More cyclists commuting to work

Filipino commuters, numbering tens of thousands, are now regularly using bicycles as mode of transport to work.

Data from the Department of Transportation (DOTr) showed at least 6,166 bikers daily traverse EDSA anywhere between Monumento in Caloocan and SM Mall of Asia in Pasay.

DOTr’s numbers however contrast highly with the daily average of 22,992 bikers going through EDSA, as counted by Bilang Siklista, a citizen-led initiative that count cyclists on Philippine roads.

Also, Robert Siy, co-convenor of Move As One Coalition, said the numbers could have risen by as much as 20% after fuel prices ballooned to new highs due to recent tensions in the Middle East. There could even be as many as 27,600 bikers traversing EDSA daily.

The different numbers still point to the fact that thousands of Filipinos now use bicycles to commute to work. But government is spending less to build and maintain safe bicycle lanes especially along major highways such as EDSA.

In Metro Manila, the current bike lane network spans about 475 kilometers, of which 60 percent or 275 kilometers are dedicated for cyclists, but without physical separators.

In the absence of bollards and curbs, cyclists expose themselves to danger on these bike lanes, as motorists can intrude their way to get ahead in traffic.

“They are not integrated into a network and they have many gaps; most are just marked by paint, so motor vehicles constantly intrude; and riddled with potholes and hazards like protruding metal grates and submerged manhole covers,” Siy said. 

DOTr is developing an Active Transport Strategic Master Plan (ATSMP) that will gather data and provide insights on the use of bike lanes and pedestrian walkways. Initial results from DOTr showed that seven in 10 Filipinos use bicycles to get to work.

Citing data from the ATSMP, Transportation Undersecretary Mark Steven Pastor said the median distance for work-related cycling is 5.14 kilometers, a typical distance for bus and jeep rides.

“So, the data tells us that cycling has evolved into a practical, everyday mode of transport, especially for short to medium distances,” said Pastor.

As more Filipinos now bike to work, it becomes suspect why the budget for active transport has been unpredictable since 2022.

At the close of the pandemic in 2022, DOTr received P2 billion for active transport buildup. Afterward, the budget was reduced by 65% to P705 million in 2023; hiked to P1 billion in 2024; clipped to P60 million in 2025; and raised to P105.38 million in 2026.

Under the Marcos administration, DOTr intends to build 2,400 kilometers of bike lanes by 2028. As of April, it has completed just 41%, or 982 kilometers, of that goal.

For 2026, DOTr plans to expand the bike lane network by 59 kilometers, with 35 kilometers up for rehabilitation.

When diesel prices reached P170 per liter in April, Pastor said DOTr noticed an increase in biking volume, and the expectation is these new cyclists would likely retain this lifestyle even when petroleum prices normalize.

“This indicates that cycling is no longer just a response to temporary conditions, but has evolved into a consistent and dependable mode of transport for many Filipinos,” Pastor said.

Siy said the oil price shocks forced a number of car owners to try biking to work. However, majority of new cyclists were commuters who shifted to cycling after public transport supply fell short because of fuel price hikes.

“With the fuel crisis, my estimate is that these numbers have further increased by at least 15 to 20%, based on reports of bicycle shops where bikes are selling like hotcakes, and the shops are running out of stock,” Siy said.

Along EDSA’s bike lanes, DOTr counted 1,468 bikers a day, the highest number of cyclists in the corridor leading to Ayala Avenue.

This is followed by Ortigas, including Shaw Blvd., with 1,295, and Monumento, with 1,280 – showing that biking is becoming a transit of choice by thousands of workers.

The number of bikers in EDSA account for one percent of the road’s daily traffic – still few compared to motorists, but picking up steadily every year.

“We have often heard the view that ‘I would be cycling if only the bike lanes were safer.’ In spite of this, many Filipinos cycle out of necessity, despite the dangers,” Siy said.

A 2025 report of Bilang Siklista showed biking traffic tends to go up on roads with well-marked or protected lanes, such as EDSA. On the contrary, lower cycling volumes are observed in areas where bike lanes are partially obstructed.

In Shaw, daily biking traffic dipped by 41% to 3,900 in 2025, from 6,652 in 2024, as cyclists dealt with several obstructions on the road like construction works and deep potholes.

The report echoed what the United Nations Development Programme (UNDP) said in 2023, that for the Philippines to sustain its cycling gains, it must invest more in bike lanes.

“These results are consistent with the UNDP’s observation that connected and protected cycling networks are essential for maintaining high ridership,” the report said.

For 2027, Pastor proposes a budget of P1 billion for active transport, asking legislators to consider the growing number of cyclists on the road. Aside from bike lanes, DOTr also started building end-of-trip facilities to support cycling-to-work.

Currently, there are only two end-of-trip facilities with shower amenities, where cyclists headed to work can change clothes and freshen up. In Iloilo City, DOTr wants to build four of these facilities, along with 32 biking sheds and 232 parking racks.

DOTr is also heeding UNDP’s advice to integrate transport networks, as it connects bike racks with public utility vehicle (PUV) stops for ease of transit.

In Quezon City, DOTr is undertaking a P121.45-million project to build 12 kilometers of bike lanes in Quezon Avenue, install end-of-trip facilities in 23 schools and construct 12 PUV stops in Camp Aguinaldo.

For Siy, Filipinos shift to cycling partly for health reasons but largely, for economic purposes.