PEDICAB DRIVERS’ COMPLIANCE TO TRAFFIC RULES IN DANAO CITY:

EXPLORATORY SEQUENTIAL APPROACH

A Research Paper
Submitted to the Faculty of
Ramon M. Durano Sr. Foundation –
Science and Technology Education Center
Banaba, Guinsay, Danao City, Cebu

In Partial Fulfilment for the

Academic Requirements for
INQUIRIES, INVESTIGATION AND IMMERSION
(Quantitative-Quantitative Research)

HUMANITIES AND SOCIAL SCIENCES (HUMSS)

JUSTIN JADE D. ALMEREZ

KENT JAMES B. ARAGON
PIOLO S. CAMPO
KERR LEE ANDRE B. LAO
CRISLENE MAE B. CASONA
KYLE ZENITH M. DURANO
GENEVIEVE C. GULAY
CYRELLE KAYE T. ROLLAN

April 2020

i
 APPROVAL SHEET

This research entitled “PEDICAB DRIVERS’ COMPLIANCE TO TRAFFIC

RULES IN DANAO CITY: EXPLORATORY SEQUENTIAL APPROACH”,
prepared and submitted by JUSTIN JADE D. ALMEREZ, KENT JAMES B.
ARAGON, PIOLO S. CAMPO, KERR LEE ANDRE B. LAO, CRISLENE MAE B.
CASONA, KYLE ZENITH M. DURANO, GENEVIEVE C. GULAY and CYRELLE
KAYE T. ROLLAN in partial fulfilment for the academic requirements of Inquiry,
Investigation and Immersion (Qualitative-Quantitative Research) has been
examined and recommended for acceptance and approval for Design Hearing.

STUDENT RESEARCH COMMITTEE

MARIBETH E. NOYA, MAEd.

Chairman

EDILBERTO M. HINAY JR., MAEd, MAComm ELISUR G. FLORES, Dev.Ed.D

Adviser Member

ARQUE G. BEDUYA, Ph.D

Member

________________________________________________

PANEL OF ORAL EXAMINERS

Approved by the committee in Oral Examination held on January 14, 2020 with a
grade of PASSED.

MARIBETH E. NOYA, MAEd.

Chairman

EDILBERTO M. HINAY JR., MAEd, MAComm ELISUR G. FLORES, Dev.Ed.D

Adviser Member

ARQUE G. BEDUYA, Ph.D

Member

Accepted and Approved in partial fulfilment of the academic requirement in

Inquiry, Investigation and Immersion.

Design Hearing: January 14, 2020

MARIBETH E. NOYA, MAEd.
Principal I
ii
 TABLE OF CONTENTS
TITLE PAGE i
APPROVAL SHEET ii
TABLE OF CONTENTS iii
LIST OF TABLES iv
LIST OF FIGURES v

CHAPTER 1: Background of the Study

Rationale 1
Theoretical – Conceptual Framework 6
Statement of the Problem 8
Statement of the Null Hypothesis 9
Significance of the Study 9
Scope and Limitations 10
Operational Definition of Terms 10
CHAPTER 2: Review of Related Literature
Background of Pedicab Driving 12
Knowledge Level 14
Practice Level 16
Lived Experiences 17
CHAPTER 3: Research Methodology
Research Method and Design 22
Research Environment 25
Sources of Data 27
Research Instruments 27
Data Gathering Procedure 29
Scoring Procedures 31
BIBLIOGRAPHY 33

APPENDICES 36
Appendix A: Transmittal Letter 36
Appendix B: 10 Sample Questions For The Interview 37
Appendix C: Questionnaire 38
Appendix D: Sample Screenshot of Anti-plagiarism Test 44

iii
 List of Figures

Figure No. Title Pages

1 Theoretical – Conceptual Framework 6

2 Flow of the Study 24
3 Location Map of the Study 26

iv
 Chapter 1

BACKGROUND OF THE STUDY

Rationale

A pedicab, internationally known as a cycle rickshaw, is a vehicle-for-hire

made up of a bicycle and a sidecar, powered by the driver’s manual pedalling.

The bicycle may be situated at the behind, in front or at the side of the vehicle.

This vehicle is used widely in Asia, including the Philippines. Locally, the vehicle

is named a pedicab, padyak in Filipino and sikad or traysikad in Bisaya. Cycle

rickshaw is an important mode of informal transport in cities and towns; they are

considered eco-friendly, user friendly, cost efficient and convenient forms of

transportation for short distances (Nandhi, 2011). However, traffic accidents are

clearly inevitable whether a pedicab driver is trained or not. One study presented

by Hussain and Shi (2019) in their study regarding drivers proving that training is

a significant predictor of violations committed willingly by the drivers. Suggesting

that drivers undergoing trainings are less involved in committing these errors

than those with no formal training. We could not deny that several accidents

happened with the involvement of pedicab vehicles due to having less

background of traffic information. If this problem would still be present as time

goes by and would not be presented with a solution, several mishaps like these

are certain to happen in the future.

One study in India shows that there are only 7,500 to 100,000 licensed

drivers in Delhi, but approximately 600,000 to 900,000 drivers are in circulation.

 2

This type of occupation offers an easier mode of livelihood for the poor migrants

of the area, despite the high risk of being involved in a major accident due to

highways not having special lanes for these human-powered vehicles. Until now,

the drivers still continue to be one of the poorest and most marginalized groups

in India.

Meanwhile, in Manila, there is no updated number of rickshaws save for

the numbers listed in 1991, with 5,500 pedicabs in operation. This number makes

for 5.2% of the total public transportation vehicles of the time. One study

implicates that, since 1991, this number might have increased to approximately

10,000. The city has passed an ordinance deeming the vehicle illegal to traverse

the major roads of the city, but due to weak political will, the police have been

inconsistent with the ordinance’s enforcement, enable the pedicab system to

thrive in the streets in spite of the ordinance. In order to compensate, the city has

then released the City Ordinance No. 8291, otherwise known as the Triwheel

Code of 2013, that requires both pedicab and tricycle drivers to register their

vehicles and apply for a transport franchise to operate freely; this ordinance also

bans them on 46 of the city’s major roads. Unfortunately, only 30% of the drivers

or operators are able to comply with the ordinance.

In Danao City, the barangays of Poblacion and Looc are the most popular

place where these pedicabs reside, utilized by the citizens of the area for short-

distance travelling, as well as the main method of the delivery and fetching of

goods from place to place and of children from home to school and vice versa.

The city has created traffic regulations for these vehicles, such as the color
 3

coding of the pedicabs. This color coding also serves as a sort of schedule for

the drivers on which roads and areas they can access on what days. Although

the government had placed sets of traffic rules and regulations that are to be

followed by the drivers, majority have not followed these rules. This is based on

the alarming increase of the statistics of traffic incidents around the country due

to the drivers’ ignorance or neglect of the implemented rules. The objective of

this study is to examine the practices done by the pedicab drivers on the day-to-

day road and to see whether these practices stems from their knowledge of

traffic rules and regulations or not.

As stated above, there is indeed a problem that needs to be addressed in

the involvement of pedicab vehicles in traffic incidents. However, since humans

have complex comprehension patterns towards decision-making (specifically,

decision-making on the road), pursuing quantitative data is not sufficient because

the researchers needs to delve deeper into the experiences of these subjects, as

well as the issues and concerns connected to the primary problem. Hence, the

researchers would need to use qualitative method for this study as well to truly

solve the problem one would need a thorough analysis tackling qualitative and

quantitative data which calls for using this type of data, specifically named as

mixed method.
 4

Theoretical Background

The study is anchored on some theories in progressive education about

pedicab drivers and factors that may affect either or both their knowledge and

practice levels in terms of traffic rules and regulations.

The Theory of Planned Behavior, as expanded by Parker, Manstead,

Stradling and Reason (1992), often underlies approaches to road safety and

understanding violation tendencies, as a model of the structures that influences

the driver’s behaviour. The model focuses on understanding how an individuals’

perception affects or influences his or her decision making. It is concluded that

emotional engagement is shaped as an aggression and as a characteristic of

adolescence but still needed to be expounded to understand the behaviour of the

drivers more broadly.

The Theory of Planned Behaviour does not take into account the

emotional engagement involved in driving, and being part of the driving

community, even though it acknowledges the role of social norm and moral norm.

The emotional make up of engagement with the traffic environment has not been

explored a great deal in the road safety literature. The particular complex forms

of social norms informed by a range of attachments and form of expression

needs some exploration in relation to driving.

 5

Theory of Planned Behavior

Experiential Theory

Adaptive Theory of Road Safety

Knowledge Level of the CITY Practice Level of the drivers

drivers in terms of: ORDINANCE in terms of: ordinances and
ordinances and signages signages
NO. 01-16

Lived Experiences of Pedicab Drivers

Assessment and Evaluation

Intervention Plan

Figure 1. Theoretical – Conceptual Framework

 6

Another theory is the Experiential Learning Theory of David E. Kolb. As

cited by David L (2007), Kolb believes that learning is a process whereby

knowledge is created through the transformation of experience. The theory

presents a cyclical model of learning consisting of four stages: Concrete

Experience (or Do), Reflective Observation (or Observe), Abstract

Conceptualization (or Think) and Active Experimentation (or Plan). Anyone may

start at any stage, but must follow each other in the sequence.

A drivers’ knowledge and practice level may be acquired through any of

these stages. In most cases, drivers consider themselves as knowledgeable in

traffic rules and regulations, however these knowledge were not put it into

practice. In some cases also, the drivers acquire knowledge through observing

other people’s practice.

The Theory of Adaptation, assumes that the human beings tries to adapt

its’ behaviour to the environment. Some drivers tend to drive faster and in a more

risky way, where he or she has to adjust his behaviour to other vehicles,

pedestrians and cyclists. According to Molt and Beyrle (1982), these approaches

already apply in the theory of adaptation. Traffic rules and regulations vary

among nations and cities, and with that, drivers’ must adapt to the law or

ordinances implemented within that particular area.

 7

Statement of the Problem

The study will look into the knowledge and practice level of the pedicab

drivers as to their lived experiences in Danao City for this year 2019-2020 as

basis for proposed intervention.

Specifically, this study sought to answer the following questions:

1. What is the knowledge level of the respondents on Traffic rules and

regulations in terms of:
1.1 Ordinances; and
1.2 Signage?
2. What is the practice level of the respondents on Traffic rules and
regulations in terms of:
2.1 Ordinances; and
2.2 Signage?
3. Is there any significant relationship between the knowledge level of the

respondents to their practice level in terms of Traffic rules and

regulations?

4. What are the lived experiences encountered by the pedicab drivers in

terms of their knowledge and practice level?

5. Based on the results, what intervention plan could be proposed?

 8

Statement of the Null Hypothesis

Ho1: There is no significant relationship between the knowledge level of the

respondents to their practice level in terms of Traffic rules and regulations.

Significance of the Study

This study is beneficial to the following entities:

Pedicab drivers. The researchers would create a beneficial study for the

pedicab drivers in Danao City, who are the targets of this study. This study would

be the guide for new drivers in terms of knowing and learning the traffic policies

enacted in the city and/or area. The informants will also be voicing out their

issues and concerns or their lived experiences as pedicab drivers that would

make a very helpful tip to newly appointed pedicab drivers.

Traffic regulatory board. The study’s outcome would greatly benefit the

traffic regulators or enforcers. They would be aware about the levels of

knowledge of the pedicab drivers and would, hopefully, look at the drivers in a

different light. The enforcers also can do their best to help the aforementioned

individuals.

Passengers. This study would be a guide for passengers to also know the

traffic rules and regulations. In relation, they can help the driver as well and

educate them on the said rules and regulations, should they ever board this

vehicle.
 9

Government officials. This study would guide the government officials in

their decision-making on policies or programs involving the drivers that would

benefit the said individuals and improve their lives in any way, may it be big or

small. They can also mandate laws and/or ordinances that could strengthen the

sentences attached to violations committed by the drivers.

Future researchers. The output of this study would give future

researchers an idea about the subjects – the pedicab drivers – and formulate a

proposal or program that would be of a great help to these individuals.

Scope and Limitations

The study will follow the qualitative-quantitative method of research. The

quantitative data will be treated using the correlational method while the

qualitative data will be treated using the thematic analysis of collected data

popularized by Colaizzi (1978). The relationship of the following variables are

tested: the background characteristics of the respondents such as age,

experience, civil status and daily income as well as the respondents’ knowledge

level and practice level on traffic rules and regulations. The study employed the

purposive sampling procedure which includes random pedicab drivers in Danao

City, Cebu. The study used interview as an instrument in collecting the necessary

data. The study last for approximately five (5) months.

Operational Definition of Terms

To facilitate better understanding, the following terms are operationally

defined as such:
 10

Knowledge level: this term indicates how well the informants know information

about these variables:

Ordinances: the policies created for pedicab drivers in that are enacted

locally in the city of Danao.

Signages: the indicators, signs and safety practices that are placed and

enacted on the road across the city.

Practice level: this term refers to how well the informants enact and practice the

aforementioned variables, regardless of knowledge level.

Lived Experiences: this term is used in the study as the different scenarios

undergone by the drivers.

 Chapter 2

REVIEW OF RELATED LITERATURE

This chapter presents the related literature and studies after a thorough and

in-depth research done by the researchers. It also presented the synthesis of the

theoretical and conceptual framework to fully understand the research to done

and lastly the definition of terms for better comprehension of the study.

Background of Pedicab Driving

This part of the study includes the background of pedicab driving in the

means of it as an industry, the knowledge and practice level of the pedicab

drivers about traffic rules and regulations in terms of ordinances and safety,

driving behavior concerning their age and experience.

Pedicab driving as an Industry

Transportation has been very necessary for our daily lives. It is where our

lives rotate. Pedicab driving as an industry helped a lot of people financially,

specifically if they use transportation as a source of income to support their basic

needs. This is why there is an increase in the population of public vehicle drivers,

namely the pedicab drivers. Samar State University’s study "Non-Motorized

Public Transport and Tourism - The Case of Pedicab Drivers of Catbalogan,

Samar, Philippines" (Irene et al. (2015)) states that non-motorized public

transport such as pedicab or tricycle rickshaw earns the advantage of a fast way

to earn money but in the context of the marginalized sector, it is professions they
 13

have to provide for a living and majority of these pedicab drivers never escape

the bondage of poverty.

Many people specifically males settle for being pedicab drivers due to their

lack of educational attainment that could help them to find a better job in the first

place. With the number of 176, the study of Irene et al. (2015) proposes that with

marriage, men resort to pedicab driving as a fast means to earn money for their

families. Although some drivers have completed college, they cannot wait for a

stable job because that would mean that their families would not have decent

food on their tables. Another study by Irene, Laurilla, and Bajado (2015) whose

chosen locale is in the nearby province of Samar, specifically the city of

Catbalogan, the researchers have garnered that most pedicab drivers in the area

are of the ages 18-65, are male and are married with three to four people that

depend on their salaries which is approximately Php 150.00. Moreover, most

drivers have only reached elementary levels in school, but others are college-

level dropouts and some have finished college degrees that have not found

stable and permanent occupations, resorting to pedicab driving to meet their

everyday needs. It is also supported by a 2013 study of Dahles and Prabawa

that gives insight on the similar disposition of pedicab drivers of Yogyakarta. It is

an occupation for low-skilled and low-educated rural males whose income can

hardly pay for a family's daily needs.

 14

Knowledge Levels on Traffic Rules and Regulations

Ordinances

Around the Philippines, LGUs have enacted several ordinances regarding the

pedicab's routes and boundaries, as suggested by the DILG.

In Manila, for example, the LGU released Ordinance No. 6 in 1990 that

prohibits pedicabs from operating on major highways within Metro Manila. This

ordinance limited the pedicabs' routes to tertiary roads and inside subdivisions or

villages. If a driver violates the ordinance, he may be punished with paying a fine

in the range of Php 100.00 and Php 300.00, as well as a 5 to 10-day

imprisonment as decreed by the court.

According to the study of Bakker et al., (2017), a range of policy documents,

such as Administrative Orders and Senate and House Bills have been proposed.

These documents are concerned with both the negative and positive effects of

cycling like environmental protection and fuel consumption, but as well as the

health of drivers and the usage of the labor force which may cause injuries and

deaths.

One beneficial administrative order is Administrative Order No. 254 whose

proposed system favors non-motorized locomotion and collective transportation

system, including pedicabs. Another would be the Department of Interior and

Local Government's (DILG) Memorandum Circular No. 2007-01 that is addressed

to the local government units and its officials, which calls for city or municipal
 15

pedicab franchise and regulatory ordinances or codes that would help legitimize

the occupation of these drivers.

An ordinance launched in the researchers' locale would be Ordinance No.

01-16 that gave the pedicabs of the city their color codes. The pedicabs would

either be painted yellow or blue, wherein the yellow pedicabs are only able to

travel on Tuesdays, Thursdays, and Sundays and the blue pedicabs are only

able to travel on the remaining days. On holidays, both divisions can travel. This

heralds both negative and positive effects on impoverished drivers.

Signages

Designated bike lanes on major roads have been constructed that sums up

to 70 kilometers as of 2015. Some are fully segregated, others are painted at the

outermost lines of the road and some are on the sidewalks themselves. Although

these are already in place on some of the major roads in Manila, pedicabs are

still not able to pierce through the major roads and are confined to the interiors of

villages and small barangays.

In relation to the laws that require vehicle operators to have a license, other

drivers may have no choice to commit offenses, such as entering roads with a

“no entry” or “one way only” signages in spite of the consequences due to the

fact that these drivers can simply not secure a license because of the fees

attached to it.
 16

Practice Levels on Traffic Rules and Regulations

In the international scale, Hussain and Shi (2019) found that drivers in

Pakistan to be less disciplined, having violations on the road such as not slowing

down on crossings, driving fast to pass yellow lights and driving higher than the

speed limit, all of which are laws and signages implemented by the officials to

maintain road safety. The researchers of the study directly relate these to not

having professional road training facilities and driving without licenses.

Another study conducted in the same country by Batool and Carsen (2017)

enforced the aforementioned study, citing the lack of knowledge about safety

rules and regulations to be the cause of this poor behavior. Aside from the

previous violations, the drivers have been found to cross no-overtaking lines and

not stopping at stop signs.

Locally, Bakker et al., (2017) has compared the practices of Manila's cyclists

and cycling culture to those in Netherlands and Denmark, whose urban trips

using bicycles has reached 30%, declaring Manila's cycling scene to be in its

infancy or early stages, with lack of bicycle infrastructures that result in low

safety. In light of this, the researchers has put out that with policy efforts

sustained for years, the cycling scene also grow to the likes of Santiago, whose

cycling scene has improved since the 1990s with the insistence and involvement

of civil society movements, and Singapore, who has been improving policies for

bicycle passengers and users from as recent as 2013.

 17

As mentioned by Irene, Laurilla, and Bajado (2015), commuters often

complain about some of the drivers' driving practices, such as non-registered

vehicles, entry to one-way zones, no lamp or lights for night travels, overloading

and others. Derived from these results, one can say that some drivers who may

or may not know the rules and regulations implemented by the city commit these

errors in their driving, lowering the levels of the practice of traffic rules and

regulations.

Lived Experiences

Drivers Attitude Concerning their Age and Experience

Age and gender are coherent in determining a driver's attitude toward the

road it also helped in determining who is most common to be included in any

traffic incidents. In a study by Üzümcüoğlu and Özkan (2019), they surveyed

drivers aged between 19 and 25 to determine the relationship of attitudes

towards traffic climate to their young ages. The male participants of the study

were found to have higher perceptual motor skills and self-enhancement skills

than females. However, they also drive faster than women, which make them

more susceptible to accidents and violations, such as lane changing or

overtaking and speeding past the limit.

As cited by Ang et. al., (2019) discovered that experience does not affect the

violations that occur on the road. As stated previously, male participants aged 19

to 25 reported high instances of violations together with their limited experiences.

However, older drivers with longer experiences still commit lapses on the road,
 18

which may have been affected by a lack of concentration or attention brought

about by old age.

In Mirman's study, it was found that not all drivers improve with experience.

Most drivers are not involved in a police-reported car crash in the first year of

independent driving, but there are still some who get involved in crashes. This

may mean that despite the lack of experience if they had learned driving

properly, they may be able to maintain a clean record on the road.

Concerning these transportation-focused findings, it is assumed that both

new and old drivers may or may not commit errors on the road, regardless of

experience.

Drivers Behaviour on the road

As cited by Machado-Leon, Oña, Eboli and Mazzulla (2016) Driver behavior

also known as driving style refers to how people choose to drive or driving habits

that have developed over time.

The theory of planned behavior allows behavioral intention, made up of

attitude to the behavior and subjective norm, to be predicted. The third

determinant of behavioral intention, where perceived behavioral control was later

added to allow for behaviors which are not completely volitional in character that

refers to the degree in which an individual feels that performance or non-

performance of the behavior in question is under volitional control (Parker, et

al.1992). It was found, in the case of four driving violations, drinking and driving,
 19

speeding, close following and dangerous overtaking that are perceived

behavioral control increased, behavioral intentions decreased.

Road Safety and Incidents

According to Kazimierz Jamroz, it has been a hundred years since there is

an attempt to explain why road accidents happen. Several theories and models

are studying this phenomenon up until this day. De Winter also states that it has

long been documented that safe driving is not only accomplished by being able

to drive in a relatively error-free manner. Intentional violations and risk-taking are

important factors in road safety as well.

The study of De Winter introduced Haddon Matrix by William Haddon as an

epidemiologic theory that is used to analyse the “carriers” and hidden relations

that affect the consequences of accidents and a paradigm in the injury prevention

field with several factors related to personal attributes, vector or agent attributes

and environmental attributes before, during and after an injury or death. The

objective is to build protective barriers, identify public health indicators and

provide interventions. It gave the foundations for a multi-disciplinary approach to

road safety and systemic approach named Haddon’s Strategies. In connection to

our study, identifying road accident indicators will be the objective to lessen road

accidents.

The Domino theory by Heinrich is considered as the precursor of the theory

based on the sequence of events, it is based on the assumption that an accident

consists of a single event with a cause. Consequently, better safety, according to

 20

this theory requires that the cause of the accident is established and eliminated.

The most developed theories are those of multi-linear event sequences, which

assume that accidents are an element of a series of events and suggest a

process approach to accidents. Several accidents that are recorded includes

60% accidents in industry, 70-80% of accidents in aviation and 85-95% are

connected with human factors.

However, the modern traffic system cannot ensure the safety of bicyclists

and bicycle-related vehicles, such as pedicabs. It is designed for car-users,

resulting in a lack of coherent development of route networks for them. It also

leaves these drivers and vehicles vunerable to accidents and injuries. In the

study of Orsi, Montomoli, Otte and Morandi (2017), a high percentage of bicycle-

related incidents were recorded, and most injuries attained by the riders/drivers

were observed in the head and the extremities. Another study made by Matsui,

Oikawa and Hitosugi (2017) regarding the fatalities of accidents involving senior

citizens on bicycles and hood or van-type vehicles in Japan, it is found that

fatalities in the Japanese demographic of senior citizens is significantly higher

than other countries, standing at 55 percent. From this, we can infer that

pedicabs, since they use bicycles as their primary driving force, are also

susceptible to these fatal accidents on the road.

Approximately 1.25 million people are killed each year due to road traffic

accidents, as stated by the World Health Organization in 2015. In the study made

by Orsi, Montomoli, Otte and Morandi (2017) of road accidents in the European

Union, almost 26,000 road fatalities were recorded, 8% of which are committed
 21

by bicycles and related vehicles. Denmark records a percentage of 17% in

Denmark, 24% in the Netherlands and 10% in Germany. However, there are

ways to improve the safety of riders and drivers of bicycles and related vehicles

like pedicabs. These may be through the improvement of implementation of

rules, updates on existing laws or through the providence of safety equipment

that makes vehicles like these more visible on the road; which is what this study

aims to do.
 Chapter 3

RESEARCH METHODOLOGY

This chapter presents the research methodology where the researchers

arranged the variables and provided brief information about the concept on how

they would conduct the research design.

Research Method and Design

The study employed the qualitative - quantitative research design

following the correlational method in testing the relationship between the

independent and dependent variables. The identified independent variables of

the study are the knowledge and practice levels of the informants about traffic

rules and regulations. The dependent variables would be the Lived experiences

of the drivers in terms of Drivers Attitude Concerning their Age and Experience,

Drivers Behaviour on the Road and Road Safety and Incidents.

The data generated were presented in a tabular and narrative format and

has discussion and inferences to describe the observed phenomenon and results

from the statistical treatment of data.

The aforementioned research design would be appropriate for this kind of

research study since humans have complex comprehension patterns towards

decision-making (specifically, decision-making on the road), pursuing quantitative

data is not sufficient because the researchers needs to delve deeper into the

experiences of these subjects, as well as the issues and concerns connected to

 23

the primary problem. Hence, the researchers will need to use qualitative method

for this study as well to truly solve the problem one will need a thorough analysis

tackling qualitative and quantitative data which calls for using this type of data,

specifically named as mixed method.

This study followed the linear flow of research which is the input-process-

output of the study. The input included the aforementioned independent and

dependent variables of the study. The process involved data collection through

the interview method and survey method, data consolidation and collation, data

analysis, data interpretation, drawing of conclusions, making of

recommendations. The output basically included the intervention plan.

 24

INPUT PROCESS OUTPUT

1. The knowledge level of the

respondents on Traffic rules
and regulations in terms of:
a. ordinances; and
b. signages.
2. The practice level of the
respondents on Traffic rules
and regulations in terms of: 1. Formulation of
a. ordinances; and questionnaire
b. signages.
3. Lived Experiences 2. Conduct of
a. drivers attitude interview PROPOSED
concerning their age and
3. Data Gathering
INTERVENTION
experience
b. drivers behavior 4. Treatment of Data
PLAN
c. road safety and
5. Interpretation of
incidents Data

Figure 2: Flow of the Study

 25

Research Environment

This part is the concise description of the setting where the study was

conducted, which is within the selected urban areas in Danao City. A

geographical map of Cebu, specifically Danao, is shown.

Danao City is located 27 kilometers north of Cebu City. It is bounded on

the north by the town of Carmen, on the east by Camotes Sea, on the south by

Compostela, and on the west by the town Asturias. It has a total land area of 107

square kilometers. The city is partly urban and partly rural. The coastal area

which is around one-fifth of the total land area of Danao is mostly flat but the

interior parts are hilly and mountainous.

Danao City is well known for its gun industry that started around 1905

wherein at that time it was the most stable source of income for fellow

Danawanons. The organization then, left with proper permit, was Workers

League of Danao Multipurpose Cooperative (World MPC) in Dunggoan, Danao

City. But unfortunately, it has been shut down due to the expiration of contract.

Danao is best known for its famous delicacies, the tinapa or tinap-anan and

kasahos. There are also a lot of small-scale sources of income like pottery, street

food selling and pedicab driving. The topographical characteristics of the study

area are flat and urbanized.

 26

Figure 3: Location Map of the Research Environment

 27

Sources of Data

The respondents of this study were the purposively selected pedicab

drivers in Danao City who were the source for the necessary data. Only the

pedicab drivers who were willing to participate in the study were selected for the

easier accessibility of data. For the purpose of the study, the purposive sampling

procedure was applied in selecting 20 survey respondents and 10 interview

informants. In choosing the sources of data, the researchers have taken this into

consideration: (1) they must be residents of Danao City; (2) their sole occupation

should be driving a pedicab; and (3) are wholeheartedly willing to participate in

the interviewing process, as well as answering the survey questionnaires.

There is an existing local ordinance in Danao City in which the pedicabs

uses a unique color-coding system in which corresponds the day of the week that

they could operate. The classifications of the respondents are based on that

system as indicated in the table below.

Table 1
Criteria for Selection of Informants

N Questionnaire Interview %

Yellow- colored Units 15 10 5 50%

Blue- colored Units 15 10 5 50%

TOTAL 30 20 10 100%
 28

Research Instrument

The first part of the research instrument was to investigate the knowledge

and practice level of the respondents on traffic rules and regulations in terms of

ordinances and signage.

For the quantitative data, the researchers will use a survey/questionnaire.

Prior to the conduct of the study, the research instrument was pre-tested to a set

of pre-test respondents. The purpose of pre-testing was to ensure that there

would be no erroneous entries and the parts that are hard to understand would

be edited, rephrased or would be deleted before the actual survey conduction.

The questionnaire was in the dialect of Sugbuanong Bisaya, as it was the spoken

language in Danao City.

The second part would be the semi-structured interview for the

respondents.

For the qualitative data, the researcher will use a semi-structured interview

guide as a primary research instrument in collecting the necessary data from the

interview informants which are the pedicab drivers. A smart phone with a

recorder will be used as a primary tool in recording the interviews, as permitted

by the interviewees. Field notes will employ as secondary data storage during the

interview. As discussed by Groenewald (2004), there are four kinds of field notes

a researcher could employ in a qualitative design of research. These are the (1)

Observational Notes which is used to take note of the reasearchers important

observations that give an emphasis to the five senses; (2) Theoretical Notes

which is used to extract the researchers’ interpretation of the interviewees’

 29

responses; (3) Methodological Notes which includes reminders, instructions or

critiques of the researcher for himself regarding the data collecting process; and

(4) Analytical Memos that served as an end-of-the-day summary and progress

report. The interview will be done at the informant’s most convenient time such

as during their off-work hours or their break time to avoid conflict with their jobs.

The duration of the individual interview would be approximately 10-15 minutes.

However, the informants could end or extend the interview according to their

judgement and convenience. The informants will be informed that the interview

would be recorded and the information that they disclosed would be treated with

confidentiality and the results generated from this study would be exclusively

used for educational purposes only. The interview will be conducted in the dialect

of Sugbuanong Bisaya, as it is the spoken language in Danao City.

The research instruments that will be used will be distributed to them

personally.

Data Gathering Procedure

Before the study would be conducted, the researchers will ask a written

permission from the principal or the school head to allow the researchers with

their research adviser to conduct their research outside the school premises.

The researchers will personally administer the interview, the distribution

and retrieval of the questionnaire. Before the sources of data answer the

interview and the questionnaire, the researchers will inform them that they have

the right to refuse from participating in the interview and the survey and that there

would be neither reward nor punishment from the participation or non-

 30

participation from the study. In collecting the data using the interview and survey

method, the researchers will apply all the necessary ethical considerations in

conducting a social science research.

The collected data from the interview will be analyzed using the qualitative

method of data analysis using the thematic analysis of collected data popularized

by Colaizzi (1978). While the collected data from the survey questionnaire will be

collated and consolidated in a spreadsheet program such as MS Excel and will

be submitted to a statistician for a proper statistical treatment.

Treatment of Data

The quantitative data survey results will be collated and consolidated in a

spreadsheet program such as MS Excel. Afterwards, the consolidated data will

be copied to Statistical Package for Social Sciences (SPSS Ver. 23.00 for

Windows) and appropriate statistical analysis will be employed.

The data as to the dependent variables which are the knowledge and

practice level of the respondents on traffic rules and regulations in terms of

ordinances and signages will be analyzed using the descriptive statistics such as

frequency, totals, mean and weighted mean.

As to the independent variable which is the lived experiences of the

pedicab drivers in terms of drivers attitude concerning their age and experience,

drivers behavior, and road safety and incidents.

Meanwhile, the qualitative study that follows the phenomenological inquiry

method the data collected from the interview will be analysed using the thematic

analysis of collected data popularized by Colaizzi (1978).

 31

It is an approach of explaining and interpreting qualitative research data to

identify meaningful information and organize it into themes and categories. In this

study, the researchers will use an interview with open-ended questions to reveal

how pedicab drivers think and feel in certain situations such as experiencing new

environment and adapting to new traffic rules.

After the interview with the informants, their verbatim responses are

transcribed and coded. Colaizzi's method on thematic qualitative data analysis

involves the following: (a) Familiarization of data to capture the general sense of

of the whole content by reading through all the participants account several

times. (b) Identification of significant statements in the account that are of direct

relevance to the phenomenon under investigation. (c) Formulation of meanings

of the extracted statements. (d) The formulated meanings are clustered into

themes that are common across all accounts. (e) Developing an exhaustive

description by writing a full and inclusive description from all the themes

produced. (f) The researchers will produce the fundamental structure and

describe it. (g) Lastly, the researchers’ seeked verification of the fundamental

structure to the respondents to ask whether it captures their experience.

To test the null hypothesis which is the significant relationship between the

knowledge and practice level about traffic rules and regulations of the

respondents as to their Lived Experiences, the Pearson Chi-Square test was

used.
 32

Scoring Procedures

To quantify the variable that is qualitative in nature such as the knowledge

and practice level on traffic rules and regulations in terms of ordinance and

signages, the respondents were asked to rate each item using a four-point Likert

scale system where 4 is the highest and 1 is the lowest. The gathered data were

categorized using the following categories:

1. Knowledge level of the pedicab drivers

Weight Range Category Verbal Descriptions

4 3.26-4.00 IKVW I Know Very Well

3 2.51-3.25 IK I Know

2 1.76-2.50 IKVL I Know Very Little

1 1.00-1.75 IDK I Don’t Know

2. Practice level of the pedicab drivers

Weight Range Category Verbal Descriptions

4 3.26-4.00 A Always

3 2.51-3.25 SO Sometimes

2 1.76-2.50 SE Seldom

1 1.00-1.75 N Never
 33

Chapter 4

DATA PRESENTATION AND INTERPRETATION

This chapter discusses the presentation, data analysis, interpretations and

findings from 20 survey questionnaires of the following data: the background

characteristics of the respondents, their knowledge and practice level on traffic

rules and regulations.

THE KNOWLEDGE LEVEL OF THE RESPONDENTS ON TRAFFIC RULES

AND REGULATIONS

The Knowledge Level of the Respondents In terms of Ordinances

This section discloses the answers of the respondents’ to the listed

questions based from the survey and the weighted response of the gathered

data. The mean (M), Standard Deviation (SD) and Verbal Descriptions (VD) of

the respondents in terms of their knowledge level to Ordinances as Traffic Rules

and Regulations are being presented. This table below shows the interpreted

mean variables of the study that give support from the review of related literature.

Table 2
The Knowledge Level of the Respondents In terms of Ordinances
n=20

Μ SD VD
1.1 Drivers are to register their pedicab units in
3.95 0.22 IKVW
their localities
1.2 Drivers are to participate in the seminars
programmed by their localities 3.95 0.22 IKVW
1.3 Pedicab drivers should get a license before
operating their units 4.00 0 IKVW
 34

1.4 Drivers are responsible to yield to pedestrians’

right in crossing the street 4.00 0 IKVW
1.5 Drivers are not allowed to operate when under
the influence of alcohol and of drugs. 3.80 0.70 IKVW
1.6 Blue-colored units can only operate on
Mondays, Wednesdays and Fridays while yellow -
4.00 0 IKVW
colored units can only operate on Tuesdays,
Thursdays and Saturdays.
1.7 Both colored units can operate on Sundays
4.00 0 IKVW
and Holidays
Σμ =
0.163295 IKVW
3.9

Legend:
4 3.26-4.00 IKVW I Know Very Well
3 2.51-3.25 IK I Know
2 1.76-2.50 IKVL I Know Very Little
1 1.00-1.75 IDK I Don’t Know

Table 2 showed that the respondents are well-educated when it comes to

the ordinances that are geared towards pedicabs, with some questions leaning

heavily on the mastery of the rules of the aforementioned ordinances while some

questions gained lesser numbers that may suggest that the specific details of

some ordinances are not familiarized by some of the respondents.

It may have gained these generally positive numbers because they are

widely practiced and observed along the streets of Danao, as all of the drivers

have experience in the roads of the city for at least a year. This coincides with

the idea of Mirman (2019) that the drivers have learned enough about the rules

and that this knowledge enables them to have a generally clean record on the

road. However, as mentioned earlier, some respondents are not aware or do not

practice some of the ordinances or rules that are included in the researchers’

questionnaire. For example, Respondent 3 does not quite know that drivers are
 35

to participate in locally-organized seminars geared towards them. Respondent 16

answered that he knew, but not extensively, that drivers are not allowed to drive

while under the influences of alcohol or drugs, while Respondent 13 answered

that he does not know about the rule at all.

This means that despite the apparent and ample experience, some drivers

are still unaware of some ordinances and are in need of guidance and learning.

As stated previously in the studies of Üzümcüoğlu and Özkan (2019), Ang et al.

(2019) and Mirman (2019), male participants aged 19 to 25 reported high

instances of violations together with their limited experiences. However, older

drivers with longer experiences still commit lapses on the road, which may have

been affected by lack of concentration or attention brought about by old age.

The Knowledge Level of the Respondents In terms of Signage

This section discloses the answers of the respondents’ to the listed

questions based from the survey and the weighted response of the gathered

data. The mean (M), Standard Deviation (SD) and Verbal Descriptions (VD) of

the respondents in terms of their knowledge level to road signages as part of the

Traffic Rules and Regulations are being presented below.

Table 3
The Knowledge Level of the Respondents In terms of Signage
n=20

Μ SD VD

2.1 No parking 3.20 1.24 IK

2.2 No Loading/Unloading 3.80 0.52 IKVW
 36

2.3 No left turn 3.85 0.37 IKVW

2.4 No Entry 3.80 0.52 IKVW
2.5 Slow moving vehicles, Keep
3.35 0.99 IKVW
right
2.6 No Overtaking 2.70 1.26 IK
2.7 Slow Down, School Zone 3.85 0.37 IKVW
Σμ =
0.75 IKVW
3.51

Table 3 showed that the respondents are mostly well-educated when it

comes to the signages scattered along the roads of the city, with most questions

earning responses that suggest that the drivers are well-informed about the

signages. However, two of the questions (2.1 and 2.6) only gained the weighted

verbal description of “I Know,” suggesting that a significant number of

respondents barely knew of the signages.

Five of the questions gained a very positive feedback, partly due to the

abundance of these signages in the city proper. However, the two questions

mentioned have gained only a positive feedback, unlike the other questions. It

may be due to not fully identifying the signages, as shown in the responses for

these questions. Four respondents did not know of the sign shown for the first

question (no parking), while five respondents also did not know of the sign in the

sixth question (no overtaking). Other respondents barely knew of the signs (one

respondent for 2.1, four for 2.6) while some did not intricately recognize or know

of the signs (two respondents for 2.1, three for 2.6).

 37

With these results, it may be derived that despite the majority of drivers

knowing about the signs with enough exposure to it during their duration on the

road, some still pass by these signs that are unable to identify these said signs.

These results coincide with the observations made by Üzümcüoğlu and Özkan

(2019), Ang et al. (2019) and Mirman (2019) which stated that experience does

not always equate to gaining knowledge on the road, because despite the

exposure to these aforementioned signs, some drivers still do not recognize the

images.

THE PRACTICE LEVEL OF THE RESPONDENTS ON TRAFFIC

RULES AND REGULATIONS

The Practice Level of the Respondents In terms of Ordinances

This section discloses the answers of the respondents’ to the listed

questions based from the survey and the weighted response of the gathered

data. The mean (M), Standard Deviation (SD) and Verbal Descriptions (VD) of

the respondents in terms of their practice level to Ordinances as part of the

Traffic Rules and Regulations are being presented. This table below shows the

interpreted mean variables of the study that give support from the review of

related literature.

Table 4
The Practice Level of the Respondents In terms of Ordinances
n=20

Μ SD VD
1.1 I register my pedicab unit in my locality 3.95 0.22 A
every year
 38

1.2 I participate in the seminars or symposiums 4.00 0 A

programmed by my locality
1.3 I avail a driver’s license before operating my 3.85 0.67 A
pedicab unit
1.4 I am responsible to follow pedestrian’s right 3.95 0.22 A
in crossing the street
1.5 I don’t operate my pedicab when I’m in the 3.95 0.22 A
influence of alcohol and drugs.
1.6 I only operate my pedicab during Mondays, 3.90 0.45 A
Wednesdays and Fridays/ I only operate my
pedicab during Tuesdays, Thursdays and
Saturdays.
1.7 I operate any of my pedicab units during 4.00 0 A
Sundays and Holidays
Σμ = 0.26 A
3.94
Legend:
4 3.26-4.00 A Always
3 2.51-3.25 SO Sometimes
2 1.76-2.50 SE Seldom
1 1.00-1.75 N Never

Table 3 illustrated that the respondents always follow the rules and

regulations set by the ordinances, as majority of the questions gained a perfect

standard deviation, meaning that all the answers were marked as “always,” while

some questions gained numbers that were significantly positive and ended up in

the weighted conclusion of “always.” In interpretation, this may be taken as that

the respondents are well aware of the rules and are practicing them. However,

once we analyze the answers of each respondent, some answered that they do

not always follow these rules.

One such instance would be Respondent 11’s answer to the third question

(I avail a driver’s license before operating my pedicab unit.). His response is that

he was about to register his vehicle but did not managed to pass through the

deadline and the government has already closed the registration for there are too
 39

many pedicab vehicles on the road, opting to drive without availing of a license,

otherwise known as a colorum driver. Respondent 20 also responded

“sometimes” to the fourth question (I am responsible to follow pedestrian’s right

in crossing the street,) wherein he may have exerted an aggressive behaviour

towards pedestrians and answered “always” to the sixth question (I only operate

my pedicab during Mondays, Wednesdays and Fridays/ I only operate my

pedicab during Tuesdays, Thursdays and Saturdays) which might be because

pedicab driving is the only regular occupation the respondent has and obtaining

both colors to work everyday. Respondent 9 also answered “sometimes” to the

first question (I register my pedicab unit in my locality every year.) This may

mean that he has not registered his unit ever since the start of his occupation or

that he has skipped years of registration due to negligence (e.g. registered in

2012, not registered in 2013, re-registered in 2014 and so on.)

In the grand scheme of things, these responses paint a contrasting image

to the generally positive results that the table has garnered. Despite the results

indicating that the pedicab drivers act perfectly on the road, some drivers still

face difficulties with ordinances in the city. One is that the drivers may lack

sufficient knowledge about these aforementioned rules. However, it cannot be

denied that despite them having the sufficient knowledge, they choose to defy

these set rules. This defiance may be caused by the very little pay they earn

every day, which in turn may cause them to forgo registration for their units and

themselves, whose process would require a sufficient amount of money, and also

forgo the following of Ordinance No. 01-16 or the color-coding policy due to the
 40

fact that the common range of their pay (Php 201.00 to Php 400.00) would not

last for more than a day as they are faced with the inflation rates of goods in the

market.

The Practice Level of the Respondents In terms of Signage

This section discloses the answers of the respondents’ to the listed

questions based from the survey and the weighted response of the gathered

data. The mean (M), Standard Deviation (SD) and Verbal Descriptions (VD) of

the respondents in terms of their practice level to Ordinances as part of the

Traffic Rules and Regulations are being presented.

Table 4
The Practice Level of the Respondents In terms of Signage

Μ SD VD
2.1 I follow the no parking 3.95 0.223607 A
sign
2.2 I follow the no 3.95 0.223607 A
loading/unloading sign
2.3 I follow the no left turn 3.90 0.447214 A
sign
2.4 I follow the no entry sign 3.85 0.48936 A
2.5 I give way to fast moving 3.95 0.223607 A
vehicles
2.6 I follow the no overtaking 3.70 0.656947 A
sign
2.7 I slow down when near 3.90 0.307794 A
the school zone.
Σμ = 0.367448 A
3.885714
Table 4 illustrated that the respondents always follow the signages posted

along the roads of the city, as all questions gained the weighted mean that

corresponded to “always”.) In interpretation, this may be taken as that the

respondents are familiar with these so-called signages. However, once we

 41

analyze the answers of each respondent, data showed that not all follow the said

signs.

An example would be the response of Respondent 13 to the third question

(I follow the no left turn sign) which is “seldom” and it is otherwise

understandable because this sign is rarely seen in the locality. Similar responses

are given by Respondent 9 to the sixth question while Respondent 3 and 18

responded “sometimes” on questions 4 and 6 which are the (I follow the no entry

sign and I follow the no overtaking sign) wherein Respondent 3, based on the

previous data gathered, knows very little about these signs, to simply put it that

he does not follow these signs because he does not acquire the knowledge to

what it means. On the other hand Respondent 16 and 19 answered sometimes

to the seventh question (I slow down when near the school zone) despite having

the knowledge to know the meaning of the signage sometimes they have gone

incautious to secure the safety of children who are crossing the street and

consciously do what is not acceptable. Several respondents, namely Respondent

2, 4, 5, 6 and 7 are very excellent as they know the signs, know their meaning

and did the right thing to do which is to follow and obey.

Results shows that there are respondents who are not knowledgeable

about the signs and so they do not follow the signages, that causes the sign to

be meaningless on the process, meanwhile several respondents are stubborn

enough to disobey road signs even though they are capable and knowledgeable

to know what it means. On the other hand, a certain number of respondents are
 42

fully aware of what road signages means and practice it by following the

message what the sign conveys.

This is coherent to the Experiential Learning Theory of David E. Kolb. As

cited by David L (2007), wherein learning is a process whereby knowledge is

created through the transformation of experience The theory presents a cyclical

model of learning consisting of four stages: Concrete Experience (or Do),

Reflective Observation (or Observe), Abstract Conceptualization (or Think) and

Active Experimentation (or Plan). Anyone may start at any stage, but must follow

each other in the sequence. On the first stage, the Concrete Experience (or Do)

as it was also a policy here in Danao City that before every pedicab drivers could

get their license or driving permit they would undergo several seminars and in

these seminars they are introduced and taught the different signages and rules in

the road. On the Reflective Observation (or Observe), drivers are basically

observant to imitate someone or something they know as right while on the road,

an example for that is following road signs. On the third stage Abstract

Conceptualization (or Think) focuses on their thinking skills whether to follow the

road sign or not. The last stage Active Experimentation (or Plan) is the actual

implementation of what they learn.

The second stage from the Experiential Learning Theory is somewhat

related to the Theory of Adaptation which is also coherent to the study as it

assumes that the human beings tries to adapt its’ behaviour to the environment.

Some drivers tend to learn negative lessons from the environment where they

drive, such as driving faster and in a more risky way, where they have to adjust
 43

their behaviour to other vehicles, pedestrians and cyclists. Some drivers may

also learn positive lessons from the environment, despite not having prior

knowledge about the sign. For example, a street has a no entry sign. The

pedicab driver may not recognize the sign, however he sees the vehicles before

him not entering the area beyond the sign, so the pedicab driver does not go

further as well and he’ll remember that the sign means that no vehicle may enter

the area beyond it. In this scenario, the environment has also influenced and

made a mark on the driver’s memory, leading him to more or less recognize and

following the sign that was once foreign to him. According to Molt and Beyrle

(1982), these approaches already apply in the theory of adaptation. Traffic rules

and regulations vary among nations and cities, and with that, drivers’ must adapt

to the law or ordinances implemented within that particular area.

A drivers’ practice level about anything they know may be acquired

through any of these stages. In most cases, drivers consider themselves as

knowledgeable in traffic rules and regulations, however these knowledge were

not put it into practice. In some cases also, the drivers acquire knowledge

through observing other people’s practice.

Respondents’ Knowledge Level and Practice Level on Traffic Rules and

Regulations

The correlation between the respondents’ knowledge level and their

practice level on Traffic Rules and Regulations is presented in the table below

and an inference follows.

 44

Table 5
The relationship between the Respondents’ Knowledge Level and the Practice
Level

Chi-Square Tests

Value Df Asymp. Sig. (2-

sided)

Pearson Chi-Square 7.692a 2 .021*

Likelihood Ratio 8.448 2 .015
1.734 1 .188
Linear-by-Linear Association

N of Valid Cases 20

a. 5 cells (83.3%) have expected count less than 5. The minimum

expected count is .50.
* = significant at 0.05 level of significance

Table 10 showed that there is a significant relationship between the

variables tested at 0.021 level of significance compared to 0.05 acceptable level

of significance of the null hypothesis. Thus the study rejects the null

hypothesis.

The data indicated that the knowledge level of the respondent does affect

their practice level. This coincides with the ideas presented by Hussain and Shi

(2019) in their study regarding drivers in Pakistan. Their statistical tools have

proved that driver training is a significant predictor of violations/errors committed

willingly by the drivers, suggesting that drivers undergoing trainings are less

involved in committing these errors than those with no formal training.

 45

This is also supported by Batool and Carsen (2017), where they linked the

poor behavior of the drivers to the lack of knowledge about traffic rules and

regulations, backed by the statistics of their findings, since more than half of the

population was found to be driving without any formal training. The training of

these drivers came only from their relatives who drive as well, which may have

influenced their behavior and views on the road and the rules implemented there.

This method of training, in contrast to formal or professional training, creates

ignorant drivers who may unwittingly commit violations on the road because they

have no knowledge about specific rules or ideas that the relative-led training may

not have covered, such as the traffic lines on the road or specific signages.

The result also lines up with the insights of Mirman (2019) that despite the

vast experience of the drivers, it cannot be a determinant of whether they will

commit violations. Rather, the driver’s training prior to actual driving may be that

determinant. Mirman alludes that if the driver is properly educated about the rules

and regulations with regards to traffic, the driver may maintain a clean record.

We may also connect the background information provided by Irene,

Laurilla and Bajado (2015) with the results of the study made by Hussain and Shi

(2019). Here, Irene, Laurilla and Bajado cite that most pedicab drivers only

attained elementary levels of education. In Hussain and Shi's study, compared to

drivers with high educational attainment, those with lower educational attainment

commit more violations on the road. This may be because with basic education,

discussions about rules and regulations are made, giving those with higher

educational attainment more background prior to driving.

 46

LIVED EXPERIENCES OF DRIVERS ON

TRAFFIC RULES AND REGULATIONS

Vehicle Maintenance

An essential part of the drivers’ occupation is the maintenance of their

vehicles. Each respondent has their own ways of taking care of their pedicab.

People such as Respondent 1 regularly put lubricant oil on their bicycle’s chain,

while people like Respondent 9 accumulate tools to repair his pedicab should the

need arise. Respondent 2 opted to save 30 pesos off his earn per day in order to

make a fund to pay for repairs in the future, while Respondent 7’s pedicab

undergo weekly check-ups to ensure that his vehicle is well-kept.

These are very much in line with the strategies suggested by William

Haddon for road safety, created with the analysis of the events and factors that

may affect the consequences of accidents through the Haddon Matrix. One of its

objectives is to provide interventions to prevent accidents from happening. The

maintenance of one’s vehicle may be considered as an intervention enacted by

the drivers themselves in order to keep the roads of the city safe.

Accident Involvement

Every day, many accidents happen on the road, be it bicycles,

motorcycles, cars or cargo trucks. Naturally, pedicabs will also experience

accidents – directly or indirectly – on the road. Most of the respondents have,

fortunately, not experienced such casualties. As stated by Respondent 3, “Wala

sad ko kita pud kay puros man mi nagamping tanan.” (I did not witness (nor
 47

experienced) an accident because we are all cautious and careful.) This is

supported by the findings of Machado-Leon, Oña, Eboli and Mazzulla (2016), the

drivers’ driving styles are how people choose to drive, which is influenced by

habits developed over time. Most of these drivers have several years under their

belt as pedicab drivers and have, since then, taken great care to avoid accidents

as much as possible. One such example is Respondent 1, who has been driving

since 1992, has never been involved in an accident for the entirety of his

occupation.

However, not all drivers can avoid accidents. Respondent 2 has

experienced an accident wherein his pedicab was slammed into by another

pedicab from behind, resulting in his pedicab to hit a parked automobile. In this

instance, the driver was involved in a minor accident, which is supplemented by

Heinrich’s Domino Theory. In this theory, he assumed that an accident consists

of a single event with a cause. The single event in this scenario is the collision of

Respondent 2’s pedicab to the parked car due to an external force that was

another pedicab slamming him from behind. The theory suggests that the cause

of the accident must be eliminated, in this case the malfunctioning pedicab.

Another problem is the modern traffic system. It does not ensure the

safety of bicycle-related vehicles. The streets of Danao’s Poblacion area are very

congested. There is no regulation as to parking; hence most car owners park

their cars by the sidewalks near their homes. Usually, in these roads, traffic

builds up very easily, and spaces to pass through become very narrow. The gap

between passing vehicles are only a breath’s space away. Due to this, the
 48

streets are very hazardous not only for motorcycles and bicycles, but for

pedicabs as well. This will make the drivers vunerable to accidents, no matter

how careful they may be while driving.

Rule Violation and Sanctions

The law governs over all actions of society, even down to the most minute

of details, like rules to be followed while driving. Most of the respondents have

chosen to follow the laws created for driving, as well as the ordinances especially

tailored for those who drive pedicabs. Most drivers understand the laws and the

reasons why they were enacted in the first place, evidenced by Respondent 9’s

statement: “Oh, sunod jud na nako tanan, mao may balaod sa atong traffic.”

(Yes, I follow all the laws since those are the rules set by our traffic regulatory

board.) Respondent 5 also feels strongly about following the rules, like the no

entry sign, where he states that “…kay kana nakahibaw na mi daan, no entry

gani dili gyud na pasudlan ug sikad, tawo ra gyud nay musud.” (… because we

already know, if it is a no entry zone, pedicabs are not allowed to go in, only

people can.)

However, some of the respondents cannot deny that there are rules that

they find difficult to obey. Respondent 2 cites that parking at a no parking zone or

unloading at a no unloading zone is almost impossible due to the fact that some

passengers flag them down at a pedestrian lane and when they unload their

passengers, often times, a pedicab would be unloading before them, resulting in

them not stopping their vehicle in the right places. Respondent 8 also finds
 49

problems with the pedestrian lane, stating that he often does a U-turn at a lane

because of the passengers that flag them down. Respondent 6 finds sticking to

the schedule provided by Ordinance 01-16 difficult, while Respondent 7 finds it

hard to curb his habit of smoking while driving pedicabs. Some of the

respondents, like Respondents 3, 4 and 5, have stated that they follow the rules

now, but have broken them at least once in the past. The experience is perfectly

summarized by Respondent 4: “Di man na kalikayan sa mga driver sa sikad kay

naa may kuan nga imbes di na pahunungan, nay mga pasahero atlan nganha

pahunong nya way traffic then muhunong ang mga driver sa sikad, inig balik sa

traffic di ka ka pangatarungan kay di sila maminaw sa among katarungan. pero

buot hunahunaon, kami muy sayop kay muhunung mi pero tungod sad na sa

among mga pasahero nga among gipang pickup sa among pagpaningkamot.” (It

is unavoidable for pedicab drivers because there are passengers who make us

stop at no stopping zones. We stop, and when the traffic board comes, we

cannot defend ourselves because they do not listen to us. However, when we

think about it, we were the ones at fault because we stop, but the passengers

that we load and unload are at fault to a degree as well.)

With these testimonies, we can affirm that despite the obedience of the

drivers to the laws enacted on the road, there comes a time that they cannot help

but break some of the rules for a number of reasons. One would be the fact that

this is their only source of income to support their basic needs immediately, as

observed by the study of Irene et. al. (2015). When the driver has possession of

only one yellow or blue-colored vehicle, their income will be hindered by the
 50

schedule of the color-coding system. Many drivers have subverted this problem

by renting or owning both blue and yellow pedicabs, but others can simply not

afford the pay to own or rent two pedicabs, thereby resorting to breaking the

schedule created by the government. Another would be the demands of their

passengers. As evidenced by the study done by Irene, Laurilla and Bajado

(2015), passengers have a say in the circulation of the pedicabs, for they are

customers of a service. Since the passengers are the drivers’ customers, they

can do nothing but abide and follow the whims of the passenger, even if they

may be illegal, like stopping at a pedestrian lane or at a no stopping zone.

Aid of the Government and the Traffic Regulatory Board

With the welfare of its people in mind, the national and local government

has also enacted laws, ordinances and programs to help those who are in

difficult situations. One such ordinance is Danao City’s Ordinance 01-16, where

the color-coding system was enacted. As mentioned by Respondents 2 and 5, it

helped the drivers because it cleared up the roads, leading to lesser accidents

and lesser traffic, especially in the area near Danao Public Market.

Other respondents find the government and the traffic board helping them

in different situations, such as being approachable whenever the drivers are

having problems (Respondent 1), reminding pedicab drivers to get licenses in

order to continue driving (Respondent 3), allowing the drivers to travel in the

main roads of Poblacion (Respondent 4) and being able to feed and send their

children to school through their income as pedicab drivers (Respondent 10).

 51

However, where there is praise, there is also room for improvement. The

ordinance and enforcement of traffic regulation is far from perfect, and some

drivers still have sentiments on improving the set rules and regulations. One such

sentiment is given by Respondent 6, who wishes that the fare would be bumped

up to ten pesos for farther destinations, such as Gaisano to Suba. Another

sentiment comes from Respondent 10, who stated that “Kani syang unta mga

traffic unta, ang gobyerno, kaning mga sakayanan diri sa kilid kilid sa daan para

dili makasamok, walay disgrasya maangol, ila unta ipahawa diri, ilang limpyohon

ang daan para ang dagan sa sikad dili makuan, dili maungot, dili makakuan,

makasagabal, dili makadisgrasya, wa say maangol nga tao.” (The traffic board

and the government should remove the cars parked on the sidewalks and clear

the streets so that there will be no accidents. Then, the pedicabs can travel freely

and not disturb nor hurt people), which is a valid sentiment in order to keep the

roads safe. The Domino Theory by Heinrich supports the idea presented by

Respondent 10 in the sense that the theory concluded that better safety requires

the cause/s of accident is established and eliminated, as well as Haddon’s

Strategies, where identifying road accident indicators may lessen road accidents.
 52

OUTPUT OF THE STUDY

INTERVENTION PLAN FOR

IMPROVEMENT OF THE PEDICAB
DRIVERS’ LEVEL OF KNOWLEDGE AND
PRACTICE TOWARDS TRAFFIC RULES
AND REGULATIONS

JUSTIN JADE D. ALMEREZ

KENT JAMES B. ARAGON
PIOLO S. CAMPO
KERR LEE ANDRE B. LAO
CRISLENE MAE B. CASONA
KYLE ZENITH M. DURANO
GENEVIEVE C. GULAY
CYRELLE KAYE T. ROLLAN

October 2019
 53

I. Rationale

In Danao City, the barangays of Poblacion and Looc are the hotspots of

these pedicabs, utilized by the citizens of the area for short-distance travelling, as

well as the main method of the delivery and fetching of goods from place to place

and of children from home to school and vice versa. The city has created traffic

regulations for these vehicles, such as the color coding of the pedicabs. This

color coding also serves as a sort of schedule for the drivers on which roads and

areas they can access on what days. Although the government had placed sets

of traffic rules and regulations that are to be followed by the drivers, majority

have not followed these rules. This is based on the alarming increase of the

statistics of traffic incidents around the country due to the drivers’ ignorance or

neglect of the implemented rules.

The result from the study KNOWLEDGE AND PRACTICE ABOUT

TRAFFIC RULES AND REGULATIONS OF PEDICAB DRIVERS revealed that

the pedicab drivers are well aware of the rules and are practicing the ordinances

established, and are familiar with these so-called signages. However, once we

analyze the answers of each respondent, data showed that not all follow the said

signs. Hence, it is suitable to create a program that would help the pedicab

drivers improve their knowledge and practice level towards the traffic rules and

regulations.
 54

II. Objectives

The proposed intervention plan is intended to:

1. To create a comprehensive blueprint and time table on an intervention

plan for “Intervention Plan for Improvement of the Pedicab Drivers towards
Traffic Rules and Regulations”.

2. To create a program that would assess the level of knowledge and

practice of the pedicab drivers towards traffic rules and regulations.

3. To enhance the pedicab drivers’ knowledge and to practice what they

learn.

III. Scheme of Implementation

1. Submit the proposal to the core program implementers.

2. Upon the approval, provide copies of the proposal to the persons

involved. The traffic management head should be well-informed and

the information should be cascaded down to his men as well as the

pedicab drivers.

3. Document the implemented programs and activities conducted

4. Monitor the implementation to determine the pace of the program.

5. Conduct of evaluation and research to improve the existing programs

and for improvement in future.

6. Compile the documents for future references.

 INTERVENTION PLAN FOR IMPROVEMENT OF THE PEDICAB DRIVERS 7.

TOWARDS TRAFFIC RULES AND REGULATIONS

Objectives Strategies Persons Budget Source Time Expected Actual Rema

Involved of Frame Outcome Acco rks
Budget mplish
ment
- Traffic Danao
To develop Conduct a seminar Manageme Php 35 City 3-5 Additiona - -
the pedicab for road safety nt Officials 000 Governm months l
drivers’ practices ent knowledg
knowledge e for
and apply it pedicab
- Pedicab
to their drivers
Drivers
everyday
task.
55
 Strategies Persons Budget Source Time Expected Actual Rema
Involved of Frame Outcome Accom rks
Budget plishm
ent
-The traffic officials -Traffic - Less
must update the drivers Managemen PhP 75 Danao Every colorum - -
000 City year Areas of
for these matter through t Officials pedicab
Governm Concern
social media and /or units
any means of media ent
for them to be informed Some
-Pedicab
Drivers -Minimize drivers
road are still
-To get a new license, accidents unaware
the drivers must take a of some
test to verify how well ordinanc
do they know traffic es and
rules and to avoid are in
further accidents in the need of
road guidanc
e and
learning.
56
Areas of Objectives
Concern

There -To inform

are those the drivers
drivers on how and
who when
wasn’t should they
able to apply for
apply for registration
getting a of pedicab
license units and
thus getting
making drivers’
them license
ineligible
to drive
57
BIBLIOGRAPHY
 34

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 36

Appendix A
Transmittal Letter
December 12, 2019
Maribeth E. Noya
Principal I
Ramon M. Durano Sr. Foundation –
Science and Technology Education Center
Banaba, Guinsay, Danao City

Ma’am,

Greetings! We, the Grade 12 HUMSS students of RMDSF-STEC, would like to ask
permission from your office to allow us to conduct our research among the pedicab
drivers in Danao City on January , 2019.

Our study entitled “Pedicab Drivers' Compliance to Traffic Rules in Danao City:
Exploratory Sequential Approach” will serve as our output for the subject Inquiry,
Investigation and Immersion. Our aim in this study is to find out what are the knowledge
and practice levels of the Pedicab drivers, as well as their lived experiences. The
researchers will conduct a survey through a researcher-made questionnaire for the
quantitative data and for the qualitative data, they will conduct an interview with the
pedicab drivers, assuring that the data and information gathered will remain confidential.

We are hoping for your positive response.

Respectfully yours,
Justin Jade D. Almerez
Kent James B. Aragon
Piolo B. Campo
Crislene Mae B. Casona
Kyle Zenith M. Durano
Genevieve C. Gulay
Kerr Lee Andre B. Lao
Cyrelle Kaye T. Rollan

Contents Noted:

EDILBERTO M. HINAY, M.A.Ed, M.A.Comm.

Research Adviser

Approval Recommended:

ARQUE G. BEDUYA, Ph.D.T.M.

Assistant Principal II

Approved by:

MARIBETH E. NOYA, M.A.Ed.

Principal I
 37

Appendix B

Survey Questionnaire for Quantitative Data

Respondent Number _______
I. Personal Background of the pedicab drivers

1. Age
2. Number of years as a driver

II. Knowledge Level on Traffic rules and regulations

As you read the following sentences about the traffic rules and regulations
enacted, you would determine your level of knowledge on that particular topic.
Please put a check mark on the appropriate space provided after each
statement.

Legend:
I Don’t Know (IDK) – if you completely don’t know about the enacted policy
I Know Very Little (IKVL) – if you know very little or barely about the enacted policy
I Know (IK) – if you know the enacted policy
I Know Very Well (IKVW) – if you totally know the enacted policy

1. Ordinances IDK(1) IKVL(2) IK(3) IKVW(4)

1.1 Drivers are to register their pedicab units
( ) ( ) ( ) ( )
in their localities
1.2 Drivers are to participate in the seminars
( ) ( ) ( ) ( )
programmed by their localities
1.3 Pedicab drivers should get a license
( ) ( ) ( ) ( )
before operating their units
1.4 Drivers are responsible to yield to
( ) ( ) ( ) ( )
pedestrians’ right in crossing the street
1.5 Drivers are not allowed to operate when
under the influence of alcohol and of drugs. ( ) ( ) ( ) ( )
1.6 Blue-colored units can only operate on
Mondays, Wednesdays and Fridays while
yellow -colored units can only operate on ( ) ( ) ( ) ( )
Tuesdays, Thursdays and Saturdays.
1.7 Both colored units can operate on
( ) ( ) ( ) ( )
Sundays and Holidays

2. Signages IDK(1) IKVL(2) IK(3) IKVW(4)

 38

( ) ( ) ( ) ( )

2.1

( ) ( ) ( ) ( )

2.2

( ) ( ) ( ) ( )

2.3

( ) ( ) ( ) ( )

2.4
 39

( ) ( ) ( ) ( )

2.5

( ) ( ) ( ) ( )

2.6

( ) ( ) ( ) ( )

2.7

III. Practice Level on Traffic rules and regulations

As you read the following sentences about the traffic rules and regulations enacted, you
would determine your level of practice on that particular topic. Please put a check mark
on the appropriate space provided after each statement.

Legend:
Never - if you totally never practice the enacted policy
Seldom - if you rarely practice the enacted policy
Sometimes - if you sometimes practice the enacted policy
Always - if you have always practice the enacted policy
 40

Never Seldom Sometimes Always

1. Ordinances
(1) (2) (3) (4)
1.1 I register my pedicab unit in my
( ) ( ) ( ) ( )
locality every year
1.2 I participate in the seminars or
( ) ( ) ( ) ( )
symposiums programmed by my locality
1.3 I avail a driver’s license before
( ) ( ) ( ) ( )
operating my pedicab unit
1.4 I am responsible to follow
( ) ( ) ( ) ( )
pedestrian’s right in crossing the street
1.5 I don’t operate my pedicab when I’m
in the influence of alcohol and drugs. ( ) ( ) ( ) ( )
1.6 I only operate my pedicab during
Mondays, Wednesdays and Fridays/ I
( ) ( ) ( ) ( )
only operate my pedicab during
Tuesdays, Thursdays and Saturdays.
1.7 I operate any of my pedicab units
( ) ( ) ( ) ( )
during Sundays and Holidays

Never Seldom Sometimes Always

2. Signage (1) (2) (3) (4)
2.1 I follow the no parking sign

( ) ( ) ( ) ( )

2.2 I follow the no loading/unloading sign

( ) ( ) ( ) ( )
 41

2.3 I follow the one way sign

( ) ( ) ( ) ( )

2.4 I follow the no entry sign

( ) ( ) ( ) ( )

2.5 I give way to fast moving vehicles

( ) ( ) ( ) ( )

2.6 I follow the no overtaking sign

( ) ( ) ( ) ( )
 42

2.7 I slow down when near the school

zone.

( ) ( ) ( ) ( )
 43

Appendix C
Questionnaire for Qualitative Data

1. How do you maintain your vehicle? The accessories of your vehicle?

2. Have you ever been involved in any type of accidents; what factor was
present?
3. What are some traffic rules you can’t avoid to violate? Why is it usually
violated?
4. Have you ever been caught by traffic enforcers violating traffic rules?
What was the sanction provided?
5. In what ways did the government or traffic enforcers help you as a pedicab
driver?
 44

Appendix D
City Ordinance
 45

Appendix E
Sample Screenshot of Anti-Plagiarism Test
46