PERCEIVE EFFECTIVENESS OF BIKE LANE FOR CYLISTS

ALONG
DR SANTOS AVENUE VICINITIES BARANGAYS SAN
DIONISO AND SAN ISIDRO, PARAÑAQUE CITY

______________________________

An Undergraduate Thesis
Presented to the
Faculty of the College of the College of Criminology
Olivarez College

______________________________

In Partial Fulfillment
Of the Requirements for the Degree
Criminology

______________________________

By

FLORANTE A MENDAVIA JR.

JOHN PAUL C DOQUILA
JERICO R BAUTISTA
KEMP S ESTRELLA
MIKE JONES O PADILLA
VINCENT CLEIN MANLANGIT

2023
 ii

APPROVAL SHEET

This thesis hereto entitled:

PERCEIVE EFFECTIVENESS OF BIKE LANE FOR CYLISTS

ALONG
DR SANTOS AVENUE VICINITIES BARANGAYS SAN
DIONISO AND SAN ISIDRO, PARAÑAQUE CITY

Prepared and submitted by FLORANTE A MENDAVIA JR.,

MIKE JONES O PADILLA, JOHN PAUL C DOQUILA, JERICO
R BAUTISTA, KEMP S ESTRELLA and VINCENT CLEIN
MANLANGIT in partial fulfillment of the requirements for the degree
of Bachelor of Science in CRIMINOLOGY has been examined and is
recommended for acceptance and approval for Oral Examination.

MR. GONZALO K RICAPLAZA

Adviser

Approved by the Committee on Oral Examination with a grade of

PASSED on _______________

ROD JERICHO R. EUGENIO, RCRIM

Chairman

HASSANOUR CALI, RCRIM DR MA GEMMA R ROJALES

Member Member

Accepted in partial fulfillment of the requirements for the degree

of Bachelor of Science in CRIMINOLOGY.

DR MA GEMMA R ROJALES
Dean, CES
 iii
Abstract

Title : PERCEIVE EFFECTIVENESS OF BIKE LANE

FOR CYLISTS ALONG DR SANTOS AVENUE
VICINITIES BARANGAYS SAN DIONISO AND
SAN ISIDRO, PARAÑAQUE CITY
Author/s : FLORANTE A MENDAVIA JR.
MIKE JONES O PADILLA
JOHN PAUL C DOQUILA
JERICO R BAUTISTA
KEMP S ESTRELLA
VINCENT CLEIN MANLANGIT
Course : Bachelor of Science in Criminology
Year : 2021 – 2022

This study intends to examine the perceived effectiveness of

cyclists in using bike lanes and to see if the research problem is present

in Barangays San Dionisio and San Isidro, with cyclists as the study's

subjects. This study does not cover all barangays in Parañaque City

because of the enormous number of bikers. The study's focus area is

limited, but it has the capacity to be beneficial to cyclists on Dr. Santos

Avenue. The researcher employed quantitative research as the study's

research design. The data was collected from the respondents via

questionnaires. San Dionisio has a sample size of 137 people, whereas

San Isidro has a sample size of 175. Researchers conducted interviews

 iv
with the 312 cyclists. All the results of the findings in every variable of

the study are considered effective. It means that there are things that

need to be improved in bike lanes in both barangays to become highly

effective. Meanwhile, the problems encountered by the respondents are

considered serious. This means that the majority of cyclists are having

difficulties using bike lanes. Consequently, the researchers discovered

the study's findings and continued to offer practical remedies that will

help cyclists, traffic management, and future researchers using this

research

Keywords: Perceive, Effectiveness, Traffic Management, Cyclist,

Bike Lane
 v
ACKNOWLEDGMENT

First and foremost, praise and appreciation are due to God, the

Almighty, for showering blessings on the scientific endeavor and

ensuring its success.

The researchers are grateful to their parents for their love,

understanding, compassion, and sacrifices, as well as for teaching and

preparing them for their future. They would not have been able to attain

their goal and milestone in life without them.

We are grateful to Dr. Cynthia Acosta, Executive Dean, for

providing the research facilities.

To our thesis adviser, Mr. Gonzalo K Ricaplaza, thank you for

giving some time to advise and monitor our study work.

Dr. Ma Gemma Rojales, for her help, advice, guidance,

insightful comments, recommendations, and provision that much aided

the competition and the success of this study. Also, thank you for always

lending your hand to all students.

The researchers are grateful to Dr. Alfonso Leyno Javier, the

subject teacher in Criminological Research, for giving all of the

necessary materials, classes, and other resources to complete a proper

 vi
research paper. The researchers also express their gratitude for his time

and patience in guiding them through their research.

Mr. Jericho Eugenio, Head of the Criminology Department, for

his encouragement and support, as well as his guidance and suggestions.

Finally, they express their gratitude to everyone who has helped

them finish the research work, both directly and indirectly. This includes

their classmates.
 vii
TABLE OF CONTENTS

Page

TITLE PAGE…………………………………………………………….i

APPROVAL SHEET................................................................................ii

ABSTRACT............................................................................................iii

ACKNOWLEDGMENT..........................................................................v

TABLE OF CONTENTS........................................................................vi

LIST OF APPENDICES.........................................................................ix

APPENDIX.............................................................................................ix

LIST OF TABLES....................................................................................x

TABLE.....................................................................................................x

LIST OF FIGURES.................................................................................xi

FIGURE...................................................................................................xi

LIST OF ABBREVIATIONS AND ACRONYMS...............................xii

ABBREVIATION AND ACRONYM...................................................xii

Chapter I INTRODUCTION....................................................................5

Background of the Study..............................................................6

 viii
Review of Related Literature and Studies....................................7

Theoretical Framework...............................................................16

Conceptual Framework...............................................................17

Statement of the Problem............................................................18

Hypothesis..................................................................................20

Scope and Limitations................................................................20

Significance of the Study............................................................21

Definition of Terms....................................................................22

Chapter II METHODOLOGY................................................................25

Research Design.........................................................................25

Population and Sampling............................................................26

Participants.................................................................................26

Research Instrument...................................................................31

Data Gathering Procedure...........................................................32

Data Analysis..............................................................................33

Chapter III RESULTS AND DISCUSSION..........................................35

 ix
Chapter IV CONCLUSIONS AND RECOMMENDATIONS..............69

Conclusions.................................................................................70

Recommendations.......................................................................72

REFERENCES.......................................................................................74

APPENDICES........................................................................................78
 1
LIST OF APPENDICES

Appendix Page

A Output 78

B Survey Questionnaire 80

C Letter 84

D Curriculum Vitae 87
 2
LIST OF TABLES

Table Page

1 Distribution of Respondents based on 35

Demographic Profile

2 Level of Effectiveness 42

3 Problem Encountered 63
 3
LIST OF FIGURES

Figure Page

1 Conceptual Framework 18
 4
LIST OF ABBREVIATIONS AND ACRONYMS

DPWH Department of Public Works and Highways

RNF Risk/Need Factors

LGU Local Goverment Units

IPO Input-Process-Output
 5
Chapter I

THE PROBLEM AND ITS BACKGROUND

This chapter includes the study's background, a review of related

literature, a theoretical framework, a conceptual framework, a statement

of the problem, scope and limitations, the study's significance, and

lastly, the definition of terms.

Introduction

In Metro Manila, cycling is supposed to be the new normal.

Several local government units (LGUs) recognized this, and as a result,

bike lanes can now be found on nearly all roadways in Metro Manila.

However, it appears that Filipinos are still unfamiliar with the newly

created bike lanes, in contrast to some countries such as Japan and other

Western countries, which have long promoted bike commuting as a

mode of daily transportation, prior to the COVID 19 pandemic (Manila

Bike Commuter, 2021) However, Cyclists have different perspectives

when it comes to using bike lanes. They shun bike lanes for a variety of

reasons. They also find it difficult to follow the rules, even when they

are aware of them. Some think the bike lane is unsafe, while others think

it isn't. noted that in order to improve their safety, cyclists occasionally

forgo using bike lanes. They will use them when it is appropriate, but
 6
there are a variety of reasons why they will not utilize them

(Robertshaw, 2018).

Bicycling is quite safe. Rather, it is the atmosphere that we have

chosen to establish that is the problem. We build communities that value

automobiles over all other means of transportation, and we don't

consider bike mobility enough to make it work with inadequate

infrastructure. Nevertheless, it all boils down to our out-of-date attitude

about bicycles. Filipinos have a lot of imbecile assumptions, such as

riding a bike on the road being illegal.

Background of the Study

Better solutions must be found in order to overcome the issues

that cyclists have when using bike lanes. Improvement in their

perceptions of traffic rules, safety, and collisions is also important. Then

it's time to figure out what influences their perceptions. With this in

mind, the researchers want to know how cyclists feel about utilizing bike

lanes on Dr. Santos Avenue in Parañaque City, which connects the two

barangays that are being studied: Brgy San Dionisio and Brgy San

Isidro, and how they feel about using them. A comparative analysis is

part of this study.

 7
Review of Related Literature and Studies

The researchers perceived on related review literature which will

lay out the frame of reference to the study. This section contains the

series of event and discussion that is related to the researcher’s study

that will improve the analysis and interpretation of the results. This

review will help the researchers to strengthen the input in the study

which will contribute to better understand the research approach.

Perception of Cyclist to traffic collision and other road users.

In the Philippines, some cyclists argue that the infrastructure is

inadequate, while others allege that bike lanes are also used by

motorcyclists. Meanwhile, some motorists argue that the bike lanes with

permanent dividers have increased the volume of traffic. For better

movement, cyclists, on the other side, seek broader bike lanes. They also

say that parked cars and motorcycles frequently obstruct the lanes

(Altoverus, 2021)

According to Giron (2018), he explained that failure to

comprehend traffic hierarchy is at the root of cyclists problems.

Motorized vehicles should not take precedence over pedestrians and

bikes. Despite this, most of the roads include multiple automobile lanes,

a parking embankment, and a sidewalk for additional car parking.

 8
Pedestrians are left to stray into the road while weaving between cars

that have taken the sidewalk, while cyclists are forced to navigate

around them without colliding with pedestrians or being hit by cars.

In addition to that, Schepers (2020), claimed that people who

have been in a bicycle-motor vehicle collision are more likely to believe

it is the most common cause of hospitalization for cyclists, whereas

people who have been in an accident without a vehicle are more likely to

believe it is the most common cause of hospitalization for cyclists.

Consequently, Sanders (2015) asserted that bikers who have had

near misses or crashes appear to be more alert of the dangers of traffic,

particularly those who have had near misses. It was discovered that near

misses are: substantially more prevalent than crashes and far more

strongly connected with perceived traffic risk than collisions

Different approaches are executed to determine and solve the

problems of cyclist in using bike lane as it still one of the primary

challenges for them everyday, one can only wonder and search for

answers to this occurring problem.

One solution by Schaefer (2019) is that physical barriers, not just

lines painted on the road, do the best job of keeping cyclists safe. When

cyclists and drivers share a lane, drivers tend to give them wider berth,
 9
as they would when they are passing another car. But when there is a

marked bicycle lane, the driver may not think to leave extra distance

between their car and the rider.

Also, according to the results of the model of Wang & Akar

(2018) certain cycling facilities have different effects on different types

of bicyclists. Installing two-stage turning boxes may increase the

perceived safety of regular and potential bicyclists.

When roads are restored without adequate safety measures in

place, such as signage and barriers, the safety of cyclists is threatened.

The bulk of our bike lanes are on the right side of the road, thus cyclists

turning left are unable to pass through. Cars and other vehicles utilize

bicycle lanes for loading (Manila Bike Commuter [MBK], 2021)

According to report of Gong (2020), Mayor Edwin Olivarez has

directed that Ordinance 2020-23 be strictly enforced by the city's traffic

and parking management agency. The outside lane of Dr. A. Santos

Avenue up to Ninoy Aquino Avenue is designated for bicycles and

motorbikes per the legislation. The 12-kilometer road's inner lane is

reserved for private automobiles. Delivery trucks, vans, and other

lengthy vehicles use the center lane.

 10
According to Olivarez, the city authority has placed road

markings to prevent accidents. Owners of vehicles parked illegally in the

bicycle and motorbike lanes will be penalized P1,000 per incident, he

said. Riders on motorcycles and bicycles who stray from the designated

lane would be fined P1,000 and P500, respectively. The no-contact

apprehension policy will send notices and tickets to violators. With

limited public transportation during the pandemic, Olivarez encouraged

the public to use bicycles as an alternative mode of transportation

Traffic Safety

According to Lawson (2013), the perception of cycling as an

unsafe mode of travel is a significant obstacle in increasing the mode

share of bicycles in a city. Hence, it is important to identify and analyze

the factors which influence the safety experiences of the cyclists.

Kummeneje (2020), explained that perception and attitudes

toward traffic safety are both crucial factors in cyclists' risk-taking

behavior in traffic. Car drivers and pedestrians are the primary users of

the road infrastructure and traffic regulations. Cycling infrastructure and

traffic rules for cyclists as road users would need to be amended if

cyclists' attitudes were to be changed.

 11
In addition to that, Alhomaidat and Eljufout (2021) claimed that

the awareness among cyclists of different categories of Risk/Need

Factors (RNF) and it contributes to a better understanding of the

differences in perceived risks/needs within age groups, genders, and skill

levels. It included three main categories of Risk/Need Factors (RNF)

related to cycling: infrastructure-related, traffic-related, and facility-

related.

Furthermore, Sison and Filart (2020) discussed that there are

several reasons why cyclists leave the bike lane: There are hazards or

obstructions on the bike lane, many bike lanes are too narrow, cyclists of

different levels ride at different speeds, cyclists how both road users

perceive safety, by understanding the factors that influence their

perceptions during the overtaking maneuver. While drivers’ perceived

safety decreases when there is an oncoming vehicle with a low time-to-

collision, cyclists’ perceived safety is reduced by a small lateral

clearance and a high overtaking speed (Rasch, et al. 2021)

Same idea with Koesling (2020) asserted that cyclists are more

vulnerable than motorists because, whereas a car's bodywork functions

as a protective capsule in a collision, bikers may just be wearing a

 12
helmet. When a truck turns right and doesn't see bikers, a helmet isn't

much aid.

All bicycle riders must wear helmets, according to Quezon City

Ordinance No. 2942, which also imposes penalties for noncompliance.

The first offense carries a fine of Php1,000, the second offense a fine of

Php3,000, and the third offense a fine of Php5,000 (Luna, 2021)

Hand signals help to organize and coordinate a group of riders,

warn of road hazards and indicate when it’s time to stop or pull off the

highway. Basic hand signals make sure everyone is on the same page.

For instance, in a large group, if the lead rider suddenly speeds up

without signaling, each successive rider will have to accelerate faster to

catch up (Davidson, 2019).

Perception of traffic rules and traffic sanctions while using a bike

lane

Stamps (2022) stated that there has been a lot of dispute about

whether or not bicycles should stop at traffic lights. Because bicycles are

not considered motor vehicles and you are not considered a pedestrian

while riding a bike, stopping at these traffic lights is a gray area.

Moreover, Daehlen (2020) claimed that there are a variety of other

reasons why bikers go through red lights. People frequently cycle around
 13
red lights if there are no automobiles at the intersection. The cyclist will

more often ride through the red light if the road he or she will cross is

narrow. When a cyclist descends a hill at a rapid rate, he or she is more

likely to bike through a red light. There is a good chance that a cyclist

will pedal through the red light if he or she is intending to turn right at

the intersection. Bicyclists are more likely to ride through a red light if

the intersection isn't designed for them. Bicyclists have an advantage

over motorists by riding through the junction before the light turns

green, as it makes them more visible and allows them to avoid being in a

car's blind spot.

However, traffic laws apply to cyclists on the road just as much

as they do for motorists. Cyclists who keep this in mind and ride with

caution at busy intersections are much more likely to avoid a collision.

According to The Barnes Firm (2021), cyclists can avoid collisions with

cars by riding responsibly and abiding by the same rules that motorists

must follow on the road. Cyclists should also take the bike paths over

the street at any opportunity. Making these minor adjustments can make

a major difference in avoiding bike-and-car collisions on the road.

In addition to that, Shepard (2022) claimed that cyclists are

typically required by law to travel in the same direction as traffic to

 14
reduce confusion for drivers, pedestrians, and other cyclists. The best

way to stay safe is to ride predictably. Bike lanes are narrow as it is and

when two cyclists are traveling in opposite directions, one will have to

swerve into vehicular traffic to avoid a collision.

There are some states that have adopted a “diversion program”

for cyclists. For example, California has allowed police departments in

the state to create a ticket diversion program for people cited breaking

the law on a bicycle. Stamps (2022) suggested that states must provide

safety education for people who bike. Relieves cyclist from incurring

heavy fines. Strengthens positive relationships between police, public,

and bicycle advocacy associations. Consider this diversion program as a

bike traffic school to allow cyclist ticketed for a traffic offense to have

their ticket diverted if they attend a class.

Theoretical Framework

The amount of bicycle facilities available does correlate to higher

rates of bicycling Dill and Carr 2003). In addition, riders are willing to

go out of their way to access certain types of bicycle facilities especially

bike lanes (Tilahun, et. All., 2007; Dill 2009). In fact, in their study of

the San Francisco bay are found that diverse land use and bike friendly

urban design in resulted in more people choosing to ride bicycles

 15
(Cervero and Duncan 2003). While the prevailing argument is that

enhanced facility bike lanes, bikeways and special intersection

modification- improve cyclist safety (Pucher and Dijkstra 2003). Study

gives strong evidence that streets with bike lanes are safer that those

without (Moritz 1996).

Vehicular Cycling theory

Is the practice of riding bicycles on roads in a manner that is

visible, predictable, and in accordance with the principles for driving in

traffic. In this study, many cyclists are forced to leave the bike lane due

to numerous obstructions in the bike lane. According to this theory, if

cyclists want to be treated like other vehicle on the road, they must

behave like them, that’ s why the researcher proposed a theory to give an

idea why many cyclists are involved in road accidents, it is because of

how they act in the road or the obstacles they encounter in the bike lane.

Self-Perception Theory

An understanding that peoples own experience of a behavior or

habit will give them their strongest perceptions of that behavior.

Providing a positive cycling experience to an individual is an ideal way

to efficiently and convincingly give that person positive perceptions

towards cycling.
 16
Many cyclists have a perception of the bike lane they use, which

gives them an idea of whether the bike lane is safe or not as a result,

many cyclists are forced to leave the bike lane, even though they know

the rules but find it difficult to follow them due to the numerous

problems they encounter in the bike lane. This theory gives researcher

and idea of how cyclists feel about using bike lanes and what problems

they have faced while using bike lane.

Traffic Theory

Traffic Theory, like all other sciences, aims at understanding and

improving a physical phenomenon. The phenomenon addressed by

Traffic Theory is, of course, automobile traffic, and the problems

associated with it such as traffic congestion. According to traffic theory,

traffic congestion is one of the most serious issues on the road. One of

the reasons for this is that cyclists did not obey traffic signals or other

devices. That is why they set out to model traffic theory in order to

better physical phenomena and appropriately control traffic movement

using devices such as traffic signals or other traffic passing via a control

point. This hypothesis gives the researcher an idea of how to control

traffic congestion on the road and prevent accidents, particularly among

 17
cyclists who do not understand how to follow traffic signals while riding

in the bike lane.

Conceptual Framework
INPUT PROCESS OUTPUT
The researcher will utilize the Input-Process-Output Method by

approach devised by Stoner, Freeman and Gilbert, Jr. (1995).

-Survey
- Profile data of - Action Plan
questioner
the respondents -Statistical
-Male analysis of data
-Female -Comparative
analysis
-Age
-Gender
-Status

FEEDBACK

Figure 1. Conceptual Framework of the Study

The study's conceptual framework is depicted in Figure 1. To

define the study's process, the researcher employed the Input-Process-

 18
Output (IPO) model. The IPO model is a well-designed graph that

separates the required procedural work of converting inputs to outputs

from the rest of the graph (Six Sigma Daily, 2012). This information

will enable the researcher to learn more about the respondent's

perspective on using the bike lane. The feedback will guide the research

so that it is more knowledgeable about the intended topic. The

researchers will collect data using a survey questionnaire, which will be

analyzed using statistical data analysis and comparative analysis. The

outcomes of this study will include the outcomes, as well as their

perceptions on using bike lane Dr. Santos Avenue.

Statement of the Problem

The study determined the level of effectiveness of bike lanes for

cyclists along Dr. Santos Avenue at vicinities Barangays San Dionisio

and San Isidro, Parañaque City to serve as basis for an action plan.

Specifically, it will seek answers to the following questions:

1. What is the demographic profile of the respondents in

terms of:

1.1. Age

1.2. Gender

1.3. Civil Status

 19
1.4. Highest Educational Attainment

2. What is the level of effectiveness of bike lanes for

cyclists along Dr. Santos Avenue at vicinities Barangays San Dionisio

and San Isidro, Parañaque City as perceived by the respondents in terms

of:

2.1. Traffic rules

2.2 Traffic Safety

2.3 Traffic Congestion

2.4 Traffic Sanction

3. Is there any significant difference in perceptions of the

respondents on the level of effectiveness of bike lanes for cyclists along

Dr. Santos Avenue at vicinities Barangays San Dionisio and San Isidro,

Parañaque City in terms of the aforesaid variables?

4. What are the problems encountered in using the bike

lanes?

5. What measures can be proposed to address the problems

encountered?

6. Based on the findings of the study, what action plan can

be recommended to enhance level of effectiveness of bike lanes for

 20
cyclists along Dr. Santos Avenue at vicinities Barangays San Dionisio

and San Isidro, Parañaque City?

Hypothesis

There is no significant difference in the level of effectiveness of

bike lanes for cyclists along Dr. Santos Avenue at vicinities Barangay

San Dionisio and San Isidro, Parañaque City in terms of traffic rules.

There is a significant difference in the level of effectiveness of

bike lanes for cyclists along Dr. Santos Avenue at vicinities Barangay

San Dionisio and San Isidro, Parañaque City in terms of traffic safety.

There is no significant difference in the level of effectiveness of

bike lanes for cyclists along Dr. Santos Avenue at vicinities Barangay

San Dionisio and San Isidro, Parañaque City in terms of traffic

congestion.

There is a significant difference in the level of effectiveness of

bike lanes for cyclists along Dr. Santos Avenue at vicinities Barangay

San Dionisio and San Isidro, Parañaque City in terms of traffic sanction.

Scope and Limitations

This study does not cover all barangays in Parañaque City because

of the enormous number of bikers. Researchers will struggle to find

cyclists in other barangays that are part of Dr. Santos Avenue. The
 21
perceptions of cyclists who use the bike lane will be the subject of this

study. The researchers will study bikers from Barangays San Dionisio

and Barangay San Isidro to learn how they use the bike lane. The study's

focus area is limited, but it has the capacity to be beneficial to cyclists on

Dr. Santos Avenue. The possible solutions to the research problem will

come from different studies and from the voices of the cyclists whom

the researchers will pick as their subjects.

Significance of the Study

The outcome of this study will be significant to the traffic

management of Barangay San Dionisio and Barangay San Isidro,

especially in Parañaque City. This study will definitely help the cyclists

of Barangay San Dionisio and Barangay San Isidro to be aware and

mindful of the bike lane. It will provide them with such information,

specifically on how they may affect other road users. Also, the

importance of inquiring about cyclists' educational attainment is to

determine their ability to comprehend researchers' research as well as

their knowledge and perceptions of crucial aspects of traffic, such as

traffic safety, traffic rules, traffic congestion, and traffic sanctioning.

This research can also serve as a guide for future studies. If they come
 22
up with this topic as well, they will be able to acquire more data and

more detailed information concerning bike lanes.

Cyclist

Cyclist of Barangay San Dionisio and Barangay Isidro will

benefit from the study since they will be more aware of the bike lane.

The study's finding will give cyclist with new information about the bike

lane and how they affect other road users.

Traffic Management

The findings of this study will be beneficial to the traffic

management of Barangay San Dionisio and Barangay San Isidro and

Parañaque City since they will give statistics on cyclist perceptions of

bike lanes and allowing them to plan improvements.

Future Researcher

This study will serve as a guide to our future researcher mostly

when they use the topic of bike lane since it will collect data on how

citizens utilize the bike lanes in Barangay San Dionisio and Barangay

San Isidro in Parañaque City.

Definition of Terms

Comparative Analysis The comparison of two or more processes,

papers, data sets, or other items is referred to as comparative analysis.

 23
Comparative analysis includes techniques such as pattern analysis,

filtering, and decision tree analysis.

Cyclist a person who rides a bicycle.

Traffic Management is the organization, arrangement, guidance and

control of both stationary and moving traffic, including pedestrians,

bicyclists and all types of vehicles.

Perception is that the organization, identification, and interpretation of

sensory info so as to represent and perceive the bestowed information or

environment. All perception involves signals that bear the nervous

system, that successively result from physical or chemical stimulation of

the sensory system.

Road user anyone who uses a road, such as a pedestrian, cyclist or

motorist.

Traffic includes road users, including pedestrians, mounted or raised

animals, vehicles, trams, buses and other means of transport,

individually or together, while using the public road for the purpose of

travel.

Traffic Collision also referred to as a motorcar collision, car crash, or

automobile crash, happens once a vehicle collides with another vehicle,

pedestrian, animal, road debris, or alternative mounted obstacle. ,

 24
resembling a tree, pole, or building. Traffic collisions usually end in

injury, disability, death and property damage, furthermore as money

prices to each the business and therefore the folks involved.

Traffic Congestion is a condition in transport that is characterized by

slower speeds, longer trip times, and increase the vehicular queueing.
 25
Chapter II

METHODOLOGY

This research will be carried out using a survey questionnaire

form. Researchers from Olivarez College School are to collect data on

how the pandemic is progressing. For the researchers to collect data on

perceptions of cyclist, they need respondents. The chosen location may

be able to supply relevant data and information for the research.

Research Design

A quantitative descriptive design was used in this investigation.

The data facts provided by the cyclists of Dr Santos Aveue in Barangay

San Dionisio and San Isidro will be documented, recorded, analyzed,

and interpreted. Respondents aged 18 and above were included in this

survey, regardless of their age, gender, socioeconomic position, or

educational attainment.

Descriptive research involves collecting data to test hypotheses

or answer questions about the current status of the study's subject, with

the purpose of gaining detailed data and information about the thing.

The goal of descriptive research when it comes to a certain group of

people is to describe, explain, or validate some type of hypothesis or

 26
objective. The purpose of descriptive research questions is to provide a

description of the variables being measured. (Mete, 2021)

Population and Sampling

According to the 2020 Census, the total population of San

Dionisio was 30,312, while San Isidro had 38,802. When combined, the

total population of the two mentioned barangays of Parañaque City will

be 69,144. Based on the raosoft calculator, the sample size of San

Dionisio is 137, while San Isidro is 175. 

Researchers utilize a technique called "Strategic Random

Sampling.

This study will collect information from cyclists in each of the

two barangays: San Dionisio and San Isidro. This is to guarantee that the

data acquired comes from a variety of cyclists' perspectives on using the

bike lane on Dr. Santos Avenue.

Participants

The respondents in the proposed study will come from cyclists'

as the first group perspectives on using bike lanes on Dr. Santos Avenue

in two barangays, San Dionisio and San Isidro, and traffic enforcers how

many as the second group.

 27
Table 1

Description of the Respondents

Sample Size
Respondents San San Percentage
Dionisio Isidro
Cyclists 137 175 312
Total 100

Table 1 show the percentage distribution of the respondents of

the study composed three hundred twelve (312) respondents. Cyclists

along Barangay San Dionisio and San Isidro numbering (312) equivalent

of one hundred percent.

Demographic Profile of the Respondents in terms of Age, Gender,

Civil Status, and Highest Educational Attainment

Table 2

Profile of the Respondents in terms of Age

Age Bracket San San Total

Isidro Dionisio
f P f P f P
18 – 29 years old 156 89.14 104 75.91 260 83.33

30 – 39 years old 19 10.86 31 22.63 50 16.03

40 – 49 years old 0 0 1 0.73 1 0.32

56 years old and above 0 0 1 0.73 1 0.32

Total 175 100 137 100 312 100

 28
f – number of respondents P – percentage

Table 2 presents the percentage distribution of the respondents

profile in terms of Age. There where 156 or 89.14% that belongs to the

age bracket of 18-29 years old on San Isidro, while on San Dionisio 104

or 75.91%. Then 19 or 10.86% that belongs to the age bracket of 30-39

years old on San Isidro, meanwhile on San Dionisio is 31 or 22.63%.

The age of 40-49 years old have 0% on San Isidro, while on San

Dionisio 1 or 0.73% and the age bracket of 56 years old and above have

0% on San Isidro, while on San Dionisio have 1 or 0.73%.

Table 3

Profile of the Respondents in terms of Gender

Gender San San Total

Isidro Dionisio
f P f P f P
Male 116 66.29 105 76.64 221 70.83
Female 59 33.71 32 23.36 91 29.17
Total 175 100 137 100 312 100
f – number of respondents P – percentage

Table 3 presents the percentage distribution of the respondents

profile in terms of Gender. There where 116 or 66.29 that belongs to the
 29
Male Gender of San Isidro, while on San Dionisio 105 or 76.64. Then 59

or 33.71% that belongs to the Female Gender of San Isidro, meanwhile

on San Dionisio is 32 or 23.36%.

Table 4

Profile of the Respondents in terms of Civil Status

Civil San San Total

Status Isidro Dionisio
f P f P f P
Single 146 83.43 103 75.18 249 79.81
Married 29 16.57 33 24.09 62 19.87
Separated 0 0 0 0 0 00
Widow/er 0 0 1 0.73 1 0.32
Total 175 100 137 100 312 100
f – number of respondents P – percentage

Table 4 presents the percentage distribution of the respondents

profile in terms of Civil Status. There where 146 or 83.43% that belongs

to the Single person on San Isidro, while on San Dionisio 103 or

75.18%. Then 29 or 16.57% that belongs to the Married person on San

Isidro, meanwhile on San Dionisio is 33 or 24.09%. The Separated

person have 0% on San Isidro, while on San Dionisio is also 0% and the

Widowed person have 0% on San Isidro, while on San Dionisio have 1

or 0.73% .

Table 5
 30
Profile of the Respondents in terms of
Highest Educational Attainment

Educational San San Total

Attainment Isidro Dionisio
f P f P f P
Elementary 0 0 3 2.19 3 0.96
High School 56 32 66 48.17 122 39.11
Bachelor’s 41 23.43 22 16.06 63 20.19
Degree
Master’s 78 44.57 45 32.85 123 39.42
Degree
Doctoral 0 0 1 0.73 1 0.32
Degree
Total 175 100 137 100 312 100
f – number of respondents P – percentage

Table 5 presents the percentage distribution of the respondents

profile in terms of Highest Educational Attainment. There where 0% that

belongs to the person who attained Elementary on San Isidro, while on

San Dionisio 3 or 2.19%. Then 56 or 32% that belongs to those person

who attained High School on San Isidro, meanwhile on San Dionisio is

66 or 48.17%. Those who attained Bachelor’s Degree have 41 or 23.

43% on San Isidro, while on San Dionisio is also 22 or 16.06%. Those

who attained Master’s Degree have 78 or 44.57% on San Isidro, while

on San Dionisio have 45 or 32.85% and those have Doctoral’s Degree

have 0% on San Isidro, while on San Dionisio have 1 or 0.73%.

 31
Alhomaidat and Eljufout (2021) claimed that the awareness among

cyclists of different categories of Risk/Need Factors (RNF) and it

contributes to a better understanding of the differences in perceived

risks/needs within age groups, genders, and skill levels. It included three

main categories of Risk/Need Factors (RNF) related to cycling:

infrastructure-related, traffic-related, and facility-related.

Research Instrument

The researchers employed a survey questionnaire to acquire data in

the Dr Santos Avenue vicinities along Barangay San Dionisio and San

Isidro, Paranaque City, to examine the perceived effectiveness of cyclist.

There were three (3) components to the survey questionnaire. The first

part was for the respondent’s; demographic profile, such as their name,

age, gender, civil status, and educational attainment. Part two evaluate

cyclists; perceptions of the effectiveness of bike lanes in Paranaque

City’s Dr Santos Avenue, which runs between Barangay San Dionisio

and San Isidro. Finally, attention was drawn to the difficulties that can

arise when using a bike lane.

Validation of Instrument
 32
For validation, their survey questionnaire was sent to their adviser and

other experts in the field of research. The questionnaire was updated to

include all of the corrections and suggestions. The questionnaire will

next be pre-tested to ensure that the responders properly comprehend it.

Data Gathering Procedure

Following the completion of the study's objectives, the

researchers will begin collecting data. Before beginning to answer to the

survey and participating in the interview, the researchers will obtain

consent from the respondents. As a data collection instrument, the

researchers will use a survey questionnaire. Participants' replies will be

gathered via survey questionnaires produced by the researchers. The

researcher will determine the sample size by calculating the number of

 33
participants. The responses of the participants will be collected and

turned into data that will be examined and processed to get a result.

Data Analysis

The data will be evaluated using descriptive analysis and

comparative analysis which will apply statistical or numerical analysis to

the data collected. For the responses, numerical information will be used

in the form of means and percentages, which will be interpreted using

frequency tables and charts.

Statistical Treatment of Data

The data will be analyzed through descriptive analysis, wherein

statistical techniques will be applied. The numerical values through

means and percentages will be used for the responses and will be

interpreted through frequency tables and charts. Following in the

percentage formula:
 34

Where:

t = t-value

x1 and x2 = means of two groups being compared

s2 = standard error

n1 and n2 = number of observations in each group

 35
Chapter III

RESULTS AND DISCUSSION

This chapter presented the results of the survey conducted and

discussion of gathered data. It presents the frequency and the

corresponding percentage of demographic profile which include age,

gender of the respondents. It shows the result of descriptive analysis

between the demographic profile of respondents which pertained to the

above information (age and gender) to the perceived effectiveness of

cyclist in using bike lane along Dr. A. Santos Avenue Vicinities

Barangay San Dionisio and San Isidro Parañaque City.

BRGY SAN ISIDRO

1.1 Age

Age: F %

18 up to 29 years old 156 89.14

30 up to 39 years old 19 10.86

40 up to 49 years old 0 0

56 up and above 0 0

TOTAL 175 100

 36
In Barangay San Isidro, it shows the percentage distribution of the

respondents' profile in terms of age. Between the ages of 18 and 29, 156

persons, or 89.14%, are present. Then there are 19 people, or 10.86%,

who are between the ages of 30 and 39. 0% of people in the 40–49 age

range. There is no percentage of people in the age category of 56 and up.

1.2 Gender

GENDER F %

MALE 116 66.29

FEMALE 59 33.71

TOTAL 175 100

In Barangay San Isidro, the gender distribution of respondents is

shown as a percentage. In San Isidro, there were 116 men (66.29%) and

59 women (33.71%). Males make up the majority of the survey

participants.

1.3 Civil status

CIVIL STATUS F %
 37
SINGLE 146 83.43

MARRIED 29 16.57

DIVORCED 0 0

WIDOWED 0 0

TOTAL 175 100

In Barangay San Isidro, it shows the percentage distribution of

respondents' profiles in terms of civil status. There were 146 people, or

83.43%, who were single. The married person owns 16.57% of the total.

Separated people and widowed people both have 0% since the

researchers encountered no such respondents.

1.4

EDUCATION F %

ATTAINMENT

ELEMENTARY 0 0

HIGH SCHOOL 56 32

DIPLOMA IN 41 23.43

VOCATIONAL
 38
TRANING

BACHELOR’s DEGREE 78 44.57

MASTER’s DEGREE 0 0

DOCTORAL DEGREE 0 0

TOTAL 175 100

It shows the percentage distribution of the respondents' profile in

Barangay San Isidro in terms of highest educational attainment. There

was 0% that belonged to someone who had completed Elementary. Then

there are 56 or 32% of those who have completed high school. Those

who attained Diploma in Vocational Training have 41 or 23. 43%. 

Bachelor’s Degree holders account for 44.57% of the total. 78.  Master’s

Degree and Doctoral Degree have both 0%.

BRGY SAN DIONISIO

1.1 Age

Age: F %

18 up to 29 years old 104 75.91

30 up to 39 years old 31 22.63

 39
40 up to 49 years old 1 0.73

56 up and above 1 0.73

TOTAL 137 100

   In Barangay San Dionisio, it shows the percentage distribution of the

respondents' profile in terms of age. Between the ages of 18 and 29, 104

people, or 75.9%, are present. Then there's the 30-39 age group, which

accounts for 31 of the total with percentage of 22.63%. The age group of

40–49 years old contains one respondent who scores 0.73%, which is the

same as the age bracket of 56 years and up.

1.2 Gender

GENDER F %

MALE 105 76.64

FEMALE 32 23.36

TOTAL 137 100

The gender percentage distribution of respondents in Barangay San

Dionisio is shown. There were 105 men with a percentage of 76.64, and
 40
32 women with a percentage of 23.36. The majority of respondents in

this barangay are male.

1.3 Civil status

CIVIL STATUS F %

SINGLE 103 75.18

MARRIED 33 24.09

DIVORCED 0 0

WIDOWED 1 0.73

TOTAL 137 100

The percentage distribution of respondents' profiles in terms of civil

status is displayed in Barangay San Isidro. Single persons accounted for

103 people, or 75.18%. With a total of 33 respondents, the married

individual owns 16.57% of the total. Both divorced and widowed people

have 0%.

1.4 Education Attainment

EDUCATION F %
 41
ATTAINMENT

ELEMETARY 3 2.19

HIGH SCHOOL 66 48.16

DIPLOMA IN 22 16.06

VOCATIONA

TRANING

BACHELOR’s 45 32.85

DEGREE

MASTER’s DEGREE 1 0.73

DOCTORAL DEGREE 0 0

TOTAL 137 100

It shows the percentage distribution of the respondents' profile in

Barangay San Dionisio in terms of highest educational attainment. There

were three that belonged to a student that received a 2.19% in

Elementary. Then there are those who have completed high school

(66.17%). Those with a bachelor's degree have 22 or 16%. Those with a

Master's Degree have 45%, or 32.85%. 1 respondent (0.73%) in

Doctoral Degree
 42

Traffic rules

BARANGAY SAN DIONISIO

INDICATOR MEAN INTERPRETATION

VALUE

1. Traffic laws apply to

cyclists on the road just as

much as they do for 3.01 EFFECTIVE

motorists. 

2. Following traffic laws

3.58 HIGHLY EFFECTIVE
while using bike lane.

3.Traffic Sign and traffic

3.72 HIGHLY EFFECTIVE
lights help cyclists 

4.Traffic management

threaten cyclists as road

users just like motorists 2.87 EFFECTIVE

when it comes to traffic

rules. 
 43
5. Using bike lanes with

sufficient knowledge of 3.64 HIGHLY EFFECTIVE

traffic laws.

Total Weighted Mean 3.36 EFFECTIVE

Legend: X = Weighted Mean I = Interpretation

4 3.50 – 4.00 Highly Effective 3 2.50 – 3.49 Effective2 1.50 –

2.49 Less Effective 1 1.00 - 1.49 Not Effective

Table 6 presents the traffic rules in Barangay San Dionisio. It has

been observed that the highest mean is 3.72, with an indicator of traffic

signs and traffic lights helping cyclists with a verbal interpretation that is

highly effective. The indicator number 2, traffic management threatens

cyclists as road users just like motorists when it comes to traffic rules,

got the lowest mean of 2.87 and the verbal interpretation of effective.

The total weighted mean of traffic rules in San Dionisio is 3.36,

resulting in an effective verbal interpretation. Cyclists perceive that the

implemented traffic rules in Barangay San Isidro are effective and feel

comfortable using bike lanes.

Traffic laws apply to cyclists on the road just as much as they do

for motorists. Cyclists who keep this in mind and ride with caution at
 44
busy intersections are much more likely to avoid a collision. According

to The Barnes Firm (2021), cyclists can avoid collisions with cars by

riding responsibly and abiding by the same rules that motorists must

follow on the road. Cyclists should also take the bike paths over the

street at any opportunity. Making these minor adjustments can make a

major difference in avoiding bike-and-car collisions on the road.

BARANGAY SAN ISIDRO

INDICATOR MEAN INTERPRETATION

VALUE

1. Traffic laws apply to cyclists on

the road just as much as they do for

2.90 EFFECTIVE
motorists. 

2. Following traffic laws while using HIGHLY

3.56
bike lane. EFFECTIVE

3.Traffic Sign and traffic lights help HIGHLY

3.62
cyclists  EFFECTIVE
 45
4.Traffic management threaten

cyclists as road users just like

3.01 EFFECTIVE
motorists when it comes to traffic

rules. 

5. Using bike lanes with sufficient HIGHLY

3.53
knowledge of traffic laws. EFFECTIVE

Total Weighted Mean 3.32 EFFECTIVE

Legend: X = Weighted Mean I = Interpretation

4 3.50 – 4.00 Highly Effective 3 2.50 – 3.49 Effective

2 1.50 – 2.49 Less Effective 1 1.00 - 1.49 Not Effective

Table 7 presents the traffic rules in Barangay San Isidro. It has been

observed that the highest mean is 3.62, with an indicator of traffic signs

and traffic lights helping cyclists with a verbal interpretation that is

highly effective. The indicator number 2, traffic laws apply to cyclists on

the road just as much as they do for motorists, got the lowest mean of

2.90 and the verbal interpretation of effective. The total weighted mean

of traffic rules in San Dionisio is 3.32, resulting in an effective verbal

 46
interpretation. Most cyclists see traffic rules as effective in using bike

lanes.

Cyclists on the road are subject to the same traffic laws as

motorists. Cyclists who remember this and ride cautiously at crowded

intersections have a significantly better chance of avoiding a collision.

Bicyclists can avoid incidents with cars by riding properly and adhering

to the same road laws as motorists, according to The Barnes Firm

(2021). At all times, cyclists should take the bike routes over the

roadway. These small tweaks can make a big impact when it comes to

avoiding bike-car incidents on the road.

Traffic Safety

BARANGAY SAN DIONISIO

INDICATOR MEAN INTERPRETATION

VALUE

1. Bike lanes without physical

2.77 EFFECTIVE
barriers

2. Wearing a helmet only as

2.82 EFFECTIVE
protection to other road users
 47
3. Adequate safety measures for
3.06 EFFECTIVE
cyclist 

4.When exiting bike lanes, overtaking

other road users to avoid hazards and 3.10 EFFECTIVE

blockages in bike lane.

5. Cyclists used hand signs when HIGHLY

3.51
exiting bike lanes. EFFECTIVE

Total Weighted Mean 3.05 EFFECTIVE

Legend: X = Weighted Mean I = Interpretation

4 3.50 – 4.00 Highly Effective 3 2.50 – 3.49 Effective

2 1.50 – 2.49 Less Effective 1 1.00 - 1.49 Not Effective

Table 8 presents the Traffic Safety in Barangay San Dionisio. It

has been observed that the highest mean is 3.51 with an indicator of

“Cyclists used hand signs when exiting bike lanes” with a verbal

interpretation of Highly Effective. The indicator number 2 “Bike lanes

without physical barriers” got the lowest mean of 2.77 and the verbal

interpretation of Effective. The total weighted mean of Traffic rules in

San Dionisio is 3.05 resulting an Effective in verbal interpretation.

 48
Hand signals help to organize and coordinate a group of riders,

warn of road hazards and indicate when it’s time to stop or pull off the

highway. Basic hand signals make sure everyone is on the same page.

For instance, in a large group, if the lead rider suddenly speeds up

without signaling, each successive rider will have to accelerate faster to

catch up (Davidson, 2019).

BARANGAY SAN ISIDRO

INDICATOR MEAN INTERPRETATIO

VALUE N

1. Bike lanes without physical

2.54 EFFECTIVE
barriers

2. Wearing a helmet only as

2.50 EFFECTIVE
protection to other road users

3. Adequate safety measures for

2.71 EFFECTIVE
cyclist 

4.When exiting bike lanes, overtaking

other road users to avoid hazards and 3.01 EFFECTIVE

blockages in bike lane.

 49
5. Cyclists used hand signs when HIGHLY
3.59
exiting bike lanes. EFFECTIVE

Total Weighted Mean 2.87 EFFECTIVE

Legend: X = Weighted Mean I = Interpretation

4 3.50 – 4.00 Highly Effective 3 2.50 – 3.49 Effective

2 1.50 – 2.49 Less Effective 1 1.00 - 1.49 Not Effective

Table 9 presents the Traffic Safety in Barangay San Isidro. It has

been observed that the highest mean is 3.59 with an indicator of

“Cyclists used hand signs when exiting bike lanes” with a verbal

interpretation of Highly Effective. The indicator number 2 “Wearing a

helmet only as protection to other road users” got the lowest mean of

2.50 and the verbal interpretation of Effective. The total weighted mean

of Traffic rules in San Dionisio is 2.87 resulting an Effective in verbal

interpretation.

Hand signals help to organize and coordinate a group of riders,

warn of road hazards and indicate when it’s time to stop or pull off the

highway. Basic hand signals make sure everyone is on the same page.

For instance, in a large group, if the lead rider suddenly speeds up

 50
without signaling, each successive rider will have to accelerate faster to

catch up (Davidson, 2019).

Traffic Congestion

BARANGAY SAN DIONISIO

INDICATOR MEAN INTERPRETATI

VALUE ON

1. Overtaking other road users when

2.90 EFFECTIVE
leaving bike lanes

2. When changing lanes, cyclists HIGHLY

3.28
must drive predictably. EFFECTIVE

3.Cyclists follow the traffic lights in HIGHLY

3.41
the intersection to avoid collisions.  EFFECTIVE

4.Road users give respect to cyclists HIGHLY

3.52
in their perspective lane.  EFFECTIVE

5. Pavement markings of bike lane HIGHLY

3.55
EFFECTIVE

Total Weighted Mean 3.33 EFFECTIVE

Legend: X = Weighted Mean I = Interpretation

 51
4 3.50 – 4.00 Highly Effective 3 2.50 – 3.49 Effective

2 1.50 – 2.49 Less Effective 1 1.00 - 1.49 Not Effective

Table 10 presents the traffic congestion in Barangay San Dionisio.

It has been observed that the highest mean is 3.55 with an indicator of

pavement markings in a bike lane with a verbal interpretation of highly

effective. The indicator number 2 overtaking other road users when

leaving bike lanes got the lowest mean of 2.90 and the verbal

interpretation of effective. The total weighted mean of traffic rules in

San Dionisio is 3.33, resulting in an effective verbal interpretation. It

means that cyclists perceived those questions as effective for controlling

the traffic congestion that happened on the road.

Kummeneje (2020), explained that perception and attitudes

toward traffic safety are both crucial factors in cyclists' risk-taking

behavior in traffic. Car drivers and pedestrians are the primary users of

the road infrastructure and traffic regulations. Cycling infrastructure and

traffic rules for cyclists as road users would need to be amended if

cyclists' attitudes were to be changed.

BARANGAY SAN ISIDRO

 52
INDICATOR MEAN INTERPRETATI

VALUE ON

1. Overtaking other road users when

2.99 EFFECTIVE
leaving bike lanes

2. When changing lanes, cyclists HIGHLY

3.27
must drive predictably. EFFECTIVE

3.Cyclists follow the traffic lights in HIGHLY

3.36
the intersection to avoid collisions.  EFFECTIVE

4.Road users give respect to cyclists

3.11 EFFECTIVE
in their perspective lane. 

5. Pavement markings of bike lane HIGHLY

3.50
EFFECTIVE

Total Weighted Mean 3.25 EFFECTIVE

Legend: X = Weighted Mean I = Interpretation

4 3.50 – 4.00 Highly Effective 3 2.50 – 3.49 Effective

2 1.50 – 2.49 Less Effective 1 1.00 - 1.49 Not Effective

Table 11 presents the traffic congestion in Barangay San Isidro. It

has been observed that the highest mean is 3.50, with an indicator of

pavement markings in a bike lane with a verbal interpretation of highly

 53
effective. The indicator number 2, overtaking other road users when

leaving bike lanes, got the lowest mean of 2.99 and the verbal

interpretation of effective. The total weighted mean of traffic rules in

San Dionisio is 3.25, resulting in an effective verbal interpretation. This

means that road markings form the traffic surface and provide visual

guidance for road users. Since their first application to the present day,

road markings have become a common element of road infrastructure

and one of the most basic and low-cost safety measures. Aside from that,

overtaking other road users requires several skills and driving techniques

in variable conditions. These include a clear vision of the road ahead and

knowledge and understanding of other vehicles that might be affected –

approaching vehicles from the front, trailing vehicles, and the ones

surrounding the vehicle to overtake. It requires correct perception and

the ability to apply mind over machine. 

According to DPWH (2020), Buffered bike lane pavement

markings are used to designate areas of the road that are used by

bicyclists. It allows motorists and bicyclists to drive separately from one

another, which creates a safe traffic environment for everyone on the

road.
 54
Traffic Sanction.

BARANGAY SAN DIONISIO

INDICATOR MEAN INTERPRETATI

VALUE ON

1. Traffic management include

cyclists in sanctions for violating 2.67 EFFECTIVE

traffic rules. 

2. Cyclists are being made aware of

violating traffic rules and sanctions 2.75 EFFECTIVE

that will be inflicted on them. 

3.Giving 500 fine for cyclist HIGHLY

3.26
EFFECTIVE

4. Traffic Management explains the

2.86 EFFECTIVE
importance of traffic laws to cyclists.

5. Traffic Enforcers give sanctions to

motorist, cyclist and other road users 2.74 EFFECTIVE

who stray from designated lane.

Total Weighted Mean 2.86 EFFECTIVE

Legend: X = Weighted Mean I = Interpretation

 55
4 3.50 – 4.00 Highly Effective 3 2.50 – 3.49 Effective

2 1.50 – 2.49 Less Effective 1 1.00 - 1.49 Not Effective

Table 12 presents the traffic sanctions in Barangay San Dionisio. It

has been observed that the highest mean is 3.26 with an indicator of

giving a 500 fine for cyclists with a verbal interpretation of highly

effective. The indicator number 2, traffic management, including cyclists

in sanctions for violating traffic rules, got the lowest mean of 2.67 and

the verbal interpretation of effective. The total weighted mean of traffic

rules in San Dionisio is 2.86, resulting in an effective verbal

interpretation. This means that sanctions for cyclists are effective not

only in reducing the number of traffic rule violators but also in

increasing their safety.

According to DPWH (2020), Buffered bike lane pavement

markings are used to designate areas of the road that are used by

bicyclists. It allows motorists and bicyclists to drive separately from one

another, which creates a safe traffic environment for everyone on the

road.

BARANGAY SAN ISIDRO

 56
INDICATOR MEAN INTERPRETATION

VALUE

1. Traffic management include

cyclists in sanctions for 2.93 EFFECTIVE

violating traffic rules. 

2. Cyclists are being made

aware of violating traffic rules

2.77 EFFECTIVE
and sanctions that will be

inflicted on them. 

3.Giving 500 fine for cyclist 3.24 EFFECTIVE

4. Traffic Management

explains the importance of 3.03 EFFECTIVE

traffic laws to cyclists.

5. Traffic Enforcers give

sanctions to motorist, cyclist

2.99 EFFECTIVE
and other road users who stray

from designated lane.

Total Weighted Mean 2.99 EFFECTIVE

Legend: X = Weighted Mean I = Interpretation

 57
4 3.50 – 4.00 Highly Effective 3 2.50 – 3.49 Effective

2 1.50 – 2.49 Less Effective 1 1.00 - 1.49 Not Effective

Table 13 presents the traffic sanctions in Barangay San Isidro. It

has been observed that the highest mean is 3.24 with an indicator of

giving a 500 fine for cyclists with a verbal interpretation of Effective.

The indicator number 2 indicates that cyclists are being made aware of

violating traffic rules and sanctions that will be inflicted on them got the

lowest mean with 2.77 and a verbal interpretation of effective. The total

weighted mean of traffic sanctions in Barangay San Isidro is 2.99,

resulting in an effective in verbal interpretation. It means that cyclists'

perception of sanction in this barangay is effective to lessen the traffic

violators and to maintain their safetiness on the road.

According to Olivarez, the city authority has placed road

markings to prevent accidents. Owners of vehicles parked illegally in the

bicycle and motorbike lanes will be penalized P1,000 per incident, he

said. Riders on motorcycles and bicycles who stray from the designated

lane would be fined P1,000 and P500, respectively. The no-contact

apprehension policy will send notices and tickets to violators. With

 58
limited public transportation during the pandemic, Olivarez encouraged

the public to use bicycles as an alternative mode of transportation.

TRAFFIC RULES

SUMMARY OF DATA

TREATMENT

SAN
SAN ISIDRO TOTAL
DIONISIO

N 137 175 312

∑X 461.4 580.625 1042.025

Mean 3.3679 3.3179 3.34

∑X2 1570.92 1952.4106 3523.3306

Std.Dev. 0.3533 0.3864 0.3725

RESULT DETAILS

Source SS df MS

Between-
0.1923 1 0.1923 F = 1.38774
treatments

Within- 42.9585 310 0.1386

 59
treatments

Total 43.1508 311

Table 14 shows the summary and results of the Traffic Rules in

San Dionisio and San Isidro. The f-ratio value is 1.38774. The p-value is

0.23969. The result is not significant at p<0.05. Thus, there is no

significant difference in the level of effectiveness of bike lanes for

cyclists along Dr. Santos Avenue at vicinities Barangays San Dionisio

and San Isidro, Paranaque City in terms of traffic rules.

TRAFFIC SAFETY

SUMMARY OF DATA

TREATMENT

SAN
SAN ISIDRO TOTAL
DIONISIO

N 137 175 312

∑X 418.8 497 915.8

Mean 3.0569 2.84 2.935

∑X2 1299.52 1430.28 2729.8

 60
Std.Dev. 0.3765 0.3287 0.3661

RESULT DETAILS

Source SS df MS

Between-
3.6163 1 3.6163 F = 29.44231
treatments

Within-
38.0759 310 0.1228
treatments

Total 41.6922 311

Table 15 shows the summary and results of the Traffic Safety in San

Dionisio and San Isidro. The f-ratio value is 29.44231. The p-value is

<0.00001. The result is significant at p<0.05. Thus, there is a significant

difference in the level of effectiveness of bike lanes for cyclists along

Dr. Santos Avenue at vicinities Barangays San Dionisio and San Isidro,

Paranaque City in terms of traffic safety.

TRAFFIC CONGESTION

SUMMARY OF DATA
 61
TREATMENT

SAN
SAN ISIDRO TOTAL
DIONISIO

N 137 175 312

∑X 456.4 568.8 1025.2

Mean 3.3314 3.2503 3.286

∑X2 1539.84 1873.6 3413.44

Std.Dev. 0.3776 0.3778 0.3793

RESULT DETAILS

Source SS df MS

Between-
0.5054 1 0.5054 F = 3.54224
treatments

Within-
44.2325 310 0.1427
treatments

Total 44.7379 311

Table 16 shows the summary and results of the Traffic

Congestion in San Dionisio and San Isidro. The f-ratio value is 3.54224.
 62
The p-value is 0.060761. The result is not significant at p<0.05. Thus,

there is no significant difference in the level of effectiveness of bike

lanes for cyclists along Dr. Santos Avenue at vicinities Barangays San

Dionisio and San Isidro, Paranaque City in terms of traffic congestion.

TRAFFIC SANCTION

SUMMARY OF DATA

TREATMENT

SAN
SAN ISIDRO TOTAL
DIONISIO

N 137 175 312

∑X 391.2 523.4 914.6

Mean 2.8555 2.9909 2.931

∑X2 1152.08 1606.84 2758.92

Std.Dev. 0.5074 0.4879 0.5003

RESULT DETAILS

Source SS df MS

Between- 1.4084 1 1.4084 F = 5.7115

 63
treatments

Within-
76.4438 310 0.2466
treatments

Total 77.8522 311

table 17 shows the summary and results of the Traffic Sanction in San

Dionisio and San Isidro. The f-ratio value is 5.7115. The p-value is

0.017451. The result is significant at p<0.05. Thus, there is a significant

difference in the level of effectiveness of bike lanes for cyclists along

Dr. Santos Avenue at vicinities Barangays San Dionisio and San Isidro,

Paranaque City in terms of traffic sanction.

BARANGAY SAN DIONISIO

INDICATOR MEAN INTERPRETATION

VALUE

1.Near misses by

motorcycles, Jeeps, and 3.33 VERY SERIOUS

other road users

2. Other road users also 3.31 VERY SERIOUS

 64
use the bike lane.

3. Road users, such as

jeepney drivers, use the

bike lane for unloading 3.31 VERY SERIOUS

passengers or parking

lot.

4.Hazards or

obstructions on the bike 3.33 VERY SERIOUS

lane. 

5.Cyclists go out of the

bike lane when turning 2.92 SERIOUS

or changing lanes.

6. Cycling at night is
2.64 SERIOUS
risky

Total Weighted Mean 3.14 SERIOUS

Legend: X = Weighted Mean I = Interpretation

4 3.50 – 4.00 Very Serious 3 2.50 – 3.49 Serious

2 1.50 – 2.49 Less Serious 1 1.00 - 1.49 Not Serious

 65
Table 18 presents the problems encountered in Barangay San

Dionisio. It has been observed that the highest mean is 3.33, with an

indicator of near misses by motorcycles, Jeeps, and other road users as

well as hazards or obstructions on the bike lane, with a verbal

interpretation of very serious. The indicator number 5, which says

cyclists go out of the bike lane when turning or changing lanes, got the

lowest mean with 2.64 and a verbal interpretation of serious. The total

weighted mean of problems encountered in barangay San Dionisio is

3.14, resulting in a serious verbal interpretation. Most of the questions

were perceived by cyclists as serious, which means that they were

having difficulties using bike lanes in both barangays.

Sanders (2015) asserted that bikers who have had near misses or

crashes appear to be more alert of the dangers of traffic, particularly

those who have had near misses. It was discovered that near misses are:

substantially more prevalent than crashes and far more strongly

connected with perceived traffic risk than collisions.

In the Philippines, some cyclists argue that the infrastructure is

inadequate, while others allege that bike lanes are also used by

motorcyclists. Meanwhile, some motorists argue that the bike lanes with

permanent dividers have increased the volume of traffic. For better

 66
movement, cyclists, on the other side, seek broader bike lanes. They also

say that parked cars and motorcycles frequently obstruct the lanes

(Altoverus, 2021)

BARANGAY SAN ISIDRO

INDICATOR MEAN INTERPRETATION

VALUE

1.Near misses by

motorcycles, Jeeps, and 3.39 VERY SERIOUS

other road users

2. Other road users also

3.34 VERY SERIOUS
use the bike lane.

3. Road users, such as

jeepney drivers, use the

bike lane for unloading 3.35 VERY SERIOUS

passengers or parking

lot.

4.Hazards or 3.38 VERY SERIOUS

obstructions on the bike

 67
lane. 

5.Cyclists go out of the

bike lane when turning 3.30 VERY SERIOUS

or changing lanes.

6. Cycling at night is
3.17 SERIOUS
risky

Total Weighted Mean 3.32 SERIOUS

Legend: X = Weighted Mean I = Interpretation

4 3.50 – 4.00 Very Serious 3 2.50 – 3.49 Serious

2 1.50 – 2.49 Less Serious 1 1.00 - 1.49 Not Serious

Table 19 presents the Problem Encountered in Barangay San

Isidro. It has been observed that the highest mean is 3.39 with an

indicator of near misses by motorcycles, jeeps, and other road users with

verbal interpretation of very serious. The indicator number 6 cycling at

night is risky got the lowest mean with 3.17 and a verbal interpretation

of serious. The total weighted mean of problem encountered in Barangay

San Dionisio is 3.32 resulting a serious in verbal interpretation.

 68
Schepers (2020), claimed that people who have been in a

bicycle-motor vehicle collision are more likely to believe it is the most

common cause of hospitalization for cyclists, whereas people who have

been in an accident without a vehicle are more likely to believe it is the

most common cause of hospitalization for cyclists.

Chapter IV

SUMMARY OF FINDING, CONCLUSIONS AND

RECOMMENDATIONS

Summary of Findings

The research study's problems are addressed in chapter three's data

presentation. The information presented was gathered from cyclists who

participated in a study performed in two barangays: San Dionisio and

San Isidro. According to the research, the majority of cyclists said traffic

signs and traffic lights help cyclists and were highly effective in terms of

traffic laws, with a total mean of 3.72 in San Dionisio and 3.62 in San

Isidro. It means that cyclists in the mentioned barangay perceived traffic

signs and traffic lights as necessary, especially while using the bike lane.
 69
The greatest mean value in terms of traffic safety is that cyclists utilize

hand signs when exiting and using the bike lane, with a mean value of

3.51 in San Dionisio and 3.59 in San Isidro, which is highly successful

in both barangays. For cyclists in this barangay, using hand signals will

make any road user aware of their intentions and keep them safe while

using the bike lane. Meanwhile, the highest mean is the pavement

markings of bike lanes, which San Dionisio, with a mean value of 3.55,

and San Isidro, with a mean value of 3.50, consider to be highly

effective. The pavement markers were seen by cyclists as a major help in

decreasing traffic congestion. Finally, in San Dionisio, giving a PHP 500

fine on cyclists has the highest mean and is regarded as highly effective

with a total mean of 3.26; in San Isidro, it is regarded as effective with a

total mean of 3.24. In both barangays, cyclists perceive that receiving a

fine is intended to protect them from traffic collisions.

Near misses by motorcyclists, jeeps, and other road users, and

hazards or obstructions on the bike lane "were the most commonly

observed problems in San Dionisio, with a mean value of 3.33 indicating

that they were considered very serious. San Isidro, on the other hand, is

the same as the previously described barangay but has a different mean

value of 3.339. The researchers can draw conclusions and make

 70
recommendations based on the data presented, which will benefit

cyclists in barangays San Dionisio and San Isidro.

Conclusions

In view of the results of this study the following conclusions are

drawn:

1. Majority of the respondents are 18-29 years old thus generates

the highest percentages and frequency of the answer in tally of the

questionnaires.

2. There is no significant difference in the level of effectiveness

of bike lanes for cyclists along Dr. Santos Avenue at vicinities Barangay

San Dionisio and San Isidro, Parañaque City in terms of traffic rules.

3.There is a significant difference in the level of effectiveness of

bike lanes for cyclists along Dr. Santos Avenue at vicinities Barangay

San Dionisio and San Isidro, Parañaque City in terms of traffic safety.

4. There is no significant difference in the level of effectiveness

of bike lanes for cyclists along Dr. Santos Avenue at vicinities Barangay

San Dionisio and San Isidro, Parañaque City in terms of traffic

congestion.
 71
5. There is a significant difference in the level of effectiveness of

bike lanes for cyclists along Dr. Santos Avenue at vicinities Barangay

San Dionisio and San Isidro, Parañaque City in terms of traffic sanction.

6. The issues and challenges encountered by the cyclists from

Barangay San Dioniso and San Isidro that result in high rates of very

serious are: (a) Near misses by motorcycles, Jeeps, and other road

users, (b) Other road users also use the bike lane, (c) Road users, such as

jeepney drivers, use the bike lane for unloading passengers or parking

lot, (d) Hazards or obstructions on the bike lane and (e) cyclists go out of

the bike lane when turning or changing lanes.

7. According to the findings of the study, an action plan is

needed to address the problem that cyclists have encountered when

using bike lanes.

Recommendations

The recommendation is the possible answer to the research

problem. It was determined from the ideas of the researchers that are

influenced from gathering information from different sources. The

researchers also included some of the suggestions coming from their

respondents.
 72
1. A new training program that will cover topics such as driving

and road safety, proper conduct and demeanor, and social etiquette.

2. Increasing the width of the bike lane such that cyclists can

only overtake on their perspective lane and not on other lanes.

3. Increase the penalty price for private four-wheel vehicles that

break local ordinances, such that both motorcycles and bicycles pay the

same amount.

4.To avoid traffic injuries, keep the bike lane road in good

condition.

5. Improve the lighting of the bike lane so that cyclists can use it

safely.

6. It is necessary to put glow in the dark materials in pavement

markings that can help not only cyclists during the night but also other

road users.
 73
REFERENCES

Manila Bike Commuter (2021), Why the Bicycle Users Leave the Bike

Lanes in Metro Manila.

https://www.yodisphere.com/2021/03/bike-lanes.html?m=1

Robertshaw (2018) Safety of cyclist in avoiding bicycle lane.

https://www.sciencedirect.com/science/article/pii/S0925753518300468

Giron (2018) The Real Problem with Cycling in the PH

https://www.cyclingmatters.ph/advocacy/the-real-problem-with-cycling-

in-the-ph

Winters (2012) Safe Cycling: How Do Risk Perceptions Compare with

Observed Risk?

https://link.springer.com/article/10.1007/BF03403834?

fbclid=IwAR3e54G4spXuwuezE_lNJ7Ee0UWAm_kU6OO1yxOd1zvI

Whw22gXgVTHq9A4

Schepers (2020) The perception of bicycle crashes with and without

motor vehicles: Which crash types do older and middle-aged cyclists

fear most?

https://www.sciencedirect.com/science/article/abs/pii/

S1369847819307016
 74
Kummeneje (2020) Attitudes, risk perception and risk-taking behaviour

among regular cyclists in Norway

https://trid.trb.org/view/1684007

Wang (2018) The perceptions of bicycling intersection safety by four

types of bicyclists

https://www.sciencedirect.com/science/article/abs/pii/

S1369847818304029

Lawson (2013) Perception of safety of cyclists in Dublin City

https://pubmed.ncbi.nlm.nih.gov/22683279/

Altoveros (2021) Cyclist perception of using bike lanes in the

Philippines

https://www.autoindustriya.com/auto-industry-news/dotr-wants-your-

opinion-on-bike-lanes.html

The Barnes Firm (2021) How are Cyclists Responsible for Road

Accidents?

https://www.thebarnesfirm.com/how-are-cyclists-responsible-for-road-

accidents/?

fbclid=IwAR1OPZsre6q0RzEKCcDvcT1N48dXBEVZPzRl6ftao4uPyJe

SeTT2rb_Qho
 75
Stamps (2022) Do Bicycles Have To Stop At Traffic Lights & Stop

Signs?

https://prodifycycling.com/do-bicycles-have-to-stop-at-traffic-lights-

stopsigns/?

fbclid=IwAR0mDdAdQBQmedDJnDKBnKoDkG_DgXG6B7Ij7J10_ig

X0_uV13eJxkSx_6Y

Sison (2020) 5 Reasons Why Cyclists Leave the Bike Lane

https://www.cyclingmatters.ph/education/5-reasons-why-cyclists-leave-

the-bike-lane-and-whyitsokay20etext

Alexander (2021) Drivers’ and cyclists’ safety perceptions in overtaking

maneuvers

https://trid.trb.org/view/1896897?

fbclid=IwAR0tWj7KVScqvFlsKwYqYECI6xnYVaMI3hKhGO6Mmhs

zRAkMmkD3apJoYC4

Koesling (2021) Safe cycling – about a perceived safety

https://blog.ptvgroup.com/en/traffic-and-environment/safe-cycling/?

fbclid=IwAR0cv6qMaJ7aVRt8HFnXaPkSa-

LoaOeC7bCdMlbFYTOmphOYzKKZhhrwJfc
 76
Alhomaidat (2021) Perception of cycling risks and needs associated with

skill level, gender, and age

https://www.researchgate.net/publication/

354854483_Perception_of_cycling_risks_and_needs_associated_with_s

kill_level_gender_and_age

Schaefer (2019) Safest bicycle lanes are those with physical barriers

https://www.inquirer.com/health/bicycle-lanes-fatalities-cyclists-cars-

philadelphia-australia
 77

APPENDICES

Appendix A

Action Plan 1

1. The researcher will work with bicycle user organizations to

develop information for bicycle riders to increase their safety on the

road, including road positioning and increased visibility (including

reflective clothing). We work with bicycle user organizations and

training providers to promote road safety within cycling skills and

confidence training courses, with a particular focus on not just wearing a

helmet, but also other protective gear and compliant and safe cycling.

Action Plan 2
 78
2. The researcher will work with traffic management to develop

and incorporate road safety into membership materials and at bicycle

events to promote safe cycling behaviour.

Action Plan 3

3. The researcher will share, through a dedicated website,

information on cycling routes, safety messaging, skills and confidence-

building courses with the community. Develop resources and

information packs for the corporate sector on safe bicycle riding as part

of workplace culture.

Appendix B

SURVEY QUESTIONNAIRE

Dear Respondent:

We are conducting a study entitled “EFFECTIVENESS OF BIKE

LANE FOR CYLISTS ALONG DR SANTOS AVENUE
VICINITIES BARANGAYS SAN DIONISO AND SAN ISIDRO,
PARAÑAQUE CITY,” in partial fulfilment of the requirements for the
degree Bachelor of Science in Criminology at Olivarez College
Deparment of Criminology, Paranaque City.
 79
In this connection, we would like to request your participation by
answering the question to the best of your ability.

The information you will provide will be treated with utmost

confidentiality. Thank you for taking time to complete this survey.

Part I. Demographic Profile of the Respondent

Instruction: Please put a check [] in the boxes provided that
corresponds to your answer.
Age: Gender: Civil Status

18 up to 29 years old Male Single

30 up to 39 years old Female Married
40 up to 49 years old Separated
56 up and above Widow/er

1.4 Educational Attainment:

Elementary
High school
Bachelor’s Degree
Master’s Degree
Doctoral Degree

Part II. Level of Effectiveness

Please use the scale below in rating the questions according to your
assessment
4 – Highly Effective (HE) 3 – Effective (E)
2 – Less Effective (LE) 1 – Not Effective (NE)

Traffic rules

Indicator 4 3 2 1
(HE) ( E) (LE) (NE)
1. Traffic laws apply to cyclists
on the road just as much as they
 80
do for motorists.

2. Following traffic laws while

using bike lane.
3.Traffic Sign and traffic lights
help cyclists
4.Traffic management threaten
cyclists as road users just like
motorists when it comes to
traffic rules. 
5. Using bike lanes with
sufficient knowledge of traffic
laws.

Traffic Safety

Indicator 4 3 2 1
(HE) ( E) (LE) (NE)
1. Bike lanes without physical
barriers
2. Wearing a helmet only as
protection to other road users
3. Adequate safety measures for
cyclist
4.When exiting bike lanes,
overtaking other road users to
avoid hazards and blockages in
bike lane.
5. Maintaining the road in the
bike lane in good shape.

Traffic Congestion

Indicator 4 3 2 1
(HE) ( E) (LE) (NE)
1. Overtaking other road users
 81
when leaving bike lanes
2. When changing lanes, cyclists
must drive predictably.
3.Cyclists follow the traffic
lights in the intersection to avoid
collisions. 
4.Road users give respect to
cyclists in their perspective
lane. 
5. Cyclists used hand signs when
exiting bike lanes.

Traffic Sanction.

Indicator 4 3 2 1
(HE) ( E) (LE) (NE)
1. Traffic management include
cyclists in sanctions for violating
traffic rules. 
2. Cyclists are being made aware
of violating traffic rules and
sanctions that will be inflicted
on them. 
3.Giving sanctions to cyclists for
not wearing protective gear as
well. 
4. Traffic Management explains
the importance of traffic laws to
cyclists.
5. Traffic Enforcers give
sanctions to motorist, cyclist and
other road users who stray from
designated lane.

Part III. Problems Encountered

 82
Please use the scale below in rating the questions according to your
assessment
4 – Very Serious (VS) 3 – Serious (S)
2 – Less Serious (LS) 1 – Not Serious (NS)

Indicator 4 3 2 1
(VS) (S) (LS) (NS)
1.Near misses by motorcycles, Jeeps,
and other road users
2. Other road users also use the bike
lane.
3. Road users, such as jeepney drivers,
use the bike lane for unloading
passengers or parking lot.
4.Hazards or obstructions on the bike
lane.
5.Cyclists go out of the bike lane
when turning or changing lanes.
6. Cycling at night in bike lane is risky
 83

Appendix C

LETTERS
84
85
 86
Appendix D

CURRICULUM VITAE

Personal Data

Name: Florante A. Mendavia Jr.

Email Address: aklas.clash@yahoo.com

Address: Blk 4 Lot 31 Europe Street Palazzo Bello 2 Carsadang Bago 2

Imus Cavite

Date of Birth: July 7, 2000

Birthplace: Taguig City

Citizenship: Filipino

Religion: Roman Catholic

Language Spoken: Filipino and English

Educational Attainment

Senior High School: Bernardo College (2017-2019)

Junior High School: Bernardo College (2013-2017)

Elementary: Camp Claudio Elementary School (2007-2013)

Pre-school: Camp Claudio Elementary School (2006-2007)

 87
Interests:

 Playing basketball

 Playing guitar

 Playing ukulele

 Watching movie

Personal Data

Name:John Paul C. Doquila

Email Address: johnpauldoquila@gmail.com

Address: 313 Purok1 Mendiola Street Alabang Muntinlupa City

Date of Birth: October 28,2000

Birth Place: Surigao City

Citizen Ship: Filipino

Religion: Roman Catholic

Language Spoken: Filipino and English

Educational Attainment
 88
Senior High School: Silago National Vocational High School (2017-

2019)

Junior High School: Silago National Vocational High School (2013-

2017)

Elementary: Silago Central Elementary School (2007-2013)

Pre-School: Magtangale Pre- School (2006-2007)

Interest:

 Playing basketball

 Watching movie

 Listening to music

Personal Data

Name: Kemp S Estrella

Email Address: kemp.estrella.gegf2020@gmail.com

Address: 19385 Sampaguita Street Matatdo

Date of Birth: November 25 1997

Birthplace: Gua-gua Pampanga

 89
Citizenship: Filipino Religion: Iglesias ni Cristo

Language Spoken: Filipino and English

Educational Attainment

Senior High School: Olivarez college (2017-2019)

Junior High School: Parañaque National High school (2013-2017)

Elementary: San Antonio Elementary School (2007-2013)

Pre-school: San Antonio Elementary School (2006-2007)

Interests:

 Playing basketball

 Reading books

Personal Data

Name: Mike Jones O Padilla

Email Address: emmmpadilla@gmail.com

Address: 186 Sunkist st. Sampaloc Site II. Bf Homes Parañaque City

Date of Birth: July 31, 2000

Birthplace: San Luis, Aurora

 90
Citizenship: Filipino

Religion: Roman Catholic

Language Spoken: Filipino and English

Educational Attainment

Senior High School: Saint Francis Academy (2017-2019)

Junior High School: Villa Aurora National High School (2013-2017)

Elementary: Old Balara Elementary School (2007-2013)

Pre-school: Villa Aurora Elementay School (2006-2007)

Interests

 Playing Basketball

 Watching Movies

Personal Data

Name: Vincent Clein L. Manlangit

Email Address: vincentcleinmanlangit@gmail.com

Address: Baryo Maganda St. Olivarez Comp. San Dionisio Parañaque

City
 91
Date of Birth: September 28, 1999 Birthplace: Parañaque City

Citizenship: Filipino

Religion: Roman Catholic

Language Spoken: Filipino and English

Educational Attainment

Senior High School: Olivarez College DPRO (2017-2019)

Junior High School: Parañaque National High School (2013-2017)

Elementary: San Dionisio Elementary School (2006-2013)

Pre-school: San Dionisio Day Care Center (2005-2006)

Interests

 Playing Basketball

 Listening Music

Personal Data

Name: Jerico R. Bautista

Email Address: Kokobautista123.kb@gmail.com

 92
Address: 84 President Avenue Teoville 3 Bf Homes Parañaque City

Date of Birth: November 25, 2000 Birthplace: Macabebe Pampanga

Citizenship: Filipino

Religion: Roman Catholic

Language Spoken: Filipino and English

Educational Attainment

Senior High School: Olivarez College DPRO (2017-2019)

Junior High School: Parañaque National High School (2013-2017)

Elementary: Fourth Estate Elementary School (2006-2013)

Pre-school: Sta Lucia Day Care Center (2005-2006)

Interests

 Playing Guitar

 Playing Online Games

 Motorcycle Ride
93