Cycling in the Philippines

From Justapedia, unleashing the power of collective wisdom
Jump to navigation Jump to search

Bikers along Benigno S. Aquino Avenue in Baliuag, Bulacan.

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] In 1901, 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.[5]

Bicycle registration also took place, with over 2,000 bikes being registered until registration was halted in 1906. 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.[4]

Commonwealth and WWII era

During the Commonwealth period, door-to-door salespeople relied on bicycles as personal transportation. Bicycle theft was also 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,[6] 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.[7] During the second World War and the Japanese occupation of the Philippines, the Imperial Japanese Army used bicycle brigades during invasions and patrols,[8] with each officer armed with a sheathed katana and a pistol.[9]

Imperial Japanese Army soldiers entering Manila on bicycles, as the city surrenders to the Japanese and declares itself an "open city" to prevent further destruction.

By 1944, the occupying Japanese forces seized many carts, bicycles, tricycles, pedicabs, and pushcarts from the local population, crippling local public transportation.[7]

Post-WWII

Since then, the bicycle continued to serve as a mode of transport for Filipinos, but dwarfed by the popularity 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.[10]

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 alleviate traffic in cities.[11][12]

Local government units have since also implemented cycling infrastructure and initiatives in their own cities and municipalities, such as Marikina City, Pasig City, and Quezon City in Metro Manila, Iloilo City in Iloilo, and Vigan City in Ilocos Sur,[13] while other cities such as Mandaluyong included plans to establish bike routes around their cities.[14]

On November 15, 2012, the Metropolitan Manila Development Authority (MMDA) and Department of Public Works and Highways (DPWH) opened a 550 meters (0.34 mi) 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 1.7 kilometers (1.1 mi) 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".[15] A bike-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.[15] More bicycle lanes were also opened by the MMDA along the sidewalks of specific segments of EDSA, Commonwealth Avenue, and the Marikina-Infanta Highway.[12]

Throughout 2018 and 2019, the Quezon City government also began establishing bike 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.[16]

On February 7, 2019, the DPWH inaugurated the country's first protected bike lane along a national highway, located along the Laguna Lake Highway of Circumferential Road 6. The bike lane is a 3-meter-wide (9.8 ft) bi-directional roadway spanning 5.8 kilometers (3.6 mi) of the 6.94 kilometers (4.31 mi) highway, and is physically separated from the highway with a planting strip.[17]

Class I bike lanes established along the Marikina–Infanta Highway in Santolan, Pasig.

COVID-19 pandemic

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 bike parking amidst the pandemic, further encouraging bike ridership.[18]

On April 16, 2020, Pasig City became the first local government unit in the country to recognize biking as an essential mode of transport, wherein it passed city resolutions and executive orders for the pavement of bike lanes and allowing the reopening of bicycle shops, which were previous considered as non-essential under the community quarantine restrictions.[19][20]

Establishment of bike lane network

Class I bike lane and jogging lane along the Iloilo Diversion Road in Iloilo City.

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 bike 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 bike lanes across the metropolis.[21] On the same day, San Juan also formally launched its own bike lanes.[22]

As of July 2021, the Department of Transportation has announced that a 497 kilometers (309 mi) of bike lanes in the country's metropolitan areas have been completed, with 313 kilometers (194 mi) in Metro Manila, 129 kilometers (80 mi) in Metro Cebu, and 55 kilometers (34 mi) in Metro Davao, consisting of pavement markings, physical separators, and road signage.

The Department of Transportation announced on November 28, 2021, coinciding with National Bicycle Day,[23] that it would be working with Google to push for the inclusion of its national bike lane network into Google Maps.[24]

Bicycle use and ownership

Since 2020, the Social Weather Stations has conducted multiple surveys nationwide assessing the ownership and use of bicycles as a mode of transportation and as a recreational activity.[25]

Based on the latest survey conducted from April 19, 2022 to April 27, 2022, 23 percent of households in the Philippines own bicycles. This is compared to 37 percent of households that own two-wheeled motor vehicles such as motorcycles and electric bicycles, 10 percent of households that own three-wheeled motor vehicles such as motorized and electric tricycles, and 6 percent of households that own four-wheeled motor vehicles such as cars, vans, electric cars, jeepneys, or electric jeepneys.[25]

Ownership Month and year of survey
May 2020 July 2020 September 2020 November 2020 May 2021 June 2021 September 2021 December 2021 April 2022
Bicycle 11% 14% 13% 8% 20% 14% 8% 12% 23%
Bicycle (with sidecar or pedicab) 2% 2% 2% 1% 1% 1% 1% 1% 2%
2-wheeled motor vehicles 31% 33% 32% 33% 36% 37% 40% 36% 37%
3-wheeled motor vehicles 13% 13% 13% 11% 10% 12% 9% 11% 10%
4-wheeled motor vehicles 6% 6% 5% 5% 5% 8% 7% 6% 6%
Does not own a bicycle or motor vehicle 37% 32% 35% 42% 28% 28% 35% 34% 22%
A cycle rickshaw taxi carrying passengers along Labuca Street in Cansojong, Talisay, Cebu.
A bicycle store in Pulilan, Bulacan

The April 2022 survey also reveals that among household members that use bicycles, 53.8 percent of household members primarily use them for essential activities such as grocery or shopping trips, workplace commuting, as part of their job or livelihood, or non-work related commutes. On the other hand, 46.1 percent of household members that use bicycles primarily use them for recreational activities such as for exercise, sightseeing, or for other recreational activities.[25]

Bicycle activity Percent of cycling households
April 2021 May 2022
For grocery or shopping trips 12% 15%
For work commutes 6% 5%
For non-work commutes 3% 5%
Part of job or livelihood 4% 7%
For exercising 6% 11%
For sightseeing 4% 12%
For other recreational activities 1% 0.2%
No bicycle at home 74% 70%
Bicycle is left unused 2% 1%

Additionally, the survey also shows that 79.3 percent of household members use their own bicycles, while the remaining 20.6 percent use a borrowed bicycle.[25]

Intermodal transport and parking

See also: Intermodal passenger transport
Bicycle parking along a raised pedestrian crossing inside the University of Santo Tomas in Sampaloc, Manila.

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.

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. The LRTA also announced that the last car of each train would be designated as "green zones", where folding bicycle users can ride with their bikes,[26] provided that it does not exceed the LRTA's baggage size limitations of 2 by 2 feet (20 by 20 in).[27] 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 20 inches (51 cm) in diameter.[28]

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.[29]

Sport and recreation

Road cyclists in April 2021

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.[30]

Road cycling tours are usually held annually by different sports institutions in the country, often spanning long distances such as from Manila to Baguio.[30]

In the 1990s, mountain biking grew in popularity as a recreational weekend activity, especially among Filipino yuppies.[30] The province of Rizal is home to several popular mountain biking trails, particularly in its provincial capital of Antipolo.[31] Other popular trail locations can also be found in the city of Tagaytay in Cavite,[32] and the Nuvali real-estate development in Laguna.[33]

Bike lanes

The Department of Public Works and Highways and the Department of Transportation through DPWH Department Order 88 series of 2020 defines bike 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 bike lanes with an absolute minimum width of 2.44 m (8.0 ft)[34][35]

Under these guidelines, the maximum slope grade of all bike lane crossings and Class I bike lanes should not exceed 5 percent, while Class II and Class III bike lanes must follow the slope grade of the roadway.[34]

Class I

A Class I bike lane along Roxas Boulevard in Manila.

Class I bike 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.[34]

The preferred minimum width of a Class I bike lane is 3.00 m (9.84 ft), which may be widened to 4.30 m (14.1 ft) to accommodate higher traffic volume or briefly narrowed to 2.44 m (8.0 ft) at narrow road sections. Class I bike lanes are separated from motor vehicle roadways by open spaces[34] 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 50 kilometers per hour (31 mph) or higher.[35]

Class II

Physically-separated Class II bike lanes along Emerald Avenue in Ortigas Center, Pasig City
A dilapidated paint-marked Class II bike lane along Remedios Street, Malate, Manila

Class II bike lanes are separated bike lanes that use pavement markings or physical separation to designate a portion of the road for exclusive use by bicycles.[34]

Class II bike lanes may be distinguished by pavement markings using paint, or by physical separation using bollards, curbs, plant boxes, concrete barriers, or a median strip with elevation changes.[34] 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 40 to 50 kilometers per hour (25 to 31 mph), 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 50 kilometers per hour (31 mph) or higher.[35]

Class III

Class III bike lanes are shared roadways, which are roads used by motor vehicles but are officially designated as bicycle routes.[34]

These are placed on roads with a minimum lane width of 3.35 m (11.0 ft) and a maximum lane width of 4.2 m (14 ft), operating speeds not exceeding 40 km/h (25 mph), low volume of traffic (AADT of not more than 3,000 vehicles), and limited carriageway width.[35][34] These lanes are distinguished by signs encouraging road users to be mindful of cyclists.[34]

Criticism

In a column in The Manila Times in June 2020, 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.[36] 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.[37]

Increasing number of accidents

Due to the growing popularity of cycling brought upon by the COVID-19 pandemic, the number of bicycle-related road accidents have also increased.[38]

The Metropolitan Manila Development Authority 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.[39] The MMDA has noted, however, that its data as of 2020 has since included road accidents involving pedicabs and electric bicycles.[38] 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.[38]

Obstacles along bicycle lanes

Since the establishment of the nationwide bike lane network, motorists have complained that cyclists and other non-motorized transport users often leave or do not use the bike lanes, causing these users to go on open roads.[40] However, many cyclists have also aired their grievances on social media on obstacles within the bike 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 bike lanes around these obstacles or avoid using the bike lanes completely.[40] Cycling advocates have also argued that bicycle lanes are not meant to "cage" cyclists into bike lanes but to keep motor vehicle users out of them.[40]

See also

References

  1. ^ Reyes, Raquel (2012). "Modernizing the Manileña: Technologies of conspicuous consumption for the well-to-do woman, circa 1880s—1930s". Modern Asian Studies. 26 (1): 194. JSTOR 41330659 – via JSTOR.
  2. ^ Stevens, Joseph Earle (1898). Yesterdays in the Philippines. Project Gutenberg. pp. 27, 31.
  3. ^ "Howie Severino: Rizal's wish for a second-hand bicycle". GMA News Online. Retrieved September 19, 2021.
  4. ^ a b Giron, Brian Paul (October 4, 2020). "Finding bikes in our history". Cycling Matters. Retrieved September 19, 2021.
  5. ^ Dept, United States War (1903). Annual Report of the Secretary of War. U.S. Government Printing Office.
  6. ^ Ephraim, Frank (August 12, 2003). "Occupation". Escape to Manila: From Nazi Tyranny to Japanese Terror. p. 105. ISBN 9780252028458.
  7. ^ a b Danquah, Francis (2005). "Reports on Philippine Industrial Crops in World War II from Japan's English Language Press". Agricultural History. 79 (1): 79–80. doi:10.1215/00021482-79.1.74. JSTOR 3744878. S2CID 247819180 – via JSTOR.
  8. ^ Ephraim, Frank (August 12, 2003). "Can We Hold Out?". Escape to Manila: From Nazi Tyranny to Japanese Terror. p. 112. ISBN 9780252028458.
  9. ^ Ephraim, Frank (August 12, 2003). "War". Escape to Manila: From Nazi Tyranny to Japanese Terror. p. 90. ISBN 9780252028458.
  10. ^ "Cyclotourism in the Philippines". Manila Bulletin. December 1, 2020. Retrieved September 19, 2021.
  11. ^ Interaksyon (April 26, 2017). "CYCLING Not fun in the Philippines". Interaksyon. Retrieved September 19, 2021.
  12. ^ a b "DPWH to open more bike lanes in Quezon City". Rappler. March 12, 2014. Retrieved July 29, 2022.
  13. ^ "Creating sustainable transport systems: PH's progress so far". Rappler. Retrieved September 19, 2021.
  14. ^ Mandaluyong City Land Use Plan and Zoning Ordinance 2017-2032 (PDF). Mandaluyong, Metro Manila, Philippines. August 23, 2017. pp. 61, 79–80. Retrieved October 5, 2021.{{cite book}}: CS1 maint: date and year (link)
  15. ^ a b Frialde, Mike; Aguila, Kap Maceda (November 16, 2012). "MMDA launches bike lanes in Manila". The Philippine Star. Retrieved July 29, 2022.
  16. ^ Bautista, Herbert (January 18, 2019). "QC Mayor Herbert Bautista on Bicycle Infrastructure" (Interview). Interviewed by Cycling Matters – via Facebook.
  17. ^ "LOOK: Philippines gets first protected bike lane along national highway". Rappler. February 7, 2019. Retrieved May 16, 2022.
  18. ^ "As cycling booms during pandemic, advocates pedal toward sustainable transport". Rappler. Retrieved September 19, 2021.
  19. ^ "Sangguniang Panlungsod Resolution No. 59, Series of 2020". Facebook. April 6, 2020. Retrieved October 3, 2021.{{cite web}}: CS1 maint: url-status (link)
  20. ^ Reysio-Cruz, DJ Yap, Matthew (May 14, 2020). "Pasig City makes busy streets safer for bikers". Philippine Daily Inquirer. Retrieved October 5, 2021.
  21. ^ Ong, Ghio. "MMDA holds dry run for bicycle lane on EDSA". The Philippine Star. Retrieved October 5, 2021.
  22. ^ "San Juan to launch pop-up bike lanes as Metro Manila transitions to GCQ". GMA News Online. Retrieved October 5, 2021.
  23. ^ Esguerra, Darryl John (November 19, 2020). "Duterte declares fourth Sunday of November as National Bicycle Day". Philippine Daily Inquirer. Retrieved November 30, 2021.
  24. ^ Mercurio, Richmond. "DOTr wants bike lanes included on Google maps". The Philippine Star. Retrieved November 30, 2021.
  25. ^ a b c d Entoma, Christian (August 24, 2022). "Bicycle Ownership, Usage, and Attitudes of Filipino Household Heads on Cycling as Transportation". Social Weather Stations. Retrieved August 24, 2022.{{cite web}}: CS1 maint: url-status (link)
  26. ^ Dedace, Sophia. "Bikes, trains, and fewer cars with LRT's Bike O2 project". GMA News Online. Retrieved May 15, 2022.
  27. ^ "Wala pong limit sa diameter ng wheels. Kaugnay naman po ng bagahe, hanggang 2 feet x 2 feet po ang maximum dimension na pinapayagan sa LRT-2". Twitter. Retrieved May 15, 2022.
  28. ^ Lapeña, Carmela G. "Bike to work? Why not? MRT now allows folding bikes". GMA News Online. Retrieved May 15, 2022.
  29. ^ "DOTr - LRT-1, LRT-2, MRT-3, PNR INSTALL BICYCLE RACKS FOR FREE USE OF PASSENGERS". Department of Transportation. July 22, 2020. Retrieved August 22, 2022.
  30. ^ a b c Defensor, Teresa (August 22, 2003). "WEEKEND Lifestyle; Ease on down the road". BusinessWorld. Retrieved August 22, 2022.
  31. ^ Filart, King (October 4, 2018). "Sampung Cycling Destinations sa Rizal (lit. '"10 Cycling Destinations in Rizal"')". Cycling Matters. Retrieved August 22, 2022.
  32. ^ Terrado, Reuben (September 10, 2020). "Here's what to expect if you plan a ride to Tagaytay". Sports Interactive Network Philippines. Retrieved August 22, 2022.
  33. ^ Travel, Klook. "9 Biking Trails Near Manila For A Much Needed Change of Scenery! - Klook Travel Blog". www.klook.com. Retrieved August 22, 2022.
  34. ^ a b c d e f g h i "GUIDELINES ON THE DESIGN OF BICYCLE FACILITIES ALONG NATIONAL ROADS" (PDF). Department of Public Works and Highways. Retrieved March 27, 2022.{{cite web}}: CS1 maint: url-status (link)
  35. ^ a b c d "Development of the Metropolitan Bike Lane Networks - Infrastructure and Network Design". Facebook. April 17, 2021. Retrieved September 13, 2022.
  36. ^ Moreno, Isko (June 21, 2020). "Why I'm half-hearted about setting up bike lanes in Manila". The Manila Times. Retrieved August 25, 2022.
  37. ^ Giron, Brian (August 25, 2022). "Why I'm half-hearted about responding to Mayor Isko's piece on bike lanes". Cycling Matters. Retrieved August 25, 2022.
  38. ^ a b c Baclig, Cristina (November 29, 2021). "PH pandemic produced more bikers, rise in bicycle road crashes". Philippine Daily Inquirer. Retrieved August 25, 2022.
  39. ^ "Freedom of Information (FOI)". mmda.gov.ph. Archived from the original on February 11, 2020. Retrieved May 19, 2022.
  40. ^ a b c Madarang, Catalina (March 2, 2021). "Why some cyclists are avoiding bike lanes in Metro Manila". Interaksyon. Retrieved August 25, 2022.
Retrieved from "https://justapedia.org/index.php?title=Cycling_in_the_Philippines&oldid=1117061342"