Sweet Dreams (Are Made On Two Wheels)
Daring to dream of bicycle heaven in car-centric Philippines, advocates aim for a paradigm shift toward inclusivity and adoption of a sustainable lifestyle
Shortly after 8 p.m., as Ira Pahila and her boyfriend were biking home, a motorist, apparently intoxicated, shouted at them, “You should be careful! You only have two wheels!”
“You drunk driver!” the 44-year-old bike commuter yelled back. The driver continued following them.
The incident occurred in Iloilo City in the central Philippine province of Panay, which is recognized as one of the most bicycle-friendly cities in the country and a three-time Gold Awardee by the Mobility Awards.
“I was scared… But I stood up for myself,” said Pahila, a senior economic development specialist at the National Economic Development Authority (NEDA).
She is among the millions of Filipinos nationwide who turned to biking during the COVID-19 outbreak, as public transportation operated at limited capacity.
The pandemic-driven cycling boom pushed the government to spend over USD 22 million to develop bicycle lanes, covering nearly 500 kilometers across Metro Manila, Cebu, and Davao.
However, after the lockdown was lifted and traffic congestion resumed, cyclists found themselves navigating not just potholes but also dodging motorcycles, buses, and cars encroaching on bike lanes.
“This is because most roads in our country are built for cars,” Pahila said.
The country only began to promote 'sustainable active transport' by developing bicycle lanes after the middle class started advocating for it during the pandemic.
"However, the everyday working class had been cycling to and from work long before bicycle lanes were integrated into road infrastructures."
“[The working class] were the pioneers of the bike culture,” said Pahila. “No one cared enough to build the necessary infrastructure for them.”
The Braess’s Paradox
The lack of robust public transportation and existing road infrastructure are key reasons why many Filipinos aspire to own cars.
With limited mass transit options, commuters faced long queues to board overcrowded jeepneys and buses. The situation is exacerbated by the scarcity of sidewalks wide enough to provide a safe distance between pedestrians and moving vehicles.
“People would rather ride cars, motorbikes, or bicycles than take the public transport,” said Pahila.
According to the advocacy group Move as One Coalition, of the 2.8 trillion PHP (approximately US$49.6 billion) allocated for road budgets from 2010 to 2021, only 1% was dedicated to public transport, with the remainder going towards road construction, widening, and maintenance.
Although the Social Weather Station’s latest nationwide survey indicates that only 6% of Filipino households own cars, traffic jams continue to worsen each year.
In 2018, a study by the Japan International Cooperation Agency found that the daily traffic in Metro Manila cost the country a whopping 3.5 billion PHP (approximately US$61.3 million) in lost opportunities.
In a 2019 interview on the ABS-CBN News Channel program 'Early Edition,' urban planner Felino 'Jun' Palafox Jr. stated that Filipinos spend between nine and fifteen years of their lives in traffic.
In 2023, Metro Manila was ranked as having the slowest travel time among 387 cities across 55 countries, according to the TomTom Traffic Index.
Ray Adrian Macacalag, another senior economic development specialist at NEDA Region VI, pointed out, “When you increase road capacity, people who don’t usually drive will perceive more space and begin using their cars. This phenomenon is known as Braess’s Paradox.”
“The same is true when you increase bike lanes,” he explained.
In 2021, Macacalag conducted independent research, surveying 209 respondents to understand how Iloilo City's cycling infrastructure influenced its residents' biking habits.
Published on his blog, Ilonggo Engineer, Macacalag's study found that the increase in cyclists coincided with key infrastructure developments:
● The construction of Senator Efrain Treñas Boulevard in 2010 led to a 12.50% increase in cyclists.
● The initial phase of the Iloilo Esplanade in 2012 resulted in a 10% rise in cyclist numbers, which climbed to 20.55% after bike lanes were added on Diversion Road in 2015.
● Cyclist numbers continued to grow steadily from 2018 to 2020 with the completion of additional sections of the esplanade, peaking at 41.89% during the pandemic due to the expansion of painted bike lanes.
Vulnerable road users
Despite the increased availability of bike lanes, some remain hesitant to use bicycles for commuting. Hendrex Lhey Capacillo, a 17-year-old from Malag-it village in Lambunao, Iloilo province, chose to abandon his bicycle when traveling to the city for college studies.
A photograph of a “No Parking” signpost next to a bike lane in a street in Iloilo City, south of Manila, Philippines.
A photograph of a “No Parking” signpost next to a bike lane in a street in Iloilo City, south of Manila, Philippines.
“I’m not sure where I’ll move yet, but I know most cities only have painted bike lanes. With so many cars around, it’s too dangerous for cyclists,” he said.
Even though Lambunao's roads lack bike lanes, Capacillo feels safe riding his bicycle to school, as he and his parents are familiar with almost everyone in town.
His mother, a domestic worker in Singapore, bought him the bike in 2021—a timely gift that came in handy when face-to-face classes resumed.
Every morning, he travels three kilometers to school in Caninguan village, navigating through a maze of residential streets, crossing a bridge, traversing a dirt road, and finally, an empty highway. But while biking to school allows him to save money on transport, it is not without challenges.
“My bike chain falls off on bumpy paths when I ride fast. Because some areas do not have streetlights, I have to go home before it gets dark or use a flashlight in the evening. Biking under the blazing sun is not ideal either, especially on streets devoid of any shade from trees.”
"Even so, I find biking around my neighborhood considerably safer. No one steals my bicycle even if I leave it outside my house without locking it.
In the city, it’s different. I don’t know anyone there. What if someone steals my bike? What if I get into an accident?
I would be much more motivated to use my bicycle regularly if the roads were smooth, well-lit at night, and had trees for shade,” said Hendrex.
Experts agree that streets and neighborhoods become truly safe when more people choose biking over driving. This safety encourages parents to let their children bike independently, and facilitates easier movement for the elderly and those with disabilities.
When Pahila first started commuting by bike, her boyfriend would accompany her, aware that motorists tend to intimidate female cyclists. Now, as she rides solo, she opts for the safer 8-kilometer route with protected lanes, despite it being longer than the direct 5.5-kilometer path to her office.
“During rush hour, the shorter route is clogged with cars, which is stressful,” she said. Nevertheless, she considers herself fortunate as Iloilo City is actively working to create more bike lanes.
Hendrex Lhey Capacillo rides his bike daily on a dirt road to and from school in Lambunao, Iloilo province. He always tries to leave school early because some parts of the roads do not have lights.
Hendrex Lhey Capacillo rides his bike daily on a dirt road to and from school in Lambunao, Iloilo province. He always tries to leave school early because some parts of the roads do not have lights.
Hendrex Lhey Capacillo is pictured with his sunglasses before he leaves Caninguan National High School. He enjoys biking but finds the hot weather unpleasant.
Hendrex Lhey Capacillo is pictured with his sunglasses before he leaves Caninguan National High School. He enjoys biking but finds the hot weather unpleasant.
Cyclists use the bike lanes painted on the highway that connects Dumangas and Iloilo City in the Western Visayas region, south of Manila, Philippines
Cyclists use the bike lanes painted on the highway that connects Dumangas and Iloilo City in the Western Visayas region, south of Manila, Philippines
Ira Pahila is photographed cycling at the Iloilo River Esplanade, a riverside linear park where people from Iloilo City jog, walk, and bike.
Ira Pahila is photographed cycling at the Iloilo River Esplanade, a riverside linear park where people from Iloilo City jog, walk, and bike.
Ira Pahila is photographed walking with her bike at the Iloilo River Esplanade, a riverside linear park where people from Iloilo City jog, walk, and bike.
Ira Pahila is photographed walking with her bike at the Iloilo River Esplanade, a riverside linear park where people from Iloilo City jog, walk, and bike.
A customer enters the Iloilo Unicycle Supply shop, which is located in Iloilo City proper. The bike shop is over three decades old.
A customer enters the Iloilo Unicycle Supply shop, which is located in Iloilo City proper. The bike shop is over three decades old.
Hendrex Lhey Capacillo, 17, getting ready to go home. His house in Malag-it is roughly three kilometers away from his school in Caninguan village in Lambunao, Iloilo province.
Hendrex Lhey Capacillo, 17, getting ready to go home. His house in Malag-it is roughly three kilometers away from his school in Caninguan village in Lambunao, Iloilo province.
A photograph of a “No Parking” signpost next to a bike lane in a street in Iloilo City, south of Manila, Philippines.
A photograph of a “No Parking” signpost next to a bike lane in a street in Iloilo City, south of Manila, Philippines.
Advocacy works
Convincing the government to add more bike lanes was initially challenging, said Rock Drilon, an artist and a member of the bike communities in Iloilo City and Dumangas.
“People would ask us why we wanted to add bike lanes when the roads were narrow,” he said. “We keep telling them, one biker is one less car. We sounded like a broken record.”
Drilon was confident that developing bike infrastructure in Iloilo City was feasible. During the early 2000s, when he operated Magnet Cafe in Metro Manila, he used to bike in Marikina City, which, despite its narrow roads, was the only city at the time to have painted bicycle lanes.
In 2012, he returned to his roots and found a burgeoning cycling community, even though the city was just beginning to construct bike lanes.
Drilon and fellow advocates formed cycling and road safety advocacy groups. These groups lobbied local and national government officials to develop bike lanes, among other infrastructure projects.
However, Drilon's efforts extended beyond infrastructure. He and his fellow advocates organized group rides, art tours, and bike clinics to promote cycling as a mode of transportation, rather than just a sport.
Members of the cycling group would also provide feedback to the government to improve the design of the bike lanes whenever possible.
“Of course, not all solutions are feasible but we do what we can,” Drilon said.
Commuters’ dream
When the protected bike lanes were opened to the public, Drilon observed that construction workers were among the first to use them.
“It feels so good to see that,” he said. “Cycling is a big part of Iloilo City now, and it's here to stay.”
Today, Drilon is continuing his advocacies in Dumangas, where he grew up and learned to ride a bike using a neighbor's bicycle.
“When you turn your city government into advocates, your job becomes easier,” he said.
In January, lawmakers allocated 1 billion PHP (approximately US$17.4 million) for cycling and pedestrian infrastructure in metropolitan areas as part of the 2024 General Appropriations Act.
However, Macacalag emphasized the necessity of affordable and reliable public transportation options to effectively support this initiative.
“This way, people can bike to a transit stop close to their homes, lock up their bicycles at a parking facility, and take the bus or train to their final stop,” he said.
A cyclist is photographed riding through the Iloilo River Esplanade.
A cyclist is photographed riding through the Iloilo River Esplanade.
A bike painted by Rock Drilon hangs on his house wall. He taught his kids to bike using it
A bike painted by Rock Drilon hangs on his house wall. He taught his kids to bike using it
A group of students are seen hanging out at the Iloilo River Esplanade on the afternoon of March 21, 2024.
A group of students are seen hanging out at the Iloilo River Esplanade on the afternoon of March 21, 2024.
Cyclists ride through a ‘green tunnel’ on a bike lane on Diversion Road, Iloilo City. The vines on the arches are meant to give shade since there are no trees around.
Cyclists ride through a ‘green tunnel’ on a bike lane on Diversion Road, Iloilo City. The vines on the arches are meant to give shade since there are no trees around.
The streets of Iloilo City Proper are congested during rush hour.
The streets of Iloilo City Proper are congested during rush hour.
Despite the imperfections of the current bike lanes and the lack of mass transportation in the country, many Filipinos still choose to commute by bicycle to save money and maintain fitness.
Advocates and everyday cyclists recognize that much remains to be done to advance bike culture, yet there are glimmers of hope in the increasing community engagement and governmental support for sustainable transportation.
With generous support from
Aid to the Church in Need
missio Aachen
Text and photos by Bernice V. Beltran
Edited by Mark Saludes
Produced by June Nattha Nuchsuwan
Published May 3, 2024
© Copyright MMXXIV LiCAS.news
Built with Shorthand