Английская Википедия:Cycling in the Philippines
Шаблон:Short description Шаблон:Use mdy dates
Cycling is a popular mode of transport and recreational sport in the Philippines.
Bicycles were first introduced to the archipelago in the 1880s during the Spanish colonial occupation of the Philippines and served as a common mode of transport, especially among the local mestizo population. In the present day, many of those who cycle in the country mainly do so as a mode of transport and as recreational activities, such as road racing, mountain biking, and recreational cycling. The popularity of cycling, however, was largely limited to local neighborhoods and rural towns as most urban areas were considered to be dangerous for cycling due to the dominance of motorized traffic with little to no cycling infrastructure for protection.
However, as the COVID-19 pandemic led to the suspension and restriction of public transportation in the country, many Filipinos turned to cycling as an alternative mode of transportation, accelerating the development and promotion of active transportation infrastructure in urban areas.
History
Colonial era
Bicycles were first introduced to the country in the 1880s, among other 20th century technologies introduced during the Spanish colonial occupation of the Philippines.[1] American author Joseph Earle Stevens, who was living in Manila at the time, described cycling as a booming mode of transport on the streets of Manila, especially among the local mestizo population, as well as bicycle races that took place in Luneta, Manila in his journal entries in 1894.[2] While in exile in Dapitan, Philippine national hero Jose Rizal wrote a letter on December 18, 1895, to his mother, requesting her to buy him a second-hand bicycle that he could use for his trips to town.[3]
Following the Spanish Empire's secession of the Philippines to the United States, bicycles made in the United States found their way into the local streets.[4][5]
One of the earliest legislation on the regulation of bicycles was in 1901, where the Taft Commission under United States Army Provost Marshal General Arthur MacArthur Jr. approved City Ordinance No. 11, or "An Ordinance Relating to the Use of the Public Streets and Places of Manila" for the city of Manila. Under Section 21 of this ordinance, bicycles were regarded as vehicles on public streets and were to adhere to traffic ordinances and regulations. Bicycles were required to carry a bell, which was to be sounded when approaching a street intersection or crossing, or any vehicle or pedestrian occupying the street. Bicycles were also required to carry a light when in use during the night.[6] Bicycle registration also took place, with over 2,000 bicycles being registered until registration was halted in 1906.[5]
The use of bicycles as a recreational activity were marketed in the country as early as the 1920s, with a July 1926 issue of the Philippine Education Magazine promoting bicycle-riding as an economic mode of transport with health benefits.[5]
Commonwealth and WWII era
During the Commonwealth period, German engineer Frank Ephraim wrote in his autobiography Escape to Manila: From Nazi Tyranny to Japanese Terror that before the second World War in the Philippines, door-to-door salespeople using bicycles were a common sight on the streets of Manila. He also noted that bicycle theft was rampant during this period as bicycle owners would use heavier and more expensive chains and padlocks to prevent their bicycles from being stolen. This however, was often to no avail as bicycle thieves were typically able to cut the chains or pick the locks,[7]Шаблон:Rp a problem that still persists to the present day.
It was estimated that by 1942, there were over 12,750 bicycles being used as a mode of transport by Manila's then population of 9,000 people, including those in the outlying areas.[8] During the second World War and the Japanese occupation of the Philippines, the Imperial Japanese Army used bicycle brigades during invasions and patrols,[7]Шаблон:Rp with each officer armed with a sheathed katana and a pistol.[7]Шаблон:Rp
By 1944, the occupying Japanese forces seized many carts, bicycles, tricycles, pedicabs, and pushcarts from the local population, crippling local public transportation.[8]
Post-WWII
Since then, the bicycle continued to serve as a mode of transport for Filipinos, but dwarfed by the growth of the automobile, motorized tricycles, and the jeepney as a primary mode of transport. As a result, the use of bicycles became more limited to areas with little motorized road traffic, as cycling remained popular as a sport and for cyclotourism.[9]
As the road system and inefficient public transportation struggled to cope with population booms and increasing car ownership, people across different socioeconomic backgrounds turned to cycling as a mode of transport. However, the lack of cycling infrastructure in cities has caused many altercations between bicycles and motorized vehicles, leading to growing clamor for active transportation infrastructure to promote cycling as a safe and sustainable mode of transportation and alleviate traffic congestion in cities.[10][11]
On December 26, 2008, Philippine president Gloria Macapagal Arroyo signed Executive Order No. 774 s. 2008, reorganizing the Presidential Task Force on Climate Change earlier established in 2007 to improve the country's response to the climate crisis. The order also created a Task Group on Fossil Fuels (TGFF), headed by the then-Department of Transportation and Communications (DOTC) to develop a new mobility paradigm favoring non-motorized locomotion, following the simple principle of "those who have less in wheels must have more in road".[12] This was followed by Administrative Order No. 254 s. 2009, which mandated the DOTC and the TGFF to create a "national environmentally sustainable transport strategy" for the country.[13] Later that year, these responsibilities were then absorbed by the Climate Change Commission (CCC) created through Republic Act No. 9729, or the Climate Change Act of 2009.[14]
Local government units have since also implemented cycling infrastructure and initiatives in their own cities and municipalities, such as Marikina, Pasig, and Quezon City in Metro Manila, Iloilo City in Iloilo, and Vigan in Ilocos Sur,[15] while other cities such as Mandaluyong included plans to establish bicycle routes around their cities.[16]
On November 15, 2012, the Metropolitan Manila Development Authority (MMDA) and Department of Public Works and Highways (DPWH) opened a Шаблон:Convert bidirectional bicycle lane on the sidewalk of Roxas Boulevard itself from Quirino Avenue to the Cultural Center of the Philippines Complex. The MMDA also opened a Шаблон:Convert bidirectional bicycle lane on Remedios Street from Remedios Circle to Roxas Boulevard, designed to complement its Children's Road Safety Park as part of its advocacy to "educate children on traffic rules and discipline".[17] A bicycle-sharing pilot program was also to be conducted between the Ayala and Magallanes MRT stations where commuters could avail 48 bicycles to use for free between the two stations.[17] More bicycle lanes were also opened by the MMDA along the sidewalks of specific segments of EDSA, Commonwealth Avenue, and the Marikina-Infanta Highway.[11]
Throughout 2018 and 2019, the Quezon City government also began establishing bicycle lanes along several major roads in the city. In an interview, Quezon City mayor Herbert Bautista also floated the idea of designating the inner roads of residential subdivisions as cycling corridors.[18]
On February 7, 2019, the DPWH inaugurated the country's first protected bicycle lane along a national highway, located along the Laguna Lake Highway of Circumferential Road 6. The bicycle lane is a Шаблон:Convert bi-directional bikeway spanning Шаблон:Convert of the Шаблон:Convert highway, and is physically separated from the highway with a planting strip.[19]
Recent developments
During the COVID-19 pandemic in early 2020, public transport was suspended and subsequently reopened at a limited capacity. As a result, cycling as a mode of transport grew in popularity among Filipinos who needed means to go to and from their workplace safely and efficiently. This, alongside the decreased road traffic in many urban areas as a result of the community quarantine classifications led to the fast-tracked development of active transport infrastructure, such as protected bike lanes and bicycle parking amidst the pandemic, further encouraging bike ridership.[20]
With the country transitioning into the looser general community quarantine and in anticipation of people returning to work, the MMDA, in coordination with cyclists and scooter riders pushing for permanent active transport infrastructure, conducted a dry run of pop-up bicycle lanes along EDSA, the main thoroughfare in Metro Manila on July 3, 2020, coinciding with World Bicycle Day. The agency also vowed to support the provision of bicycle lanes across the metropolis.[21]
On August 19, 2020, the Department of Health, Department of Transportation, Department of the Interior and Local Government, and Department of Public Works and Highways through Joint Administrative Order No. 0001 s. 2020 issued guidelines on the proper use and promotion of active transport amidst and beyond the COVID-19 pandemic.[22]
On September 15, 2020, the Bayanihan to Recover as One Act provided recovery and resilience interventions and mechanisms related to the COVID-19 pandemic. The act declared the need to accommodate alternative modes of transportation, including bicycle lanes on all roads in cities, municipalities, and provinces. It authorized the President of the Philippines to exercise powers necessary to provide emergency pathways, bicycle sharing schemes with safety equipment, and pop-up bicycle lanes, particularly for health workers and other frontliners. Through the act, the Department of Transportation was allocated Шаблон:Philippine peso billion to develop accessible sidewalks and protected bicycle lanes, bicycles for distribution, safety equipment, and bicycle racks.[23]
On November 18, 2020, Philippine president Rodrigo Duterte signed Presidential Proclamation No. 1052 s. 2020, declaring every fourth Sunday of November as "National Bicycle Day".[24] The proclamation provides legitimacy to the "National Bicycle Day" initially organized by the National Bicycle Organization, a non-government organization that hosted the event annually since 2014.[25]
On May 11, 2021, the Land Transportation Office released LTO Administrative Order No. 39 s. 2021, defining the classification, registration, and operation of electric vehicles. The order allows personal mobility scooters, electric kick scooters, and light electric vehicles under classifications L1a and L2a to use bicycle lanes.[26]
The Department of Transportation announced on November 28, 2021, coinciding with National Bicycle Day, that it would be working with Google to push for the inclusion of the nationwide bicycle lane network into Google Maps.[27]
On April 15, 2022, the Electric Vehicle Industry Development Act, which was passed to promote the manufacturing and use of electric vehicles, declared the need to provide options for micromobility through light electric vehicles (LEVs). The act states that local government units should provide segregated lanes for LEVs on all major local and national roads, which may be integrated with bicycle lanes. This is to be done in coordination with the Department of Public Works and Highways.[28]
In December 2022, the National Economic and Development Authority (NEDA) approved the Philippine Development Plan (PDP) for 2023 to 2028, which outlined that pedestrians and cyclists should be accorded the highest priority among all road users in transport-related infrastructure.[29][22]
On November 28, 2023, Philippine president Bongbong Marcos signed Proclamation No. 409 s. 2023, declaring the last working day of November as "National Bike to Work Day".[30]
Bicycle lane network
The nationwide bicycle lane network of the Philippines was established during the COVID-19 pandemic in response to the popularity of cycling as a mode of transport and to encourage the use of bicycles and other light mobility vehicles as a safe, healthy, and sustainable means of mobility.[20][31]
Throughout 2021, the Department of Transportation and Department of Public Works and Highways established the Metropolitan Bike Lane Networks, consisting of paint-delineated and physically-protected bicycle lanes and other bicycle-related infrastructure in Metro Manila, Metro Cebu and Metro Davao. It is also known as the Bayanihan II Bike Lane Networks as it was funded through the Bayanihan to Recover as One Act.[31] The Metropolitan Bike Lane Networks were inaugurated on July 28, 2021 with a total of Шаблон:Convert of bicycle lanes in the country's metropolitan areas: Шаблон:Convert in Metro Manila, Шаблон:Convert in Metro Cebu, and Шаблон:Convert in Metro Davao.[32]
As of March 2023, the Department of Transportation has established Шаблон:Convert of bicycle lanes since 2020, with plans to expand the network to Шаблон:Convert within the year.[33] The DOTr plans to establish new bicycle lanes in the Ilocos Region, Central Luzon, Metro Manila, Southern Tagalog, Bicol Region, Western Visayas, Central Visayas, Eastern Visayas, and Davao Region, with the national government planning to build a total of Шаблон:Convert of bicycle lanes nationwide by the end of the presidency of Bongbong Marcos in 2028.[34]
Bicycle lane classifications
The Department of Public Works and Highways and the Department of Transportation through DPWH Department Order No. 88 series of 2020 defines bicycle lanes into three classes, based on prevailing road and traffic conditions. The order also provides that all new road and bridge construction and expansion projects must incorporate bicycle lanes with an absolute minimum width of Шаблон:Convert[35][36] These guidelines were then updated in December 2022 through DPWH Department Order No. 263 series of 2022.[37]
Under these guidelines, the maximum slope grade of all bicycle lane crossings and Class I bicycle lanes should not exceed 5 percent, while Class II and Class III bicycle lanes must follow the slope grade of the roadway.[37]
These guidelines only apply to bicycle lanes set up by the national government and as such do not apply to bicycle lanes set up by local government units or private developments.
| Class I and IIa | Shared Use Path or Separated Bike Lane (Physical Separation) |
| Class IIb | Separated Bike Lane (Pavement Markings) |
| Class III | Shared Roadway |
| Motor Vehicle Volume (AADT) |
Motor Vehicle Operating Speed | ||
|---|---|---|---|
| Under 40 km/h | 40 to 50 km/h | Over 60 km/h | |
| Over 6,000 | Class I and IIa | Class I and IIa | Class I and IIa |
| 3,000 to 6,000 | Class IIb | Class IIb | Class I and IIa |
| Under 3,000 | Class III | Class II | Class I and IIa |
Class I
Class I bicycle lanes are shared use paths or bike paths, which are designated paths completely separated from the roadway that are designated for the exclusive use of bicycles or shared with pedestrians.[37]
The minimum clear width of a Class I bicycle lane is Шаблон:Convert, which may be widened to Шаблон:Convert in high traffic areas or briefly narrowed to Шаблон:Convert at narrow road sections. Class I bicycle lanes are separated from motor vehicle roadways by open spaces, have line markings delineating the paths for cycling and pedestrian traffic, and are recommended on roads with high traffic volume (annual average daily traffic or AADT of 6,000 to 8,000 vehicles or more) and an operating speed of Шаблон:Convert or higher.[36][37]
Class II
Class II bicycle lanes are separated bicycle lanes on a portion of the road for the exclusive use of bicycles. These are divided into Class IIa bicycle lanes, which uses physical separation, and Class IIb bicycle lanes, which uses pavement markings.[37]
A unidirectional Class II bicycle lane has a minimum clear width of Шаблон:Convert or briefly narrowed to Шаблон:Convert at narrow road sections. Class IIa bicycle lanes are distinguished by physical separation using bollards, curbs, plant boxes, concrete barriers, or a median strip with elevation changes, while Class IIb bicycle lanes are distinguished by green and white pavement markings using paint.[37]
Pavement markings are recommended on roads with low to moderate traffic volume (AADT of 3,000 to 6,000 vehicles) and an operating speed of Шаблон:Convert, while physical separation is recommended on roads with high traffic volume (an AADT of 6,000 to 8,000 vehicles or more) and an operating speed of Шаблон:Convert or higher.[36] Class II bicycle lanes may also be supplemented with a Шаблон:Convert buffer zone between the bicycle lane and other road lanes.[37]
Class III
Class III bicycle lanes are shared roadways, which are roads used by motor vehicles but are officially designated as bicycle routes.[37]
These are placed on roads with a lane width of Шаблон:Convert, operating speeds not exceeding Шаблон:Convert, low volume of traffic (AADT of not more than 3,000 vehicles), and limited carriageway width.[36] These routes are distinguished by signs encouraging road users to be mindful of cyclists. Class III bicycle lanes may also contain brief sections of non-exclusive Шаблон:Convert painted bicycle lanes with broken lines to limit the movement of cycling traffic on narrow roads.[37]
Class III bicycle lanes may also be used as temporary bicycle lanes until more appropriate infrastructure can be implemented.[37]
Private developments
Many mixed-use developments and planned communities owned and managed by private real estate companies across the country have also incorporated bicycle lanes in their developments. These bicycle lanes are typically not within the jurisdiction of the national or local governments but may be integrated into existing networks.
Some examples of private developments with bicycle lanes include Bonifacio Global City in Taguig,[38][39] the Megaworld Corporation's Arcovia City and Ortigas Land's Capitol Commons in Pasig,[40] and the Nuvali development of Ayala Land in Laguna.[41] Bicycle lanes are also present along Ayala Avenue, the main road of the Makati Central Business District in Makati.[42] Additionally, some shopping malls also have bicycle lanes in their vicinity, such as those at the SM Mall of Asia in Pasay and SM Seaside City in Cebu City of SM Supermalls.[43]
Higher education instutitions in the Philippines have also incorporated bicycle lanes within their campuses, such as in University of the Philippines Diliman,[44] Ateneo de Manila University,[45] and De La Salle University – Laguna Campus.[46]
Bicycle use and ownership
MMUTIS Capacity Enhancement Project
As part of the MMUTIS Capacity Enhancement Project (MUCEP) of the Japan International Cooperation Agency (JICA) and the then-Department of Transportation and Communications, several household interviews on transport characteristics and patterns were conducted in Metro Manila from 2012 to 2014. The data from the MUCEP database reveals that 3,233 respondents from the household interviews made trips using bicycles. The respondents were predominantly male with a 12:1 ratio, consisted mainly of people from the 19 to 59 years old age brackets, and were mostly made by individuals with a personal monthly income of less than Шаблон:Philippine peso. Blue-collar workers comprised the majority of these respondents at 75.5 percent of respondents while white-collar workers only comprised 7.6 percent of respondents. Lastly, it was found that most respondents owned at least one bicycle and that the majority of them did not own a car or motorcycle.[47]
Project KaLakBay
In partnership with the Department of Transportation, the KaLakBay (Ka-Lakad at Baysikleta) Project conducted bicycle counts for 16 hours on April 22, 2022 and road-side route choice surveys on April 22 and 29, 2022 along several major roads in Metro Manila.[47]
The bicycle counts counted 37,529 cyclists, most of which were male with a 25:1 ratio. It was also observed that 61.9 percent of were wearing helmets, in which higher helmet usage was observed in cities with bicycle helmet laws such as in Quezon City and Valenzuela.[47]
A total of 748 respondents were interviewed for the route choice surveys. Most respondents were also male with a 15:1 ratio, consisted of at least high school and college graduates, were mostly full-time employed, and were predominantly from individuals with a personal monthly income of less than Шаблон:Philippine peso. Survey respondents also predominantly use bicycles for work and home-errands, with 46 percent of trips made under 30 minutes and 37 percent of trips made within 1 to 2 hours. The surveys also reveal that only a third of respondents began cycling during the pandemic, with most not owning a car or motorcycle, and would take public transport when not using their bicycles. Most respondents also cycled for leisure at least once or twice a week. Over 90 percent of respondents stated that their workplaces had bicycle parking, while only 29 percent of respondents had workplaces with locker rooms and only 15 percent of respondents had workplaces with showers.[47]
Social Weather Stations
Since 2020, the Social Weather Stations has conducted 13 surveys nationwide assessing the ownership and use of bicycles as a mode of transportation and as a recreational activity.[48]
The latest survey, conducted from March 26 to 29, 2023, finds that 36 percent of households (an estimated 10 million households) in the Philippines use bicycles for any activity, up from 29 percent in April 2022. The latest survey also finds that 24 percent of households (an estimated 6.6 million households) own bicycles, up from 23 percent in April 2022. Throughout the 13 surveys, it was also reported that more households own bicycles than four-wheeled motor vehicles, such as cars, vans, electric cars, jeepneys, or electric jeepneys and three-wheeled motor vehicles such as motorized and electric tricycles. However, it states that are more households nationwide that own two-wheeled motor vehicles such as motorcycles and electric bicycles.[48]
<section begin="ownership-chart" />Шаблон:Graph:Chart<section end="ownership-chart" />
| Ownership | Percent of adults | Percent of households | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| May 2020 | Jul 2020 | Sept 2020 | Nov 2020 | May 2021 | Jun 2021 | Sept 2021 | Dec 2021 | Apr 2022 | Jun 2022 | Oct 2022 | Dec 2022 | Mar 2023 | |
| Bicycle | 11% | 14% | 13% | 8% | 20% | 14% | 8% | 12% | 23% | 15% | 11% | 9% | 24% |
| Bicycle (with sidecar or pedicab) | 2% | 2% | 2% | 1% | 1% | 1% | 1% | 1% | 2% | 2% | 1% | 1% | 1% |
| 2-wheeled motor vehicles | 31% | 33% | 32% | 33% | 36% | 37% | 40% | 36% | 37% | 36% | 39% | 38% | 41% |
| 3-wheeled motor vehicles | 13% | 13% | 13% | 11% | 10% | 12% | 9% | 11% | 10% | 11% | 10% | 9% | 11% |
| 4-wheeled motor vehicles | 6% | 6% | 5% | 5% | 5% | 8% | 7% | 6% | 6% | 5% | 4% | 5% | 6% |
The March 2023 survey also reveals that among the 36 percent of households that use bicycles, 24 percent percent of households use them for essential activities, up from 21 percent in April 2022 and 19 percent in May 2021. On the other hand, 27 percent of households that use bicycles use them for recreational activities, up from 18 percent in April 2022 and 19 percent in May 2021.[48]
| Activity | Percent of households | |||
|---|---|---|---|---|
| May 2021 | Apr 2022 | Mar 2023 | ||
| Cycling households | 24% | 29% | 36% | |
| Uses a bicycle for essential activities | 19% | 21% | 24% | |
| Uses a bicycle for grocery or shopping trips | 12% | 15% | 16% | |
| Uses a bicycle for work commutes | 6% | 5% | 7% | |
| Uses a bicycle for non-work commutes | 3% | 5% | 7% | |
| Uses a bicycle as part of job or livelihood | 4% | 7% | 4% | |
| Uses a bicycle for recreational activities | 19% | 18% | 27% | |
| Uses a bicycle for exercise | 6% | 11% | 17% | |
| Uses a bicycle for sightseeing | 4% | 12% | 17% | |
| Uses a bicycle for other recreational activities | 1% | 0.2% | 3% | |
| Non-cycling households | 76% | 71% | 64% | |
Additionally, the March 2023 survey also shows that of the 36 percent of cycling households, 23 percent use their own bicycles while 13 percent use borrowed bicycles. This is up from 23 percent using their own bicycles and 6 percent using borrowed bicycles as reported in the April 2022 survey.[48]
Intermodal transport and parking
The use of bicycles as transportation is supported by the inclusion of bicycle parking racks in schools, retail stores, shopping centers, parks and plazas, and transport stops. The Department of Public Works and Highways (DPWH) outlines that short term bicycle parking facilities such as bicycle parking racks, bicycle parking sheds, and bicycle repair stations should be located Шаблон:Convert to such establishments, including the presence of trip-end facilities. It also outlines the inclusion of long-term bicycle parking facilities such as bicycle lockers for all-day or overnight bicycle parking.[37]
Education institutions such as the Ateneo de Manila University,[49][45] De La Salle University,[50] and the University of Santo Tomas[51][52] provide bicycle racks on their respective campuses that are free of charge for visitors, students, faculty, and staff. In addition to bicycle racks, the University of the Philippines Diliman has a bicycle-sharing system run by UP Bike Share, a student-led organization.[53]
On November 8, 2009, the Light Rail Transit Authority (LRTA) inaugurated its "Bike On, Bike Off" or "Bike O2" project, allowing folding bicycles to be brought onto Line 1 and Line 2 trains for free to promote bimodal transportation to reduce traffic on the road.[54] Folding bikes are allowed onboard trains provided that they do not exceed the LRTA's baggage size limitations of Шаблон:Convert.[55] After much persuasion from folding bike groups, this was followed by the MRT Line 3 also allowing folding bikes to be brought into trains on February 1, 2012, albeit only for folding bikes with wheels not more than Шаблон:Convert in diameter.[56]
In 2020, bicycle racks were installed at Line 1, 2, and 3 stations, as well as on stations of the PNR Metro Commuter Line. The Philippine National Railways allows folding bicycles to be brought on its trains with the bicycle being charged as equivalent to the fare of one person.[57] The Pasig River Ferry Service, operated by the MMDA, allows both folded and full-sized bicycles to be carried onboard free of charge.[58]
Several pedestrian footbridges and underpasses have also been outfitted with bicycle ramps to allow cyclists to bring their bicycles on them, particularly in Quezon City.[59]
Sport and recreation
In the Philippines, people who cycle as a sport are usually grouped by those who cycle as part of triathlon events, those who cycle for tourism, those who cycle for exercise on weekends, and those who cycle within the vicinity of their neighborhoods.[60]Шаблон:Additional citation needed
Road cycling tours are usually held annually by different sports institutions in the country, often spanning long distances such as from Manila to Baguio.[60] These include the annual Le Tour de Filipinas,[61] Ronda Pilipinas,[62] and PRUride Philippines.[63]
In the 1990s, mountain biking grew in popularity as a recreational weekend activity, especially among Filipino yuppies.[60] The province of Rizal is home to several popular mountain biking trails, particularly in its provincial capital of Antipolo.[64] Other popular trail locations can also be found in the city of Tagaytay in Cavite,[65] and the Nuvali real-estate development in Laguna.[66]
In 2023, the Ateneo de Manila Senior High School has started offered cycling as a PE elective.[49] In that same year, De La Salle University - Dasmariñas Senior High School announced that it would offer a PE elective as well in the upcoming school year.[67]
Reception
Prior to the COVID-19 pandemic, the lack of attention to developing bicycle infrastructure in the Philippines had been a point of criticism for cyclists and mobility advocates clamoring for alternative modes of transportation. These individuals and groups cited the high levels of traffic congestion caused by private motor vehicles and overcrowding on public transport in urban areas as reasons for prioritizing the development of cycling infrastructure.[20]
As a result, when the Philippine government increased its focus on active transport infrastructure during the early stages of the COVID-19 pandemic, this was met with support from the public. In support, mobility advocacy groups also called for stronger policies that would support a sustainable and inclusive public transportation system, while also helping provide input on the development of national guidelines for the proper use and promotion of active transport during and after the COVID-19 pandemic.[20]
Backlash from motorists
The implementation of a national bicycle lane network in the Philippines has faced criticism from both motorists and cyclists. Some motorists have argued that the addition of bicycle lanes on major roads has resulted in the removal of lanes previously dedicated to motor vehicles, leading to increased traffic congestion and longer travel times.[68] Cyclists have also criticized the design of the bicycle lane network and the apparent reluctance of the government to prioritize the development of infrastructure for public and active transportation over infrastructure for motor vehicles.[20][69]
Concerns were also raised on the placement of bicycle lanes, with some being overlaid onto existing road lanes rather than being integrated as part of a reconfiguration of the road. This raised concerns about confusion among road users and an increased risk of accidents involving both cyclists and motorists.[29][68]
In December 2022, motoring journalist James Deakin wrote a column in the Manila Bulletin where he labeled the national government's bicycle lane network as a "failed experiment" due to the "half lane" design and proliferation of motorcycles in the bicycle lanes, which he attributes the latter as one of the reluctances of Filipinos to consider cycling as a mode of transport. Deakin suggested that the bicycle lane should be "salvaged" into a motorcycle lane or removed completely to give "back to cars",[68] which drew criticism online.[29] Voice-over artist and content creator Inka Magnaye, in response to Deakin's column, showed annoyance at the "bandaid solution" design of the bicycle lanes, urging the need to improve them to be safer for cyclists and motorists alike. However, her remarks were interpreted as a criticism against bicycle lanes, sparking multiple discussions online on road safety for drivers and cyclists alike[70][29]
Due to the growing popularity of cycling brought upon by the COVID-19 pandemic, the number of bicycle-related road accidents have also increased.[71]
In a column in The Manila Times in June 2020, then-Manila mayor Isko Moreno expressed his reluctance in complying with the national government's directive to put up bicycle lanes in Manila, stating that the city streets are too dangerous to normalize cycling on due to the presence of unruly motorists and "gargantuan" trucks.[72] Cycling advocacy group Cycling Matters responded to Moreno's column, criticizing his arguments for complaining about the unsafe conditions for cyclists while not taking the "long overdue responsibility" to make Manila's roads safer for them.[73]
The Metropolitan Manila Development Authority (MMDA) reported a total of 1,759 accidents in 2019, which had increased to 2,503 accidents in 2020, and slightly decreased to 2,397 accidents in 2021 along major roads within its jurisdiction. Most of these accidents were reported to be non-fatal and a third of these were reported as damage to property.[74] The MMDA has noted, however, that its data as of 2020 has since included road accidents involving pedicabs and electric bicycles.[71] Many of these accidents have been attributed to a lack of protected bicycle lanes and traffic calming measures to allow bicycles to safely navigate through heavily congested roads.[71]
Obstacles along bicycle lanes
Since the establishment of the nationwide bicycle lane network, motorists have complained that cyclists and other non-motorized transport users often leave or do not use the bicycle lanes, causing these users to go on open roads.[75] However, many cyclists have also aired their grievances on social media on obstacles within the bicycle lanes, ranging from potholes, puddles, metal sheets covering roadworks, dangerous drain covers, utility poles, parked vehicles, and motor vehicles entering unprotected segments of the bicycle lanes to turn or overtake. As a result, cyclists often go in and out of the bicycle lanes around these obstacles or avoid using the bicycle lanes completely.[75] Cycling advocates have also argued that bicycle lanes are not meant to "cage" cyclists into bicycle lanes but to keep motor vehicle users out of them.[75][69]
See also
- Sports in the Philippines
- Transportation in the Philippines
- Transportation in Metro Manila
- List of roads in Metro Manila
- Cycling advocacy
References
Further reading
External links
- Шаблон:Commons-inline
- DOTr Biker's Manual
- Executive Order No. 774 s. 2008
- Executive Order No. 254 s. 2009
- DILG Memorandum Circular No. 2020-100
- DOH-DOTr-DILG-DPWH Joint Administrative Order No. 0001 s. 2020
- DOTr Department Order No. 14 s. 2020
- DPWH Department Order No. 88 s. 2020
- Superseded by DPWH Department Order No. 263 s. 2022
- LTFRB Memorandum Circular No. 042 s. 2021
- LTO Memorandum Circular No. 2267 s. 2021
- Social Weather Stations First Quarter 2023 Survey
- Official Facebook page of the DOTr Active Transport Project Office (ATPO)
Шаблон:Transportation in the Philippines Шаблон:Sports in the Philippines Шаблон:Cycling in different countries and cities
- ↑ Шаблон:Cite journal
- ↑ Шаблон:Cite book
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite book
- ↑ 5,0 5,1 5,2 Шаблон:Cite web
- ↑ Шаблон:Cite book
- ↑ 7,0 7,1 7,2 Шаблон:Cite book
- ↑ 8,0 8,1 Шаблон:Cite journal
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite news
- ↑ 11,0 11,1 Шаблон:Cite news
- ↑ Шаблон:Cite PH act
- ↑ Шаблон:Cite PH act
- ↑ Шаблон:Cite PH act
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite book
- ↑ 17,0 17,1 Шаблон:Cite news
- ↑ Шаблон:Cite interview
- ↑ Шаблон:Cite news
- ↑ 20,0 20,1 20,2 20,3 20,4 Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ 22,0 22,1 Шаблон:Cite PH act
- ↑ Шаблон:Cite PH act
- ↑ Шаблон:Cite PH act
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite PH act
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite PH act
- ↑ 29,0 29,1 29,2 29,3 Шаблон:Cite news
- ↑ Шаблон:Cite PH act
- ↑ 31,0 31,1 Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite PH act
- ↑ 36,0 36,1 36,2 36,3 Шаблон:Cite web
- ↑ 37,00 37,01 37,02 37,03 37,04 37,05 37,06 37,07 37,08 37,09 37,10 Шаблон:Cite PH act
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite news
- ↑ 45,0 45,1 Шаблон:Cite web
- ↑ Шаблон:Cite web
- ↑ 47,0 47,1 47,2 47,3 Шаблон:Cite journal
- ↑ 48,0 48,1 48,2 48,3 Шаблон:Cite web
- ↑ 49,0 49,1 Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ 60,0 60,1 60,2 Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite web
- ↑ 68,0 68,1 68,2 Шаблон:Cite news
- ↑ 69,0 69,1 Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ 71,0 71,1 71,2 Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite news
- ↑ Шаблон:Cite web
- ↑ 75,0 75,1 75,2 Шаблон:Cite news
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