ST.

VINCENT COLLEGE
OF CABUYAO
MAMATID CABUYAO LAGUNA

BACHELOR OF SCIENCE IN CRIMINOLOGY

ACCIDENTS AND RISKS ASSOCIATED WITH

RIDING AN ELECTRIC BIKE ON THE
MAIN ROAD OF CALAMBA CITY

LAGRADANTE JR, REX D.

ABELONG, RAINIER M.
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CHAPTER 1

PROBLEM AND ITS BACKGROUND

Introduction

Nowadays, Electric bicycles are significant elements of the urban

transportation system in our country. With the limited public transportation

brought about by the pandemic and the sky-rocketing fuel price, more and more

people have switched to riding e-bikes to get to work or just get around with

their daily errands. The pandemic helped push more e-bikes into cities as people

began turning away from public transportation and opted for a faster way to get

places. In recent years, electric bicycles have emerged as some people's

preferred mode of transportation for daily travel due to their affordability,

convenience, and adaptability. Additionally, electric bikes are good for the

environment because they don't burn fossil fuels or emit harmful pollutants into

the air.

Despite these benefits, the usage of e-bikes has sparked safety concerns

across the country. Due to the fact that most electric bike riders are unaware of

their surroundings, they are more likely to engage in risky behaviors than

conventional cyclists, like occupying motor vehicle lanes, speeding, running red

lights, and going on the wrong side of the road because they don't have license
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to drive an electric bike and they haven't attended any traffic rules seminars, the

majority of e-bike users aren't familiar with traffic signs and symbols and

another this is a pedestrian frequently crosses in front of an electric bike

because they make no noise, which increases the danger of an accident.

According to Wikipedia (2023) an Electric bicycle has been popular it is a

motorized bicycle with an integrated electric motor used to assist propulsion.

Many kinds of e-bikes are available worldwide, but they generally fall into two

broad categories: bikes that assist the rider's pedal-power and bikes that add a

throttle, integrating moped-style functionality. Both retain the ability to be

pedaled by the rider and are therefore not electric motorcycles. E-bikes use

rechargeable batteries and typically are motor-powered up to 25 to 32 km/h (16

to 20 mph). High-powered varieties can often travel more than 45 km/h (28

mph). E-bike use is growing in some markets, as they are seen as an eco-

friendly and healthy alternative to cars, fossil fuel-powered mopeds and small

motorcycles, and a less physically intense alternative to conventional bicycles.

Depending on local laws, many e-bikes are legally classified as bicycles rather

than mopeds or motorcycles. This exempts them from the more stringent laws

regarding the certification and operation of more powerful two-wheelers which

are often classed as electric motorcycles. E-bikes can also be defined separately

and treated under distinct electric bicycle laws. In UK legislation the vehicles
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are called EAPC or Electrically Assisted Pedal Cycle, in EU legislation EPAC

or Electrically Power Assisted Cycle.

According to C.E Baclig (2021) With the rising number of those who ride

e-bikes, the number of accidents involving e-bikes has also risen, says the

Metropolitan Manila Development Authority (MMDA) and has recently held a

meeting with the different local traffic bureaus of Metro Manila cities to discuss

LTO’s Administrative Order (AO) 2021-039. which was signed in 2021, puts

out regulations that govern the use of e-bikes within the country, with some

requiring registration with the LTO and its driver must possess a valid driver’s

license. According to LTO's Administrative Order (AO) 2021-039 if your E-

bike is classified under L2b, L3, L4, and L5, then it needs to be registered with

the LTO and its driver must possess a valid driver’s license as stated above. E-

bikes that can reach a maximum speed of up to 50 kph, those with a pedal, and

electric kick scooters do not require license and registration. Additionally, some

e-bikes are limited to use only on barangay roads, while some can be used on

major thoroughfares but not inside expressways.

Finally, This study shows the accidents and risk associated with riding an E-

bike in Calamba main road.

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Background of the study

For certain residents of Calamba City, using an electric bike has emerged as

the ideal option due to its usability. Since some e-bikes don't need registration

or a license to operate, accidents involving electric bikes have been on the rise.

Additionally, the risks and accident has increased because most of electric bike

drivers are not familiar with traffic signs and symbols, and some electric bike

riders even drive recklessly.

Additionally, some electric bike drivers don't know how to use their signal

light before turning in different intersections, which results in some incident,

and almost all electric bike drivers do not wear helmets while operating an

electric bike, which is extremely dangerous for their lives in the event of an

accident. As a result, we need to give attention to this issue and carry out

research on the accidents and risk associated with riding an electric bike on the

main road of Calamba.

Theoretical Framework

This study is based on the Domino theory of accident causation by Heinrich

(1969) a sequential accident model which has been influential in the

development of occupational safety thinking. According to the "domino theory"

an accident sequence is a series of connected, causal events that happen one

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after another. The first domino to fall causes the second to follow, then the

third, etc. Heinrich viewed the occurrence of a "preventable harm" as the climax

of a sequence of circumstances, analogous to a row of dominoes arranged so

that the toppling of one domino causes the next to fall, which causes the third to

fall, and so on until the entire row is toppled. The injury won't happen if this

sequence is stopped by the removal of even one of the many components that

make it up. This theory stated that the accident causation theory is the art and

science that seeks to understand the deeper roots of why accidents happen.

Understanding accident causation theory is essential in determining why

workplace incidents occur and so that we can prevent re-occurrences.

According to the domino theory of accident causation, accidents are just one

among a number of circumstances that lead to injury. According to the domino

hypothesis, all factors are interconnected, and each is reliant on the one before

it. This indicates that accidents only happen as a result of personal or

mechanical hazards, and personal injury.

This theory relevant to our research since it aims to comprehend the more

fundamental causes of risks and accidents.

Domino Theory of accident (Heinrich 1931)

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Conceptual Framework

The conceptual framework of the study was predicted in the following paradigm

INDEPENDENT VARIABLE DEPENDENT VARIABLE

Level of awareness of

electric bike drivers in

terms of:

 Potential accidents

 Traffic signs
Riding E-Bike
Risks associated of electric

bike in pedestrian in terms

of:

 Low noise level

 Start excessive

acceleration

Figure 1. Conceptual paradigm

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FIGURE 1

Figure 1 represents the conceptual framework of the study. it consists of two

variables, accident and risk as an independent variable and electric bike (e-bike)

as the dependent variable. In figure 1, Accident and risk as independent variable

pertains to an unexpected and unwanted occurrence which could result to injury

to persons, damage to equipment, materials or environment. It pertains to the

probability that an incident will occur and the severity of the outcome.

Another variable, Electric Bike as a dependent variable refers to an Electric

motorized bicycle with an integrated electric motor used to assist propulsion.

Null Hypothesis

Ho1: There is no significant relationship between accident and risk to riding of

electric bike.

Statement of the Problems`1

1. What is the level of awareness of electric bike drivers in terms of:

1.1. Potential accidents

1.2. Traffic signs

2. What is the significant relationship between the gender of the respondents

to the electric bike accident?

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3. What is the significant relationship between the age of the respondents to

the electric bike accident?

4. What are the risks associated of electric bike in pedestrians in terms of:

4.1 Low noise level

4.2 Start excessive acceleration

Scope and Limitation

This study's major focus will be on the accidents and risk involved with using

an electric bike on the main road in Calamba City. The participants in the data

collection will be 60 randomly picked Calamba Electric Bike Drivers who will

act as a representative sample of the general public. To gather facts and figures

on Calamba's Main Road, the researchers employ survey questionnaires. The

major source of data will be a survey questionnaire that the researchers

themselves prepared.

Significance of the study

The study was conducted to know how the accident and risk associated with

riding an electric bike in the main road of Calamba city. Through this research

the researchers and respondent will find out the accident and risk associated

with riding an electric bike that may affects in future. This study also conducted

to know the different circumstances that lead to accidents and risks or injury for
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the e-bike riders, if we seek to understand the deeper roots of why accidents

happen according to “domino theory” we will prevent or lesser the accidents

and risks.

The outcome of the study is relevant to the following:

Community – This research will help the community by giving awareness

about accident and risk associated with riding an electric bike.

Researchers – This study will help the researchers to be knowledgeable about

the accident and risk associated with riding an electric bike and for partially

fulfilling the requirements for passing their subject.

The future researchers - this study will help to the future researchers who will

conduct the same study can use this research as a source of related study and

literature to make their present study.

Definition of Terms

Main road of Calamba City- The research location of the study.

Electric Bike- a bicycle with an electric motor that helps to move the bicycle

forward even when the rider is not turning the pedals.

Accident- is an unexpected and unwanted occurrence which could result to

injury to persons, damage to equipment, materials, or environment.

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Risk- is the probability that an incident will occur and the severity of the

outcome.

Riding- to sit on something such as a bicycle, motorbike, or horse and travel

along on it controlling its movements.

LTO (Land Transportation Office) - promotes the safety and comfort of the

traveling public with respect to motor vehicles.

MMDA (Metropolitan Manila Development Authority)- a government

agency of the Philippines responsible for constituting the regional government.

EAPC (Electrically Assisted Pedal Cycle)- vehicles that are essentially cycles

with two or more wheels.

CHAPTER 2

Review of Related Literature and studies

Foreign Related Studies

According to the study of Yao & Wu (2012). In China, e-bike usage has

increased significantly during the previous ten years. Due to the rising number

of fatalities and injuries, public concern about e-bike traffic safety is growing.

In order to determine the risk factors that affect e-bike riders' involvement in

accidents and the connections between safety attitudes, risk perception, and
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abnormal riding behaviors, a study was done. According to their survey’s

findings demonstrated that at-fault accident involvement was substantially

correlated with gender and vehicle driving experience. Riders with a driver's

license had a lower accident rate than those without one, and males were more

likely than females to be found at blame in an accident. A structural equation

model analysis revealed that aberrant riding behaviors were strongly influenced

by both risk perception and safety attitudes. E-bike riders were less likely to

engage in abnormal riding behaviors when they had more favorable attitudes

toward safety and were more concerned about the risks, they posed to other road

users. The practical ramifications for enhancing e-bike riders' road safety are

examined.

According to the study of Ma C, Yang D, Zhou J, Feng Z, Yuan Q (2019)

the e-bike dangerous riding behavior are from three aspects: the characteristics

and causes of e-bike accidents, the characteristics of users' traffic behavior, and

the prevention and intervention of traffic accidents in order to clearly

comprehend the risky riding behaviors of electric bicycles and assess the riding

characteristics. The analysis's findings indicate that binary probability models,

structural equation models, and questionnaire survey methodologies are the

mainstays of current research on dangerous e-bike riding behavior. The primary

unsafe riding behaviors associated with e-bikes include illegal manned and
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reverse cycling, overspeed cycling, stopping at red lights, and illegally

occupying motor vehicle lanes. Varied users have different unsafe cycling

behaviors as a result of differences in physiological and psychological traits

including gender, age, audiovisual ability, responsiveness, patience when

waiting for a red light, congregation, etc. The introduction of quasi-drive

systems, modifications to the riding environment, increased safety awareness,

and training are all considered to be effective accident prevention strategies for

preventing e-bike accidents and safeguarding users' traffic safety.

According to B. Langford, J.Chen & C. R. Cherry (2015) They concentrate

on the actions that riders should take to ensure their safety in the following four

scenarios: (1) riding in the proper direction on directional roadway segments;

(2) speeding on on-road and shared use paths; (3) stopping behavior at stop-

controlled intersections; and (4) stopping behavior at signalized intersections.

With very few exceptions, they discover that e-bike users behave remarkably

similarly to bicycle riders. Both vehicles had significant rates of violations. And

additionally, according to their E-bike riders and normal bicycle riders both ride

their vehicles incorrectly on 44% and 45% of segments, respectively. they

discover that while e-bike riders' average on-road speeds (13.3 kph) were

greater than ordinary bicyclists' (10.4 kph), their shared use path (greenway)

speeds (11.0 kph) were lower; both differences were statistically significant
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with >95% confidence. Bicycle and e-bike users disobey stop signs at stop

control junctions at almost the same rates, with bicycles disobeying signs

slightly more frequently at low-speed thresholds (80% at 6 kph, 40% at 11 kph).

E-bikes and bicycles both violate traffic signals at around the same rates (70%).

According to their results, e-bike riders behave almost exactly the same way as

traditional bike riders in terms of safety, and they should be subject to the same

regulations. Both technologies' users violate traffic control devices at alarmingly

high rates, hence measures should be taken to increase compliance.

According to Poos, H. P. A. M., Lefarth, T. L., Harbers, J. S., Wendt, K.

W., El Moumni, M., & Reininga, I. H. (2017). They compare the incidents and

accidents of e-bike and traditional bicycles since July 2014 to may 2016 and

they gathered data from database of University Medical Center Groningen's

Accident & Emergency Department. Using "propensity score matching," they

compared e-bikers to conventional cyclists based on age, gender, and the

presence of comorbidities. Out of 475 victims who were included, 107 were

using an e-bike. E-bike riders were 65 years old on average, while traditional

cyclists were 39 years old on average. In e-bikers, comorbidity was more

prevalent. E-bikers had injuries that were noticeably worse than those sustained

by regular cyclists. Their head, face, upper, and lower extremities all suffered

more severe wounds. E-bike riders also underwent surgery more frequently and
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for longer durations of time than other riders. Mortality remained constant.

According to propensity score matching, e-bikers had more severe head injuries

and were admitted for longer periods of time than conventional cyclists. They

also had multiple severe injuries twice as frequently. In comparison to

traditional riders, e-bikers who were involved in a bicycle collision suffered

more severe injuries, more frequently multiple injuries, and more severe brain

injuries. As a result, more care was required. It is important to promote

preventative measures like taking riding lessons and wearing a helmet. When a

patient was involved in a bicycle accident involving an e-bike, medical

professionals should take extra precautions due to the potential for serious

injury.

According to Weber, T., Scaramuzza, G., & Schmitt, K. U. (2014) There

study was the first research to examine e-bike accidents that police recorded in

Switzerland. Accidents in different regional environments (rural vs. urban) were

compared Police-recorded accidents from 2011 and 2012 involving a combined

total of 504 e-bikers and 871 cyclists were analyzed. National statistics were

contrasted with those from rural and urban areas. Most e-bikers involved in

collisions were between the ages of 40 and 65. The majority of e-bike accidents

were single incidents, and the researched rural environment had a greater rate of

helmet use than the analyzed metropolitan area. Since there is basic information
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on the characteristics of e-bike accidents, the evaluation of the injury severity of

e-bikers, particularly when compared to bicyclists, led to diverging results.

Their findings are presented in this study as a benchmark. No definitive

conclusion can be made on the differences in injury severity between e-bikers

and cyclists as of now. It is advised to review e-bike incidents frequently in

order to spot patterns and/or changes.

According to V. Chander (2019) he gathered data from the National

Electronic Injury Surveillance System (NEISS) of the US Consumer Product

Safety Commission was used to collect data on injuries involving all three types

of vehicles from 2000 to 2017. E-bike injuries were also more than three times

as likely to involve a collision with a pedestrian than either scooter or

conventional bike injuries. The study's most notable finding, the injury research

program in the division of trauma and surgical critical care at NYU Langone

Health in New York City, was that injuries caused by e-bikes in particular were

more severe. 130,797 accidents involving powered scooters were among the

more than 245 million injuries reported during the study period, or 5.3 per

10,000 injuries treated in U.S. emergency rooms. 3,075 injuries from e-bikes

were reported. And the highest percentage of e-bike accident victims were those

between the ages of 18 and 44 and 45 to 64. "In comparison, typical speeds for

more conventional cycles, such as the Citi Bikes (rental) in New York City, are
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less than 10 mph. E-bike injuries may be more serious due to this nearly

doubling of potential speeds, the expert suggested. Additionally, there is

inadequate infrastructure for biking. The findings of the study, according to

Anne Lusk, a research scientist at the Harvard Chan School of Public Health in

Boston who has worked on bicycle environments for 38 years, could be used to

guide built-environment design to increase safety for users of e-bikes and

scooters, cyclists, pedestrians, and car drivers.

Foreign Related Literature

According to S. Papoutsi, L. Martinolli, & A.K. Exadaktylos (2014) in their

study, they looked backward at E-bike accidents treated in our hospital's

Emergency Department from April 2012 to September 2013, concentrating on

the following factors: age, gender, time, period, and cause of the accident, as

well as injury and outcome and according to their results. The patients were

mostly men. Injured E-cyclists were an average of 47.5 years old. Self-injury

was the primary source of injuries. Most head and neck injuries occurred. ISS

on average was 8.48. The results showed that 5 patients were maintained in the

intensive care unit, 9 patients were treated as inpatients, and 9 patients were

treated as outpatients (ICU). Just six patients had surgery (S). Discussion. This

is the first attempt to assess E-bike injuries in a serious hospital environment in

Switzerland. E-bikes are becoming more and more popular as a form of

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transportation, and head and neck injuries are common among E-cyclists,

therefore the risk shouldn't be understated.

According to the study of T. Ricker (2022) his study found that emergency

room visits by e-bike riders in the Netherlands were 1.6 times higher than those

of regular cyclists, compared to two- and three-times higher rates for racing and

mountain bikes, respectively. Compared to 2016, the proportion of e-bike riders

who were injured was also significantly greater (36 percent) (19 percent). E-

bike riders between the ages of 12 and 17 were most susceptible to an

emergency visit; 22% of victims were among this age group. Also most

vulnerable were women over 55, who made up nearly half of all e-bike victims

(47 percent). All bicycle injuries were primarily caused by the rider's own

actions. Overall, the survey finds that rider behavior (such as a steering error)

accounted for 44% of all bicycles (regular and electric) injuries, while road

conditions accounted for 32% of cases. And in many of these collisions, only

the rider was hurt. The increase in e-bike injuries can be at least partially

attributed to more e-bike riders. According to a separate analysis created by the

Dutch national statistics office, CBS, 582 individuals died in traffic accidents in

the Netherlands last year (the lowest number since 2015) 207 on traditional

bikes, 175 in vehicles, and 80 on e-bikes (up from 74 in 2020). In comparison to

the previous year, there were generally 22 fewer cyclists killed in road incidents
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in 2021. According to Residents of Amsterdam for more than 20 years, and

during the last two years in particular, they witnessed how e-bikes have changed

dedicated cycleways. Additionally, those protected bike lanes are now more

crowded because of a general rise in bicycle use. It's also important to note that

the Dutch don't wear helmets, not even among vulnerable populations like

children or the elderly, and officials are reluctant to make them mandatory

because doing so might discourage people from riding bicycles, further

impeding the achievement of crucial environmental goals.

According to B. C Langford, J. Chen, C.R. Cherry (2015) They focus on

rider safety behavior under four situations: (1) riding in the correct direction on

directional roadway segments, (2) speed on on-road and shared use paths, (3)

stopping behavior at stop-controlled intersections, and (4) stopping behavior at

signalized intersections. And they found out that, with few exceptions, riders of

e-bike behave very similarly to riders of bicycles. Violation rates were very

high for both vehicles. Riders of regular bicycles and e-bikes both rides wrong-

way on 45% and 44% of segments, respectively. They found out that average

on-road speeds of e-bike riders (13.3 kph) were higher than regular bicyclists

(10.4 kph) but shared use path (greenway) speeds of e-bike riders (11.0 kph)

were lower than regular bicyclists (12.6 kph); both significantly different at

>95% confidence. At stop control intersections, both bicycle and e-bike riders
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violate the stop signs at the similar rate with bicycles violating stop signs at a

slightly higher rate at low-speed thresholds (∼80% violations at 6 kph, 40%

violations at 11 kph). Bicycles and e-bikes violate traffic signals at similar rates

(70% violation rate). There findings suggest that, among the same population of

users, e-bike riders exhibit nearly identical safety behavior as regular bike riders

and should be regulated in similar ways. Users of both technologies have very

high violation rates of traffic control devices and interventions should occur to

improve compliance.

According to J. Maus (2022) his study found out that the rising popularity

not only for e-bikes but for all personal mobility from traditional cycles to e-

scooters means greater stress on already underdeveloped active transportation

infrastructure that fails to fulfill our climate or safety criteria and goals. As the

cost of e-bikes decreases, so does their appeal and the demand for a network of

safe routes that extends far beyond Portland's downtown. He makes two

recommendations in particular: Make protected bike lanes a default treatment

and add automated traffic cameras across the city's entire "high crash network."

And according to him "It is imperative that we create and maintain safe streets

for these new riders... While there are many benefits to light transportation,

without separated facilities they add vulnerability to users when competing with

automobiles."
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Local Related Studies

According to S. Bakker (2018) It discusses the possibility of cycling being

used as a sustainable means of transportation in two Southeast Asian

megacities, Bangkok and Metropolitan Manila, using the Technological

Innovation Systems (TIS) framework. The TIS framework considers various

factors that affect the role of cycling in transportation systems, infrastructure,

governance, and knowledge development. The analysis shows that while there

is more attention given to cycling by the national and municipal governments

of Thailand and the Philippines, there are several areas where these cities need

improvement to promote cycling as a sustainable mode of transportation. It

identifies knowledge development, actor networks, e-bike adoption,

infrastructure, resource mobilization, and legitimacy as aspects that are not yet

fully developed in these cities. However, the flat terrain, growing bike industry,

heavy traffic, attention to cycling for health and the environment, expansion of

public transportation, active university communities, and the emergence of

advocacy coalitions suggest that cycling has the potential to become more

widespread in these megacities. To increase the importance of cycling in

tropical megacities such as Bangkok and Metropolitan Manila, it suggests

several requirements, including enhancing infrastructure, building knowledge

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networks, mobilizing resources, and developing advocacy coalitions. Improving

infrastructure could involve constructing bike lanes, bike parking facilities, and

dedicated bike signals at intersections. Creating knowledge networks might

include developing partnerships among universities, government agencies, and

advocacy groups to promote research on cycling and sustainable

transportation. Mobilizing resources could entail establishing public-private

partnerships to fund cycling infrastructure and programs. Finally, fostering

advocacy coalitions could involve engaging community-based organizations

and advocacy groups to create a wider base of support for cycling as a

sustainable mode of transportation. Overall, the potential for cycling to

become a more widespread means of transportation in Bangkok and

Metropolitan Manila. While several aspects need improvement, the essay

concludes that increasing the importance of cycling in these megacities is

crucial for sustainable urban development and requires the cooperation of

various stakeholders.

According to data from the Metro Manila Development Authority, C.E. Baclig 

(2021) The information provided indicates that the number of traffic accidents

involving bicycles in the National Capital Region (NCR) has increased

significantly from 2018 to 2020, with 2,606 accidents reported and verified in
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2020, more than double the number reported in 2019 (1,759). However, it is

important to note that these numbers may not accurately represent the actual

number of accidents as they only account for reported and verified incidents.

The annual report from the Metro Manila Accident Reporting and Analysis

System (MMARAS) revealed that the number of bicycles involved in traffic

accidents has been increasing since 2018. In 2020, there were 3,026 bicycles, e-

bikes, and pedicabs involved in traffic incidents, resulting in 36 fatalities, 2,067

non-fatal injuries, and 923 cases of property damage. To ensure safety while

riding, it is recommended to keep bicycle brakes in good condition. Cyclists

should also follow traffic rules and regulations, wear appropriate safety gear,

and be aware of their surroundings to reduce the risk of accidents. Additionally,

improving infrastructure for cyclists, such as building dedicated bike lanes and

maintaining roads, may help reduce the number of bicycle-related accidents on

the road.

According to Businesswire (2022) The electric scooter market in the Asia

Pacific region is predicted to experience a compound annual growth rate of

28.9% and reach a total value of $625.03 billion by 2029, as stated by a report

from Businesswire in 2022. Additionally, the market volume is expected to

increase at a compound annual growth rate of 26.4% and hit 266.04 million
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units during the same period. The expansion of the market is attributed to

favorable government regulations in southeast Asian countries, heightened

environmental concerns, and investments from OEMs and ride-hailing firms in

the micromobility industry. During the forecast period, the e-scooters and e-

bikes segment is projected to have the highest compound annual growth rate,

primarily due to government investments in developing EV charging

infrastructure, increasing adoption in courier and e-commerce delivery services,

and rising governmental subsidies and programs to promote electric mobility.

Moreover, the COVID-19 outbreak contributed to the market's growth since

emission-free e-scooters and bikes emerged as a convenient substitute for

traditional public transportation. Among all types of motors, the hub motor

category, including geared and gearless hub motors, is expected to experience

the highest compound annual growth rate throughout the projected period. This

market is also likely to grow considerably due to the convenience of wireless

charging and higher charging rates that reduce range anxiety. End-users'

compound annual growth rate is expected to be driven by government initiatives

supporting last-mile mobility, EV adoption, and the relief of traffic congestion

during the forecast period. Due to the government's efforts to encourage

investments in electric transportation and promote greener technologies, the

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Philippines is expected to have the highest compound annual growth rate over

the projection period, followed by India and the Philippines

According to Grecia L. (2021) Increase in bicycle, e-bike, and pedicab accidents

and fatalities reported by the MMARAS in 2020 compared to 2019. The rise in

incidents involving bicycles and pedicabs may be attributed to two reasons, the

inclusion of e-bikes in the accident count and an increase in individuals using

bicycles as a mode of transportation during the pandemic. It emphasizes the

need for designated spaces for road users and adherence to traffic laws and

basic road politeness. It highlights the need for everyone, including drivers,

riders, bikers, pedestrians, and the government, to contribute to making the city

safer. Overall, it recognizes the need for a comprehensive approach to road

safety that takes into account the increasing use of alternative modes of

transportation, such as bicycles and e-bikes, and promotes safe and responsible

road use by all users.

According to Alvarez, Catherine C., Bombarda, Yzabela Ruth A., Bea Nicole

M., Tuaño, Kyla Bianca S. (2021)

Reveals that since individuals have been avoiding public transit since the COVI
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D-19 outbreak started, bicycle use has grown. Yet, sharing major roads and high

ways designed for cars and other vehicles exposes bikers to safety dangers. To a

dvance communities' health and safety, better mobility and transportation, envir

onmental sustainability, and economic prosperity, the report advises investing in 

bicycle infrastructure. The study identifies four socioeconomic subcategories

health and safety, transit and mobility, the environment, and the economy

that emphasize the benefits of putting in bicycle facilities.The study's conclusio

ns indicate that adding bicycle lanes is more profitable than risky. Bicycle lanes 

can lower the risk of collisions, enhance cardiovascular health, reduce traffic co

ngestion, lessen carbon emissions, and increase employment and tourism.

To statistically determine the precise benefits of bicycle lanes in a city, particula

rly in the area of the economy, more research is necessary. Automobiles and oth

er roadside items continue to pose a severe hazard to rider safety, therefore bicy

cle lanes are not without their drawbacks.

Yet, the study comes to the conclusion that bicycle lanes are highly recommend

ed for a city to prosper, particularly in terms of citizen health and safety, improv

ed mobility and transportation, environmental sustainability, and economic gro

wth.

Local Related Literature

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According to Villanueva (2022), several accidents have prompted the Met

ropolitan Manila Development Authority (MMDA) to consider enforcing the La

nd Transportation Office's (LTO) rule governing e-scooters and e-bikes more str

ictly. The MMDA wants to guarantee student users of these electric vehicles are 

safe. Since public transportation isn't running at full capacity right now, the MM

DA isn't strictly enforcing the LTO's Administrative Order 2021-039.

The LTO directive specifies, e-bikes and e-

scooters must use community roads and bicycle lanes and must always yield to 

oncoming traffic. On the main routes in Metro Manila, 346 traffic accidents inv

olving e-vehicles were reported the previous year, and 82 accidents have alread

y occurred this year. Major thoroughfares are off-limits to e-bikes and e-

scooters, and the MMDA aims to promote road safety for all e-vehicle users, pa

rticularly students.

According to Nelz (2022) It is true that traffic accidents are a major problem

in many countries, including the Philippines, and that they contribute to clogged

roads and personal injuries among those affected. Careless driving are one of

the leading causes of these incidents. The Philippine government has taken steps

to enforce stricter regulations and standards in an effort to stop these incidents,

yet some motorists still break the law. In many nations around the world, traffic
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accidents have sadly increased in frequency during the past few decades. Car

accidents caused by reckless driving frequently result in serious injuries or even

fatalities for the victims. Stronger traffic laws are being enforced by

governments in an effort to stop these tragedies, but many drivers continue to

break the rules, increasing the number of accidents on the road. To lower the

number of traffic accidents and guarantee safer roads for all, it is essential to

increase awareness of the significance of adhering to traffic laws and

regulations.

According to Manila Times (2022) The article discusses the rise in sales of

electric bikes in the Philippines due to the increasing fuel prices. The

Metropolitan Manila Development Authority (MMDA) is planning to introduce

stricter regulations for the use of electric bikes and scooters due to the

increasing number of accidents involving these vehicles. Despite this, e-bikes

are becoming more popular among young people and are seen as a solution to

the lack of public transportation and high fuel prices. The Chinese market for e-

bikes is booming, and Beijing is changing its regulations to keep up with

demand. Local e-bike manufacturers and sellers have been complaining about

confusing government regulations, but the Land Transportation Office has now

issued guidelines for the classification of electric two-wheelers. The MMDA is

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not seeking to ban e-bikes and e-scooters but is asking for proper discipline and

caution on the road for all vehicles.

CHAPTER III RESEARCH METHODOLOGY

This chapter reveals the methods of research to be employed by the

researcher in conducting the study which includes the research design,

population of the study, research instrument and its development establishing its

validity and reliability, data gathering procedures, and the appropriate statistical

treatment of data.

Research Design

The research design used is essentially descriptive in essence because the

researcher is relying heavily on the survey questionnaire. The researchers

employed survey method of research. In this study, participants are asked

directly about the dangers of riding an e-bike on Calamba City's Main Road as

well as their thoughts, actions, experiences, and characteristics.

Research Locale

The research will be conducted to the main road of Calamba City Laguna,

4027 Region IV-A CALABARZON

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The Respondents of the study

The respondent of the study is composed of people in the community of

Calamba City. One of the vital processes to keep this study successful. All of

these participants were selected through random sampling. This sampling

method is conducted where each member of a residents in Calamba City has a

capability to become part of the sample.

The chosen respondents are containing of sixty (60) selected respondents

from Calamba City. Those 60 respondents from Calamba City were chosen by

the researchers because they are suitable and applicable to the study.

Research instrument

The questionnaire will be use as the main data-gathering instrument. The

instrument to be prepared focused on answering the statement of the problem.

The accidents and risks associated with riding an e-bikes in Calamba City. The

questionnaire contains of ten (10) questions. The questionnaires will be

distributed to the chosen respondents.

data gathering instrument was structured as a scale ranging from 1-4. Where

in the (1) is strongly disagree, (2) is disagree, (3) is agree and the last one is (4)

strongly agree. This legend will help the researchers to analysis the result of

conducting date-gathering.
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Data Gathering Procedure

As a researcher, we will validity and reliability on how gather-data,

formulating questions appropriate for the study and all doing necessary

modification to the chosen respondent. sixty (60) copies of questionnaires will

be distributed to the chosen respondents Thus, their corresponding answer to the

question are kept in accordance with the agreement of the respondents and the

researchers. We will organize and tabulate the gathered data to be use in

statistical treatment.

Statistical Treatment of the Data

To analyze and interpret the data, the researcher employed the following

statistical procedure:

1. Frequency, percentage, and ranking

Will help the researcher to easily tally the date that they gathered. This

percentage and ranking will a big help in the researchers to analysis the date.

2. Frequency, weighted mean and ranking.

Weighted Mean. This tool was used to provide answer to the questions. The

formula is:

Where:
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WM = weighted mean

X = number of respondents

F = weight given to each respondent

N = number of cases

Data Analysis Plan

Using the data garnered, data analysis plan would encompass a number of

procedures leading to the findings or the result of the study about the result of

the study about the accidents and risks associated with riding an e-bike, the

procedures to be observed as follow.

1. Summarizing the numerical data. This would be done through a tally that will

be based on the certain answer of the respondent in the survey questionnaires

using frequency and percentage.

2. Mathematical/Statistical Interpretation of the summarized data using the

weighted men and ranking.

3. Verbal Interpretation of the produced outcome will be determining the

hypothesis of our topic. Is there significant relationship in the age and gender of

the respondents to accidents and risk associated with riding an e-bike in

Calamba City main road and there is no significant relationship of the age and
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gender of the respondents to accidents and risks associated with riding an e-

bike. Like a scale type questionnaire was used by the researchers it used a 4-

pints scale, in which point correspondents.

Legend Scale Interpretation

Points Scale Verbal Interpretation

4 3.50 - 4.0 Strongly Agree

3 2.50 - 3.49 Agree

2 1.50 - 2.49 Disagree

1 1.00 - 1.49 Strongly Disagree

Formula Used in Treating the data gathered:

Where:

x̅ = weighted mean

x = total number pf respondents per question

N = total number of respondents

W = respective legend point (4, 3, 2, 1,)

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