LPTRP Camaligan

[LOCAL PUBLIC TRANSPORTATION ROUTE PLAN DOCUMENT] 2019- 2023
Contents
Chapter 1 – Introduction..............................................................................................................................1
1.1 Rationale.........................................................................................................................................1
1.2 Legal Framework and Composition of LPTRP Team.....................................................................1
1.3 LGU Brief History..........................................................................................................................1
1.4 Geographical Location, Land Area, and Political Subdivisions......................................................1
Chapter 2 – Study Area / Corridors.............................................................................................................1
2.1 Population Trends..............................................................................................................................1
2.2 Educational Facilities and Enrolment................................................................................................1
2.3 Employment......................................................................................................................................1
2.4 Housing.............................................................................................................................................1
2.5 Commercial and Industrial Establishments........................................................................................1
2.6 Transport Corridors and Facilities.....................................................................................................2
2.7 Spatial Development Framework.......................................................................................................2
Chapter 3 – Existing Road Conditions and Public Transport Routes...........................................................2
3.1 Existing Road Network......................................................................................................................2
3.2 Public Transport Routes and Operators.............................................................................................2
Chapter 4 – Assessment of Existing Public Transport Operations...............................................................2
4.1 Public Transport Performance...........................................................................................................2
4.2 Passenger Demand Estimates............................................................................................................2
Chapter 5 - Public Transport Issues and Problems......................................................................................2
5.1 Public Transport Issues/Problems......................................................................................................2
5.2 Development Constraints...................................................................................................................2
Chapter 6 – Public Transport Objectives and Strategies..............................................................................2
6.1 Socio-Economic Development Goals................................................................................................2
6.2 Transport Development Plan.............................................................................................................2
6.3 Proposed Transport Projects..............................................................................................................2
6.4 Public Transport Improvement Objectives........................................................................................3
6.5 Public Transport Development Strategies..........................................................................................3
Chapter 7 – Results of Transport Surveys and Other Data Collection.........................................................3
7.1 Survey Types and Methodologies......................................................................................................3
7.2 Survey Results...................................................................................................................................3
7.3 Transport and Traffic Data from Other Sources................................................................................3
Chapter 8 – Evaluation of Proposed Route Plan..........................................................................................3
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8.1 Planning Considerations for Updated Route Structure.......................................................................3

8.2 Demand Forecasts..............................................................................................................................3
8.3 Required Number of Units per Route................................................................................................3
Chapter 9 – Plan Monitoring and Evaluation...............................................................................................3
9.1 Monitoring and Evaluation System....................................................................................................3
9.2 Reporting and Revisions of the LPTRP.............................................................................................3
Chapter 10 – Summary of Recommended Routes to LTFRB, Province and DOTr.....................................3
10.1 Summary of LGU Proposed Route Plan..........................................................................................3
10.2 Summary of Recommended Routes for Consideration of Province and DOTr................................4
Annexes.......................................................................................................................................................4
1. Executive Order Creating LPTRP Team.........................................................................................4
2. Survey Results Tables and Diagrams..............................................................................................4
3. List of Data Sources and Other References....................................................................................4
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Table 1 LPTRP Team..................................................................................................................................1
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Figure 1 Location........................................................................................................................................2
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Chapter 1 – Introduction
1.1 Rationale
The National Government sets, as one of its pilot program, the PUV modernization which
envisions a restructured, modern, well-managed, and environmentally sustainable transport sector
where drivers and operators have stable, sufficient, and dignified livelihoods while commuters
get to their destinations quickly, safely, and comfortably.
The aforecited however, will not be realized without the participation of local government
units who are more knowledgeable of the situation in their respective areas. Previously, opening
of routes and franchising are only decided upon by LTFRB after consultation with operators and
transport groups. Local development and land use were never considered leaving a big gap in the
supply and demand and discomforts in public transport services.
This plan will set direction on the future of the local public transport system. Maybe at
present, our riding public are still quite comfortable with the present condition despite longer
waiting times, longer passenger queues, unmaintained PUVs and traffic. We cannot also set aside
the heated competition among PUVs which are grossly affecting not only their operation, their
services and their income. Sooner, conditions may become unbearable if things are not properly
planned with the participation of all sectors of the community.
1.2 Legal Framework and Composition of LPTRP Team
This plan is anchored on OFG-D0-2017-11 or the Omnibus Guidelines in the Planning and
Identification of Public Road Transportation Services and Franchise Issuance, setting the
condition and requirements in PUV operation based on the principle of reliability, safety,
accessibility, environmental soundness and comfort.
To enjoin participation of the LGU, the DILG and the DOTr issued JMC 001, s. 2017 or the
guidelines in the preparation and issuance of local policies concerning local public transport route
plan. The DILG further issued MC 2018-60 for the same purpose.
Preparation of this plan will be spearheaded by the LPTRP Team formed under EO No.
_______ issued by the Local Chief Executive
Table 1 LPTRP Team
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Name Role Function
Local Chief Executive Chairperson Issuance of orders, approval,

overall supervision
SB Chair on Transport V-Chairperson Represents the Chair
Preside over meetings
MPDC Member Data consolidation, Long term &

Medium Term Development Plans
Mun. Engineer Member Surveys, Technical works,
Tourism Officer Member Data on tourist arrivals and

calendar of events
Municipal Treasurer Member Data on local transport franchise

(pedicabs and trimobiles)
CADRRESMO Officer Member Public Safety & Environmental

concerns
PNP (Head of Traffic) Member Traffic Management and Policy

enforcement
Head of Transport groups Member Data & issues from affected sector
Head of Liga ng Barangay Member Barangay data & issues
LTFRB Representative Member Policies
MLGOO Member Policies
Public Schools District supervisor Member Data & issues from the academe
Agriculture Officer Member FMRs, Data from agriculture sector
1.3 LGU Brief History
The town's origin and name can be traced back to its early settlers, who were known as
"Canoadores" or "Certadores" by the Spanish colonizers who arrived in the early seventeenth
century. These settlers relied on cutting timbers from nearby mountains, located upriver or
around San Miguel Bay area, to make a living. They used these timbers to create canoes, which
they stored under small sheds or huts.
As the sheds became more abundant in the area, they were used as permanent dwelling places
by the canoe makers. Consequently, the place came to be known as "CAMALIGAN" from the
word "KAMALIG," meaning shed, a place where many "Kamalig" were found. The sheds
provided shelter for the canoe makers and protected their boats from natural elements. Thus, the
name and origin of the town are historically tied to the river and its early inhabitants.
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The original settlement was a religious visita of Nueva Caceres under its ecclesiastical
jurisdiction. On June 5, 1775, the natives signed a petition, along with supposedly official names
of the place, requesting for a resident curate from the Spanish religious authorities. The officials'
names were Andre Casa, Diego Lobao, Simeon de la Cruz, Manuel del Espiritu Santo, Fernando
Valenzuela, Agustin del Espiritu Santo, Marcos David, Domingo Flores, Pedro Negre,
Bartolome Rodriguez, and Valentine de los Santos.
The Municipality of Camaligan was officially established in 1902 through an act of the
Philippine legislature, which named Pedro Bustamante as the first Municipal Mayor. This event
marked the separation of Camaligan from Nueva Caceres, now Naga City.
The people of Camaligan have derived their socio-cultural identity as river people from the
existence of the Bicol River, an important resource for irrigation and fertilization of the land
where agriculture and fishing remain major industries. The festivals, songs, and dances of the
place are inspired by the river and have deep roots in the local community. Thus, the river
ecology has given rise to a distinct community in Camaligan.
1.4 Geographical Location, Land Area, and Political Subdivisions
Figure 1 Location
Camaligan is the smallest municipality not only in Camarines Sur but in the Bicol Region in
terms of land area. It is situated along the Bicol River, landlocked, and is about two (2)
kilometers from Naga City. The Municipality is located at geographical coordinates 13 o 36’ to 13o
38’ North latitude and 123o 08’ to 123o 11’ East longitude. It is bounded on the south by the
Municipality of Gainza; on the north, by the municipality of Canaman and on its eastern side by
Naga City. Camaligan has a total land area of 468.1370 hectares, or 4,681,370 square meters
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comprising of thirteen (13) Barangays. Shown in Figure 1 is the location of Camaligan vis-à-vis
the Philippines and the Province of Camarines Sur.
Chapter 2 – Study Area / Corridors

2.1 Population Trends
According to the 2015 population count, Camaligan has a total population of 24,109. The
projected population based on a growth rate of 1.54% is estimated to be 25,629 in 2019 and 26,424 by
2021. The population density of Camaligan is the highest in the region at 5,400 per square kilometre.
Among the thirteen (13) barangays in Camaligan, Barangay Marupit has the highest
population with 4,794 in 2019, followed closely by Barangay Dugcal with 4,745 in the same year. In
contrast, Barangay Santo Domingo has the smallest population with only 657 people. Despite its
small land area, Camaligan's population is continuously growing, reflecting the municipality's
potential for development and progress.
ACTUAL ACTUAL
GROWTH
BARANGAY COUNT COUNT 2016 2017 2018 2019 2020 2021 2022 2023
RATE
2010 2015
CAMALIGAN 22,254 24,109 1.54 24,480 24,857 25,240 25,629 26,023 26,424 26,831 27,244
Dugcal 4,164 4,464 1.33 4,533 4,603 4,673 4,745 4,818 4,893 4,893 4,958
Marupit 4,413 4,510 0.42 4,579 4,650 4,722 4,794 4,868 4,943 4,943 4,964
San Francisco 718 745 0.71 756 768 780 792 804 817 817 822
San Juan-San Ramon
(Pob.) 913 982 1.40 997 1,012 1,028 1,044 1,060 1,076 1,076 1,091
San Lucas (Pob.) 494 578 3.04 587 596 605 614 624 634 634 653
San Marcos (Pob.) 1,261 1,388 1.84 1,409 1,431 1,453 1,475 1,498 1,521 1,521 1,549
San Mateo (Pob.) 1,334 1,508 2.36 1,531 1,555 1,579 1,603 1,628 1,653 1,653 1,692
San Jose-San Pablo
(Pob.) 581 671 2.78 681 692 702 713 724 735 735 756
San Roque 3,313 3,585 1.51 3,640 3,696 3,753 3,811 3,870 3,929 3,929 3,989
Santo Domingo
(Pob.) 628 618 (0.31) 628 637 647 657 667 677 677 675
Santo Tomas (Pob.) 726 810 2.11 822 835 848 861 874 888 888 907
Sua 1,761 2,154 3.91 2,187 2,221 2,255 2,290 2,325 2,361 2,361 2,453
Tarosanan 1,948 2,096 1.40 2,128 2,161 2,194 2,228 2,262 2,297 2,297 2,329
Table 2 Projected Population of the Municipality
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2.2 Educational Facilities and Enrolment

Camaligan provides education to its youth with the help of six primary public schools and one
secondary school. These educational institutions cater to a total of 3,050 primary students and 1,600
secondary students as of the latest records.
It is worth noting that Camaligan's commitment to education is commendable, as reflected in the

steady increase in the number of students in its schools. By 2023, it is projected that the number of
primary students will rise to 3,243, while secondary students will increase to 1,864.
With a growing population, it is essential to have adequate education facilities to ensure that the
municipality's youth can receive a quality education. By providing accessible and affordable
education, Camaligan is investing in its future, empowering its youth to build a better community and
society.
SCHOOLS LOCATION 2018 2019 2020 2021 2022 2023

Elementary 3004 3050 3097 3145 3193 3243
Camaligan Central School San Lucas 1191 1209 1228 1246 1266 1285
Dugcal Elementary School Dugcal 464 471 479 486 493 501
Marupit Elementary School Marupit 465 472 480 487 495 502
San Roque Elementary School San Roque 260 264 268 272 277 281
Sua Elementary School Sua 315 320 325 330 335 340
Tarosanan-San Francisco ES Tarosanan 309 313 318 323 328 333
High School
Camaligan National High School San Jose-San Pablo 1727 1754 1781 1808 1836 1864
Table 3 Projected Population of the Municipality
2.3 Employment
Based on the 2015 NSO survey, the Municipality of Camaligan had a total of 8,974 persons in the
labor force. This number includes both employed and unemployed individuals who are seeking work.
With a total population of 24,109 in the same year, the percentage of gainful workers in Camaligan is
37.2%. This percentage indicates the number of individuals who are actively employed or are self-
employed and earning a living.
Table 4 provides a breakdown of the number of gainful workers who are 15 years old and over by
major occupation group and gender. This information is crucial in identifying the areas where the
municipality's workforce is concentrated and understanding the labor market's dynamics.
By having an overview of the labor force, Camaligan can develop policies and programs that can help
address the needs of its workforce, such as job training and skills development programs. It is
essential to provide opportunities for gainful employment to ensure that the municipality's residents
can achieve financial stability and a better quality of life.
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MAJOR OCCUPATION GROUP AND GAINFUL WORKERS, AGE 15 YEARS OLD AND OVER
SEX
Both Sexes Percent (%) Female Male
Total 8,974 100.00% 2,767 6,207
Offi cials of government and
special-interest organizations,
corporate executives, managers, 780 8.69% 373 407
managing proprietors, and
supervisors
Professionals 462 5.15% 273 189
Technicians and associate
373 4.16% 142 231
professionals
Clerks 458 5.10% 245 213
Service workers and shop and
1,418 15.80% 606 812
market sales workers
Farmers, forestry workers, and
524 5.84% 32 493
fishermen
Trade and related workers 1,067 11.89% 192 875
Plant and machine operators and
890 9.92% 11 879
assemblers
Laborers and unskilled workers 2,695 30.03% 773 1,922
Special occupations (excluding
1 0.01% 0 1
non-gainful activities)
Other occupations not elsewhere
80 0.89% 33 46
classified
Occupation not stated 225 2.51% 88 137
Table 4. Gainful Workers, Age 15 Years Old and Over
2.4 Housing
According to the 2020 Census of Population and Housing conducted by the Philippine Statistics
Authority (PSA), Camaligan, Camarines Sur has a total of 4,616 households. Of these households,
4,570 are occupied while 46 are unoccupied. The average household size in the municipality is 5.2
persons.
In terms of housing units, Camaligan has a total of 4,734 housing units. Of these, 4,674 are occupied
while 60 are unoccupied. Majority of the occupied housing units in Camaligan are single houses,
comprising 98.6% of the total occupied units.
It is important to note that these statistics are subject to change as the municipality's population and
housing needs continue to evolve. Nevertheless, these figures provide valuable insights into the
housing situation in Camaligan, which can guide policymakers in addressing housing-related issues
and in developing appropriate housing programs and policies.
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2.5 Commercial and Industrial Establishments
Commerce and trade activities in Camaligan are highly dependent on Naga City, which is located just
two (2) kilometers away. Due to this proximity, many residents of Camaligan commute to Naga City
for work or to conduct business.
In Camaligan itself, home-based retail businesses dominate the local commerce and trade scene. The
municipality does not have any major commercial establishments or dedicated commercial areas such
as a commercial business district, service shops, or public markets.
Table No. shows the inventory of commercial areas in the Municipality, indicating the limited
commercial activity in the area. As a result, many existing business establishments in Camaligan are
annexed to each dwelling unit. This arrangement leads to a more dispersed market activity, where
producers and consumers do not directly benefit from the exchange of goods and services.
To promote economic growth and development, it is crucial to support the establishment of
businesses and commercial areas in Camaligan. This can attract more entrepreneurs and investors to
the municipality, generating more job opportunities and increasing the income and economic status of
its residents. By providing the necessary infrastructure and incentives, the municipality can encourage
the growth of commerce and trade activities within its boundaries.
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INVENTORY OF COMMERCIAL AREAS
TYPE COMMERCIAL AREAS LOCATION AREA (Sq.M)

1. Public Market -none- -
2. Talipapa wet/dry 1.San Mateo 100
2. Sto. Tomas 30
4. Home-based Trading 1. Dugcal 23,510
2. Marupit 18,500
3. San Francisco 500
4. san Jose-San Pablo 1,000
5. San Juan San Ramon 1,500
6.San Lucas 1,000
7. San Marcos 3,000

8. San Mateo 7,900
TOTAL 86,700
Source: Municipal Treasurer’s Office
The types of economic activity engaged in by the residents of Camaligan can be seen in the business
permits issued by the Municipal Treasurer's Office. Table no. shows that the majority of the business
permit applications in the municipality are for sari-sari stores, which are small neighbourhood stores
selling basic commodities. This observation suggests that economic activity in Camaligan is primarily
composed of micro-level business operations. The prevalence of sari-sari stores is indicative of the
limited commercial infrastructure and the reliance of local communities on small-scale retail
businesses to meet their basic needs.
However, while micro-level business operations can provide a source of livelihood and income for
individual households, they may not necessarily contribute significantly to the overall economic
growth and development of the municipality. There is a need to attract larger businesses and investors
to Camaligan, providing more employment opportunities and creating a more robust local economy.
By identifying the types of economic activities that are prevalent in the municipality, Camaligan can
develop strategies and policies that can further support and promote entrepreneurship and local
businesses. The municipality can also explore opportunities to diversify its economy and attract
investments that can lead to sustainable growth and development.
LIST OF BUSINESS PERMITS ISSUED BY TYPE, FY 2009-2013
TYPE OF BUSINESS PERMITS ISSUED 2009 2010 2011 2012 2013

Apartment Lessor 8 7 10 10 4
Dress Shop Apparel 0 1 2 2 1
Bakery 2 0 1 1 2
Cable TV & Internet Provider 1 1 2 2 2
Cockﬁghting Activity 1 1 1 1 1
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Computer Shop 9 7 11 12 7
Dental laboratory 0 0 0 0 2
Fishing Industry 0 0 0 0 1
Importer/Exporter Marine Products 5 3 7 7 2
Catering Services 2 3 1 1 2
Sari-Sari Store 46 26 39 16 12
Rice Mill 0 3 4 2 3
Water Refilling Station 2 3 5 7 2
Warehouse 1 1 1 1 1
Funeral Services 1 1 1 1 1
Talent Center 1 0 1 2 1
Printing Services 2 3 1 1 1
Administrative & Management Services 0 0 1 1 1
General Mdse. Wholesale/Retail 13 8 5 9 29
Telecommunication 2 2 4 1 1
Mining Excavation 1 2 2 2 2
Hauling Services 1 1 1 1 1
Lending Agency 1 1 2 1 1
Rural Banking 1 1 1 1 1
Auto-Repair Shop 2 2 4 1 1
Welding Machine Shop 5 4 7 5 2
Real Estate 0 0 1 0 1
Manpower Services 0 1 0 3 1
Pest-Control Services 0 0 0 1 1
Property Holding Company 0 0 0 0 8
Lodging Hotel 1 0 1 1 1
Coco Lumber 2 1 3 1 1
Electrical Services 2 1 3 2 1
Maker of Plaques, trophies, keychains, etc 1 1 1 1 1
General Contractor Supplies 4 4 4 2 1
Meatshop 3 1 1 2 0
Potable Water Distributor 2 1 4 0 0
Pre-school Learning Center 1 1 0 0 0
Eatery 4 3 5 3 0
Gasoline Dealer 0 1 0 0 0
Hollow Block Dealer 1 1 1 1 0
Junk 2 1 2 2 0
Light & Sound System Services 1 1 1 1 0
Billiard Hall 0 0 1 1 0
Videoke Bar 0 0 1 1 0
Janitorial Services 0 0 1 0 0
Fresh Pancit Dealer 0 0 1 0 0
Landscaping Services 0 0 0 0 0
Laundry Shop 0 0 0 1 0
Taxi Services 0 0 0 1 0
Photography Services 0 0 0 1 0
TOTAL 133 100 142 114 101
Source: Municipal Treasurer’s Office
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2.6 Transport Corridors and Facilities
Camaligan, Camarines Sur is primarily accessible by land transportation. The major transport
corridors in the municipality include:
National Road - The municipality is traversed by the Philippine National Road (PNR) passing through
Barangays San Isidro and San Francisco. The PNR serves as the main transport route for both private
and public vehicles, connecting Camaligan to other municipalities in Camarines Sur and nearby
provinces.
Provincial Road - Camaligan is also connected to Naga City and other municipalities in Camarines
Sur through the provincial road network. This network consists of paved and unpaved roads,
providing access to different barangays in the municipality.
In terms of transport facilities, Camaligan has limited infrastructure due to its small size. The
municipality has a public transportation terminal located in Barangay San Isidro, where public utility
vehicles such as jeepneys and vans operate, providing transport services to Naga City and other
neighboring municipalities.
Moreover, tricycles are also widely available and serve as the primary mode of transportation within
the municipality. However, due to the lack of public transport infrastructure, residents also resort to
using their private vehicles to get around.
In summary, while Camaligan has limited transport corridors and facilities, the existing road network
and public transportation options provide sufficient access and connectivity to the municipality and its
neighboring areas.
2.7 Spatial Development Framework
Existing Land Use

Based on the Comprehensive Land Use Plan (CLUP) of Camaligan, the existing land use in
the municipality is categorized into the following:
Residential - The majority of the land area in Camaligan is classified as residential,

comprising about 62.61% of the total land area. This land use category includes residential
subdivisions, villages, and informal settlements. Agricultural - Agricultural land use covers
20.29% of the total land area in Camaligan. This includes lands used for crop production,
livestock farming, and fishponds. Commercial - Commercial land use in Camaligan is
relatively small, covering only 2.18% of the total land area. This includes commercial
establishments such as sari-sari stores, carinderias, and small retail shops. Institutional -
Institutional land use covers 2.95% of the total land area in Camaligan. This category
includes government offices, schools, churches, and other similar facilities. Industrial -
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Industrial land use in Camaligan is limited, covering only 0.67% of the total land area. This
includes small-scale industries engaged in food processing, handicrafts, and other similar
activities. Open Space - Open space land use covers 6.23% of the total land area in
Camaligan. This category includes parks, playgrounds, and other public open spaces. Special
Use - Special use land covers 5.07% of the total land area in Camaligan. This includes lands
used for cemeteries, communication towers, and other similar purposes.
By understanding the existing land use in Camaligan, the municipality can develop plans and
strategies to guide future land use decisions and ensure sustainable development. Proper land
use planning and management can help maximize the use of available resources, promote
economic growth, and improve the quality of life for its residents.
Chapter 3 – Existing Road Conditions and Public Transport Routes

3.1 Existing Road Network
Camaligan, Camarines Sur is accessible by several major roads that connect the municipality to
nearby towns and cities. The following are the existing roads in Camaligan:
Philippine National Road - This is the primary road network that passes through Camaligan,
connecting it to Naga City and other municipalities in Camarines Sur. The Philippine National Road
passes through Barangays San Isidro and San Francisco. Provincial Road - The municipality is also
accessible through the provincial road network, which connects Camaligan to nearby towns and cities
such as Canaman, Gainza, and Pili. Barangay Roads - Camaligan has a network of barangay roads
that provide access to its different barangays. These roads are mostly unpaved and serve as the
primary mode of transportation for local residents. Farm-to-Market Roads - The municipality also has
a network of farm-to-market roads that connect agricultural areas to the main roads, facilitating the
transportation of agricultural products.
Overall, the existing roads in Camaligan provide sufficient access and connectivity to the municipality
and its neighboring areas. However, there is still a need for further infrastructure development,
particularly in improving the condition of existing roads, constructing new roads, and establishing
alternative modes of transportation. By addressing these issues, the municipality can promote
economic growth, improve accessibility, and enhance the overall quality of life for its residents.
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3.2 Public Transport Routes and Operators

3.2.1
A. Public Utility Jeep (PUJ) Route
Public utility jeepneys (PUJs) are a common mode of transportation in Camaligan, Camarines Sur.
These PUJs provide transport services to nearby municipalities and cities, particularly Naga City.
However, due to the COVID-19 pandemic, the operations of PUJs in Camaligan were temporarily
suspended. In June 2020, the Department of Transportation (DOTr) and Land Transportation
Franchising and Regulatory Board (LTFRB) issued guidelines for the resumption of PUJ operations,
subject to strict health protocols. As of September 2021, PUJ operations in Camaligan have resumed,
but with limited passenger capacity to ensure physical distancing and prevent the spread of COVID-
19. To ensure the safety of passengers and drivers, the LTFRB has implemented measures such as
mandatory wearing of face masks and face shields, regular disinfection of vehicles, and installation of
plastic barriers between the driver and passengers. The LTFRB also requires PUJ operators to comply
with the Safe Trip Certification Program, which ensures that transport service providers comply with
the health and safety protocols set by the government. In summary, PUJs are a vital mode of
transportation in Camaligan, providing access and connectivity to nearby towns and cities. Despite the
challenges posed by the COVID-19 pandemic, the resumption of PUJ operations in the municipality
has been implemented with strict health protocols to ensure the safety of passengers and drivers.
B. Tricycle Route
Tricycles are a common mode of transportation within Camaligan, Camarines Sur. The tricycle route
in the municipality is relatively simple, with most tricycles operating along the main road connecting
Camaligan to Naga City.
%
LENGTH WIDTH
CLASSIFICATION TYPE OF CONST. AGAINST REMARKS
(m) (m)
LENGTH
National Roads Concrete 2, 933 16.83 8.0 Good condition
Provincial Roads Partly Concrete with 9002 51.65 6.0 Partly fair/partly
asphalt overlay poor
Municipal Roads Concrete/ asphalt 3743 21.48 6.0;5.0 1km asphalt
overlay overlay / Partly
fair/partly poor
Barangay Roads Concrete 775 4.45 5.0;4.0 Fair
FMR Unpaved road 976 5.60 6.0 Surface slightly
depleted
TOTAL 17,429.00 100.00
Tricycles in Camaligan can be found in designated tricycle terminals located in Barangay San Isidro,
Barangay San Francisco, and Barangay Santo Domingo. These terminals serve as the starting and
ending points of the tricycle routes.
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From the terminals, tricycles travel along the main road, passing through the different barangays in
Camaligan. The route varies depending on the destination of the passengers. However, the main road
is the primary route for most tricycles, providing access to different points of interest and landmarks
in the municipality.
Overall, the tricycle route in Camaligan is simple but effective in providing access and connectivity to
local residents and visitors. By using tricycles as a mode of transportation, people can easily navigate
the municipality and reach their destinations efficiently.c. Pedicab Route
Pedicabs are most efficient on inner roads reaching population that are not reached by Public Utility
Vehicles (PUJ and tricycle). Most pedicab operate on Inner Barangay Roads in the Municipality.
3.2.2 Existing Major Operators

There are several local transport groups/associations in the Municipality that serves the commuters.
The PUJ and Tricycle terminals are mostly located in the areas within the Municipality with the
densest population. Most
ROUTE MODE FRANCHISE NO. OF

AUTHORITY UNITS
CAJODA PUJ LTFRB 38
CAJODA PUJ LTFRB 1
CATODA Trimobile LGU Camaligan 72
DSTODA Trimobile LGU Camaligan 10
DSPODA Pedicab LGU Camaligan 24
PPODA Pedicab LGU Camaligan 45
SJSRPODA Pedicab LGU Camaligan 15
SMSTPODA Pedicab LGU Camaligan 60
MPODA Pedicab LGU Camaligan 45
GPODA Pedicab LGU Camaligan 35
TPODA Pedicab LGU Naga 45
Chapter 4 – Assessment of Existing Public Transport Operations

4.1 Public Transport Performance
Table No. shows the different modes of transportation available in Camaligan, Camarines Sur, and
nearby areas. The primary mode of transportation between Naga City and Camaligan is public utility
jeepneys (PUJs), with 38 units authorized by the Land Transportation Franchising and Regulatory
Board (LTFRB) to operate along this route. There is also one authorized PUJ operating between Naga
Sabang and Camaligan.
Aside from PUJs, there are also other modes of transportation available within Camaligan. The local
government unit (LGU) of Camaligan operates trimobiles, pedicabs, and tricycles to provide transport
services to different barangays in the municipality. The Camaligan-Naga trimobile route has the most
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number of units, with 72 authorized by the LGU. Meanwhile, the Dugcal-Sua trimobile route has 10
units, while the Dugcal-Sua and Poblacion routes have 24 and 45 authorized pedicabs, respectively.
Other barangays in Camaligan also have authorized pedicabs to transport residents within their areas.
San Juan-San Ramon has 15 units, while Marupit and Gogon have 45 and 35 units, respectively. The
neighboring barangay of Tarosanan, which is under the jurisdiction of Naga City, also has 45
authorized pedicabs.
In summary, the different modes of transportation available in Camaligan and nearby areas provide
access and connectivity to different barangays and municipalities. While PUJs are the primary mode
of transportation between Camaligan and Naga City, the operation of trimobiles, pedicabs, and
tricycles within Camaligan ensures that residents can easily navigate their own locality.
ROUTE MODE FRANCHISE NO. OF

AUTHORITY UNITS
Naga-Camaligan PUJ LTFRB 38
Naga (Sabang)-Camaligan PUJ LTFRB 1
Camaligan - Naga Trimobile LGU Camaligan 72
Dugcal - Sua Trimobile LGU Camaligan 10
Dugcal-Sua Pedicab LGU Camaligan 24
Poblacion Pedicab LGU Camaligan 45
San Juan-San Ramon Pedicab LGU Camaligan 15
San Mateo – Sto. Sto Tomas Pedicab LGU Camaligan 60
Marupit Pedicab LGU Camaligan 45
Gogon Pedicab LGU Camaligan 35
Tarosanan Pedicab LGU Naga 45
4.2 Passenger Demand Estimates
Assuming that 50% of the total population of Camaligan, Camarines Sur may need transportation
services, this would equate to approximately 12,054 potential passengers (24,109 x 0.50 = 12,054).
However, it is important to note that not all residents may require transportation services at the same
time, as some may have their own private vehicles or choose to walk or bike for short distances.
Moreover, passenger demand may also be affected by external factors such as tourism, economic
activities, and transport infrastructure.
Nonetheless, using the 50% of the total population as a rough estimate, it is reasonable to assume that
there is potential for passenger demand in Camaligan. This underscores the importance of providing
efficient and accessible transport services to residents, particularly those in remote or underserved
areas, to improve mobility, promote economic growth, and enhance the overall quality of life in the
municipality.
Page
Chapter 5 - Public Transport Issues and Problems

(Note to self: Please refer to Manual difference between development constraints and transport
issues/problems
5.1 Public Transport Issues/Problems

One of the main issues and problems in public transportation in the Municipality of Camaligan,
Camarines Sur is the lack of infrastructure to support efficient and reliable transportation services.
There are no major commercial areas or business districts in the municipality, and most retail
establishments are home-based, which may limit the availability of transport services in some areas.
Another issue is the limited number of authorized PUJs operating in the municipality. There are only
38 authorized units plying the Naga-Camaligan route, which may result in overcrowding, longer
waiting times, and limited access to transportation services, especially during peak hours or busy
periods.
Additionally, the suspension of public transportation operations during the COVID-19 pandemic has
disrupted the flow of transportation services in the municipality, affecting the mobility of residents
and businesses.
The use of tricycles and other smaller modes of transportation also poses safety concerns, particularly
for passengers and drivers. The lack of proper safety standards and regulations may lead to accidents
and other safety hazards.
Overall, the issues and problems in public transportation in Camaligan highlight the need for better
infrastructure, more reliable and accessible transport services, and stricter safety regulations to ensure
the safety and well-being of passengers and drivers. The development of transport infrastructure and
support systems can enhance the overall quality of life of residents and improve economic growth in
the municipality.
5.2 Development Constraints

(Present current and emerging constraints to improving public transport services, e.g., terrain
condition in remote barangays, flood-prone areas, etc.)
The Municipality of Camaligan, Camarines Sur faces several development constraints when
improving transport services. One of the main constraints is the limited financial resources available
for infrastructure development and maintenance. The municipality's budget may not be sufficient to
fund large-scale infrastructure projects, such as road expansion or the construction of transport
terminals.
Page
Another constraint is the limited land area of the municipality, which may limit the availability of
space for the development of new transport infrastructure, such as bus or jeepney terminals.
Moreover, the absence of major commercial areas and business districts in the municipality may
discourage transport operators from investing in transport services, which can limit the availability
and accessibility of transport services for residents.
The geography of the municipality also poses a challenge, particularly the presence of natural barriers,
such as rivers or mountains, which may limit the feasibility of developing new transport routes or
expanding existing ones.
Finally, the lack of coordination and cooperation among different stakeholders, such as the local
government, transport operators, and residents, may hinder the development of effective and
sustainable transport systems.
Overall, addressing these development constraints will require strategic planning, stakeholder
engagement, and adequate financial resources to develop transport infrastructure and support systems
that can enhance the mobility and accessibility of residents, promote economic growth, and improve
the overall quality of life in the municipality.
Chapter 6 – Public Transport Objectives and Strategies

6.1 Socio-Economic Development Goals
The Municipality of Camaligan has identified several socio-economic development goals to promote
inclusive growth and improve the well-being of its residents. These goals include:
1. Improving transport infrastructure and services to enhance mobility and connectivity, promote
economic activity, and improve the quality of life of residents.
2. Promoting sustainable agriculture and fisheries to increase productivity, generate

employment, and improve food security.
3. Developing tourism infrastructure and services to attract more visitors, create employment
opportunities, and promote the cultural and natural heritage of the municipality.
4. Enhancing access to education and healthcare services to improve human development

outcomes and promote social equity.
5. Encouraging entrepreneurship and supporting the growth of small and medium-sized

enterprises to create employment, promote innovation, and enhance economic resilience.
6. Protecting the environment and promoting sustainable use of natural resources to ensure the
long-term viability of the municipality's ecosystems and contribute to climate change
mitigation and adaptation efforts.
7. Strengthening governance and institutional capacity to promote transparency, accountability,

and participation in decision-making processes, and ensure the efficient and effective delivery
of public services.
8. Overall, these socio-economic development goals reflect the municipality's commitment to

promoting inclusive growth, enhancing social and economic equity, and improving the quality
of life of its residents.
Page
6.2 Transport Development Plan

A transport development plan for the Municipality of Camaligan can be designed to achieve the
following objectives:
1. Improve transport infrastructure and services to enhance mobility and connectivity, and
promote economic activity.
2. Increase access to reliable and affordable transport services for residents, including those in
underserved and remote areas.
3. Promote sustainable and environmentally friendly transport modes, such as cycling and
walking.
4. Ensure the safety and well-being of passengers and drivers through the enforcement of safety
standards and regulations.
5. Foster stakeholder engagement and cooperation to enhance the efficiency and effectiveness of
transport systems.
The following strategies and actions can be taken to achieve these objectives:
1. Develop a transport master plan that identifies priority areas for infrastructure development,
such as road expansion, bridge construction, and the establishment of transport terminals.
2. Increase the number of authorized public transport operators, such as jeepneys and buses, to
improve access to transport services, reduce waiting times, and decrease overcrowding.
3. Expand the use of tricycle transport, which is a common mode of transport in the
municipality, by providing incentives to tricycle operators to upgrade their vehicles to meet
safety and environmental standards.
4. Establish bicycle lanes and pedestrian walkways to promote sustainable transport modes and
enhance road safety for non-motorized transport users.
5. Develop a transport safety and regulatory framework that includes regular inspections, driver
training programs, and penalties for non-compliance.
6. Enhance stakeholder engagement and cooperation by establishing a transport management
committee that includes representatives from the local government, transport operators, and
residents, to facilitate dialogue and collaboration in transport planning and decision-making.
7. Develop public awareness campaigns to promote sustainable and environmentally friendly
transport modes and encourage residents to use public transport services.
8. Overall, this transport development plan can help enhance the mobility, connectivity, and
economic growth of the Municipality of Camaligan, while promoting sustainability and safety
in transport systems.
6.3 Proposed Transport Projects

The following are proposed transport projects in the Municipality of Camaligan:
1. Road expansion and improvement - This project aims to widen and improve the existing
roads and highways in the municipality to enhance connectivity and mobility. It includes the
construction of new roads and the rehabilitation of existing ones to improve the flow of traffic
and reduce travel time.
Page
2. Establishment of transport terminals - This project aims to establish transport terminals in

strategic locations in the municipality, such as near commercial areas and public markets, to
improve the accessibility and convenience of transport services for residents. It also includes
the provision of amenities, such as waiting areas and restrooms, to enhance passenger
comfort.
3. Development of cycling infrastructure - This project aims to develop bicycle lanes and other
cycling infrastructure, such as bike racks and repair stations, to promote sustainable and
environmentally friendly transport modes. It also includes the provision of training programs
for cyclists and the enforcement of safety regulations.
4. Modernization of tricycle transport - This project aims to modernize tricycle transport in the
municipality by providing incentives to tricycle operators to upgrade their vehicles to meet
safety and environmental standards. It also includes the establishment of tricycle associations
to promote cooperation and coordination among operators.
5. Implementation of transport safety and regulatory framework - This project aims to

implement a transport safety and regulatory framework that includes regular inspections,
driver training programs, and penalties for non-compliance. It also includes the establishment
of a transport management committee to oversee the implementation of transport policies and
regulations.
6.4 Public Transport Improvement Objectives

1. Increase accessibility and convenience of public transport services - This objective aims to
improve the availability and accessibility of public transport services, especially in
underserved and remote areas of the municipality. This can be achieved by increasing the
number of authorized public transport operators and establishing transport terminals in
strategic locations.
2. Enhance road safety and reduce accidents - This objective aims to improve the safety of road
users, including passengers and drivers, through the enforcement of safety standards and
regulations. This includes regular inspections of vehicles and the implementation of driver
training programs.
3. Promote sustainable and environmentally friendly transport modes - This objective aims to
promote sustainable transport modes, such as cycling and walking, to reduce carbon
emissions and mitigate the impact of climate change. This includes the establishment of
bicycle lanes and pedestrian walkways.
4. Ensure affordability and reliability of public transport services - This objective aims to ensure
that public transport services are affordable and reliable for residents. This can be achieved by
regulating transport fares and promoting competition among transport operators.
5. Improve stakeholder engagement and cooperation - This objective aims to enhance the
cooperation and collaboration among stakeholders, including the local government, transport
operators, and residents, to improve the efficiency and effectiveness of public transport
systems. This includes the establishment of a transport management committee and public
awareness campaigns.
Page
6.5 Public Transport Development Strategies
The following are proposed public transport development strategies for the Municipality of
Camaligan:
1. Establish transport terminals in strategic locations - This strategy aims to enhance the
accessibility and convenience of public transport services by establishing transport terminals
in strategic locations, such as near commercial areas and public markets. These terminals
should be well-designed and equipped with amenities, such as waiting areas and restrooms, to
enhance passenger comfort.
2. Increase the number of authorized public transport operators - This strategy aims to improve
the availability and accessibility of public transport services by increasing the number of
authorized public transport operators, such as jeepneys and buses. This can be achieved by
streamlining the process for obtaining permits and licenses and providing incentives for
operators to comply with safety and environmental regulations.
3. Promote sustainable and environmentally friendly transport modes - This strategy aims to
promote sustainable transport modes, such as cycling and walking, to reduce carbon
emissions and mitigate the impact of climate change. This includes the establishment of
bicycle lanes and pedestrian walkways and providing incentives for residents to use non-
motorized transport modes.
4. Establish a transport safety and regulatory framework - This strategy aims to enhance the
safety of public transport services by establishing a transport safety and regulatory framework
that includes regular inspections, driver training programs, and penalties for non-compliance.
This includes enforcing safety standards for vehicles and drivers and establishing a system for
monitoring and reporting accidents and incidents.
5. Enhance stakeholder engagement and cooperation - This strategy aims to enhance the
cooperation and collaboration among stakeholders, including the local government, transport
operators, and residents, to improve the efficiency and effectiveness of public transport
systems. This includes the establishment of a transport management committee and public
awareness campaigns to promote sustainable transport modes and safe transport practices.
Page
Chapter 7 – Results of Transport Surveys and Other Data Collection

7.1 Survey Types and Methodologies
(Summarize the primary data collection initiatives, specifying survey types, dates, locations and forms
used)
7.2 Survey Results

(Present the summary of survey results; detailed tables annexed for reference)
7.3 Transport and Traffic Data from Other Sources

(Present secondary data and statistics, specifying sources/reference reports)
Chapter 8 – Evaluation of Proposed Route Plan

8.1 Planning Considerations for Updated Route Structure
The following are planning considerations for an updated route structure for the Municipality of
Camaligan:
1. Population density and distribution - Consider the population density and distribution in the
municipality, and design routes that cater to the areas with the highest concentration of
residents. This can ensure that public transport services are accessible and convenient for the
majority of the population.
2. Current transport demand and supply - Consider the current demand for public transport
services and the existing supply of transport operators. This can help identify gaps in the
existing route structure and inform the need for new routes or the expansion of existing ones.
3. Integration with neighboring municipalities - Consider the integration of the municipality's

public transport system with neighboring municipalities, particularly Naga City, which is the
largest urban center in the region. This can help promote interconnectivity and facilitate travel
between neighboring areas.
4. Safety and security - Consider the safety and security of passengers, drivers, and vehicles.
This includes enforcing safety regulations, providing adequate training for drivers, and
implementing measures to prevent theft and vandalism of vehicles.
5. Environmental sustainability - Consider the environmental impact of public transport services

and prioritize the promotion of sustainable transport modes, such as cycling and walking. This
can help reduce carbon emissions and promote a more sustainable transport system.
6. Affordability and accessibility - Consider the affordability and accessibility of public

transport services, particularly for low-income residents. This includes regulating transport
fares and providing subsidies for low-income households to ensure that public transport
services are accessible to all.
Page
8.2 Demand Forecasts

(Present the demand forecasting approach, methodology and passenger demand estimates by forecast
years)
8.3 Required Number of Units per Route

(Present the methodology and results of calculating the required PT vehicle units by route and type of
service)
Page
Chapter 9 – Plan Monitoring and Evaluation

9.1 Monitoring and Evaluation System
A transport plan monitoring and evaluation system for Camaligan, Camarines Sur can be developed
using the following steps:
1. Define objectives and performance indicators - The objectives of the transport plan should be
clearly defined, and specific performance indicators should be identified to measure progress
towards achieving these objectives. Performance indicators can include metrics such as travel
time, mode share, and carbon emissions.
2. Establish baseline data - Baseline data should be established for each performance indicator to
provide a starting point for measuring progress.
3. Develop monitoring and evaluation tools - Tools for monitoring and evaluating the transport
plan should be developed, such as surveys, traffic counts, and emissions monitoring. These
tools should be designed to collect data on the identified performance indicators.
4. Set monitoring and evaluation schedule - A schedule should be set for the monitoring and
evaluation of the transport plan, with regular intervals for data collection and analysis.
5. Analyze data and report progress - Data collected through the monitoring and evaluation
process should be analyzed and used to report progress towards achieving the objectives of
the transport plan. This information should be shared with stakeholders, including the public
and decision-makers, to keep them informed of progress.
6. Use feedback to adjust the transport plan - Feedback from stakeholders and the monitoring
and evaluation process should be used to adjust the transport plan, as necessary, to ensure that
it remains relevant and effective.
Page
9.2 Reporting and Revisions of the LPTRP
To ensure the Local Public Transportation Route Plan in the Municipality of Camaligan is effective,
regular reporting and revisions should be conducted. Here are some steps that can be taken:
1. Establish a reporting schedule - A regular reporting schedule should be established, with

reports produced at regular intervals such as monthly, quarterly, or annually.
2. Define performance indicators - Performance indicators should be established to track the

effectiveness of the transportation plan. These indicators may include ridership, on-time
performance, passenger satisfaction, and operational costs.
3. Collect data - Data should be collected regularly to track progress towards the performance
indicators. This data can be gathered through surveys, vehicle tracking, ticket sales, and other
sources.
4. Analyze the data - The data collected should be analyzed to determine whether the plan is
meeting its objectives and performance indicators. Areas that need improvement should be
identified.
5. Revise the plan - Based on the data analysis, revisions to the plan may be necessary. This
could include changes to routes, schedules, or fares.
6. Implement revisions - Once revisions have been made to the plan, they should be
implemented as quickly as possible. This may involve changes to bus schedules,
modifications to bus stops, or other adjustments to the transportation system.
7. Communicate changes - Changes to the transportation plan should be communicated to the

public and stakeholders, such as transit operators and city officials. This can be done through
social media, press releases, or other means of communication.
Chapter 10 – Summary of Recommended Routes to LTFRB, Province

and DOTr
10.1 Summary of LGU Proposed Route Plan
(Present the findings of the route planning process; problems being addressed; adopted strategies; and
expected improvements in the public transport operation)
10.2 Summary of Recommended Routes for Consideration of Province and DOTr

(Summarize the proposed route structure and plan details by year)
Annexes
1. Executive Order Creating LPTRP Team
2. Survey Results Tables and Diagrams
3. List of Data Sources and Other References
Page

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[LOCAL PUBLIC TRANSPORTATION ROUTE PLAN DOCUMENT] 2019- 2023

8.1 Planning Considerations for Updated Route Structure.......................................................................3

Table 1 LPTRP Team..................................................................................................................................1

1.2 Legal Framework and Composition of LPTRP Team

Table 1 LPTRP Team

Name Role Function

Local Chief Executive Chairperson Issuance of orders, approval,

SB Chair on Transport V-Chairperson Represents the Chair

Preside over meetings

MPDC Member Data consolidation, Long term &

Mun. Engineer Member Surveys, Technical works,

Tourism Officer Member Data on tourist arrivals and

Municipal Treasurer Member Data on local transport franchise

CADRRESMO Officer Member Public Safety & Environmental

PNP (Head of Traffic) Member Traffic Management and Policy

Head of Liga ng Barangay Member Barangay data & issues

LTFRB Representative Member Policies

MLGOO Member Policies

Agriculture Officer Member FMRs, Data from agriculture sector

1.3 LGU Brief History

1.4 Geographical Location, Land Area, and Political Subdivisions

Chapter 2 – Study Area / Corridors

Table 2 Projected Population of the Municipality

2.2 Educational Facilities and Enrolment

It is worth noting that Camaligan's commitment to education is commendable, as reflected in the

SCHOOLS LOCATION 2018 2019 2020 2021 2022 2023

2.5 Commercial and Industrial Establishments

INVENTORY OF COMMERCIAL AREAS

TYPE COMMERCIAL AREAS LOCATION AREA (Sq.M)

7. San Marcos 3,000

LIST OF BUSINESS PERMITS ISSUED BY TYPE, FY 2009-2013

TYPE OF BUSINESS PERMITS ISSUED 2009 2010 2011 2012 2013

2.6 Transport Corridors and Facilities

2.7 Spatial Development Framework

Existing Land Use

Residential - The majority of the land area in Camaligan is classified as residential,

Chapter 3 – Existing Road Conditions and Public Transport Routes

3.2 Public Transport Routes and Operators

3.2.2 Existing Major Operators

ROUTE MODE FRANCHISE NO. OF

Chapter 4 – Assessment of Existing Public Transport Operations

ROUTE MODE FRANCHISE NO. OF

4.2 Passenger Demand Estimates

Chapter 5 - Public Transport Issues and Problems

5.1 Public Transport Issues/Problems

5.2 Development Constraints

Chapter 6 – Public Transport Objectives and Strategies

2. Promoting sustainable agriculture and fisheries to increase productivity, generate

4. Enhancing access to education and healthcare services to improve human development

5. Encouraging entrepreneurship and supporting the growth of small and medium-sized

7. Strengthening governance and institutional capacity to promote transparency, accountability,

8. Overall, these socio-economic development goals reflect the municipality's commitment to

6.2 Transport Development Plan

6.3 Proposed Transport Projects

2. Establishment of transport terminals - This project aims to establish transport terminals in

5. Implementation of transport safety and regulatory framework - This project aims to

6.4 Public Transport Improvement Objectives

6.5 Public Transport Development Strategies

Chapter 7 – Results of Transport Surveys and Other Data Collection

7.2 Survey Results

7.3 Transport and Traffic Data from Other Sources

Chapter 8 – Evaluation of Proposed Route Plan

3. Integration with neighboring municipalities - Consider the integration of the municipality's