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LTO Administrative Order No. AHS-2008-015 Rules And Regulations For The Use And Operations Of Motorcycles On Highways



RA 4136 - An Act To Compile The Laws Relative To Land Transportation And Traffic Rules, To Create A Land Transportation Commission And For Other Purposes

Taken from on 16 August, 2016, 4:49 PM.



CHAPTER I - Preliminary Provisions Article
ARTICLE I - Title and Scope of Act

ARTICLE II - Definitions

ARTICLE III - Administration of Act

CHAPTER II - Registration of Motor Vehicles
ARTICLE I - Duty to Register, Reports, Applications, Classifications

ARTICLE II - Registration Fees

ARTICLE III - Registration Certificates, Records, Number Plates

CHAPTER III - Operation of Motor Vehicle
ARTICLE I - License to Drive Motor Vehicles

ARTICLE II - Illegal Use of Licenses, Number Plates, Etc.

ARTICLE III - Passengers and Freight

ARTICLE IV - Accessories of Motor Vehicles

CHAPTER IV - Traffic Rules
ARTICLE I - Speed Limit and Keeping to the Right

ARTICLE II - Overtaking and Passing a Vehicle, and Turning at Intersections

ARTICLE III - Right of Way and Signals

ARTICLE IV - Turning and Parking

ARTICLE V - Miscellaneous Traffic Rules

CHAPTER V - Penal and Other Provisions
ARTICLE I - Penalties

ARTICLE II - Collection of Fees, Taxes and Fines, Liens, Allotment of Funds

ARTICLE III - Final Provisions

Approved: June 20, 1964

Helmet Use Information Kit by WHO

Taken from as of 2016 August 16. 3:58 PM - World Health Organization, Western Pacific Region media fact sheet on helmet use.

  1. Many Filipinos die in motorcycle collisions.
    • In 2010, 6941 Filipinos died as a result of road traffic crashes, and thousands more were injured or disabled.
    • Users of motorcycles make up a large proportion of those killed on the road. Data in Metro Manila indicate that 34% of all fatal road crashes and 37% of non-fatal injuries from road traffic crashes involve motorcycles.
  2. Helmet use is effective at reducing head injuries.
    • Injuries to the head and neck are the main cause of death, severe injury and disability among users of motorcycles.
    • Wearing a helmet is the single most effective way of reducing head injuries and fatalities resulting from motorcycle crashes.
    • Motorcyclists who do not wear helmets are at a much higher risk of sustaining head injuries and from dying from these injuries.
  3. Wearing a standard protective helmet is important.
    • Helmets standards ensure that helmets allowed for distribution and use by motorcyclists are of appropriate quality.
    • Standard helmets are recognized by the presence of the Philippine Standard (PS) or Import Commodity Clearance (ICC) mark provided by the Bureau of Product Standards (BPS) of Department of Trade and Industry (DTI).
    • Helmets create an extra layer for the head and thus protect the wearer from severe brain injury.
  4. Helmets should be properly fastened.
    • Chin and neck straps, which are specifically designed to keep the helmet on the head during an impact, must be correctly used.
    • If a helmet is not fastened, it will come off during a crash, therefore, not providing protection.
  5. Helmets are designed to prevent head injuries, but NOT injuries to other parts of the body.
    • Obeying road traffic rules, including adhering to speed limits and not driving while drunk, will reduce the chance of a motorcyclist being involved in a crash, and their likelihood of incurring any type of injury.
    • Appropriate clothing can be helpful to reduce other types of injuries.
  6. The national motorcycle helmet law (RA 10054) must be enforced.
    • Motorcycle helmet legislation has been proven in many countries in reducing head injuries and deaths from motorcycle crashes.
    • Legislation is most likely to work where high-quality helmets are accessible and affordable, enforcement is comprehensive, and there is widespread community education on the benefits of helmet use.

Motorcycle Break-In

There are numerous resources in the internet on how to break in your motorcycle but very few of them would clearly explain its purpose and merits. While newer engines - in general - have been broken in at the factory during its vehicular production, the process of engine break-in for the ending consumer has become customary, with motorcycle manufacturers releasing very little bits of information about the process in the owner's manual.

Anyway, I did my own softly extensive research on how to properly break-in a motorcycle and why we should be doing it. The most important thing to break-in there is actually your engine, even though some pundits may technically point to breaking-in every critical part of your motorcycle, which includes the transmission system, the suspension, the wheels and tires. The process of breaking-in the engine is actually not about speed, but about the capacity of the engine in withstanding varying degrees of compression. This means that you should play out your RPMs (revolutions per minute) in the widest range possible throughout your break-in period, keeping in mind of not maintaining a single RPM speed for extended periods at any given time. This also means that maintaining a 60, 80 or 100 kph speed and keeping it constantly in that manner for possibly 2 or 3 minutes - or more - is the wrong way of breaking-in your engine.

Effects of Alcohol on Motorcycle Riding Skills

The following document has been taken from a resource link attributed to the US National Highway Traffic Safety Administration (NHTSA).


Alcohol is known to disrupt the effect of neurotransmitters and impair various psychomotor skills. Indeed, alcohol intoxication is a significant risk factor for fatal traffic crashes, especially when riding a motorcycle. At present, there is sparse research on the impairing effects of alcohol on skills involved in motorcycle control. This study was designed to measure the effect of alcohol (up to a blood alcohol concentration of .08 grams per deciliter) on a broad set of basic riding skills. These riding skills were assessed on a test track with task scenarios based on the Motorcycle Safety Foundation’s training program. This study used a balanced incomplete block design to remove confounding artifacts (learning effects) by randomizing four BACs across three test days. Performance was characterized in terms of riding strategy used to cope with the effects of alcohol as a neurological stressor and the amount of resulting impairment with reference to specified performance standards. The analysis controlled for rider gender and age, riding skill, and drinking history. The results showed there were observable changes in motorcycle control and rider behavior in response to alcohol that are indicative of impairment. In general, intoxicated riders demonstrated longer response times and adopted larger tolerances leading to more task performance errors. Riders appeared to protect bike stability at the expense of other task performance and riders tried harder -- where possible -- to fully or partially compensate for the negative effects of alcohol. Most of the alcohol effects were evident at the per se BAC .08 g/dL level, but some of the effects were observed at the lower BAC .05. Given that this
study used experienced riders performing highly practiced tasks with low to moderate levels of alcohol, the effect of alcohol on motorcycle control and rider behavior were modest except when task demand was high (offset weave), time pressure was high (hazard avoidance for near obstacles), and tolerances were constrained (circuit track). The practical significance of the findings was discussed in terms of study constraints.

Report Date

December 2007

2015 24-Hour Northern Summer Extreme Endurance Motorcycle Challenge

Event Alias: 
2015 SEnd
Event Date: 
Sat, Apr 18, 2015 to Sun, Apr 19, 2015
Assembly Place: 
Marikina City Hall of Justice Parking Lot
Assembly Date and Time: 
06:00 PM, Sat, Apr 18, 2015

Event Category:

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