Level of Receptiveness of Single Motorcycle On No Shoe No Drive Policy in OZamiz City

i
Level of Receptiveness of Single Motorcycle

on No Shoe, No Ride Policy in Ozamiz City
April Rose S. Alagom

Arnel S. Arapon
Alvin Laurete
Jerson L. Rabago
Nina Sofia Natinga
July 2022
Level of Receptiveness of Single Motorcycle

ii
on No Shoe, No Ride Policy in Ozamiz City
_______________________________________
An Undergraduate Thesis
Presented to the
Faculty of the College of Arts and Sciences
La Salle University
Ozamiz City, Philippines

In Partial Fulfillment
Of the Requirements for the Degree
BACHELOR OF SCIENCE IN CRIMINOLOGY
____________________________________
By

Arnel S. Arapon
Alvin Laurete
Jerson L. Rabago
Nina Sofia Natinga
July 2022
Approval Sheet
iii
This thesis entitled Level of Receptiveness of Single Motorcycle Drivers on No Shoe,

No Ride Policy In Ozamiz City prepared and submitted by April Rose S. Alagom,
Arnel Araon, Alvin Laurete and Jerson Rabago 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.
THESIS COMMITTEE
(signed)
DIRB BOY O. SEBRERO, MiH

Adviser
(signed) (signed)
NOEL C. ALAMIN, MATPOLH, JD REB ESTEPHANIE Z. ESTROBO,
MSCJ(CAR)
Member Member
(signed)
ANILOU B. DILAO, DPA (CAR)

Chairman
PANEL OF EXAMINERS
Approve by the Committee on Oral Examination as ______________ with [] no
revision [] minor revision [] major revision.
(signed)
Committee Chair
(signed) (signed)
NOEL C. ALAMIN, MATPOLH, JD REB ESTEPHANIE Z. ESTROBO, MSCRim(CAR)
Member Member
ACCEPTED and APPROVED in partial fulfillment of the requirements for the

degree BACHELOR OF ARTS IN ENGLISH LANGUAGE.
(signed)
Date of oral examination Dean, College of Arts and Sciences
Acknowledgement
The researchers wish to extend their heartfelt gratitude and appreciation to the
following people for the great support and assistance in the success of this research study.
iv
Foremost, to the Almighty father for answering their prayers, for guiding them to
be in the hands of their excellent adviser, committee chairman, and panel members, and
for giving them the strength to plod on despite wanting to give up. The researchers are
blessed enough to have HIM by their side in their trying times.
To the research adviser, Mr. Dirb Boy O. Sebrero, for showing his generous
support. His guidance led them to the accomplishment of this research study. His
guidance and immense knowledge helped them all the time in writing this thesis. They
could not have imagined having a better mentor to their study.
To the panel members: Ms. Estephanie Z. Estrobo, Mr. Noel C. Alamin, and
Ms. Anilou Dilao for showing encouragement and intuitive comments. Their insightful
and intelligent words helped the researchers in pursuing the study. The researcher would
also like to acknowledge their input and wise words for their personal and resolute
support.
To their dearest and loving parents for giving their heartfelt gratitude,
considerable financial, emotional, and physical support and for giving endless love and
support throughout this study. To their friends, colleagues, relatives, and classmates
who shared their knowledge and have partaken in his study’s success. The researchers are
grateful for their cooperation and for including them in their prayers. Last, they are
thankful for each other’s cooperation in making this research study. This research study
would not have been possible without each other’s support. To God be the Glory.
Abstract
This study aimed to explore the level of receptiveness of Single Motorcycle Drivers on
Wearing Shoes in Ozamiz City. This study used a quantitative design, using a researcher-
made questionnaire in conducting face-to-face survey to a total of eighty (150)
v
respondents, composed of three barangays in Ozamiz City Misamis Occidental. Data

suggest that the level of receptiveness of the driver’s convenience was rated as
Completely Responsive with a grand mean of 3.50, practicality was rated as completely
responsive with a grand mean of 4.00, and driver’s safety was rated as completely
responsive with the grand mean of 3.90. The problems occur during the implementation
of the No shoe No Drive policy in Ozamiz City Misamis Occidental. The researchers
concluded that ordinance made positive impact on public perceptions were residents gain
more confidence safety, on wearing shoes. It is recommended that following the
ordinance implemented by the government it must be safety for the Single Motorcycle
drivers’ residents in their receptive barangays. The data gathered in this study suggested
that the residents of Barangay Calabayan, Liposong and Pantaon Ozamiz City Misamis
Occidental were completely informed, and are thus receptive of the No Shoe, No Ride
ordinance of the city.
Keywords: motorcycle drivers, wearing shoes, ordinance, receptiveness, and implemen-

tation
TABLE OF CONTENTS
Page
TITLE PAGE i
APPROVAL SHEET iii
ACKNOWLEDGEMENT iv
ABSTRACT v
TAB LE OF CONTENTS vi
vi
LIST OF TABLES vii

Chapter
1 THE PROBLEM AND REVIEW OF RELATED LITERATURE
Introduction 1
Theoretical Framework 11
Statement of the Problem 12
Scope and Limitations 12
Significance of the Study 13
2 METHOD
Research Design 15
Research Environment 15
Research Respondent 16
Research Instrument 16
Data Gathering Procedure 17
Research Procedure 17
Treatment of the Data 18
Ethical Consideration 19
3 RESULTS AND DISCUSSION
4 SUMMARY OF FINDINGS, CONCLUSION, AND
RECOMMENDATIONS
REFERENCES 39
APPENDICES
A. Letter of Permission 42
B. Survey Questionnaire 44
vii
RESEARCHERS’ PROFILE 52
LIST OF TABLES
Table Page
1 Demographic Profile 20
2 Drivers Convenience 22
3 Drivers Practicality 24
4 Drivers Safety 26
viii
1
CHAPTER 1
THE PROBLEM AND REVIEW RELATED LITERATURE
Motorcycle drivers are complaining against the policy of the Land Transportation Office
that strictly prohibits the wearing of slippers and sandals when driving to avoid penalty. Although
these riders were wearing helmets, they will still issue a traffic violation ticket for not wearing
shoes. Footwear would protect their feet from injuries in the event of a motorcycle crash. The
most obvious being that shoes protect your feet and keep them from getting injured. The most
dangerous is that shoes allow your feet to better grip the pedals. If you are not wearing footwear,
there is a much higher probability that your foot will slip off the pedal. Without shoes on, the
driver simply cannot apply the same force to the brake pedal as they would be able to with shoes
on. However, continuously driving without shoes requires a significant amount of pressure to the
pedals, particularly if you drive a vehicle that is not automatic.
Standards for motorcycle protective equipment have been devised in Europe
based on two resistant materials and structure to safeguard sensitive tissues. The second
calls for the employment of body armor or impact shields, which are shields made of
high-density foam that distribute and absorb the direct force strikes to elbows that are
exposed. There are currently distinct requirements for the limbs and spine, protective
boots, one-piece suits, jackets, and trousers for motorcycles despite only being
applicable. The standards have functioned across Europe as a baseline for manufacturers
all throughout the world. As a result, a new generation of safeguards gear goods has
emerged. Nevertheless, their effectiveness in actual collision has not yet been studied.
Protective clothing is expected to provide the greatest injury reduction in low-impact
collisions, while there are limitations to how much it can reduce high-impact injury
incidents (European Enhanced Vehicle Safety Committee, et al 1993).

2
Most motorcycle accidents do not entail great speeds or collisions with stationary
objects. It is evident that many motorcyclists who wear helmets do not completely protect
their bodies from injury, nevertheless. There is an obvious need for study to assess the
effectiveness of a motorcycle protective apparel given the rising human and financial
costs of motorcycle injuries globally (Australian Centre for Event Management et al,
2004, Wishart et al.2009).
In the Philippines, drivers are wearing slippers while driving face stiff fines. The
AHS-2008-15 Administrative Order of the Road Traffic Office (LTO) governs fines from
PHP 500 to PHP1,000. They also invalidate motorcycle permits for riders who wear bare
feet or improper footwear. Knowing the penalty for breaching this, many individuals
have the impression that the penalty is a little too severe. However, this amount is quite
appropriate and serves as a deterrence for the motorist not to violate the law again.
Through the information and analysis provided above, we believe that drivers will have a
better understanding of the problem of LTO violations while wearing slippers. Slippers
can provide a more comfortable ride for the driver, but they also increase the chance of
an accident. Wearing slippers while driving is unlawful, which is why it is strongly
advised to pick the correct shoes to not only comply with the law but also to make
yourself more comfortable.
Ozamiz City Misamis Occidental implemented the No shoe No Travel Policy to
ensure safety while on the road. The Philippine National Police (PNP) Ozamiz requires
motorcycle riders to wear shoes while driving. Meanwhile, Land Transportation Office
(LTO) Administrative Order AHS-2008-15 prescribes fines ranging from PhP 500 to PhP
1,000 with revocation of license for motorcycle riders caught barefoot or wearing
inappropriate footwear, which includes slippers. The restrictions are in line with hygienic
3
practices and safety since flip-flops freely dangle from the feet and might get caught in
the pedals, compromising the vehicle's operation. But motorcycle drivers are complaining
about the policy of the Land Transportation Office that strictly prohibits the wearing of
slippers and sandals when driving motorcycle vehicles.
Footwear would protect their feet from injuries sustained in a motorcycle
accident. Some drivers also stated that wearing slippers allow them to liberate their toes
more comfortably than wearing bulky shoes when utilizing the pedal. As a result, many
people prefer to wear slippers without realizing that, in addition to being comfortable,
they increase the driver's risk of an accident. In fact, several road accidents have been
reported simply because wearing slippers makes driving difficult. All of these are sad
accidents that no one wants to witness. It is in this premise that this study was conducted
as it aimed to identify the level of receptiveness of the single motor vehicles towards the
No Shoe, No Ride Policy ordinance in Ozamiz City, Misamis Occidental.
Review of Related Literature
This part presents the related literature and studies relevant to the current study. The
reviews include internet sources.
Road Safety
Public health, social, economic, and transportation issues all revolve around road
safety. Road accidents claim the lives of more than 1.2 million people annually, and
many more suffer injuries. A complete, consistent collection of elements and policy
instruments supported by theoretically solid concepts are lacking in current road safety
plans. Therefore, the goal of the current thesis was to develop road safety measures so
4
that they are more applicable, efficient, effective, and responsive to various situations and
futures.
Although it has been acknowledged that the field of road safety is complex, with a
variety of interrelated factors, influences, interrelationships, components, and
countermeasures, road safety strategies take a very simplistic approach and do not
account for the complexity of contexts, causes, and consequences. Road safety strategies
need to recognize and address the full range of factors and influences that affect
outcomes. Road safety in future will be subject to dynamic contexts and technologies that
are already evident, but very unpredictable, and different regions around the world are
not the same ((Peden et al., 2004, Wegman et al, 2017).
Road traffic crashes are recognized as a major public health challenge and are
predicted to become the third most common cause of disability worldwide by 2020. As
survival rates improve, particularly in high income countries, increasing attention is being
paid to the high rates of impairment and disability associated with non-fatal injuries.
Motorcyclists represent a significant proportion of road traffic casualties globally4 and
are seen to be overrepresented in crashes in high income countries and amongst road
casualties with high levels of disability. The need to design and evaluate countermeasures
for motorcyclists is clear.
Whilst motorcycle advantages in reducing head injury and death are well
documented,10 other many types of motorcycle protection gear have not been regarded
as a significant safety measure for riders, largely because they have been assumed to have
minimal effect in preventing serious injuries. Whilst there are some constraints that
clothing can protect you from injury a high impact crash, protective clothing is expected
to offer the best injury reduction in low impact crashes. There is also evidence that many
5
motorcycle accidents do not involve high speeds impacts and a significant proportion of
riders sustain only relatively minor injuries in vehicle accidents.
Driver's Convenience
Motorcycles are a common mode of transportation in mainland China, Taiwan,
and Hong Kong due to their convenience in congested areas and the ease with which they
may be operated and parked on narrow streets. Aggressive driving violations of
motorcycle riders are strongly related to overtaking, whereas ordinary violations are
related to speeding and reckless driving. Motorcycle riders have a higher propensity to
overtake than do motor car drivers since it gives them a lot of conveniences, particularly
in congested traffic, which is common in Hong Kong. It is also easier to overtake when
riding a motorcycle on a road than when driving a car. However, overtaking is inherently
high risk. It is not only an accident that the motorcycle rider will accelerate into, but he or
she also must rely very much on other drivers behaving in a predictable manner. Because
of this propensity to overtake, motorcycle riders are prone to overtake wrongly or
illegally without considering the negative consequences of such a violation. An
underestimation of negative consequences has been linked to intention to speed
((Krishnan and Smith, 1994, Lawton et al.,1997).
Drivers with a high accident risk are less observant regarding their own errors in
driving behavior. Violations, on the other hand, maybe easier to recall because they are,
by definition, deliberate acts, in contrast to errors, which are automatic acts
(Kontogiannis etal.,2002). Driving violations are deviations from practices deemed
required to ensure the safe functioning of a potentially hazardous system. They can be
categorized into two distinct types based on the reason why drivers commit a violation.
The first type, called ordinary violations, involves the deliberate breaking of the law
6
without an aggressive motivation or aim. The second type called aggressive violations
involves an interpersonally aggressive component and overtly aggressive acts (Lajunen et
al 2004).
Driver’s Safety
Motorcycles have recently enjoyed phenomenal growth both as forms of basic
transportation and in recreation. Since 1961 motorcycle registrations have increased at
nearly four times the rate of all other vehicles. The principal: safety problem with
motorcycles is the vulnerability of the persons who ride them. When a motorcycle is
involved in a collision, its occupants are approximately 10 times more likely to be injured
than if they were in a car. Motorcycle safety measures have been prioritized in
California's Strategic Highway Safety Plan (SHSP). As a result, the SHSP developed a
specific safety target in 2006: reduce fatalities by 10% from 2004 to 2010 (Carraro, et.,
al, 1979)
California intended to reduce motorcyclist fatalities by implementing strategies
related to the following action items: educate the public on motorcycle safety; improve
motorcycle training, testing, and licensing of motorcyclists; improve enforcement of
motorcyclist violations and violations by operators of other vehicles; improve
motorcyclist visibility to other roadway users improve roadway design to improve
motorcycle safety; and promote the use of motorcycle helmets. SHSP also examined
important implementation challenges for each action item, such as roadway surface
improvements, enforcement of existing helmet integrity requirements, and training for
elderly motorcyclists. Some safety initiatives, such as enforcement and engineering, have
the ability to reduce crashes immediately, whereas the impacts of training riders to wear
helmets may not be obvious for years. Despite the actions, motorcyclist fatalities in
7
California increased by 60% from 2004 to the end of 2009 (Statewide Integrated Traffic
Records System, 1995-2009), indicating that the goal of reducing biker fatalities has not
been met (Kempton et al., 2006).
Driver's Practicality
Motorcycles and other powered two-wheelers are increasingly being used for
commuting around the world. Motorcycles' lower size and maneuverability in dense or
congested traffic provides them a speed and convenience edge over bigger vehicles such
as cars, lorries, and buses. Riders choose PTWs because of their maneuverability,
flexibility, and control over other types of transportation. However, the features that
make PTWs appealing also make it difficult to design appropriate safety measures to
minimize confrontations with other road users and to safeguard passengers in the event of
a crash (Kopp 2011; Lee Polak et al 2009, Chang and Wu 2008).
There are five factors for choosing a motorcycle. The income level of trip makers
is in middle to lower average so that their ability is only sufficient to have motorcycle
The number of small family size of trip makers does not require a large type of transport.
Location of houses in contoured areas (hills) are very influential in choosing a
motorcycle as a transportation mode. In terms of community, the influence in joining a
group/club of motorcycles is very influential on their choice of this transportation mode.
For the ability to drive, the ability of trip makers who can only drive motorcycles is the
choice of this mode of transportation (Tamin, 2000; Nuriyanti, 2016).
Conceptual Framework
8
Figure 1 presents the conceptual framework of the study. The present undertaking
includes the demographic profile of the participants, level of responsiveness of the
motorcycle drivers on wearing shoes.
Figure 1
Schematic Diagram
No Shoe, No Ride Policy

Drivers Convenience
Drivers Practicality
Drivers Safety
DEMOGRAPHIC
PROFILE
Age
Sex
Level of Receptiveness of Single
Motorcycle Drivers on No Shoe No
Drive Policy
This research aims to identify the receptiveness of single motorcycle drivers. This
figure focuses on wearing shoes particularly on the participants socio demographic
profile, the of receptiveness in terms in convenience, practicality and safety on how
single motorcycle drivers accepted the ordinance being implemented by government.
Statement Of the Problem
This study aims to determine the level of responsiveness of single motorcycle
drivers to the provision of the LTO on the no shoe, no travel policy. Specifically, it will
answer the following questions
1. What is the demographic profile of the respondents in terms of :

9
a. Age
b. Gender
1. What is the Level of receptiveness of the motorcycle drivers on wearing
shoes in terms of the following:
a. Drivers Convenience
b. Drivers Practicality
c. Drivers Safety
Scope and limitation
This study focused on the Single Motorcycle Drivers three (3) selected barangay
in Ozamiz City, Misamis Occidental. The researchers use a researcher - made
questionnaire as a tool to determine Single Motorcycle Drivers on the responses to the
law implemented by the government. The study participants will be a single motorcycle
driver in Ozamiz City who responded to the implementation on the City Government
without any hesitation.
Significance of the study
The result of the study would benefit the following people factors
Department of Bachelor of Science in Criminology. The results of this study
serve as a tool in understanding the importance of wearing shoes while driving to prevent
any kind of accidents.
Single motorcycle Drivers. The results of this study will impress the insights and
perspective towards passengers’ reaction to them, also to give an understanding to the
passenger who has a lot of troubles.

10
Community. This research will serve as a guide to understand the different
situations of the motorcycle drivers, also for them to know the advantages of riding a
motorcycle.
Land Transportation Office (LTO). This data will serve as an eye opener in the
formulation and implementation of policies, rules and regulations, also to know the
different aspects of the problems encountered by motorized operators specially on the
government laws and regulations.
Criminology Students. The results of this study help them to be aware of what
must be done during the implementation. This will give them prior knowledge as to the
preparation especially one day, they will be destined to serve as an officer because
wearing shoes was practiced by the single motorcycle drivers.
Researchers. This study will be beneficial to the researcher since they will
acquire information to be used by the LTO in minimizing the accidents in the city.
Future Researchers. This study may serve as their guide in conducting depth
research about their chosen topic related to this study.
kCHAPTER 2
METHODS
11
This chapter describes the research method employed during the development of
this study. This contains the research design, environment, respondent, instrument, data
gathering procedure and data analysis/statistical treatment.
Research Design
The researchers used a descriptive - quantitative method. The descriptive-
quantitative method of research is used to describe a population or situation accurately.
This was utilized to attain information from the LTO personnel in Ozamiz City.
Descriptive - quantitative research design is used in quantitative results to assists in
explaining and interpreting the findings of quantitative study.
Research Environment
This study was conducted in Ozamiz City in the three (3) selected barangays
namely: Calabayan, Liposong and Pantaon. These areas were chosen because these areas
were identified to have many single motorcycle drivers which route are from the
barangay to the city proper. The drivers in these areas easily adapted the law that is
implemented. This needs to be studied in order to assess the safety in driving single
motorcycle to prevent any kind of accidents mandated by the management of the LTO.
12
Research Respondents
The respondents were the single motorcycle drivers in the selected barangays in
Ozamiz City, Misamis Occidental namely: Calabayan fifty (50) resondents, Pantaon fifty
(50) respondents and Liposong fifty (50) respondents a total of 150 respondents. These
single motorcycle drivers are coming from mountainous barangays. The 150 respondents
from the three barangays who are willing to answer the survey. The respondents might be
18 years old and above who owns a registered motor vehicle.
Research Instrument
This study used the researcher - made questionnaire to assess the
respondents Level of Receptiveness to Single Motorcycle Drivers on wearing shoes in
Ozamiz City. The questionnaires were distributed to the single motorcycle drivers in
Ozamiz City specifically to the barangays Calabayan, Pantaon and Liposong, Ozamiz
13
City. The said researcher-made survey questionnaire underwent pilot testing through
Cronbach’s Alpha Test of reliability.
This research questionnaire was composed of two parts. First, the preliminary
questions regarding the demographic profile in terms of the age and gender that would
identify the personal information of the respondents. Second, The second part contains
the single motorcycle drivers.
The participants were asked to respond to the items using scale with the following
response options, highly receptive, receptive, moderately receptive, fairly receptive and
not at all receptive.
Research Gathering Procedure
The researchers made the questionnaire. The questionnaire was administered to

the respondents by the researchers and asked the participants to answer the questions.
Research Procedure
The researchers wrote a letter of request approved by the research adviser of the
College of Arts and Sciences of La Salle University, Ozamiz City. The researchers
submitted a letter to the three different barangays in the city requesting permission to
conduct a survey. The researchers provided the questionnaires that were answered by
chosen respondents coming from the different barangays and anchored on the Single
Motorcycle driver in Ozamiz City. Lastly, the researcher conducted a survey in their
respective barangays with 20 corresponding respondents.
STEP 1. The researchers distributed the content validation of the questionnaires.
STEP 2. The respondents were given questionnaires to fill out.

14
STEP 3. All data were gathered and collected from the respondents and were
carefully interpreted by using statistical data.
STEP 4. Presentation of the results then followed upon the finalization and con-
clusion of data and information collected from questionnaires by the respondents.
Treatment Data
Purposive sampling was utilized. Which included selecting individual respondents
who volunteered to be the study’s focus. The researchers gathered and collected the
questionnaires and then tallied the frequency percentage distribution with regard to the
research respondent’s Level of Receptiveness of Single Motorcycle Drivers on wearing
Shoes in Ozamiz City. After tallying, the researchers utilized weighted mean formula for
its computation.
Weighted mean was used by the researchers to see the numbers and percentage of the fol-
lowing results
Formula:
Weighted mean = ∑wx/∑w
X= the value
∑= the sum
W= the weights

15
The frequency of the answer namely option was measured through a table to see how
many respondents answered each option.
Numerical Value Quantitative Description Verbal Description
4.21 – 5.00 5 Highly Receptive Completely Responsive

3.41 - 4.20 4 Receptive Moderately Responsive
2.6 1- 3.40 3 Moderately Receptive Somewhat Responsive

1.81 - 2.60 2 Somewhat Receptive Less responsive
1.00 -1.80 1 Not at all Receptive Not at all Responsive
Formula: %=F/NX100
This study utilized the Likert Scale which is presented in the table shown below.
The Likert Scale above was used to identify the range, and the verbal interpretation of the
respondents’ level of receptiveness of single motorcycle drivers.
Ethical Consideration
The respondents’ information was not revealed to anybody. Before the start of the
dissemination of the questionnaire, there was a written informed consent form given to
the respondents. It also emphasized that the data gathered from the questionnaires were
used for academic purposes only. The proponents assured the respondents that the
information gathered in the instrument would be strictly confidential, and the anonymity
of their identities were constantly maintained. This study was conducted with honesty
and utmost reliability. To observe the credibility of the interpretation, the proponents
consulted experts and professionals on the data gathered.

16
CHAPTER 3
RESULTS AND DISCUSSION
This chapter presents the result, analysis and interpretation of data collected from
single motorcycle drivers in Ozamiz City. The data were analyzed based on the problems
this paper was trying to answer.
Demographic Profile
Table 1 presents the respondents profile in terms of Age and Sex. Demographic
analysis of the population based on the factors mentioned in the previous sentence. It is
also demographic data that refers to statistically expressed socio-economic information.
Table 1.
Respondents Profile
Age Frequency Percent (%)

19-21 years old 33 22
22-24 years old 39 26
25-27 years old 40 26.6
28-30 years old 38 25.3
Gender Frequency Percent (%)

Male 50 33.3
Female 100 66.6
Table1 presents the respondent’s age and Sex. This data implies that majority of
the respondents were at the legal age and employed. This range result can provide accu-
rate opinion with regard to the level of receptiveness of Single motorcycle Drivers on
17
wearing Shoes in Ozamiz City. They are also matured enough to decide the Level of Re-
ceptiveness of Single Motorcycle Drivers on wearing shoes in Ozamiz City.
Table 2.1 presents the respondents Level of Receptiveness of Single Motorcycle
Drivers in terms of Convenience. This table reflects how the barangay officials
implement No Shoe Drive Policy in Ozamiz City Misamis Occidental to enforce
ordinance properly.
Table 2.1
Driver’s Convenience
Indicators Mean Verbal Interpretation

I want to continue the No Shoe No Drive Policy. 3.50 Receptive
I don’t have any doubt in wearing shoes. 3.25 Moderately Receptive
I drive wearing shoes. 3.26 Moderately Receptive
I understand the rules and regulations on the 2.73 Moderately Receptive
wearing of shoes when riding my motor vehicle.
I experience being caught by the police 2.66 Moderately Receptive
I forget to wear shoes. 2.51 Fairly Receptive
I am not comfortable wearing shoes. 2.50 Fairly Receptive
I feel comfortable wearing slippers. 2.50 Fairly Receptive
I want to stop the No Shoe No Drive Policy. 2.30 Fairly Receptive
I violate the ordinance 2.23 Fairly Receptive
Table 2.1 shows that the respondents comprehend the government's ordinance
regarding wearing shoes while driving. The highest weighted mean of 3.50 was provided
by the indicators as the result above, "I wish to continue the No Shoe No Drive
policy," with a verbal interpretation of receptive. This indicates that they accept the
ordinance for the benefit of their own safety. The lowest weighted mean is 2.23 “I
violate the ordinance “and a verbal interpretation of being Less Responsive. This
demonstrates that the emergency pesonnel are driving in shoes.

18
Violators of the LTO Administrative Order AHS-2008-15, which states that “For
wearing of flip flops, sandals or slippers or being barefooted while operating a
motorcycle or scooter on a road or highway will be fined, a fine of Five Hundred Pesos
(P500. 00) for the first offense, Seven Hundred Pesos (P700).
Table 2.2 1 presents the respondents Level of Receptiveness of Single
Motorcycle Drivers in terms of Practicality. This table reflects how the barangay officials
implement No Shoe Drive Policy in Ozamiz City Misamis Occidental to enforce
ordinance properly.
Table 2.2

I understand the No Shoe No Drive policy. 4.00 Highly Receptive
I follow the No Shoe No Drive Policy. 3.75 Receptive
I respect the ordinance implemented. 3.73 Receptive
I am hiding 3.66 Receptive
I was afraid for penalty 3.66 Receptive
I advocate the No Shoe No Drive Policy. 3.50 Receptive
I advocate the No Shoe No Drive Policy. 3.50 Receptive
I am hiding 3.66 Receptive
I still wear a shoe when rainy days 3.40 Moderately Receptive
I wear shoes for compliance 3.23 Moderately Receptive
Table 2.2 Presents the indicator of practicality, “I understand the No Shoe No
Drive policy.” With the highest weighted mean of 4.00 with the verbal interpretation of
highly receptive. This means that they understand the ordinance. In the indicator, “I still
wear shoes when I have wound” Got lowest weighted mean of 3.20 with the verbal
interpretation of Moderately Responsive receptive.

19
Motorcycles and other powered two-wheelers (PTWs) are increasingly being used
for commuting around the world. Motorcycles' lower size and maneuverability in dense
or congested traffic provides them a speed and convenience edge over bigger vehicles
such as cars, lorries, and buses. Riders choose PTWs because of their maneuverability,
flexibility, and control over other types of transportation. However, the features that
make PTWs appealing also make it difficult to design appropriate safety measures to
minimize confrontations with other road users and to safeguard passengers in the event of
a crash (Kopp 2011; Lee Polak et al 2009, Chang and Wu 2008).
Table 2.3
Safety

I give an importance to the ordinance 3.90 Receptive
I wear my shoes for my safety 3.90 Receptive
I wear shoes to avoid injuries. 3.80 Receptive
I feel comfortable wearing shoes. 3.77 Receptive
I wear shoes to avoid injuries. 3.80 Receptive
I wear safety gear. 3.26 Moderately Receptive
I always plan ahead. 3.00 Moderately Receptive
I always control my biorhythm while driving. 2.58 Fairly Receptive
I always wear close shoes. 2.50 Fairly Receptive
I always wear leather shoes rather than rubber. 2.40 Fairly Receptive
As presented in table 2.3 the indicators “I wear shoes for my safety” and “I give
an importance to the ordinance” got the highest weighted mean 3.90 with the verbal
interpretation of responsive. This means that wearing shoes is for safety purposes to
avoid any injuries in driving single motorcycle. The lowest is “I always wear leather
20
shoes rather than rubber with the weighted mean of 2.40 with the verbal interpretation of
somewhat responsive.
Motorcycles have recently enjoyed phenomenal growth both as forms of basic
transportation and in recreation. Since 1961 motorcycle registrations have increased at
nearly four times the rate of all other vehicles. The principal safety problem with
motorcycles is the vulnerability of the persons who ride them. When a motorcycle is
involved in a collision, its occupants are approximately 10 times more likely to be injured
than if they were in a car. Motorcycle safety measures have been prioritized in
California's Strategic Highway Safety Plan (SHSP). As a result, the SHSP developed a
specific safety target in 2006: reduce fatalities by 10% from 2004 to 2010 (Carraro et.al.,
1979).
Chapter 4
SUMMARY OF FINDINGS, CONCLUSION AND RECOMMENDATION
This chapter presents the summary, findings, conclusion and
recommendations.
21
Summary
The goal of this study was to determine the receptiveness of single
motorcycle drivers on wearing a shoe in the two (2) selected barangay in Ozamiz City
Misamis Occidental. The study used the quantitative research design to easily find the
level of receptiveness of single motorcycle drivers. There were 150 respondents who
voluntarily answer the researcher - made questionnaire by conducting the survey. The
respondents were coming from (3) three barangays in Ozamiz City which are barangays
Calabayan, Liposong and Pantaon. The purpose of the study was to found out the Level
of Single Motorcycle Drivers on wearing shoes in Ozamiz City. Specifically, the
demographic profile of the respondents in terms of Age Gender and the level of
effectiveness in terms of Drivers Convenience, Drivers Practicality, and Drivers Safety.
Findings
The findings are presented in the accordance to the problems mentioned in
Chapter 1 Statement of the Problem and based on the results of the Chapter 3. The
following researchers discovered:
1. The respondents of the study were predominant female in terms of sex
composing 100 out of 150 total respondents. In terms of age, the age
group 25-27 years old has the highest frequency of 40 out of 150 total
respondents followed by the age groups 22-24 years old, 28-30 years old,
and 19-21 years old with a frequency of 39, 38, 33 respectively.

22
2. The Level of Receptiveness of Single Motorcycle Drivers on wearing
shoes in Ozamiz City is rated as completely responsiveness with the grand
mean of 4.00. Thus, in terms of drivers’ convenience obtained a weighted
mean of (3.50). This shows that the respondents were completely
responsive in terms of the ordinance implementation by accepting and
following the law. Practicality obtained a weighted mean of (4.00). The
result shows that the respondents were completely responsive they adapted
easily the law without any kind of argument. Lastly, safety got the highest
weighted mean of (3.90). The respondents were completely responsive in
terms of the safety of the Single Motorcycle drivers by using a shoe to
avoid accidents.
Conclusion
Through sharing the analysis above, we hope that drivers can better understand
the problem of LTO violation on wearing slippers. Slippers can give the driver a
comfortable ride, but it also carries the risk of an accident. Wearing slippers while driving
is illegal, which is the reason we highly recommend that you find the right shoes to not
only obey the law but also make yourself more comfortable.
Recommendation
According to the findings of study the researchers’ recommendation are as
follows:
1. The Land Transportation Office must supervise and compensate the single
motorcycle drivers since they are coming from mountainous barangay.

23
Significantly during the implementation, they keep themselves safe particularly
when they are in an emergency.
2. The Single motorcycle drivers work with safety precautions to avoid accidents.
3. The Community will be encouraged to obey the No Shoe No drive ordinance.
4. The students will be giving importance about the implemented law in maintaining
the peace and order in the city.
5. The Researchers and future Researchers may use the information gained in this
study.
References
Aprilianus, H., & Radam, I. F. (2018). Analysis of factor of choosing motorcycle in
puruk cahu. Technology, 9, 594-602.
Ardahan, F., & GÜLEÇ, S. (2020). Developing and doing validity and reliability of the
motivational factors scale of recreational motorcycle usage. ISPEC International
Journal of Social Sciences & Humanities, 4(3), 129-144.
Australian Centre for Event Management et al, 2004, Wishart et al.2009).

24
Chu, M. C., Nguyen, L. X., Ton, T. T., & Huynh, N. (2019). Assessment of motorcycle
ownership, use, and potential changes due to transportation policies in Ho Chi
Minh City, Vietnam. Journal of Transportation Engineering, Part A: Systems,
145(12), 05019007.
Cheng, A. S. K., & Ng, T. C. K. (2010). Development of a Chinese motorcycle rider
driving violation questionnaire. Accident Analysis & Prevention, 42(4), 1250-
1256.
(Lawrence et al., 2002; Liu et al., 2008). For many years motorcycle safety research has
been dominated by debate about the effectiveness of helmets
Olson, P. L. (1979). Development and testing of techniques for increasing the conspicuity
of motorcycles and motorcycle drivers. Final report.
Jung, S., Xiao, Q., & Yoon, Y. (2013). Evaluation of motorcycle safety strategies using
the severity of injuries. Accident Analysis & Prevention, 59, 357-364.
Savino, G., Pierini, M., Thompson, J., Fitzharris, M., & Lenné, M. G. (2016).
Exploratory field trial of motorcycle autonomous emergency braking (MAEB):
Considerations on the acceptability of unexpected automatic decelerations. Traffic
injury prevention, 17(, 855-862.
McLeod, S. (2011). Albert Bandura's social learning theory.
Oluwadiya, K. S., Oginni, L. M., Olasinde, A. A., & Fadiora, S. O. (2004). Motorcycle
limb injuries in a developing country. West African Journal of Medicine, 23(1),
42-47.
25
De Rome, L., Ivers, R., Fitzharris, M., Du, W., Haworth, N., Heritier, S., & Richardson,
D. (2011). Motorcycle protective clothing: protection from injury or just the
weather?. Accident Analysis & Prevention, 43(6), 1893-1900.
De Rome, L., & Stanford, G. (2006, March). Motorcycle protective clothing: Fashion or
function. In The 2006 International Motorcycle Safety Conference http://www.
msf-usa. org/imsc/index. html, Motorcycle Safety Foundation, Long
Beach.Manan, M. M. A., Ho, J. S., Arif, S. T. M. S. T., Ghani, M. R. A., &
Várhelyi, A. (2017). Factors associated with motorcyclists’ speed behaviour on
Malaysian roads. Transportation research part F: traffic psychology and
behaviour, 50, 109-127.
European Enhanced Vehicle Safety Committee, et al 1993
Solah, M. S., Hamzah, A., Jawi, Z. M., Ariffin, A. H., Paiman, N. F., Isa, M. M., &
Khalid, M. S. (2019). The requisite for motorcycle personal protective clothing:
Malaysia's perspective. Journal of the Society of Automotive Engineers
Malaysia, 3(1).
Statewide Integrated Traffic Records System , 1995-2009),
https://pia.gov.ph/news/2021/07/15/pnp-ozamiz-requires-motorcycle-riders-to-wear-
shoes
26
APPENDIX A
Transmittal Letter

LA SALLE UNIVERSITY
La Salle St., Barangay Aguada, Ozamiz City

May 15, 2022
BARANGAY CAPTAINS

Ma’am/Sir,

The undersigned students are currently conducting their thesis entitled LEVEL OF RE-
CEPTIVENESS OF SINGLE MOTORCYCLE ON EARING SHOES IN OZAMIZ
CITY. This study is conducted to determine the level of Receptiveness of Single Motor-
cycle drivers.

27
In connection, the students seek your permission to allow them to conduct the survey in
the different three (3) baranggays which are barangay Calabayan, barangay Liposong, ,
and barangay Pantaon.
Your Approval will definitely contribute to the success of their research endeavor.

Thank You!

Sincerely,
APRIL ROSE S. ALAGOM ARNEL S. ARAPON

Researcher Researcher
JERSON L. RABAGO ALVIN G. LAURETE

NINA SOFIA NATINGA

Researcher
Noted:

MR. DIRB BOY O. SEBRERO, MiH
Research Adviser

MS. ESTEPHANIE Z. ESTROBO,RCRIM
Program Head

Approved:

Dean, College of Arts and Sciences

28
APPENDIX B
Sur- vey Questionnaire
LA SALLE UNIVERSITY
La Salle St., Barangay Aguada, Ozamiz City

Dear Respondents,
Greetings, the undersigned are presently conducting a research study titled “Level
of Receptiveness of Single Motorcycle Drivers on wearing shoes in Ozamiz City”.
This questionnaire will help the CRIMINOLOGY students to identity the level of
receptiveness of the respondents towards to the Single Motorcycle Drivers.
In this regard, we would be grateful if you can spare a few minutes of your time in
answering these questionnaires. Rest assured that your answers will be kept confidential
and will be used only as intended.
Thank you so much.

29
APRIL ROSE S. ALAGOM ARNEL S. ARAPON

JERSON L. RABAGO ALVIN G. LAURETE

NINA SOFIA NATINGA

Researcher
RESEARCH QUESTIONNAIRE

Direction: Please indicate your answer on the items provided below by checking the col-
umn which corresponds to your answer.
Use the following rating scale:
Numerical Quantitative
Value Description
5 Strongly Agree
4 Moderately Agree
3 Somewhat Agree
2 Slightly Disagree
1 Strongly Disagree
1. The demographic profile of the respondents.
Name (Optional): __________________________________
Age: _____
Sex:
30
o Male
o Female
2. What is the Level of receptiveness of the motorcycle drivers on wearing shoes in terms
of:
Drivers Convenience
Indicator 5 4 3 2 1
I feel comfortable wearing slippers.
I want to continue the No Shoe No Drive Policy.
I forget to wear shoes.
I drive wearing shoes.
I am not comfortable wearing shoes.
I don't have any doubt in wearing shoes.
I understand the rules and regulations.
I violate the ordinance.
I experienced being caught by the police.
I want to stop the No Shoe No Drive Policy.
Indicator 5 4 3 2 1
I wear shoes for compliance
I was afraid for penalty
I follow the No Shoe No Drive Policy.
I respect the ordinance implemented.
I still wear shoes when I have wound
I still wear a shoe when rainy days
I advocate the No Shoe No Drive Policy.
I am hiding
I understand the No Shoe No Drive policy.
I obey the rules and regulation.
Drivers Safety
Indicator 5 4 3 2 1
I wear shoes to less dangerous
I wear my shoes for my safety
I give an importance to the ordinance
I feel comfortable wearing shoes.
I wear shoes to avoid injuries.
I wear safety gear.
I always wear close shoes.
I always wear leather shoes rather than rubber.
I always plan ahead.
31
I always control my biorhythm while driving.
Research Profile
Calabayan Ozamiz City
Misamis Occidental
Email: april.alagom@lsu.edu.ph
Personal information
Nickname: April
Birthday: April 25, 1999
Age: 23 years old
Nationality: Filipino
Religion: Roman Catholic
32
Civil Status: single

Father’s Name: Eusebio Sagario Alagom Sr.
Mother’s Name: Rufina Sumaylo. Alagom.
Education
April 2018 Senior High School

TVL Strand Cookery
Jose Lim Ho National High School
Misamis Occidental Philippines
March 2016 Secondary Education

Jose Lim ho National High School
March 2013 Elementary Education
Maximino S. Laurete Central School
Misamis Occidental Philippine
Seminar Attended
Leadership and Character Formation August 28, 2021
for Criminology Student.
“Developing Future Leaders with
Character and Values”
Criminologist Board Exam Policies, June 2, 2021

33
Guidelines, and Updates”
Asiajuris Webinar“Alternative Dispute September 8, 2021
Resolution, and Alternative Litigation”
Seminar Workshop on Forensic Photography March 23, 2019
La Salle University - Ozamiz City
“Updates of the Criminology Education and August 30, 2021
Profession as provided in R.A. 11131”.
“The Philippine
Criminology Profession Act of 2018” November 6, 2021
Professional Conduct and Ethical Standards

34
of Criminologists
Fingerprint Comparison in Digital Age September 18, 2021
Achievements/Organizations
Certificate of Completion – Aquatic Survival February 24, 2019
and Rescue
Certificate of Completion – Basic Reserve
Officer Training Corp (ROTC) Component April 13, 2019
of the National Service Training Program
(NSTP)
Certificate of Completion – Cadet Officers December 2018
Qualifying Course (COQC) CL 04-2018
Research Profile
Arnel S. Arapon
Bongbong Ozamiz City
Misamis Occidental
Email: arnel.arapon@lsu.edu.ph
Nickname: Nel
35
Birthday: July 04, 1996

Age: 25 years old
Father’s Name: Danilo L. Arapon
Mother’s Name: Warlita S. Arapon
Education
TVL Strand Cookery

Seminar Attended

36
“The Philippine

37
of Criminologists
and Rescue
(NSTP)
Jerson L. Rabago
Misamis Occidental
38
Email:
Nickname: April
Age: 23 years old
Education
TVL Strand Cookery

Seminar Attended
39
40
“The Philippine
of Criminologists
and Rescue
(NSTP)

41
Alvin Laurete
Misamis Occidental
Email: alvin.laurete@lsu.edu.ph
Nickname: April
Age: 23 years old
Education
TVL Strand Cookery

42
Seminar Attended
43
“The Philippine
of Criminologists
and Rescue

44
(NSTP)
Nina Sofia Natinga

Misamis Occidental
Email:nina.natinga@lsu.edu.ph
Nickname: April
Age: 23 years old
Father’s Name:
Mother’s Name:
Education
TVL Strand Cookery

45

Seminar Attended
46
“The Philippine
of Criminologists
and Rescue
47
(NSTP)

Level of Receptiveness of Single Motorcycle On No Shoe No Drive Policy in OZamiz City

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i

Level of Receptiveness of Single Motorcycle

April Rose S. Alagom

Level of Receptiveness of Single Motorcycle

on No Shoe, No Ride Policy in Ozamiz City

Faculty of the College of Arts and Sciences

La Salle University

Ozamiz City, Philippines

Of the Requirements for the Degree

BACHELOR OF SCIENCE IN CRIMINOLOGY

April Rose S. Alagom

This thesis entitled Level of Receptiveness of Single Motorcycle Drivers on No Shoe,

DIRB BOY O. SEBRERO, MiH

ANILOU B. DILAO, DPA (CAR)

ACCEPTED and APPROVED in partial fulfillment of the requirements for the

blessed enough to have HIM by their side in their trying times.

could not have imagined having a better mentor to their study.

respondents, composed of three barangays in Ozamiz City Misamis Occidental. Data

Keywords: motorcycle drivers, wearing shoes, ordinance, receptiveness, and implemen-

LIST OF TABLES vii

1 THE PROBLEM AND REVIEW OF RELATED LITERATURE

Statement of the Problem 12

Scope and Limitations 12

Significance of the Study 13

Data Gathering Procedure 17

Treatment of the Data 18

3 RESULTS AND DISCUSSION

4 SUMMARY OF FINDINGS, CONCLUSION, AND

THE PROBLEM AND REVIEW RELATED LITERATURE

pedals, particularly if you drive a vehicle that is not automatic.

Standards for motorcycle protective equipment have been devised in Europe

Protective clothing is expected to provide the greatest injury reduction in low-impact

incidents (European Enhanced Vehicle Safety Committee, et al 1993).

costs of motorcycle injuries globally (Australian Centre for Event Management et al,

2004, Wishart et al.2009).

an accident. Wearing slippers while driving is unlawful, which is why it is strongly

yourself more comfortable.

Ozamiz City Misamis Occidental implemented the No shoe No Travel Policy to

slippers and sandals when driving motorcycle vehicles.

Footwear would protect their feet from injuries sustained in a motorcycle

No Shoe, No Ride Policy ordinance in Ozamiz City, Misamis Occidental.

Review of Related Literature

reviews include internet sources.

variety of interrelated factors, influences, interrelationships, components, and

not the same ((Peden et al., 2004, Wegman et al, 2017).

Motorcyclists represent a significant proportion of road traffic casualties globally4 and

for motorcyclists is clear.

riders sustain only relatively minor injuries in vehicle accidents.

may be operated and parked on narrow streets. Aggressive driving violations of

of this propensity to overtake, motorcycle riders are prone to overtake wrongly or

illegally without considering the negative consequences of such a violation. An

underestimation of negative consequences has been linked to intention to speed

((Krishnan and Smith, 1994, Lawton et al.,1997).

by definition, deliberate acts, in contrast to errors, which are automatic acts

(Kontogiannis etal.,2002). Driving violations are deviations from practices deemed

involves an interpersonally aggressive component and overtly aggressive acts (Lajunen et

Motorcycles have recently enjoyed phenomenal growth both as forms of basic

transportation and in recreation. Since 1961 motorcycle registrations have increased at

California intended to reduce motorcyclist fatalities by implementing strategies

motorcycle training, testing, and licensing of motorcyclists; improve enforcement of

motorcyclist violations and violations by operators of other vehicles; improve

motorcyclist visibility to other roadway users improve roadway design to improve

improvements, enforcement of existing helmet integrity requirements, and training for