TWENTIETH CONGRESS OF THE 
REPUBLIC OF THE PHILIPPINES 
First Regular Session
SENATE
S. No. 528
■fXfltP of Il;r "
25 JUL 14 All 55
RECEIVED b/.
Introduced by Senator Loren Legarda
AN ACT
ESTABLISHING URBAN WALKABILITY AND SAFE PATHWAYS STANDARDS 
NATIONWIDE, MANDATING PEDESTRIAN AND BICYCLE INFRASTRUCTURE 
IN ALL NEW BRIDGE AND TOLL ROAD PROJECTS, PROVIDING FOR A 
PHASED IMPLEMENTATION OF THE SAFE PATHWAYS NETWORK, CREATING 
THE NATIONAL TRANSPORT AWARDS, AND FOR OTHER PURPOSES
EXPLANATORY NOTE
For far too long, the Philippines has followed a car-centric model of 
development, copying patterns from industrialized nations like the United States— 
prioritizing wide highways, sprawling subdivisions, and high-speed corridors over 
compact, connected, and walkable communities. Yet, our geographic realities tell a 
different story: we are an archipelagic country of over 7,600 islands, with dense urban 
centers and limited land area. The borrowed car-dependent template has produced 
traffic gridlocks, air pollution, sedentary lifestyles, and severe inequality in mobility 
access—none of which are sustainable.
Across our cities, walking and cycling are still seen as afterthoughts in transport 
planning, or worse, signs of poverty. Our sidewalks are often narrow, fragmented, or 
missing altogether. Bridges lack pedestrian lanes. Toll roads exclude cyclists and 
walkers entirely. New developments are built for cars, not people. This outdated 
paradigm undermines our goals of environmental sustainability, public health, and 
inclusive urban development.


This bill, the Urban Walkability and Safe Pathways Standards Act, seeks to 
reverse this trajectory. It proposes a comprehensive national policy for walkable, 
bikeable, and human-centered mobility—starting from our bridges and toll roads, all 
the way to our streets, schools, terminals, and local plans.
Why this shift is necessary:
1. According to the Japan Ministry of Land, Infrastructure, Transport and 
Tourism, the average Japanese citizen walks over 7,000 steps per day, 
often exceeding 10,000 steps in urban centers. This is enabled by 
compact cities, reliable public transport, and safe walking environments. 
In contrast, many Filipinos walk in dangerous, unprotected streets, 
especially those who cannot afford private vehicles.
2. Japan's obesity rate is among the lowest in the OECD, at just 4.2% in 
2022—while the Philippines' is rapidly rising, with over 25% of adults 
overweight or obese according to the Department of Science and 
Technology-Food and Nutrition Research Institute (DOST-FNRI). 
Walkability is not merely an infrastructure issue—it is a public health 
imperative.
3. The World Health Organization (WHO) recommends a minimum of 150 
minutes of moderate activity per week. A walkable built environment can 
make this the norm, not the exception.
4. From Bogota to Copenhagen, from Seoul to Singapore, cities have 
shown that active mobility reduces carbon emissions, boosts local 
economies, and strengthens community cohesion. These cities provide 
compelling evidence that investing in walkways, bike lanes, and 
pedestrian infrastructure pays off—in health savings, congestion relief, 
and improved quality of life.
5. The Philippines already suffers from over P3.5 billion daily in economic 
losses due to traffic congestion in Metro Manila alone (JICA, 2019). 
Prioritizing pedestrian infrastructure—especially during roadworks and 
major construction—helps keep people and goods moving even during 
disruption.


Key features of the bill:
1. Mandatory walkways and bike lanes in all newly constructed bridges, with a 
minimum standard of 1.5 and 2 meters per direction, respectively—ensuring 
that bridges are no longer exclusionary or dangerous to non-motorized users.
2. Walkable and bikeable service lanes in toll roads, integrating inclusive 
infrastructure even in high-speed corridors, unless technically unfeasible, in 
which case alternative safe access must be provided.
3. A phased implementation schedule, beginning with major cities and progressing 
to all LGUs within six years, providing a realistic path for scale-up while ensuring 
national equity.
4. Establishment of a Safe Pathways Network, integrating sidewalks, slow streets, 
bike lanes, and intermodal facilities across LGUs and urban regions.
5. Creation of a National Transport Awards administered by the Department of 
Transportation to incentivize excellence and innovation among LGUs, 
developers, and technology providers in sustainable mobility design.
6. Mandatory reforms of DPWH and ICC manuals, ensuring that government- 
funded infrastructure reflects walkability, sustainability, and transport justice. 
This legislation recognizes that roads are not just for cars—they are public
spaces for everyone, including children walking to school, elderly persons accessing 
hospitals, workers commuting by bike, and communities simply trying to connect.
By reclaiming space for people, this bill makes a statement: that a truly modern 
and resilient country must be walkable, inclusive, and healthy. That our cities and 
municipalities can be places where walking is safe, cycling is possible, and everyone 
can move with dignity.
Passage of this measure will bring the Philippines closer to that vision.
In view of the foregoing, the urgent passage of this bill is sought.
LOREN LEGARDA


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TWENTIETH CONGRESS OF THE 
REPUBLIC OF THE PHILIPPINES 
First Regular Session
SENATE 
S. No. 528
/ 
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I » r .
V ' 
I. in*
y. a.'Jffiff' of h:
25 JUL 14 All 55
RECEIVED 3f.
Introduced by Senator Loren Legarda
AN ACT
ESTABLISHING URBAN WALKABILITY AND SAFE PATHWAYS STANDARDS 
NATIONWIDE, MANDATING PEDESTRIAN AND BICYCLE INFRASTRUCTURE 
IN ALL NEW BRIDGE AND TOLL ROAD PROJECTS, PROVIDING FOR A 
PHASED IMPLEMENTATION OF THE SAFE PATHWAYS NETWORK, CREATING 
THE NATIONAL TRANSPORT AWARDS, AND FOR OTHER PURPOSES
Be it enacted by the Senate and House of Representatives of the Philippines in 
Congress assembled:
Section 1. Short Tide. - This Act shall be known as the "Urban Walkability and 
Safe Pathways Standards Act."
Sec. 2. Declaration of Policy. - It is the policy of the State to promote safe, 
inclusive, sustainable, and health-conscious mobility for all. The State shall 
institutionalize active transport infrastructure, ensure the safety and accessibility of 
pedestrians and cyclists, and align national and local transport development with 
climate goals, urban livability, and the right to mobility.
Sec. 3. Definition of Terms. - As used in this Act:
a) Active transport - refers to physical activity undertaken as a means of 
transport, such as walking, cycling, or using other non-motorized 
vehicles;
b) Bicycle lanes - refer to designated lanes on roads or separate 
infrastructure for the exclusive or prioritized use of bicycles and other 
similar non-motorized or electric personal mobility devices;


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c) Electric persona! mobility devices - refer to electric motorized devices
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used for individual transport, including electric bicycles and electric kick
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scooters, but excluding motorcycles, tricycles, and similar vehicles;
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d) End-of-trip facilities - refer to infrastructure supporting active transport
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users at their destinations, such as bicycle parking, showers, changing
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rooms, lockers, and repair stations;
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e) Non-motorized vehicles - include all forms of transportation not powered
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by an engine or motor, such as bicycles, push scooters, skateboards,
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and similar equipment;
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f) Slow streets - refer to local roads where motor vehicle access, speed, or
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use is limited to prioritize pedestrians, cyclists, and non-motorized users,
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with restrictions determined by the concerned local government unit
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(LGU);
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g) Bridge infrastructure projects- refer to new bridge construction projects
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funded through the General Appropriations Act, Build-Operate-Transfer
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(BOT) arrangements, or Official Development Assistance (ODA); and
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h) Major urban areas - refer to metropolitan or highly urbanized cities with
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a population exceeding five hundred thousand (500,000) or those
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designated as regional capitals.
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Sec. 4. Establishment of the Safe Pathways Network. - A nationwide Safe
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Pathways Network shall be established, consisting of:
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a) Bicycle lanes that are connected, protected, and accessible;
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b) Pedestrian walkways that are wide, continuous, and shaded; and
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c) Slow streets that prioritize non-motorized users.
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The Department of Transportation (DOTr), in coordination with the Department
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of Public Works and Highways (DPWH) and LGUs, shall issue design standards and
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implementation guidelines consistent with international best practices.
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Sec. 5. Phased Implementation. - The establishment of the Safe Pathways
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Network shall follow the following phased schedule:
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a) Phase 1 - Major Urban Areas: Within two (2) years, all metropolitan and
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regional capital cities shall implement core pathway networks;


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b) Phase 2 - Intermediate Cities and First-Class Municipalities: Within four
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(4) years, all first-class LGUs shall complete 
their active transport
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corridors; and
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c) Phase 3 - All Other LGUs: Within six (6) years, remaining LGUs shall
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establish at least one functional pedestrian and cycling corridor.
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National government agencies shall prioritize technical and financial assistance
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according to the above phases.
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Sec. 6. Mandatory Pedestrian and Bicycle Infrastructure in New Bridges. - All
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newly constructed national and local bridges shall include:
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a) Pedestrian walkways of not less than one and a half (1.5) meters per
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direction; and
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b) Dedicated bicycle lanes of not less than two (2) meters per direction;
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both physically separated from motor vehicle lanes, and designed in
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accordance with safety standards issued by the DPWH and the DOTr.
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Provided, That exemptions from these minimum design standards may be
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granted only if the implementing agency determines that the inclusion of such facilities
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is technically unfeasible or would pose safety risks, based on engineering studies and
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safety assessments.
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In such cases, the implementing agency must:
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1. Submit a detailed justification to the DPWH and DOTr, supported by
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independent technical evaluation; and
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2. Propose alternative safe access routes or adjacent infrastructure for
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pedestrians and cyclists within reasonable proximity of the bridge.
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For bridge projects requiring ICC approval, including those funded
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through the Build-Operate-Transfer (BOT) Law or Official Development
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Assistance (ODA), at least two percent (2%) of the total project cost
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shall be allocated to non-motorized transport infrastructure, unless
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another internationally accepted standard applies.
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The DPWH, in coordination with the NEDA and DOTr, shall revise its bridge
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design manuals and project evaluation templates accordingly and ensure these
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standards are reflected in the Investment Coordination Committee's appraisal process.


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Sec. 7. Pedestrian and Bicycle Service Lanes in Toll Roads. - All new toll road
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projects shall include separated service lanes for pedestrians and cyclists, subject to
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the following:
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a) Service lanes must be physically separated and comply with the
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minimum widths of 1.5 meters for pedestrians and 2 meters for cyclists
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per direction; and
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b) Exemptions may be granted only if the implementing agency determines
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that the construction of such service lanes is technically unfeasible or
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would pose safety risks, based on engineering or environmental
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constraints.
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In such cases, the implementing agency must:
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1. Submit a detailed justification to the TRB, DPWH, and DOTr, supported
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by technical assessments; and
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2. Provide an alternative safe, nearby route for pedestrian and cyclist use.
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c) The Toll Regulatory Board (TRB), in coordination with the DPWH and
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DOTr, shall issue design standards and implementation rules for this
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purpose within six (6) months from the effectivity of this Act.
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Sec. 8. Retrofitting and Upgrading of Existing Infrastructure. - All existing
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national roads, bridges, and major public transport corridors that lack dedicated
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walkways and bicycle lanes shall be subject to a progressive upgrade plan by the
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implementing agencies, subject to technical feasibility and funding availability.
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a) The DPWH and DOTr, in coordination with LCDs and relevant authorities,
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shall conduct a nationwide audit of existing infrastructure within twelve
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(12) months from the effectivity of this Act, identifying gaps in active
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transport facilities;
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b) Based on the audit, each agency shall prepare a five-year
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implementation roadmap to retrofit priority segments, beginning with:
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1. Roads and bridges near schools, hospitals, commercial centers,
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and high-foot-traffic areas;
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2. National highways within urban centers;
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3. High-accident corridors for pedestrians and cyclists.


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c) Retrofitting shall follow the same minimum width and safety standards
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as new projects, or provide alternative configurations based on available
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space; and
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d) Retrofitting plans shall be integrated into agency work programs,
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investment plans, and the General Appropriations Act.
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Sec. 9. Institutional Facilities and End-of-Trip Amenities. - Public places,
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government buildings, schools, mass transit terminals, and commercial establishments
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shall, as far as practicable, provide secure bicycle racks and other end-of-trip facilities
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to support active transport.
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Sec. 10. National Transport Awards. - To recognize innovation and leadership
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in transport development, the DOTr shall administer an annual National Transport
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Awards, with the following categories:
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a) Best Urban Commuting Program (LGUs);
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b) Outstanding Transit-Oriented Development (Private Developers);
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c) Excellence in Active Transport Infrastructure;
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d) Best Transport Innovation (Technology & Operators); and
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e) Sustainable Transport Leadership Award (LGUs and Developers).
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Awardees may receive priority access to transport-related funding, tax
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incentives, and technical assistance. DOTr shall issue detailed criteria
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and convene an independent selection body.
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Sec. 11. Design Manual Reforms. - The DPWH, in coordination with DOTr and
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DILG, shall revise all road and bridge design manuals within one (1) year from
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effectivity to reflect non-motorized transport standards and safety principles.
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Sec. 12. Applicability to Private Developments. - Private entities undertaking
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public-use infrastructure projects such as commercial centers, transport terminals,
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transit-oriented developments (TODs), or mixed-use estates that connect to public
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roads, stations, or transport corridors are encouraged to adopt the standards and
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principles under this Act.
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The DOTr and relevant national agencies shall issue guidelines for incentivizing
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compliance, integration, and coordination with local government active transport
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plans.


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Sec. 13. Monitoring andReportoria! Requirements. - The DOTr shall submit an
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annual report to Congress containing:
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a) A national map of Safe Pathways Networks;
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b) Compliance status by LGU and implementing agencies;
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c) Usage data for pedestrian and bicycle infrastructure; and
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d) Results and impact of the National Transport Awards.
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LGUs shall submit annual data to DOTr to support reporting.
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To ensure transparency and encourage compliance, the DOTr shall annually
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publish a Safe Pathways Scorecard, summarizing LGU and agency performance,
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coverage, retrofitting progress, and implementation outcomes, accessible to the public
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through digital platforms.
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Sec. 14. Funding Sources. - The implementation of this Act shall be financed
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primarily through the Special Road Fund created under Republic Act No. 8794, as
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amended, which collects the Motor Vehicle User's Charge (MVUC).
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The Department of Public Works and Highways (DPWH), in coordination with
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the Department of Transportation (DOTr), shall allocate a dedicated share of the
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MVUC to support:
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a) Construction of walkways and bike lanes in new and existing
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infrastructure;
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b) Retrofitting of roads and bridges;
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c) End-of-trip facilities; and
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d) Incentives under the National Transport Awards.
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The annual General Appropriations Act (GAA) may provide additional support,
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especially for retrofitting efforts in LGUs with limited fiscal capacity. Other sources
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may include local infrastructure funds, official development assistance (ODA), and
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public-private partnerships (PPP), as authorized by law.
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No new road or bridge project funded under the General Appropriations Act
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(GAA) or the Motor Vehicle User's Charge (MVUC) shall be considered fully compliant
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for funding release unless it includes the required walkways and bicycle lanes in the
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proposed design, feasibility study, or project proposal, in accordance with Sections 6
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and 7 of this Act, or unless a valid exemption has been granted.


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Sec. 15. Implementing Rules and Institutional Oversight - The Department of
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Economy, Planning, and Development (DEPDev), through the Infrastructure
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Committee (INFRACOM), shall convene the DOTr, DPWH, DILG, TRB, and other
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relevant agencies to promulgate the Implementing Rules and Regulations (IRR) of this
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Act within ninety (90) days from its effectivity.
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INFRACOM may also issue supplemental circulars or guidelines to harmonize
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this Act with national development priorities, investment frameworks, and urban policy
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thrusts.
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Sec. 16. Separability Clause. - If any provision of this Act is declared
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unconstitutional or invalid, the remaining provisions shall remain in full force and
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effect.
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Sec. 17. Repealing Clause. - All laws, rules, and regulations inconsistent with
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this Act are hereby repealed or amended accordingly.
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Sec. 18. Effectivity. - This Act shall take effect fifteen (15) days after its
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publication in the Official Gazette or in a newspaper of general circulation.
Approved,