[TYPE THE COMPANY NAME]

COMMUNITY
ARCHITECTURE
AND URBAN DESIGN
RESEARCH WORK

CHRISEL S. DY

06/24/16

Brief History of Legazpi City

Legazpi Started as a barangay called Sawangan (the present location of Legazpi Port).
Its inhabitants were mostly fishermen and farmers. In 1587, Franciscan friars of the
Doctrina of Cagsawa began to convert the settlement to Christianity; in 1616, they
transformed it into a separate town and parish called Albay. Its first parish priest built a
small chapel and established the Mission de San Gregorio Magno de Sawangan.
The eruption of the Mayon Volcano on February 1, 1814 left a wide swath of destruction
on two centuries of progress. It also forced inhabitants of the town to evacuate to
Taysan (then known as Makalaya). They finally settled in Taytay (now Bagumbayan) as
a result of the decree of the Gobierno Superior issued on October 1, 1829 prohibiting
the founding of another town. In 1818, Sawangan, then already known as the town of
Albay was separated from Cagsawa and was made the capital of the Partido de Ibalon
(the old name of the Albay Province).
Some of the people, however, remained in the old town and began anew as a barrio. In
lieu of the former patron saint, St. Gregory the Great, which had also been transferred
to Albay, they adopted St. Raphael the Archangel and transformed the ermita into a
church. They finally regained their old status but never changed the name of the place
as Albay Viejo or Banwang Daan. Even after their autonomy in 1856, they called it
Binanwahan meaning the former site of a town. In their fight for autonomy which took
21 years, they sought the support of the Spaniards living in the town as a sign of
gratitude for their help; they readily accepted the name Legazpi for the town proposed
by the Spaniards upon the fulfilment of their efforts to perpetuate the memory of the
Adelantado Don Miguel Lopez de Legazpi. A royal decree dated September 22, 1856
with Lorenzo Hac as the first elective gobernadorcillo and the Rev. Camilo Abainza as
acting parish priest.
Now autonomous and mixed with the progress and prosperity it attained, Legazpi was
declared by Royal Cedula on May 18, 1782 open to world trade.
Legazpi first became a city under the Bercerra Law of 1892. It constituted the
municipalities of Legazpi, Albay Nuevo and Daraga into the Ayuntamiento de Albay. The
first set of officials Alcalde, Teniente de Alcalde, Sindico, Secretario, and Regidores
(councilor) took office in 1898. With the American occupation in 1940, the city was
dissolved. Upon restoration of peace, the three towns were reestablished and in 1908
became the municipality of Albay, the provincial capital of Albay. In 1922, the town of
Daraga was separated from the capital. Legazpi became a city for the second time on
July 18, 1948 when Daraga and Legazpi were combined to constitute its territory under
Republic Act No. 306. With the re-creation of the two municipalities, the city was
dissolved on June 8, 1954.
Finally, on June 12, 1959, Legazpi became a city for the third time under RA 2234.
Amendments were introduced under RA 5525. Presidential Decree 125 issued on
February 23, 1973 declared the town of Daraga as part of territorial jurisdiction of the
city. This decree however, was not implemented with the onset of the Integrated
Reorganization Plan, which involved the restructuring of local governments.

Source: 1999 Socio Economic & Physical Profile, City of Legazpi, 6 th Edition

LE

COMPREHENSIVE
GA

DEVELOPMENT PLAN
20

09-

LEGAZPI CITY DEMOGRAPHIC PROFILE

POPULATION
As of 2007 , Legazpi City has a total population of 179,481 with 32,290 households. The
urban area, which used to be composed of only 41 barangays, has been expanded to
45. These additional (4) barangays have qualified to become urban barangays based
on the criteria of population density, presence of establishment, presence of community
facilities, and occupation of the inhabitants. The population in all these urban barangays
has reached 108,249 or 60 percent of the total population, while the remaining 71,232
or 40 percent percent is distributed in the 25 rural barangays.

Population Trend
The trend in population growth for the last 12 years from 1995-2007 registered the
following percentage growth rate: 2.98 in 1995, 2.23 in 2000, and 1.86 in 2007.
In these 12 years period (1995-2007), the 1995 percentage growth rate of 2.98 is the
highest. There is top ten (10) highly populated barangays in 2007. Six (6) are located in
the urban and four (4) are in the rural area. On the other hand, the ten (10) least
populated barangays are all located in the urban area.

Natural Rate of Increase

From 1995 to 2006, the number of birth and deaths numbered to 53,303 and 20,425
respectively, indicating an annual birth of 4,846 and an annual death of 1,857, with a
daily average of 13 live births and five (5) deaths.
The natural percentage increase for the period 1995-2006 is 2.0 per year, lower than
the 1991-1997 rates of 2.2.

Net Migration Rate

Over the past 11 years (1995-2006), the city registered a migration rate of negative .19
percent (-19%) or an average of 512 persons left the city. This was due to a great extent
in the increase in death toll in 2006, caused by the destruction of Super Typhoon
Reming, as well as other social and economic reasons like seeking for higher education
and greener pasture for employment, marriage, business, and peace and order
situation.

Age and Sex Structure

In 2007, 49.77 percent of the total populations are males and 50.23 percent are
females. There are 855 more females than males. By age structure, 59 percent or
109,185 of the total population belong to the working age group between 15-64, while
the rest belong to the 14 and below age bracket, with 37 percent or 67,705, and above
age bracket with four percent or 7,342. The modal age group is 5-9 where 23,042 or 13
percent of the population belong, thus showing that the city has a predominantly young
populace. The citys median age is 19 years old, meaning 50 percent of the populations
are above this age and the remaining 50 percent are below.

Age Dependency Ratio

In 2007, 69 individuals are economically independent for every 100 persons in the
working age group, 15-64. This figure has significant improvement compared to the
1995 Age Dependency ratio (ADR) which is 73. This ratio has a very important
implication for development planners, since the greater the size of young dependents,
the higher is the economic burden on the working age group, as the needs of children
and the nature of economic support/services they require are much different from that of
the older dependents.

Households
The citys total number of household in 2007 is 35,290; 61 percent are in the urban area
and the remaining 39 percent are in the rural areas.

Household Size
The city has an average household size of 5.13, which is lower than the 2000
household size of 5.20. in the urban area, the average household size is 5.07%, which
is lower than that of the rural area of 5.23%. Barangay Bitano in the urban area
registered the biggest household size of 5.4, while in the rural area, barangay Padang
registered the biggest household size 5.6. the smallest urban household size of 4.6 is
recorded in Barangay Sagpon, while the smallest rural household size of 4.9 is in
Barangay Buyuan.

Population Density
As of 2007, the citys population density is 9.0 persons per hectares. Urban density is
54 persons per hectares, while the rural density is four persons per hectares. Among
the citys 45 urban barangays, Oro Site Magallanes has the densest population followed
by Pigcale and Victory Village North, while the least dense is Buragwis. In the rural
area, the barangay with the densest population is Bigaa and the least dense barangays
are Buenvista, Bariis, Cagbacong, Mariawa, and San Francisco.

EMPLOYMENT
Legazpi citys labor force in 2003 totaled to 106,584 or 63 percent of the total household
population. Of this, 64 percent are in the labor force or are economically active and 36
percent are not in the labor force or not economically active. From the economically
active group, 84 percent are unemployed. Included, however, under those unemployed
are 23 percent who are visibly under employed. Consisting the not economically active
group are full-time students, housekeeper, retired or pensioners and disabled persons.

Major Occupation Group

Based on the result of the 2003 Barangay Socio-Economic Survey, service workers
dominate in terms of the citys occupational groupings absorbing 46 percent of the
employed population, followed production and related workers, transport equipment,
etc. with 16 percent; agriculture, animal husbandry and family workers with 12 percent;
sales workers with 12 percent; and 15 percent comprise the professional, technical and
related workers, clerical workers, as well as administrative, executive and management
workers.

Class of Workers
As to the class of employed workers, 32 percent is working for private establishment, 26
percent is self-employed without any employer, 18 percent is working for government
corporations, four percent is working without pay in family owned/operated farm or
business, three percent is working with pay in family owned/operated farm or business,
and 13 percent is working for private household.
As to nature of employment, permanent job/business/unpaid family work has 52
percent, while 48 percent are short term of seasonal or casual job/business/unpaid
family worker and worked for different employer on daily or weekly basis.
Rates are based on Albay provincial data. No available data for Legazpi, NSCB
Statwatch
Barangay Socio-Economic and Physical profile (BSEPP)

LEGAZPI CITY PHYSICAL ENVIRONMENT

Geographic Location
Legazpi City lies approximately 123 45longitude (EAST) and 13 09(NORTH); and is situated on
the eastern portion of Albay Province approximately 534 kilometers south of Metro Manila and
centrally located in the Bicol Region.
On the North, it is bounded by the Municipality of Sto. Domingo, on the west by the Municipality
of Daraga, Albay; on the south by the Municipalities of Manito, Albay, Pilar, Castilla both in
Sorsogon; and on the East by the Albay Gulf and Polique Bay.
Measured from North to South, at the outermost tip, Legazpi spans approximately 29
kilometers; and from East to West, the smallest width is about three kilometers ( Urban Areas);
while the widest area span about 15 kilometers ( southeast Area).
The citys 20,420 hectare land is divided for planning purposes, into the following geographic
divisions. Slopes can be found in some portions of Buenavista at 34.45 degrees and some
areas in cagbacong at 25.6 degrees. The rest of the area is rolling and undulating. The
Northern barangays have an undulating terrain with an average slope of 11.6 degrees. These
are barangays on the downside portions of the slopes of Mayon Volcano. The near South area
has an average slope of 16.4 degrees. Rolling mountais characterize the terrains of Estanza,
Taysan, lamba and Imalnod, except for bagacay, where its marshlands have elevations below
sea level.

Climate
The climate in Legazpi City is characterized under the corona classification of the Philippine
Atmospheric Geophysical and Astronomical Services (PAGASA) as type II. There is a maximum
rain period from November to January. Generally , however, the city has a fair climate.
An average temperature of 27.5 degrees celcius; coldest during the month of February at 25.8
degrees celcius is enjoyed by the city. The warmest temperature is experienced during the
month of May at 28.7 degrees celcius. But, the lowest temperature so far recorded during the
2002-2006 period was in February 2004 at 16 degrees celcius, and the highest temperature
was in March 2004 at 37.1 degrees celcius for the same period. in the past five years, the
average number of rainy days is 247; the average total annual rainfall is 3,181 milimeters; and
the average relative humidity is 83.6 percent.
The prevailing wind direction is the northeasterly wind which comes during the months of
October to April with slight variation, east-northeasterly, in May. Wind direction shifts from the
northeast to southeast beginning the month of May or June. During October until December,
wind shifts again from the northeast direction, bringing in the cool breeze from the western
hemisphere.

Soil Type
There are nine soil type predominant in the city. The Legazpi City sandy fine loam is found in the
level areas of the urban center. Gogon, Bogtong, portions of Rawis, Tamaoyan, San Joaquin
and Arimbay. The Legazpi City sandy fine loam (stony phase) is found in the flat and slightly
sloping areas Pawa, Dita, Bogtong, Bagong Abre, portions of Mabinit, Bigaa, and Tamaoyan.
Bascaran clay is only found in Mariawa. Annam clay loam is found in some portions of Cruzada,
Estanza, Taysan, Puro, Maslog, Homapon, portions of Bagacay and Imalnod. Louisiana clay is
found in Banquerohan, San Francisco, Buenavista, Bariis, Cagbacong, portions of Bagacay and
Imalnod. Hydrosol is found in the coastal barangays of Dapdap, Victory Village, San Roque, and
some portion of Rawis. Mountain soils (undifferentiated) are found in areas near the Mayon
Volcano, under primary and secondary growth forests. Lava flow covers the lease areas near
and around the crater and base of Mayon Volcano. (Source: Bureau of Soils)

Water Resources

The eastern portion of the city is defined by a shoreline and the Polique Bay, which merge with
the Albay gulf. There are 13 rivers. Six of theserivers, namely, Yawa, Macabalo, Ruran,
Sagumayon, Tibu and Panal rivers traverse the urban area. The rest: Bagongbong, Camiri,
Cagbacong, Kapantawan, Naontugan, Tico-Tico, and Tigman Rivers are in the Southern Area.
Burabod and Buyuan Creeks exist in the Northern Area. Most marshland are in the
Southeastern part of the city.

Hydrogeology
The city is located on a low land, thin-bedded with shales, sandstones and conglomerate silt
stones, basalts and pyroclastic, tuffaceous shale with minor lave flows. The extensive lowlands
are developed from alluvial materials washed mainly from quaternary volcanic pyroclastics.
There are eight (8) spring, four (4) of which are located in the urban areas at Barangays Gogon,
Banadero, Binanuahan East and Bitano. The rest are situated in the rural Barangays of
Buyuan, Bogna, Mabinit now tapped as potable water source by the Legazpi City Water
District; and Buenavista, which could fulfill the water requirements of the city

Mineral Resources
The Mines and Geosciences Bureau (DENR ROV) estimated a total of 18,418,453 metric tons
of non-metallic or reverse in Legazpi City. Of the total, 52.51 percent are perlite ( found in
Barngays Taysan, Puro, Lamba, Maslog and Estanza), 44.58 percent are red clay (found in
Lamba and Maslog), and 2.10 percent are bentonite ( found in Homapon). The rest are 0.59
percent kaolin (also in Homapon). More tha 2,000 metric tons or perlites is quarried in
Barangays Taysan, Puro, Lamba and Maslog in 2004.
Other non-metallic reverses include sand, gravel, and boulders, filling materials, pyrite
aggregates, fertizer materials, and coal.
Tide and Current. The Legazpi City Base Port, which has global position of Lat 13degrees and
09 min long 123 degrees 45 min E, is a primary tide station. In this station, the tide is of the
semi-diurnal type. There are some inequalities but the principal variations follow the moons
changing phases. The maximum heights of high and low waters are influenced by the phasing
of the moon and its distance from the earth. The sun usually rises at 6:00 a.m. and sets atd 6:30
p.m. During summer, the earliest sunrise is at 5:17 a.m. and earliest sunset is at 5:54 p.m.
(Source: CGSO-NAMRIA and DENR)

LEGAZPI CITY TRADE, COMMERCE, INDUSTRY

Trade and Commerce

Commercial activities in Legazpi City are characterized by the presence of es
tablishments
engaged in various major economic activities. These include establishments i
n the Major
Industry Division such as Agriculture, Fishery and Forestry, Industries such as
Mining and Quarrying
Manufacturing activities, Electricity, Gas & Water and Construction; and Servi
ces
such
as
wholesale and retail trade, hotels
& restaurants, transportation, communication and
storage,
financial intermediation, real estate renting and business activities, educatio
n, health and social
work
and other community, social and
personal
service activities.
Business and commercial activities are usually undertaken by business entiti
es ranging from simple sole proprietorship to the complex corporation. In 200
5, progress has been noted, specifically reflecting a brighter side of business.
This indicates improved earnings from sales and more job openings.
The value of investments by major industry division from 1999 to 2003
showed a pattern of interval of decrease and increase per year with the
Services Sector having the biggest value of investment in 2006, there was an
inward movement of capital by local and foreign investors as manifested in
the increase of investments in the city

Goal
To create a healthy investment climate conducive to accelerate
commercial growth and promote a highly developed IT Skills
Objectives

To increase employment in the Trade, Commerce and Industry Sector;

To increase the commercial land use from its area of 420 hectares to as
much as 2000 hectares over the planning period;
To improve the services and facilities of the Central Business District
To encourage and sustain private sector participation in the
improvement, expansion, diversification and management of the
commercial district through business friendly legislations;
To formulate and promote feasible and sustainable investment
incentive programs to invite and entice new investors;
To coordinate programs, projects and activities related to commercial
development of concerned government agencies;
To market Legazpi as a viable source of products and services for
international business;
To keep domestic business well informed on market access, global
competitiveness and market situation and trends; and
To address the demand of Key Employment Generators (KEG) which are
identified as follows: Agribusiness, Cyber services, Hotels and
Restaurants, Medical Tourism, Health Services and Mining

INDUSTRY
Industry is a major player in the progress of the economy. Economic activities
like Manufacturing, Mining and Quarrying, Electricity, Gas, Water and
Construction are among the components of the Industrial Sector. Some of the
big industries operating in the city are wig manufacturing, copra cake
processing, noodles manufacturing, crude/cuchin/copra oil manufacturing,
printing/publication, cement/hollow blocks manufacturing, batching plant,
gravel and sand quarrying, perlite mining and LPG/industrial gases refilling
plant.
Service sector of industry includes Transportation, Communication, Trade,
Finance, Real Estate/ Ownership of dwellings.
Manufacturing is the chemical transformation of organic and inorganic
matter into finished products, either by the use of machines or by hand.
As the consistent top contributor in the value of investment (1999-2003)
Construction has the highest share of percentage in the Industry Sector.

Goal
To effect a structural change in the citys predominantly agricultural
economy towards a balanced agro-industrial economy and environmentfriendly economy

Objectives

To increase the area for industrial use from 100 hecatares in 1999 to
1500 hectares over the planning period;
To entice investors in the establishment of small, medium and large
scale industries;
To increase employment rate of the city through small and medium
scale industries;
To develop and increase the number of income-generating agribusiness projects in the city utilizing indigenous raw materials;
To encourage and the establishment of processing plants/factories in
coordination with the agricultural objectives of maximizing agricultural
productivity;
To contribute to the poverty reduction efforts of the government
through generation of mining related jobs; and

To promote and foster responsible mining

LEGAZPI CITY AGRICULTURE, FISHERIES,

LIVESTOCK AND POULTRY
Existing Situation
Legazpi City is basically an agricultural area concentrated in the rural areas. The citys
agricultural area is 48 percent of the citys total land area of 20,420.40 hectares; and of
this total agricultural area, 98.82 percent is located in the rural area 1.18 percent is
spread out in the urban area.

Agriculture
The Citys economy is highly dependent on agriculture. With limited physical resources,
an over-increasing population is putting pressure on the citys agricultural economy. To
add to this, the city is located in the typhoon belt, which greatly affects the agricultural
productivity.
The City Government of Legazpi is doing its best to make food available, affordable and
accessible to the constituents through its City Agricultures Office, which is mandated to
take charge of the agricultural services to be rendered to barangays by ensuring
maximum assistance to local farmers and fisherman, and providing them access to
resources in the production, processing and marketing of their produce.

Agricultural Crops
Rice and corn as the main staple food of the Legazpenos registered a total combines
production of 3,713.17 and 175.21 metric tons respectively planted to a total area of
1,231.05 and 64.12 hectares. In terms of production, this figure represents 92.07
percent accomplishments against the target. However in 2006, rice production declined
to 43.72 metric tons and corn 11.18 metric tons due to the calamities that hit the city in
the later part of the year. For diversified crops vegetables and root crops only about
916.01 hectares are devoted for the purpose. This is not sufficient for local consumption
and leaves the city dependent on the neighbouring municipalities plus Baguio and
Davao. (Source: City Agriculture Office Legazpi City)

Livestock and Poultry

As of 2006, total livestock slaughtered is 18,488. Based on records provided by the City
Veterinary Office, this consists of cattle, carabao, swine, and poultry (layers, broilers
and gamecocks).

Fishery
The low fishery yield is attributed to the severe stress of the coastal resources of the city
due to combines impacts of human overexploitation, neglect and indifference to
importance of resource conservation, physical disturbance and pollution. With the
intervention of the Spanish Government, the city has been selected as one of the
beneficiaries in the SUMACORE projects, which will help address the coastal resource

management issues and problems, to include the rehabilitation of degrading coastal

areas.
In 2007, the annual fish catch totalled to 244.55 metric tons. Fishery equipment and
infra-support facilities were available, which greatly assisted the fisherman in their
activities. (Source: City Agriculture Office Legazpi City

Forestry
Forest cover is 865 hectares or 4.23 percent of the total land area, 198.68 hectares of
which are utilized for timber plantation located mostly in the southern barangays.
Mangrove forest can be found in hte northern portion of the city and in some areas of
barangay Maslog and Banquerohan.

LEGAZPI CITY TOURISM

Existing Situation
Tourist attractions consist of the following:
a. Five (5) Historical the Liberty bell, Jose Ma. Penaranda Monument, Headless
Monument, Legazpi Heroes Memorial Tylon and Japanese tunnel.
b. Six (6) Natural Kapuntukan Hill, Puro White Beach, Bagacay Beach, Porta Azul,
Lignon Hill and Mayon Volcano
c. Four (4) Religious St. Raphael Parish Church, St. Gregory the Great Cathedral,
Iglesia ni Cristo, and the Our Lady of Guadalupe Shrine
d. Five (5) Man-made Rizal park and monument, Locsin Park, Penaranda park,
Freedom Park; and Legazpi City Boulevard
e. Ten (10) Festivals Bicol Pastores, On-to-Mayon, Tourism Month, Holy Week,
Easter rites, May-Time Santacruzan, Feast of St. Raphael, Fluvial procession, Sibidan
Race and Ibalong Festival.
f. One (1) Cultural Legazpi City Museum
In the region, Albay province including Legazpi
tourism area.

City, is the most frequently visited

As of 2007, there are total of 44 accommodation facilities classified either as first class
hotel, standard, economic, inn, pension house, apartelle, or dormitory. These are
complemented by 58 dining and entertainment facilities.
A total of 15 convention facilities from a classroom size of 30, a medium sized crowd of
1,000 to a maximum capacity of 7,000 persons, e.g. Ibalong Centrum for Recreation,
are available.
There are also 31 souvenir and craft shops offering handicrafts, pilinut products, plastic
wares, dry goods and various souvenir items.

Situational Analysis
Legazpi City serves as the service center for tourism in the province, as well as the
region. The presence of natural attractions and accommodation facilities and services
could be attributed as the reasons for most visitors who choose the city as their tourist
destination.
Tourist arrivals in Albay province and Legazpi city from 2002 to 2006 showed an
increasing trend, except for 2006 which recorded a minimal decline of 0.04 percent.

This could be attributed to the natural disasters that visited the Bicol Region during the
said year.
By classification, majority of visitors from the city for the 4 th quarter of 2004 and 3rd
quarter of 2005 are foreign visitors numbering 508 or 57%. Domestic visitors registered
at 165 or 25% only. (Source: CPDO RESD)
Domestic tourists mostly come from the National Capital Region (NCR), such as Metro
Manila and its neighboring cities. Tourists coming from the United Kingdom dominate
the foreign tourists in the city.
Visitors came to Legazpi for commercial/business travels, followed by
convention/conference/seminar travels and for pleasure/holiday travels. Overall, their
average length of stay is only two (2) days.

Goal
To develop Legazpi city as one of the primary tourist destinations in the country

Objectives

To project Legazpi City as a destination where fusion of culture , history and

modernity exists;
To internalize to the Legazpeos the feeling of Legazpi pride and Legazpi
Identity;
To increase volume of tourist arrivals;
To encourage the stay of the tourists in the city to an average of three days;
To generate employment; and
To increase the citys income from receipts of tourism-related industry

LEGAZPI CITY ROAD TRANSPORTATION

Existing Situation
Legazpi City has several entry and exit points. It is connected in the Northheast through
Sto. Domingo, Albay; in the Southeast through Manito, Albay; and in the Northwest all
way to the countrys capital, through Daraga Albay. The city is linked to these
municipalities, and other provinces and regions through the city, provincial, regional and
national road network.
The citys total road network is 196.19 kilometers in 2006. It is comprised of 54.95
kilometers (28 percent) national roads, 40.71 kilometers (21 percent) city roads, 85.97
kilometers (44 percent) barangay roads, and 14.56 kilometers or (seven percent)
subdivision or private roads.
By road surface type, the city has two percent asphalt overlay roads, 69 percent
concrete roads, 9 percent asphalt roads, and 20 percent grave; earth roads.
Some road sections, such as the Bonot-Bogtong Bypass Road, were heavily damaged
by onslaught or Super Typhoons Milenyo and Reming. These roads were either washed
out or heavily scoured. Road shoulders, slope protection structures and lined canals
were also affected.
The city roads add up to a total of 196.19 kilometers. Twelve percent of these are highly
prone to lahar. These are all located in the northern area, along the slopes of Mayon
Volcano. And almost seven percent of the total roads are frequently flooded. These are
located in the urban area.
Based on the records of the City Engineers Office, there are 19 bridges that have a
total aggregate length of 434.60 kilometers. Ten (10) of these bridges are administered
nationally and the rest, locally. By structure type, 13 (68 percent) are RCDG type, three
(16 percent) are reinforced concrete slabs (RCSL), and the rest (16 percent) are
reinforced concrete slabs (RCSL), and the rest (16 percent) are masonry abutments. A
great majority (68.42 percent) of these bridges were constructed in the 1980s and
1990s, while the rest were built in the 1950s (15.79 percent) and 2000s (15.79 percent)
The nationally administered bridges have an average width of 7.00 meters, average
span length of 11.00 meters, and average number of spans of 2; while the locally
administered bridges have an average width of 5.00 meters, an average span length of
10.00 meters, and an average number of spans of 1.
In 2006, the Land Transportation Office-Legazpi City Districct recorded a total of 22,145
vehicle registrations. The vehicle registrations consist of private vehicles (77 percent),
vehicles for hire of or public utility (21 percent), and government vehicles (2 percent). By
vehicle type, a great majority consists of motorcycles and tricycles (60.96 percent); the
rest are utility vehicles (24.17 percent), cars (9.91 percent), trucks (4.51 percent), buses
(0.29 percent), and trailers (0.16 percent)
There are 17 bus companies servicing passengers that are going to Metro Manila of the
total, 59 percent are air-conditioned buses and the remaining 41 percent are ordinary
buses. Some 28 bus companies provide bus services to, from or through Legazpi Cty
along Naga-Legazpi-Tabaco route, including that of Sorsogon and Visayas. Various
jeepneys operate in both the inter-provincial and intra-provincial routes.

Legazpi City has a separate terminal for jeepneys and buses, but both are located in
one (1) compound at Barangay Kapantawan. The terminals provide loading and
unloading operations for both jeepneys and buses, and separate long-term parking are
for buses waiting to be dispatched or boarded. The bus terminal has areas for
circulation and loading/unloading berths for vehicles; sheltered waiting area, platforms
and restrooms for passengers; restaurants and shops; and ticketing, dispatching and
staff rooms for transport operations.

Situational Analysis
Considering mobility and accessibility, various issues and problems have come up from
the vicious circle urban degradation.
Population and economic growths increase mobility demand in urban areas As
population grows, travel demands also glow. In Legazpi City, the existing total road
population ratio for a projected population of 180,170 in 2006 is 1.09 kilometers per
1,000 population. With an urbanization level of 61 percent, the existing road population
ratio is 0.64 kilometers per 1,000 urban population. The road-population
ratio in the rural areas is 1.77 kilometers per 1,000 population. If compared to the ideal
of 2.4 kilometers per 1,000 population, the city has inadequate roads for both the urban
and rural areas. Also, the existing rural road-arable land ratio for 2006is 1.24 kilometers
per 100 hectares of arable land. The resulting proportion indicates an inadequacy of
0.26 kilometers per 100 hectares of farm-to-market roads based on the standard of 1.5
kilometers.
Just like other growing cities, Legazpi City has many neighborhoods that are becoming
less and less connec9ted and integrated to the rest of it. The seemingly irreversible
people movements form rural to urban areas contribute to the increase in urban sprawl.
Being the regions administrative seat and service center, it is beset with this same
problem. Indeed, sprawling accentuates the marginalization of the poor by creating
informal settlements, so that the urban areas have no proper public infrastructures like
access roads where fire trucks and other services delivery vehicles can reach the
people. This, then, threatens the quality of life and the ability to meet mobility needs.
People in developing countries often do not have the choice of mode of transport most
adaptable to their needs. In Legazpi City, majority of its people with low average
income, especially in the rural areas, do not have access to private motorized transport,
making them dependent on other modes. Over the years, the number of vehicles in the
city has steadily increased. Registered vehicles started from 15,477 in 2001 and
increased to 143 percent in 2006. The largest number of the registered vehicles is
privately-owned, consisting mainly of motorcycles and tricycles, cars and utility vehicles.
However, these only represent 46 percent, almost half of the 35,127 projected
households in the city in 2006, assuming a ratio of one vehicle per household. Travel
time is getting longer, and access to basic services becomes increasingly difficult.
The low priority given to urban transport combined with limited funds has resulted to
under-investment in infrastructure. As a result, whenever governments invest in
transport infrastructure, it is often aimed at car-based urban infrastructures like road
construction or improvement. The much-needed parking spaces for urban areas and
construction of farm to market roads (FMRs) in rural areas are more often neglected. As
identified in the City Development Strategies (CDS) Program, the city needs more than
20 kilometers FMRs. The citys bus terminal needs a major rehabilitation. Its roads are
in a very pooor state, buildings are heavily damaged and more areas for circulation and
loading/unloading berths for vehicles should be

allotted. The typhoon-damages roads should be rehabilitated to ensure continuous

mobility. Aside from these, the city still needs to deal with the issues on the quality of
some roads, which is still far from the national standards in terms of road width and
thickness, road surface, and other ancillary road facilities like curb or gutters, sidewalk
pavement markings, road signs and guard rails, public utility vehicles (PUV) stops, and
drainage systems to contain floodwaters that make the roads safe.
Air in the urban area of city is increasingly getting polluted. This is clearly manifested in
the concentration of suspended particulates, which was on an average of 64.53
microgram per nominal cubic meter (ug/NCM) in 2002. And rose to 101.65 ug/NCM in
2006. The World Health Organization (WHO) recommends a healthy level of 90
ug/NCM. Both values, however, are within the limits of the criteria according to the
Department of Environment and Natural Resources-Environmental Management
Bureau (DENR-EMB). But the fact that it is generally increasing. Should cause alarm.
The exhaust fumes of the 22,145 motorized transports in the city are primarily
responsible for the existence of pollutants such as CO, NOx, SO2, lead and particulate
matter. The increasing motorization will produce increasing emission of greenhouse
gases that will contribute to the Greenhouse Effect, putting at risk the efforts to limit
climate change.
Rising global temperatures pose two major challenges for the transportation sector,
namely: ensuring that the transportation networks can withstand the effects of climate
change that are already underway (i.e. stronger typhoons, frequent flooding, and raininduced landslides), and reducing mobile source greenhouse gas emission to avert
future climate disruption, from both an adaptation and mitigation perspective.
The toil in human life and personal injury on the streets and roads of Legazpi City is
indeed a cause for alarm. Many people die or are injured in traffic accidents. The record
of 541 vehicular/traffic accidents in 2006 was almost three times (3x) u the number of
187 in 2002, and it has been steadily increasing. The swell in number may be attributed
to inappropriate infrastructure, poor and inconsistent implementation of regulations
promoting the mixed use of existing infrastructure, pedestrians, motorcycles, tricycles,
buses and cars share the same road space, incurring many fatalities. The lack of basic
safety standards, like safety belts, security helmets and old vehicle fleets are also
contributors to traffic hazards.
Congestion threatens economic viability and aggravates pollution. In 2004, eight (8)
traffic congestion areas have been identified in the city, with medium traffic volume and
an average of two (2) traffic cycles. The traffic volume and average traffic cycles
remained the same in 2006 for these areas. But two (2) road sections namely, Rizal
Street (fronting St. Agnes Academy) and Kap. F. Aquende Drive cor. Alternate Road, are
already experiencing three (3) traffic cycles daily. This case is still manageable
according to traffic authorities, but if not given attention this early, it can result to
unmanageable conditions. Thus, the capacity of these road sections will have to be
evaluated.
Each mode of transport uses space for moving and parking over a given period of time.
However, a private car is the largest consumer of space as it spends 90 percent (or 22
hours) of its day being stationary, either at home, at the office, or in commercial areas.
Imagine this: in order to transport 40 passengers per hour in the same direction, a rightof-way measuring 12 meters for a bus can be chosen, or one measuring 20 meters for
jeepneys or tricycles, or one measuring 24 meters for sports utility vehicles, or one
measuring 32 meters for cars. Commuters also lose a certain amount of time in traffic
jams and this can really get worse as motorization is increasing.

Current Road Requirements

Based on the standard of 2.4 kilometers per 1,000 population, Legazpi City currently
needs 431 kilometers of roads; 260 kilometers of the urban areas and 171 kilometers in
the rural area. From the standard road-arable area ratio of 1.5 kilometers per 100
hectares, the city needs to add 26 kilometers of farm to market roads.
The existing roads and bridges also need widening, resurfacing and rehabilitation to
maximize the utilization of the structures. Other transportation facilities, such as the bus
and jeepney terminal, need improvement, and parking spaces should be provided.
Projected Road Requirements
To meet the demands of the population in the next ten years for 2009-2018, the city
needs additional roads according to the following timetable:

Future Road Requirements Basedon the Standard of 2.4 kilometers per 1,000
Population, Legazpi City, 2009-2018

Year
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018

Projected
Urban
Population
112,313
114,402
116,530
118698
120905
123154
125445
127778
130155
132576

Urban
Road
Requireme
nt (in
kilometers)
269.55
274.57
27967
28487
29017
29557
30107
30667
31237
31818

Projected
Rural
Population

Rural Road
Requireme
nt(in
kilometers)

Projected
Total
Population

Total Road
Requireme
nt (in
kilometers)

73,906
75,281
76681
78108
79560
81040
82548
84083
85647
87240

177.38
180.67
18404
18746
19095
19450
19811
20180
20555
20938

186,220
189,683
193212
196805
200466
204195
207993
211861
215802
219816

446.93
455.24
46371
47233
48112
49007
49918
50847
51792
52756

Note: Population projections are based on the 2007 Census.

The present Road Network Development Program needs to be re-examined to include
the proposed grid road pattern, and consider the effects of hazards and climate change
on the existing and future road structures.
Goals
-

To enhance economic and social development through adequate road and street
network system; and
To meet the demand for public transport in consonance with economic growth of the
city.

Objectives

To construct and improve farm to market roads in support to the agricultural

development program of the city;
To construct and improve more roads in support to the commercial and industrial
development plan of the city;

To pursue a cost effective annual road construction and maintenance program;

To improve inter-barangay accessibility to stimulate preferred location and
discourage incompatible land use;
To encourage the establishment of public transport services and other high
occupancy means of transport;
To provide better and efficient traffic management in the city; and
To coordinate all planned programs and projects with the Department of Public
Works and Highways (DPWH) and the Department of the Interior and Local
Government (DILG).

LEGAZPI CITY RAIL TRANSPORTATION

Existing Situation
The Philippine National Railways (PNR) is the agency that manages the operation of
the countrys rails transport. It provides daily long distance passenger and cargo
services along the Legazpi CityManila line. The estimated time of departure from

Legazpi City station is at 1530 hours and the estimated time of arrival at its destination
in Tayuman is 0715 hours the next day.

Fare rates vary according to the kind of accommodation. The fare structure is shown
below:
Accommodation
(Peso) Rate per Km.
Aircon reclining seat
0.80
Non-Aircon reclining seat
0.70
Economy
0.59
Source: Phil. National Railways, Legazpi Station

Situational Analysis
PNR operation has been declining due to very low daily ridership of about 1,000
passengers only in the south rail caused by poor and unreliable services. The railroad
tracks are in very bad condition; passenger coaches and locomotives are outdated;
travel is unsecured; and the travel time is quite long compared with public utility buses.
These conditions were made worse by the lack of government funds to upgrade and
operate the rail system. Its operation was finally suspended after super typhoons
Milenyo and Reming caused heavy damages on its facilities late in 2006.
There is also a strong clamor for PNR to use the standard gauge of 1,435 millimeter-rail
tracks for its North Rail and South Rail Projects, considering that it is the dominant
gauge technology used in the commuter trains of Light Rail Transit (LRT) and Metro Rail
Transit (MRT) in Manila. Besides, the standard gauge available in the market has a high
level of standardization, and the rolling stocks for it, is less expensive in the long run. It
allows for higher axle loads and is compatible with containerized cargoes thats are
designed fro freight wagons running on standard gauges.
The Philippine National Railways projected the ridership for the South Rail Projec9t is
projected at 34,220 daily or 12.319 million annually for the first year of operation,
increasing to 89,076 daily or 32.067 million when the service reaches Legazpi City, and
to 109,659 daily or 39.477 million annually when the service is extended to Sorsogon.
Ridership increases gradually thereafter. In addition, 3,779 tons of freight cargo will be
transported daily; increasing to 6,391 tons daily after two years; and to 7,643 tons when
the service reaches Sorsogon.
Goal
To provide an alternative mode of land transport with adequate and appropriate facilities
required for safety, speed and convenience in transporting people, goods and services.

Objectives

To encourage the establishment of public transport services and other high

occupancy means of transport;
To optimize the availability of public transport;
To meet the demand for railroad transport needs to support other modes of
transportation so as to induce the maximum growth of the citys economy; and
To advocate the rehabilitation and modernization of the rail transport system.

LEGAZPI CITY WATER RESOURCES AND

SUPPLY
Existing Situation
Legazpi City has 15 surface water sources, made up of 13 rivers and two (2) creeks. Six
(6) of these traverse the urban area, and the remaining nine (9) water bodies pass
through the rural areas. Only Yawa River and Macabalo River are navigable. Majority of
the rivers are water sources for irrigation.
The city also has eight (8) springs, four (4) of which are tapped by the Legazpi City
Water District (LCWD) as sources of water supply and distribution. The springs in
Bogna, Buyuan and Mabinit have a total capacity of 19 800 cubic meters of water per
day.
The water needs of the city are solely provided by the LCWD. The districts water
services are mainly supplied in the urban area. Of the 25 rural barrages, only 28 percent
are serviced. The water is distributed to consumers to a pipeline network totaling 200
kilometers in length with pipe sizes ranging from 4-inch to 12-inch diameters. The
network includes storage facilities comprised of a 2,000 cubic meter elevated storage
reservoir and two (2) ground level reservoirs. Two (2) hydraulic control structures and a
filtration plant to improve quality of its water supply are also operational.
Community water systems, also known as Level II, usually involving point sources and
pipe systems with communal faucets, serve 21 percent of the citys 35, 127 total
households. Twelve percent of the total households rely on point sources, also known
as Level I, such as rain collection, wells and springs for water supply.

Situational analysis
Legazpi City, known to be relatively abundant in water sources, is now faced with
alarming water and sustainable development problems. Population growth, urbanization
and commercialization and industrialization are creating serious pressure on the water
resources.
Population is highly linked with public water supply, about 56 percent of which is
allocated for domestic or household purposes. The impact of population on the ability of
water sources to meet the demands placed on them by society is paralleled by the
effects of population on the quality of water resources. Legazpi City is still faced with the
issue of expanding the LCWDs services to the rural barangays, and saturating the
urban areas with water connections. The number of water residential connections
showed an increase of 20 percent in 2006 from 12, 123 in 2002. Water connections for
government offices also showed an increase of 529 percent in 2006 from 186 in 2002.
Commercial water connections, however, showed a decrease of 79 percent from 1,023
in 2002 to 213 in 2006. Majority of these connections are located in the urban area,
therefore, the rural are lacks access to piped water systems.
The decreasing population of water resources and watershed degradation continue to
damage the environment and threaten thousands of lives. The depletion and
degradation of these resources are results of poor implementation of environment
protection laws. In the city, the point sources utilized by the LCWD in the northern
barangays are not secured for sustainability, since there are settlements around it and
their locations are threatened by lava flows and lahar.The disparity in investment in the
water sector is also causing limited access to financing. For that reason, capital
financing for major water development programs remains a problem. In the city, tapping

of potential water sources in the rural areas is also impeded by the high cost of
development. However, the construction of communal or piped water systems in the
rural area is undertaken by the barangays through their barangay development funds or
foreign assisted funds; but these are usually fragmented. Major investment of piped
water system is not an LGU priority.
Hence, there is a need for the water sector to adopt the climate change adaptation
strategies and policy reforms identified by the National Water Resources Board (NWRB)
to ensure national and local coordination and collaboration.
The LCWD need to expand their services to the rural area of the city to serve the
remaining 18 barangays; and utilize the potential water sources in these areas. The
water demand of the entire city in the next ten (10) years should also be considered in
the expansion.
Projected Water Demand of Legazpi City, 2009-2018
Year
2009

Monthy
Cubic Consumption
664,025

Annual
Cubic Cosumption
7,968,300

2010

678,075

8,136,900

2011

692,425

8,309,100

2012

797,000

8,484,000

2013

722,050

8,664,600

2014

737,735

8,848,500

2015

750,700

9,008,400

2016

769,550

9,234,600

2017

786,125

9,433,500

2018

803,275

9,639,300

Goal
To provide an adequate, safe, potable and accessible water supply for urban and rural
utility

Objectives

To expand present water sources to meet the growing demands of the

population.
To provide sufficient water supply of all uses agricultural and non-agricultural;
and
To advocate, coordinate with other sectors and implement measures to prevent
and control water population.

LEGAZPI CITY IRRIGATION

Existing Situation
There are fourteen (14) irrigation systems in Legazpi City, as recorded by the City
Agriculture Office. Fifty-seven percent are located in the northern area of the city and
are exposed to volcanic hazards such as lava flow and lahar; while 43 percent are
located in the southern area. The irrigation systems provided water to 189 00 hectares
of rice lands in the Northern barangay and 135.50 hectares in the Southern barangays,
totaling to 324.50 hectares of irrigated rice land.
Thirty-six percent of the irrigation system utilize shallow tube well irrigation, 29 percent
use sand-bagged dams,14 percent employ the water impounding system, and the rest,
that is, 21 percent are communal irrigation system, concrete irrigation chute and earth
dam. Water sources for half (50 percent) of the irrigation systems make use of creeks,
36 percent draw from water wells and 14 percent exploit the rivers. Of the 14 irrigation
systems, 43 percent are fully operational, 29 percent are operational but need
upgrading, 14 percent are washed-out needing rehabilitation and upgrading, and 14
percent are operational, bur need rehabilitation.

Situation Analysis
Irrigation constitutes a large portion of total water consumption by agriculture in the city;
it is considered the biggest water use, notwithstanding the fact that only 19 percent of
the potentially irrigable area of 1,730 hectares is irrigated. All of the irrigated areas are
devoted to rice. The demand for rice and other crops in the locality is projected to grow
more as the population increases. The city will not be able to meet the rapidly
increasing rice demand in the present irrigation conditions. The efforts at increasing the
number of irrigation lands are impeded by technical and institutional difficulties such as
the slow-paced irrigation development, dilapidated facilities and outdated designs, and
deficient water management due to institutional flaws. Despite the slow development of
the potentially irrigable areas, however, the average palay yield increased from 2.96
metric tons per hectare to 3.92 metric tons per hectare. The average cropping intensity
of the local irrigation system is two (2) cropping seasons.
But the rehabilitation and provision of funding for existing irrigation systems are
considered necessary to maximize agricultural production. These will improve their
efficiency and service to farmers; promote the development of irrigation systems that
are effective, affordable appropriate and efficient; and prevent further destruction
watersheds.
With the issues on climate change and water depletion however, some experts are now
asking whether irrigation is doing its job at maximizing agricultural production or
masking the effects of climate variability in the scene, some reports suggests that the
increase in irrigation in the 20 th century is actually changing weather patterns and
masking some local effects of global warming the report entitled Irrigation and 20 th
Century Climate concludes that if agriculture pulls large amounts of water from
underground sources, there will be more water evaporating, leading to the cooler
temperatures and increase precipitation. This report however needs to be validated in
the Philippine setting.

LEGAZPI CITY POWER AND

ELECTRIFICATION
Existing Situation
The Albay Electric Cooperative Incorporated II (ALECO II) is the electric power provider
in the Albay Province, particularly in Legazpi City. As of 2006, the citys electrification
level stood at 100 percent. The cooperative has provided electricity to all its 70
barangays. An estimated 31,340 households were served representing 95 percent of
the total potential households in the city. Only five percent remain unenergized and
these are puroks or areas in the southern barangays.
The increase in the number of households served with electricity showed an increase of
36 percent in 2006 from 22,721 connections in 2002. However, the number of potential
households for electrification also increased from 31,139 in 2002 to six percent in 2006,
as a result of population increase. On the other hand, the percentage gap between the
number of households served and the number of potential households is decreasing
from 37 percent in 2002 to five percent in 2006.

Situational Analysis
While the city has attained an electrification level of 100 percent, several sittios and
puroks are still unenergized up to now. These areas are located in the far-flung
barangays of the city, which also need the services of ALECO.
Frequent power outages are experienced in the city affecting the normal operation of
the residents, establishments and institutions. These also caused some losses in
production of goods and created a negative impact on would-be investors, especially in
the industry sector.
Apart from this there is the unending issue on the high power selling rate of the National
Power Corporation (NAPOCOR) to Albay Electric Cooperative (ALECO) at P7.87 per
kilowatt-hour compared to the uniform rate of P4.91 kilowatt hour given to the Luzon
Grid and the national average rate of P6.61 per kilowatt-hour considering that the power
source is also in Albay Province. As an effect, the consumers served by ALECO are
bearing the burden of high power rates.
The electric cooperative servicing the city has its own internal issues to attend to, that
includes: huge payment arrears to NAPOCOR looting of power transmission line cables,
tower parts and other materials, and high systems losses due to pilfering, low voltage
supply and partial compliance with systems loss segregation requirements. These
crises brought about consumer distrust in the cooperative, thus, affecting the collection
of electric bills, which further aggravated the situation.
In order to produce more opportunities for improved quality of life, the greater access to
basic services and better infrastructure for the marginalized sector and the far-flung
rural areas of the city, it is fitting to support the expanded rural electrification program
(ER Program) of the national government the electrification of sittios and households.
It is also fundamental to follow the mandates, policies and strategies of the Electric
Power Industry Reform Act (EPIRA) of 2001, which further strengthens and integrates
efforts on rural electrification by both the government and the private sector. The ER
Program envisaged achieving 100 percent barangay electrification by 2008 and 90
percent household electrification by 2017.

Goal
To provide total electrification in Legazpi City

Objectives

To raise the standard of living of the Legazpeos, especially the rural population
by providing electricity for lighting and household appliances and thereby
extending the convenience and comfort relative to social development.
To increase the per capita (income of the residents by encouraging them to utilize
electricity in income-generating activities.
To provide cheap, reliable and adequate power for residential, commercial,
industrial and agricultural areas.
To attain a stable pricing system that is within the reach of the general consuming
public; and
To coordinate all planned programs, projects and activities with the National
Power Corporation (NAPOCOR), though the Albay Electric Cooperative II
(ALECO II) for their implementation.

LEGAZPI CITY DRAINAGE AND FLOOD

CONTROL
Existing Situation
Legazpi Citys urban area is identified by the Mines and Geosciences Bureau as
occasionally or frequently flooded. Almost 25 percent of the 45 urban barangays are
flooded regularly. There are also areas in the southeastern part of the rural area that are
frequently flooded. These are the barangays of Bagacay, Homapon and Banquerohan,
all near the Polique Bay area. River swellings occur during rainy season; and river
banks are prone to erosion.
The city has more than 192 kilometers of roads that need to be provided with complete
drainage and flood control facilities to direct excess water to its natural drain, which is
the Albay Gulf. As of 2008, the City Engineers Office recorded 29 lineal kilometers of
constructed lined canals and box culverts along major roads and streets in the urban
area. Thirty percent were nationally administered and the rest were administered by the
Local Government. (Sources: City Engineers Office, DPWH Albay)

Situational Analysis
Despite its efforts in mitigating flood effects, the city continues to experience the serious
effects of water-related disasters due to its geographic location, some climatic factors
and variability. Sedimentations in rivers occur due to lahar and volcanic eruption
deposits. The city experienced an average annual rainfall of 3,225 millimeters and an
annual average of six (6) typhoons, for the past five (5) years. Both occur mostly during
the last quarter of every year. The heavy rains by Super Typhoon Reming in 2006
wrought damages in the city, flooding almost all urban areas. Lahar from the slopes of
Mayon Volcano nearly buried Northern barangays and cause losses in life and
properties. The citys urban elevation ranges from 0 to 20 meters only above sea level.
This and the upcoming effects of global rise in sea level make the city prone to flooding.
Another issue that contributes to losses due to flooding is the encroachment of natural
channels. For one, Yawa Rivers northern side of its mouth has been home to more than
100 households for quite a time already. Lives and properties have been lost in this area
during the onslaught of Super Typhoon Reming.
The indiscriminate dumping of garbage in waterways also adds to the clogging and
narrowing of river channels that constrict the flow of water.
Considering all these factors, the following is deemed necessary to mitigate the effects
of flooding:
1 Review and update the citys drainage master plan to incorporate new studies
and reflect newly identified priorities;
2 Consider the effects of climate change, such as heavy precipitation, stronger and
more frequent typhoons, global rise in sea level, among others, in the design of
the structure and conduct further studies to utilize excess water for drinking,
agricultural and other uses;
3 Enact restrictive land use and building structure regulations in areas vulnerable
to severe damages due to the impact of lahar, flooding and wave action;
4 Relocate and prevent informal settlers from living along the river banks and
identify it as areas of critical environment concern; and
5 Install and establish both structural and non-structural mitigation measures
structural measures using engineering intervention such as levees, sabo works

for the prevention or mitigation of sediment related debris, channeling,

revetments, floodways, pumping stations and drainage facilities; and nonstructural measures such as flood monitoring, information and warning system,
hazard mapping and land use planning.

Goal
To provide drainage and flood control system to ensure sanitation and minimize
economic losses to life and property resulting from water-related hazards

Objectives

To update the Comprehensive Drainage and Sewerage Plan of the city;

To source external funding for the implementation of the comprehensive drainage
and sewerage system; and
To implement incremental drainage projects over the planning period supportive
to the comprehensive drainage and sewerage plan.

LE

COMPREHENSIVE
GA

LAND-USE
PLAN
20
09-

FUNCTIONAL ROLES OF THE CITY

Based on the Regional Physical Framework Plan, Metro Legazpi (including the
Municipality of Daraga) is identified as one of the regions primary growth areas. As
such, a network of settlements shall be developed in the area. Metro Legazpi shall
serve as a backup for the secondary and tertiary growth centers in providing services
for the expanding population in the less urbanized and rural municipalities. Metro
Legazpi is also identified as the Regional Center of national government agencies and
the center of education in the region.
The Provincial Physical Framework Plan identifies Metro Legazpi (also including the
Municipality of Daraga) as the provincial seat for administration. With Legazpi City as a
primary urban center, it is also the hub of commerce, trade and industry, modern
settlements, telecommunications and medical services in the province.
Information and Communication Technology (ICT) industry is the specific product or
service of Legazpi City for the One Town, One Product (OTOP) Program. A Resolution
No. 0119-2006 was adopted by the Sanggunian Panglunsod declaring the building and
compound of the Ibalong Centrum for Recreation as the Legazpi City Info. Tech. (IT)
Park to develop and promote the ICT industry and eventually turn the city into an IT
enabled business hub.

As re-adopted during the series of public hearings of the Legazpi City Planning
and Development Council (LCPDC), through LCPDC Resolution No. 01-2008
(Resolution Re-Affirming the Statements of the Vision, Mission and the Development
Thrust for the Planning Years 2009-2018), the following constitute the Vision, Mission
and Development Thrust of the City of Legzpi:

VISION
The City of Legazpi shall stand as the model of a progressive community, where
governance draws strength from an active and empowered citizenry and where social,
economic and physical development is tempered by a commitment to democracy, social
justice, balanced ecology, cultural integrity and the welfare of the future generation.

MISSION
The City Government of Legazpi shall promote economic growth and sustainable
development and provide effective and efficient delivery of basic services under a
climate of social justice with the active participation of all sectors of the community.

DEVELOPMENT THRUST
Agri-Industrial cum Commercial Development

GOALS, OBJECTIVES & STRATEGIES

The central goal of the plan is to attain a sustainable management of the citys land
resource. Its framework is anchored on the following concepts:
Urbanism. As developed by the Goa 2100 Design Team: Aromar Revi, Rahul Mehrotra,
Sanjay Prakash and G.K. Bhat. RUrbanism is the new term for urban-rural integration. It
embodies better integration between growing urban centers and the often distressed
rural communities that support them with food and natural resources to evolve from

todays unsustainable land-use and infrastructure patterns to new patterns that will be
both viable and elegantly livable in the long run.
Sustainable Development. This is simply meeting the needs of the present generation
without compromising the needs of the future generation. Sustainable development is
people-centered in that it aims to improve the quality of human life and it is
conservation-based in that it is conditioned by the need to respect the natures ability to
provide resources and life-support services. In this perspective, sustainable
development means improving the quality of human life while living within the carrying
capacity of supporting ecosystems. (Concepts and Issues of Sustainability in Countries
in Transition, Antonia Ltteken and Konrad Hagedron)
Poverty Alleviation, Equity, and Gender Equality. The alleviation of mass poverty and
equitable and equal distribution of wealth in society across all genders is generally
recognized as economic, moral and environmental goals. The roots of poverty include a
string of lack of such as access to productive resources, access to education,
technology and social services. A large number of landless unproductive poor depend
on public forests and coastal areas for subsistence and are considered the main reason
for the rapid degradation of these resources.
Participatory Development. This means the involvement of the people and other
stakeholders in the creation, content and conduct of programs and policies designed to
change their lives. It is built on a belief that citizens can be trusted to shape their own
future using local decision making capacities to steer and define the nature of
interventions.
City-led Development. It emphasizes the lead role of the city in the planning and
implementation stages of development, using its capacity as an autonomous local
government unit equipped with revenue-generating powers and full control over
devolved services.
GO-NGO-Business Sector Linkage. With an active and well-organized group for
development, NGOs and the private sector will become active partners for
development, in the areas where their strong advocacy role will be most significant,
such as poverty alleviation, equitable and environmentally sound development.
The over-all goal, objectives and strategies are presented in the following:

Over-All Goal

To effect a rational and judicious allocation, development and management of

land to ensure that it can be used across many generations without jeopardizing,
but in fact enhancing =, its value.

Over-All Objectives

To allocate land uses that will promote productivity, ensure harmonious

settlement patterns and provide access and mobility to areas of productivity.
To regulate the rational allocation of land by various land uses based on
population growth and economic development trends; and the vision of the City
To integrate disaster risk reduction measures in the over-all plan of the city and
identify environmentally-critical areas to deflect development, population centers
and other high-risk activities from locating in these areas.
To accelerate growth in less developed areas within the City through regulatory
measures, such as investment incentives and identification of priority
development areas.

To minimize land use related conflicts that arise from incompatible uses

Strategies

Review and revise sound land use implementation measures, e.g. Zoning
Ordinance, over time to achieve the land use goal and objectives;
Delineate compatible land uses from non-compatible land uses;
Integrate Disaster Risk Reduction (DRR) and Climate Change Adoption
(CCA) in land use planning and urban development by
o Enforcing
regulations
on
flood-prone
areas
and
other
environmentally-critical areas (such as landslide and lahar areas) to
uses that are not subject to substantial damage from flood and other
hazards,
o Enhancing skills and competency of urban planners in risk-sensitive
land-use planning and incorporating these tools into zoning and
other land use regulations,
o Improving the project planning and project execution capabilities of
the local government through collaboration with concerned national
agencies;
Enforce life safety construction standards in the implementation of the land
use plan of Legazpi City by using the recommended standards and
specifications of relevant government agencies in relation to population,
whenever applicable;
Engage in multi-use development and specify multi-use areas where urban
activities can converge considering the proximity of residence to work, recreation
and other functions of city life;
Recognize the interaction between transportation and land use by integrating
transportation policies into land use policies, and the importance of Traffic Impact
Assessments (TIAs) for major development projects in the city; and

THE CONCEPT STRUCTURE PLAN

Legazpi City is re-adopting the polycentric growth pattern, where the spheres of
influence of the growth pattern, where the spheres of influence of the growth nodes or
urban centers are expected to fuse together functionally integrated spaces. As stated
earlier, the polycentric system was considered as a means to achieve a more balanced
spatial pattern of development based on the framework of urban and rural integration.
While excessive concentration of activities in the current urban core will be avoided
through these growth nodes; the complementarity of cooperation through pooling of
resources, and optimization of spatial diversity are also ensured.
It is also envisioned to promote stronger interaction between the nodes to develop both
specialized and complimentary resources to encourage the economies of scale and
shape the citys competitive advantage as a whole.
The Growth Nodes
The following table shows the growth nodes, its description and location:

Table 9. Legazpi City Growth Nodes

Growth Node
Primary Node
Secondary Nodes

Tertiary Nodes

Description
The Urban Core

Location
45 Urban Barangays
Brgy. Bigaa (North Area)
Convergence points of each
Brgy. Taysan (Near South Area)
geographic
development
Brgy. Banquerohan (Southeast
area
Area)
The general development
areas (GDAs) in the rural 22 rural barangays
barangays

Figure 6 illustrates the citys general Structure Plan. The major development areas in
the Urban Core (Primary Node) and in the Secondary and Tertiary Nodes are shown in
Figure 7 and Figure 8. The structure plans show the citys growth nodes, its linkages
with each other and the adjacent municipalities.
All nodes are interconnected by infrastructure links and mobility systems, mainly by
road infrastructure and public transport, and to some extent sea transport. The direction
of linkages all start from the urban core towards the North Area through the LegazpiSto. Domingo Road, and the Near South and Southeast Areas through the LegazpiManito Road. The city and barangay roads, and especially Rizal Street, provide the
East- West links to other barangays and its neighboring Municipality of Daraga, and
ultimately to the neighboring provinces, regions and the nations capital. The LegazpiSto. Domingo Road connects the city to the neighboring municipalities in the North,
while the Legazpi- Manito Road links the city to the municipalities in the South. The
Legazpi- Daraga Road connects the city to the western neighboring municipalities, and
through the Maharlika Highway to the national center.
The Legazpi Baseport connects Legazpi to island municipalities in Albay, and other
coastal barangays of the city.
The growth nodes will not be expanded; however, the densification of activities in these
areas will be promoted to create a more compact spatial imprint, from the apparent strip
development.

The Primary Node

The Primary Node, composed of the 45 urban barangays, will serve as the urban core
of the city. It will continuously provide facilities for a wide variety of existing and
emerging urban needs. It will accommodate the Central Business District and the
Regional Government Center. The City Hall Building will be expanded on its right wing,
if not relocated to the Bicolandia site for a new 3-4 storey building construction. The
completion of the Ligon Hill Nature Park in Bogtong, the development of an eco-park in
Buraguis and a viewing deck at the top of Kapuntukan Hill and the construction of the
Miguel Lopez de Legazpi Center for Culture and Arts in the Old Albay District will
reaffirm the citys role as a tourism hub. The motorpool area in cruzada will house the
expansion of the City Domitory.
A master drainage program will be implemented in the urban area with two (2)- pumping
station installations at Victory Village and Dapdap, and the continuous dredging of Yawa
River will be done to prevent flooding. Bicycle and walking lanes will be installed along
major river banks and covered sidewalks in the urban area to promote other modes of
mobility other than motorized transport. The Legazpi City Central Bus Terminal (LKY

Lifestyle Hub) will operate on a BOT scheme and provide state-of-the-art services for
the riding public. Continuous advocacies wil also be pushed for the rehabilitation of the
Philippine National Railways (PNR) line to Legazpi and the improvement of Legazpi
Baseport to affirm the citys goal of promoting other modes of transport. The existing
Legazpi Airport once vacated, can be an area for commercial and recreational
expansion. The slaughterhouse in San Roque will also be modernized and upgraded.
ICT parks will also be established in strategic locations in the urban area.
The harbor area of the city will be the site iof several world class waterfront
developments through public and private partnership. The Embarcadero de Legazpi,
one of the most anticipated developments in the city, is soon rising. It will be a 24/7
world-class seafront development adjacent to Kapuntukan Hill, which will serve as the
center for commerce, tourism and information technology in the Bicol Region. Also
adjacent to Kapuntukan Hill (southern side), another waterfront development dubbed as
the New Legazpi Urban District, is being conceived. It will be an estimated fourteenhectare (14-hectare) reclamation site planned as a self-contained area which will be
home to government offices, a church, a plaza, and a convention center. Saleable lots
for hotels and other forms of lodging will also be made available. Other facilities shall
include malls, water front park, and marina, tourist center with view decks, boarding
decks for sea vessels and yachts; restaurant and parking areas. A water sports center
and theme park will also be established in the nearby areas of Barangays Dapdap and
Puro. Shore protection structures will also be constructed along the coasts of Sabang,
Pigcale, Centro-Baybay and San Roque. The structures will also serve as a boulevard
designed for slow travel and bicycle and pedestrian usage.

The Secondary Nodes

The Secondary Nodes will also serve as convergence points for their respective
geographic development areas, namely: Barangay Bigaa in the North, Barangay Taysan
in the Near South and Barangay Banquerohan in the Southeast areas.
In the North, Barangay Bigaa will host a satellite clinic, an extension site for Pag-asa
National High School, and other network of settlements. The slopes of Mayon Volcano
will remain as preserved forest, hence, reforestation activities will continue. The sevenkilometer (7-kilometer) extended danger zone along the slopes of the volcano will be
continuously and sustainably enforced. As such, no human activity will be allowed within
the declared area. And since the north area is environmentally-critical, the activities or
land uses in the identified General Development Areas (GDAs) will be limited to the
provision of basic needs of accessibility and mobility, and social services only, and shall
be subjected to limitations in major project investments and settlements, as well as
allowable uses, which shall be categorically stated in the zoning ordinance. As an effect,
the North Area, though identified with GDAs, cannot accommodate major development
projects, except those that address disaster risk reduction and climate change
adaptation measures.
In the Near South Area, Barangay Taysan will also eat a satellite clininc, an expanded
resettlement site and other new residential developments.
In the Southeast Area, Barangay Banquerohan is the site for the Special Economic
Zone, as well as, the sanitary landfill, another resettlement site and protected mangrove
areas. The development of Karangahan Falls and a viewing deck at the Risen Christ will
boost this nodes tourism activities. Camino real lots dispersed in the Near South and
Southeastern areas are potential socialized housing sites.
The opening of new roads through the CADALE and GUICADALE Road Projects and
other road opening projects, in the Near South and Southeast Areas will ensure the

citys connectivity to the new airport of international standards in the nearby Barangay of
Alobo, Municipality of Daraga; and provide further accessibility and mobility to and from
the urban core.
And to accelerate economic growth in the Near South and Southeast Area of the city,
the Legazpi Southcoastal Investment Zone, a package of road networks, plans to
interconnect the major upland roads to the proposed new airport. The road network will
also improve connections from the Central Business District to Barangays Dapdap,
Puro, Lamba, Taysan, Buraguis, Maslog, Mariawa, Tula-Tula, Estanza and Cagbacong.
The investment zone will not only increase the reliability and certainty of commercial
and commuter travel time to the new airport, but also provide safer, faster and more
reliable travel, and reduce the road congestion I the citys main road network.

The Tertiary Nodes

The tertiary nodes will be General Development Areas (GDAs) in each rural barangay.
The GDA will be a mixture of land uses such as commercial, institutional and residential.
With exception, the GDA activities and land uses in the North Area shall be regulated
and therefore subjected to limitations as explained earlier.

THE LAND USE PLAN

This Land Use Plan represents an amalgam of all the planning program elements. It
shall serve as a general and long-range policy guide to the citys future physical
development and policy directions. The plan depicts in textual and map from the land
use plan patterns and general location of development and conservation areas, the
direction of urban expansion, the transportation arteries and linkages, and growth
nodes.
Legazpi City has re-adopted the Land Use Plan for the past planning period, with some
revisions, to accommodate the densification of urban activities through infilling
development, and reduce the risks of disaster and the effects of climate change.
The Land Use Plan Maps (Figure 9 and Figure 10) show the general distribution and
extent of the land uses. It is instrumental in the development of the Zoning Map. The
land use patterns of the land use plan map are also reflected in the zoning map to be
optimally effective, and enable the desired land use patterns to occur.
Land Use Distribution
For planning purposes, the city is divided into four (4) development planning units.
These are the Urban Area, the Urban Area, the North Area, the Near South Area and
the Southeast Area. The Land Use Plan for 2009-2018 will be presented according to
the development planning units and further delineated according to the four (4) major
land use policy areas: settlement, production, infrastructure and protection.
The four (4) policy areas, when put together, will leave no portion of the territory of the
local government without policy coverage. Thus, the plan can be considered
comprehensive in nature.
Figures 14- 18 show the land uses by Policy Areas (Settlement, production,
Infrastructure and Protection).
The following table shows the proposed land use areas in each development planning
unit by major policy area:

Table 10. Proposed Land Use by Development Planning Units and Major Policy
Areas, 2009- 2018
Major Policy Areas/ Land Land Area (In hectares) by Development Planning
Uses
Units
Urban
North
Near
Southeas Total
Area
Area
South
t Area
Area
SETTLEMENT AREAS:
Residential
699.89
10.55
121.17
48.73
880.34
General Development Area
632.95
918.17
764.31
2,315.43
Multi-Use Area
40.04
40.04
PRODUCTION AREAS:
Commercial
307.32
1.18
308.51
Industrial
36.00
35.52
23.03
94.54
Agri-industrial
8.36
8.36
Agricultural
1,314.5 4,462.2
11,419.5
138.30
5,504.46
4
4
4
Beach
&
Offshore
10.44
10.44
Recreation
Mining and Quarrying
50.84
50.84
Grassland/Pasture
477.78
477.78
Eco-Tourism Development
1.50
1.50
Tourism
51.01
51.01
Aquaculture
15.05
22.68
37.73
Reclamations
14.00
14.00
INFRASTRUCTURE
AREAS:
Infrastructure and Utilities
509.41
74.81
88.55
56.47
729.24
Institutional
162.97
4.80
167.77
PROTECTION AREAS:
Parks and Playground &
8.73
0.10
8.83
other Recreational Spaces
Buffer Zones/ Greenbelts
47.71
15.24
37.88
39.33
140.16
Cemeteries/Memorial Parks 14.57
4.56
1.41
20.54
Rivers and Creeks
5.62
194.86
36.47
104.03
340.98
Sanitary Landfill
15.16
15.16
Idle/Vacant Lands/Lahar
310.33
310.33
Permanent Danger Zone
852.29
852.29
Mangrove Forests
71.17
136.09
207.27
Forest and Forest Use
883.71
1,050.72
1,934.44
*Coral Reef Restoration &
759.75
Protection
*Fish Sanctuary
252.66
*Mangrove Restoration &
180.33
Protection
*Seagrass Restoration &
478.00
Protection
*Traditional Fishing Zone
216.49
Total Land Area
2,005.3 4,293.8 5,895.0
20,437.0
8,242.77
9
5
4
5
NOTE: Land uses marked with the asterisk (*) are located within the delineated city
waters, and are not included in the computation of the total land area of the local
government unit.