Republic of the Philippines 
HOUSE OF REPRESENTATIVES 
Quezon City 
NINETEENTH CONGRESS 
Third Regular Session 
House Bill No. 11293 
________________________________________________________________________________ 
INTRODUCED BY REPRESENTATIVE PAUL R. DAZA 
_________________________________________________________________________________ 
EXPLANATORY NOTE 
Transportation-related deaths are on the rise and are now the 12th top Filipino causes of death as of 
2022, compared with 15th overall in 2021 (PSA, as cited in Ordinario, 2023).  In 2011, transport accidents 
killed 7,938 Filipinos, reflecting a 45% increase (yearly 3%) to 11,487 Filipinos (31 persons/day) who died 
from road crashes in 2022.  
There is an increasing number of motorcycle-related road crashes in Metro Manila. Based on 2022 
and 2023 data, there was a 17.3% increase in road crashes of motorcycles in 2023 as compared with crashes 
in 2022 (MMDA, as cited in Cabato, 2024).1 The Metropolitan Manila Development Authority (MMDA) 
reported that a total of 31,186 motorcycle-related road crashes took place in 2023, swelling from the 26,599 
crashes recorded in 2022.  
Meanwhile, findings from the datasets developed by a team of experts revealed that children aged 
5 to 7 years old and young adults aged 20 to 24 were the most vulnerable to road injuries or crashes (UP 
Manila-PGH as cited in Maga, F.N., 2022).2  
Furthermore, in a study conducted using the Manchester Driver Behaviour Questionnaire Logistic 
regression (Seva, 2017), it was identified that the most common reason for motorcycle crashes is 
recklessness in driving.3 Environment-related factors such as unsafe road conditions, poor street lighting at 
night, presence of humps and potholes, and sudden appearance of road distractions follow as among the 
main reasons for the crashes. Interestingly, only 9% of the participants identify drunk driving as a reason 
for their accidents (Seva, 2017). 
The same study described drivers in Metro Manila as “generally undisciplined.” Based on the 
modeling results, participants who underestimated the speed of oncoming vehicles when overtaking have 
higher chances of suffering serious injury. The tendency to miscalculate will most likely cause the 
motorcycles to crash with oncoming vehicles and the severity would likely increase as the speed accelerates. 
Seva (2017) as well as Leung and Starmer (2005) claimed that it is a general tendency for drivers to 
underestimate the speed of slower vehicles. Drivers of slow-moving vehicles, such as motorcycles, often 
exhibit confidence in the perceived safety of the gap between themselves and other vehicles. This 
overconfidence may prompt the rider to attempt overtaking maneuvers, only to later realize that the time 
and space available are insufficient for a safe pass. 
1 Cabato, L. (9 Apr 2024). MMDA logs 17.3% increase in motorcycle-related crashes in 2023. Available at 
https://newsinfo.inquirer.net/1927991/mmda-logs-17-3-increase-in-motorcycle-related-crashes-in-2023 
2 Maga, F.N. (2022). Preventing and reducing motorcycle accidents in PH. Available at 
https://www.upm.edu.ph/cpt_news/preventing-and-reducing-motorcycle-accidents-in-ph/ 
3 Seva, R. (2017). Modeling Motorcycle Accident Severity in the Philippines Using Helmet Use, Riding Experience, and 
Driving Behaviour. Available at  
http://ijtte.com/uploads/2017-08-22/6d5cf703-9ddf-cbe7ijtte.2017.7(3).05.pdf 
January 15, 2025
2:08 pm


Next to the behaviour, studies also show that based on risk assessment of accidents in the 
Philippines, changing weather conditions ranked in the top 2. Slippery surfaces, especially due to wet road 
conditions, are a major risk factor. In such cases, technology can help to maintain stability during braking 
and acceleration. (Gumasing, 2020)4 
      Discouraging such behavior is essential for a society aiming to reduce the likelihood of 
accidents. In the absence of a guaranteed mechanism to stop these negative behaviours and to maintain 
vehicle stability on changing road surface conditions, the next best solution is to leverage technology to 
create systems that can prevent accidents resulting from reckless actions, such as speeding or 
unnecessary/ill-timed overtaking as well as vehicle instability during braking, accelerating, or steering. 
One of such technology-based interventions is the installation of active safety technology such as 
anti-lock braking system (ABS) in motorcycles and electronic stability control (ESC) in passenger cars. 
As the term suggests, ABS helps in preventing the wheels from locking up during an episode of 
hard braking on different road surfaces and conditions, which is the natural or intuitive reaction of a rider 
during a potential accident such as a collision. An ABS is a part of a cohesive technology where the two-
wheelers’ ‘ecosystem’ is made safer and the ride more enjoyable. These systems allow the detection of 
skidding movements as well as potential wheel locks of vehicles and automatically assist in managing them. 
In the case of light vehicles and passenger cars, an ESC also supports the prevention of under- and over-
steering      to keep stability on four wheels in curves. thereby enhancing overall safety. ABS and ESC 
systems enhance control and stability, mitigate falls and crashes, and increase rider confidence.     
Based on data, ABS technology significantly improves motorcycle safety by maintaining stability 
during hard braking situations (Padway, 2024).5 It was also estimated by the US Insurance Institute for 
Highway Safety that motorcycles equipped with ABS have a 31% lower chance of fatal crashes, according 
to a direct comparison between the same models of motorcycle, that is, one with optional ABS and one 
without (as cited in Padway, 2024).  
Meanwhile, an estimate by the Swedish Road Administration indicated that all severe and fatal 
motorcycle accidents that involved motorcycles above 125cc could have been reduced by 48% if the 
motorcycles had been equipped with ABS systems (as cited in Padway, 2024). 
These ABS for motorcycles are not mere ‘optional’ features. Societies should recognize these 
systems as necessary and critical safety mechanisms that can ensure safer stops and lessen injurious and 
fatal crashes. Saving lives should always be a State’s priority. 
Based on documented advantages, Europe enacted legislation mandating ABS in 2012, with 
implementation commencing in 2016.6 Following suit, India became one of the earliest adopters among 
emerging markets, mandating ABS for motorcycles in 2018. A pivotal study estimated that 33% of powered 
two-wheeler accidents with casualties on Indian highways could be prevented by motorcycle ABS (Lich, 
Kumaresh, and Moennich, 2015). 
There are indeed concerns about the higher price points for motorcycles with important safety 
mechanisms. However, according to the Malaysian Institute of Road Safety Research (MIROS, 2022)7, the 
4  Gumasing, Ma. Janice & Magbitang, Rommel. (2020). Risk Assessment Model Affecting the Severity of Motorcycle 
Accidents in Metro Manila. 1093-1099. 10.1109/ICIEA49774.2020.9102063. 
5 Padway, M. (2024). Motorcycle ABS: What Is It and Why You Should Have It. Available at 
https://www.motorcyclelegalfoundation.com/motorcycle-abs/ 
6
European 
Parliament. 
(2012). 
Upgraded 
type-approval 
rules 
for 
motorbikes. 
Retrieved 
from 
https://www.europarl.europa.eu/news/en/press-room/20121116IPR55754/upgraded-type-approval-rules-for-
motorbikes 
7 Lich, T., Kumaresh, G., and Moennich, J., "Benefit Estimation of Anti-Lock Braking System for Powered Two 
Wheeler On Indian Highways," SAE Technical Paper 2015-26-0167, 2015, https://doi.org/10.4271/2015-26-0167. 
Download Citation     


installation cost of ABS ranges from USD 120 to 240 per unit, causing the motorcycle price to increase by 
10%. Other sources suggest a significantly lower cost of about USD 40 for ABS installation (Woodford, 
2024)8. Despite these cost considerations, the value of human life remains beyond monetary measure. 
Numerous studies have demonstrated that ABS is estimated to be 26-39% effective in reducing collisions, 
injuries, and fatalities among motorcyclists. 
In the context of Thailand, the implementation of motorcycle ABS is projected to save between 
6,000 to 9,000 lives within five years of the regulation's enforcement. The anticipated reduction in road 
crashes involving motorcyclists is expected to save the country around USD 0.3 to 0.45 billion annually, 
amounting to USD 4.5 to 6 billion over five years. Similarly, in India, road crashes have resulted in 
economic losses amounting to USD 38.8 billion annually, representing 1.35% of the country’s GDP. These 
losses could be significantly reduced by promoting the adoption of active vehicle safety systems (Kumaresh 
and Saldanha, 2021). These estimations underscore the dual potential of active vehicle safety systems to 
save lives and yield substantial economic benefits on a national scale. 
Furthermore, crash avoidance systems in four-wheel vehicles, such as anti-skid technology, have 
already significantly contributed to the prevention of hundreds of thousands of loss-of-control crashes and 
have saved tens of thousands of lives. The Global New Car Assessment Programmes (NCAP), in their "Stop 
the Crash" campaign, highlights the proven benefits of Electronic Stability Control (ESC).  
Seventeen case studies conducted between 2001 and 2007 have demonstrated that ESC is highly 
effective, reducing single-vehicle crashes by approximately 30%. In the European Union, where ESC became 
mandatory in all new cars on November 1, 2014, it is estimated that since 1995, at least 188,500 crashes 
involving injuries have been prevented, and more than 6,100 lives have been saved due to ESC. In the United 
States, where ESC became mandatory in 2012, it is estimated that over 6,000 lives have already been saved. 
ESC is now mandatory in several countries, including Australia, Canada, the European Union, Israel, 
Japan, New Zealand, Russia, South Korea, Turkey, and the USA, with Argentina soon to follow. However, 
Global NCAP asserts that the current global fitment rate of ESC, just over 60% of new passenger cars and 
light-duty vehicles, is insufficient and aims to increase this rate to 100% by 2020. 
Global NCAP recommends that all United Nations (UN) Member States, particularly those with 
significant automobile production, mandate ESC in all new models by 2018 and in all vehicles in production 
by the end of the UN Decade of Action for Road Safety in 2020. The United Nations has adopted a global 
standard for ESC, facilitating easier governmental support for the mandatory application of the system 
worldwide. 
In view of the foregoing, the passage of this bill is earnestly sought. 
PAUL RUIZ DAZA 
8 Woodford, M (2024). Steps the Philippines can immediately take to reduce road casualties, 
https://www.rappler.com/voices/thought-leaders/steps-philippines-can-immediately-take-reduce-road-
casualties/?utm_medium=Social&utm_source=Facebook&utm_campaign=SocialFlow 


Republic of the Philippines 
HOUSE OF REPRESENTATIVES 
Quezon City 
NINETEENTH CONGRESS 
Third Regular Session 
House Bill No. 11293 
________________________________________________________________________________ 
INTRODUCED BY REPRESENTATIVE PAUL R. DAZA 
_________________________________________________________________________________ 
AN ACT 
MANDATING VEHICLE SAFETY FEATURES SUCH AS ELECTRONIC STABILITY 
CONTROL (ESC) FOR PASSENGER CARS AND ANTI-LOCK BRAKING SYSTEM (ABS) 
FOR MOTORCYCLES 
Be it enacted by the Senate and House of Representatives of the Philippines in Congress assembled: 
SECTION 1. Short Title – This Act shall be known as “Mandatory Active Vehicle Safety 
1 
Technology Act of 2024.” 
2 
SECTION 2. Declaration of Policy – Section 5 of the Philippine Constitution mandates that “the 
3 
maintenance of peace and order, the protection of life, liberty, and property, and promotion of the general 
4 
welfare are essential for the enjoyment by all the people of the blessings of democracy.” Section 15 of the 
5 
Constitution also provides that the “State shall protect and promote the right to health of the people and instill 
6 
health consciousness among them.” 
7 
Pursuant to these, it is hereby declared that the State shall prioritize the safety of its citizens and 
8 
promote innovation in the transportation sector through inclusive, safe, and modern mobility solutions. To 
9 
ensure public safety in this sector, the government shall ensure road worthiness of vehicles by mandating 
10 
relevant government agencies and stakeholders to collaborate in instituting and implementing effective 
11 
measures and technologies following global standards and best practices. 
12 
13 
SECTION 3. Coverage—This Act shall apply to all motor vehicles under Categories L1, L2, and 
14 
L3 (two-wheels) and Categories M1 (vehicles comprising not more than eight seats in addition to the driver’s 
15 
seat with GVW up to 5000 kgs) and N1 (vehicles having a maximum mass not exceeding 3,500 kg), or such 
16 
other proper designation as classified by the Land Transportation Office (LTO). 
17 
18 
SECTION 4. Definition of Terms—As used in this Act: 
19 
(a) Active Vehicle Safety Technology (AVST) – is a system of technology-based features that give
20 
the driver more control in dangerous situations. Simply put, active safety systems avoid or mitigate an 
21 
accident pre-impact – so before it happens or contact is made. If a collision is really unavoidable, active 
22 
safety technology is also able to reduce its impact. Slowing the speed of a vehicle by a few kilometers before 
23 


impact can save lives, for example. Active safety systems have the potential to not only reduce the number 
24 
of accidents, but also can reduce the consequences of an accident if a collision cannot be avoided. 
25 
(b) Anti-Lock Braking System (ABS) is a closed-loop part of the braking system that monitors the 
26 
speed at which wheels are rotating and rapidly modulates brake pressure when it detects that the wheel(s) 
27 
are about to lock. This allows the motorcycle to stop with no or minimal skidding. 
28 
(c) Categories (of vehicles) 
29 
(c.1) Category L1: Two-wheeled vehicles with a maximum design speed of not more than 50 
30 
km/h and an engine capacity not exceeding 50 cm3. 
31 
(c.2) Category L2: Three-wheeled vehicles with a maximum design speed of not more than 50 
32 
km/h and an engine capacity not exceeding 50 cm3. 
33 
(c.3) Category L3: Two-wheeled vehicles without a sidecar, capable of speeds exceeding 50 
34 
km/h or with an engine capacity exceeding 50 cm3. 
35 
(c.4) Category M1: Motor vehicles used for the carriage of passengers, comprising not more 
36 
than eight seats in addition to the driver’s seat, with a Gross Vehicle Weight (GVW) up to 5,000 
37 
kg. 
38 
(c.5) Category N1: Motor vehicles used for the carriage of goods and having a GVW not 
39 
exceeding 3,500kg. 
40 
(d) Combined braking system (CBS) has the ability to control both the front and rear brakes 
41 
simultaneously and proportionally. In other words, the rider can apply both the front and rear brakes using a 
42 
single brake lever. This allows the rider to come to a stop more quickly and safely. Additionally, it reduces 
43 
the risk of skidding during sudden braking. 
44 
(e) Electronic Stability Control (ESC) - is an advanced safety feature designed to help drivers 
45 
maintain control of their vehicles during extreme maneuvers or in slippery road conditions. It monitors the 
46 
vehicle's speed, steering wheel angle and lateral acceleration. When it detects a potential loss of control, it 
47 
automatically applies brakes to individual wheels and reduces engine power if necessary. This helps prevent 
48 
the vehicle from skidding. 
49 
(f) Skidding - refers to the loss of traction between a vehicle's tires and the road surface, causing the 
50 
vehicle to slide uncontrollably in a direction other than that intended by the driver. 
51 
(g) Yaw rate - refers to the rate at which a vehicle rotates around its vertical axis, typically measured 
52 
in degrees per second. The yaw rate is an important factor in determining a vehicle’s stability during turns 
53 
or sudden maneuvers. 
54 
 
55 
SECTION 5. Mandatory Active Vehicle Safety Technology      – All motor vehicles under 
56 
Categories L1, L2, and L3 (two-wheels) and Category M1 (vehicles comprising not more than eight seats in 
57 
addition to the driver’s seat with GVW up to 5000 kgs), or such other proper designation as classified by the 
58 
Land Transportation Office (LTO) shall be equipped with Active Vehicle Safety Technology such as but not 
59 
limited to Anti-Lock Braking System (ABS) for Categories L1, L2, and L3 (two-wheels) and Electronic 
60 
Stability Control (ESC) for Category M1 and N1, in accordance with the United Nations Economic 
61 


Commission for Europe (UNECE) Regulations on Vehicle Classification. Failure to comply shall be 
62 
penalized as provided in Section 15 of this Act. 
63 
      
64 
SECTION 6. Technical specifications. – the following shall be required for safety technologies as 
65 
provided for in this Act: 
66 
(a) All motorcycles in Categories L1, L2, and L3 must be equipped with an Anti-Lock Braking 
67 
System (ABS). The ABS must meet the following specific requirements: 
68 
(a.1) ABS should activate during braking to prevent wheel lock, especially on slippery surfaces. 
69 
(a.2) Vehicles with ABS must be equipped with a yellow warning lamp to indicate a 
70 
malfunction. This lamp should illuminate when the ignition is switched on and extinguish once 
71 
the system check is completed. It must remain on if a malfunction is detected. 
72 
(a.3) Generally, the ABS cannot be deactivated by the rider. However, for vehicles designed for 
73 
off-road use, ABS deactivation is allowed under specific conditions, such as when the vehicle 
74 
is stationary and the deactivation is deliberate (e.g., via a switch or menu option). 
75 
(a.4) ABS must be integrated into the braking system in a way that ensures it can monitor wheel 
76 
speed and modulate brake pressure to prevent wheel lock. 
77 
(b) 
All passenger cars in Category M1 must be equipped with an Electronic Stability Control 
78 
(ESC). The ESC must meet the following specific requirements:  
79 
(b.1) The ESC system must be automatically activated under normal driving conditions and 
80 
should provide automatic intervention without requiring the driver’s input. 
81 
(b.2) The vehicle must have a malfunction indicator light (MIL) that illuminates if the ESC 
82 
system is not functioning correctly. 
83 
(b.3) The ESC system must include specific components, such as sensors for yaw rate, 
84 
steering angle, and wheel speed, as well as actuators to apply brake force to individual 
85 
wheels. 
86 
 
87 
SECTION 7. Performance Criteria - the following shall be used as performance criteria in the 
88 
safety technologies as provided for in this Act:  
89 
(a) The following are the performance criteria for ABS: 
90 
(a.1) The ABS must ensure that the motorcycle meets specified stopping distances under 
91 
various conditions, such as dry or wet surfaces, without wheel lock. 
92 
(a.2) The ABS should modulate braking to achieve a minimum deceleration rate, ensuring 
93 
controlled braking without skidding or loss of vehicle control. 
94 
(a.3) The ABS should react within a defined time frame to changes in wheel slip, modulating 
95 
brake pressure rapidly enough to prevent lock-up and maintain vehicle stability. 
96 
(b) The following are the performance criteria for ESC: 
97 
(b.1) The ESC must effectively reduce the vehicle’s yaw rate when a skid is detected, 
98 
maintaining control within specific thresholds. 
99 


(b.2) The ESC must manage lateral acceleration to prevent the vehicle from spinning out or 
100 
sliding excessively during sudden maneuvers, such as emergency lane changes. 
101 
(b.3) The ESC must apply and modulate braking force correctly to individual wheels to 
102 
maintain vehicle stability without exceeding a specified deceleration rate or causing 
103 
unintended vehicle behavior. 
104 
 
105 
SECTION 8. Role of the Department of Trade and Industry  –The Department of Trade and 
106 
Industry (DTI), through its Bureau of Philippine Standards (BPS), shall be tasked with the oversight and 
107 
enforcement of product safety standards as mandated under this Act. The DTI shall undertake the following 
108 
responsibilities: 
109 
(a) Formulate, update, and enforce the safety standards for ABS and ESC as required for vehicles 
110 
under Categories L1, L2, L3, and M1. These standards should be in alignment with the United 
111 
Nations Economic Commission for Europe (UNECE) regulations and other relevant 
112 
international standards to ensure the safety and quality of motor vehicles sold in the Philippines. 
113 
(b) Establish a certification and compliance testing program to ensure that all motor vehicles 
114 
manufactured, imported, and sold within the Philippines adhere to the mandatory safety 
115 
standards prescribed by this Act. This program should include routine testing of ABS and ESC 
116 
systems and random checks to ensure ongoing compliance. 
117 
(c) Conduct regular market surveillance and compliance monitoring activities to detect non-
118 
compliant vehicles. These activities will include inspections, sample testing, and audits of 
119 
vehicle manufacturers, importers, and retailers.  
120 
 
121 
SECTION 9. Mandatory importation, production and sale of vehicles with Active Vehicle Safety 
122 
Technology – Beginning 1 January 2027, all vehicles to be imported and sold in the Philippines in the 
123 
categories stipulated in this Act shall already carry the required ABS and ESC systems; Provided that all 
124 
importers, manufacturers, and retailers, which could not comply on said date shall be required to request for 
125 
extension of such deadline until 1 January 2028 subject to a corresponding extension fee to be determined 
126 
by and paid through the Bureau of Philippine Standards (BPS) of the Department of Trade and Industry 
127 
(DTI). 
128 
 
129 
SECTION 10. Incentives for early compliance on the importation, production and sale of vehicles 
130 
with ABS and ESC – Beginning 1 January 2026, all vehicles to be imported and sold, in the Philippines in 
131 
the categories stipulated in this Act, which shall already carry the required ABS and ESC systems ahead of 
132 
the deadline under Section 9 shall be given incentives such as but not limited to tax credits for the period 
133 
prior to the deadline stipulated therein; Provided that all importers, manufacturers, and retailer/distributors, 
134 
which could comply on an earlier date shall be required to request for incentive subject to a corresponding 
135 
application fee in the amount to be determined by and paid through the Bureau of Philippine Standards (BPS) 
136 
of the Department of Trade and Industry (DTI). 
137 
 
138 


SECTION 11. Incentives for individual owners for early compliance on the use and vehicles with 
139 
EPS – Beginning 1 January 2026, individual owners (of vehicles in the categories stipulated in Section 4) 
140 
who shall decide to register their vehicles with ABS and ESC systems ahead of the deadline under Section 
141 
9 shall be given incentives such as but not limited to at least 40% discount in LTO registration fee for the 
142 
period prior to the deadline stipulated in Section 6; Provided that the vehicle owner will submit a Certificate 
143 
of No Pending Apprehension. 
144 
 
145 
SECTION 12. Mandatory Vehicle Inspection of the Land Transportation Office – Beginning 1 
146 
January 2028, vehicles falling under the categories enumerated in this Act shall be subject to mandatory 
147 
inspection by the LTO through the existing registration system. The LTO, through the registration and 
148 
homologation systems, shall ensure that the vehicles are properly equipped or retrofitted with ABS and ESC 
149 
and allowed for use on public roads. All other vehicles (under the categories enumerated in this Act) procured 
150 
before 1 January 2027 shall not be covered by the mandatory features as prescribed in this Act; Provided 
151 
that they shall continue to be covered by existing rules and regulations on vehicle registration, safety, and 
152 
roadworthiness. 
153 
 
154 
SECTION 13. Record of Preventive Maintenance of Vehicles – Records of the maintenance of the 
155 
vehicles as covered in this Act and certification of inspection from the LTO as part of the registration process 
156 
shall always be kept ready for investigation. As seen necessary for the investigation, these shall be 
157 
surrendered, unless agreed otherwise, to authorized government personnel, legal bodies, and able courts that 
158 
are tasked to investigate and prosecute criminal activities and civil offenses. 
159 
 
160 
SECTION 14. Education and Practical Learning on the Preventive Maintenance of Vehicles – 
161 
The Department of Transportation (DOTr), Department of Education (DepEd), DTI, Department of Health 
162 
(DOH), Department of Public Works and Highways (DPWH), Department of the Interior and Local 
163 
Government (DILG), Commission on Higher Education (CHED), and  LTO shall collaborate to develop and 
164 
implement comprehensive education and capacity-building programs on the importance and use of Active 
165 
Vehicle Safety Systems, such as ABS and ESC. These programs shall be integrated into various platforms, 
166 
including school curricula through the DepEd and the CHED, public health campaigns by the DOH, 
167 
infrastructure safety programs by the DPWH, and local road safety initiatives by the DILG and LGUs, among 
168 
others. 
169 
Local Government Units (LGUs), driving schools, and academic institutions shall also play a key 
170 
role in promoting awareness and understanding of these safety systems. Educational and practical learning 
171 
opportunities shall be provided through a variety of means, including but not limited to simulations, 
172 
seminars, workshops, and short courses.  
173 
 
174 
The private sector including motor vehicle manufacturers, importers, dealers, retailers, the different 
175 
chambers of commerce, and other associations, shall be encouraged by the DTI to implement information 
176 
dissemination and public outreach campaigns on responsible driving behavior and vehicle safety. 
177 


 
178 
SECTION 15. Penal Provisions – Any person, owner, representative, of companies engaged in the 
179 
importation, manufacturing, and sale of the vehicles enumerated in this Act,     whose vehicle has been 
180 
involved in accidents and traffic disturbances due to faulty brake systems or any other mechanical 
181 
malfunction/failure shall be ultimately liable therefor. Violators shall pay a fine of five hundred thousand 
182 
pesos (P500,000) or, if proper, have their business permits and licenses suspended or revoked by the pertinent 
183 
government agency, or both, upon the discretion of the court. 
184 
 
185 
SECTION 16. Fund Sources. – The amounts necessary to implement this Act shall be included in 
186 
the annual General Appropriations Act. 
187 
 
188 
SECTION 17. Implementing Rules and Regulations – Within ninety (90) days from the effectivity 
189 
of this Act, the Land Transportation Office (LTO), the Department of Transportation (DOTr), and the Land 
190 
Transportation Franchising and Regulatory Board (LTFRB) in consultation with the appropriate government 
191 
agencies and other stakeholders shall promulgate the necessary rules and regulations to implement this Act. 
192 
 
193 
SECTION 18. Separability Clause – If any provision or part of this Act be declared unconstitutional 
194 
or invalid, such shall not affect the provisions otherwise valid and legal. 
195 
 
196 
SECTION 19. Repealing Clause – All other laws, presidential decrees, executive orders, 
197 
resolutions, and other administrative issuances or part thereof which are inconsistent or in conflict with this 
198 
Act are hereby repealed, amended, or modified accordingly. 
199 
 
200 
SECTION 20. Effectivity – This Act shall take effect after fifteen (15) days following its publication 
201 
in the Official Gazette or any newspaper of general circulation in the Philippines. 
202 
 
203 
Approved, 
204