Philippine bike lanes face safety, enforcement, connectivity gaps

By Joseph Bernard A. Marzan

QUEZON CITY — A new journal article by researchers from the University of the Philippines Diliman identified safety risks, weak enforcement, and fragmented connectivity as major obstacles to the long-term success of bike lane networks in the Philippines.

The study, “Issues and Challenges in Local Bike Lane Network Development in the Philippines,” was published in the most recent issue of the International Association of Traffic and Safety Sciences research journal.

The paper examined bike lane planning and implementation in Metro Manila, Metro Cebu, and Metro Davao under the Metro Bikes Program.

Researchers Julshabar U. Halil and Jose Regin F. Regidor said cycling gained renewed attention during the COVID-19 pandemic, but sustaining its growth requires more than rapid infrastructure expansion.

“Findings show that weaknesses in one dimension frequently cascade into others, reinforcing safety risks and limiting sustained uptake,” the study stated.

The paper identified six recurring challenges in bike lane development: safety, connectivity, end-of-trip facilities, integration with public transport, inclusion of bike lanes in new roads and bridges, and enforcement.

The researchers said the Philippines remains a “low-cycling, rapidly motorizing context” where institutional issues can be “as decisive as infrastructure or user demand.”

The study noted that before the pandemic, bike infrastructure initiatives in the Philippines were largely localized, with no unified metropolitan or national framework for bike lane development.

Government spending on active transport has since increased, including a doubled allocation of PHP 1 billion under the 2024 national budget for protected bicycle lanes through the Active Transport and Safe Pathways Program.

As of June 2023, the country had completed 564 kilometers of bike lanes out of the targeted 2,400-kilometer network planned by 2028.

Despite this progress, the study found that safety remains the biggest concern among cyclists and local government units.

Data from the Metropolitan Manila Development Authority cited in the paper showed that bicycle-related road crashes increased after the pandemic began, with most incidents involving cyclists being sideswiped by motor vehicles.

Fatalities averaged five per year, while nonfatal injuries nearly doubled from 2019 to 2020.

The paper also cited a survey showing that bicycle use in Metro Manila rose from 49 percent before the enhanced community quarantine to 83 percent after restrictions were imposed because of limited public transportation options.

At the same time, 76 percent of respondents expressed willingness to bike to work, although many identified safety concerns, poor road conditions, and lack of driver awareness as major deterrents.

The response “I do not feel safe on the road” emerged as the top deterrent to cycling in the survey cited by the study.

Researchers found that connectivity problems continue to limit the usability of the networks, especially at boundaries between local government units where bike lanes abruptly end or change classification.

The study noted that routes extending toward Bulacan, Rizal, Laguna, Cavite, Cebu’s neighboring municipalities, and parts of Davao often lack continuous links between jurisdictions.

Bike parking and end-of-trip facilities also remain inadequate.

While bike racks have been installed in parts of Metro Manila and Metro Cebu, the researchers found that showers, changing rooms, and secure parking facilities are still limited and are often treated as the responsibility of private establishments rather than the government.

The study further pointed to weak integration between cycling infrastructure and public transportation systems.

Although foldable bicycles are allowed on Metro Manila rail transit lines, researchers said many transit stations still lack bike parking, ramps, and designated access points for cyclists.

The paper also criticized newly constructed bridges for failing to meet government bike lane standards despite being completed during the pandemic, when Department of Public Works and Highways guidelines were already in effect.

Researchers cited the Binondo-Intramuros Bridge, Estrella-Pantaleon Bridge, and BGC-Ortigas Center Link Bridge as examples of projects with substandard bike lane widths.

The study found that some bike lanes measured only about 1 meter wide, significantly below the Department of Public Works and Highways’ minimum requirement of 2.44 meters.

Enforcement also remains inconsistent across local government units, according to the paper.

Stakeholders reported that bike lanes are frequently obstructed by illegal parking, motorcycles, and other motor vehicles, particularly in segments without physical barriers.

“Without strict enforcement, these bike lanes are prone to encroachment, illegal on-street parking, and other obstructions, thereby heightening safety concerns for cyclists,” the study stated.

The researchers said improving bike lane systems requires a “systems perspective” that goes beyond infrastructure expansion alone.

“Addressing challenges in isolation is unlikely to be effective, as deficiencies in one dimension can offset improvements in others,” the paper concluded.