GLOBAL STANDARDS FOR WALKABLE, BIKEABLE COMMUNITIES: ARE WE THERE YET?

GLOBAL STANDARDS FOR WALKABLE, BIKEABLE COMMUNITIES: ARE WE THERE YET? The vision of vibrant, human-scaled communities where walking and cycling are the norm, not the exception, is a compelling one. Global standards for walkable, bikeable, sustainable villages emphasize mixed-use development, prioritizing people over cars, and creating connected networks of streets and paths. Think Copenhagen's cycling culture or Amsterdam's pedestrian-friendly canals – these are the ideals we aspire to. But how close are we to achieving this in the Philippines? The question of national legislation is central. While the Walkable and Bikeable Communities Act has been a topic of discussion (Senate Bill No. 1290), its passage into law remains elusive. Is it already a law? As of this writing, no. This raises crucial questions: What's the holdup? What forces, if any, oppose it? Why are we not prioritizing this crucial step towards healthier and more sustainable cities? Even without a national law, local governments aren't powerless. LGUs can, and should, pass their own ordinances to create walkable and bikeable barangays. Imagine the impact if every barangay implemented best practices for pedestrian and cyclist safety, prioritized green spaces, and integrated active transport into their planning. Are there existing examples of such ordinances we can learn from? Yes, there are glimpses of progress. Iloilo City's Esplanade, for example, demonstrates the transformative power of prioritizing pedestrian spaces. But these are often isolated examples, not the norm. The Clean Air Act's goals are intrinsically linked to the Walkable and Bikeable agenda. Reducing car dependence directly improves air quality. Shouldn't this shared objective create a stronger push for active transport infrastructure? Which agency should be the lead implementing entity for the Walkable and Bikeable Act? The DILG seems a logical choice, given its oversight of local governments. Clear lines of responsibility are essential to avoid bureaucratic bottlenecks. And what about the DHSUD and MMDA? How do we define their roles and responsibilities in this shared endeavor? The question of inclusivity is paramount. Walkable and bikeable communities must be for everyone, not just the affluent. Affordable housing, accessible public transportation, and equitable access to green spaces are non-negotiable. Let's delve into the specifics. Should churches, hospitals, and markets be prioritized in walkability and bike-ability plans? Absolutely. These are essential destinations for daily life. What infrastructure should be mandatory? Clean water, reliable power, and high-speed internet are crucial, but so is accessible and safe transportation. Waste management, including MRFs and STPs, is also critical for sustainable communities. Should these communities have their own police and fire departments? Perhaps not dedicated forces, but certainly strong coordination with existing emergency services. Tax incentives for LGUs that achieve walkable and bikeable status could be a powerful motivator. The path to walkable, bikeable communities is not easy. Funding, infrastructure gaps, and political will are all challenges. But the benefits – improved health, cleaner air, stronger communities – are too significant to ignore. It's time for a concerted effort, from national legislation to local action, to make this vision a reality for all Filipinos. If you have copies of existing municipal ordinances, city ordinances or provincial board resolutions that have created walkable, bikeable (WABA) communities, please send them to me. I will distribute them to LGUs that would be interested in adopting those as the legal basis for their own WABA projects. Ramon Ike V. Seneres, www.facebook.com/ike.seneres iseneres@yahoo.com, 09088877282, senseneres.blogspot.com 03-04-2025