When COVID-19 shut down public transport back in March 2020, many commuters in metropolitan areas turned to riding bicycles for their mobility needs. Trains and buses are back, but several Filipinos stuck with their bikes after seeing the benefits for their health and the environment.
A high demand for biker-friendly lanes and roads pushed government agencies to address commuter concerns, with an interconnected bike lane network as the end goal.
In 2020, bikers were asked to provide insights on how to make spaces come together with bike routes. Months later, the Department of Transportation released plans about the bike lane networks in Metro Manila, Metro Cebu, and Metro Davao.
Here’s what we know so far about the Bayanihan II Bike Lane Networks.
There are policies promoting active transport
Before any plans can be laid out, transport officials and authorities have to look to issuances promoting active transport. Here are some policies referenced for the Bayanihan II Bike Lane Networks:
Executive Order No. 772, Series of 2008
Government agencies are mandated to transform infrastructure to prioritize non-motorized transportation, abiding by the ‘Those who have less in wheels must have more in road’ creed.
NEDA National Transport Policy
This police mandates government agencies to undertake measures to integrate active transportation in the country’s overall framework. Everyone has to have space—new road cyclists included.
DOH-DILG-DOTr-DPWH Joint Administrative Order 2020-001
As the network encompasses several boundaries and teritorries, there must be guidance on the implementation of transportation projects by delineating the roles of agencies and local government units.
The joint administrative order was signed by the Department of Health, the Department of the Interior and Local Government, the Department of Transportation (DOTr), and the Department of Public Works and Highways (DPWH).
Republic Act 11494 (Bayanihan to Recover as One)
This act mandates national government agencies to establish bike lane infrastructure with corresponding appropriations as provided by the law.
DPWH-DOTr Guidelines on the Design of Bike Facilities
Before bike lane infrastructure is installed, the design and standards of its various components must be based on international safety guidelines as deemed suitable to the country’s road characteristics to ensure injury-free rides.
DOTr Department Order 2020-014
This department order lists down guidelines and protocols for personal safety gear and equipment, bicycle safety equipment and accessories, and road traffic protocols.
Several groups contributed to the planning
The DOTr, DPWH, and the Metro Manila Development Authority (MMDA) are leading the project, but several cycling groups, transport groups, and reasearch teams also pitched in.
Proposed bike lane networks
Active mobility surveys from theInstitute of Climate and Sustainable Cities, MNL Moves, and the University of Twente were referenced to create a map for the network.
Data from the MMDA and OpenStreetMap were used to overlay key activity areas and fundamental facilities.
Commuter trip patterns
To see which routes are frequented and which roads are safe for cyclists, surveys and insights from the Metro Manila Urban Transportation Integration Study Update and Capacity Enhancement Project Study, DOTr, and Move as One Coalition were used as references.
According to the DOTr, a 56% modal shift to active transport was observed among private and public vehicle commuters from Metro Manila, Metro Cebu, Metro Davao combined.
Road crash data
Data from the 2019 MMDA Bicycle Related Road Crash Statistics were considered in the selection of routes, with attention given to frequent road crash sites.