UP NCTS Webinar Series

August 17, 2020

Bicycle Facilities Planning and

Design during the Pandemic
Ricardo DG Sigua
Professor, Institute of Civil Engineering, College of Engineering
Director, National Center for Transportation Studies
University of the Philippines Diliman
Rationale
• Cycling and walking are being backed as alternatives to public
transport as people who are not able to work from home, are
encouraged back to work.
• But how many would think that cycling on the road is too
dangerous?
• Infrastructure improvements/changes would be the key.
• With the relaxation of the [quarantine] measures, people could
still benefit from avoiding public transport
 Transport Modes or Vehicle Types Risk Level
Walking A (Low Risk) Walking and cycling:
Cycling A (Low Risk) the safer means to
Personal mobility vehicles/devices A (Low Risk) go out.
Motorcycles A (Low Risk)
Private cars B (Moderate to Low Risk)
Railway modes including Lines 1, 2 B (Moderate to Low Risk)
and 3, and PNR
P2P buses B (Moderate to Low Risk)
Company shuttles (buses, mini-buses B (Moderate to Low Risk)
and vans)
Tricycles and pedicabs B (Moderate Risk)
Conventional Buses and Minibuses C (High to Moderate Risk)
(including modern jitneys)
TNVS or taxis C (High to Moderate Risk)
Traditional jeepneys D (High Risk)
Motorcycle taxis D (HighRisk) Source: TSSP, May 25, 2020
COVID-19 response and recovery
interventions must include:

- Provision of necessary infrastructure and support,

including emergency pathways and pop-up bike
lanes, for commuters, particularly health workers and
other front liners; and,

- Regulate traffic on all roads, streets, and bridges, and

access thereto; and perform all other related acts.
We are in an emergency situation
• During emergency, there is no time to undertake
traditional urban transport planning;
• Emergency situation calls for swift action;
• For some, work from home is the norm; but for many,
no public transport means no travel or no work
• What we do today to cope with the current pandemic
can prepare us better when similar situation happens
again in the future.
Traditional Bicycle Facility Types
• Shared road with
regular lane width.
Most existing roads.

• Wide curb lane.

Shared outside
lane.

(This picture shows bicyclists not wearing helmets. FHWA strongly

2-6
Source: FHWA recommends that all bicyclists wear helmets.)
 Traditional Bicycle Facility Types
• Bike lane.
• Dedicated
Normally goes through
road spaceurban transportation
with dividing paint
planning process
stripe.

• Separate path.
Dedicated path or trail.
Significant separation.
Mostly shared-use.

(This picture shows bicyclists not wearing helmets. FHWA

strongly recommends that all bicyclists wear helmets.)
Addressing Concerns
• Concern for personal safety
• Temporary bike lanes would cause congestion
• Leadership is too reluctant to take away road space from cars.
4 Categories of Cyclists as Applied to Adults
(Geller, Portland, Oregon, 2006)
(Based on comfort/safety level, interest in cycling as transportation,
and physical ability to bike)

1. The strong and the fearless - will ride “regardless of roadway

conditions” and take a “strong part of their identity” from riding a
bicycle
2. The enthused and confident - comfortable riding on a road with
automobiles
3. The interested but concerned - “curious about cycling,” like to ride,
but are afraid to do so and therefore do not regularly ride and “will
not venture out onto the arterials.”
4. No way no how - are not going to ride a bicycle, “for reasons of
topography, inability, or simply a complete and utter lack of interest.”
AASHTO, 1999 (based on FHWA, 1994)
Types of Cyclists:
Advanced Bicyclists – who can operate under most traffic
conditions
Basic Bicyclists – who are less confident of their ability to
operate in traffic without special provisions for bicycles
Children – who bicycle under parental supervision
Other Grouping based on their current
cycling behavior (Diller, McNeil, 2013)
• Utilitarian cyclist: Cycled at least once in the past 30 days for
work, school, shopping, etc. (“transportation”)
• Recreational cyclist: Cycled at least once in the past 30 days, but
did not meet the 30 threshold for Utilitarian cyclist
• Non-cyclist: Did not cycle in the past 30 days or stated that they
“never ride a bicycle” (a screening question).

During the pandemic, our target groups are ‘the

interested but concerned’ and possibly attract the ‘no
way no how’; or the B cyclists.
(The sudden surge in bike sales is a clear indication)
Active Transport Promotion
• Perhaps, one of the very few positive results of the pandemic
• Pop-up bike lanes worldwide: a rapidly growing transport
solution prompted by coronavirus pandemic

Pop up lanes in action Hmmm, intention is good!

Source: apnews.com Source: newsinfo.inquirer.net

GOLDEN OPPORTUNITY
• A marching order, almost! (Bayanihan 2 Act)
P17 billion - assistance to the transportation industry, implement service contracting of
public utility vehicles, develop bike lanes and bike sharing program
(https://rappler.com/nation/senate-second-reading-bayanihan-to-recover-as-one-bill,
June 3, 2020)

P17 billion – Department of Transportation programs for the provision of interest rate
subsidies and temporary livelihood to displaced transport workers
(https://rappler.com/nation/senate-passes-bayanihan-2-bill-coronavirus-pandemic-
response, July 28, 2020)

• The volume of motor vehicle traffic is well below capacity due to the Corona crisis.
• Additional space for cyclists offers more people an alternative to using public transport
where high ridership can increase susceptibility to infection
• A great opportunity to show people what a city with a comprehensive cycle network
can look and feel like and how it functions.

• https://www.bbc.com/news/av/business-52670597
Things to consider
In times of a pandemic, dangerous situations may arise because
reduced traffic volumes invite car drivers to speed through the
empty streets.
At the same time, cyclists riding too close together are in itself a
public health hazard.
POP UP LANES
• Meant to be temporary;
• May reduce the number of lanes for cars or making roads one-
way to create fully segregated bike lanes and more space for
cyclists.
• Until when can we implement pop up lanes?
When we cannot yet provide full PT operation.
ECQ, MECQ, GCQ, MGCQ
• Remove after the pandemic? – who knows when that would be?
We seem to be living 15 days at a time; let’s cross the bridge
when we get there;
• Who knows, we may begin to like having it permanent.
Let the figures decide later(cyclists’ number)
• For areas under ECQ, MECQ, and GCQ:
• Commensurate with safety; do it NOW;
• Allocate a lane previously occupied by PTs; full width/readjusted full
width or none; (half width could endanger cyclists)
• Design/provide protected routes into town and city centers which are
continuous; which would create a feeling of safety even for those
cyclists who are not particularly confident.
• This is the time to:
- Identify what needs to be done to avoid a return to congested
roads and overcrowding on public transport once lockdown is eased
- If we remove those bike lanes, then we lose a lot of people who
have already discovered cycling; these people will return to their
cars since they won't feel safe anymore
• This is the time to ponder upon:
Should we go back to our “Failed Fume-Filled Past”? (Mac Cafferty)
PLANNING TEMPORARY CYCLING
INFRASTRUCTURE: BASIC PRINCIPLES
• Traffic separation - separate walking and cycling from high volumes (or
speeds) of motorized traffic.
This should be achieved - wherever possible – by physical separation and not simply
with paint. For larger roads, the conversion of a car lane is the most effective strategy
to create more space for cyclists
• Forgiving Infrastructure - creating infrastructure that anticipates the
potential for human error and ensures that it does not lead to injuries.
e.g., planned physical barriers to be installed must not in themselves
constitute a safety risk.
• adding safety buffers.
• use of flexible or soft separator materials also reduces the risk of injury.
• Predictability - temporary facilities are planned and designed in such a way
that they can be easily understood by all road users.
• It is much safer to introduce a one-way cycle path on both sides of the road rather
than a new two-way cycle path.
• Network approach - create a network of open roads. This will reduce the
pressure on the space of a single open street and allow people to walk and
cycle in their neighborhood while maintaining the necessary distance.
Source: A Guide to Temporary Bike Lanes from Friedrichshain-Kreuzberg, Berlin prepared by Mobycon
Basic Guidelines followed in Planning and Design of Bikeways in
Marikina City (2000) which may be applicable during the pandemic

• Seeking a more straightforward plan but would represent a

network that would connect major establishments in all
barangays of the city (schools, factories, government
institutions, churches, etc.)
• Bicycle lanes should carry traffic in the same direction as
adjacent motor vehicle traffic.
• On-street bike lanes should be one-way.
STRATEGIC PLAN TO INCREASE THE INCIDENCE OF UTILITARIAN CYCLING IN
MARIKINA CITY
Basic philosophy:
•every street is a bicycle street
•the 4-Es – engineering, education, encouragement and enforcement
- Australia’s bicycle plan

Bike plan and campaign areas of action:

• safety
education, awareness, and behavior;
enforcement and road traffic law;
• encouragement;
• engineering and planning;
• administration, management and funding
Priority scheme in Planning and Design of Bikeways in Marikina City (2000)
which may be applicable during the pandemic
Priority 1:This is the most
desirable arrangement; the
bicycle lane and carriageway
are in the same direction.
Unless justified by heavy
right turning of vehicles, the
bike lane should be located
on the right side of the
traffic lane.

Priority 2: From the basic

guidelines, on-street bike
lanes should be one-way.
Only on cases when there is
ample width should the bike
lane be two-way.

Priority 3: Opposing
directions between traffic
and bicycles (must be
avoided).
Adoption of Technical Standards
in Planning and Design of Bikeways in Marikina City (2000) which may be applicable
during the pandemic

• Design Speed: 30 kph.

• Minimum Turning Radius: 20m.
• Lane widths: one-way two-way
desirable 1.5 m. 2.4 m.
desirable 1.2 m. 2.0 m.
minimum
permissible 1.0 m. 1.8 m.
minimum
• Design Vehicle:
Lane widths are primarily intended for bicycles. Nevertheless, these
widths can accommodate pedicabs (bicycle with sidecar).
Typical cross sections
How to build a bike lane in 10 days in 11 steps.
Based on the Friedrichshain-Kreuzberg district in Berlin which was one of the first places to begin
installing pop-up bike lanes as a response to COVID-19
IMPLEMENTING TEMPORARY MEASURES:
Based on A Guide to Temporary Bike Lanes from Friedrichshain-Kreuzberg, Berlin
prepared by Mobycon

The Challenge: 11 STEPS IN 10 DAYS!

PopUp BikeLane in Berlin - Friedrichshain - Kreuzberg (Source:

Peter Boytman Creative Commons CC0 1.0)
IMPLEMENTING TEMPORARY MEASURES:
1. Create a project list of the streets and intersections to be
adapted, including:
• Location and length of the streets and the crossroads
• Priority of each project
• Identification of design scenario to apply based on design guidelines
• Target date and project status
2. Draft an action sheet for each project identifying:
• The assigned design concept
• Material requirements
• Steps to create a network map with the assigned design concept
• Creating a cross-section sketch
• Preparation steps for implementation (with contractor if necessary)
• Planned implementation date
• Preparatory and traffic management measures (e.g. no stop signs)
3. Enable quick implementation:
• Coordinate a transportation committee hearing for the relevant authorities
formally involved in the measure on-site if necessary
• Having the relevant authorities who will sign-off on the proposed temporary
measures meet on-site greatly speeds up the decision making process.
• Time limit: within 48 h
• Consideration for decisions / changes / concretization
• If necessary, an on-site visit/hearing
4. Formally designate measures with the relevant authority:
• Include reason for the designation
• Formal designation of the design concepts
• If necessary verbally, to be done during an on-site visit
5. Develop communications plan:
• Work with municipal communications department to establish clear
messaging for press and public relations outreach
6. Implement signage and marking:
• Executed by commissioned company / municipal personnel
• Regular and consistent monitoring of project by the relevant authority
7. Submit finalized traffic signage plan to relevant authority/ies:
• Deadline: within 24 h
• Format: visual documentation
8. Finalize designation with relevant authority/ies:
• Addition of signage plan
• Determine duration of the designation: ( Until expiry of the generally
applicable social distancing measures )
9. Evaluate measure with relevant authorities:
• Deadline: within 72h
• Quick-scan assessment reviewing:
• reduced risk of infection
• traffic safety
• traffic flow.
10. Adjust and modify (if necessary):
• Determine necessary adjustments based on the evaluation
• Create a plan to adjust projects as needed
• Execute additional evaluation and make further modifications if
necessary
11. Complete measure:
• Visual documentation of the completed measure and usage
 BEFORE AFTER

EXAMPLE 1: CYCLE LANE WITHOUT ON-STREET PARKING

On streets with two vehicle lanes in each direction, the entire width of the existing curbside lane is designated as a
temporary cycle lane. Added measures for the visibility and safety of cyclists are:
• Separation of the temporary cycle lane by markings on the ground and by vertical separation such as bollards or
guide beacons
• Clear and consistent temporary “cycleway” signage
• Buffer zone between car and cycle lane
Source: Mobycon, Making safe space for cycling in 10 days: A guide to temporary bike
lanes from Friedrichshain-Kreuzberg, Berlin
EXAMPLE 2: CYCLE LANE WITH ON-STREET PARKING
On streets with two car lanes in each direction and a lane of car parking on the curbside, the existing outside travel
lane is designated as a temporary cycle lane for its entire width. The existing on-street parking only remains in place if
absolutely necessary and parking bays are present, making the parking lane not usable for bicycles. If on-street parking
is in a continuous lane, see example 3. Measures for the visibility and safety of cyclists are:
• Separation of the temporary cycle lane by markings on the ground and by vertical separation such as bollards or
guide beacons, where possible
• Clear and consistent temporary “cycleway” signage
• Buffer zone between the car and cycle lane and between cycle lane and parking lane
Source: Mobycon, Making safe space for cycling in 10 days: A guide to temporary bike
lanes from Friedrichshain-Kreuzberg, Berlin
EXAMPLE 3: PARKING PROTECTED CYCLE LANE WITH BUFFER
On streets with 3 car lanes in each direction, where parking is also allowed in the curbside lane, the middle car
lane is designated the car parking lane, and the curbside lane is designated the full width of a temporary cycle
lane. Measures for the visibility and safety of cyclists are:
• Separation of the temporary cycle lane by markings on the ground and vertical separation such as beacons
• Clear and consistent temporary “cycleway” signage
• Extended buffer zone between the cycle lane and the parking lane so that there is enough space for
motorists getting out of the car
Source: Mobycon, Making safe space for cycling in 10 days: A guide to temporary bike
lanes from Friedrichshain-Kreuzberg, Berlin
Again… who wants to go back to our “Failed Fume-Filled Past”?
Thank you for your attention!
End of presentation.
Intersections and some mid-block sections
that need careful consideration for safety.
Parking
• The parking spaces should be placed in an area which is visible
to other visitors of the destination so that the use of bicycles is
further promoted and also to increase the level of security.
• Alternative Facility Layouts

Alternative 1
Alternative 2
Alternative 3
S1 Parking Area Sign S2 Bike Route Sign

Supplementary Route Signs

S3 S4R S4L S5A S5B

S6 S7 S8
 S9 S10 S11

S12 S13 S14

S15 S16 S17

 RIGHT
LANE
Y IELD LA NE
LANE TO
AHEAD ONLY ENDS
PEDS
S18 S19 S20 S21

USE
PED
SIGNAL

S22 S23