Bike-Friendly Metro Manila: A 120km Fun Ride

Rappler, a leading digital news outlet in the Philippines, recently undertook an ambitious project to assess the bike lane network in Metro Manila. The team covered 120 kilometers of road on bikes and measured factors such as lane widths and obstructions that could interfere with a commuter's journey.

The need for this assessment has become more pressing during the pandemic, when restrictions were imposed on cars and public utility vehicles. Consequently, many individuals began using bikes as an alternative mode of transportation. In response to this shift, local governments across the country have established pop-up bike lanes.

However, it is crucial to determine just how friendly these roads are for bikers. To answer this question, Rappler embarked on a comprehensive review of major roads in Pasig, Marikina, Quezon City, and Valenzuela, among others.

To evaluate bike friendliness accurately and objectively, Rappler used four criteria: lane width based on Department of Public Works and Highways' (DPWH) guidelines; road conditions, including potholes or manhole covers; obstructions like parked vehicles or vendors encroaching into bike lanes; and segregation, whether there are clear demarcations between vehicle lanes and bicycle lanes.

The results revealed some concerning findings, where ten out of twenty-two segments examined were rated poorly, accounting for 45% of all evaluated sections. Scores varied widely across different areas, with Bonifacio Global City (BGC) scoring highly due to better road conditions, while Roxas Boulevard received failing marks due to its lack of dedicated bike lanes.

Despite having one completely segregated bikeway along C-6, which scored perfectly under the segregation category but failed when it came to obstructions because its wide bike lanes were predominantly used as parking spaces,

Such findings underscore that infrastructure alone does not guarantee cyclist-friendly environments; maintenance quality also plays a vital role, along with people’s attitudes towards active modes of transport.

In addition to infrastructure issues associated with existing paths, such as poor connectivity and inadequate maintenance, there is a broader struggle with aligning priorities. Active transport often takes a backseat to more traditional modes of transportation, such as cars or public transport.

There's also the issue of cultural perception, where bikes are seen as contributing to congestion rather than offering an alternative mode of mobility. This perspective needs changing by acknowledging that good public transport and working bike lane networks can coexist harmoniously for people’s benefit.

Furthermore, it's not just about creating infrastructure, but also ensuring its upkeep. As lockdown restrictions eased in many places, local governments neglected to maintain these bike lanes, resulting in faded paint markings or removed bollards.

However, some cities bucked this trend. Quezon City continued improving its 55-kilometer bike network even after pandemic restrictions were lifted. They're currently planning on constructing a Class I bike lane along the Quezon Memorial Circle, which will be separate from motor vehicle roadways, symbolizing their commitment to promoting active mobility despite space constraints and other challenges.

Although progress has been achieved in making Metro Manila more accessible for cyclists, there is still much work to be done. Prioritizing active mobility requires clear vision and political will; it is hoped that such assessments help catalyze necessary changes for better urban living.