) and also include Barangays within their
jurisdiction.
Metropolitan Areas are Metro Manila, Cebu and Davao Cities, which include cities or
contiguous municipalities and districts meeting the criteria for metropolitan integration.1
Major Ports are the 24 base ports managed by the Philippine Ports Authority or the Cebu Port
Authority. Listing of the major ports as defined by the Department of Transport and
Communications is in Appendix B.
Major Ferry Terminals are composed of 36 locations. Listing of the major ferry terminals as
defined by the Department of Transportation and Communications is in Appendix B.
Major Airports are the 25 airports with international or scheduled domestic commercial flights
carrying international and domestic traffic throughput (arrivals and departures) of at least 20,000
passengers a year. The passenger traffic volumes are the estimated base flows of an economically
viable airport with facilities to accommodate the envisaged aircraft types. Currently four airports
are classified as international (NAIA, Subic, Clark and Mactan-Cebu) and four as alternate
international (Laoag, Zamboanga, Davao and Tambler [General Santos City]). Listing of the
major airports as defined by the Department of Transportation and Communications is in
Appendix B.
Tourist Service Centers are staging areas for tourist destinations or spots. The Centers should
offer a variety of accommodation, restaurants, information centers, shopping and personal
services, airport or seaport or ferry terminal or land transport terminals, etc. The Centers should
also be strategically located and well integrated with an existing urbanized area such as a city or
town. Listing of the Tourist Service Centers (currently 80) as defined by the Department of
Tourism is in Appendix B.
Major National Government Infrastructure includes permanent military installations,2

national prisons and special economic zones managed by the Government. The military
1
The Subic Bay Metropolitan Area (SBMA) is not included under this definition.
2
This definition does not include camps, which are temporary in nature, and military and police training institutes.
Roads within the areas of Major National Government Infrastructure are not included as National Roads.

installations serve a national requirement or support function designated by the Department of
National Defense. National prisons and special economic zones are designated by the concerned
National Government agencies. Access roads to hydropower, water-impounding and irrigation
dams and power plants and other related national infrastructure are the responsibility of the
respective organizations carrying out the operations (as also is the case in other countries). Once
the schemes are constructed, always including access roads, the maintenance becomes part of the
plant operation budget. Most of these schemes would be revenue generating.
A Municipality is an administrative unit governed by a Mayor and administered in accordance

with the Local Government Code (1991); it consists of Barangays within the municipal
jurisdiction.
A Barangay, the smallest administrative unit in the Philippines, is headed by a Punong Barangay
and consists of different smaller communities (sitios or villages).
Major Provincial, Municipal and City Government Infrastructure includes key Local
Government Unit (LGU) installations, including local municipal ports, prisons, city/town halls,
etc., managed by the respective LGUs.
Poblacion is the center of every municipality or city, where city/town hall, plaza, church, etc. are
usually located.
As of early 2005 there were 79 provinces, 115 cities and 1,495 municipalities in the country.
The criteria have been applied to the existing National Road Network as of March 2006 (the total
figure increases when local roads are classified as National Roads). The network includes roads
in the Autonomous Region of Muslim Mindanao [ARMM]. The new national road classification
would replace the existing broad classification based on strategic and geographical criteria:
North-South Backbone Arterial National Roads, East-West Laterals Arterial National Roads,
Other Roads of Strategic Importance, and Secondary National Roads.
The results of this exercise indicate that 10,117 km of roads could be re-classified out of the
National Road Network and transferred to the Local Government network (see Table below).
It is interesting to note that the total length of the new proposed primary and secondary arterial
National Roads of 18,429 km (including the National Roads in ARMM) fairly closely matches
the 17,771 km of National Primary and National Secondary Roads as stipulated in Executive
Order No. 113, Series of 1955 (see Chapter 1).
Proposed Reclassification of the Existing National Road Network

New Classification Length (Km)
Primary Arterial 5,872
Secondary Arterial 12,557
For Transfer to Local Governmenta 10,117
Totalb c 28,546
a
Including 1,673 km of existing urban National Roads .
b
Including 407 km under ARMM jurisdiction (35 km could be transferred to LGUs).

c
Slightly different from the official figure of 28,664 without ARMM data, particu-
larly due to lack of inventory data on some minor roads (118 km).
Some of the Roads for Transfer to Local Government fall within the jurisdiction of National
Government Offices. In this context it is proposed that the respective Offices take over the
management of the concerned roads or this responsibility is delegated to DPWH against a budget
provided by the respective Offices. The roads in question are for example on Corregidor Island,
around National Hospitals (e.g., the Philippine General Hospital in Manila City), Parks (e.g.,
Paco Park in Manila City and PICC-FAT Road in Pasay City) and Sports Stadiums (e.g., Rizal
Stadium Parking Lot in Manila City), which should be under the Department of Tourism,
Department of Health and the Department of Education, respectively.
An early example of such a transfer is the Memorandum of Understanding dated August 30,
2004 between DPWH and Mandaue City in Cebu followed up by EO No. 427 of May 16, 2005
where three National Road segments of 5.5 km were converted to city roads.
The main road passing straight through each of the cities is maintained as an arterial National
Road (even if bypasses/diversion roads exists) such as South Super Highway from the southern
Luzon to Epifanio De Los Santos Avenue (EDSA) at Magallanes and along EDSA to MacArthur
Highway in Metro Manila; from Marcos Highway/Kennon Rd. via Gov. Pack Rd. and Session
Rd. #1 and Leonard Wood Rd. in Baguio to eastern Benguet; from Cebu North Rd. to Cebu
South Rd. via Gen. Maxilom Rd. and N. Bacalso Ave. in Cebu, and through-city roads in Davao
and Iloilo.
The advantages of the new classification are: (i) the LGUs will be mandated to look after all
secondary roads within their jurisdiction in accordance with the Governments decentralization
policy, (ii) DPWH can better focus on the core road network and match mandate with available
funding, (iii) needs-based allocation of scarce resources, and (iv) budget are more equitably
distributed. LGUs would be fully responsible for maintenance and improvement of those local
roads. If the tax base is not sufficient, other alternatives should be considered, such as an
arrangement with a one-time compensation in the form of a lump sum for the initial funding
requirements from the National Government.
The 10,117 km of transfer roads are made up of 1,262 km (12.5%) with asphalt, 4,042 km
(40.0%) with concrete, 186 km (1.8%) with earth, 4,067 km (40.2%) with gravel, and 559 km
(5.5%) with unrecorded surface type. The so-called transfer roads cover 1,985 road sections, of
which 638 or 32 percent are located within the Metro Manila Metropolitan area.
Some limited inventory and mapping data is available for Provincial Roads dating back to 1992.
However no attempt has been made yet to identify the impact on the existing Provincial Road
Network. Therefore, it is proposed that the DPWH in understanding with DILG pursue the
legislation or any other appropriate instrument for National Roads only.
The breakdown of the roads proposed for transfer to LGUs is attached in Appendix C in
summary form for each of the Provinces and DPWH District Offices and in detail for Road
Sections with Road Name. The Primary and Secondary Arterial National Roads are also listed by
Province and DPWH District Office (a listing of the Island Codes used by DPWH is attached

with the road lists). In connection with this report, the DPWH has produced color maps (color
coding for the new classification by Primary Arterial [red], Secondary Arterial [blue] and
existing National Roads proposed to be transferred to LGUs [green]) for the country as a whole,
each of the 16 Regions and ten metropolitan areas/cities (see Chapter 4), the latter comprising:
Metro Manila, Bacolod, Baguio, Cagayan de Oro, Cebu, Cotabato, Davao, Iloilo, Tacloban, and
Zamboanga.
The DPWH carried out selected consultations with LGUs (provinces and cities), and DILG and
DPWH Regional Offices on the new road classification system in the following Regions:
NCR (Manila City and Quezon City) on February 8, 2006 at DPWH Central Office;
IV-A (Batangas Province and City, and District Engineering Offices) on February 10,
2006 at DPWH 2nd DEO, Batangas City;
CAR (Benguet Province and Baguio City, and District Engineering Offices) on
February 14, 2006 at DPWH Regional Office, Baguio City;
VI (Iloilo Province and City, and District Engineering Offices) on February 16, 2006
at DPWH Regional Office, Iloilo City;
VIII (Leyte Province, Eastern, Northern and Western Samar Provinces, and Tacloban
and Calbayog Cities, and District Engineering Offices) on February 21, 2006 at
DPWH Regional Office, Tacloban City;
X (Misamis Oriental Province and Cagayan del Oro City, and District Engineering
Offices) on February 28, 2006 at DPWH Regional Office, Cagayan de Oro City; and
VII (Cebu Province and Cebu and Mandawe Cities, and District Engineering Offices)
on March 14, 2006 at DPWH Regional Office, Cebu City.
NCR (Regional and District Engineering staff) on April 7, 2006 at the NCR
Conference Room.
The summary of these consultations is as follows:
Generally positive attitude to changes regarding transfer of existing National Roads to

LGUs.
It was recognized that DPWH is not in a budgetary position to fund roads with low
priority (low traffic volume and not following the functionality initially formulated in
EO No. 113 and EO No. 124, and in accordance with to the new planning process in
the Department).
Such transfer should simultaneously be followed up with transfer of funds to needy
LGUs (provinces and cities) in a poor funding position regarding own revenue
generation; possibly through the Internal revenue Allocation system and/or the Road
Fund).
Concerns on LGU manpower capability, particularly in maintenance skills and
equipment ownership (response from DPWH Team: use outsourcing of services
(eliminating need for equipment, which tends to deteriorate), and keep a lean staffing
with upgraded skills at the LGU offices). DILG should carry out a study to assess the
capability of LGUs to maintain roads.

Concerns on the political process. Some participants believed that the transfer of
roads to LGUs would entail political prioritization of the maintenance and
development road projects, especially during election times.
Roads to be transferred should be maintainable.
Introduce a Moratorium to stop further up-classification of local roads.
Joint committee of DPWH and DILG should be established to deal with LGUs
regarding the gradual transfer of mandate and resources.
A number of District Engineers, particularly in NCR, voiced the opinion that because
of the so-called Length Criteria classification (National Road length per District
Engineering Office) their workforce at these offices would be reduced and even
abolished, and they would loose their jobs. DPWH Team response: various options
are open but normally in any re-engineering exercise the goal of streamlining the
organization goes ahead of more social concerns, which although not unimportant
are resolved through various compensation measures. Even in the current situation
rationalization efforts could be foreseen from time to time when the workload is
shifted and processes made more effective. The option immediately available, apart
from rotation within the Department and early retirement, would be transfer to the
LGU authority, since the road network composed of National Roads and Local Roads
in a specific geographical area would remain the same for years to come.
Some participants were of the opinion that legislation would be required to legalize
the changes proposed in view of the fact that the roads concerned were originally
approved by Congress, while others, referring to the provisions of EO No. 113 and
E.O. No. 124, thought that these provisions would suffice.
A number of LGUs argued that the proposed new criteria should not be applied to the
existing National Roads (freeze of current situation) but only to future proposals for
upgrading from local roads to National Roads.
Some LGUs mentioned that the transfer, when approved, would require 5-10 years of
gradual implementation by provinces and cities. There should be agreement between
the LGU concerned and DPWH/DILG on the timing of the transfer. DPWH Team
response: generally agreed with the statement.
An example of the maps (Province of Batangas) is shown below, while all 16 Regional and the
ten metropolitan/city maps are attached with the PowerPoint presentation used at the Regional
consultations meetings in Appendix F.

Province of Batangas
Legend
New Road Classification
Primary Arterial Road
Secondary Arterial Road
For Conversion to Local Road
Area Type
CITIES
MUNICIPALITIES
4 Urban Roads
It was early on in the new road classification exercise recognized that National Roads in major
urban areas ought to be split into: (i) urban metropolitan, (ii) urban non-metropolitan, and (iii)
urban roads outside the built-up areas (e.g., Davao City has a huge land area, the greater part of
which is outside the major urban area; and its character is rural).
According to the PRCS, urban areas are defined as areas throughout the country that have a
population of at least 10,000 people with a density of 500 people per square kilometer or more.
The DPWH has 1,901 km of urban National Roads in its register (as per DPWH Locational
Referencing System (LRS), March 2006). The DPWH-registered urban National Roads account
for 7 percent of all National Roads, excluding ARMM with about 407 km of National Roads.
Metro Manila, Cebu and Baguio combined account for 64 percent of all urban National Roads.
Metro Manila, Cebu and Baguio will potentially give planning problems because of many
secondary national streets (e.g., Mabini Street in Malate, City of Manila, the service roads along
the South Luzon Expressway (SLE), parallel urban national streets in Cebu and the multitude of
urban National Roads in Baguio, historically tracing their origins to the times when Baguio was
named the summer capital of the Philippines).

In most locations, urban National Roads are, in principle, included in the highway network
analyses, but with exceptions so far in metropolitan areas and major urban centers such as Metro
Manila, Cebu, Davao, Baguio, Iloilo, Bacolod, Cagayan de Oro, Cotabato and Zamboanga. The
National Roads in those urban areas are generally considered beyond the planning mandate of
the DPWH, which deals with network assessment and not the detailed analyses at project level
required for urban roads. Urban roads present in general complex transport systems, including
other modes than roads and route choices, requiring comprehensive urban transport modeling
and exhaustive data collection of transport data at household level and at roadside (origin-
destination surveys). These data would be processed through four transport models: trip
generation at zonal level, trip distribution between pairs of zones, modal split (private-public
transport by different modes) and trip assignment between pairs of zones to links of a
transportation network.
The delineation of the urban National Roads in major urban centers versus rural or sub-urban
National Roads is done through DPWHs electronic road database (Road and Bridge Information
Application). Those road lengths among the total length, which are in character rural or sub-
urban National Roads (e.g., in Davao City), are included in the planning process. In the
metropolitan and major urban areas the inner urban zones are excluded from the planning
process from the point of an incoming National Road where traffic dispersal takes place along
streets, ring roads, diversion roads, etc. (see sketch below). It should also be pointed out that
existing and proposed tolled motorways/expressways are excluded from normal network
analysis, since the planning tasks involved require major pre-construction studies, including
financial evaluation of private sector initiatives.

This would reduce the excluded road length for planning purposes to 1,673 km leaving
228 km of urban Primary and Secondary Arterial National Roads for simple network
analysis. Short duration counts need to be undertaken on these 228 km of urban National
Roads to estimate Traffic Section volumes. Under the new proposed road re-
classification, excluded urban National Roads (mostly in metropolitan areas) would be
classified as city roads and eventually turned over to the city administrations, which
should take on the responsibility for planning and funding of these roads. In this manner,
the entire city infrastructure would be under one administrative Local Government Unit
(LGU) to ensure more coordinated planning and better phasing of the investments as well
as matching responsibility for both the planning mandate and the available funding
resources from the LGUs own tax base (eventually supplemented with National funds) in
the medium to long term.
The splitting of urban National Roads into the new Primary and Secondary Arterial
National Roads, and roads to be transferred to LGUs, mostly in metropolitan areas, is as
follows (see also listing in Appendix D):
Urban National Roads (NR), March 2006 (km)

Primary and Existing NR to
Major Urban Secondary be Transferred
Area Arterial NR to LGUs Total
Metro Manila 146 876 1,022
Cebu 14 98 112
Baguio 4 76 80
Cagayan de Oro 5 76 80
Tacloban 5 63 68
Bacolod 14 56 70
Davao 22 234 256
Iloilo 11 51 62
Zamboanga 5 136 142
Cotabato 1 7 8
Total 228 1,673 1,901
Planning and programming functions for highway networks, expenditures and financing
responsibility in metropolitan areas and major urban centers should be transferred to the LGUs
concerned (to be added to the majority of the urban road network they are responsible for
anyway). The DPWH, through its PMO-URPRO, and staff of the National Center for
Transportation Studies of the University of the Philippines, could help facilitating in the
transition phase with special studies. Financing could also be gradually phased in with declining
National Government contributions; in the short term a separate National Government Urban
Road fund could be considered.

5 Issues In Implementing A New Classification System
A DPWH Technical Working Group (2003-2004) identified several issues that will need to be
addressed in the implementation of a new classification system.
5.1 Current Legislation
The current legislation dates back to Executive Order No.113, Series of 1955 as de facto
modified over subsequent years, including Executive Order No. 124, Series of 1987, which
stipulates that the Minister (now Secretary) of the Ministry (now Department) of Public Works
and Highways shall have the power to Classify roads and highways into national, regional
(interpreted as: routes and primary arterial roads), provincial, city, municipal, and barangay
roads and highways, based on objective criteria it shall adopt; provide or authorize the
conversion of roads and highways from one category to another. Executive Order No.113
basically refers to an administrative classification system and not a functional one. Functional
classification studies started in earnest only in the 1980s when a need for a more rational
structure for planning purposes was recognized by the administration.
The current practice for re-classification (basically upwards only) is to go through the
administrative way (DPWH) in accordance with criteria such as whether there is a road or not,
whether it connects centers of national importance and whether, if it is a road, it has a right-of-
way of at least 20 meters classified as public land. The other way is through legislation in
Congress where DPWH can only provide comments on whether the proposal follows the laid
down criteria and therefore is justified or not. Thus, although there are re-classification criteria
and even if they are applied, they may get over-ridden in the final decision-making process.
Analysis of proposals in this regard shows that some regions of the country are more prone to
road reclassifications of local roads than others, indicating a tendency to an uneven distribution
of the national road network and scarce resources.
5.2 Moratorium on Reclassification
Once the new re-classification of National Roads is accepted by the appropriate authority and in
view of the abovementioned limited National Government funds for the road sector, a temporary
moratorium may need to be introduced through an Executive Order or any other appropriate
instrument to prevent any further up-classification of local roads to National Roads during the
time it takes to implement the new classification system (see also Chapter 1). The only exception
should be toll roads on a build-operate-transfer basis or the equivalent and where a feasibility
study demonstrates beyond reasonable doubt that a future diversion road or bridge would be a
viable option. The Moratorium is considered absolutely necessary to enable systematic and
comprehensive planning and management of a reasonably sized (in accordance with population
size) national road network as in other Asian countries such as India, Pakistan, Republic of
Korea, Sri Lanka, and Thailand.

5.3 Funding
The funding issue emerged at every consultation meeting since any change in functional
classification criteria implies a downward transfer of roads in the administrative hierarchy.
One might argue that the roads proposed to be transferred back to the LGUs would constitute
local roads (as per new functional classification) for which the LGUs would be fully responsible
for maintenance and further improvement. This would be in line with the evolving delegation of
responsibilities to the LGUs and the fact that DPWH over the years since reclassification of local
roads to National Roads has built up a valuable asset base for those roads. The tax base and
actual collection percentage of the LGUs need to be analyzed as part of any change of system to
ensure that the LGUs have a sustainable tax base to fund local roads (provincial, city, municipal,
barangay). If the tax base is not sufficient, other alternatives should be considered, such as a
grandfather arrangement with a one-time compensation in the form of a lump sum for the
initial funding requirements from the National Government a one-time block allocation for
suitable improvement according to needs-based prioritization analysis. The prerequisite
condition for block allocation for improvement would be that the LGU concerned is willing and
able (as demonstrated by evidence) to fund future maintenance/asset preservation costs.
In considering National Government funding it should be a prerequisite that LGUs are classified
according to their income-generating ability. Currently 20 provinces are rated as Economically
and Socially Underdeveloped/Depressed Areas and could be given preference for National
Government funding. These 20 provinces are (in alphabetical order):
1. Abra 11. Ifugao

2. Agusan del Sur 12. Guimaras
3. Antique 13. Kalinga
4. Apayao 14. Masbate
5. Aurora 15. Mt. Province
6. Basilan 16. Romblon
7. Batanes 17. Southern Leyte
8. Benguet 18. Sulu
9. Biliran 19. Surigao del Sur
10. Eastern Samar 20. Tawi-Tawi
In deciding on possible National Government compensation, the views of PEAP as expressed in

its Resolution No. 2004 002 (see extract in Chapter 2) should be seriously considered. PEAPs
Case 1, that the National Governments annual budget for maintenance of all-weather roads
should be transferred to the LGUs concerned, would result in a recurrent amount (routine
maintenance) of around PhP 800 million in September 2005 prices (at PhP 75,000 per km for
paved roads and PhP 100,000 per km for gravel roads) for the all-weather roads to be transferred
to LGUs. PEAPs Case 2, that current National Roads proposed for transfer to LGUs which are
not in an all-weather condition should be deferred until such time when the said roads are
upgraded (by the National Government) to all-weather condition, would cost around PhP 8
billion over a number of years in September 2005 prices (at PhP 5 billion for paved roads and
PhP 3 billion for gravel roads); see also Section 5.5.

It is fundamental that these PEAP issues are addressed. If they are not addressed, then any new
criteria cannot be enforced, and the existing situation will prevail.
A main assumption is that the roads to be transferred have the required 20 meters (m) right-of-
way (otherwise they should not have been transferred in the first place), see also Section 5.6.
It may be possible to seek financial assistance from international lending institutions in the form
of a program sector loan as well as from the Road Fund under Republic Act No. 8794 (Special
Local Road Fund).
5.4 LGUs Readiness for New Road Network Planning and Maintenance Processes
The Department of Interior and Local Government is advising LGUs on planning and
management aspects. In cities and most municipalities there is an engineering office with staff,
which in some cases needs some enhancement of skills. The provinces have provincial
engineering offices with more skilled personnel. With this organization in place, it should be
possible to implement some simple but appropriate planning process related to budget
availability. Analysis of the current planning structure at the local level (provincial, city,
municipality and barangay) is required to arrive at needs-based planning solutions, which may
not need to be elaborate and could be based on benchmark lifetime economic analysis (opening-
year benchmark average daily traffic volume to ensure viability over the planning horizon; say,
10-15 years). LGUs should also increase their use of information technology to maintain an
accurate inventory of their road networks; however, this will require significant resources and
training.
The Metropolitan Areas (Metro Manila, Cebu and Davao Cities) already have unified planning
organizations in separate entities. However, these need to be enhanced to deal with urban
planning issues related to individual and public motorized traffic as well as non-motorized
traffic, mass-transit light rail traffic and traffic engineering management.
5.5 Condition of Roads upon Transfer
Some existing local roads for transfer to National Roads are not in maintainable condition, and
in fact some are not passable even by 4-wheel drive vehicles over specific sections. A number of
such roads have been transferred to the DPWH in recent times through legislation, and the
Department does not have the funding to upgrade or rehabilitate them. Indeed, in the DPWHs
new planning process, such roads would not be candidates for upgrading or rehabilitation since
they are not economically viable, except for some basic maintenance. LGUs would be reluctant
to inherit roads in such a condition (see Section 5.3).
A detailed inventory of the road condition, road right-of-way (RROW) and title aspects must be
undertaken jointly by DPWH field offices and the LGU concerned in the road transfer process
according to prior and easily implementable rules laid down and agreed to by both parties. The

DPWH has already an extensive inventory database for all National Roads, which would need to
be spot-checked for obtaining accurate information on the pavement type and condition.
5.6 Road Right-of-Way Documentation
Many roads, which historically have been transferred to DPWH and would now be transferred
back to the LGUs under the new classification scheme, do not have requisite documentation
concerning title of the RROW and the required minimum of 20 meters RROW for National
Roads. LGUs would be reluctant to inherit roads to which there is no proof of title. Therefore,
the title issue must be settled between DPWH and the concerned LGUs before any possible
compensation is paid to that LGU (see Section 5.3).
5.7 Responsible Agencies for the Functional Classification
A new functional classification should have DPWH and DILG as the main authors (like the
TWG) with input from and hearings with LGUs and involved parties. However, since the DPWH
has now a proper system for road and bridge inventory and other planning applications, it is
considered advisable to process the DPWHs new classification by legislation or issuing a new
Executive Order apart from that of DILG, although the TWG with DILG representatives has
agreed on the principle of functional criteria for re-classification of local roads as well. The
assignment of jurisdictional responsibility should be a part of the new classification exercise.
Also, procedures for monitoring of and changes in the classification should be part of any related
Legislation and Implementation Rules and Regulations (IRR) or Executive Order.
6 Route Numbering
6.1 Overview
In connection with a new functional classification there is also a need to create a unique route
numbering system, which would be easy to understand by the motorists. In times when the road
names are changed rather frequently and sometimes end up with duplicate or even triplicate road
names, permanent route numbers would be the constant factor in an otherwise changing system.
The Department of Tourism staff expressed their keen interest at the TWG meetings in
developing such a system for the benefit of tourists, who are not usually familiar with the road
system in areas they visit infrequently.
The route-numbering scheme for National Roads would complement the unique and established
DPWH Locational Referencing System (LRS) with Road Section identification (ID) including
island codes (e.g. S00149LZ for a road section in Luzon [Ilocos Sur] and S00282CB for a road
section in Cebu), and Road Name and Road ID and current Functional Classification (e.g.
R00001CB for Cebu South Road, which is classified as a North-South Backbone Arterial
National Road).

The Road Name/Road ID is a grouping of associated Road Sections within a specific Road
Name or Road ID. The LRS also includes Nodes (crossings between roads and at Administrative
Boundaries such as DPWH Engineering Districts) and Locational Referencing Points using
existing permanent physical features (such as large buildings and marked electrical posts) or
kilometer (KM) posts as landmarks, irrespective of the accuracy of the distance between KM
posts.
The DPWH Bridge Management System has also introduced Bridge Identification and Name
including island codes, e.g., B00215MN for Bolton Bridge in Mindanao, Region XI.
In the past, several attempts were made to establish a route numbering system but without
success (the only one remembered is Highway 54, the present EDSA [Epifanio de los Santos
Avenue] in Metro Manila). In Metro Manila there is a system for circumferential roads (e.g., C-4
for EDSA) and radial roads (e.g., R-10 for the Manila North Harbor toward Navotas along
Manila Bay).
In addition to DPWH activities, the DILG also has a need for a uniform method of road and
route identification as well as location referencing for collection of road/bridge and traffic data
and for recording of road traffic accidents.
Route Name and Numbering would similarly be a grouping of associated Road Names/IDs
within the LRS.
Maintenance of data within DPWH and DILG is the responsibility of each individual agency, but
the capability to exchange data between the two agencies using a standard referencing system or
at least using systems that can easily be cross-referenced would be to the advantage of both
Departments. Since DPWH has a fully developed LRS with Geographic Information System
(GIS) features, it would be beneficial for DILG to adopt the same system layout and
conventions.
The basic purpose for having a route and road numbering system is to reduce or even eliminate
confusion and uncertainty regarding the location and characteristics of specific roads and to
provide the public with information about distance to the nearest city or town and direction while
traveling.
The application of route identification cannot be fully carried out until the new functional
classification is completed and implemented and the routes defined. However, the criteria and
procedures should be in place for assigning numbers as part of the final functional classification
package.
Until a full functional classification is in place, route numbering should be made for the Primary
and Secondary Arterial National Roads.
The procedures for route identification by road class should be undertaken separately by DPWH
and DILG/LGUs following the main principle that a designated route can only be under one
agency (either DPWH or DILG/LGUs). However, joint consultations should be carried out both

at the central level and at the local level between the two agencies field office staff to ensure that
this principle is adhered to.
6.2 Route Numbering Criteria
6.2.1 General Policy
Administrative Class
A separate route numbering scheme would be applied to each administrative class of road. On
database records and hardcopy printouts, a letter prefix would accompany the route number to
identify administrative responsibility. The route number and its prefix should also appear on
maps and road signs in the field regarding national and provincial roads (depending on the map
scale). Normally, only national and provincial route numbers would be posted in the field. In
urban areas, road or street names would be posted, as is currently the custom. For other roads,
particularly Barangay roads, the posting in the field would be optional. One of the following
prefixes would be used to indicate the administrative class of a road following a specific corridor
route:
N = National Road O = Other Roada

PR = Provincial Road U = City or Municipal Road
EX = Expressway B = Barangay road
T = Toll Road
a
Private road used by the public (e.g. Ayala Avenue in Makati, Metro Manila).
The Route Numbering system proposed for local roads and expressways/toll roads in this
document would need to be confirmed with the Department of Interior and Local Government,
and the Department of Transportation and Communications.
Route Numbering
All road classes/routes would use four digit numbers from 1 to 9999. In the database a four-digit
field would be used. Where route numbers are posted in the field or displayed on maps, only the
significant digits would be displayed. The following convention for route numbers would apply
(revisions may take place once an inventory is carried out):
Routes along:
National Primary Arterial Road N xx (1-99)
National Arterial Secondary Road N xxx (100-999)
Provincial Road PR xxxx_XXX (1000- )
City/Municipal Road U xxxx_YYYY (1000- )
Barangay Road B xxxx_XXX (1000- )
Other Road O xxxx_YYYY (1000- )
Note: XXX denotes provincial suffix number and YYYY city/municipal suffix number.

The U prefix could also in Metropolitan Cities be replaced with C for circumferential road (e.g.,
C-3, Makati Av. R-10 via Mandaluyong, San Juan and Sta. Mesa) and R for radial road (e.g.,
R-10, North Harbor-Navotas) (with single number or double digit numbers) as is the current
custom in Metro Manila.
It is not recommended to use directional postings as prefix since the LRS for National Roads is
already directional.
Some roads offer alternate routes through or around urban areas. The main road typically leads
through the urban area and the bypass road allows motorists to go around the congested urban
area. Other roads provide a short connection, or spur, from the main road to a dead end (cul-de-
sac), e.g., to a port or airport. To distinguish between through roads/bypasses or spur roads, a
directional sign (e.g. BYPASS ; POBLACION ; PORT ; or AIRPORT ) should be
posted at the bifurcation points of the roads with the same route number or a suffix character
could be applied; some countries use letters a and b to distinguish the bypass and the Poblacion
routes. No suffix character is recommended in this report.
6.2.2 Specific Policies for Administrative Classes
National Roads
The unique route number assigned to National Roads should be posted in the field in accordance
with DPWH traffic sign (information) design standards. Once a number is assigned it will not be
changed and not repeated on any other national road, except in case of bypass or spur roads.
The issue of zero km reference point in different islands is not dealt with in this Report but it
should be reviewed carefully in the context of convenience to motorists. Also, the distance to the
nearest city or town should be posted on designated signposts carrying the route number. This
makes traveling less cumbersome.
National route numbering will start at the far north-western end of the country and move straight
eastward and then southward throughout the entire country to its southern end (like moving a
paintbrush sideward and down on a wall with the right hand). Numbers will generally be
assigned in ascending order from West to East in a sweeping move along the north-to-south
traverse. As the western or northern terminus of a National Road is encountered on each island,
all National Roads in all provinces on that island will be numbered before proceeding to the next
island, e.g. all National Roads on Luzon would be numbered before those in Vizayas and on
Mindoro. If National Roads are encountered on offshore islands which are part of a province on
the main island, they should be treated according to the normal West-East sweep. However, the
National Road, which serves as the countrys backbone from North to South, would be carrying
route number N1 (the Daang Maharlika Highway). 3 This principle will also apply to other
important long routes either on the main islands or including several islands. A specific National
Route will have the same number from its start point to its terminus, even when crossing
provincial or regional boundaries. Termini would typically be major ports and airports, national
government infrastructure or tourist termini points. The initial spacing of numbers for National
3
N1 is also known as Asian Highway No. 26 (AH26).

Secondary Arterial roads should generally be with intervals of five to leave space for new
secondary roads in the future. The proposed listing of Primary and Secondary Arterial Roads
with Route Numbers is shown in Appendix E. The Routing Numbering results in 25 Primary and
134 Secondary Arterial National routes for the entire country.
Provincial, City/Municipal Roads, Barangay and Other Roads
The numbering of these roads will follow the conventions laid down under Section 6.2.1 on
general policy for Route Numbering and Section 6.2.2 regarding Route Numbering for National
Roads. Since more than one LGU can use the same road number, the province or
city/municipality number must be added as a suffix in the database. DILG in consultation with
the concerned LGUs will decide on the sequence norms for the local roads.
The Other Roads category was introduced to accommodate roads that need to be identified but
are not specifically assigned to a government unit. As earlier stated private roads being used by
the public fall into this category. Expressways and Toll Roads are also part of this group (they
may represent the same road); however, their numbering does not require a suffix. In this case
the numbering would be EX1- 99 or EXT1-99 (if tolls are levied) or T1-99 (if tolls are levied on
a road which is not an expressway).

7 Action Plan
An Action Plan for the work on Road Re-Classification was updated at every milestone of the
work. The latest update is shown below.
ROAD RE-CLASSIFICATION ACTION PLAN
Status as of May 31, 2006

Item Description Who When
1. Present overview and issues to Director, Planning Service, WG April 2004
DPWH (done)
2. Prepare draft criteria relating to National and Local Road WG May 2004
Network. (done)
Note: No accurate map data for Provincial Road
Network.
Accurate Ports, Airports and Tourist Service
Center data obtained.
3. Acquire more accurate and up-to-date mapping data for: IPRSD May 2004
a) Ports (done)
b) Airports
c) Tourist Service Centers
4. Finalize application of criteria with revised data TWG August 2004
+LGU Reps (done)
5. Start analyzing financial alternatives and consequences. TWG June-Dec 2004
Present to TWG and PEAP +LGU Reps (done)
6. Present current results to DPWH MANCOM WG/MANCOM Oct 18, 2004
(done)
7. Work on Road Numbering and Mapping TWG June 2004-
November
2005 (done)
8. Briefings/advocacy of Government Departments and TWG August 2004-
institutions/organizations involved in Road Classification May 2006
(done)
9. Finalize Report and Department Order on Reclassification TWG March 2005
May 2006
(done)
DILG has prepared Rural Roads Policy Development Framework addressing funding and management aspects
(Final Report released in December 2003).
RSC RIMSS Steering Committee

TWG Technical Working Group for Road Classification (DPWH and DILG)
WG DPWH Working Group for Road Classification

Appendix A
POPULATION DATA BY CITY

(2000 Census; decreasing figures)
City Population City Population

QUEZON CITY 2,173,831 KORONADAL CITY 133,786
MANILA CITY 1,581,082 MARAWI CITY 131,090
KALOOKAN CITY 1,177,604 DAGUPAN CITY 130,328
DAVAO CITY 1,147,116 ROXAS CITY 126,352
CEBU CITY 718,821 DIGOS CITY 125,171
ZAMBOANGA CITY 601,794 MALAYBALAY CITY 123,672
PASIG CITY 505,058 TUGUEGARAO CITY 120,645
VALENZUELA CITY 485,433 SURIGAO CITY 118,534
LAS PIAS CITY 472,780 SAN CARLOS CITY (P) 118,259
ANTIPOLO CITY 470,866 TANAUAN CITY 117,539
CAGAYAN DE ORO CITY 461,877 URDANETA CITY 111,582
PARAAQUE CITY 449,811 SANTIAGO CITY 110,531
MAKATI CITY 444,867 OZAMIS CITY 110,420
BACOLOD CITY 429,076 SAN JOSE CITY 108,254
GEN. SANTOS CITY 411,822 SILAY CITY 107,722
MARIKINA CITY 391,170 TABACO CITY 107,166
MUNTINLUPA CITY 379,310 CALAPAN CITY 105,910
ILOILO CITY 365,820 CAUAYAN CITY 103,952
PASAY CITY 354,908 GINGOOG CITY 102,379
MALABON CITY 338,855 DUMAGUETE CITY 102,265
SAN JOSE DEL MONTE CITY 315,807 SAN FERNANDO CITY (P) 102,082
ILIGAN CITY 285,061 KIDAPAWAN CITY 101,205
CALAMBA CITY 281,146 DIPOLOG CITY 99,862
MANDALUYONG CITY 278,474 CAVITE CITY 99,367
BUTUAN CITY 267,279 DANAO CITY 98,781
ANGELES CITY 263,971 BISLIG CITY 97,860
TARLAC CITY 262,481 LAOAG CITY 94,466
MANDAUE CITY 259,728 SORSOGON CITY 92,512
BAGUIO CITY 252,386 LIGAO CITY 90,603
BATANGAS CITY 247,588 IRIGA CITY 88,893
CABANATUAN CITY 222,859 ISLAND GARDEN OF SAMAL CITY 82,609
SAN FERNANDO CITY 221,857 VICTORIAS CITY 81,743
LIPA CITY 218,447 TALISAY CITY 79,146
LAPU-LAPU CITY 217,019 TAGBILARAN CITY 77,700
SAN PABLO CITY 207,927 TACURONG CITY 76,354
LUCENA CITY 196,075 ALAMINOS CITY 73,448
OLONGAPO CITY 194,260 ISABELA CITY 73,032
TAGUM CITY 179,531 MASBATE CITY 71,441
TACLOBAN CITY 178,639 MAASIN CITY 71,163
PUERTO PRINCESA CITY 161,912 BALANGA CITY 71,088
LEGAZPI CITY 157,010 TANJAY CITY 70,169
ORMOC CITY 154,297 PASSI CITY 69,601

City Population City Population
SAN CARLOS CITY (NEGROS) 154,264 DAPITAN CITY 68,178
COTABATO CITY 150,450 BAIS CITY 68,115
KABANKALAN CITY 149,769 SCIENCE CITY OF MUOZ 65,586
TALISAY CITY 148,110 OROQUIETA CITY 59,843
VALENCIA CITY 147,924 LA CARLOTA CITY 56,408
CALBAYOG CITY 147,187 CANDON CITY 50,564
PAGADIAN CITY 142,515 TANGUB CITY 49,695
CADIZ CITY 141,954 CANLAON CITY 46,548
BAGO CITY 141,721 TAGAYTAY CITY 45,287
TOLEDO CITY 141,174 VIGAN CITY 45,143
NAGA CITY 137,810 TRECE MARTIRES CITY 41,653
PANABO CITY 133,950 PALAYAN CITY 31,253
SAGAY CITY 11,140

Appendix B
MAJOR (BASE) PORTS, MAJOR FERRY TERMINALS, MAJOR AIRPORTS, and

TOURIST SERVICE CENTERS
1. MAJOR (BASE) PORTS MANAGED BY THE

PHILIPPINE PORTS AUTHORITY
(At Berth and Anchorage (PDO/PMO), Total Gross Registered Tonnage, Throughput in 2004)
Gross
Port Ship Calls Registered
No. Management Office (000) Tonnage
(mill)
1 Batangas 35.7 31.8
2 Cagayan de Oro 15.6 22.8
3 Calapan (Mindoro) 18.2 8.5
4 Cebu* n.a. n.a.
5 Cotabato (Polloc) 1.6 0.1
6 Davao 26.6 18.4
7 Dumaguete 25.7 7.6
8 General Santos 1.5 9.1
9 Iligan 14.3 8.9
10 Iloilo 20.6 21.9
11 Legazpi 15.6 7.1
12 Limay (Bataan) 11.4 14.4
13 Manila (North Harbor) 6.3 23.0
14 Manila (South Harbor) 10.1 33.6
15 Manila (MICT) 2.1 29.1
16 Nasipit (Butuan) 1.4 5.8
17 Ozamiz (Misamis Occ.) 15.7 9.3
18 Puerto Princesa 6.1 3.4
19 Pulupandan (Bacolod) 23.2 12.5
20 San Fernando (La Union) 1.3 2.6
21 Surigao 9.2 6.0
22 Tacloban 19.8 14.2
23 Tagbilaran 17.6 9.6
24 Zamboanga 21.6 11.6
Average per Port (without Cebu) 14.0 13.5
*Managed by the Cebu Port Authority (figures are not readily available).

2. MAJOR FERRY TERMINALS
1 Batangas City (Luzon)

2 Lucena City (Luzon)
3 Legazpi City (Luzon)
4 Matnog (Sorsogon)
5 Calapan (Mindoro)
6 Roxas (Mindoro)
7 San Jose (Mindoro)
8 Balanacan (Marinduque)
9 Virac (Catanduanes)
10 Odiongan (Romblon)
11 Mobo (Masbate)
12 Iloilo City (Panay)
13 Kalibo (Panay)
14 Pulupandan (Negros)
15 Escalante (Negros)
16 San Carlos City (Negros)
17 Dumaguete City/Bais City (Negros)
18 Cebu City (Cebu)
19 Tuburan (Cebu)
20 Toledo City (Cebu)
21 Santander (Cebu)
22 Tagbilaran (Bohol)
23 Jagna (Bohol)
24 Tubigon (Bohol)
25 Ubay (Bohol)
26 Allen (Samar)
27 Ormoc City (Leyte)
28 Maasin (Leyte)
29 Liloan (Leyte)
30 Dapitan (Mindanao)
31 Ozamiz City (Mindanao)
32 Kolambugan (Lanao del Norte,
Mindanao)
33 Cagayan de Oro City (Mindanao)
34 Surigao City (Mindanao)
35 Zamboanga City (Mindanao)
36 Basilan (Mindanao)

3. MAJOR AIRPORTS WITH INTERNATIONAL OR
SCHEDULED DOMESTIC FLIGHTS
Carrying International and Domestic Passengers >20,000 P.A. a
(Total Passenger Traffic Throughput in 2003)
No. Airport Classification Traffic (int+dom)

1 Laoag (Ilocos Norte) Alt. International 94,999
2 Subic (Olongapo) International 51,030
3 Clark (Pampanga) International n.a.
4 NAIA (Manila) International 12,888,580
5 Puerto Princesa (Palawan) Trunkline 200,542
6 San Jose (Mindoro) Trunkline 39,625
7 Legazpi (Albay) Trunkline 84,215
8 Masbate Secondary 25,589
9 Naga (Camarines Sur) Secondary 45,222
10 Bacolod (Negros Occ.) Trunkline 599,278
11 Caticlan (Aklan)
(transit to Boracay Island) Feeder 239,144
12 Iloilo (Panay) Trunkline 615,656
13 Kalibo (Panay) Secondary 226,814
14 Roxas (Panay) Trunkline 35,229
15 Dumaguete (Negros Or.) Trunkline 139,469
16 Mactan-Cebu * International 2,219,765
17 Tagbilaran (Bohol) Secondary 96,067
18 Tacloban (Leyte) Trunkline 282,749
19 Dipolog (Zamboanga del Norte) Secondary 86,321
20 Zamboanga Alt. International 306,910
21 Butuan (Mindanao) Trunkline 88,783
22 Cagayan de Oro Trunkline 385,558
23 Tambler (Gen. Santos) Alt. International 190,317
24 Davao Alt. International 786,197
25 Cotabato (Mindanao) Trunkline 43,431
Total 19,771,490
a
Commercial flights only (excluding general aviation and military traffic).
* 2001 figures.

4. TOURIST SERVICE CENTERSc
(Classified by the Department of Tourism with Accommodation)
No. Location Accommodation/Rooms (No.)d

1 Baguio City 88/3,339
2 Kabayan (Benguet) 2/10
3 Bontoc (Mt. Province) 15/12
4 Sagada (Mt. Province) 15/112
5 Banaue (Ifugao) 23/312
6 Lagawe (Ifugao) 4/30
7 Tabuk (Kalinga) 7/84
8 Bangued (Abra) 5/58
9 Kabugao (Apayao) 2/15
10 Vigan City (Ilocos Sur) 6/106
11 Laoag City (Ilocos Norte) 6/436
12 San Fernando (La Union) 2/84
13 Dagupan City (Pangasinan) 5/244
14 Santiago City (Cagayan Valley) n.a.
15 Tuguegarao City (Aparri) n.a.
16 Batangas City n.a.
17 Tagaytay City n.a.
18a Los Baos (Laguna) n.a.
18b Pagsanjan (Laguna) n.a.
19 Lucena City (Quezon) n.a.
20 Antipolo City (Rizal) n.a.
21 Calapan City, Puerto Galera n.a.
22 San Jose (Mindoro) n.a.
23 Mamburao (Mindoro) n.a.
24 Boac (Marinduque) n.a.
25 Puerto Princesa City n.a.
26 El Nido (Palawan) n.a.
27 Naga City (Camarines Sur) n.a.
28 Masbate City (Masbate) n.a.
29 Daet (Camarines Norte) n.a.
30 Legazpi City (Albay) n.a.
31 Sorsogon City (Sorsogon) n.a.
32 Virac (Catanduanes) n.a.
33 Iloilo City (Panay) 145/1,114
34 Bacolod City (Negros Occ.) 23/1,000
35 San Carlos City (Negros Occ.) 7/71
36 Kalibo (Aklan, Panay) 23/205
37 Roxas City (Capiz, Panay) 16/244
38 San Jose (Antique, Panay) 10/66
39 Jordan (Guimaras, Panay) 20/170
40 Cebu City (Cebu) 85/5,939
41 Lapu-Lapu City (Mactan, Cebu) n.a.
42 Tagbilaran (Bohol) 44/597
43 Dumaguete (Negros Or.) 42/698
44 Siquijor (Negros Or.) 7/45

45 Tacloban City (Leyte) 20/n.a.
46 Ormoc City (Leyte) 4/n.a.
47 Calbayog City (Western Samar) n.a.
48 Maasin City (Leyte) 3/n.a.
49 Borongan (Eastern Samar) 2/n.a.
50 Catarman (Northern Samar) 3/n.a.
51 Catbalogan (Western Samar) 3/n.a.
52 Zamboanga City (Mindanao) n.a./918
53 Dipolog City (Mindanao) n.a./271
54 Dapitan City (Mindanao) n.a./38
55 Pagadian City (Mindanao) n.a./494
56 Isabela City (Basilan, Mindanao) 1/10
57 Cagayan de Oro (Mindanao) 35/1,348
58 Gingoog City (Mindanao) 3/25
59 Iligan City (Mindanao) 17/345
60 Malaybalay City, Bukidnon (MN) 3/84
61 Ozamiz City (Mindanao) 7/288
62 Tangub City (Mindanao) 1/11
63 Valencia City, Bukidnon (MN) 12/133
64 Camiguin Island (Mindanao) 18/201
65 Tubod, Lanao del Norte (MN) 16/55
66 Baliangao, Misamis Occ. (MN) 8/83
67 Claveria, Misamis Or. (Mindanao) 4/n.a.
68 Davao City (Mindanao) 56/2,978
69 Tagum City, Davao del Norte (MN) n.a./848
70 Digos City, Davao del Sur n.a./178
71 Mati, Davao Or. (Mindanao) n.a./175
72 Nabunturan, COMVAL (MN) n.a./111
73 Cotabato City (Mindanao) 15/343
74 Koronadal City (Mindanao) 4/101
75 General Santos City (Mindanao) 20/799
76 Maasim, Sarangani (Mindanao) 13/98
77 Kidapawan City (Mindanao) 3/45
78 Isulan, Sultan Kudarat (Mindanao) 2/39
79 Tacurong City (Mindanao) 9/93
80 Bislig City (Mindanao) n.a.
c
Excluding Tourist Service Subcenters.
d
Accredited.
Appendix C

LRS Island Codes
Island Islan
Code Island Name d Island Name
Code
AB Alabat MP Mapon
BH Bohol MQ Marinduque
BL Basilan MR Mindoro
BN Batanes MT Masbate
BR Biliran NR Negros
BU Burias PN Panay
CA Cabra PW Palawan
CB Cebu RB Romblon
CD Corregidor SA Sapa-Sapa
CG Camiguin SB Secubong
CN Catanduanes SD Samal
CR Coron SG Siargao
DG Dinagat SJ Siquijor
GL Golo SK Sitangkai
GR Guimaras SL Sulu
IY Itbayat SM Samar
LB Lubang ST Sabtang
LP Lapu-Lapu SY Sibuyan
LT Leyte TB Tandubas
LZ Luzon TC Ticao
MN Mindanao TL Tablas
TW Tawi-Tawi

Appendix D

Appendix E
ROUTE DESIGNATION FOR NATIONAL ARTERIAL ROADS
National
Road No. Island Cities/Towns Passed Road Classification
14 Luzon Laoag City (C)Claveria-Tuguegarao C (Start of Secondary Arterial
Daan Maharlika Highway)
1 Luzon Tuguegarao CIlagan-Santiago C-Cabanatuan C- Primary Arterial
Guiguinto (Malolos C)-Valenzuela C-Manila
(EDSA)-Muntinlupa C-Santa Rosa C-Calamba C-
Santo Thomas C-Lucena C-Gumaca-Calauag-
Tagkawayan-Sipocot-Naga C-Daraga-Sorsogon-
Matnog
1 Samar- Allen-Calbayog C-Catbalogan-Wright-San Juanico Primary Arterial
Leyte Bridge-Tacloban C-Abuyog-Liloan
1 Mindanao Surigao C-Ampayon-Prosperidad-Santa Josefa- Primary Arterial &
Tagum C-Davao C (incl. Diversion Rd)-Digos C- Secondary Arterial
Gen. Santos C-Koronadal C-Isulan-Cotabato C-
Malabang-Kabatagan-Aurora-Pagadian C-
Zamboanga C (End of Daan Maharlika Highway)
2 Luzon Laoag C-Candon C-San Fernando (LU) C-Damortis- Primary Arterial
Rosario-Urdaneta C-Tarlac C-Angeles C-San
Fernando (P) C-Guiguinto (Manila North Road)
3 Luzon Rosario-Pugo-Baguio C (Marcos Highway) Bauang Primary Arterial
(Naguilan Road)
4 Luzon Urdaneta C-Dagupan C Primary Arterial
5 Luzon Damortis-San Fabian-San Jacinto-Binmaley- Primary Arterial
Lingayan-Bugallon-Camiling-Tarlac C
6 Luzon Tarlac C-Zaragoza-Sta Rosa (Cagayan Valley) Primary Arterial
7 Luzon Gapan C-San Fernando (P) C-Olongapo C Primary Arterial
8 Luzon Magallanes Interchange-EDSA-Roxas Blvd-NAIA Primary Arterial
Rd/Quirino Av-Zapote-Bacoor-Noveleta-Cavite C
9 Luzon Santo Thomas C-Tanauan C-Lipa C (bypass)-San Primary Arterial
Jose-Batangas C (Jct inner bypass)
10 Panay Iloilo C-Zarraga-Pototan-Passi C-Sigma-Ivisan- Primary Arterial
Roxas C, including Iloilo-Jaro Diversion Rd
11 Negros Bacolod C-Sagay C-Escalante C-San Carlos C-Bais Primary Arterial
C-Kabancalan C-Pulupandan-Bacolod C
12 Negros Bais C-Dumaguete C Primary Arterial
14 Negros Bacolod C-Murcia-San Carlos C Primary Arterial
15 Cebu Santander-Argao-Cebu C-Danao C Primary Arterial
16 Cebu Naga-Toledo C Primary Arterial
17 Leyte Ormoc C-Baybay-Maasin C Primary Arterial
18 Leyte Baybay-Mahaplag Primary Arterial

National Road
Road No. Island Cities/Towns Passed Classification
19 Mindanao Dapitan C-Dipolog C-Katipunan-Aurora-Iligan C- Primary Arterial
Cagayan de Oro C-Binuangan-Gingoog C-Butuan C-
Ampayon (Jct N1)
20 Mindanao Molave-Tambulig-Tangub C-Ozamis C Primary Arterial
21 Mindanao Iligan C-Marawi C-Malabang Primary Arterial
22 Mindanao Bugo (Jct N19)-Malaybalay C-Valencia C-Maramag- Primary Arterial
Davao C (Sayre Highway)
23 Mindanao Maramag-Kibawe-Carmen-Kabacan (Sayre Primary Arterial
Highway/Jct N1)
24 Mindanao Digos C-Kidapawan C-Kabacan-Cotabato C (Jct. Primary Arterial
N1/A-6)
25 Mindanao Santa Josefa (Jct N1)-Bislig C Primary Arterial
100 Luzon Rosario (Jct N2)-Baguio C (Kennon Rd)-Bontoc Secondary Arterial
(Sagada)-Pasil-Narvacan (Jct N2)
105 Luzon Baguio C-Tuba Secondary Arterial
110 Luzon Baguio C-Itogan Secondary Arterial
115 Luzon Baguio C-Aritao Secondary Arterial
120 Luzon Agoo-Pugo Secondary Arterial
121 Luzon N2-San Fernando Port Secondary Arterial
125 Luzon Tagudin (Jct N2)-Cervantes-Sabangan Secondary Arterial
130 Luzon Bontoc-Banaue-Lagawe-Kiangan-Bagabag Secondary Arterial
135 Luzon Banaue-Mayoyao-Ramon Secondary Arterial
140 Luzon Pasil-Tabuk-Enrile-(Tuguegarao C) Secondary Arterial
141 Luzon Jct N140-Quezon Secondary Arterial
145 Luzon Tabuk-Tuao-Kabugao Secondary Arterial
150 Luzon Tuguegarao C-Solana-Tuao (Jct N145) Secondary Arterial
155 Luzon Gattaran (Jct N1)-Aparri Secondary Arterial
160 Luzon Lal-lo (Jct N155)-Santa Ana-San Vicente Secondary Arterial
165 Luzon Airport-San Nicolas-Dingras-Solsona Secondary Arterial
170 Luzon Solana-Enrile-Santa Maria-Mallig-Aurora Secondary Arterial
(Cabatuan)-Ramon-Santiago C
175 Luzon Jct N170 (Cabatuan)-Cauayan C Secondary Arterial
180 Luzon Santiago C-Aglipay-Maddela-Jct N185 Secondary Arterial
185 Luzon Talavera (Cabanatuan C)-Pantabangan-Palayan C- Secondary Arterial
Baler-Casiguran
190 Luzon Cabanatuan C-Palayan C-Dingalan Secondary Arterial
200 Luzon Bugallon-Alaminos C-Iba-Olongaop C Secondary Arterial
205 Luzon Alaminos C-Bolinao Secondary Arterial
210 Luzon San Fabian-Dagupan C (coastal road) Secondary Arterial
215 Luzon Mangaldan-San Jacinto-Mapandan-Camiling-Paniqui Secondary Arterial
220 Luzon Binmaley-San Carlos C-Bayambang-Bautista-Sto. Secondary Arterial
Thomas-Carmen-Rosales-Sta Maria-Tayug-San
Nicolas

National Road
225 Luzon Mapandan-Manaoag-Binalonan-Asingan-Sta Maria Secondary Arterial
230 Luzon San Carlos-Malasiqui-Villasis Secondary Arterial
235 Luzon Rosales-Balungao-Umingan-San Jose C Secondary Arterial
240 Luzon Rosales-Guimba-Jct N1, near Talavera Secondary Arterial
245 Luzon Mabalacat-Magalang-Aryat Secondary Arterial
250 Luzon Angeles C-Dinalupihan-Limay (via Roman Secondary Arterial
Superhighway)-Mariveles Port complex
251 Luzon Pilar-Bagac-Morong Secondary Arterial
252 Luzon Bonifacio Monument-Samson Str-C4-R10-A. Boni- Secondary Arterial
facio Dr-P. Burgos Str-Finance Str-Ayala Blvd-San
Marcelino Str/Romualdez Str-Quirino Av-South
Super Highway-Magallanes Interchange
253 Luzon C5 Bicutan-North EDSA Secondary Arterial
255 Luzon Marikina C-Sta. Maria (Infanta) Secondary Arterial
260 Luzon Cainta-Angono (bypass)-Binangonan (bypass)- Secondary Arterial
Cardona-Famy-Pagsanjan-Bay-Los Banos-CalambaC
261 Luzon Famy-Real-Infanta Secondary Arterial
262 Luzon Binangonan-Jala-Jala Secondary Arterial
263 Luzon Lumban-Cavinti Secondary Arterial
270 Luzon Pagsanjan-Cavinti-Lucban-Mauban Secondary Arterial
275 Luzon Bay/Masapang-Calauan-San Pablo C-Lucban- Secondary Arterial
Tayabas-Lucena C
277 Luzon Tayabas-Mauban Secondary Arterial
280 Luzon Through Lipa C-Padre Garcia-Rosario-Ibaan-Jct N9 Secondary Arterial
281 Luzon Tiaong-Padre Garcia Secondary Arterial
285 Luzon Batangas C-Lobo via Etijan (coastal route) Secondary Arterial
286 Luzon Batangas C-Lobo-Malabrigo (inland route) Secondary Arterial
287 Luzon Bauan-Mabini Secondary Arterial
288 Luzon Batangas C Div Rd (Banaba East-Sta Clara N)
290 Luzon Batangas C-Bauan-Taal/Lemery (routes through Secondary Arterial
towns & bypass)-Balayan-Jct N302
295 Luzon Sta Teresita-Cuenca-Banay-banay-Jct N9 Secondary Arterial
300 Luzon Lemery-Tagaytay C (Diokno Highway) Secondary Arterial
301 Luzon Balayan-Tuy (bypass)-Pilapan-Nasugbu Secondary Arterial
302 Luzon Nasugbu Jct N301-Lian-Bilibago-Calatagan Secondary Arterial
305 Luzon Palico-TagaytayC-Silang (bypass)-Imus-Zapote Secondary Arterial
306 Luzon Tagaytay C (Rotonda)-Leynes (Taal Lake) Secondary Arterial
307 Luzon Tagaytay C-Ligaya Drive-Talisay (Taal Lake) Secondary Arterial
310 Luzon Amuyong-Magallanes-Maragondon-Ternate Secondary Arterial
(Resorts)
311 Luzon Ternate-Naic (bypass)-Tanza (bypass)-Noveleta Secondary Arterial
312 Luzon Tagaytay C-Alfonso-Indang-Naic Secondary Arterial
315 Luzon Indang-Trece Martires C-Tanza Secondary Arterial

National Road
320 Luzon Binan-Carmona (bypass)-Trece MartiresC-Naic Secondary Arterial
325 Luzon Santa Rosa C-Balibago-Sta. Cruz-Lumil-Tagaytay C Secondary Arterial
330 Luzon Tanauan C-Talisay-Leynes (N306) Secondary Arterial
335 Luzon Jct N1 (Bondoc Peninsula)-Pitogo-Mulanay-San Fran Secondary Arterial
336 Luzon Gumaca-Pitogo Secondary Arterial
337 Luzon Mulanay-San Narciso Secondary Arterial
340 Luzon Sta Elena-Daet-Sipocot (Jct N1)-Cabusao-Calabanga- Secondary Arterial
Naga C
341 Luzon Pamplona-Pasacao (port) Secondary Arterial
345 Luzon Pili (Jct N1)-Tigaon-Tiwi-Tabaco C-Legazpi C- Secondary Arterial
Daraga
350 Catanduanes Catanduanes Circumferential (Virac-Bato-Viga- Secondary Arterial
Pandan-Codon-Virac)
351 Catanduanes Viga-Milaviga (cross island link) Secondary Arterial
355 Mindoro Mindoro Circumferential (Calapan C-Puerto Galera- Secondary Arterial
Mamburao-San Jose-Roxas-Socorro-Calapan C)
360 Marinduque Marinduque Circumferential (Boac-Mogpog-Santa Secondary Arterial
Cruz-Torrijos-Gasan-Boac)
365 Romblon Romblon Circumferential (Odiongan-Looc- Secondary Arterial
Lumirayan-Alcantara-Carmen-Odiongan)
370 Masbate Baleno-Aroroy-Milagros-Masbate C-Mobo-Uson- Secondary Arterial
Cataingan-Placer
371 Masbate Jct N370-Mandaon Secondary Arterial
372 Masbate Milagros-Balud Secondary Arterial
375 Panay Iloilo C-San Joaquin (Tiolas)-Villaver Jimenez-San Secondary Arterial
Jose de Buenavista-Culasi-Pandan-Nabas-Kalibo/
New Washington-Banga-Sapian-Ivisan (Jct N10)
376 Panay San Joaquin (Tiolas)-Aniniy Villaver Jimenez Secondary Arterial
377 Panay Pandan-Santander-Malay-Caticlan-Nabas Secondary Arterial
378 Panay Sapian-Mambusao-Sigma Secondary Arterial
380 Panay Culasi-Roxas C-Pontevedra-Bailan-Pilar-Panian Secondary Arterial
-Sara-Ajuy-Barotac Nuevo-Zarraga
385 Panay Bailan-Cuartero Secondary Arterial
386 Panay Sara-San Rafael-Passi C Secondary Arterial
390 Guimaras Guimaras Circumferential (Jordan-Nueva Valencia- Secondary Arterial
Igcawayan-Buenavista-Jordan)
395 Guimaras San Miguel-Bugnay-Constancia-Igcawayan Secondary Arterial
400 Negros Sagay C-Salvador Benedicto, Jct N11-Escalante C Secondary Arterial
401 Negros Jct N400-Calatrava Secondary Arterial
405 Negros Bagawines (Vallehermosa)-Canlaon C-La Castellana- Secondary Arterial
La Carlota C-San Enrique
406 Negros La Castellana-Isabela-Hinigaran Secondary Arterial
410 Negros Kabancalan C-Candoni-Sipalay C-Basay-Santa Secondary Arterial
Catalina-Siaton-Dumaguete C

National Road
411 Negros Dancalan (Jct N410)-Cauayan-Sipalay C Secondary Arterial
415 Siquijor Siquijor Circumferential Secondary Arterial
420 Cebu Santander-Dumanjug-Toledo C-San Remigio-Bogo- Secondary Arterial
Sogod-Danao C
425 Cebu Cebu C-Adlaon-Talamban (Cebu Transcentral Secondary Arterial
Highway)
426 Cebu Lagtan (Jct N15)-Atlas Mining Town (Jct N16) Secondary Arterial
430 Mactan Mactan Circumferential Secondary Arterial
435 Bohol Bohol Circumferential (Tagbilaran C-Tubigon- Secondary Arterial
Clarin-Jetafe-Talibon-Trinidad-Ubay [Pitogo]-Jagna-
Loaya-Tagbilaran C)
440 Bohol Clarin-Carmen-Jagna (cross island link) Secondary Arterial
441 Bohol Trinidad-Carmen-Loay (cross island link) Secondary Arterial
442 Bohol Tagbilaran C-Panglao Secondary Arterial
450 Samar Allen-Catarman-Laoang-Gamay-Lapinig-Oras-Taft- Secondary Arterial
Borongan-Gen. MacArthur-Balangiga-Basey-
Dolongan/San Juanico Bridge (2 links)
455 Samar Wright-Taft (cross island link) Secondary Arterial
460 Leyte Palo-Capoocan (Lemon)-Ormoc C Secondary Arterial
465 Leyte Ormoc C-Merida-Palompon-Villaba-San Isidro- Secondary Arterial
Calubian-Leyte
466 Leyte Capoocan (Lemon)-Leyte-Biliran Secondary Arterial
470 Biliran Biliran Circumferential (Biliran-Naval-Kawayan- Secondary Arterial
Culaba-Caibiran-Biliran)
471 Biliran Naval-Caibiran (cross island link) Secondary Arterial
475 Leyte Himayagan-Silago/Abuyog Bdry Secondary Arterial
476 Leyte Calangkaan-Sogod-Padre Burgos-Maasin C Secondary Arterial
477 Leyte Bato-Bontoo Secondary Arterial
480 Palawan Bacum (El Nido)-Roxas-Puerto Princesa C-Narra- Secondary Arterial
Bataraza-Coral Bay
485 Palawan Island Bay-Quezon-Rizal (Marcos) Secondary Arterial
486 Palawan Quezon-Bahia Honda Pt Secondary Arterial
490 Camiguin Camiguin Circumferential Secondary Arterial
500 Mindanao Placer-Tandag-Lianga-Bislig C-Mati-Tagum C Secondary Arterial
501 Mindanao Surigao Wharf Road Secondary Arterial
510 Mindanao Ozamis C-Oroquieta C-Plaridel-Calamba Secondary Arterial
(Baliangao)-Sapang Dalaga-Rizal-Dapitan C
511 Mindanao Katipunan-Sindangan-Liloy-Siocon-Siraway-Sibuco- Secondary Arterial
Limasan-Zamboanga C
515 Mindanao Liloy-Ipil Secondary Arterial
520 Mindanao Marawi Lake Circumferential ARMM
530 Mindanao Cagayan de Oro C-Lumpia-Talakag-Pangantocan- Secondary Arterial
Maramag (Jct N23)
535 Mindanao Pangantocan-Kibawe Secondary Arterial

National Road
540 Mindanao Gingoog C-Villanueva Secondary Arterial
541 Mindanao Nasipit Wharf Secondary Arterial
550 Mindanao Cotabato C-Kalamansig-Maitum-Kiamba-Maasin- Secondary Arterial
Gen. Santos C
560 Mindanao Gen. Santos C-Glan-Balangonan Secondary Arterial
570 Mindanao Sulop/Malalag-Don Marcelino Secondary Arterial
580 Mindanao Koronadal C-Tacurong C-Datu Piang-Talayan Secondary Arterial
ARMM
590 Mindanao Isulan-Tacurong C-Mlang-Makilala (Kidapawan) Secondary Arterial
591 Mindanao Mlang-Matalam Secondary Arterial
600 Basilan Maluso-Isabela C-Lamitan Secondary Arterial
610 Samal Samal C-Kaputian Secondary Arterial

4
N1 is also known as Asian Highway No. 26 (AH26).
Appendix F

Proposed Road Re-Classification: Planning Service of DPWH and Project Development Services of DILG

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Proposed Road Re-Classification: Planning Service of DPWH and Project Development Services of DILG

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PROPOSED ROAD RE-CLASSIFICATION

Final Position Paper

Planning Service of DPWH and Project Development Services of DILG

Appendix A: Population Data by City (2000 census).....23

Proposed Road Re-Classification Page i

New Functional Classification Criteria

- Connects Major Ports and Ferry Terminals to Primary Arterial Roads

- Roads within the Poblacion

Proposed Road Re-Classification Page ii

Proposed Re-classification of the Existing National Road Network

Proposed Road Re-Classification Page iii

The advantages of the new classification are:

Proposed Road Re-Classification Page iv

Proposed Road Re-Classification Page 1

Proposed Road Re-Classification Page 2

Proposed Road Re-Classification Page 3

Proposed Road Re-Classification Page 4

Provincial Roads (Local Roads)

Municipal and City Roads (Local Roads)

Barangay Roads (Local Roads)

Proposed Road Re-Classification Page 5

A Provincial Capital is usually the seat of the provincial government.

Major National Government Infrastructure includes permanent military installations,2

Proposed Road Re-Classification Page 6

A Municipality is an administrative unit governed by a Mayor and administered in accordance

Proposed Reclassification of the Existing National Road Network

Proposed Road Re-Classification Page 7

Proposed Road Re-Classification Page 8

The summary of these consultations is as follows:

Generally positive attitude to changes regarding transfer of existing National Roads to

Proposed Road Re-Classification Page 9

Proposed Road Re-Classification Page 10

Proposed Road Re-Classification Page 11

Proposed Road Re-Classification Page 12

Urban National Roads (NR), March 2006 (km)

Proposed Road Re-Classification Page 13

5.1 Current Legislation

5.2 Moratorium on Reclassification

Proposed Road Re-Classification Page 14

1. Abra 11. Ifugao

In deciding on possible National Government compensation, the views of PEAP as expressed in

Proposed Road Re-Classification Page 15

5.5 Condition of Roads upon Transfer

Proposed Road Re-Classification Page 16

5.6 Road Right-of-Way Documentation

5.7 Responsible Agencies for the Functional Classification

Proposed Road Re-Classification Page 17

Proposed Road Re-Classification Page 18

6.2 Route Numbering Criteria

6.2.1 General Policy

N = National Road O = Other Roada

Proposed Road Re-Classification Page 19

6.2.2 Specific Policies for Administrative Classes

Proposed Road Re-Classification Page 20

Provincial, City/Municipal Roads, Barangay and Other Roads

Proposed Road Re-Classification Page 21

ROAD RE-CLASSIFICATION ACTION PLAN

Status as of May 31, 2006

RSC RIMSS Steering Committee

Proposed Road Re-Classification Page 22

POPULATION DATA BY CITY

City Population City Population

Proposed Road Re-Classification Page 23