Accelerat ing t he world's research.

Helmet Compliance: Condition of

Habal-habal Drivers in Metro Cebu
Al C Batuhan

Related papers Download a PDF Pack of t he best relat ed papers 

Socio-economic Fact ors Affect ing t he Compliance of Habal-habal Drivers t o Republic Act 10…
Al C Bat uhan

Chapt er 1 T HE PROBLEM AND IT S SCOPE

kat hrene Glorimae

Road Accident s: T he Lived Experiences of Mot orcycle Users

Richard II D Evarist o
Helmet Compliance: Condition of Habal-habal Drivers in Metro Cebu
Al C. Batuhan1 and Kay S. Conales, MA PMD2

Abstract

The study determines the socio-economic factors that

affect the compliance of the habal-habal drivers to Republic Act
10054 in Metro Cebu. The study is an applied-empirical political
research and a descriptive-quantitative which utilizes idiographic
dimension. Using the indirect source, this study uses the survey
questionnaire to gather the data. The data collected are treated
through the use of Frequency Distribution and the Chi-square Test
for Independence. The socio-economic factors that affect the
compliance of the habal-habal drivers to Republic Act 10054 are
their earned income, corresponding occupation, and health
condition. The study implies that most habal-habal drivers do not
use standard protective helmets or do not have helmets at all.
Given the findings of the study, the research recommends that
the local government units can have the information about the
socio-economic factors that affect the habal-habal drivers’
compliance to Republic Act 10054 and they can create an
ordinance or a law that would suffice the needs of the drivers and
act to the implementation and compliance to the law, with the
help of the Land Transportation Office (LTO) and the Traffic
Enforcement/Operations and Management Offices in each
cities/municipalities of Metro Cebu.

Keywords: policy implementation, socio-economic factors,

awareness, information, compliance, Motorcycle Helmet Act of
2010

1
The main author is a graduating student of the University of San Carlos taking up Bachelor of Arts in
Political Science major in Public Management and Development minor in Economics. He is interested in
developing laws and policies of local government units and its monitoring and evaluation. He may be
reached through alcavanbatuhan@gmail.com.
2
The co-author is a faculty member of the Department of Political Science of the University of San Carlos.
“he holds a aster’s degree i Pu li Ma age e t a d De elop e t. “he is i terested i go er a e a d
public policy discussions and researches. She may be reached through ksconales@usc.edu.ph.

1
 IMPORTANCE OF MOTORCYCLES AND HELMETS IN TODAY’S WORLD

The motorcycle is one of the most popular vehicles in the Southeast Asian region

because of its low cost, ability to transfer people to any destination, and its ease in

squeezing through congestion. It is a small subset of all motor vehicles and is one of the

easiest kinds of land transportation in the country. It is small and narrow, offers less

protection than being inside a vehicle, and is built for speed and performance levels

significantly higher than automobiles. It is one of the most dangerous modes of

transportation in the country.

Motorcycle helmet use by habal-habal drivers is an effective way to reduce road

accidents. Also, the enactment of the law as a means to make helmets obligatory to use

can lessen casualties. The most effective way to make people obliged to wear helmet is

to abide the law, as it requires that every driver and rider must wear it whenever they

ride, to increase its usage, save money, and save lives. Its usage is the best way to

prevent critical accidents on the road.

Habal-habal is a motorcycle modified to seat one (1) or more than two (2)

persons. It is a highly improvised two-wheeled single motorcycle usually ridden beyond

its passe ger’s apa ity. It ould possi le arry up to six (6) passengers, at the least. It is

already a common way of commuting. It is used where jeepneys and tricycles cannot

stand the areas with narrow roads, steep, and rough terrain. It is also popular and

necessary way of transportation to commuters who are often late at school or work, or

for those who are living in traffic-congested areas.

2
ASSUMPTIONS

The study identifies that there are no ordinances crafted or implemented in the

metropolitan. There are no attempts of other researchers in collecting specific

information to the habal-habal drivers as to their compliance to the law. There are no

previous studies conducted to determine the socio-economic factors affecting the

compliance of habal-habal drivers to the law, to describe their awareness and

corresponding sources of information, and the relationship of the socio-economic

factors to their compliance to the law.

REVEALING THE RESEARCH GAP

During the conduct of the preliminary data gathering, electronic/rechargeable

motorbikes on the roads are visible as certain companies in the country are the dealer,

seller, supplier and manufacturer of the new product available to the motorists and the

riding public. The main point is that if a customer wants to use the new product, he/she

has the freedom to use standard protective helmets or not, as stated on its manual and

guidelines on how to use and maintain the efficiency of the product.

Buying or loaning a motorcycle from the dealership and renting from an operator

is something to consider in the land transportation sector, especially using it as a public

utility transport for the convenience of its passengers and to prevent the motorists

getting stuck on traffic.

Using the habal-habal transportation as another alternative mode of public

utility transport in the country is another thing. This transportation sector can be

utilized by through franchise and/or register their motorcycles to the Land

3
Transportation Franchising and Regulatory Board (LTFRB) and the government agency

can regulate and create a policy that would provide a standard fare matrix for each

destination.

FORMULATING THE RESEARCH QUESTION

Prior to the formulation of the research questions, the following were done:

1.) Requesting for a preliminary data from LTO and LTFRB on the facts and figures of

registered motorcycles in the region and data on the habal-habal drivers;

2.) Identifying concepts/theories used in the study;

3.) Polishing/interpreting the preliminary data gathered;

4.) Internalizing the data gathered; and

5.) Identifying the main problem of the study that fits for its purpose.

STATEMENT OF THE PROBLEM

The objective of the study is to determine the socio-economic factors affecting

the compliance of habal-habal drivers to Republic Act 10054 in Metro Cebu.

The study aims to consider the following specific objectives:

1.) Determine the socio-economic profile of habal-habal drivers;

2.) Describe their awareness and corresponding sources of information on Republic

Act 10054;

3.) Determine their compliance to Republic Act 10054; and

4.) Determine the relationship of the socio-economic factors to their compliance to

Republic Act 10054.

4
INTENTION and COVERAGE

This study aims to give readers the importance of the socio-economic factors

that affect the compliance of the habal-habal drivers to the law which could have

valuable inputs to policy review or an implementation evaluation or assessment. This

can help Local Government Units (LGUs) and other relevant government agencies to

map out interventions that can help improve compliance.

Socio-economic factors comprise variables that qualify the identity of an

individual. It deals with the social and economic experiences and realities that help mold

o e’s perso ality, attitude, a d lifestyle.

Awareness is concerned about the well-informed interest in a particular situation

or development. It is the knowledge of an individual to be conscious on his/her

surroundings.

Information can come from virtually anywhere: personal experiences, books,

articles, expert opinions, encyclopedias, and the Web. The type of information needed

will change depending on its application. Individuals generate information on a daily

basis as they go about their work. In academic institutions, staff and students consult

various sources of information. The choice of the source to consult is usually

determined by the type of information sought.

Compliance is required set by an authority in accordance with established

guidelines, specifications, policy, standard, or legislations. It is identified based on how

an individual respond to the compliance of a law, rule, or regulation.

5
 The relationship of the socio-economic factors and the compliance of the law set

the conditions of an individual to measure his/her abilities to drive a motorcycle vis-à-vis

his/her awareness and knowledge about the law.

A brief outlook of the study contains: Part I: Introduction. It comprises the

assumptions, problem, intention, and coverage; Part II: Body. It includes the report of

the actual research done to answer the research question/s or problem/s identified in

the introduction; Part III: Discussion. It provides a presentation of background

information and recapitulation of the research aims of the study, brief summary of the

results, comparison of outcome with previously published studies, conclusions and

recommendations drawn from the results, and proposed follow-up research questions;

and Part IV: References. It contains the literatures, related studies, and other sources of

information that the researcher used in the study.

6
 CONTENT

SCOPE AND LIMITATION

The study is conducted in the cities/municipalities of Metro Cebu. The recipients

are the constituents of these cities/municipalities particularly the habal-habal drivers.

Sections 3, 5, and 6 are the compelling bases for the implementation and compliance of

Republic Act 10054. The source of data only covers the habal-habal drivers of Metro

Cebu. The timeframe of the study begins from the implementation of the law, 2010 until

2015.

BASES OF THE RESEARCH AIM

Motorcycles as a means of mobility have become an issue, specifically among

developing countries. While it is a valid mode of transportation and accessibility, it is not

originally intended for public transport. Issues raised against motorcycle-based public

transport are traffic congestion, decrease safety, and worsening the environment.

Motorcycle-based public transportation continues to prevail in most cities of developing

nations and that is attributed that they are affordable by all sectors of the society

(Guillen & Ishida, 2003).

Anyone who decides to ride a motorcycle must consider that wearing of helmets

from preventing injuries from a crash or fall. Riders are vulnerable in crashing or falling

even how knowledgeable and alert a rider is (WhoHelmets.org, 2011).

Motorcycle helmets protect drivers and passengers from the extremely injurious

and most often fatal road accidents (Castillo, 2010).

7
MOTORCYCLE SAFETY USE POLICIES AND HELMET COMPLIANCE

The motorcycle has become one of the most common modes of transportation

in the country. It required less maintenance and provides better mileage. The country

has governing policies regarding motorcycle safety. The first is Administrative Order

AHS–2008-015, which was enacted by the Land Transportation Office (LTO) in May 15,

2008. The Administrative Order gave rules on speed limit, accessories, passenger and

cargo load, and helmet use. The order explicitly banned motorcycle driving under the

influence of alcohol/prohibited drugs. The second policy is the Republic Act 10054,

e titled Motor y le Hel et A t. U der the la , all otor y le riders, i ludi g dri ers

and back riders, are required to wear standard protective motorcycle helmets at all

times while driving, whether long or short drives, in any type of road and highway

(Larona & Yan, 2012).

Republic Act 10054, otherwise known as the Motorcycle Helmet Act of 2010,

Section 3 on Mandatory Use of Motorcycle Helmets states that all motorcycle riders,

including drivers and back riders, shall at all times wear a standard protective

motorcycle helmets while driving, whether long or short drives, in any type of road and

highway (Congress of the Philippines, 2010).

The Department of Transportation (DOTr) and the Department of Trade and

Industry (DTI) issued Joint Administrative Order 2011-01 providing the rules and

regulations for the manufacturing, selling, or dealing of proactive motorcycle helmets

(Office of the National Administrative Register, 2012).

8
 The United Nations Economic Commission for Europe (UNECE) Regulation No. 22

on proactive helmets for motorcyclists give performance requirements and aims to

ensuring motorcyclists received maximum possible protection from head impact injuries

during collisions (United Nations Economic Commission for Europe, 2012).

The World Health Organization (WHO) in the Philippines expresses support for

the nationwide implementation of the new rules and regulations of Republic Act 10054.

The organization reiterates the necessity of effective enforcement of road safety laws,

to save lives and prevent injuries and disabilities from road crashes. The DOTr

announces the strict enforcement of the Implementing Rules and Regulations (IRR) of

Republic Act 10054 on the use and distribution of standard protective helmets. DOTr

and other officials from DTI, LTO, and the Philippine National Police – Highway Patrol

Group (PNP-HPG) appeal to the members of media to inform the public on the target

date of the nationwide implementation and the need to use standard protective

helmets among motorcyclists. The Import Commodity Clearance (ICC) or Philippine

Standards (PS) stickers are provided to helmets which passed the criteria set by the

Bureau of Public Standards (BPS) of the DTI. The WHO provides the support to the DOTr

in discussing the implementing guidelines and issues on the nationwide implementation

of the la ’s IRR. Information Kits on the use of motorcycle helmets to save lives is also

developed in collaboration with the Department of Health (DOH), with assistance from

the WHO (World Health Organization - Western Pacific Region, 2012).

9
THEORETICAL FRAMEWORK

Socio-economic factors deal with the social and economic experiences and

realities that help old o e’s perso ality, attitudes, a d lifestyle. Age o tri utes to the

thinking capacity of an individual. Educational levels influence economic status as it

determines social status and allows people to trust those who are educated in their

fields of employment. Earned income and corresponding occupation contributes to the

kind of lifestyle an individual is doing for a living. It is a direct contributor to a single

person or family affords to spend. It determines choices and living conditions. It is often

the deciding factor in higher educational pursuits. Place of residence contributes to the

type of environment an individual stays in. Culture/ethnicity contributes to the thoughts

and attitudes of an individual. It has impacts on how he/she is raised, his/her core

values, and his/her sense of family and tradition. Health condition is a definite

measurement. It is able to render a person stagnant. It hinders progress in terms of

education and employment options. It affects mobility and the ability to socialize

(Chase, 2007).

Every participant has different descriptions of awareness as the process begins.

Each participant will go through various stages of awareness throughout the process.

This is spiral as people may go through the same stage again but with a broader

understanding. To keep the process on track, be aware of where people are in this

process and guide them to the next step through communication and participation. Use

the knowledge of their perceptions and interest in the process through decision analysis

to anticipate what is needed as moving through the steps in the decision process.

10
Moving ahead before most participants are ready may cause conflict and delays by

making it more difficult for people to reach the next stage. These stages are – Dawning

awareness: Beginning to understand the problem and the situation; Sense of urgency:

Rushing to solve the problem right now; Wishful thinking: Thinking of all the options

available; Discovery of choices: Narrowing the options to what is available; Weighing

choices: Finding the need to make tradeoffs and to balance interests; Practical resolve:

Evaluating and weighing the alternatives for the best workable solution; Responsible

judgment: Deciding on a solution; and Implementing solutions: Actually solving the

problem (Larsen, 2012).

Compliance is a requirement set by an authority in accordance with established

guidelines, specifications, policy, standard, or legislations. The mandatory use and

provision of motorcycle helmets are required and to be followed promptly. The current

guidance provides that these judgments on compliance are – Fully compliant: the driver

is entirely in accordance with the law, which is implemented in an effective manner;

Substantial compliant: the driver is to a large extent in accordance with the law, the

principle/spirit of which is followed in practice; Partially compliant: some aspects or

parts of the law are met by the drivers while others were not; and Non-compliant: the

driver fails to comply with the law (Walsh, 2012).

11
METHODOLOGY, CONTEXT, RESPONDENTS, AND SAMPLING TECHNIQUE

The study is an applied-empirical type of political research as it is a policy-

oriented empirical research. It is a descriptive and a quantitative research utilizing

idiographic dimension. The indirect source is used in extracting the data as the study

uses the survey questionnaire guide instrument to gather the data.

The locale of the research study is Metro Cebu. The study chooses the locale

because of the growing population of the urban Cebu. Heavy traffic congestion is

happened everywhere in the city of ten times. Many motorcycle drivers use their

motorcycles as a public utility vehicle. Through the motorcycles, many tourists would be

able to reach local attractions easy and fast. To avoid tardiness, plenty of workers

choose the motorcycles as their mode of transportation in going to work.

The respondents of the study are the habal-habal drivers that are operating in

Metro Cebu. The study uses the “lo i ’s Formula (1960) to determine its sample size. The

study sets ± 3 as the specified margin of error. The sampling technique used by the

study is stratified random sampling. It is a method of sampling that involves the division

of a population into smaller groups.

ADDRESSING THE RESEARCH AIM

To address the aim of the research study, it uses the survey questionnaire guide

instrument in gathering its data from the habal-habal drivers. The instrument is used

because factual information is needed in the study. The categorical type of questions is

used in the instrument.

12
OUTCOME

Distributed nearly the same except for 15-24 and

Age
55-64 age brackets
Highest Educational Attainment High School Graduates
Earned Income Below PHP 10,000.00 per month
7/10 have no other work aside from being a habal-
Corresponding Occupation
habal driver
Place of Residence Province of Cebu
Years of Residence nine (9) to sixteen (16) years
Health Condition No Health Problems
Awareness of the Law All drivers were aware of the law
1/3 of the drivers knew it through the television,
Sources of Information radio, and from Barangay/City/Municipality
Information Campaign
Al ost all of the dri ers’ hel ets ha e ICC sti ker
Compliance of the Law A big majority of the drivers have an ICC sticker for
their passe ger’s hel et
Table 1. Results

The table presented above shows the results of the study based on the gathered

data from the accomplished survey questionnaires last August 2017. There were ten

(10) respondents in each city/municipality of Metro Cebu, except for Cebu City in which

it has thirty (30) respondents.

13
 DISCOURSE AND DIALOGUE

BACKGROUND INFORMATION AND RECAPITULATION OF RESEARCH AIMS

The Philippine National Police – Highway Patrol Group (PNP-HPG) recorded 209

ases of otor y le a ide ts, a sig ifi a t i rease o pared to last year’s re ord of

106 cases. There were recorded 2,228 accidents involving motorcycles. There is an

average of 7,000 motorcycle units per week.

More than half of the 7.4 million registered vehicles in the country, around 3.7

million are motorcycles, scooters, or tricycles. Most motorcycles were registered in the

National Capital Region (NCR), Region II, Region III, Region IV-A and B, and Region VII.

Region VII had also the most number of motorcycles registered. The statistic

number of motor vehicles registered has reached 652,927 with an annual increase rate

of 4.35%. The motorcycles consist of 58% of all registered motor vehicles in the entire

region.

In Metro Cebu, motorcycles were used to transport goods from the remote areas

to the nearest market/populated place, usually used by people for travelling purposes

from one destination to another, sports and recreation activities. The motorcycles in the

metropolitan composed of 40% from the overall 58% registered motorcycles in Region

VII. Many motorcycle drivers used their vehicle as a passenger-type vehicle even if it is

privately-owned registered motor vehicle. The commuters do not use motorcycle

helmets while driving or riding.

Republic Act 10054, otherwise known as the Motorcycle Helmet Act of 2010, has

enforced and complied in Metro Cebu. The LTO has been doing their part in enforcing

14
the age y’s re ised rules a d regulatio s o otor y les as ell as its i ple e ti g

rules and regulations.

The study aims to give readers the importance of the socio-economic factors

affecting compliance of the drivers to the law which could have valuable points to policy

review, evaluation, or assessment. It could also provide LGUs and other pertinent

government agencies which can map out interventions to help them improve

compliance and create an ordinance or a law that would be sufficient to the needs of

the motorists. Thus, they can take action to the full implementation and compliance to

the law with the help of the LTO and the Traffic Operations and Management Offices in

each cities/municipalities of Metro Cebu.

SUMMARY OF RESULTS

The age of the respondents was distributed nearly the same aside from 15-24

and 55-64 brackets. Most of the respondents graduated high school. Almost all of the

respondents have an earned income below PHP 10,000.00 per month. One third of the

respondents reside on their place for nine (9) to sixteen (16) years. All of the

respondents are from the province of Cebu. For every ten (10) respondents, seven (7)

respondents do not have any other income aside from being a habal-habal driver. All of

the respondents do not have any health concerns. All of the respondents are aware of

the existence of the law. One third of the respondents know about the existence of the

law through television, radio, and from the Barangay/City/Municipality Information

Ca paig . Al ost all of the respo de ts’ hel ets ha e ICC sti ker hile a ig ajority

of the respo de ts ha e a ICC sti ker for their passe ger’s hel et.

15
COMPARISON TO OTHER RESEARCHES

Most of the reading materials that the researcher collected and read about the

relationship of the socio-e o o i fa tors to the dri ers’ o plia e to the la

revealed that earned income, corresponding occupation, and health were the factors

that affect compliance of every individual to a certain phenomenon. The discussions in

each reading materials said that some socio-economic factors were not part of the

factor affecting compliance because some of it were variables that qualify their identity

and do not affect their compliance to the law.

CONCLUSION AND RECOMMENDATIONS

The socio-economic factors affecting the compliance of habal-habal drivers to

Republic Act 10054 are their earned income, corresponding occupation, and health

condition.

Earned income contributed to their compliance to the law because money is one

of the needs of the drivers to purchase the standard protective helmets, as prescribed

by law for their safety, prevent from paying fines for the penalties and confiscation of

the dri er’s li e se for the su eedi g offe ses.

Corresponding occupation also contributed to their compliance to the law

because the more source of income they have and received more income from their

other work, they will surely comply the law, as they have additional money to purchase

the standard protective helmet. They can use their other source of income to save

money. If their money is already enough, they can use it to purchase the standard

protective helmet, as required by law.

16
 Health condition contributed to their compliance to the law because they can

also use their income to purchase their maintenance medicines for the medication of

their illness.

The paper can be used as basis for creating an ordinance or a regulation in each

locale of Metro Cebu for the safety of the motorcycle drivers and riders, and from

payi g fi es or o fis atio of dri er’s li e se for su eedi g offe ses.

The study can also be a reflection of regulating the habal-habal transportation,

provided that there must be a standard fare matrix for each destination, creation of

motorcycle terminals, strong union, cooperative and/or association of these drivers and

operators. Also, this study can support the claim that motorcycles can be use as an

alternative to the current mode of public transportation in the metropolitan.

PROPOSED FOLLOW-UP RESEARCH QUESTION

From the findings of the study, the following follow-up research questions for

the habal-habal drivers are then proposed:

1.) Is the habal-habal transportation you use

a.) Personally owned?

b.) Rented?

c.) Loaned?

2.) With your answer in number 1, state the reason(s) why you have chosen to

have it that way.

17
3.) Are you in favor to have habal-habal transportation as an alternative mode

of transportation be franchised and registered in LTFRB?

( ) Yes ( ) No

4.) Are you in favor to have LTFRB a standard fare matrix for each destination?

( ) Yes ( ) No

18
 REFERENCES

Byrnes, & Gerberich. (2012). Motorcycle Helmet Use and Legislation. Bethesda,
MD, 20894 USA: PubMed. National Center for Biotechnology Information.

Castillo. (2010). New Helmet Law serves public safety: Velarde. Manila,
Philippines: House of Representatives, 16th Congress of the Philippines.

Chase. (2007). Definition of Socioeconomic Factors. Retrieved September 26,

2017, from People of Everyday Life:
http://classroom.synonym.com/definition-of-socioeconomic-factors-
12079366.html

Congress of the Philippines. (2010). Republic Act No. 10054: Motorcycle Helmet
Act. Quezon City, Philippines: Senate and House of Representatives of the
Philippines.

Guillen, & Ishida. (2003). Motorcycle-Propelled Public Transport and Local Policy
Development - The Case of Tricycles and Habal-habal in Davao City,
Philippines. IATSS Research , Volume 28; No. 1, 204.

Kuzzaman. (2016). Types of Information Sources. Retrieved January 30, 2017,

from Library & Information Science Network:
http://www.lisbdnet.com/types-information-sources/

Land Transportation Office - Region VII. (2013). Registered Motor Vehicles in

Central Visayas. Cebu City, Philippines.

Larona, & Yan. (2012). Visual Profile of Motorcycle-related Trauma in a Tertiary

Hospital. Pao Journal , Volume 36; Number 2.

Larsen. (2012). Levels of Awareness. Retrieved September 27, 2017, from

Bureau of Reclamation, United States Department of Interior:
http://www.eastgate.com/DeenaLarsen/guide/aware.htm

National Electronic Injury Surveillance System. (2010). Motorcycle: Most

Dangerous Mode of Transport. Manila, Philippines: Department of Health.

National Statistics Coordinating Board. (2010). Registered Motor Vehicles in the

Philippines. Manila, Philippines: Philippine Statistics Authority.

Office of the National Administrative Register. (2012). Department of

Transportation and Department of Trade and Industry Joint Administrative
Order 2011-01. Rules and Regulations for the Manufacturing, Selling or
Dealing of Proactive Motorcycle Helmets. Manila, Philippines.

19
Philippine Safety Driving Center. (2010). Recorded Cases of Motorcycle
Accidents. Quezon City, Philippines: Land Transportation Office.

United Nations Economic Commission for Europe. (2012). UNECE Regulation No.
22: Protective Helmets for Motorcyclists. Geneva, Switzerland: United
Nations.

Walsh. (2012). The Notion of Compliance: Definitions and Examples. London,

United Kingdom: European Higher Education Area. European Standards and
Guidelines.

WhoHelmets.org. (2011). Use of Helmets as a Strategy for Preventing Head

Injuries Caused by Bicycle or Motorcycle Crash or Fall. Retrieved January 30,
2015, from http://www.whohelmets.org/

World Health Organization - Western Pacific Region. (2012). WHO Supports

Helmet Law Implementation in the Philippines. Retrieved January 30, 2015,
from World Health Organization Representative Office. Manila, Philippines:
http://www.wpro.who.int/philippines/areas/injury_violence/story_helmet_
law/en/

World Health Organization. (2011). Global Status Report on Road Safety. New
York, NY, USA: World Health Organization Press.

20