Roads that kill
As we mourn the death of Lorelie Melevo, a 30-year-old single mother of two who was hit by truck while biking in Marikina last Jan. 5, we are faced with the sobering truth that this tragedy is actually happening every week: The Manila Accident Reporting and Analysis System (MMARAS) says that over 1,127 cyclists were killed in Metro Manila from 2005 to 2013.
Pedestrians face the same dangers, even when they are following the rules. In 2006, Anacleto Lontoc, a 56-year-old accountant, was hit by a bus while crossing the street on a pedestrian lane in Makati. In August 2015, two men were injured by a taxi while crossing Roxas Boulevard on a pedestrian lane. According to a 2015 analysis by Thinking Machines using the same MMARAS data, “pedestrians made up the 46.2 percent of Metro Manila’s 4,024 road fatalities since 2005”—corresponding roughly to two pedestrians getting killed in road crashes every week.
These tragedies undermine the fledgling movements to make Manila a “walkable” and “bikeable” city. The fact that Melevo was hit while on an actual bike lane in Marikina—a bastion of biker-friendliness thanks to the efforts of its then mayor, Bayani Fernando—and the fact that pedestrians get injured or killed on pedestrian lanes and sidewalks speak of the long road ahead toward “inclusive mobility.”
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Traffic offenders must be held accountable and justice must be served for Melevo and many other “road martyrs.” More proactively, the Land Transportation Office should strengthen its system of educating drivers and issuing licenses, a system that has long been criticized as lax, corrupt and inefficient. Beyond looking at individuals, however, we should also examine the other reasons our roads have become a hostile environment.
First, the lack of infrastructure. In many places in Metro Manila, sidewalks are nonexistent, too narrow, or else obstructed by cars, electric posts, or vendors—forcing pedestrians to walk on the roads and highways perilously close to speeding vehicles. Pedestrian lanes are likewise lacking, and even when they do exist, they would often take people through lengthy and inconvenient routes that tempt people to jaywalk.
As for bikeways, while their very existence is a sign of improvement, often they are token designations, and for the most part cyclists have no choice but to use the main road and risk being hit by vehicles; a network of segregated and protected bike lanes remains a pipe dream.
Second, the absence of enabling laws. While a number of local government units are implementing or mulling bike lanes—i.e., the cities of Marikina and Iloilo—there is no national mandate for them. And while a 1984 presidential decree obliges motorists to give way to pedestrians in “zebra lanes,” there are no specifications as to the lanes’ dimensions and intervals. Neither is there any mention of sidewalks. Bills have been filed to fill these gaps, but none has made it to law.
The example of Davao City’s speed limits—and their strict enforcement—is insightful: A year after implementation, road crashes dropped by over 40 percent. While it is debatable if, and to what extent, this exact policy can be applied in Manila, the case of Davao shows us that well-crafted (and well-implemented) laws can demonstrably save lives.
Third, the worsening traffic situation itself. Doubtless, the long and frustrating hours stuck on the road affects the level-headedness of drivers, and road crashes are often out of frustration and rage more than ignorance. The sheer volume of vehicles causes many drivers to occupy as much of the road as they can and, as in Melevo’s case, bike lanes are easy prey for them.
Finally, people’s attitudes, including resignation to the status quo, and reluctance to walk and bike. In Mexico City, a caped activist named “Peatonito” fends off vehicles who try to violate the sanctity of pedestrian lanes, defying and shaming their drivers. Most of us, however, acquiesce to vehicles and obstructions; it is as if we have forgotten that we are actually entitled to proper sidewalks and pedestrian lanes. (Conversely, many motorists think they own the road.)
And then we come to a vicious cycle: Because people are hesitant to bike and walk, there is not enough clamor for bike lanes and sidewalks, even though one of the reasons for this hesitation is the safety concern brought about in the first place by the lack of bike lanes and sidewalks.
Even so, a growing number of people are realizing the merits of biking and walking, and groups are organizing to raise awareness for these related causes. The faces and stories behind road fatality statistics are underscoring the need for urgent action—one that our leaders should recognize and respond to. Otherwise, we need to speak out louder.
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Think of all the cars that would be taken off the road if motorists were instead walking or biking, and consequently, the traffic that would be eased. Think of the reduction in pollution and in the carbon footprint of the city. Think of the calories burned, muscles used, and quality time gained: of people who move using their legs and feet instead of standing in cramped MRT trains or sitting idly in cars. Indeed, bike lanes and walkways hold so much promise in revitalizing our cities for the people who call them home.
But to realize this potential, we must start by making our roads safe for everyone who uses them—motorists, cyclists, and pedestrians alike. Roads that they share are a true mark of progress, but roads that kill have no place in a just and civilized society.
Gideon Lasco is a physician and medical anthropologist. Visit his website on health, culture and society at www.gideonlasco.com.
