Measuring the Perception of Motorcycle Riders Traversing the Stretch of Commonwealth Avenue With Regards to Safe Driving

UNIVERSITY OF THE PHILIPPINES

SCHOOL OF URBAN AND REGIONAL PLANNING

Survey Report:

Measuring the Perception of Motorcycle Riders Traversing the Stretch of

Commonwealth Avenue with Regards to Safe Driving

Submitted to:

Prof. Ma. Sheilah G. Napalang, Dr. Eng.

Professor

Submitted By:

Esquejo, Christian

Gatus, Rolyn Mae T.

Guerrero, Michelliza

Levanto, Jose Roberto

Molo, Eric Armand

Serrano, Vinson P.

Plan 299 B

September 2012

Table of Contents

Title Page

Table of Contents

I. Introduction 1

II. Research Topic and Research Question 1

III. Significance of the Study 2

IV. Target Respondents 3

V. Information Needs 3

VI. Comments on the Survey Questionnaire 4

VII. Sampling Size 10

VIII. Results and Analysis of Survey 11

IX. Conclusion and Recommendation 25

X. Bibliography 26

List of Figures

Figure No. Title Page

No.

Figure 6.1. Portion of the Pilot Survey Questionnaire (Profile of the Survey

Respondent)

5

Figure 6.2. Portion of the Final Survey Questionnaire (Profile of the Survey

Respondent)

5

Figure 6.3. Portion of the Pilot Survey Questionnaire (Question 1) 5


Figure 6.5. Portion of the Final Survey Questionnaire (Question 2) 6


Figure 6.7. Portion of the Pilot Survey Questionnaire (Question 4

Subcategory 2)

7

Figure 6.8. Portion of the Final Survey Questionnaire (Question 2

Subcategory 1)

7

Figure 6.9. Portion of the Final Survey Questionnaire (Questions 4 & 5) 8





Figure 6.14. Portion of the Final Survey Questionnaire (Road Sign Question 1) 10

Figure 6.15. Portion of the Final Survey Questionnaire (Question 16 Question

on Traffic Rules and Regulations)

10

Figure 8.1. Distribution of Motorcycle Riders Respondents per Type of Sex 11

Figure 8.2. Distribution of Motorcycle Riders Respondents Per Educational

Attainment

11

Figure 8.3. Distribution of Motorcycle Riders Respondents Per Civil Status 12

Figure 8.4. Distribution of Motorcycle Riders Respondents per Type of Sex 12

Figure 8.5. Distribution of Place of Residence of the Respondents 13

Figure 8.6. Distribution of Motorcycle Riders Respondents Per Number of

Years Driving a Motorcycle

13

Figure 8.7. Scores of respondents passing the traffic rules and regulations

exam

(passing score 50%)

14

Figure 8.8. Scores of 43 Respondents Failing the Traffic Rules and

Regulations Exam

15


Regulations Exam

15


Regulations Exam

17

Figure 8.11. Cross Tabulation of the Motorcycle Drivers’ Years of Driving

Corresponding to their Ratings in the Exams

18



19

Figure 8.13 Cross Tabulation of the Motorcycle Drivers’ Years of Driving


20

Figure 8.14. Cross Tabulation of the Motorcycle Drivers’ Frequency of Trips


22



22



23



23



24



24



25

List of Tables

Table No. Title Page

No.

Table 8.1. Table Showing Perceived vs Actual Degree of Awareness to Traffic

Rules and Regulations

16

Table 8.2. Tabulation of Educational Attainment and Actual Scores of

Respondents

16

Table 8.3. Perceived Causes of Accidents along Commonwealth Avenue 17

Table 8.4. Cross Tabulation of the Motorcycle Drivers’ Years of Driving


18



19

Table 8.6. Cross Tabulation of the Motorcycle Drivers’ Frequency of Trips


21



21

List of Appendices

Tabulated Results

Photos of the Final Survey Conduct

Sample Pilot Questionnaire

Final Survey Questionnaire

Compilation of Pilot Survey Questionnaires

Compilation of Final Survey Questionnaires

SURVEY REPORT

Measuring the Perception of Motorcycle Riders Traversing the Stretch of Commonwealth Avenue with Regards to Safe Driving

Page | 1

I. Introduction

Motorcycle Driving: A Traffic and Transportation Management Issue

Transportation, like any other urban planning concern gives numerous effects

on the development of a community. This does not only serve as an artery of a

town, a city, or a simple community to be accessible in other parts of a region, but

also to allow the place to be penetrable- that may lead to contributory effect on

other sectors primarily on socio- economic activities. Thus, transportation acts as

a life of a particular place.

On the recent years, motorcycles have become an alarming concern of traffic

and transportation management in Metropolitan Manila. Brought by the ever-

increasing price of crude oil in the market and the need for commuters to survive

transportation up to their allowable means, motorcycles have become more

accessible to the public. Since motorcycles were provided with schemes on

payment which are seemed appropriate to the commuting community, this mode

of transportation did not only become an item of commodity but also of

convenience.

In relation to this timely and relevant issue, the Survey Team wants to know

the level of perception of motorcycle riders’ safety, focusing on riders traversing

the stretch of Commonwealth Avenue, Quezon City, PH. This study aims to get

information on the profile of motorcycle riders, their basic considerations on

driving, and to get a grasp on their competency on driving in order to arrive with

necessary data need to be analyzed which will be used as basis for the arriving of

conclusion for this particular topic.

II. Research Topic and Research Questions

Measuring the Perception of Motorcycle Riders Traversing the Stretch of

Commonwealth Avenue with Regards to Safe Driving

The survey aims to measure the perception of motorcycle riders traversing the

stretch of Commonwealth Avenue with regards to safe driving. The Survey Team

decided to conduct the survey at Ever Gotesco Mall located along Commonwealth

Avenue, Quezon City, since Commonwealth Avenue has a dedicated motorcycle

lane and has been known to be a main commuting route of motorcycle riders

coming to and from Metropolitan Manila.

In line with this, for the research to be effective on the extraction of required

data from the main survey questionnaire, the survey aims to answer the following

questions:

1. What is the level of perception of motorcycle riders traversing the stretch of

Commonwealth Avenue with regards to safe driving?

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2. Is there a direct correlation between the awareness of motorcycle riders on

safety driving with regards to their number of years on driving experience?


safety driving with regards to their educational attainment?


safety driving with regards to their frequency of trips made along

Commonwealth Avenue?

III. Significance of the Study

Commonwealth Avenue: Main Study Area

Based on statistics given by the Metropolitan Manila Development Authority

(MMDA) on the year 2010, there were 2,000 recorded accidents that happened

within the stretch of Commonwealth Avenue, Quezon City. According to a news

article (Endoso, et.al, 2011) published at Inquirer Online, Commonwealth Avenue

is dubbed the ‘killer highway’ because of the high occurrence of vehicular

accidents there.”1 According to the same report, that in the same year- at least 21

people were killed while 608 others were injured in more than 2,000 accidents that

took place on the highway. This equates to almost 8 percent of the total number of

road accidents that occurred in Quezon City in the same year. There were around

26,000 accidents happened in the whole of Quezon City, with 4,800 injuries and

150 fatalities in the same period.

A road incident made the MMDA prepare to re-evaluate its road traffic

scheme on Commonwealth Avenue, following the accident that killed a veteran

journalist and university professor named Lourdes Estella-Simbulan.

This significant incident led to the implementation of the MMDA of a 60-

kilometer-per-hour speed limit on the 12.4-km avenue on Jan. 25, 2010. MMDA

Chairman Francis Tolentino had earlier cited studies that 60 kph was the right

speed for drivers to maintain their reflexes that in effect would minimize

accidents.

Motorcycle Driving: Is It Safe?

According to statistics published in 2007 by the World Health Organization

Regional Office for the Western Pacific Region said that young motorcycle riders

make up a significant percentage of injuries and fatalities among road users in the

region. On the same report, speeding, the non-use of helmets, risk-taking

1 Endozo, P., Aurelio, J., 2011. Accident prompts MMDA crackdown in ‘killer highway’. Inquirer Online,

[online] 15 May. Available at: <http://newsinfo.inquirer.net/inquirerheadlines/nation/view/20110515-

336582/Accident-prompts-MMDA-crackdown-in-killer-highway> [Accessed 14 Sept 2012].

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behaviour, and drunk-driving contribute to a significant portion of the motorcycle

accidents.

A significant statistics showed that motorcycle riders can cut the risk of death

by almost 40% and the risk of severe injury by 72% if they wear proper helmets.

The MMDA’s Metro Manila Accident Reporting and Analysis System

(MMARAS) revealed that most of the 20,151 accidents it recorded from January

to May 2009 mainly involved motorcycles. In a study that covered accidents in

2009, the MMARAS said motorcycles have the highest fatality accident rate

(29.46% of the total fatal accidents) compared to other vehicles. For non-fatal

incidents, motorcycles also had the highest rate (6,677 or a 36.78% share)

compared to cars (4,543 or 25.02%) and other vehicles.2

IV. Target Respondents

This survey aims to get respondents that are motorcycle riders traversing the

stretch of Commonwealth Avenue, Quezon City. In order to extract the necessary

information for this particular survey, respondents must be a motorcycle driver,

with no specific consideration on age, gender, educational attainment, and

occupation/work.

Location is a primary consideration in gathering information when conducting

a survey. Survey respondent were mainly gathered from the designated parking

area of Ever Gotesco Mall along Commonwealth Avenue, Quezon City where

most of the motorcycle riders have already traversed the Commonwealth Avenue.

The team decided to conduct the survey on this particular area due to the large

number of motorcycle riders converging on this area and also to ensure that the

respondents are qualified.

V. Information Needs

For the successful conduct of the survey, the following information needs are

necessary for the Survey Team to arrive with the data to be extracted from the

survey results. The information needs required for this survey are as follows:

1. Number of traffic of motorcycles traversing commonwealth avenue

2. Number of accidents that are motorcycle-related

3. Frequency of trips along commonwealth per day

4. Causes of accidents along commonwealth (motorcycle-related)

5. Knowledge of respondents on maximum speed

2 Malig, J., 2010. Motorcycles rule Philippine roads. ABS-CBN News Online, [online] 14 October. Available

at: < http://www.abs-cbnnews.com/lifestyle/10/14/10/motorcycles-rule-philippine-roads> [Accessed 19 Sept

2012].

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6. Awareness on safety gear (e.g. helmet, padding)

7. Weather conditions affecting motorcycle driving

8. Awareness on traffic signs and regulations

9. Physical conditions (fitness to drive) while driving a motorcycle

10. Awareness for safe driving distance, knowledge that motorcycle is equivalent

to 1 car so safe driving distance must be maintained

VI. Comments on the Survey Questionnaire

The Survey Team conducted the pilot survey on September 8, 2012, Saturday,

at 4:00 PM. During the conduct of the pilot survey, a total number of fifty

respondents (50) answered the pilot survey questionnaire that lead to further

development of the final survey questionnaire. Comments were gathered and from

there, re-evaluation of survey questions was carefully done to address every given

issue.

After revision of the pilot survey questionnaire, a total number of ninety (98)

respondents answered the final survey questionnaire that has become basis of the

survey results and analysis.

Some of the significant comments from the survey respondents of the Pilot

survey were assessed by the Survey Team. Among the comments evaluated,

revision was done in consideration of transforming every survey question to

generate a better result and to give a good variety of choices based on the

principles of a good survey questionnaire.

The Survey Questionnaire was divided into two parts: the first part generally

describes the profile of the survey respondent, with questions on 1) name, 2) age,

3) sex, 4) civil status, 5) occupation/profession, 6) educational attainment, and 7)

present address while the second part was designated for the main survey

questions.

During the course of the Pilot Survey, most of the survey respondents don’t

want to specify their names on the survey forms. When one of the respondents

was asked ‘why they opt not to indicate their identity’, a few of them told the

Survey Team that they feel afraid that they can be reported to the Land

Transportation Office (LTO) due to the disclosed personal information despite

indicating ‘optional’ on the part of the survey.

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Figure 6.1. Portion of the Pilot Survey Questionnaire

(Profile of the Survey Respondent)

Figure 6.2. Portion of the Final Survey Questionnaire

(Profile of the Survey Respondent)


(Question 1)

Such comment made the Survey Team decide to omit the question to the final

survey questionnaire, only to retain age, sex, civil status, occupation/profession,

educational attainment, and present address as part of questions for the profile of

survey respondent

On the second part of the survey, the question on the ability of the survey

respondent to drive a motorcycle was removed since the target respondents were

primarily motorcycle riders thus made the question leading.

If the then question was answered ‘no’, the survey form would already been

invalid. This made the Survey Team pre-determine every potential survey

respondent if they have the knowledge on motorcycle driving. If the respondent

would answer ‘yes’, then the respondent was subsequently asked if they would

want to participate on the survey.

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(Question 3)


(Question 2)

The question on “How did you learn to drive a motorcycle?” was re-

categorized to two answers: 1) Self-taught, and 2) Taught by others, while the

second option was further sub-categorized into five answers: 1) Family, 2) Friend,

3) Driving School, 4) Doesn’t know, refused, and 5) Others (specify)

As per Team’s assessment, choices given on the Pilot Survey can be improved

in terms of grouping so classification of answers can be assessed more

appropriately.

After conducting the pilot survey, the Team realized the need to re-categorize

after encountering comments on the choices as per survey respondents.

Questions relating on ‘time’ was revised and re-categorized into a more

substantial grouping. Instead of a simple indication of time frame, descriptors for

each frame were placed to improve measurability of the choices given.

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(Question 2 Subcategory 1)


(Question 4 Subcategory 2)


(Question 4)

Four choices were given: 1) Early morning, 2) Morning, 3) Afternoon, and 4)

Evening. These were easily considered by the respondents as witnessed during the

conduct of the final survey.

A distinction on ‘types’ of trips were considered on Question 3, which asks

‘What is the purpose of those trips? Check ALL that applies’

The choices were transformed to better categories since the previous question on

the Pilot survey was leading.

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(Question 6)

A separate question on inbound (from destination to home), and outbound

trips (from home to destination) was provided that led the question come up with

choices that are mutually exclusive to each other.

On the analysis of respondents if they have encountered any accidents or

suffered any injury on the trips they have made while traversing Commonwealth

Avenue, refinement of categories was done to eliminate ambiguity.


(Questions 4 & 5)

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(Question 12)


(Question 12)


(Question 14)

Four areas of concerns were given on the choices: 1) human error, 2)

mechanical defect, 3) external weather condition, 4) external physical condition.

On the given premise, extraction of data can be easily categorized.

A question on how would you rate/consider yourself as a motorcycle driver, a

parameter was added to help respondents answer the question with much more

clarity.

Due to subjectivity of the question, the parameter gave a certain criterion to be

considered for rating.

To test the aptitude of respondents on their awareness on traffic rules and

regulations, series of questions were laid out which are sourced from an actual

driving aptitude test.

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(Road Sign Question 1)


(Road Sign Question 1)


(Question 16 Question on Traffic Rules and Regulations)

These questions would validate their answers based on the results of the

respondent’s driving aptitude test.

Identification of road signs was also given on the survey questionnaire for the

same purpose of the questions on driving aptitude test.

Questions were provided with Filipino Language Translation so as to make the

questions more comprehensible.

All revisions made on the Pilot survey questionnaire mainly composed the

Final survey questionnaire.

VII. Sampling Size

The sample size was determined by the number of parking slots on the Ever

Gotesco Mall. Based on Neuman’s Rule of Thumb, given a population of less than

a thousand would determine a target survey respondent population of 30%, which

is 66 respondents. During the Pilot Survey, a total number of 47 were gathered

while a total of 98 respondents answered the Final survey questionnaire.

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Figure 8.1. Distribution of Motorcycle Riders Respondents per Type of Sex

Figure 8.2. Distribution of Motorcycle Riders Respondents

Per Educational Attainment

VIII. Results and Analysis of Survey

A. Profile of the Survey Respondents

The above figure shows that majority of the respondents are male and only 4

out of 95 respondents are female. It is also apparent that we observe most male

motorcycle riders in the streets rather than female. It is however a limitation of

this survey that not all gender preferences was captured. The purpose is to identify

and represent transgenders, lesbians and gays apart from the male-female

proportion to make sure that there is somehow proper distribution in terms of

gender equality among the respondents.

The chart above shows that majority of the survey respondents attended

college levels (68%) followed by those who reached high school (32%). No

respondent answered Elementary as their highest educational attainment.

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Per Civil Status

Figure 8.4. Distribution of Motorcycle Riders Respondents per Type of Sex

The chart above shows that a larger portion of the respondents (59%) are

married while not so much difference in the number of single respondents which

comprise of the rest of 41%.

The researchers of the study found it important to know the type of occupation

of the survey respondents. From the 95 respondents who disclosed their

occupation, 65% are in blue collar jobs. Their occupations are mostly security

guards, drivers, company messengers, store merchandisers, restaurant crews and

some are public servants such as traffic enforcer and barangay police (tanod). The

28% or 26 respondents represent the white collar workers. Typical professions are

teacher, soldier, salesperson, office employee and supervisor and others are

businessman. The remaining 7 % are not employed.

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Figure 8.5. Distribution of Place of Residence of the Respondents


Per Number of Years Driving a Motorcycle

The graph above shows that majority of the respondents’ place of residence is

at Quezon City since the research study area is at Commonwealth Avenue. The

remaining 30% of the respondents lives in other parts of NCR such as Manila,

Pasig, Caloocan, Makati, San Juan, Paranaque and Las Pinas and in neighboring

provinces such as Rizal and Bulacan.

This research survey basically aimed at measuring the awareness of

motorcycle riders to safe drivers and the researchers found it relevant to know the

length of motorcycle driving experience of the respondents. The results revealed

that more than half of the respondents have been driving for more than five years

and it comprises of almost 76% of the respondents who has more than two years

of driving practice.

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Figure 8.7. Scores of respondents passing the traffic rules and regulations exam

( passing score 50%)

B. Results of the Survey

The research focused in determining whether the awareness that respondents

claimed they had with regards safe driving was indeed an accurate awareness of

safe driving, as measured by the 9- item rules and regulations test that the research

group incorporated in the survey. The actual scores on the actual 9- item rules and

regulations test was considered as the measure in determining their true awareness

of safe driving.

The outcome of the survey shows that 94 out of the 95 valid respondents

claimed that they were aware of traffic rules and regulations, or about 98.95% of

the population answered yes to Q13.

However, when the actual scores on the traffic rules and regulations test were

tabulated, the result shows that given a passing score of 50% ( scores 5 and

above), only 51 out of the 94 respondents passed the test, or 54.25% of the

population. Close to half of the population failed in the traffic rules and

regulations awareness test. This survey result shows that in 4.5 out of 10 cases,

perception of safe driving is very far from accurate awareness on safe driving, as

seen by the survey results. Figure 7.7 show the actual scores of the 51

respondents who claimed they were aware of the traffic rules and regulations and

whose safe driving awareness was validated by the passing scores that they got

from the test.

Calculation of Central Tendencies for scores 5-8

Mode Score: 5

Median Score: 6

Mean Score: 5.78

The results showed further that while the 54 respondents were classified as

“passed”, given a passing score of 50% ( scores 5 and above), the scores were

closer to the lowest passing hurdle of 5, thereby less than satisfactory results and

therefore indicating less than satisfactory and accurate awareness of safe

driving.

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Figure 8.8. Scores of 43 Respondents Failing the Traffic Rules and Regulations Exam


In fact, if passing rate was increased to 75% ( scores 7 and above), only about

20.37%, or 11 out of the 54 respondents of the population would have passed and

would have been considered accurately aware of traffic rules and regulations.

Figure 7.8 on the other hand shows the actual scores of the 43 respondents

who perceived themselves aware of traffic rules and regulations but upon the rules

and regulations test validation, actually failed the test.

Calculation of Central Tendencies for scores 2-4

Mode Score: 4

Median Score: 4

Mean Score 3.32

The research group attempted to further drew from the survey how

respondents rated and their own perceived degree of knowledge on traffic rules

and regulations ( Q12 in the survey) and the responses to this question were

tabulated against the actual score results, based on the following set rating:

Scores 1- to 4 = Poor

Scores 5 to 6 = Satisfactory

Scores 7-8 = Very Satisfactory

Score 9 = Excellent

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Table 8.1. Table Showing Perceived vs Actual Degree of

Awareness to Traffic Rules and Regulations

Table 8.2. Tabulation of Educational Attainment and Actual Scores of Respondents

The results show that alarmingly, around 59% of the population, or 16 out of

the 27 respondents, who perceived themselves “excellent” in the knowledge on

traffic rules and regulations actually were validated in the study as “poor” based

on the actual scores that they got from the traffic and regulations awareness test.

The results indicate that respondents tended to overestimate their knowledge on

traffic rules and regulations.

This research also attempted to answer the question if there was a correlation

between educational attainment and awareness on safe driving, as measured by the

traffic rules and regulations awareness test. The table below would indicate that

college level respondents are not better off than high school level respondents in

terms of awareness to safe driving as seen by the significant failure rate among the

college level population. While the highschool level population had a higher

failure rate of 57% (17 out of 30 respondents), the college level population had a

double digit failure rate of 42% ( 27 out of 65 respondents)%, albeit smaller

compared to high school level statistics.

With this, it can be concluded that there is not much difference between the

two groups in terms of passing percentage. We therefore, could not directly

conclude from the survey results that a lower educational attainment means a

lesser awareness of safe driving , as measured by the traffic and regulations

awareness test score outcome .

Respondents' Own

Rating on Perceived

Degree of Awareness

on Traffic Rules and

Regulations

Validated Actual Degree of Awareness

Total Poor Satisfactory

Very

Satisfactory Excellent

Poor 2 1 0 0 3

Satisfactory 17 22 4 0 43

Very Satisfactory 8 7 6 0 21

Excellent 16 10 1 0 27

Total 43 40 11 0 94

Educational

Attainment

Scores

Total Passed

( Absolute No. )

Passed

( %)

Failed

( Absolute No. )

Failed

(%)

College 38 58% 27 42% 65

High Sschool 13 43% 17 57% 30

Total 51 44 95

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Table 8.3. Perceived Causes of Accidents along Commonwealth Avenue


The research group also attempted to draw from the survey the actual

awareness of drivers on the occurrence of accidents along Commonwealth Avenue

by way of Q6. A further realization of the group was that the Q6 could have been

further improved to draw out separate the respondents who simply witnessed an

accident happening along Commonwealth Avenue from those respondents who

were the ones who encountered the accidents themselves.

On the question Q6, the group was able to get 70.5% Affirmative response, or

67 out of the 95 respondents said yes to witnessing or encountering an accident

along Commonwealth Avenue.. This is quite a significant percentage of

population awareness on the occurrence of accidents and validates MMDA

published reports of Commonwealth Avenue having a high occurrence of

vehicular accidents, thru this first hand information from the survey results.

In 7 out of 10 cases, there is motorcycle driver awareness of occurrence of

accidents along Commonwealth Avenue.

Interestingly, majority of the respondents perceived that the accident or

accidents were caused by driver error, amongst all other causes. Figure 6 lists

the 5 causes as provided in the survey and a provision for others (respondents not

checking any of the 5 choices) and the number of times that the cause was

mentioned. Out of the total 95 respondents, 54 respondents perceived Driver

Error as the cause. There is a greater number of people who perceive that most of

the accidents are caused by driver error.

Amongst all other probable causes mentioned, there is a greater perception

that accidents are caused by driver error, or 49% with 111 total responses.

A rating system was made to further categorize the scores of the population

namely: Excellent, Very Satisfactory, Satisfactory and Poor. For a total score of 9,

score of 5 was considered as the passing rate.

Scores 1- to 4 = Poor

Scores 5 to 6 = Satisfactory

Scores 7-8 = Very Satisfactory

Score 9 = Excellent

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0

5

10

15

20

25

Number of Drivers

w ho took the exams

less than

a year

1 to 2 2 to 5 more than

5

Number of Years Driving

Number of Years Driving as to Drivers' Ratings in the Exams

Poor Rating

Satisfactory Rating

Very Satisfacto ry Rating





From the test conducted, there were no drivers who got a perfect score (9) or

Excellent rating. 44 of the 95 respondents (46%) got a Poor rating, followed by

the number of respondents who got a satisfactory rating (40 out of 95% or 42%)

and only 11 respondents got a very satisfactory rating.

Above is the cross-tabulation of the number of drivers’ years in driving to

their corresponding ratings in the exam. Looking at the number of respondents

according to the years of driving experience, majority (51 out of 95) of the

respondents classified themselves having 5 or more years of driving experience.

Same number of people (11) registered in the less than a year and 1 to 2 years

experience categories. Motorcyclists with 2 to 5 years experience comprises twice

(22) the number of less than-a-year experience drivers.

Of the 51 respondents with more than 5 years driving experience, 23 of them

got poor ratings, 22 got satisfactory rating while only 6 achieved a very

satisfactory rating; which does not prove the assumption that as drivers tend to

have more experience in driving, they will be more aware of the safe driving

policies. Poor ratings have been dominant / greatest in number in three of the four

categories, 7 (out of 11) respondents with less than a year experience, 11 (out of

22) respondents with 2 to 5 years experience and 23 (out of 51) respondents with

more than 5 years experience. It was only in the 1 to 2 years category that poor

rating was only second in number to the satisfactory rating.

Rating

Years Driving Poor Satisfactory Very Satisfactory Excellent Total

less than a year 7 3 1 0 11

1 to 2 years 3 7 1 0 11

2 to 5 years 11 8 3 0 22

more than 5 Years 23 22 6 0 51

Total 44 40 11 0 95

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0

10

20

30

40

50

60

70

Percentage

less than a year 1 to 2 years 2 to 5 years more than 5

Years

Category (Number of Years)

Percentage of Drivers rating in the Exam PER Category

Poor

Satisfactory

Very Satisfactory



The bar graph shows the distribution of the population according to years in

driving experience. Majority of our respondents have more than 5 years driving

experience. Only 3 bars (Poor, Satisfactory and Very satisfactory) per category are

displayed instead of four since no one got a perfect score or excellent rating.

It is shown that among the categories, the poor and satisfactory ratings are

evidently higher as compared to the very satisfactory rating. This means, only a

few respondents got high scores.

Another table is shown below cross-tabulating again the years of driving

experience to their corresponding ratings in the Exam. The purpose of this

tabulation is to get the percentage of people who got the poor, satisfactory and

very satisfactory ratings EXCLUSIVE to their own categories. That is, the sum of

the percentages of drivers’ rating should be 100% for every category. This aims to

easily compare the 4 categories and their respective ratings.

Rating

Years Driving Poor Satisfactory Very Satisfactory Excellent Total 100%

less than a year 64 27 9 0 100

1 to 2 years 27 64 9 0 100

2 to 5 years 50 36 14 0 100

more than 5 Years 45 43 12 0 100

Looking at the graph shown, Percentage of having poor rating is very high

(64%) for drivers with less than 1 year driving experience, significantly decreased

(27%) for 1 to 2 years experienced drivers, but increased again to 50% for drivers

with 2 to 5 years experience. For more than 5 years experience drivers, 45% of the

respondents on that category still got poor rating, This graph does not necessary

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Figure 8.13 Cross Tabulation of the Motorcycle Drivers’ Years of Driving


correlates that the longer the driving experience is, the higher the driving safety

awareness.

Twenty-Seven percent of drivers with less than 1year driving experience got a

satisfactory rating, this increased to 64% for 1 to 2 years experience drivers,

decreased again to 36% for the 3 to 5 years experience drivers and increased to

43% to drivers having more than 5 years experience.

Moreover, the very satisfactory ratings remained lowest for the four categories

ranging from 9 to 14%.

Evaluating the entire graph, we can say that the drivers with 1 to 2 years

driving experience registered good results in the exams. Fewer respondents in this

category (27%) failed the exams, while majority of them got satisfactory ratings.

This may not lead to a direct conclusion but may be recommended for additional

study to check if drivers are MORE aware when they have 1 to 2 years experience

than having much longer experience in driving.

Based from existing ratings, the group decided to narrow it down to either

PASS or FAIL. A score is considered passing if respondents got 5 to 9 points. Fail

if scores are 4 and below.

Graph shows the distribution of Passing and Failing marks correlating to their

number of driving experience. Drivers in the 1 to 2 years driving experience

registered the highest percentage (73%) of passing rate compared to other

categories. While the less than 1 year category is the sole category which

registered more failing percentage than passing percentage.

SURVEY REPORT


Page | 21





A

Above is the cross-tabulation showing the profile and distribution of the

respondents on the frequency in traversing Commonwealth Avenue to their

corresponding ratings in the exam. Majority (49 out of 95) of the respondents take

1 to 2 trips per day passing there. Followed by 2 to 4 trips (28 respondents); only

12 respondents take more than 6 trips a day while 6 respondents take 4 to 6 trips a

day.

Another table is shown below cross-tabulating again the motorcyclists’

frequency of trips a day to their corresponding ratings in the Exam. The purpose

of this tabulation is to get the percentage of people who got the poor, satisfactory

and very satisfactory ratings exclusive to their own categories. That is, the sum of

the percentages of drivers’ rating should be 100% for every category. This aims to

easily compare the 4 categories and their respective ratings.

Rating

Frequency of trips Poor Satisfactory Very Satisfactory Total %

1 to 2 trips 49% 41% 10% 100

2 to 4 trips 39 46 14 100

4 to 6 trips 67 17 17 100

more than six trips 42 50 8 100

Rating

Frequency of trips Poor Satisfactory

Very

Satisfactory Total

1 to 2 trips 24 20 5 49

2 to 4 trips 11 13 4 28

4 to 6 trips 4 1 1 6

more than six trips 5 6 1 12

total 44 40 11 95

SURVEY REPORT


Page | 22





From the graph shown, it is obvious that the highest percentage of poor ratings

come from the drivers who have 4 to 6 trips per day (67%). Drivers with 1 to 2

trips registered 49%, 39% for drivers having 2 to 4 trips and 42 percent for drivers

with more than 6 trips.

Fifty percent among the respondents with more than six trips got satisfactory

ratings which is the highest in the 4 categories. Drivers in the 4 to 6 trips category

got the lowest percentage in terms of satisfactory rating.

The table below shows the correlation of the motorcyclists’ frequency of trips

per day as compared to their ratings in the exam. The rating is narrowed down to

either pass or fail.

SURVEY REPORT


Page | 23

Figure 8.17. Cross Tabulation of the Motorcycle Drivers’ Frequency of

Trips Corresponding to their Ratings in the Exams



By comparing the four categories, only the group with 4 to 6 trips daily

registered higher percentage of respondents who failed than pass. Other groups

have higher Passing percentage than failing percentage.

Based from the survey, we have generated results on some remarkable items

or acts that they usually do for safe driving. 100% of respondents who answered

that they wear safety gears also answered helmets as part of the usual safety gear

they wear. This generates a conclusion that when we talk about safety gears, the

first thing that always comes first in their mind is the helmet. Other safety gears

included in the choices are: Eye protection (50%) , Gloves (54%) , Jacket (79%),

Long Pants (73%), Body armor (20%) Closed shoes (64%). On the other hand, we

asked respondents about the number of back rides they allow while driving, more

than half (64%) of the respondents answered 1 back ride which is the requirement

for a safe trip. In addition to it, 78% of the respondents also answered that their

gears have reflective properties attached which is a good measure for a safe trip

esp. during night travels.

SURVEY REPORT


Page | 24





The four pie charts show the correlation of the respondent who personally

rates themselves to their actual scores or ratings in the exams. For the first pie

chart, 27 out of the 95 respondents personally rate themselves Excellent in the

awareness of traffic rules and regulations. However, their personal rating does not

match to the actual ratings they got from the survey exam. More than half (59%)

of them got a poor rating, 37% got satisfactory rating while only 4% got a very

satisfactory rating. Unfortunately, none of the respondents got an excellent rating.

The Second Pie chart shows data for the motorcyclist who personally rated

themselves Very Satisfactory in terms of their knowledge in the Safety rules and

Regulation. 4 people rate themselves Very satisfactory. Among the 4, 75% or 3

respondents got poor rating while 1 (25%) got Satisfactory rating. No one who

considered himself very satisfactory got a very satisfactory or excellent rating in

the exam.

SURVEY REPORT


Page | 25



The Third Pie chart shows the data for respondents who rated themselves

satisfactory in their knowledge with the traffic rules and regulations. A larger

portion of the pie was occupied by the respondents who personally rated

themselves satisfactory (43 out of 95 or 45%). Based on their exams,40% got poor

rating, 9% got Very satisfactory rating and more than half (51%) got a satisfactory

rating.

For the respondents who rated themselves poor in the traffic rules and

regulations (21 out of 95), 38% got poor rating, 33% satisfactory and 39% very

satisfactory.

By the data gathered, we cannot conclude the correlation of their personal

rating to the actual rating derived from the results on the exam.

IX. Conclusion and Recommendation

As a conclusion, 54% of the respondents (motorcycles riders) traversing

Commonwealth Avenue are aware of traffic rules and regulations, as measured by

the traffic rules and regulations awareness test. Through the analysis given on the

extrapolated data, the Survey could not directly conclude correlation between the

following factors: 1) level of perception in relation to educational attainment, 2)

level of perception in relation to frequency of trips made along Commonwealth

Avenue, and 3) level of perception in relation to number of years in driving with

safety awareness as observed on the statistics provided on the analysis.

This study also show that majority of respondents are males so the survey

could not directly conclude awareness on a specific gender.

SURVEY REPORT


Page | 26

X. Bibliography

Endozo, P., Aurelio, J., 2011. Accident prompts MMDA crackdown in ‘killer

highway’. Inquirer Online, [online] 15 May. Available at:

<http://newsinfo.inquirer.net/inquirerheadlines/nation/view/20110515-

336582/Accident-prompts-MMDA-crackdown-in-killer-highway> [Accessed

14 Sept 2012].

Malig, J., 2010. Motorcycles rule Philippine roads. ABS-CBN News Online,

[online] 14 October. Available at:

< http://www.abs-cbnnews.com/lifestyle/10/14/10/motorcycles-rule-

philippine-roads> [Accessed 19 Sept 2012].

Research Topic:

Measuring the perception of motorcycle riders traversing the stretch of Commonwealth Avenue

with regards to safe driving

Introduction:

Good Day!

As part of the requirements in our research class at UP Diliman School of Regional Planning

(UP-SURP), our group will study the Awareness of Motorcycle Riders to Safe Driving.

Obtaining feedback from you is an important input in our research. We would appreciate your

taking time to complete this survey. It will only take less than 5 minutes.

Rest assured that your responses will be confidential and will be compiled together and analyzed

as a group. Thank you very much.

Name of Group Members:

Serrano, Vinson

Guerrero, Michelliza

Gatus, Rolyn Mae

Molo, Eric Armand

Esquejo, Christian

Levanto, RJ

INSTRUCTION

Please read carefully and fill-up the spaces below. Kindly indicate your answer in part I-Profile

of Respondents and check the box that is appropriate in part II – the Survey proper.

I. Profile of the Survey Respondent:

Age: ______ Sex: ________ Civil Status: _______ Occupation/Profession: ______________

Educational Attainment: Elementary High School College

Present Address: (barangay and city)_________________________________________

II. Survey Questions:

1. How long have you been driving a motorcycle?

Gaano katagal ka nang nagmamaneho ng motorsiklo?

Less than a year (Wala pang isang taon)

One year- two years (1-2 taon)

Two years- five years (2-5 taon)

More than five years (higit sa limang taon)

2. How did you learn to drive a motorcycle?

Paano ka natutong magmaneho ng motorsiklo?

Self-taught (Sariling Pag-aaral)

Taught by others (Tinuruan ng iba)

From Family Members (Kamag-anak)

From Friends (Kaibigan)

Driving school (Draybing Iskul)

Doesn’t know, refused (Hindi tiyak)

Others, specify (Iba pang kadahilanan)

2. On an average, how many one-way trips you make along Commonwealth within a

day?

Sa karaniwan, ilang isang-tungong biyahe (one-way) ang iyong ginagawa sa kahabaan

ng Commonwealth sa loob ng isang araw?

One to two trips (Isa hanggang dalawang biyahe)

Two to four trips (Dalawa hanggang apat na biyahe)

Four to six trips (Apat hanggang anim na biyahe)

More than six trips (Higit sa anim na biyahe)

What is the purpose of majority of your trips?

Ano ang kadalasang dahilan ng karamihan sa iyong mga biyahe?

School Related (Ukol sa gawaing-paaralan)

Work Related (Ukol sa gawaing-pangtrabaho)

Social Related (Leisure/ Recreational) (Ukol sa gawaing-pakikihalubilo )

4. What time of the day do you make outbound (home to destination) trips? (check all that

applies)

Sa anong oras sa loob ng isang araw ka bumabiyahe mula bahay patungo sa iyong

destinasyon? (markahan ang nauukol)

Early Morning (12:00AM to 6:00AM) (madaling araw)

Morning (6:00AM to 12:00 NN) (umaga)

Afternoon (12:00 NN to 6:00 PM) (hapon)

Evening (6:00 PM to 12:00 AM) (gabi)

5. What time of the day do you make inbound (destination to home) trips? (check all that

applies)

Sa anong oras sa loob ng isang araw ka bumabiyahe mula destinasyon patungo sa iyong

bahay? (markahan ang nauukol)

Early Morning (12:00AM to 6:00AM) (madaling araw)

Morning (6:00AM to 12:00 NN) (umaga)

Afternoon (12:00 NN to 6:00 PM) (hapon)

Evening (6:00 PM to 12:00 AM) (gabi)

6. Have you witnessed or encountered any accidents or suffered any injury on the trips you

have made while traversing Commonwealth Avenue?

Nakakita o nakaranas ka na ba ng kahit anong uri ng aksidente o disgrasya sa iyong mga

biyahe habang binabagtas ang kahabaan ng Commonwealth Avenue?

Yes (Oo)

No (Hindi)

If yes, then what could be the probable cause of the accident? (Please check ALL that

applies)

Kung oo, ano ang maaring naging dahilan ng aksidente?(markahan ang nauukol)

Weather Condition (Lagay ng panahon)

Driver Error (Pagkakamali ng nagmamaneho)

Mechanical Defect (Depekto ng motorsiklo)

Road Defect (Depekto ng kalsada)

Absence of Signage (Kakulangan sa Babala)

Others (Ibang dahilan)

_______________________________________________________________

7. Do you use protective/safety gear for driving?

Gumagamit ka ba ng gamit pamproteksyon para sa pagmamaneho?

Yes (Oo)

No (Hindi)

If yes, then which protective gear do you wear when you ride? (Please check)

Kung oo, alin sa mga sumusunod ang iyong mga sinusuot o ginagamit habang

nagmamaneho?

Helmet

Eye Protection

Gloves

Jacket

Long pants

Body armor

Closed Shoes

Others _______________________________________________________________

8. Does any of your gear currently have any high visibility or reflective properties?

Mayroon bang katangiang ‘nagre-reflect’ sa iyong mga ginagamit habang

nagmamaneho?

Yes (Oo)

No (Hindi)

9. What would be your primary reason/s for choosing motorcycle transport despite

availability of alternative modes of public or private transport?

Ano o Anu-ano ang mga pangunahing dahilan sa pagpili ng motorsiklo bilang

pangunahing transportasyon sa kabila ng pagkakaroon ng ibang alternatibong

pamamaraan ng pampubliko o pribadong sasakyan?

Please check ALL that applies (markahan ang nauukol)

Ease and Speed (Madali at Mabilis)

Economics- Affordability (Abot-kaya)

Prestige and Look of Riding a Motorcycle (Porma at itsura ng pagmamaneho ng

motorsiklo)

Comfort (Kumportable)

Others (Ibang dahilan)

_______________________________________________________________

10. For planned trips, were there instances that you needed to cancel it?

Para sa mga planadong mga biyahe, mayroon bang mga pagkakataon na kinailangan

mong ipagpaliban?

Yes (Oo)

No (Hindi)

If yes, what were the reasons? Please check ALL that applies

Kung oo, anu-ano ang mga maaring dahilan? (markahan ang nauukol)

Weather conditions (Lagay ng panahon)

Time – you don’t have enough time to go to your planned destination (Oras)

Sickness, injuries (Pagkakasakit o Pangkalusugan)

Safety of who will be backriding. (Kaligtasan ng mga naka-angkas)

Others, please specify (Ibang dahilan)

11. What is the maximum number of back ride you usually carry?

Ilan ang pinakarami mong kadalasang inaangkas?

1 (Isa)

2 (Dalawa)

3 (Tatlo)

More than 3 (Higit sa tatlo)

Who usually are your back rides?

Sino ang iyong kadalasang inaangkas?

Children (Mga anak)

Spouse (Asawa)

Girlfriend/Boyfriend (Kasintahan)

Parents (Magulang)

Relatives (Kamag-anak)

Workmates (Katrabaho)

Friends(Kaibigan)

Others (Iba pa) : ________________________

12. As a motorcycle driver, how would you rate your knowledge of traffic rules and

regulations?

Bilang isang drayber ng motorsiklo, paano mo susukatin ang kaalaman sa mga batas

trapiko?

Poor (Mababa)

Satisfactory (Katamtaman)

Very Satisfactory (Higit sa katamtaman)

Excellent (Mahusay)

13. Are you aware of traffic rules and regulations?

Ikaw ba ay may sapat na kaalam anmo ba ang mga batas trapiko?

Yes (Oo)

No (Hindi)

Questions on Traffic Rules and Regulations

14. Overtaking on the right side of the vehicle is allowed only on:

Maaari kang lumusot (overtake) sa kanang bahagi ng sasakyan kung:

Highways that has 2 or more lines on one way directions

(Ang highway ay may dalawa o higit pang linya patungo sa isang direksyon)

Two way roads (Ang kalsada ay salubungang-daan)

Wide sidewalks (Malapad ang bangketa)

15. The Penalty for driving under the influence of drugs and alcohol is

Ang mahuhuling lasing sa alak o ipinagbabawal na gamut ay may parusang:

Php 2000.00

6-month imprisonment (Pagkabilanggo ng anim na buwan)

One month license suspension (Isang buwan pagsuspinde ng lisensya)

16. Right age to get a non professional driver’s license

Ang tamang gulang sa pagkuha ng lisensya Non-Professional ay:

18 years old (18 taong gulang)



17. On a 2-lane highway overtaking is allowed only if there is :

Sa may highway na may dalawang guhit, maaari kang lumusot (overtake) kung sa iyong

panig ay may:

Straight white lines (Tuloy-tuloy na puting guhit)

Broken yellow lines (Putol-putol na dilaw na guhit )

Straight yellow lines (Tuloy-tuloy na dilaw na guhit)

18. What is the proper hand signal to use when turning right?

Sa naka-motorsiklo na may balak lumiko pakanan, dapat gamitin na senyas ay:

Left hand rising above (Kaliwang kamay na nakataas)

Right hand pointing right (Kanang kamay na diretsong nagtuturo pakanan)

Right hand rising above (Kanang kamay na nakataas)

Identify the following Road Signs Alin sa mga sumusunod ang nakalarawan

No entry (Bawal pumasok)

Stop (Huminto ka)

Give way (Magbigay ka)

No turning (Bawal ang lumiko)

One way (Isang direksyon lamang)

No entry of all classes of vehicles

(Bawal pumasok ang lahat ng klase ng sasakyan)

Approach to Intersection

(Papasok sa sangandaan)

Approach to Intersection: roundabout

(Sasanib sa trapiko pagpasok sa sangandaan)

Approach to Intersection: merging traffic

(Papasok sa sangandaan na may kalsada sa gilid)

Dangerous Right Bend (Matarik ang pababang direksyon ng kalsada)

Dangerous Left Bend Matarik ang paakyat na direksyon ng kalsada)

Steep Descent or Ascent (Matarik ang kalsada)

Compulsory minimum speed

(Ang layo ng susunod na interseksyon ay 30 km)

Maximum speed of 30 kph (Nakatakdang haba ng sasakyan)

End of compulsory minimum speed (Nakatakdang tulin ng sasakyan)

Documents

Measuring the Perception of Motorcycle Riders Traversing the Stretch of Commonwealth Avenue With Regards to Safe Driving