May 27, 2018, 11:54 pm
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1 Philippine Peso = 0.06987 UAE Dirham
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1 Philippine Peso = 0.03405 Neth Antilles Guilder
1 Philippine Peso = 0.46707 Argentine Peso
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1 Philippine Peso = 0.06941 Brazilian Real
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1 Philippine Peso = 0.01888 Swiss Franc
1 Philippine Peso = 11.92087 Chilean Peso
1 Philippine Peso = 0.1215 Chinese Yuan
1 Philippine Peso = 54.23245 Colombian Peso
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1 Philippine Peso = 0.01902 Cuban Peso
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1 Philippine Peso = 2.20987 Algerian Dinar
1 Philippine Peso = 0.25394 Estonian Kroon
1 Philippine Peso = 0.33993 Egyptian Pound
1 Philippine Peso = 0.51779 Ethiopian Birr
1 Philippine Peso = 0.01623 Euro
1 Philippine Peso = 0.03907 Fiji Dollar
1 Philippine Peso = 0.01422 Falkland Islands Pound
1 Philippine Peso = 0.01425 British Pound
1 Philippine Peso = 0.08823 Ghanaian Cedi
1 Philippine Peso = 0.89024 Gambian Dalasi
1 Philippine Peso = 171.23835 Guinea Franc
1 Philippine Peso = 0.13955 Guatemala Quetzal
1 Philippine Peso = 3.93875 Guyana Dollar
1 Philippine Peso = 0.14924 Hong Kong Dollar
1 Philippine Peso = 0.45305 Honduras Lempira
1 Philippine Peso = 0.11993 Croatian Kuna
1 Philippine Peso = 1.23264 Haiti Gourde
1 Philippine Peso = 5.18261 Hungarian Forint
1 Philippine Peso = 268.49914 Indonesian Rupiah
1 Philippine Peso = 0.06761 Israeli Shekel
1 Philippine Peso = 1.28921 Indian Rupee
1 Philippine Peso = 22.52235 Iraqi Dinar
1 Philippine Peso = 800.64676 Iran Rial
1 Philippine Peso = 2.00476 Iceland Krona
1 Philippine Peso = 2.38368 Jamaican Dollar
1 Philippine Peso = 0.01348 Jordanian Dinar
1 Philippine Peso = 2.08195 Japanese Yen
1 Philippine Peso = 1.91839 Kenyan Shilling
1 Philippine Peso = 1.2975 Kyrgyzstan Som
1 Philippine Peso = 77.23036 Cambodia Riel
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1 Philippine Peso = 17.12003 North Korean Won
1 Philippine Peso = 20.46376 Korean Won
1 Philippine Peso = 0.00575 Kuwaiti Dinar
1 Philippine Peso = 0.0156 Cayman Islands Dollar
1 Philippine Peso = 6.24805 Kazakhstan Tenge
1 Philippine Peso = 158.41735 Lao Kip
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1 Philippine Peso = 0.23569 Lesotho Loti
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1 Philippine Peso = 0.0118 Latvian Lat
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1 Philippine Peso = 0.31929 Moldovan Leu
1 Philippine Peso = 0.99391 Macedonian Denar
1 Philippine Peso = 25.77516 Myanmar Kyat
1 Philippine Peso = 45.76412 Mongolian Tugrik
1 Philippine Peso = 0.15373 Macau Pataca
1 Philippine Peso = 6.73388 Mauritania Ougulya
1 Philippine Peso = 0.65627 Mauritius Rupee
1 Philippine Peso = 0.29618 Maldives Rufiyaa
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1 Philippine Peso = 0.37196 Mexican Peso
1 Philippine Peso = 0.07566 Malaysian Ringgit
1 Philippine Peso = 0.23683 Namibian Dollar
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1 Philippine Peso = 0.59717 Nicaragua Cordoba
1 Philippine Peso = 0.15404 Norwegian Krone
1 Philippine Peso = 2.06962 Nepalese Rupee
1 Philippine Peso = 0.02745 New Zealand Dollar
1 Philippine Peso = 0.00732 Omani Rial
1 Philippine Peso = 0.01902 Panama Balboa
1 Philippine Peso = 0.0621 Peruvian Nuevo Sol
1 Philippine Peso = 0.06201 Papua New Guinea Kina
1 Philippine Peso = 1 Philippine Peso
1 Philippine Peso = 2.19897 Pakistani Rupee
1 Philippine Peso = 0.06975 Polish Zloty
1 Philippine Peso = 108.10348 Paraguayan Guarani
1 Philippine Peso = 0.06924 Qatar Rial
1 Philippine Peso = 0.0751 Romanian New Leu
1 Philippine Peso = 1.17631 Russian Rouble
1 Philippine Peso = 16.13468 Rwanda Franc
1 Philippine Peso = 0.07134 Saudi Arabian Riyal
1 Philippine Peso = 0.15092 Solomon Islands Dollar
1 Philippine Peso = 0.25547 Seychelles Rupee
1 Philippine Peso = 0.34155 Sudanese Pound
1 Philippine Peso = 0.16566 Swedish Krona
1 Philippine Peso = 0.02546 Singapore Dollar
1 Philippine Peso = 0.01422 St Helena Pound
1 Philippine Peso = 0.42241 Slovak Koruna
1 Philippine Peso = 149.32471 Sierra Leone Leone
1 Philippine Peso = 10.69051 Somali Shilling
1 Philippine Peso = 397.78391 Sao Tome Dobra
1 Philippine Peso = 0.16644 El Salvador Colon
1 Philippine Peso = 9.79608 Syrian Pound
1 Philippine Peso = 0.23678 Swaziland Lilageni
1 Philippine Peso = 0.60662 Thai Baht
1 Philippine Peso = 0.0483 Tunisian Dinar
1 Philippine Peso = 0.04363 Tongan paʻanga
1 Philippine Peso = 0.08961 Turkish Lira
1 Philippine Peso = 0.1286 Trinidad Tobago Dollar
1 Philippine Peso = 0.56886 Taiwan Dollar
1 Philippine Peso = 43.27563 Tanzanian Shilling
1 Philippine Peso = 0.49705 Ukraine Hryvnia
1 Philippine Peso = 71.0291 Ugandan Shilling
1 Philippine Peso = 0.01902 United States Dollar
1 Philippine Peso = 0.5933 Uruguayan New Peso
1 Philippine Peso = 151.83565 Uzbekistan Sum
1 Philippine Peso = 1494.25528 Venezuelan Bolivar
1 Philippine Peso = 433.30797 Vietnam Dong
1 Philippine Peso = 2.03595 Vanuatu Vatu
1 Philippine Peso = 0.04914 Samoa Tala
1 Philippine Peso = 10.63667 CFA Franc (BEAC)
1 Philippine Peso = 0.05136 East Caribbean Dollar
1 Philippine Peso = 10.63667 CFA Franc (BCEAO)
1 Philippine Peso = 1.926 Pacific Franc
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Motorcycle lanes alone won’t make riding safer; safe riding attitude will

METRO Manila Development Authority’s (MMDA) strict re-implementation of the use of motorcycle lanes along EDSA drew various reactions from motorists. The MMDA said the use of the lane was primarily for traffic decongestion and safety of motorcyclists. 

The idea of a motorcycle lane may put some order in the traffic mess, but it does not necessarily make riding safer. Containing vehicles of the same kind, buses on the yellow bus lane and motorcycles inside the blue “Motorcycle Reclusion Lane” may have its benefits but these benefits can only have impact if there is an understanding on how it should be used coupled with rider discipline that can only come from training, attitude and riding experience.

Safety maybe a side benefit of gathering two wheelers into the lane and motorcycle ride s caught outside the motorcycle lane will be fined P500.

Jake Swann, Rider Coach of the MSF (Motorcycle Safety Foundation) in America and a member of the Road Safety Management team of the MMDA said that a motorcycle lane has its good and bad points. He agrees that a “container” for motorcycles is a solution that may increase the road safety for “vulnerable road users” significantly.

Vulnerable road users are pedestrians, pedicabs, tricycles, bicycles and motorcyclists. In the Philippine setting this may include ambulant vendors and pushcarts that cross major roads. 

The World Health Organization said motorcyclists comprise the highest number of victims in a road crash, numbering 56 percent of deaths on the road. Top causes or death are head traumas, ruptured internal organs as a result of the body’s absorption of the crash energy.

One reason for the high rate of fatalities in a road crash is the way motorcyclists filter (or wander) around the road, riding in the blind corners of bigger vehicles. Given the common reasons for road crash-related deaths, riding within the confines of a motorcycle lane seems to be a good idea.

“The point, I think of the MMDA is to get the riders to stop “wandering””on the road and organize them into one lane. There a number of skilled riders on the roads, but there are also those who are unpredictable, too fast and even too slow,” Swann pointed out.

“Giving motorcyclists an exclusive lane would have been more effective if it was really exclusive. Because it would negate filtering which is one of the frequent cause of motorcycle accidents and road rage,” Jowi Faulve, a daily motorcyclist, riding expert from Tanay, Rizal. He transverses EDSA and observed how the motorcycle lane seemed to have put riders in more danger.

“Other multi wheeled vehicles darting in and out of the motorcycle lane post as a hazard to motorcyclists. It may help manage traffic but allowing bigger vehicles to use the lane only adds to filtering and riders have no choice but to still ride on the blind side especially with vehicles that refuse to yield the safer side of the the lane,” Faulve adds.

The cause of this dilemma extends beyond training, but rather into licensing. 

“The current system allows unqualified people to operate motor vehicles—all cars, jeeps, vans, tricycles, trucks, trailer trucks—and not just motorcycles. The ease of acquiring a license, causes the driver to not respect it and not fear it’s loss. Hence they don’t respect it. Anything gained without much effort is trivialized, since it isn’t valued,” Swann observes.

Antony Acosta drives a delivery motorcycle from a popular foodchain. He said that the motorcycle lane freed up traffic a bit but did not take away bad drivers and bad riders. He also said that it would have been a big help to motorcyclists if it was an exclusive lane, instead of being shared because of the tendency of bigger vehicles to disrespect the space allocated for a motorcycle.

“Ang ibang sasakyan pasok, labas sa kalsada at walang respeto sa mga nagmomotor, akala nila kanila ang kalsada, kaya nakakadisgrasya sa iba,” (Other multi wheeled vehicles dart in and out of the motorcycle lane, show no respect for motorcyclists, drive like they own the road posing a hazard to other road users), Acosta says.

Swann says more than the motorcycle lane, knowledge, skill and attitude are prime. These are validated by a good licensing process that includes actual rider evaluation and training (or retraining)—something that may be impossible given current resources. 

Rider knowledge is developed by reading, training and application connected to seat time.

Many motorcyclists come into riding simply because they know how to ride a bike. This graduation from a human propelled vehicle to one powered by an engine requires an attitude change and a development of a mindset that is more conscious to other vehicles and not just keeping balance. 

Enough proper knowledge, awareness of what is wrong and not in riding multiplied by road experience results in skills. Increasing skill levels in a proper safety framework should be a goal of every rider. This skill turns into instinct, which makes for safer riding. Riding skillfully also takes consideration for other road users. This can be further developed after good and bad experiences are gained and become lessons over time. 

Training riders in various road conditions BEFORE they actually ride, can advance this skill levels without going to painful or potentially fatal experiences of crashing. Government must consider making training mandatory.

“Rider training is possible, but there are limited locations for that. If you want to observe how practical motorcycle licensing is done, visit the LTO range in Diliman,” Swann points out. 

Experts however agree that development of a positive riding attitude is the best deterrent to road crashes and possible deaths. This attitude includes a defensive stance while riding. Defensive riding follows the same rules as defensive driving, with an added perspective—vulnerability.

“A true make do solution is people have to realize that the road space is limited, the population is growing, vehicles sales too. We must share whatever roadways we have. How we do this will dictate the quality of time we have to spend on the road,” Swann concludes.

Road safety for motorcycles is thus defined by three simple rules, constantly yield and give way, be visible as other vehicles may not see you and protect yourself by riding alert and courteously. Road safety as a function of government has to do with tougher licensing and proper enforcement.
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