REPUBLIC OF THE

PHILIPPINESPROVINCE OF
ALBAYMUNICIPALITY OF TIWI

2020
TRICYCLE ROUTE PLAN

AUTHOR: ENGR EDMUND C. DANTES- MUNICIPAL PLANNING AND DEVELOPMENT COORDINATOR

 TABLE OF CONTENTS

1. INTRODUCTION

1.1 Rationale
1.2 Legal Framework and Composition of Tricycle Task Force
1.3 LGU Brief History
1.4 Geographical Location, Land area, and Political Subdivision

2. STUDY AREA / CORRIDOR

2.1 Population Trends

2.2 Educational Facilities and Enrollment
2.3 Employment
2.4 Housing
2.5 Commercial and Industrial Establishments
2.6 Transport Corridors and Facilities
2.7 Spatial development Framework

3. EXISTING ROAD CONDITIONS AND PUBLIC TRANSPORT ROUTES

3.1 Existing Road Network

3.1.1 Road Kilometerage by type of roads
3.1.2 Road Map

3.2 Public Transport Routes and Operators

3.2.1 List of authorized routes and number of units per mode type.
3.2.1.1 Within LGU: Fixed Routes
a. Tricycle
b. Pedicab
c. Route Map by Mode/Route (by TODA, if tricycle.etc.)

4. ASSESSMENT OF EXISTING TRICYCLE AND PEDICAB OPERATIONS

4.1 Public Transport Performance by Route (Actual)

4.1.1.1 Within LGU:
a. Tricycle
c. Pedicab
d. Designated Route Map
e. Consolidated Route Map
f. Location of Terminals (Map)

4.2 ANNEX
1. INTRODUCTION

1.1 Rationale

Pursuant to DILG Memorandum Circular No. 2020-036 dated February 17,

2020, pronounces that all tricycles, pedicabs and motorized pedicabs are prohibited
from operating on national highways. Thus, the LGU Tiwi thru the Tricycle Task Force
(TTF) crafted the Tricycle Route Plan (TRP) to address said law. The TRP is a
schematic map detailing all the location of tricycle terminals and tricycle routes
authorized by the LGU; the national highways within the area of jurisdiction of the LGU
which is utilized by 4-wheel vehicles greater than 4 tons and where normal speed
exceed 40hp; and portions of the national highway to be allowed use by tricycles for
lack of alternate routes. Also, the TRP detail the following, among others; a) Installation
of visible and appropriate signages, marks for lanes and other safety features to guide
and protect all vehicles utilizing the highways; b) Information dissemination plans to
raise awareness among residents and other motorist about the new tricycle routes and
the portions of national highways to be traversed by the tricycles for lack of alternate
routes; c) Color-scheme or any visible emblem/sign imposed on tricycles which are
allowed to ply a route which traverse a national highways; and d) proposed penalties to
be imposed on violators. The LGU, thru the MLGOO are mandated to submit a report
and a copy of the TRP to the DILG Provincial Office as integral to the assessment and
validation of the compliance of every LGU to MC 20202-027. This plan is geared
towards the attainment of the vision, mission and goals of the locality as articulated by
its tagline/ battle cry “TIWI ASENSO! Matanos na Pag-gobierno asin Marhay na
Serbisyo, Responsible asin Disiplinadong Ciudadano. Banwaang Maogma,
Matoninong asin Progresibo.”

Considering the commitment of the executive and the legislative to further the
development of the locality as captured in the herein attached TRP document, the LGU
is pretty optimistic that it will certainly meet the targets and objectives of the
administration within its tenure as elected officials of the municipality

2.1 Legal Framework and Composition of Tricycle Task Force (TTF)

Accord to the aforementioned Memorandum Circular, there is a need to create

the Tricycle Task Force to supplement the LGU Tiwi Public Transport Committee. Said
team shall be organized through an Executive Order, and shall be tasked to craft the
Tricycle Route Plan (TRP) for the municipality of Tiwi, which shall precede and from
which shall be anchored all local policies and ordinances pertaining to tricycles,
pedicabs, and motorized pedicabs operations for which is under the jurisdiction of the
municipal government to regulate per RA 7160.
The TTF team was therefore created and is composed of the following:

EXECUTIVE ORDER No.___ Series of 2020

SECTION 1. Creation and composition of the Tricycle Task Force (TTF) is hereby
created to be composed of the following;

JAIME C. VILLANUEVA
Chairperson- Municipal Mayor

PCPT JOENEL C. MORATALLA

Vice Chair- PNP Chief

Member- Head of tricycle regulatory

ENGR EDMUND C. DANTES board
Member-MPDC
Member-Head of Traffic and Mgt Office
JOVITO C. CODERIS
Member-ABC President Member-LTO Representative

Member-LTFRB Representative
MANUEL DAMO-DRRMO
Member-Head of Public Order & Safety Member-LGU Operation Officer

SECTION 2. Secretariat- In the performance of its functions, the committee shall

be assisted by a Secretariat to be headed by:

MANUEL S. DAMO
MDRRMO

SECTION 3. DUTIES AND FUNCTIONS

The Task Force shall have the following responsibilities;

1) Conduct meetings, public consultations and hearings with stakeholders. And

survey/ocular inspection of the zone/areas of the tricycle operation with special
focus on the following:
a. Rationalizing the authorized routes of all tricycles and pedicabs to ensure
that they are banned from national highways;
b. Identification of national roads within the area of jurisdiction of the LGU;
c. Determination of the portions of the national highways presently used or
proposed to be traversed by tricycles only if there are no alternative routes
available.
2) Draft the Tricycle Route Plan (TRP)-within 30 days from the issuance of this
memorandum, the committee shall come up with a TRP which shall be the basis
 of a subsequent ordinance. The TRP shall contain the following, among the
others;

A SCHEMATIC MAP clearly showing the following;

a. all the location of tricycle terminals and tricycle routes authorized by the
LGU;
b. the national highways within the area of jurisdiction of the LGU which is
utilized by 4-wheel vehicles greater than 4 tons and where normal speed
exceed 40hp; and
c. portions of the national highway to be allowed use by tricycles for lack of
alternate routes. Also, the TRP detail the following, among others;

The TRP shall also detail the following, among others;

a) Installation of visible and appropriate signages, marks for lanes and other
safety features to guide and protect all vehicles utilizing the highways;
b) Information dissemination plans to raise awareness among residents and
other motorist about the new tricycle routes and the portions of national
highways to be traversed by the tricycles for lack of alternate routes;
c) Color-scheme or any visible emblem/sign imposed on tricycles which are
allowed to ply a route which traverse a national highways; and
d) ) proposed penalties to be imposed on violators.

The task Force of adjoining LGU traversed by the same national highway
shall coordinate among themselves to come up with coherent TRPs.

e) Speed limit enforcement on national highways;

LGUs must, in the interim, enforce the appropriate speed limit on the
portion of the national highway where the tricycles are allowed, in
accordance with R.A. 4136 and JMC 018-001.

SECTION 4. Meetings and Quorums – Considering the urgency in the crafting of

the TRP the committee shall meet once every week or on such dates at the call of the
chairperson. Any member of the committee may however request for a special meeting,
subject to the approval of the majority of the members. A majority of the members
present in the meeting shall constitute a quorum to validly conduct business. Within ten
(10) days from the issuance hereof, the committee shall first convene to commence
their assigned task as provided hereof.

SECTION 5. Period of validity of the TRP

All TRPs shall be valid only for two (2) years from the issuance of the memorandum,
thereafter, LGUs are expected to have constructed the necessary infrastructures under
ll(C)
 SECTION 6. Target date of Completion- The committee is hereby required to
complete the crafting of the TRP not later than April 30, 2020, where on such date, the
TRP shall be endorsed already for adoption to the Sangguniang Bayan. Pursuant
hereto, the committee members and the TWG who are employees of the LGU Tiwi shall
prioritize the accomplishment of their assigned task herein on top of their other regular
duties and functions.

SECTION 7. Funding – The funds required for the operation of the Committee
shall be drawn from the current appropriation of the municipal Mayor’s office.

Section 8. Repealing Clause – All orders, memoranda, rules and regulations, or

parts thereof that are inconsistent with this Executive Order are hereby repealed or
modified accordingly.

SECTION 9. Separability Clause- If any provision or part hereof is held invalid or

unconstitutional, the remainder of this Executive Order not otherwise affected shall
remain in full force and effect.

SECTION 10. Effectivity – This Executive Order shall take effect immediately
upon the signing of the undersigned and shall remain in full force unless otherwise
revoked or cancelled or until the accomplishment of the purposes of this issuance.

March 5, Year of our Lord, Two Thousand Twenty

JAIME C. VILLANUEVA
Municipal Mayor

1.3 LGU Brief History

 Originally named Tigbi by the Spanish colonizers, this quaint little town wasoncea
barrio of Malinao, Albay in the late 1600s. The town took its name from the Bikolano
term for a taro-like plant called tigbi that grew abundantly in the area. The name was
then shortened to simply Tibi. However, the Spanish changed the name to Tivi because
they were unable to pronounce the name correctly. After becoming a fully recognized
town in 1696, the name Tivi was finally changed to Tiwi.

Legend has it that long before the establishment of the municipality by the
Spaniards, the hills of Brgys. Bolo and Putsan formed a small islet. A volcanic
eruption from the now dormant Mount Malinao filled up the part of the ocean that
connected the hills of Bolo and Putsan to the mainland of Luzon. There is,
however, a lack of geologic data to prove this legend, apart from extracted sand
from the geothermal drillings in the barangay of Cale and the current sea level of Tiwi.

1.4 Geographical Location, Land Area and Political Subdivision

The municipality of Tiwi is a first- class municipality situated at the eastern coast
of the Bicol Region directly facing the Lagonoy Gulf. Tiwi is one of the thirteen
municipalities and three (3) cities in the province of Albay. The municipality lies within
13°27’32.40” North latitude, 123°38’58.80” east longitude (Local Government Unit &
Woodfields Consultants, Inc.,2013), and is located at the Northeastern part of the
province. Tiwi is bounded by the Municipality of Sagñay, Camarines Sur in the north;
the Municipality of Malinao in south; by the Municipality of Buhi in the west; and
Lagunoy Gulf in the east.

The total land area of the municipality is 10,305.78 hectares (CAD-1332-D,

2013). Municipal disputes over land area exist with Malinao (Albay) and Buhi
(Camarines Sur). Boundary disputes exist between barangays of the Municipality
of Tiwi (total of 123.61 has.), between Tiwi and Malinao (3.33 sqkm), and
between Tiwi and Buhi (15.326 sq. km)

The municipality is divided into 25 barangays, all of which are rural barangays
except Tigbi, which is an urban barangay. Twelve barangays are
coastal barangays: Bariis, Baybay, Bolo, Dapdap, Joroan, Lourdes, Maynonong,
Mayong, Misibis, Naga, Putsan and Sugod. Four barangays are being proposed
for reclassification as urban: Nagas, Cale, Naga and Joroan. Sixteen barangays
are geothermal barangays, i.e., beneficiaries of electric subsidy: Bagumbayan,
Bariis, Biyong, Cale, Cararayan, Joroan, Libjo, Libtong, Lourdes Maynonong,
Misibis, Naga, Nagas, Putsan, San Bernardo and Sogod.

The municipal coastline is 17.289 km long. Coastal waters of the municipality

cover 202.51 sq km and which are part of the Lagonoy Gulf. The Corangon
Marine Fishery Reserve and Sanctuary that covers 21.6 sq km is an area of rich
biodiversity.
2. STUDY AREA/ CORRIDORS

2.1 Population Trends

The municipality of Tiwi has a total population of 53,120 in 2015. The

provincial population is 1,244,398 which is 20 times larger than the municipal
population (PSA 2015). The highest population in the municipality is in Barangay Cale
with 5,557 comprising 10.5% of the municipal population, whereas Barangay
Maynonong has the least population with 824 or 1.56%.

2.2 Educational Facilities and Enrollment

The municipality of Tiwi has a total of 31 schools and 28 daycare centers

(DCCs). There is at least one daycare center catering to 2 to 5 years old in each
barangay. The DCCs can accommodate up to 15 students for each of the morning
and afternoon sessions. They also serve as venues for feeding
programs and as evacuation centers during disaster events.

Additionally, there are two pre-elementary schools, 23 elementary schools, four high
schools, and two colleges in the municipality. The two private
pre-elementary schools (Our Lady of Salvation and Spectrum Learning Center)
are both located in the Poblacion (Brgy. Tigbi). Only three barangays in the
municipality--Coro-coro, Gajo and Oyama--do not have an elementary school. The
students from these barangays just attend school in the adjacent barangays,
specifically in the nearby Tiwi Central School. Meanwhile, three public secondary
schools can be found in Brgys. Bagumbayan, Joroan and Naga while one private
high school is in Brgys. Tigbi. Tiwi Community College and Our Lady of Salvation
College, the schools offering tertiary education, are both located in the Oyama
Libtong-Tigbi area. According to the current enrollment data, there are a total of
8,606 elementary students, 295 teachers and 248 classrooms in Tiwi. A teacher in
the primary level handles an average of 29 students while a classroom
accommodates about 35 pupils. In the secondary level, there are 3,958 enrollees,
164 teachers,and115 classrooms in public high schools. The teacher-student ratio
(TSR)at the secondary level is 1:27 while the classroom-student ratio (CSR) is 1:39.

Meanwhile, there is a combined total of 1,485 students from the two higher
learning institutions in Tiwi. Currently, there is a total of 47 teachers and 26
classrooms. The TSR is recorded at 1:32 while the CSR is 1:57.

2.3 Employment

The employed population includes members of the labor force who are recorded as
either working or self-employed. Those persons who have worked at least one hour
during the period in reference are likewise considered employed. The unemployed
includes members of the labor force who are “(1) without work; and (2) currently
available for work; and (3) seeking work or not seeking work because of the belief
that no work is available, or awaiting results of previous job application, or because
of temporary illness or disability, bad weather or waiting for rehire or job recall.”
(PSA, 2005) The total number of employed persons over the total number of
persons in the labor force is referred to as the employment rate. Unemployment rate
on the other hand, is the proportion of the unemployed over the total number of
persons in the labor force.

Employment Rate

Employment rate refers to the number of the employed over the total number of
members of the labor force. There is a high rate of employment in the Philippines
and in the Bicol region, which is at 94.3% and 96% respectively (PSA, 2016).

The municipality of Tiwi has a high employment rate as well, at 95.6%. Of the 25
barangays, Cale has the highest number of employed members. Around 1,439
workers out of the total of 1,471 total labor force population of the barangay,
97.82%, are from Barangay Cale, the most populous barangay of the municipality.
There is an abundance of retail and trade businesses, mostly sari-sari stores in this
barangay, which provide income for the households. Moreover, Barangays Cale
and Naga are both sites of geothermal operations. Hence, there are a lot of job
opportunities for the locals in the said barangays

There is a high rate of employment in the barangay of Sogod, with 124%, which
means that the number of employed members of their barangay is more than the
total labor force of Sogod. There are discrepancies with the data provided by the
CBMS survey which resulted to Sogod having more than 100% employment rate.
Barangay Biyong has the lowest rate of employment with around 79% employed
members from its total labor force.

Nature of Employment

There are different natures of employment which involve the members of the labor
force. Employment can be classified as permanent, short-term or casual/seasonal,
and varying jobs (day-to-day or week-to-week). The distribution of workers per
barangay is shown in Table 3.7.4 below. Among the employment classifications,
there are more permanent and seasonal/short-term laborers than workers employed
under different jobs on a day-to-day or week-to-week basis.

More than half of the population (51.47%) of employed laborers in Barangay Nagas
are working in a short-term, seasonal or casual jobs. Barangay Coro-coro also has
503 workers are working short-term jobs, out of the total number of 937 employed
laborers in the barangay. The barangay of Belen has the most number of laborers
who are working different jobs on a day to day or week to week basis, with 95
laborers out of 527 employed workers. San Bernardo on the other hand, has the
lowest number of workers who work different jobs on a day to day or week to week
bases, with only 9 workers out of a total of 527 employed workers. Barangay Cale
has the lowest percentage of short-term employment with only 20.33% or 297
workers out of 1461 employed laborers, since most of its employed laborers are
currently working in permanent jobs. This is also the same with the situation of
Barangay Naga, with 72.6% of its total workforce in permanent positions/jobs.
These barangays have more stable and permanent working conditions than the
other barangays. Most households in these barangays are engaged in crop farming
and gardening, manufacturing and wholesale and retail trade.

2.4 Housing
2.4.1 Tenure Status

Current data shows that almost all households in Tiwi own the lots and housing
units they occupy. Ownership of lots and house has significantly increased in
recent decades, from only 63.56 percent in 1980 to 91.49 percent in 2015
(Figure 1-18). The number of households that occupy lots and housing units
without the consent of the owner, on the other hand, has dropped from a relative
high of 17.01 percent of the households in 1980 to a 2.98 percent of households
in 2015.
4.2 Construction Materials of Roofs and Walls

Recent data also reveal that 46.70 percent of the households in Tiwi have
housing units that are made of strong materials (Figure 1-19). Almost a quarter
have roofs and walls made of light materials while a few have mixed but
predominantly strong housing units. A small percentage have housing units made
with mixed but predominantly light materials. The rest of the households have
housing units constructed from makeshift or salvaged materials or are built with other
materials.

1.7.4.3 Informal Settlements

According to the CBMS 2014 data, there was a total of 685 households living in
informal settlements in Tiwi. This accounts for about 6.47 percent of the
households included in the CBMS. The largest number of informal settlers can be
found in Brgy. Naga. However, among the barangays, the highest percentage of
households living in informal settlements are in Brgy. Dapdap, accounting for a
third of its total number of households (Table 1-19).

Interviews suggest that most of the informal settlements in the municipality are
situated within lands that are owned by the National Power Corporation (NPC).
1.7.4.4 Access to Water

Current data from ELA shows that the households in Tiwi have access to water
through Level 1, 2 and 3 facilities as well as improvised springs. About 11.76
percent of the households tallied by ELA in Tiwi get water through a Level 1
water facility. This refers to a protected well or a developed spring with an outlet
but with no distribution system. Level 2 water facilities, meanwhile, are utilized by
the majority of the households in the municipality according to the ELA data. These
are piped systems with communal or public faucets serving four to six households
within 25 meters. The ELA data also reveal that 1 out of 3 households in Tiwi use
Level 3 water facilities to obtain water. These are fully reticulated systems with
individual house connections. Aside from these facilities, there is also a small
number of households that use improvised springs to obtain water. This alternative
source of water is available in 12 of the 25 barangays in Tiwi
2.5 Commercial and industrial Establishment

The main manufacturing industries in Tiwi are related to ceramics and

abaca production. The municipality has been known as the seat of Albay’s
pottery industry. Clays collected from Bolo-Putsan Hill are made into pots,
jars, lamps, and decorative ornaments that are exported to different parts
of the country and abroad. In 2013, Tiwi was hailed as the second top
abaca producing municipality in the province. Abaca is usually woven into
sinamay, a high-quality fabric that can be further processed into mats,
shawls, sombreros, and other products. Twisted abaca fibers known as
gabod that are used for furniture and decorations are also produced.

The municipality is also known for the Tiwi Geothermal Power Plant that
serves as a source of renewable energy for the Luzon Grid. With an
installed capacityof234MW, it has helped decrease the energy and
production costs for different economies. The electricity industry is led by
the Albay Power and Energy Corporation (APEC). APEC supplies the
electricity needs of Tiwi. Meanwhile, the gas industries are mostly
composed of gas stations that provide gasoline and other fuels for vehicles
and household utilities.

The construction industry generally deals with providing construction

materials such as cement, hollow blocks, and steel cables. These materials
are usually produced from the raw goods obtained from quarrying. Other
establishments that are related to the secondary economic sector include
cafes, bakeries, and wig production stalls.

2.6 Transport Corridors and Facilities

The municipality of Tiwi is accessible through several modes of

transportation. This includes boats, buses, jeepneys, vans, tricycles and
pedicabs. There is no airport located within the municipality’s
vicinity. The nearest airport is the Legazpi Airport situated in Legazpi City
and is accessible via land transport. Legazpi-Manila flights take an hour on
the average. Tiwi can be reached from the Legazpi airport in approximately
an hour. The nearest port from Tiwi is the Tabaco International Port (TIP).
The port is an alternative point of access to the municipality.
There are different types of vehicles that are used for public transportation
in the municipality. The transportation sector of Tiwi consists of units of
buses, jeepneys, tricycles, pedicabs, and habalhabal. The last four (4)
modes mentioned are forms of transport known as paratransit.
Paratransit is a specialized, door-to-door transport service where vehicles
have no definite routes(Mooney, 2017). This form of transport aims to
supplement the areas not served by the fixed routes of
buses. There are four bus companies that pass through Tiwi namely
Superlines, St.RafaelTransport Lines, Bicol Isarog, and Antonina Line that
services the municipality particularly for long trips. Habal-habal is an
indigenous means of transportation usually used in far-flung barangays
where jeepneys and tricycles cannot stand the rough, steep terrain and
narrow roads(GMA News Online, 2013). This is particularly used in Tiwi to
reach households in the uplands.

Currently, there is no registration policy regarding habal-habal operations

and ultimately makes it impossible to set a definite route for this mode,
making it a form of paratransit.

Aside from the habal-habal, the local modes in the municipality consisting
of jeepney, tricycle, and pedicab (padyak) are also considered as forms of
paratransit. They are used by commuters for short-range trips. There are
197 registered tricycle units by the second quarter of 2017, whereas the
total number of registered pedicab units is 139 (MunicipalTreasurer’sOffce,
2017).

There are terminals of UV Express vans, jeepneys, and tricycles in

barangay Tigbi. Currently, the jeepney terminal services an average of 50
jeepneys daily which includes trips from Barangay Joroan to Legazpi City.
The UV Express offers rides to and from Legazpi City and Tabaco City.

There are two designated terminals for tricycle units in the municipality.
These are the PARADA 4 and PARADA 5 which are designated terminals for
different barangays. The lowland barangays are serviced by units registered
under PARADA 4 and the upland barangays are serviced by tricycles of
PARADA 5. The minimum tricycle fare ranges from PhP10.00–PhP15.00,but
rates may vary depending on the agreement between the driver and the
passenger. The minimum fare for a single-person habal-habal ride is Php
20.00 but is cheaper if two passengers will share a ride at PhP15.00each.

2.6.1 Waiting Sheds

There are 17 waiting sheds in Tiwi. Most of these sheds serve as loading and
unloading zones for tricycles, habal-habal, and padyak. Residents also use
these infrastructures as protection from the sun’s rays and intense rainfall, and
sometimes as a hangout place. Almost all waiting sheds in the municipality are
made of concrete. Others are made of improvised materials such as nipa and
bamboo. Concrete waiting sheds are more permanent structures, and may not
need much repainting and maintenance
3.1.4. Terminal Facilities

Transport terminals in Tiwi are located in Brgys. Tigbi, Cale and Libjo (Table 1-
16). A greater demand for mobility is needed in these areas due to higher
population concentrations A total of 15 terminals for different transportation
modes cater to residents and other passengers in Tiwi. These modes are: buses,
jeepneys, tricycles, padyak, habal-habal and UV Express vans. Twelve of the
 fifteen transport terminals are situated in Barangay Tigbi, mostly around the
public market. It may be noted that there are no physical structures (other than
the roads or roadsides) serving as transport terminals for paratransit vehicles in
Tiwi. Most terminals can only be distinguished by queues of designated vehicles.
Among all transport terminals in Tiwi, the Legazpi-Tiwi UV Express Operators
and Drivers Terminal is the only terminal with a facility.

2.7 Spatial Development Framework

2.7.1 Preferred Development Thrust

The chosen development thrust identifies the kind of development the

municipality wishes to pursue and that will drive and guide its long-term
socioeconomic development. Three development thrust options have been
identified based on sectoral studies, vision-reality gap analysis, summative
situational analysis and CCA and DRR mainstreaming. The identified
thrust options are consistent with the municipal vision and goals and/or
objectives. The preferred development thrust for the locality is the Pursuit
of agro fishery, industrial and eco-tourism development.
2.7.2 Spatial Translation of Preferred Development Thrust

The local government tried to articulate the preferred development thrust in

terms of translating it spatially over the municipal territory. As shown in
Figure 2-13, it has divided the town into four development zones, namely,
north coast, central, urban and southern development zones. The north
coast zone is composed of Brgys. Lourdes, Bariis, Joroan, Maynonong,
Misibis, Dapdap and Mayong. Brgy. Joroan is proposed as a new
development and satellite administrative center that will compliment Brgy.
Tigbi and its Central Business District (CBD).The north coast zone’s main
potentials are agro-forestry, fishery (tuna), ecotourism and beach resorts,
and cultural and religious tourism (Figure 2-14)
One disadvantage of the strategy is that it can lead to increased population
density that in turn can lead to traffic congestion and overload in the
functioning of other infrastructures and utilities as well as to greater hazard
to the health and safety of residents. Focusing on the eastern section of the
town will also neglect the development of northern barangays that at present
are already experiencing higher poverty levels and other social and
environmental vulnerabilities.

2.7.3 Linear-Urban Development

The linear-urban development strategy, otherwise called the ribbon

development strategy, is also applicable to the town considering that its
mobility is dominated by the National Road passing through its CBD and
traversing the coasts of all the northern barangays. Along the highway,
minor nodes may be developed in, say, Brgys. Nagas, Naga, Sogod, Lourdes,
Joroan and Misibis (Figure 2-19).
One advantage of the strategy is that it is simple and efficient if planned for
affordable public transport especially considering that the highway is wide, well
constructed and traverses most barangays. The minor nodes can also lead to
the development of barangays traversed by the highway. Focusing on the
coastal areas can enhance tourism and fishery development and minimize
population intrusion into the steep and forested parts of the town.
One disadvantage of the spatial scheme is that it will not spread development to
other low-lying and developable parts of the town such as those around the CBD
and southwest of the coastal barangays. Like the trend expansion strategy,
there is no conscious effort to create a minor mode that will serve as a satellite
administrative center that in turn will spur development in the more depressed
northern barangays. A third drawback of this scheme is that continued focus on
one major artery can lead to traffic congestion, increased air and noise pollution
and high cost of road maintenance. A fourth disadvantage is that the scheme
focuses development on coastal areas that are exposed and more vulnerable to
flooding, storm surge, tsunami and sea level rise hazards.

2.7.4 Bi-Nodal and Quadri-Zonal Development

The bi-nodal and quadri-zonal development strategy is characterized by the
development of two development nodes in Brgy. Tigbi and Brgy. Joroan but with
greater focus on the minor center of the latter barangay following the intention of
spreading development in the more lagging northern section of the town.
Considering the elongated coastline of Tiwi, the northern mountainous barangays
which are far from the CBD are usually accorded less priority in the provision of
services by the municipal government. The development of the minor node in
Brgy. Joroan will provide a catalyst that will spread development to the more
depressed neighboring barangays. Four development zones have also been
identified by the LGU for the purpose of achieving spatial balance in the
development of the town (Figure 2-20).
One advantage of the strategy is that it will make the local government pay
attention to the more depressed northern barangays through the development of
a satellite administrative center from which development impulses will be spread
quickly to the lagging areas. The strategy, which is also known as dispersed
concentration, will help decongest the central urban area towards a new urban
center in the north. With its consideration of four development zones that were
identified in the spatial articulation of the development thrust, the strategy will
achieve an even spread of development over the whole municipal territory
especially as development of the potentials of each zone will now be given closer
attention.
A downside to the implementation of the strategy would be the need for
substantial funding for the many programs and projects that need to be
implemented in the development of the new development node in Brgy. Joroan
as well as the development of the depressed northern barangays under its
influence.
3.0 EXISTING ROAD CONDITIONS AND PUBLIC TRANSPORT ROUTES

3.1 Existing Road Network

The municipality’s transportation system is recognized as an important

component for economic development in terms of providing the means of access
to land where citizens participate in the important day-to-day activities that define
their quality of life. Therefore, it is important to properly plan an adequate
transportation system that provides the means for people, goods and information
to circulate within and beyond the planning area. This will also contribute to the
invigoration of the area’s economy and socio-cultural life.

3.1.1 Road Network

Tiwi has one major National Road which traverses the Malinao-Tiwi boundary to
the Tiwi-Sagnay boundary. Its total road length is 19.50 kilometers, with a width
of 15 meters. The National Road is paved and parts of it are either concrete or
asphalt. Seventy percent or 13.65 kilometers of the total road pavement is
asphalt. The remaining 30 percent or 5.85 kilometers is concrete (Figure 1-15).
A total of 12 municipal roads are used in Tiwi, all of which are located in Brgy.
Tigbi (Table 1-13). These roads have an average length of 0.36 kilometer, and
an average width of 4.83 meters. The longest municipal roads are Arellano Street
and San Lorenzo Street, both with a length of one (1) kilometer. Barlin Street is
the widest road, with a width of six (6) meters. All municipal roads are concrete
paved.

There are 65 barangay roads in the municipality with a total length of 30.086
kilometers. These road links have an average length of 0.463 kilometers, and a
weighted average width of 5.96 meters. Most (92 percent) of barangay roads are
concrete pavements, the remainder are dirt roads. (Table 1-14)

3.1.2 Bridges

There are 23 bridges located in 12 barangays of the municipality. All are concrete
and are generally in good condition. Most bridges are built along the National
Road, with portions of rivers or creeks traversing underneath. The longest bridge
is Sugod Bridge, with a length of 70 meters. The widest bridges are Misibis
Bridge 1 and Mayong Bridge 1, both with a measured width of 15 meters each.
Most bridge in the municipality have a carrying capacity of 10 tons. Naga Bridge,
Bolo Bridge, Baybay Bridge and Nagas Bridge can only carry up to 5 tons of load
(Table 1-15).
3.2 Public Transport Routes and Operators

3.2.1 List of authorized routes and number of units per mode type:

Item PUV Transport Rout No. of

No. Description e No. Operator Authorized Route units Remarks
Within LGU: Fixed Routes
  A. Fixed Routes          
Superlines, Buses frequency
St. Rafael depends on the season
Transport
Lines, Bicol
1 Bus/Mini Bus 1 Isarog, Tiwi-Manila vice versa 5
Antonina
Line, and St.
Jude

2 UV 1 UV Express Tiwi-Legaspi vice versa    

3 Jeepney/Filcab
4
Tricycle/Pedicabs /
Motorized Pedicabs
1 Tiwi-Malinao-Tabaco VV    
2  TIMATAJODA Joroan-Tabaco VV 2  
3 Tiwi -Tigaon VV 1  
1 Tigbi-Baybay-Bolo VV    
Tigbi-Cararayan-Cale-
3&4- Bugsok- Ugong-
2 Putsan-Nahulugan-
Naga-Lower Sugod
TITODA/Padjak (vice versa),    
Operators

Tigbi-Cararayan-
3 Naga-Lower Sugod-
Sugod Housing -
Lourdes-Bariis- Joroan
(vice versa)    
B. Non-Fixed Routes
1 Bus/Mini Bus 0        
2 UV 0 UV Express      
3 Jeepney/Filcab   TIMATAJODA      
4 Tricycle   TITODA     Rental
5 Trisikad/Padjak/Pedicab          
             
C. Touching LGU:
1 Bus/Mini Bus 1   Manila-Tiwi 1 Cagsawa
2 UV 0 UV Express      
3 Jeepney/Filcab 1 TIMATAJODA  Tabaco-Tigaon VV 1  
4 Tricycle 0        
5 Trisikad/Padjak/Pedicab 0        
 Currently, the TITODA (Tiwi Tricycle Operators and Drivers association)
has three existing routes with respective terminals. The route 1 covers the
Tigbi-Baybay-Bolo (vice versa), route 2 covers the Tigbi-Cararayan-Cale-3&4-
Bugsok- Ugong-Putsan-Nahulugan-Naga-Lower Sugod (vice versa), and route 3
covers the Tigbi-Cararayan- Naga-Lower Sugod- Sugod Housing - Lourdes-
Bariis- Joroan (vice versa). These transport routes are vital in transporting
students, employees, and all passengers whose mode of transportation relies
only on tricycles. These tricycles are allowed to ply according to their
designated routes in the municipality and were not banned from national
highways. It is common to see them using major roads since some of their
destinations can only be reached thru the national highways. PUJs and Utility
Vans offer trips from the CBD nearby towns such as Tigaon, Malinao,Tabaco,
Legaspi and Naga thru their respective associations. Sometimes, their viability
is compromised by the huge volume of habal- habal that provide them stiff
competition. There are four bus companies that pass through Tiwi namely
Superlines, St. Rafael Transport Lines, Bicol Isarog,St. Jude and Antonina Line
that services the municipality particularly for long trips. The approved routes
for Tricycles, PUJs and Van are as follows:

A. Tricycles (TITODA)

Public Utility Van Express lying form Tiwi-Legaspi vice versa,

Tricycles plying at various barangays,

B. Trisikad/Padjak/Pedicabs/Motorized Pedicabs

Tricycle/Pedicabs Existing Routes

4.0 ASSESSMENT OF EXISTING PUBLIC TRANSPORT OPERATIONS

4.1 Public Transport Performance by Routes

Ite
Jeepneys /
m Description Bus UV Tricycle Pedicabs
Filcab
No
Tiwi- Tiwi-Malinao-
Actual route alignment Tiwi-Leg V-V Wthin LGU within LGu
1 Cubao/Pasay Tab V-V
Actual No. of Units
2 operation/day 5 units 15 units 62 units 240 units 400
Actual No. of hours in
3 operation/day 24 hrs 15 hrs 15 hrs 15 hrs 24 hrs
4 Average travel speed 80 km/hr 60 km/hr 60 km/hr 40 km/hr 10 km/hr
5 Terminal waiting time 4 hrs 15 min 15 min 15 min None
6 Ave, No. of round- trips/day 1 trip/day 1.5 1.5 2 15
7 Ave. daily load factor 100% 100% 100% 100% 100%
8 Average seating Cap 45 pax/Bus 17 pax 22 pax 6 pax 2 pax
9 Route Map See route map See route map See route map See route map See route map

4.2 Passenger Demands Estimates

Item Jeepneys Tricy/

Description Bus UV Pedicabs
No /Filcab Pedicabs
Passenger Origin Tiwi- Tiwi-Malinao-
Tiwi-Leg V-V Within LGU Within LGU
1 -Destination patern Cubao/Pasay Tab V-V
Ave. pax vol.per route
2 section/day 450 765 4,092 2,880 1,600
3 Passenger load profile          
4 Consolidated Maps See route map See route map See route map See route map See route map
5.0 Public Transport Issues and Problems
5.1 Public transport Issues/Problems

5.1.1. Statement of the Problem

An analysis of the municipality’s strengths, weaknesses, opportunities, and

threats (SWOT) analysis was undertaken to clearly understand the internal and external
challenges faced by the municipality in relation to transport as well as the internal and
external advantages that the municipality has.

The information generated by the SWOT analysis adds to the body of evidence that
was used as basis for the identification of appropriate interventions that are envisaged
to address the municipality’s transport challenges in the short, medium, and long terms.

ASPECT DESCRIPTION
STRENGTHS  Wide roads and right of ways in the Urban areas
 High percentage of concrete/paved roads. Relatively flat ground
 Most major roads are lighted
 2018 CBMS/ PSA Census Results (Transport)
 New political leaders (New ELA)
 Availability of secondary data and trained personnel
 Supportive business sector
 Economic hub (Transportation)
 Updated tax code implemented
 New CLUP and Zoning Ordinance to be implemented

WEAKNESS  Indiscriminate parking

 Congested intersections
 Limited number of traffic enforcers
 Proliferation of green plate tricycles, habal-habal and mini-tricycles
 Undue competition of various public transport modes
 Poor drainage system
 Proliferation of satellite terminals
 Not implemented Grand Terminal project
 Presence of dispatchers
 No office handling transportation planning and traffic management
and enforcement
 No comprehensive traffic ordinance or code
 RROW occupants (vendors/settlers)
 Limited road signs and pavement markings
 Majority of routes using common roads in the CBD
 Undisciplined and untrained drivers
 Poor pedestrian/bicycle facilities (walkways, bikeways, etc.)
  PUJ operation eased out by low-capacity and voluminous
tricycles/habal-habal
 Residential used converted to commercial uses without land
conversion
 Barangay government dependent on municipal for transport
planning and traffic management
 Linear development trend and urban sprawl

OPPORTUNITIE  Provincial road network development (radial/circumferential roads)

S  Establishment of road engineering and database
 Technical assistance (LTFRB,DILG,LTO,DPWH)
 Regional economic and trade development project
 Tourism Boon

THREATS  Limited availability of funds for transport projects

 Continues registration of MC, Tricycles and pedicabs
 Increasing fuel cost
 Crossing over of tricycles beyond their neighbouring municipality
boundaries
 Poor national and local coordination
 In-migration

5.1.2 Development Constraints

5.1.2.1 Objectives

The CDP for 2020 to 2025 provides the objectives for the improvement of the
quality of life for the citizens of the municipality of Tiwi.

The goal for the Transport and Traffic Management sector is; “To provide an
effective, safe and sustainable transport and traffic management system by year 2023.”

The specific objectives for the sector is enumerated as follows:

a. To increase traffic signalization system by 80% in 2020-21;

b. To deploy traffic enforcers in 100% of congested intersections without traffic
signalization system;
c. To prepare a major legislative act to regulate the municipal transportation
system; and
d. To undertake a study on the feasibility of establishing an Integrated
Terminal Transport System in the municipality.
5.1.3 Review of Existing Condition and Data

A. Congestion

The capacity of an urban road is dictated significantly by the capacity of the

junction. Intersection analysis conducted shows that at some junctions where volume
surveys were conducted there is a level of service (LOS) during peak periods, which
means heavy congestion. Outside the peak hours, however, traffic conditions improve.

(i) Congestion due to parked/waiting vehicles along national highways;

(ii) Heavy congestion and lack of traffic signals at major intersections; and
(iii) Heavy congestion along major roads due to various on-street activities
(other than parking) of roadside facilities such as garages, terminals,
ambulant vendors, sari-sari stores, shops, etc.

In addition, vehicle speeds are hampered by on-street parking and roadside friction
resulting from various activities such as business and commercial establishments that
directly open to the road. The proliferation of curb cuts also creates roadside friction
that impedes vehicle and pedestrian flows.

B. Modal Shares

There is a high usage of public transport in the municipality of Tiwi. It is

estimated based on the latest MPDO transport survey (CY2020) Profile that 81% of
school- and work-related trips are taken using various modes of public transport. The
total number of person trips in a typical day in Tiwi at approximately 12,083 person-
trips per day with 19% using private transport and 81% using public transport. For
private transport, 6% of trips are by cars and 13% is by motorcycles. Of the
public transport modes in the municipality, it is the tricycles and pedicabs
that serve the highest number of person trips at 45.78%. The share of public
utility jeepneys is at 41.80% and UV Express at 7.82% and bus at 4.6%. These
numbers continue to decline as a result of the huge number of Habal-Habal or
door-to-door service in the municipality which have in effect driven the higher-
capacity mode out of the competition. The number of Habal-habal in the
Municipality has continuously grown over the years, thereby making the
Habal-habal as the main public transport mode serving local and some inter-
municipality trips. With their sheer number, the motorcycle sector has become
a major political force to reckon with, making regulation of the sector an
enormous challenge.
In 2018, there used to be 309 units of tricycles plying the streets of the
municipality of Tiwi. This sector was adversely affected by the influx of habal-
habal and padjak. Current number of tricycle units in the municipality is 240
units. Informal public transport such as habal-habal and padjak service is an
option for the door-to-door service that the tricycles provided. The share of
habal habal is at 10% and padjack at 8%.

4. Routes

Tricycles have specific routes or zone regulations according to their association. They
are not allowed to ply anywhere in the municipality as agreed in their TITODA
Association. Also by law, they are officially banned from national highways; but in
reality, however, it is common to see them using these major roads. PUJs and UV
express offer trips from the municipal center to nearby municipalities and cities
depending on their franchise line, sometimes their viability is compromised by the huge
volume of tricycles and habal habal that provide them stiff competition.

The approved routes for PUJs and UV Express in the municipality are as follows:
(i) Tiwi -Tabaco and vice versa (Temporary Terminal)
(ii) Tiwi-Tigaon and vice versa (Temporary Terminal)
(iii) Tiwi-Legaspi and vice versa (UV Express Terminal)
(iv) Tiwi-Cubao/Pasay and vice versa(Private Terminal)

Approve routes for tricycles and pedicabs:

(i) Tigbi-Baybay-Bolo and vice versa
(ii) Tigbi-Cararayan-Naga-Lower Sugod-Housing Sugod-
Lourdes-Bariis-Joroan and vice versa
(iii) Tigbi-Cararayan-Cale-3 & 4- Bugsok-Ibong-Ogon-Putsan-
Nahulugan-Naga-Lower Sugod and vice versa

An increasing number of these routes are becoming non-operational due to attrition

as a result of the competition with lower capacity modes.

The situation has arisen because of; 1) Urbanization and urban sprawl is
outpacing the provision of appropriate public transport services, and 2) little or no
attention appears to have been given to the public transport needs of newly forming
communities, and 3) non-viability of existing authorized routes due to influx of tricycles.
The deficiencies on the ground are almost certainly more pronounced than is
illustrated in the previous stated figure because many of the above stated franchised
services or authorized routes do not operate at all or are routinely terminated short of
their final destination – a situation which has been observed in many of the outer areas
of the route network. Where jeepney and filcab service are lacking, their place is filled
by motorized tricycles or motorcycles, many of which are unregulated. The result is
often an inadequate and unsafe transport system.

5. Terminals
Transport terminals in Tiwi are located in Brgys. Tigbi, Cale and Libjo (Table 1-
16). A greater demand for mobility is needed in these areas due to higher
population concentrations A total of 15 terminals for different transportation
modes cater to residents and other passengers in Tiwi. These modes are: buses,
jeepneys, tricycles, padyak, habal-habal and UV Express vans. Twelve of the
fifteen transport terminals are situated in Barangay Tigbi, mostly around the
public market. It may be noted that there are no physical structures (other than
the roads or roadsides) serving as transport terminals for paratransit vehicles in
Tiwi. Most terminals can only be distinguished by queues of designated vehicles.
Among all transport terminals in Tiwi, the Legazpi-Tiwi UV Express Operators
and Drivers Terminal is the only terminal with a facility.

6. User‘s Perception on Public Transport

A multi-stakeholder consultation meeting was held in the Tiwi SB Hall on March 6, 2020
to gather the perceptions of public transport users on the state of public transport in the
municipality and identify current issues. When asked what they perceive as issues in
the different public transport modes, the respondents identified the following:

(a) Tricycles/pedicabs

According to data available from the Municipal Treasurer’s Office, the

number of registered motorized tricycle for hire in the municipality is 240 (2019); 309
(2018); 311(2017); 257 (2016) and 255(2015). The number of pedicab is estimated at
400 units; and the number of motorcycle is estimated at 600 units. The number of
private tricycles being used for hire (colorum) could be one fourth of the number of
motorcycle registered with sidecar. The following issues were raised by the
respondents:

(i) Fares are unregulated and, more often than not, drivers enter into
a "pakyaw" arrangement with passenger/s..
(ii) Drivers lack courtesy.
(iii) Too small; passengers get wet when it rains.
(iv) No area for waiting passengers
(v) no proper terminal

The transport group explained that the LGU should monitor the transport group regularly
to oversee the legislative needs of the operators/drivers and passengers as well. The
group also requested that the federations be consulted prior to the renewal of
franchises. This will empower them to police their ranks.

(b) Habal-habal

In addition to the similar issues raised against tricycles, these units do not have
franchises, which means, there is no insurance, which puts passengers at risk.
(c) Pedicabs/Motorized Pedicabs

(i) Drivers lack courtesy.

(ii) Too small; passengers get wet when it rains.
(iii) no regulation on fares

7. Self-assessment Results on Public Transport

The table below shows the results of the self-assessment questionnaire survey
conducted with responsible transport officials of the Tiwi Local Government Unit.

Table 4: Public Transport Issues in Tiwi

Degree/Level of Problem¹
Issues
5 4 3 2 1
1. Disorderly loading /unloading √
2. Lack of waiting sheds for commuters √
3. Inadequate public transport facilities √
4. Poor public transport services √
5. Lack of public transport mgt plan √
6. Declining public transport ridership √
7. Overloaded public transport at peak hours √
8. High transport fares √
9. Poor management of tricycles √
10. Operations of illegal/unorganized terminals √

¹5=big problem, 4=medium to big, 3-medium problem, 2=small to medium problem,

1=small problem

8. Road Safety

Being an inherently unstable transport mode, motorcycles and pedicabs are frequently
involved in road mishap. Based on 2015 to 2019 data, 97.92% of road crashes in Tiwi
are motorcycles and pedicabs. Tricycles reppresents the 2.98% of the road accidents in
the municipality. There are no accidents involving cars based on the same data. A
dramatic decline on accidents is observed from 2016 to 2019 per PNP record. There is
no information on the extent of accident underreporting in PNP, but underreporting of
accidents is generally recognized in the country. Be that as it may, all sectors of society
should be made mindful of the importance of road safety being everyone’s concern
regardless of whether one is a driver, passenger, or pedestrian. The respondents
identified potential threats to road safety, which include:

(i) No proper designation of boarding and alighting areas; thus people board or
alight from a public utility vehicle anywhere. This increases the risk of accidents.
(ii) Tricycles travel with no head lights or tail lights.
(iii) Inadequate road signs or no lighting system in some inner roads. As regards
road safety, the table below shows the results of the self-assessment
questionnaire survey conducted with responsible transport officials of the
municipal government.

Recorded of accidents from 2015 to 2019 show shown below as follow;

TRAFFIC ACCIDENT REPORT
FREQUENCY OF
PERIOD VEHICLE INVOLVED (Top 5)  
ACCIDENTS
1
1. Motorcycle - Motorcycle (14)
4
1
2. Motorcycle (14)
4
2015 1 75
3. Motorcycle - Pedicab (12)
2
4. Motorcycle - Bicycle (8) 8
5. Motorcycle - Tricycle (6) 6
1
1. Motorcycle - Motorcycle (10)
0
1
2. Motorcycle (10)
0
2016 52
3. Motorcycle - Pedicab (6) 6
4. Motorcycle - Bicycle (4) 4
5. Motorcycle - Tricycle (4) 4
1
1. Motorcycle (10)
0
2. Motorcycle - Motorcycle (8) 8
2017 3. Motorcycle - Pedicab (6) 6 45
4. Motorcycle - Private Vehicle (5) 5
5. Motorcycle - Tricycle (5) 5
1. Motorcycle - Motorcycle (8) 8
2. Motorcycle (6) 6
2018 3. Motorcycle - Bicycle (5) 5 33
4. Tricycle (5) 5
5. Motorcycle - Private Vehicle (2) 2
1. Motorcycle - Tricycle (4) 4
2. Motorcycle (3) 3
2019 3. Motorcycle - Motorcycle (2) 2 19
4. Motorcycle - Pedicab (2) 2
5. Tricycle - Pedicab (1) 1
(PNP Traffic Control Section, 2019).

TRAFFIC ACCIDENT REPORT

80 75
70
60 52
50 45
40 33
30 19
20
10
0
2015 2016 2017 2018 2019
 Road Safety Issues in Tiwi
Degree/Level of Problem¹
Issue
5 4 3 2 1
1.Accidents/road crashes √
2.Reckless drivers √
3.Lack of public awareness on road safety √
4.Lack of traffic safety education
5.Dangerous crossings for pedestrians √
6.Drunk/drugged driving √
7.Lack of safety for cyclists √
¹5=big problem, 4=medium to big, 3-medium problem, 2=small to medium problem, 1=small
problem/Source: Self-assessment Questionnaire Survey, TTM Project 2013

10.0 Summary of the Recommended Routes

10.1 LGU Proposed Route Plan

Based on the Memorandum Circular 2020-036 all tricycles, pedicabs/motorized

pedicabs, and electric trikes are no longer allowed to ply the national roads. The
Municipal Mayor personally explained the consequence if the law will not be followed
and complied with. According to the operators, they are willing to cooperate to the
aforementioned memorandum, but, the LGU should consider some issues which needs
a crystal clear answer, among others are as follows;

1) Are tricycles and pedicabs not allowed to fetch students to schools along national
road? ( One question raised is how will the student manage their way to school if
they do not have service tricycles and pedicabs to ride to? Are they going to walk
to school?);
2) How to fetch water when there is no other way other than the national road to
pass by.
3) How to go to farm and carry their farm harvest when their farms are along the
national roads;
4) How to manage an emergency situation if tricycles are not allowed in the national
roads;
 5) If we are the owner of the vehicles and we are living along national roads how
shall we bring our tricycles home if our tricycles and pedicabs are not allowed to
pass the national roads; Or how shall we register our tricycles if we are not
allowed to pass the national road?

Such queries are too much for the mayor to handle since the law should be
implemented even how harsh it is. But the mayor promised that said predicaments will
be raised in their LMP meeting soonest. For now, the plan will be implemented as is,
and road clearing will continue for roads to be utilized as alternate routes.

10.2 Summary of Recommended Route Plan

The following alternate routes are designated for tricycles and pedicabs as
follows;

DESIGNATED ROUTES: Option 1.

A. Route Bound to EAST (Baybay-Bolo)

 All tricycles and pedicabs plying to EAST QUADRANT are not affected. The same
route will be utilized which is Tigbi-Baybay-Bolo-Putsan and vice versa. (Note: All
barangay access roads can be utilized for short cut routes)
B. Routes bound to WEST and SOUTHWEST QUANDRANT (Tigbi-Oyama-Gajo-Coro-Coro-
Belen- Nagas-SanBernardo):

 All tricycles and pedicabs plying to SOUTHWEST QUADRANT should take Tigbi-
Oyama-Gajo-Coro-coro-Belen- Nagas-San Bernardo and Vice Versa.
 All tricycles and pedicabs plying to Bagumbayan should take the route Tigbi-Libtong-
Agro/Bagumbayan or could go further to San Bernardo and Biyong and vice versa

 Alternate route could utilize Tigbi-Libtong-Agro-Bagumbayan or Biyong and vice versa.

C. Route Bound to NORTH WEST QUADRANT (Cararayan or Ogon-Cale):

 All tricycles and pedicabs plying to NORTWEST QUADRANT should take Tigbi-
Libtong-turn Right to linaom (kgd Aida Deleon Area) Turn left to Iglesia ni Cristo
passing Villa Soccoro Subdivision going to Ogon and Cale; Turn right if going to
Cararayan Area and vice versa. (Note: All barangay access roads can be utilized for
short cut routes).
D. Route Bound to NORTH QUADRANT (Tigbi-Libjo-Cararayan-Naga-Sugod-Lourdes-
Bariis-Joroan or as far as mayong):

 For passengers alighting along the national roads should take jeepneys.
  These are areas are fully affected by the Memorandum Circular. All tricycles and
pedicabs will be replaced by jeepneys since it will pass the national road.
 Or present scheme will be adopted depending on the arrangement which will be agreed
with the operators and the task force.
 All tricycles and pedicabs plying to Putsan, their routes will start at Gonzales Hospital
junction bound to Putsan proper and vice versa.
 For Naga High School and Nahulugan area, Tricycles and Pedicabs shall have their
waiting area at the junction to Naga High school and Vice Versa.

ROUTES FOR CONSIDERATION: Option 2 (To be lobbied to the LCE and SB)

1) For Tricycles and Pedicabs plying to Tiwi Central School to Fetch Students they could
utilize the outer right lanes of the national roads;
2) For Tricycles and Pedicabs plying From Tigbi to Nagas up to Tiwi-Malinao Boundary for
farm activity and the like, they could utilize the outer right lanes of the national roads;
 3) For Tricycles and Pedicabs plying From Tigbi to Naga High School, Putsan, Sugod up to
Mayong they could utilize the outer right lanes of the national road

Note: These routes has no alternative ways.

A. CONSOLIDATED ROAD MAPS:

1. GENERAL ALTERNATE ROAD MAP:
 ANNEX
1. Executive Order Creating the TRP Team

2. Pictures of the Public Consultation

3. Attendance of the Meeting

 EXECUTIVE ORDER NO.____ SERIES OF 2020 CREATING AND
MOBILIZING THE TRICYCLE TASK FORCE (TTF) COMMITTEE, DESIGNATING ITS
COMPOSITION. ROLES AND RESPONSIBILITIES AND FOR OTHER PURPOSES.

WHEREAS, Pursuant to DILG Memorandum Circular No. 2020-0013, dated February

17, 2020; which states : All tricycles, pedicabs and motorized pedicabs are prohibited
from operating on national highways

WHEREAS. Accord to the aforementioned Memorandum Circular, there is a need to

create the Tricycle Task Force (TTF) Committee to supplement the LGU Tiwi Public
Transport Committee. Said team shall be organized through an Executive Order, and
shall be tasked to craft the Tricycle Route Plan (TRP) for the municipality of Tiwi, which
shall precede and from which shall be anchored all local policies and ordinances
pertaining to tricycles, pedicabs, and motorized pedicabs operations, for which is under
the jurisdiction of the municipal government to regulate per RA 7160.

NOW THEREFORE, I JAIME C VILLANUEVA, Mayor of the Municipality of Tiwi

Province of Albay by virtue of the powers vested in me by law, do hereby create and
mobilize the TTF committee to wit;

SECTION 1. Creation and composition of the TTF Committee – The TTF Committee
is hereby created to be composed of the following;

JAIME C. VILLANUEVA
Chairperson- Municipal Mayor

PCPT JOENEL C. MORATALLA

Vice Chair- PNP Chief

Member- Head of tricycle regulatory board

ENGR EDMUND C. DANTES
Member-MPDC
Member-Head of Traffic and Mgt Office

JOVITO C. CODERIS
Member-ABC President Member-LTO Representative

Member-LTFRB Representative
MANUEL DAMO-DRRMO
Member-Head of Public Order & Safety Member-LGU Operation Officer
SECTION 2. Secretariat- In the performance of its functions, the committee
shall be assisted by a Secretariat to be headed by:

MANUEL S. DAMO
MDRRMO

SECTION 3. DUTIES AND FUNCTIONS

The Task Force shall have the following responsibilities;

3) Conduct meetings, public consultations and hearings with stakeholders. And

survey/ocular inspection of the zone/areas of the tricycle operation with special
focus on the following:

a. Rationalizing the authorized routes of all tricycles and pedicabs to ensure

that they are banned from national highways;

b. Identification of national roads within the area of jurisdiction of the LGU;

c. Determination of the portions of the national highways presently used or

proposed to be traversed by tricycles only if there are no alternative routes
available.

4) Draft the Tricycle Route Plan (TRP)-within 30 days from the issuance of this
memorandum, the committee shall come up with a TRP which shall be the basis
of a subsequent ordinance. The TRP shall contain the following, among the
others;

A SCHEMATIC MAP clearly showing the following;

a. all the location of tricycle terminals and tricycle routes authorized by the
LGU;

b. the national highways within the area of jurisdiction of the LGU which is
utilized by 4-wheel vehicles greater than 4 tons and where normal speed
exceed 40hp; and

c. portions of the national highway to be allowed use by tricycles for lack of

alternate routes. Also, the TRP detail the following, among others;

The TRP shall also detail the following, among others;

f) Installation of visible and appropriate signages, marks for lanes and other
safety features to guide and protect all vehicles utilizing the highways;
 g) Information dissemination plans to raise awareness among residents and
other motorist about the new tricycle routes and the portions of national
highways to be traversed by the tricycles for lack of alternate routes;

h) Color-scheme or any visible emblem/sign imposed on tricycles which are

allowed to ply a route which traverse a national highways; and

i) ) proposed penalties to be imposed on violators.

The task Force of adjoining LGU traversed by the same national highway
shall coordinate among themselves to come up with coherent TRPs.

j) Speed limit enforcement on national highways;

LGUs must, in the interim, enforce the appropriate speed limit on the
portion of the national highway where the tricycles are allowed, in
accordance with R.A. 4136 and JMC 018-001.

SECTION 4. Meetings and Quorums – Considering the urgency in the crafting of

the TRP the committee shall meet once every week or on such dates at the call of the
chairperson. Any member of the committee may however request for a special meeting,
subject to the approval of the majority of the members. A majority of the members
present in the meeting shall constitute a quorum to validly conduct business. Within ten
(10) days from the issuance hereof, the committee shall first convene to commence
their assigned task as provided hereof.

SECTION 5. Period of validity of the TRP

All TRPs shall be valid only for two (2) years from the issuance of the memorandum,
thereafter, LGUs are expected to have constructed the necessary infrastructures under
ll(C)

SECTION 6. Target date of Completion- The committee is hereby required to

complete the crafting of the TRP not later than April 30, 2020, where on such date, the
TRP shall be endorsed already for adoption to the Sangguniang Bayan. Pursuant
hereto, the committee members and the TWG who are employees of the LGU Tiwi shall
prioritize the accomplishment of their assigned task herein on top of their other regular
duties and functions.

SECTION 7. Funding – The funds required for the operation of the Committee
shall be drawn from the current appropriation of the municipal Mayor’s office.

Section 8. Repealing Clause – All orders, memoranda, rules and regulations, or

parts thereof that are inconsistent with this Executive Order are hereby repealed or
modified accordingly.
 SECTION 9. Separability Clause- If any provision or part hereof is held invalid or
unconstitutional, the remainder of this Executive Order not otherwise affected shall
remain in full force and effect.

SECTION 10. Effectivity – This Executive Order shall take effect immediately
upon the signing of the undersigned and shall remain in full force unless otherwise
revoked or cancelled or until the accomplishment of the purposes of this issuance.

March 5, Year of our Lord, Two Thousand Twenty.

JAIME C. VILLANUEVA
Municipal Mayor

PICTURES OF THE CONSULTATION MEETING:

ATTENDANCE OF THE PUBLIC CONSULTATION: