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Tag Archives: bike lanes
From the experiences of many biking or trying to bike in the Philippines, painted lines are not enough for bike lanes. Only recently, cyclists using bike lanes that did not have any physical barriers to deter motorists from encroaching have been involved in crashes, with at least a couple being reported as fatal for the cyclists. Here is an article on what cyclists need in order to ensure or at least improve the safety of their commutes.
UTC (2020) “White lines? Cyclists need more,” ITS International, https://www.itsinternational.com/its8/feature/white-lines-cyclists-need-more [Last accessed: 8/6/2020]
Commuters on bicycles along the Marcos Highway bridge bike lane
Are there differences regarding cycling in different countries? From a somewhat cultural-behavioral perspective, perhaps there are studies (though I am not aware of them yet) about how peoples from different countries or cities behave with respect to cyclists whether or not there are bike lanes designated for the latter’s use. I recall my experiences cycling in Japan and drivers are generally respectful of cyclists on the roads. Pedestrians, too, are very tolerant of cyclists on the sidewalks or designated areas for walking. Of course, the cyclist would have to do their share of respecting others’ spaces, too, and should behave and position themselves accordingly while traveling.
There is evidence, and they are increasing, for the benefits of shared roads. Here is another quick share of an article supporting that:
Brown, M (2020) “Shared-use roads improve physical distancing, research shows,” Medical Xpress, https://medicalxpress.com/news/2020-07-shared-use-roads-physical-distancing.html%5BLast accessed: 7/30/2020]
With the situation in the Philippines and particularly in Metro Manila appearing to be worsening rather than improving, national and local governments should take heed of the evidence for shared-use roads and the importance of active transport to ensure people’s mobility will not be hampered. This is particularly important for our frontliners and other essential workers if we are to survive this pandemic.
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
I am posting a couple of LGU issuances that would be good references to other LGUs as we all tread along through these quarantines, curfews and lockdowns (or whatever it is they call it these days). First off is the Ordinance from Pasig City. The city has been in the news quite frequently for the very progressive, responsible and active handling of the situation led by its popular mayor Vico Sotto. His policies and programs are claimed to be based on data or information on his constituents that his team is using with much efficiency. This shows us how data analytics can prove useful in times of crisis such as the Covid-19 pandemic. The ordinance also shows a grasp of realities for transport and the so-called “new normal” that people have been talking about once we transition out of the quarantines and lockdowns.
I guess it begs the question if Pasig is also coming out with a formal policy or statement regarding other modes of transport such as tricycles, jeepneys and buses. They did allow tricycles for a while until national government told them to cease tricycle operations citing health issues while not really delving into details to find a way to improve people’s mobility during these times. Meanwhile, other LGUs specifically one that is close to the President’s heart has defied the very same orders from national agencies to restrict tricycle operations as public transport. I will post that issuance next…
Prior to taking the photos I posted on Barkadahan Bridge, I was able to take a few photos of Highway 2000.
Section right after the Taytay Public Market – it is basically a 4-lane road but there are no lane markings for either direction. There is only the double line indicating which sides are for opposing flows of traffic.
Informal shops along the highway
There are many garments and textile factories and depots/warehouses along Highway 2000 and from their names appear to be Chinese-Filipino or Chinese-owned businesses.
There are also several gas stations along the highway including this Shell station that used to have cheaper fuel prices than others like it in Taytay and Antipolo.
Bikers along the highway – new pavement markings should include those for bike lanes on either side of the highway. Ideally, bike lanes or bikeways should be protected and consistent with the design along C-6.
There seems to still be a lot of informal settlers along this road as evidenced by shanties on either side of the highway.
There are many trucks using Highway 2000. Among them are those carrying tractors or heavy equipment like the one shown here hauling a bulldozer.
Orange barriers delineate opposing traffic at the Highway 2000 approach to Barkadahan Bridge. The intersection before the bridge is with the East Bank Road of the Manggahan Floodway.
I posted the following photo earlier. This show the RROW acquired along the eastbound side of Highway 2000.
Highway 2000 already figures as a major link between Rizal and Metro Manila. It is part of an alternate route between Rizal and major CBDs like BGC and Makati via Circumferential Road 6. It is also a route to the south via Bicutan and eventually SLEX. Thus, it is imperative that this corridor and the Barkadahan Bridge be improved in order to carry the potential traffic (both non-motorized and motorized) that it is supposed to. Highway 2000 in particular should already feature protected bike lanes consistent with the design along C-6 in order for it to be transformed into part of a “bicycle highway” that can be the backbone for cycling as a mode for commuting.
There’s an update to the “Rethinking Streets” guide with one that is focused on street transformation for bicycles. Here is the link to their site where they now have 2 guidebooks:
You will have to click one of the guides to register (if you haven’t done so before) and download them.
I had to navigate through Marikina’s streets in order to reach the Feliz Mall from the city’s downtown. Normally, I would have taken the more straightforward route that would have involved traveling along Marcos Highway. However, I couldn’t because it was my number coding day and the U-turn slots in the area are usually “swarming” with MMDA and Pasig City traffic enforcers. Marikina’s streets though were not part of the coding scheme and you only need to be familiar with their road network including which streets are one-way in order to navigate the streets properly.
The bike lane is on the left side of the one-way road and to the right of the on-street parking spaces. The parking lane is the left-most and curb-side.
This actually qualifies as an example of a road diet application. These could have easily been 2-way streets before but effectively 2 lanes have been allocated for traffic flow while the others are for parking and cycling. [Of course, hard-core cyclist will say only one lane was taken away from motor vehicles.]
These bike and parking lanes were implemented in connection with the Marikina Bikeways project that was initiated during the time of then Marikina Mayor Bayani Fernando in the late 1990s. The project was continued and maintained by succeeding administrations of the city and contribute to the city’s being more liveable compared to other LGUs. The reconfiguration of the streets make them safer and saner in terms of traffic flow where “traffic” is referred to as inclusive of all users.
The MMDA recently stated they were planning to apply the road diet concept to EDSA by narrowing the current lane widths in order to add one lane per direction. While the idea seems to of good intention, the mention and application of road diet is flawed. I have previously shared an article on social media showing the definition and examples of complete streets:
Clearly, complete streets are for the benefit of everyone (i.e., inclusive) and not biased for motor vehicles. Here is a photo of F. Ortigas Ave. at the Ortigas Center in Pasig City showing the correct application of the Complete Streets and Road Diet concepts to an urban street. Note the elements for cycling and walking that are very prominent in the re-design of the street.
Protected bike lanes at either side of F. Ortigas Ave. at the Ortigas Center
We hope to see more of these re-designs in many other cities and towns in the Philippines. It is not a really difficult concept to apply or adopt as technically these are not complicated. However, there needs to be a change in the mindset of planners and engineers when they do these exercises considering how car-oriented our designs are. It is easy to say we want more people-oriented transportation facilities until it dawns on us how dependent we are on cars and resist the efforts to realise more sustainable designs.
Here are photos of the bike lanes along Katipunan Avenue (Circumferential Road 5). The lanes are basically just marked with a solid green line but without any signs or pavement markings reinforcing this designation. The lanes are not protected ones like the example along the eastbound bike lane along Julia Vargas Avenue in Pasig City. And so, as expected, there are many motor vehicles encroaching upon the Katipunan bike lane including parked or standing vehicles as shown in one of the photos below.
The bike lane is derived from the outermost lane of Katipunan
Here is the bike lane along the southbound side of Katipunan at the approach to Tuazon Avenue. That’s a pedicab on the bike lane so one can easily appreciate the dimensions particularly the width of the lane.
Bike lane along the northbound side of Katipunan approaching Ateneo’s Gate 2
The bike lane along with the designated truck lane and motorcycle lane.
Here are cyclists using the lane past Ateneo’s Gate 3 and approaching the main gate of Miriam College
I’ll try to sketch a few recommendations into the photos as I have done in a past article:
This can also be used for exercises I assign to my graduate and undergraduate classes when we’re on the topic of complete streets.
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.