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With the increasing popularity of bicycles as a mode of transport particularly for commuting (e.g., bike-to-work, bike-to-school), we should be redesigning our intersections to include elements essential for the safety of all users, whether on motorized or non-motorized modes. Here is a short but very informative article on how a simple intersection treatment can significantly improve safety for everyone especially cyclists and pedestrians:
Grief, N. (December 2, 2022) “How Green Paint Can Save Cyclists’ Lives,” Bicycling.com, https://www.bicycling.com/news/a42124210/bike-boxes-intersections/ [Last accessed: 12/3/2022]
To quote from the article:
“A bike box, on the other hand, seems to be the ideal middle ground and the option of the three that these researchers recommend. Cyclists feel more comfortable when compared to the free-for-all of a mixing zone because they have a designated area to be and they’re out ahead of vehicles, but according to the eye movement analysis, they remain alert and watchful for vehicles.”
Here are a couple of drawings showing bike boxes at intersections from the recent Bike Lanes Master Plan for Metro Manila, Metro Cebu and Metro Davao that was developed by DOTr with assistance from the UNDP:
Bike boxes on a typical three-leg intersection (DOTr and UNDP, 2022)
Bike boxes on a typical four-leg intersection (DOTr and UNDP, 2022)
The preceding drawings adhere to the DPWH design guidelines that mainly follow AASHTO Guidelines. Of course, there are other design references such as NACTO and the manuals of other countries (e.g., Netherlands, Australia, Singapore, etc.) were the best practice designs can be adopted for local applications.
After settling down at our new ‘tambayan’ at BGC, I decided to take my regular morning walk around the area to familiarize myself with the environs and to establish a route that I and the wife would likely be taking for our constitutionals whenever we are staying at BGC. I took the following photos of the bike lanes along 38th Street where most of the locators are international schools.
During Saturday and Sunday mornings, the bollards are moved to the sidewalk as many cyclists use 38th Street for laps. I wonder if the bike lanes will be retained once the schools resume face-to-face classes. That would mean a tremendous number of private vehicles generated by the international schools and colleges here. My opinion is that the bike lanes need to be retained as it is a step in the right direction for transport and encourages people to cycle or take PMDs to work and perhaps to school. These and others like it in Metro Manila and around the country need to be sustained and further developed to be attractive and viable to many seeking another option for mobility and their regular commutes.
I am sharing this link to a newly minted reference that should be useful to policy or decision-makers (yes, that includes politicians) in justifying bicycle facilities including bike lanes around the country.
There’s been a dearth in local references and this should suffice for now pending more in-depth studies on the benefits of cycling and related-facilities and programs in the Philippines. Note that while the reference mentions certain calculations and unit costs, it would be better to have the actual numbers from the various LGUs that have constructed bike lanes and facilities, and implementing bike programs and projects. Quezon City and Mandaue City, for example, should have the numbers that can serve as initial data for compiling and eventual publication of unit costs per type or design of bike lanes or bikeways. LGUs and national government should gather, process and make use of such data in aid of bike facilities and infrastructure development that will attract people away from private motor vehicle use while reinforcing both active and public transport mode shares.
Here is a very interesting article that tackles a not so obvious benefit of switching to cycling:
Dion, R. (July 12, 2021) “Biking’s Billion-Dollar Value, Right Under Our Wheels,” Planetizen, https://www.planetizen.com/features/113986-bikings-billion-dollar-value-right-under-our-wheels?utm_source=newswire&utm_medium=email&utm_campaign=news-07262021&mc_cid=51555c9a39&mc_eid=9ccfe464b1 [Last accessed: 8/4/2021]
To quote: “A strategic switch to biking would dramatically reduce the depth of roads, saving untold billions over the next generation.”
This is relevant from the perspective of highway engineering particularly concerning pavement design, construction and maintenance. It is intriguing, too, since pavement design (and consequently pavement thickness) is not necessarily correspondent to light vehicle traffic volumes. In the Philippines, for example, only heavy vehicles are considered for the pavement load estimation. It is assumed that light vehicle traffic, which compose most of the traffic along roads contribute mainly to pavement weathering rather than structural aspects.
There is a perception that cyclists tend to slow down other vehicles, mainly motorized, along roads. Again, such can be the experience of some that have been generalized and accepted as fact in most cases. However, if we look closely at the evidence, the perception may not be true for most cases after all. This article comes out of Portland State University:
Schaefer, J., Figliozzi, M. and Unnikrishnan, A. (2020) “Do bicycles slow down cars on low speed, low traffic roads? Latest research says ‘no’,” EurekAlert!, https://eurekalert.org/pub_releases/2020-07/psu-dbs072320.php [Last accessed: 8/1/2020]
Check out the wealth of information through the links found throughout the article that includes references to published material in reputable journals. EurekAlert! is from the American Association for the Advancement of Science (AAAS).
There have been a lot of discussion both online and offline about coming up with bike lanes for Metro Manila. Already, there are examples of pop-up bike lanes in some cities while others have had bike lanes and bikeways constructed years ago (e.g., Marikina and Iloilo). While agencies like the DPWH and MMDA have formed technical working groups (TWG) for bike facilities, the perception is that these are moving too slowly (dragging?) and have not produced any gains in so far as design recommendations or guidelines are concerned. Just how important are such guidelines and perhaps at the beginning, context setting, to come up with suitable designs incorporating cycling (and walking) rather than the usual car-centric set-ups? Here’s another article I am sharing that argues for these street designs:
Jaffe, E. (2020) “The most important bike technology is…street design”, medium.com, https://medium.com/sidewalk-talk/the-most-important-bike-technology-is-street-design-401c94065b5c [Last accessed: 7/26/2020]
People biking to work along the Marcos Highway bridge’s painted bike lane
You saw that meme shared in social media where they say “why bicycles are bad for the economy”? There’s some humor there but it doesn’t necessarily convince many people to support cycling or biking over motor vehicle use.
Here goes one and note the logic:
“Cycling or bicycles are good for the economy because…it helps reduce car use/dependence. That means less dependence and expenses to fossil fuels. That means more money available to the household for more important stuff like food, homes and education.”
Can you come up with something like that?
Workers on bicycles crossing the Marcos Highway bridge from Marikina towards Quezon City.
There are many references that are free for downloading. These include the latest publications from the National Academies Press that includes outputs from the National Academies of Sciences, Engineering and Medicine. I am sharing here and posting also as a reference for me to return to a new publication from the National Cooperative Highway Research Program:
NCHRP Research Report 941: Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips by Watkins, Clark, Mokhtarian, Circella, Handy and Kendall.
The research was supported by the American Association of State Highway and Transportation Officials (AASHTO) in cooperation with the Federal Highway Administration (FHWA).
I thought I already posted an update on the Julia Vargas Avenue in Pasig City. It turned out I was only able to upload photos on my folder but wasn’t able to get to writing about the bike lane. And so we conclude the year 2018 with a positive post of something we would like to see more in 2019 and beyond. We are hopeful that the protected bike lanes along Julia Vargas Avenue, connecting C-5 with the Ortigas Center, will expand and that this example along those of its predecessor bikeways in Marikina and Iloilo would be replicated across the country particularly in highly urbanised cities.
A view of the westbound bike lane along Julia Vargas at the Ortigas Center. Note that the eastbound bike lane (visible in this photo) is not similarly protected vs. motor vehicle encroachments. It would be preferable for that lane to be protected, too. Parang bitin pa tuloy ang effort nila.
Another view of the protected bike lane along the westbound side of Julia Vargas Avenue in contrast with the obviously congested lanes available for motor vehicles.
The middle lanes of the carriageway are wide and can accommodate motorcycles though the latter always seem to prefer filtering or splitting the lanes. The median lanes are generally for low occupancy vehicles (less than 3 passengers) while the middle ones are for high occupancy vehicles (3 or more passengers) including UV Express vans and buses.
Happy New Year to all!
I have been inserting topics on complete streets in the undergraduate and graduate courses I teach at university. Some students have also been researching on best practices and designs that they are supposed to apply to real world situations in Philippine cities. The results are still generally mixed but I like how my undergraduate students are able to grasp the concepts and apply them in the short time they have been ‘exposed’ to the concept. I thought my graduate students, most of them practicing engineers, found it more challenging to unlearn many of the things about street design they have learned from their schools including UP and DLSU, which I thought would have the more progressive programs in Civil Engineering.
Here are a couple of helpful articles that explain the business (economic) case for bike lanes. After all, the most persuasive arguments to convince LGUs to take on bike lanes will always be economics or business. That’s also how you can probably convince the business sector to pitch in and lobby for more active transport facilities especially in the downtown areas.
Jaffe, E. (2015) The Complete Business Case for Converting Street Parking Into Bike Lanes, http://www.citylab.com, https://bikeleague.org/sites/default/files/Bicycling_and_the_Economy-Econ_Impact_Studies_web.pdf?fbclid=IwAR2RDPGy52R27zmpOAFVbiEWGZtMSjyr1Z3Kf56oPVoPI6LUfdreDWpBM5E [Last accessed: 11/1/2018]
Flusche, D. (2012) Bicycling Means Business, The economic benefits of bicycle infrastructure, http://www.bikeleague.org, https://bikeleague.org/sites/default/files/Bicycling_and_the_Economy-Econ_Impact_Studies_web.pdf?fbclid=IwAR2RDPGy52R27zmpOAFVbiEWGZtMSjyr1Z3Kf56oPVoPI6LUfdreDWpBM5E [Last accessed: 11/2/2018]
One issue often brought up by opponents of bike lanes is that there are few references for bike lane design and operations in the country. Perhaps the only really comprehensive example is Marikina City though I know for a fact that the last three of their mayors (yes, including the incumbent) is not so keen about their bikeways. In fact, one mayor tried to dissolve the city’s bikeways office only to relent and allow it to exist but under one of its departments. Iloilo City is supposed to have some bike lanes but it is still more like a landscape architecture experiment than a fully functional system (sorry my katilingbans and panggas). And so we look to the more comprehensive experiences abroad for evidences of viability and success. The bottomline here is that I would rather ask how it can succeed here than state why it will not.