Bikeshare is coming to Metro Manila
Part 1: As COVID-19 minimized public transport supply across Philippine cities, an active mobility agenda emerged with bikeshare on the table.
In the wake of COVID-19, active mobility gained significant ground in cities across the world. Slow streets, pop-up bike lanes, and bike lending programs were urgently implemented as mass transit struggled to balance public health safety and demand.
In a progressive move, consistent with this global trend, the Philippine government included 1.3-billion pesos (~27-million USD) for cycling and walking paths in the major urban areas of Metro Manila, Cebu and Davao, as well as a bikeshare project for Metro Manila, in its emergency response fund, named “Bayanihan to Recover as One Act 2”, more commonly referred to as Bayanihan 2.
The national government stepped up the commitment through a Joint Administrative Order titled “Guidelines on the Proper Use and Promotion of Active Transport During and After the COVID-19 Pandemic” outlining agency roles. It was signed by the Department of Transportation (DOTr), Department of Public Works and Highways (DPWH), Department of Health (DOH), and Department of Interior and Local Government (DILG). A December 2, 2020 joint task force press conference proved that the inter-agency approach is helping align efforts.
The Department of Health is championing the agenda as a crucial part of the country’s COVID-19 response. “With active transport, physical distancing is better carried out by the individual. They no longer have to line up and ride the public transportation vehicles with other passengers. The risk for COVID-19 transmission is also less in open air,” said DOH Secretary Duque during the conference.
The DOH effort includes the development of a Health Promotion Playbook for Active Transport, which provides implementation plans and tools to help local governments create projects in their communities. The Playbook is a necessary catalyst for updating standards and investments that have prioritized vehicles over people for decades.
One encouraging sign is the Department of Public Works and Highways release of Departmental Order 88 “Prescribing Guidelines on the Design of Bicycle Facilities on National Roads”, which not only requires integration of bicycle infrastructure in agency projects, but sets minimum standards for doing so. Unfortunately, the guidelines will be implemented “when feasible”, leaving room to skirt the mandate. Still, this is a big step forward.
The national government deserves major kudos, but it is worth noting that these budget, program, and policy wins have not emerged from thin air. A deeply-rooted advocacy community has lobbied for these reforms for years.
When public transport shut down and commuters were left stranded during a series of lockdowns across the country, an impressive 120+ citizen-led organizations came together to strengthen efforts, calling themselves the Move as One Coalition. The Coalition’s constant public presence- writing to policy makers, testifying in hearings, arranging webinars, speaking to media, disseminating information on social media, working directly with government agencies and cities to develop programs- has both assisted and pressured the national government to build this active mobility agenda.
It is within this momentum that bikeshare arose as a possibility. Bike use surged during the pandemic and bike shops around Philippine cities struggled to keep up with demand for bikes, parts, and repairs. Bike lending programs launched to provide units to essential workers and bike parking ramped up in hospitals and commercial centers. Bikeshare looked like a promising prospect.
During DOTr’s presentation at the December 2020 press conference, the national transport agency revealed details about its bikeshare program. The program, worth 15% of the total active transport budget, includes 28 stations, focused on MRT stations, medical facilities, city halls, national government facilities, and commercial establishments with a total of 702 bike units.
According to the map presented, the system focuses on the megacity’s main thoroughfare, a highway called EDSA. The DOTr notes that the “number and location of stations are tentative, as the project team is currently evaluating the feasibility of installing bike share stations in the identified facilities.”
This is not the first government attempt to establish a bikeshare system in Metro Manila. Previous versions include the Asian Development Bank-supported Tutubi bike share pilots in Bonifacio Global City and Pasig City, Pasig City’s own bike share project, and the Metropolitan Manila Development Authority’s makeshift bike lending program.
These well-intentioned projects struggled to scale reliable service to the public, leaving much room for the upcoming bikeshare system to showcase a better way forward. So how can the DOTr ensure that this new bikeshare program will be a success? Check out Part 2 here.
