They say be careful what you wish for, because it may come true. And for the cycling community in Metro Manila, this is exactly what happened when the government created make-shift bike lanes across various main roads within the capital region last June of 2020. At first it was a reason to rejoice, but once the traffic started to return after loosening lockdown restrictions, it didn’t take long before cyclists realized that the only thing separating them from speeding weapons of mass destruction, was either a soft rubber orange cone or an ankle height concrete divider that was as effective as an ashtray on a motorcycle––which in turn, forced the cyclists to stop (or never start) using them.
I agree that the moto population will continue to grow exponentially. In such a case not only is it wise to follow the examples of China and Taiwan, but also look at how other moto-intense traffic cultures in Vietnam and Indonesia. Motos deserve protective segregation from 4-wheel traffic and continuity - thru intersections and merge junctions. Indonesians have a special moto box between the pedestrian crossing and the stop line of the yellow box. The idea is for motos to be the lead bunch in front of 4-wheelers and bicycles to accelerate out of the way when the light turns green. Vietnam, in some places allocate more road space for motos vs. cars. I agree we are just making the best use of what is really a less than equitable and ideal situation. By yielding to the greater number of motos - bicycle riders, even with pro-bike ordinances and laws, are at the receiving end of the danger posed by myriads of motos. If, like in some of the broad avenues of China or the CBD's of Scandi and Dutch cities, city authorities provide protective segregation between motorized 2-wheelers and pedal power 2-wheelers, we won't have such a dilemma.
Take one lane away from the cars. Divide it into motorcycle exclusive and protected bicycle exclusive lanes. It will be illegal for cars to invade those lanes except for slowly turning right at intersections, but bicycles and motorcycles are allowed to enter the shared lanes to the left of their designated lanes for various reasons such as avoiding obstructions and turning left.
I agree that the moto population will continue to grow exponentially. In such a case not only is it wise to follow the examples of China and Taiwan, but also look at how other moto-intense traffic cultures in Vietnam and Indonesia. Motos deserve protective segregation from 4-wheel traffic and continuity - thru intersections and merge junctions. Indonesians have a special moto box between the pedestrian crossing and the stop line of the yellow box. The idea is for motos to be the lead bunch in front of 4-wheelers and bicycles to accelerate out of the way when the light turns green. Vietnam, in some places allocate more road space for motos vs. cars. I agree we are just making the best use of what is really a less than equitable and ideal situation. By yielding to the greater number of motos - bicycle riders, even with pro-bike ordinances and laws, are at the receiving end of the danger posed by myriads of motos. If, like in some of the broad avenues of China or the CBD's of Scandi and Dutch cities, city authorities provide protective segregation between motorized 2-wheelers and pedal power 2-wheelers, we won't have such a dilemma.
Retain. With barriers. Make it wider to 2.5 Meters to make it Bidirectional and interconnected within cities.
Take one lane away from the cars. Divide it into motorcycle exclusive and protected bicycle exclusive lanes. It will be illegal for cars to invade those lanes except for slowly turning right at intersections, but bicycles and motorcycles are allowed to enter the shared lanes to the left of their designated lanes for various reasons such as avoiding obstructions and turning left.