IDENTIFICATION OF FACTORS AFFECTING THE

SUSTAINABILITY OF BICYCLE LANES ALONG

CAINTA, RIZAL

Marco Antonio J. Basco

January 24, 2022

 TABLE OF CONTENTS
Title Page --------------------------------------------------------------------------------------------------------------- i
Abstract ----------------------------------------------------------------------------------------------------------------- ii
Acknowledgement --------------------------------------------------------------------------------------------------- iii
Table of Contents ----------------------------------------------------------------------------------------------------- iv
List of Tables and Figures ------------------------------------------------------------------------------------------ v

CHAPTER I: INTRODUCTION
Background of the Study -------------------------------------------------------------------------------------- 1
Statement of the Problem / Research Problem --------------------------------------------------------- 2-3
Objectives and Research Questions ------------------------------------------------------------------------ 3-4
Scope and Limitation ------------------------------------------------------------------------------------------- 4
Significance of the Study -------------------------------------------------------------------------------------- 5

CHAPTER II: REVIEW RELATED LITERATURE AND STUDIES

Review of Related Studies ------------------------------------------------------------------------------------ 6-9
Review of relevant policies ----------------------------------------------------------------------------------- 9

CHAPTER III: RESEARCH DESIGN

Conceptual Framework --------------------------------------------------------------------------------------- 10
Operational Framework --------------------------------------------------------------------------------------- 11
Research Methodology ---------------------------------------------------------------------------------------- 12-13
Methods of data collection
Methods of data analysis
CHAPTER IV: DESCRIPTION OF THE STUDY AREA
Study Area -------------------------------------------------------------------------------------------------------- 14-15
CHAPTER V: SCHEDULE
Schedule of activities ------------------------------------------------------------------------------------------ 16
References ------------------------------------------------------------------------------------------------------------ 17-18

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 CHAPTER I:
INTRODUCTION

1.1 Background of the Study

Traffic congestion is probably one of the biggest issues in the Philippines that almost all of us are familiar
with. In fact, the Asian Development Bank (ADB) and Tomtom Traffic Index even dubbed Manila as the
most congested city last 2019. With the prevalence of traffic congestion, various negative impacts will
be felt by the country, specifically in its economy (CNN PH, 2018), environment, and to the health
(Zhang, 2014) of its citizenry. To address this issue, various programs, projects, services, and legislations
related to transport sector were developed through a collaborative effort of non-profit organizations,
advocates, and government agencies and were even backed by the Build, Build, Build Program. Aside
from the numerous constructions of bridges and mass transits being implemented by the Department of
Public Works and Highway (DPWH), Department of Transportation (DOTr), and Local Government Units
(LGUs), the national level had lately shown their appreciation on active mobility through the
establishment of network for cycling lanes and walking paths which were supported by issuances of
policies and guidelines.

Although the positive impact of bicycle lane establishment on environment and poverty are well-
supported by several studies, various factors and further studies are still needed to be undertaken to
determine the sustainable effects of bike lanes especially on traffic congestion. This means that it shall
not yield a notable increase in the volume capacity ratio (vcr) despite the conversion of a portion
exclusive to non-motorized vehicles. This is to not hamper the travel time for motorized vehicle which
also includes response vehicles such as ambulance and fire trucks. The study is critical to those area that
has core roads accommodating huge traffic volume but has narrow road carriageway width.

For this to be achieved, one of the many ways that can be done is to decrease the number of commuters
or private vehicle users is by enticing them to shift into biking. Bearing this in mind, we also need to
understand that the willingness of a commuter to bike instead of riding private or public vehicles can be
highly influenced by aspects such as socio-economic characteristic, geo-physical condition of an area,
and more importantly, the level of comfortability and safety with biking. Measuring the strength of
influence of these factors in Cainta would be the main goal of the study and to help the local

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 government unit on identifying the appropriate actions and developments that they could implement to
make Cainta a bikeable Municipality.
1.2 Statement of the Problem / Research Problem
Despite the many efforts of both public and private sectors to improve transport sector, it is undeniable
that the biggest issue that the Philippines is facing as of this writing, and probably one of the negative
connotations being attached to the Philippines, is heavy traffic congestion. Various factors contribute to
its occurrence such as the late emergence of urban planning in the country, the lack of appreciation and
familiarity on Transit Oriented Development (TOD) of both citizen and policy makers, and the lack of
comprehension on transport planning theories, models, and techniques (De Leon et.al, 2009). Aside
from the inconvenient and low productivity of individuals and businesses brought by heavy traffic
congestion, it also carries several issues and concerns such as road rages, increase in ambient
temperature, and most of all, a harm in the environment through air pollution. In fact, transport sector
contributes 34% to total Greenhouse gas emission and was the largest source of air pollution of GHG
(TRANSfer, 2016).

Having said these, the Philippines has slowly come into a realization on refraining from car-oriented
development and had started being inspired by the success stories of other countries by continuously
improving mass transits and encouraging the local government units to establish a bicycle lane through
issued policies and guidelines. This does not only minimize the carbon footprint coming from the
transport sector but also provides a lot of benefit to the common good specifically on their health,
finance, and time. Although the impact of bicycle lane is positive from other countries, we still need to
consider the difference in geo-physical condition and socio-economic characteristics between these
countries and the Philippines. This could help us ensure the success that we may sought from
establishing a bicycle lane.

First, urban planning as a profession had lately emerged to the Philippines. This has led to high traffic
density due to the late appreciation and strategic implementation of land use planning, land use
management, and road network planning. In fact, RROW issues has been a very common problem on
the implementation of horizontal structures such as roads, railways, and bridges, wherein project mostly
adjusts to the existing structures (stores & residentials) when it should have been the other way around.
This is the reason why roads usually lack in road appurtenances like drainage systems, road shoulders,
and sidewalks. Second, the climate of Philippines is tropical and maritime which is characterized by a

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 relatively high temperature, high humidity, and abundant rainfall (PAG-ASA, 2022). With this condition,
most bikers are foreseen to endure extreme heat and are expected to sweat especially when in direct
contact to sunlight while cycling. Lastly, availability of road appurtenance and end of trip facilities in the
Philippines is not yet fully geared for bikers. However, various establishment like Dunkin Donuts and
Malls developed by SM and Ayala are already taking the step to include biker-friendly features in their
facility and were able to shed light to other establishment on how they could make their facilities more
friendly to bikers. Due to these outlying conditions, some Local Chief Executives (LCEs) are having a
rough time trying to figure out if the establishment of bicycle lanes could truly be beneficial to their
respective localities or if at least, the characteristic of their respective territorial jurisdiction is prepared
enough to make biking a sustainable practice.

1.3 Objectives and Research Questions

The preceding context shall state both the general objective and research questions of the study.

General Objectives:
The main objective of the study is to identify the best programs, projects, and legislations that the local
government and national government could implement to entice commuters on choosing biking as their
mode of transportation. Through this, Cainta LGU can be one step closer to making the municipality less
air polluted, with lower number of private vehicles contributing to traffic density, and with more options
to accessing safe and guaranteed mode of transportation even during times of pandemic. This shall be
done by measuring the strength of influence of the following factors against the willingness of a
commuter to shift to biking, namely:
 Travel distance (origin to trip end)
 Trip purpose (work, leisure, exercise)
 Availability of end of trip facilities (showers, changing rooms, secured bicycle racks)
 Gender
 Job type (blue-collar or white-collar)
 Availability of road appurtenance (roadside vegetation and lane demarcation)

Research Questions:
In line with this objective, the study specifically aims to answer the following research questions:
1. Can availability of end of trip facilities lead to an increase in the no. of bicycle lane users?

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 2. What type/s of end of trip facilities can more likely encourage commuter to shift to biking?
3. Does lane demarcation make bikers feel safer and more comfortable?
4. Can roadside vegetation encourage commuter to shift to biking?
5. What area are the usual trip purpose of commuters passing by the study area?
6. Where is the most common trip end of commuters passing by
7. Are there any correlation between willingness to bike against travel distance, gender, and trip
purpose?

1.4 Scope and Limitation

The study shall only include respondents that passes by the study area at least once a month and should
be a mix of utilitarian, non-utilitarian, and non-bikers. With this premise, those that seldom or never
pass by the study area, except for Cainta residents, will be filtered out on the pool of sample population.
Meanwhile, the focus of this study is to identify the most influential factor to commuters passing by the
study area as a means of identifying the most effective facilities and road appurtenance that could
increase the number of community members and commuters who would use bicycle as their mode of
transportation. It would also include the identification of the most frequent trip end location of
commuters to put the concentration of development on these areas or type of establishments. This
could also be used as a reference by the locality should they opt to revisit and revise their current bike
lane network plan. Moreover, the analysis would be applied to only two portions of the planned bike
lane route of Cainta and would not delve into the identification and recommendation of the most
strategic bike lane network for the Municipality, which according to Akhand (2021), is advised to be a
combination of main road and link roads. For this study, the type of lane of demarcation would be
assumed as either thermoplastic pavement marking or solar studs. Although the researcher understands
that this might reduce the positive effects of biking in terms of safety and exposure of cyclists to air
pollution, it is assumed that issuance of ordinance and strict monitoring of deployed traffic management
personnel would be sufficient to ensure proper usage of bicycle lanes. This was also done to provide
more freedom to the traffic management division of the local government unit in terms of implementing
various traffic schemes.

The research would not cover the measuring of traffic impact of bike lanes, specifically on the traffic
density difference of the two (2) road segments, given that there are still uncertainties whether the
locality would push through or not with the establishment of bike lane. Maintenance works, costs, and

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 sustainability of road appurtenance and end of trip facilities will not be also tapped on this study. Take
note that due to the rising no. of case of COVID-19 during this study, the research may not be able to
perfectly analyze the actual situation at the study area given that a large portion of commuters, which
are students, are not present or are very minimal during the study period.

1.5 Significance of the Study

Considering that socio-economic characteristics varies from one area to another, researchers could have
a glimpse on the most influential factors that affects the decision of a commuters within Cainta whether
they would try biking or not. This includes travel distance, trip purpose, working class, age, and gender.
In addition, it could also help the locality identify what legislations could support biking as a mode of
transportation and what programs, projects, and services, could they invest for to entice commuters to
shift into cycling and to also promote active mobility to the municipality. Among these are road
appurtenances and end of trip facilities. Through establishing a correlation between various factors as to
someone’s willingness to bike, the locality could also utilize their local socio-economic profile as a
reference in identifying PPAs in line with the promotion of active mobility.

Once active mobility became a thing in Cainta, it would yield a less polluted air, better health condition
to the commuters, a more affordable transportation to its citizenry, with wider options of a safe and
efficient mode of travelling.

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 CHAPTER II
REVIEW RELATED LITERATURE

2.1 Review of Related Studies

2.1.1. Transport Sector in the Philippines

According to the quarterly report of Philippine Statistics Authority (PSA), There has been a 7.1%
gross domestic product (GDP) growth during the 3 rd quarter of the year 2021 and posted a 2.8%
growth in the Gross National Income (GNI) on the same period (PSA, 2021). ADB even forecasts an
economic growth of 5.1% in 2021 and 6.0% in 2022. On the other hand, population in the country is
projected to continuously increase throughout the years according to the 2015 POPCEN Result.
Considering that there is an upward trend in the economy and population, transportation demand is
also expected to generally increase in the country (NCTS-UPD, 2000). With the combination of
increase in transport demand and the increase in demand on motorized vehicle (Philippine Star,
2021), The transport sector in the Philippines shall exert tremendous effort to combat issues relating
to the country’s environmental and traffic condition. Thus, leading to the need of the country to
promote active mobility and non-motorized vehicle modes of travelling such as biking and walking
to the lifestyle of every Filipino.

2.1.2. Benefits of bicycle lane

According to a study by Castro & Josef (2021) on Provision of Bicycle Facilities to Increase Bicycle
Commuting at Central Business District (CBD) in Metro Manila, the mode of transportation with the
fastest average travel time within the vicinity of known CBDs in Metro Manila such as Ayala and
Bonifacio Global City (BGC) in heavy traffic per distance grouping are bicycle users. This is made
possible given that bike only demands a narrow portion of a road to pass through and that bikers
could stop cycling and simply carry their bikes whenever the traffic on road is disadvantageous to
them. Through this, they could simply walk on pedestrian crossing or sidewalks during long duration

UNIVERSITY OF THE PHILIPPINES – DILIMAN

of stoplights or heavy traffics that might have been caused by accidents and ongoing public works.
With the provision of bike lanes, cyclists could also have lower exposure to air pollution emitted by
motorized vehicles specifically on particulate matter (PM) and Black Carbon (BC) (Schmitz et. Al,
2021). This was concluded from a case study done in Berlin wherein pop-up bike lanes were
established and a comparison on air pollution exposure of a cyclist cycling along the street versus
cycling from a bike lane was undertaken. Results had shown that there had been a reduction of 8.4 ±
7.4 µg-m² in NO2 or 22% ± 19% in exposure when the cyclists passed by the lane exclusive for non-
motorized vehicle. Lastly, strengthening active transport also promotes inclusivity to all types of
social class because people with low income could still be able to go safely from one place to
another even without owning any motorized vehicle (Arifin & Sulistio, 2017).

2.1.3. Influence of End-of -trip facilities towards sustainability of Bike lanes

Generally, Presence of end-of-trip facilities such as shower rooms, changing rooms, and secure
parks, were also seen as a driver for commuters to shift into biking (Abraham et al., 2002). In
Canada, end-of-trip facilities are seen to attract bicycling customers and promote their employees
into a healthier and environmentally conscious lifestyle. Meanwhile in Australia, end-of-trip facilities
are also given sufficient attention. In fact, Queensland Government includes the presence of shower
facilities, changing rooms, and lockers, on their issues needed to be considered to promote a safe
and secure bicycle parking (Queensland Transport, 2006). Although the study by Abraham
concluded that secured bicycle parking is the most important facility out of all the options that he
had laid out, we still need to consider that every area puts different level of importance from several
aspects. For example, corporate business districts might have a higher demand on changing rooms
and shower areas while areas with higher theft crime might have higher demand for secured bike
storage. Therefore, the socio-economic and demography of an area plays a huge role on identifying
the best type of facility that public and private sectors could invest for.

2.1.4. Influence of Socio-economic characteristic towards sustainability of Bike lanes

Various factors are needed to be considered to make sure that the community would utilize bike
lanes. Based on the Potential for Cycling Assessment Method (PCAM), three indicators can be used
to map the aptitude of a population to cycling. These are Target-Population (TP), Target-Areas (TA)
and Political Commitment to Cycling (PCC). Under the first indicator, five parameters were included
which are age, population density, car ownership, education level, and student presence (Bicalho et

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 al., 2019). On countries such as Indonesia, policies that were considered as responsive and effective
are those that was designed according to socio-economic characteristic such as safety, comfort, and
travel time (Arifin & Sulistio, 2017). As mentioned earlier, socio-economic characteristic and
demography profile vary from one area to another. That is why it would be essential to gather and
measure this data for every analysis that differs in study area.

2.1.5. Influence of Climate towards sustainability of Bike lanes

Comfortability was identified as one of the five main requirements for cycling-inclusive planning by
Pettinga et al. (2009). Following this idea, we need to be reminded that Philippines is a tropical
country that has a hot temperature at most time. In addition, weather condition plays a big factor
for commuters to shift into biking considering that bicycle won’t be able to provide them a
safeguard against rain and exposure to sunlight. According to a census done by Parkin et al. (2008)
there is an inverse proportion between the annual rainfall in millimeters to no. of citizens cycling at
work. This means that the stronger the rain is, the lower the no. of cyclists. Aside from rain, very
high temperatures are also seen as a deterrent for commuters to choosing cycling (Sabir et al.,
2009).

2.2 Review of relevant policies

To support active mobility in the country, the Department of the Interior and Local Government
(DILG) had disseminated a guideline on the establishment of a network of cycling lanes and walking
paths last July 17, 2020 through Memorandum Circular No. 2020-100. As stipulated in Section 4 of
the said Memorandum Circular, the LGUs are encouraged to at least designate an appropriate office
or official within its organization to develop a plan for the establishment of network of cycling lanes
and walking paths, and to implement programs, projects, and activities (PPAs) to support active
transport. In the case of Cainta, it is Cainta Tricycle Regulatory Unit (CTRU) who was delegated by
the LGU to perform the said functions. This is Based on the DILG Region IV-A Monitoring Report of
LGU Compliance on the Establishment of a Network of Cycling Lanes and Walking Paths to Support
People’s mobility for the 1st Quarter of 2021. Aside from promoting active mobility through this
issuance, the DPWH and DOTr had also provided a guidance to Engineering Office of Local
Government Units through crafting a guideline on the design of bicycle facilities along national roads
as attached in the DPWH Department Order 88 series of 2020. Executive Order No. 774, s. 2008 also
provides policies in active transportation which provides directive to government agencies on

UNIVERSITY OF THE PHILIPPINES – DILIMAN

putting priority to non-motorized transportation. Through this, the National Transport Policy (NTP)
ensures that government agencies would implement programs, projects, and activities that could
augment active transportation activities to the overall framework of the country’s policy (DOTr,
2021). Aside from this, many issued policy also provides support to active transportation such as
Republic Act No. 111494 or the Bayanihan to Recover as One Act, DOH-DILG Joint Administrative
Order 2020-001 which delineate the roles of government units on promoting active transport, and
DOTR Department Order 2020-014 that provides active transport users with guidelines and
protocols to maintain order on the road and protect all road users.

Cainta also portrays their interest in paving the path towards active mobility even before the
pandemic as reflected in their issuance of Sangguniang Bayan Ordinance 2016-004. Under this
ordinance, all major roads within the town will have provisions for bicycle and motorcycle lanes to
ensure the safety of the riders and smoother traffic flow.

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 CHAPTER III
RESEARCH DESIGN

3.1 Conceptual Framework

For a place to ensure the worthiness of establishing a bicycle lane and sought its expected benefits such
as lower air pollution, wider choice of affordable and safe mode of transport, and low heavy traffic
congestion, one must ensure its high utilization which could be done by successfully promoting cycling in
the area and encourage its road users to shift into biking. One strategy that could be undertaken to
achieve this is by considering the impact of comfortability and safety on a commuters decision-making
process. To improve the level of service as to comfortability and as to safety, three (3) influencing
conditions under these namely geo-physical condition, available infrastructure, and socio-economic
characteristic of commuters within the area could be considered. Under the geo-physical condition, the
influence of factors such as climate, topography, and presence of urban shades shall be measured. On
the other hand, presence of infrastructure facilities such as end-of-trip facilities, lane demarcation, and
streetlights would be measured together with its level of demand, under the infrastructure condition.
And lastly, socio-economic characteristics will also be measured to identify its correlation with one’s
willingness to bike for travelling. Through measuring these, deterrents for someone to bike together
with its corresponding solution could be easier to be identified.

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 Figure 1
3.2 Operational Framework
The data would be gathered through direct request, survey, interview, and by field observation. The
Local Public Transport Route Plan, Road Inventory, and Bike Lane Network Plan will be used to have an
overview on the condition of the area which includes its existing traffic schemes, geometric condition,
internal and external linkages, and existing road appurtenance. A field observation will also be executed
to verify this information. After collection and verification, the researcher would perform a content
analysis to augment this on the recommended PPAs to be laid on the conclusion portion of this research.
A key informant interview with key stakeholders from the local government unit, and cyclist group/s
would also be done to also augment their first-hand experience, and observations on the
recommendations.

Meanwhile, factors that varies per individual, say preferences and socio-economic characteristics, shall
be gathered through survey forms and would be analyzed through a quantitative approach. Before
running the computation for frequency and binomial logistic regression, the researcher shall eliminate
all duplicated answers, and those answers that came from respondents that doesn’t pass by the study
area for at least once a month. This is due to the assumption that their perception has little to no
significance on measuring the behavioral patterns and perceptions of commuters within the study area.
After the analysis, the researcher could then identify the gaps by comparing the current condition and
situation of the study against the commuters demands and to where they puts most of their
appreciation on.

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 Figure 2
3.3 Research Methodology
3.3.1 Methods of data collection
For this study, pertinent data will be gathered through different methods of collection. First, the
LPTRP, road inventory, and bicycle lane network plan will be gathered through direct coordination
and request. To do this, a letter request will be drafted and be sent to the concerning agencies which
are as follows:

 Integrated Traffic Transport Planners (ITTP) for LPTRP

 Municipal Engineering Office for Road Inventory
 Cainta Tricycle Regulatory Unit (CTRU) for Bicycle route plan

For those information intended to be measured by this study, the information shall be gathered from
commuters passing by the study area through survey forms. The survey form shall both have a hard
copy and a google form version accessible either through a shortened URL link or QR Code. Target
respondents should include utilitarian bikers, non-utilitarian bikers, and non-bikers to gain
information from three (3) different perspectives. Coordination with terminals of PUVs passing by the
study area can also be done to ask for their support on the posting of QR codes. In summary, the
dissemination could be done using the following strategies:

UNIVERSITY OF THE PHILIPPINES – DILIMAN

  Posting and sending through social media platform (direct message or group pages)
 Posting of QR code on different PUVs passing by
 Dissemination of survey forms on field
 Coordination with PUV terminals
 Coordination with group of bikers passing by the study area
 Coordination with HR of big establishments along the study area

Moreover, a key informant interview with Cainta Tricycle Regulatory Unit, Municipal Engineering
Office, and Municipal Planning & Development is also intended to have a glimpse on the feasibility of
possible developments that the LGU could undertake based on the results of this research. Through
this, the researcher could also gain more insights on the behavior of road users in Cainta.

3.3.2 Methods of data analysis

Most of the data analysis to be undertaken will be through computation of frequency and binomial
logistic regression. Jotted down below are the list of data that shall undergo through frequency
computation and correlation, including their preferred grouping during analysis:

Highest frequency
 Most frequent trip purpose
 Most frequent trip end location
 Highest demanded end of trip facilities by trip purpose
 Highest demanded end of trip facilities by working class
 Highest demanded end of trip facilities by gender
 Highest demanded road appurtenance
 No. of possible bikers per socio-economic characteristic

Binomial Logistic Regression

 Availability of end of trip facilities against willingness to shift into biking
 Availability of roadside vegetation/urban shades against willingness to shift into biking
 Presence of lane demarcation against willingness to shift into biking

UNIVERSITY OF THE PHILIPPINES – DILIMAN

  Working class against willingness to shift into biking
 Trip purpose to willingness against shift into biking
 Travel distance against willingness to shift into biking
 Gender against willingness to shift into biking
 Age against willingness to shift into biking

CHAPTER IV:
DESCRIPTION OF THE STUDY AREA

The area of analysis would be on portion of roads included in the current bicycle lane network plan of
the Municipality of Cainta. Two segments of the bicycle lane network will be subjected to analysis for
this research. The first study area would be Felix Avenue. A two lane- two-way national road which has a
total length of 6.5km and provides an external linkage going to Pasig City and Marikina City. As of this
writing,

LRT 2-Marikina

Felix Avenue
To Marikina

UNIVERSITY OF THE PHILIPPINES – DILIMAN

MRT 4 – Junction Station

(Not yet existing)
 Figure 3
no bicycle lane is still existing within this study area. The road is foreseen to be a critical area in the
transport development of the Municipality given that it might serve as a connection road between two
stations of two parallel mass transits with one already existing (LRT 2-Marikina Station) and the other
one (MRT 4-Junction station) targeted by the DOTr to be operational by 2028. Take note that about
5.7km of the road stretch are divided into two territorial jurisdiction. Cainta for the northbound side of
the road, and Pasig City on the southbound side of the road.

For comparative purposes, a portion of the Ortigas Extension Road with existing bicycle lane which
begins at Junction and ends at Rosario Bridge would also be considered as a study area of this research.
This is to check if there would be a notable difference on the perception of commuters who witnesses
the presence and functionality of bicycle lanes during their trip. This portion on the other hand is a three
lane – two-way national road that has a total length 1.90 km and acts as one of the two main external
linkage of Cainta leading to the Central Business District of Ortigas.

Ortigas
Extension

To Ortigas MRT 4 – Junction Station

(Not yet existing)

Figure 4

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 CHAPTER V
SCHEDULING

The following schedule shall be followed for the conduct of this research.
TASK INVOLVED ENTITY TIMEFRAME
Dissemination of Letter request
ITTP, MEO, CTRU February 1, 2022
and Invitation letter
Field, Social Media Pages, Direct
Dissemination and posting of
messages, HR of establishments February-March 2022
Survey Forms
along Cainta
Deadline of submission for the
ITTP, MEO, CTRU March 1, 2022
document request
Conduct of Key Informant
IIITP, MEO, CTRU March 15-20, 2022
Interview
Encoding and organizing of data Researcher April 15-16, 2022
Interpretation of Data Researcher April 17-18, 2022
Generation of figures Researcher April 19, 2022

UNIVERSITY OF THE PHILIPPINES – DILIMAN

 Preparation of write-up Researcher April 20-25, 2022
Polishing and finalization of
Researcher April 25-30, 2022
research paper

References

Abraham, J. E., Mcmillan, S., Brownlee, A., Hunt, J. D., & Mcmillan, A. (2002). Investigation of cycling
sensitivities. Paper presented at Transportation Research Board Annual Conference,
Washington, D.C.

Akhand, M.A.H., Habib, A., Kamal, A.S., Siddique, N. (2021). Physarum-inspired bicycle lane network
design in a congested megacity

Arifin, M.Z., Sulistio, H. (2017). The Policy and the strategy of the provision of bicycle lane in East
Java, Indonesia

Bicalho, T., Silva, C., Cunha, I., Teixeira, J., Proenca, A. (2019). Planners’ attidues towards the cycling
potential of their cities.

Castro, J.T., Josef, J.F.C. (2021). Provision of Bicycle facilities to increase bicycle commuting at central ‘
business districts in Metro Manila, Philippines.

CNN Philippines (2018). PH Loses 3.5 Billion Pesos a day due to Metro Manila Traffic-JICA. Accessible at:
https://cnnphilippines.com/transportation/2018/02/23/JICA-P3.5-billion-traffic.html; January
2022

De Leon, M.R.M., Espada, C.I., Lidasan, H.S. (2009). A needs assessment of transport planning and traffic
management of Local Cities; The Case of the Philippines

UNIVERSITY OF THE PHILIPPINES – DILIMAN

Department of the Interior and Local Government. Memorandum Circular No. 2020-100: Guidelines for
the establishment of a network of cycling lanes and walking paths to support people’s mobility

Department of Public Works and Highway. Department Order No. 88, series of 2020: Prescribing
guidelines on the design of bicycle facilities along national road

Department of Transportation (2021). Making MRT-4 a reality. Accessible at: https://dotr.gov.ph/55-

dotrnews/3949-making-mrt-4-a-reality.html; January 2022

Desiderio, L. (2021). Philippine Star Article: Philippines still 2nd fastes growing market for vehicle in Asean
Countries. Accessible at: https://www.philstar.com/business/2021/12/28/2150402/philippines-
still-2nd-fastest-growing-market-vehicles-asean; January 2022

Gris Orange Consultant (2010). Bicycle End-of-Trip Facilities: A guide for Canadian municipalities and
Employers

National Center for Transportation Studies (NCTS)-University of the Philippines Diliman (2000).
Economic
Impact of Traffic Congestion in Metro Manila

Official Gazette (2008). Executive Order No. 774, series of 2008: Reorganizing the Presidential Task Force
on Climate Change

Parkin, J., Page, M., Wardman, M. (2008). Estimation of the determinants of bicycle mode share for the
journey to work using census data

Pettinga, A., Rouwette, A., Braakman, B., Pardo, C., Kuijper, D., Jong, H., Spape, I., Zuidgeest, M., Wittink,
R., Kager, R., Schepel, S., Godefrooij, T. (2009). Cycling-Inclusive Policy Development: A
handbook

Queensland Transport (2006). End-of-trip facilities for bicycle riders.

Schmitz, S., Caseiro, A., Kerschbaumer, A., Schneidemesser, E.V. (2021). Do new bike lanes impact air
pollution exposure for cyclists? – a case study from Berlin.

Sabir, M., Ommeren, J.V., Koetse, M.J., Rietveld, P. (2009). Impact of weather on travel demand and
mode choice: An Empirical Analysis.

Zhang, K., Batterman, S. (2014). Air Pollution and health risks due to vehicle traffic.

UNIVERSITY OF THE PHILIPPINES – DILIMAN