Chapter I

Problem and its Setting

Introduction

Transport policy dealt with developing a set of constructs and propositions

that are established to achieve objectives relating to social economics,

environmental conditions, and the functioning performance of the transport

system. The goal of transport policy was to make effective decisions concerning

the allocation of transport resources, including the management and regulation of

existing transportation activities. Thus, transport policy could be concomitantly a

public and private endeavor. Still governments were often the most involve in the

policy process since they either owned or managed many components of the

transport system and had labels of jurisdiction on all existing transportation

modes. Transport was important because it enabled communication, trade, and

other forms of exchange between people, that in turn establishes civilizations.

Transport plays an important part in economic growth and globalization, but most

types of cause air pollution and used large amounts of land.

 International transportation developed economies, transport investments

and improved technology over the last century had resulted in a continuous

decline in transport costs, which in turn stimulated growth and economic

development. In low- and middle-income country's alike, the current potential for

transport policies to boost sustainable and inclusive growth appears to be large.

This was especially case given significant backlogs of transport infrastructure

investment in both rural and urban areas, weak governance inadequate

regulations in the transport sector, and rising social cost in terms of congestion,

pollution, and accidents, especially in emerging large cities and countries. For

example, transport costs in Africa - with its poor infrastructure network – were

considerably higher than elsewhere. Transport between Doula and N'Djamena

(in Cameroon and Chad, respectively) cost on average 11 US cents per ton-

kilometer, versus 5 US cents per ton- km in France and 4 US cents in the US

Terevaninthorn & Raballand (2008).

 Transport investments could be very large and transformative in their

nature, leading or accompanying structural change (that is the movement of

agriculture into industries and services). They might be needed to accompany

the fast piece of urban growth occurred in African and Asia. While the provision

of transport was potentially crucial for development, its impact depends on a

variety of factors. Because these factors were not well understood, there was

often a risk that transport investments were not caused effective and did not

produce the range of expected outcomes. Setting priorities in the strategic use of

scarce resources should rely on a detailed understanding of how transport

policies could produce growth inducing effects and reduce social costs. Dr. Brian

Slack, Dr. Jean-Paul Rodrigue, and Dr. Theo Notteboom. The geography

transport system (2020).

 The Land Transportation Office (LTO) regulated all public transportation

motor vehicles, such as buses, minibuses, jeepneys, or public transportation.

Prior to 1991 Local Government Code, tricycles were also covered by the LTO.

The regulations of tricycle operations were transferred to local government units

during the 1992 devolution. Somewere the common problems of local

transportation are traffic management measures, long commutes, parking issues

and large fleet costs therefore the importance of local transportation reduces

congestion in towns and cities. National governments had responsibility for

national transport infrastructure, including roads, railways, ports, and airports, but

they also provided the regulatory and governance structure within which regional

and local governments, private operators and transport users operate while there

was a considerable literature on infrastructure development for the different

modes, there had been relatively little research and literature on the ways in

which national governments carried out their responsibilities for nationwide

regulation and governance of transport.

According to the National Economic Development Authority, it was a must

to release implementing rules and regulations of the National Transport Policy

wherein the NTP was formulated to help achieve the governments vision of a

"safe, secure, reliable, efficient, integrated, intermodal, affordable, cost effective,

environmentally sustainable, and people oriented national transport system that

ensured to improve quality of life of the people".

 It is observable in the city of Calbayog that the rules and regulations on

transportation are not well implemented. Citizens did not follow rules, signages,

and regulations; double parking, overloading of passengers, taking wrong ways

and turns, E-bikes are not registered, reckless driving, parking in an intersection,

parking within 5 meters from intersection, disregarding traffic signs, failure to dim

headlights when approaching another vehicle, over-taking at unsafe distance,

overcharging fares, and failure to display fare matrix.

This study was very beneficial to all individuals because it determined the

need to follow the transport policy and implemented rules. Thus, this study

helped to have a safer, more secured, and reliable transport system.

Theoretical Framework

This study anchored on the theories of economists and sociologists that

studied the system and concept of transportation and population within a

community.

The Market Theory suggested that a transportation system should achieve

the type of equilibrium between travel demand and transportation supply. Travel

demand existed at different levels and varies spatially; it included total amount of

travel in an area, the demand for travel between specific origin destination pairs,

the demand among variable modes, and demands for routes within each mode.

The supply of transportation in an area encompasses infrastructure and services.

The market prices that people pay for transportation can include time, money, or

a generalized cost that includes both time and money. G. Wilson (2020)

In relation to our study, if the Market theory was applied to the

transportation system mainly in Calbayog City, the transportation supply would

correspond to the demand of payers depending on their address and

transportation fare. This equilibrium between the demand and supply of

transportation system will solve or at least lessen the traffic, possible occurrence

of accidents, and the circulation of cabs in the waiting areas.

The variation of results in Theory of Transport and Development by

George W. Wilson might be explained by differences in two main factors: (1) the

creation of economic opportunity and (2) the response to economic opportunity.

The first depends upon the quality and quantity of resources in the regions

served, the actual change in transport rates and service, and commodity price

levels. The second depended upon an awareness of opportunity and what might

be broadly defined as attitudes toward economic change. This theory told that

the development of the transport system depended on how the community

created opportunities for change or improvement and how the community

respond to the change. This also depended on if the change is acknowledged

and accepted by the community, that way the members would have the need for

adjustments and the demand for updated and improved rules and regulations

would rise according to the system’s need. This theory would raise awareness of

the transport system, the more opportunities created and acknowledged, the high

chances of the community being aware about the transportation system as part

of their daily lives.

In the Theory of routine mode choice decisions: An operational framework

to increase sustainable transportation of Robert J. Schneider in 2013, a growing

number of communities in the United States were seeking to improve the

sustainability of their transportation systems by shifting routine automobile travel

to walking and bicycling. To identify strategies that might be most effective at

increasing pedestrian and bicycle transportation in a specific local context,

practitioners need a greater understanding of the underlying thought process that

people use to select travel modes. Previous research from the travel behavior

and psychology fields provides the foundation for a five-step, operational Theory

of Routine Mode Choice Decisions. Walking and bicycling could be promoted

through each of the five steps: awareness and availability (e.g., offer individual

marketing programs), basic safety and security (e.g., make pedestrian and

bicycle facility improvements and increase education and enforcement efforts),

convenience and cost (e.g., institute higher-density, mixed land uses, and limited,

more expensive automobile parking), enjoyment (e.g., plant street trees and

increase awareness of non-motorized transportation benefits), and habit (e.g.,

target information about sustainable transportation options to people making key

life changes). The components of the theory were supported by in-depth

interview responses from the San Francisco Bay Area.

By this theory, it was believed that the goal of having a sustainable

transportation for long term outcomes was not only dependable to its rules and

regulations but the community’s availability, safety, security, awareness, habits,

convenience, affordability, and enjoyment for them to make decisions and shift

into a more economically and environment friendly mode of transportation. In this

study, if this theory was applied, this would raise awareness for the community

knowing they would be the ones to travel on their own unlike taking cabs and

commuting, the ride and obedience of the policies is dependent on the driver.
Conceptual Framework

Identifying the Profile of

the Respondents
according to their:
Distribution of Survey
1. Age Questionnaire: A Brochure that shall
contribute to the Level
2. Sex 1. Collecting of Data of Awareness of Senior
3. Address 2. Conducting of High School students
Survey on Transportation
4. Socio-Economic Policies.
Status 3. Analysis
5. Grade Level and
Strand
The conceptual paradigm showed the flow of the variables of this study.
Statement of the Problem

This study was directed to determine the Senior High Students’ level of

awareness regarding Transportation Policies in Calbayog City.

This research was primarily focused on providing answers to the following

questions:

1. What was the profile of the respondents in terms of:

1.1 Age;

1.2 Sex;

1.3 Address;

1.4 Socio-Economic Status;

1.4.1 Allowance;

1.4.2 Family Size;

1.4.3 Birth Rank and

1.5 Grade Level and Strand?

2. What was the level of awareness of the Senior High Student's in terms of:

2.1 Fare matrix;

2.3 Safety of passenger;

2.4 Security of passenger and

2.5 Policies?
3. Based on the findings of the study, what recommendations could be

proposed?
Scope and Limitations of the Study

This study was directed to determine the Senior High Students’ level of

awareness on Transportation Policies in Calbayog City.

The awareness level of Senior High school students would be identified

based on the transportation policies of Calbayog City that they know. The

respondents were Grade 11 and Grade 12 students of all strands, 25

respondents from STEM, 25 respondents from HUMSS, 25 respondents from

ABM, and 25 respondents from GAS, with a total of 100 respondents from the

Senior High School of Calbayog City National High School. This study was

conducted during the school year 2022-2023.

Significance of the Study

Students. This was to encourage the students to be aware of the transportation

policies and apply it for the transport system to be orderly.

Citizen and Commuters. If their awareness regarding transport policies

improves, the transport system would perform better and be more convenient for

them.

Transport Operators. This research would be beneficial for them because if the

citizens improve their knowledge about transport policies, the need to tighten the

rules and regulations lessens.

Drivers. The citizens being knowledgeable about the transport policies would

help the system function well and smoothly that would help them transport faster

and less hassle.

LGUs. This research can provide valuable insights to be the of guide LGUs in

improving transportation infrastructure, services, and overall mobility within their

jurisdictions.

Future Researchers. This study would help them develop new tests, diagnosis,

and processes that would eventually benefit the future generations.

Definition of Terms

The following terms were defined both operationally and conceptionally

for better understanding of the study.

Fare matrix. An official document from the Land Transportation Franchising and

Regulatory Board that serves as a guide to passengers about the mandated fare

kilometer in their areas. Any machine that transports people, animals (live cargo),

or cargo is a vehicle. Cars, trucks, buses, wagons, motorbikes, bicycles, boats,

airplanes, and spacecraft, for example, are vehicles. Some dictionaries, however,

stress that the term only includes devices that transports people, live cargo, or

goods on land. (A Jeepney’s Unusual Fare Matrix that Charges Certain

Passengers, 2019) In this study, this term referred to the list of the fixed fare

charged for the passengers.

Level of awareness. A term used to qualitatively describe the operating

conditions of a roadway based on factors such as speed, travel time,

maneuverability, delay, and safety. level of awareness of the urban freight

transport situation and encourage more active involvement from local authorities.

(Techopedia, 2011) In this study, the term referred to the degree to which

describes the consciousness of the mind.

Public transportation. Provides personal mobility and freedom for people from

every walk of life. Access to public transportation gives people transportation

options. Public transportation provides access to job opportunities for many

people. (Smart Cities Dive, 2018) In this study, this term referred to the system of
transportation where passengers are charged with fares that vary according to

route.

Transportation. The movement of goods and persons from place to place and

the various means by which such movement is accomplished. (Oxford

Dictionary) In this study, the term referred to the movement of vehicles from one

location to another.

Transport policy. Deals with developing a set of constructs and propositions

that are established to achieve specific objectives relating to social, economic,

and environmental conditions, and the functioning and performance of the

transport system. (The Geography of Transport System FIFTH EDITION, 2020)

In this study, this term referred to the principle of action proposed by the

government for transport sufficiency and safety.

 Chapter II

Related Literature and Studies

In this chapter, the researchers went through several sources of studies

and literature to strengthen the study, justify and elaborate the existence of the

problem as well as the need to find solutions.

Related Literature

Transport policies dealt with developing propositions that were established

to achieve specific objectives relating to social, economic, and environmental

conditions and the function performance of the transport system. As a student

who benefit the transport policies, it was a must to be aware of the policies that

keeps the transportation circulate in a certain manner.

In the article The Geography of Transport System, it was stated the goals

and purpose of transport policy, this includes: (1) making effective decisions

concerning the allocation of transport resources, including the management and

regulation of existing transportation activities. (2) reconcile social, political,

economic, and environmental goals and aspirations with reality as it evolves. (3)

achieving goals within existing regulatory frameworks; economic regulations,

safety regulations, and environmental regulation. Dr. B. Slack, Dr. JP. Rodrigue,

Dr. T. Notteboom (2020)

 Setting goals for transportation policy would tell us what the community

want to achieve and what our system needs, this way the officials would need to

improve the regulations and rules to achieve the goals and acknowledge the

changes in all aspects of transportation system as time goes by to make the

regulations in accordance with the changes and adjustments. With the population

in Calbayog City, the transport system needed to be accessible, affordable,

consistent, and long term.

According to the National Economic and Development Authority, it was a

must to release implementing rules and regulations of the National Transport

Policy (NTP) was formulated to help achieve the government’s vision of a “safe,

secure, reliable, efficient, integrated, intermodal, affordable, cost-effective,

environmentally sustainable, and people-oriented national transport system that

ensured to improve quality of life of the people”. NEDA (2019)

It noted that the absence of a single encompassing policy document for

the transport sector has manifested recurring challenges, including the lack of

integrated and coordinated transport network; overlapping and conflict of the

functions of transport agencies; transport safely and security concerns; and

inadequate transport facilities particularly in conflict-affected and underdeveloped

areas.

The authority noted that until legislative policies are passed, policy

changes and reforms that can be administratively undertaken under existing laws
need to be adapted and implemented to be able to respond to the urgent

transport demands and requirements of the national economy.

The NTP IRR applied to all elements of the transportation system and all

its sub-sectors, including passengers, operators, service providers, investors,

and transport-related agencies and instrumentalities of government, as well as to

those involving the movement of people, goods, and services, and the provision

of transport infrastructure, facilities, and services. NEDA (2019)

The IRR should also be observed and used as a guide in transport

planning, development, implementation, management, and operations. Under

the Implementing Rules and Regulations (IRR), the National Economic and

Development Authority (NEDA) Board Committee on Infrastructure, through its

transport planning arm, Inter-Agency Technical Committee on Transport

Planning, should, consistent with the government's planning cycle, periodically

identify, review, and address the strategic resource needs of the transport sector

for the short, medium, and long term, including the assessment of the previous

fiscal allocation or cost-sharing.

This article showed the importance of awareness on transportation and

implementing the rules and regulations to follow. This also showed the long-term

benefits of these practices and how it affected lives of people and the future

beneficiaries. It showed how simple awareness could affect the transportation’s

sustainability, reliability, safety, effectiveness, and value. By proper

implementation and effective strategies to improve the transport system, the level
of awareness of the members of the community would rise to a more likely level.

The government’s dream of having a sustainable and effective transport system

would come to reality the second they implement improved, safe, and well-

constructed frameworks to develop the system, make a consistent planning

cycle, and address the needs of the community’s transport system.

Transportation was a critical component of modern society, and

transportation policies played an essential role in shaping the transportation

system. Transportation policies were designed to regulate and guide the

development, management, and operation of transportation systems. These

policies encompassed a broad range of issues, including transportation planning,

financing, infrastructure development, safety, environmental protection, and

social equity.

According to Levinson (2012), transportation policies could have a

significant impact on social and economic outcomes. For instance, policies that

promote the use of public transportation could reduce traffic congestion, air

pollution, and greenhouse gas emissions, while also improving access to jobs

and services for low-income and minority communities. Similarly, policies that

encouraged the use of non-motorized transportation, such as walking and biking,

can promote physical activity, reduce dependence on fossil fuels, and improve

public health.

However, transportation policies could also have unintended

consequences. For example, policies that prioritized automobile travel and

highway construction can lead to urban sprawl, which can increase traffic

congestion, air pollution, and social isolation. Moreover, transportation policies

that did not adequately consider the needs of low-income and minority

communities could exacerbate existing social inequities and disparities.

To address these issues, transportation policies were increasingly being

developed through a process of collaborative decision-making and stakeholder

engagement. This approach involved engaging a diverse range of stakeholders,

including community members, advocacy groups, transportation providers, and

local government officials, in the transportation planning and policy-making

process. This approach was intended to ensure that transportation policies are

more equitable, sustainable, and responsive to the needs of all members of

society.

In conclusion, transportation policies played a crucial role in shaping the

transportation system and can have significant impacts on social, economic, and

environmental outcomes. To ensure that transportation policies are effective and

equitable, it was essential to engage a diverse range of stakeholders in the

policy-making process and to consider the potential unintended consequences of

these policies.

Transportation was a vital component of society, facilitating the movement

of people and goods across cities, regions, and countries. However,

transportation also had significant impacts on the environment, public health, and

social equity. To address these challenges, policymakers have implemented

various transportation policies to promote sustainable mobility. This literature

review examined the effectiveness of transportation policies in achieving

sustainable mobility, with a focus on their impacts on reducing greenhouse gas

emissions, improving public health, and promoting social equity.

The literature review identified several transportation policies that had

been effective in promoting sustainable mobility. These included (1) pricing

policies, such as road tolls and congestion charges, that incentivize the use of

sustainable modes of transportation (e.g., public transit, cycling, walking); (2)

regulatory policies, such as emissions standards for vehicles and fuel efficiency

standards, that reduced greenhouse gas emissions from transportation; (3) land

use policies, such as transit-oriented development and mixed-use zoning, that

promoted compact and walkable communities; and (4) public transportation

investments, such as expanding and improving public transit infrastructure, that

provide more sustainable transportation options to the public.

However, the literature review also identified several challenges in

implementing transportation policies. These included political resistance, lack of

funding, and lack of public support. In addition, some policies might have

unintended consequences, such as the displacement of low-income residents

due to gentrification resulting from transit-oriented development.

Transportation policies played a critical role in promoting sustainable

mobility. Pricing, regulatory, land use, and public transportation policies have

been effective in reducing greenhouse gas emissions, improving public health,

and promoting social equity. However, challenges in implementing transportation

policies remain, and policymakers must carefully consider the potential

unintended consequences of these policies. Further research was needed to

identify the most effective policies for achieving sustainable mobility.

Related Study

In the research article Transportation Policies in Bogota, Columbia:

Building a Transportation System for the People, Innovative policies implemented

in Bogota, Colombia, during the 3-year (1998-2000) administration of Mayor

Enrique Peñalosa were intended to transform a car-centered transportation

system into a people-oriented one. To achieve this, the administration

established policies in seven areas: institutional strengthening, restraining private

car use, public space, mass transit, nonmotorized transport, road maintenance,

and traffic management. Bogota’s transportation system was to become more

people-friendly by emphasizing the construction of busways and bike paths and

by clearing sidewalks of parked cars and street vendors. Moreover, the

administration took the lead in taking space away from cars. Success was

difficult to appraise given the short time elapsed. What was clear, however, was

that people supported the measures once they saw results, and the mayor left

office with a record approval rating. The busway project, Transmilenio, was a

prime example. Decisive and persistent leadership, political will, and strong

institutions were the critical factors contributing to success. A. Menckhoff G.

(2002)
 In the research Transportation and the New Generation: Why Young Peopl

e Are Driving Less and What It Means for Transportation Policy by Benjamin Davi

s, Tony Dutzik, Phineas Baxandall, this report reviewed the trends which showed

that today's young people were driving less and using transportation alternatives

more. They were avoiding or postponing the buying of cars and acquiring driver's

licenses. The report also looked at young people's priorities and preferences whi

ch were leading them to drive less and discusses why the trend toward reduced

driving among young people is likely to persist. Finally, the report discusses the i

mplications of these trends for transportation policy. It was stated that policy mak

ers and the public need to be aware that America's current transportation policy,

which was dominated by road building, was fundamentally out-of-step with the tra

nsportation patterns and expressed preferences of growing numbers of American

s. The report concluded that it was time for a new vision for transportation that ref

lects the needs of 21st century America.

This paper presented a review of existing literature on the level of awaren

ess of transportation policies. The study identified and synthesizes various studie

s that had investigated the level of awareness of transportation policies among di

fferent populations, including policymakers, transport professionals, and the publi

c. The paper highlighted the importance of awareness of transportation policies i

n achieving sustainable transportation goals. The review revealed that the level o

f awareness of transportation policies is generally low among different population

s, particularly the public. Factors that contributed to low awareness levels include

d Inadequate dissemination of information, inadequate education and training, an

d lack of effective communication strategies. The study concluded that there is a

need for policymakers and transport professionals to develop and implement effe

ctive strategies for improving the level of awareness of transportation policies am

ong different populations, particularly the public.

The passage concluded that there was a need for policymakers and trans

port professionals to develop and implement effective strategies for improving the

level of awareness of transportation policies among different groups of people, es

pecially the public. By improving the level of awareness of transportation policies,

it was more likely that people would support and engage with sustainable transpo

rtation initiatives, which could help achieve broader societal goals related to sust

ainability and transportation.

Transportation policies played a significant role in shaping the transportati

on sector in developing countries. However, public awareness of these policies w

as critical for their successful implementation. This study examined public aware

ness of transportation policies in Nigeria, a developing country with a significant t

ransportation sector. A survey was conducted to determine the level of public aw

areness of transportation policies in Nigeria, and a sample of 425 respondents w

as analysed. The results showed that public awareness of transportation policies

in Nigeria is generally low, with only 35.5% of respondents indicating that they we

re aware of any transportation policy. The study also found that educational level,

age, and income level significantly affect public awareness of transportation polici

es. Furthermore, the study identified factors that contribute to low public awarene
ss of transportation policies in Nigeria, including poor communication channels, l

ack of transparency, and inadequate stakeholder participation. The study recom

mended that the Nigerian government should improve public communication cha

nnels and involve stakeholders in the development and implementation of transp

ortation policies.

The study recommended that the Nigerian government should improve pu

blic communication channels and involve stakeholders in the development and i

mplementation of transportation policies. This could help to increase public awar

eness and facilitate the successful implementation of transportation policies in Ni

geria. Educational level, age, and income level were found to significantly affect p

ublic awareness of transportation policies, which suggests that the government c

ould also tailor communication efforts to specific groups to maximize their impact.

Traffic congestion was a major problem in urban areas, causing delays, po

llution, and increased transportation costs. Transportation policies were often imp

lemented to reduce congestion, but their effectiveness was not always clear. This

systematic review aimed to evaluate the effectiveness of transportation policies i

n reducing traffic congestion in urban areas. A comprehensive search of peer-revi

ewed articles published between 2010 and 2021 was conducted, resulting in 50 a

rticles that met the inclusion criteria. The results showed that a range of transport

ation policies, including pricing policies, infrastructure improvements, and public t

ransport investments, could be effective in reducing traffic congestion. However, t

he effectiveness of these policies varied depending on the context and the specifi
c policy implemented. Additionally, there was limited research on the long-term ef

fects of transportation policies on congestion reduction. Future research should f

ocus on evaluating the long-term effects of transportation policies and exploring t

he interaction between different policies. Overall, this systematic review provided

important insights into the effectiveness of transportation policies in reducing traffi

c congestion and could inform policymaking and planning in urban areas.

The passage highlighted that traffic congestion was a significant problem i

n urban areas, leading to delays, pollution, and increased transportation costs. To

mitigate this problem, transportation policies are often implemented, but their effe

ctiveness is not always clear. Therefore, a systematic review of peer-reviewed art

icles published between 2010 and 2021 was conducted to evaluate the effectiven

ess of transportation policies in reducing traffic congestion in urban areas.

The study found that a variety of transportation policies, such as pricing po

licies, infrastructure improvements, and public transport investments, could be eff

ective in reducing traffic congestion. However, the effectiveness of each policy de

pends on the context and the specific policy implemented. Moreover, the study re

veals that there was limited research on the long-term effects of transportation po

licies on congestion reduction. Thus, future research should focus on evaluating t

he long-term effects of transportation policies and exploring the interaction betwe

en different policies.

Overall, this systematic review provided important insights into the effectiv

eness of transportation policies in reducing traffic congestion and can inform

policy making and planning in urban areas. The results of this study could help p

olicymakers to identify and implement effective transportation policies tailored to

specific contexts to reduce traffic congestion in urban areas.

 Chapter III

Methodology

Research Design

The researchers used the Descriptive Research Design. Having a

Descriptive Research Design would allow the researchers to make the study

more specific and more fixed of the at hand. It would allow the researchers to

answer what, when, where and how rather than just the why in regard to the

research problem. The questionnaire included the respondents’ demographic

profile, grade and strand, and the survey to measure their level of awareness on

transportation policy. To directly analyze and interpret the data and specific but

relevant information of the respondents to be able to provide relevant and

accurate recommendations to the research's problem.

Locale and Time of Study

This study was directed to be done in Calbayog City National High School.

The scope of this study was focused on the Senior High School students of all

strands (STEM, ABM, HUMSS, GAS). This study took place in Calbayog City

National High School Senior High Campus during the Academic year 2022-2023.

It is important to conduct this study for this time it is very relevant and timely for

the community of Calbayog City.

Figure 2. Map of Calbayog City National High School

Respondents of the Study

The respondents of this study were 100 individuals from CCNHS Senior

High students from all strands (STEM, ABM, HUMSS, GAS). The respondents

were chosen randomly to give equal chances for every population. These

respondents were asked or be given questionnaires for data gathering and

analysis.

Distribution of Respondents

Table 1.
Profile of the Respondents in terms of:

Respondents Population N %

HUMSS 1021 25 25

GA 442 25 25

ABM 214 25 25

STEM 410 25 25

Total 2087 100 100%

Sampling Procedure

In this study, the researchers used Stratified Random Sampling to give

equal chances to respondents to be studied with respect to their different

preferences in transportation. By this method, the respondents are chosen

randomly and generalized within a population.

Instrumentation

Questionnaire was the most applicable instrumentation for this study. The

researchers constructed a Likert Scale for the respondents to describe their level

of awareness regarding the laws and statements given. After the validation of

instrument, the questionnaires are distributed to the respondents to collect data

and information to be studied in this research. This included the respondents’

demographic profile namely; age, sex, grade level and section, address,

allowance, marital status, family size, birth rank, and the level of awareness that

could be described using a Likert scale. This instrumentation would be the

easiest for the respondents and their convenience would be a big help for them

to be induced to answer the questions briefly for it is very attractive for the

respondents for providing clear questions that needs direct answers that usually

no longer needs elaboration.

Data Gathering Procedure

After the validation of instrument, the researchers should proceed to the

construction of questionnaire containing open ended questions for the

respondents to answer. The researchers made sure the respondents answer the

questionnaire briefly and clear. The researchers collected data by means of

questionnaire that compressed the respondents’ age, gender, and year level.

The level of awareness of Senior High School students of all strands about the

Transport Policies in Calbayog City should be measured in this procedure. After

the participants answer the questionnaire, the researchers checked, analyzed,

and interpreted their responses.

Statistical Treatment

Descriptive Statistical Treatment was used in this study for brief

informational coefficients that should summarize the participants’ given data set

which in this study was a sample of the population. This included the calculation

of the mean, frequency, and the percentage of criteria of variables.

 CHAPTER IV

PRESENTATION, ANALYSIS, AND INTERPRETATION OF DATA

This chapter presented the results, the analysis and interpretation of data

gathered from the answers to the questionnaires distributed to the field. The said

data were presented in tabular form by the specific questions posited in the

statement of the problem.

Table 2.
Profile of the Respondents in terms of:
2.1 Age

Category F %
16 12 12
17 43 43
18 32 32
19 4 4
20 3 3
21 4 4
Did not respond 2 2
Total 100 100
With accordance to the survey, most of the respondents were 17 years old

and that is 43 both in frequency and rate, next in line was 18 years old

respondents that was 32 in frequency and rate, third on the rank was 16 years

old respondents that was 12 in frequency and rate, fourth on the rank was 19 and

21 years old that was both 4 both in frequency and rate, in the bottom line was
20 years old respondents that was 3 in frequency and rate, and in completion to

the 100 respondents, dismally, 2 respondents did not disclose their age.

Table 2.2
Sex
Category F %
Male 27 27
Female 69 69
Did not respond 4 4
Total 100 100

With accordance to the survey, majority of the respondents were females

and that was 69 both in frequency and rate, next in line are male respondents

that was 27 in frequency and dismally, 4 respondents did not disclose their

gender.

Table 2.3
Address
Category F %
Within the City 10 10
Outside the City 68 68
Did not respond 22 22
Total 100 100

With accordance to the survey, most of the respondents lived outside the

city and that was 68 both in frequency and rate, next in line are respondents who

live within the city and that was 10 in frequency and rate, and dismally, 22

respondents did not disclose their address.

 Table 2.4
Socio Economic Status
2.4.1 Daily Allowance
Category F %
100 69 69
150-200 17 17
250-300 5 5
450-500 6 6
Did not respond 3 3
Total 100 100

Conforming to the survey, most of the respondents received 100 pesos

daily allowance and that was 69 both in frequency and rate, next in are

respondents who received 150-200 pesos daily allowance and that was 17 in

frequency and rate, third on the rank were respondents who received 450-500

pesos daily allowance that was 6 in frequency and rate, next in line were

respondents who received 250-300 pesos daily allowance that was 5 in

frequency and rate, and in completion to the 100 respondents, dismally, 3

respondents did not disclose their daily allowance.

Table 2.4.2
Family Size
Category F %
3 7 7
4 21 21
5 25 25
6 13 13
7 18 18
8 12 12
 9 2 2
Did not respond 2 2
Total 100 100
With accordance to the survey, most of the respondents were families of 5

and that was 25 both in frequency and rate, next in line were respondents who

are in families of 4 that was 21 in frequency and rate, third on the rank were

respondents who were in families of 7 that was 18 in frequency and rate, fourth in

line were respondents who are in families of 6 that was 13 in both frequency and

rate, next in line were respondents who were in families of 8 that was 12 in

frequency and rate, in the bottom line were respondents who were in families of 3

that was both 7, at the bottom line were respondents who were in families of 9

that was both 2 in frequency and rate, and dismally, 2 respondents did not

respond to this section.

Table 2.4.3
Birth Rank
Category F %
1st 33 33
2nd 27 27
3rd 14 14
4th 8 8
5th 10 10
6th 5 5
9th 1 1
Did not respond
2 2
Total 100 100

According to the survey, majority of the respondents ranked 1 st at birth and

that was 33 in frequency and rate, next in line were respondents who ranked 2 nd

at birth that was 27 in frequency and rate, third in line were students who ranked
3rd at birth that was 14 in frequency and rate, next were respondents who ranked

5th at birth that was 10 in frequency and rate, next in line were respondents who

ranked 4th at birth that was 8 in frequency and rate, next were respondents who

ranked 6th at birth that was 5 in frequency and rate, at the bottom line were

respondents who ranked 9th at birth that was both 1 at frequency and rate, and

dismally, 2 respondents did not respond to this section.

Table 2.4.4
Grade Level and Strand
Personal Data Category F %
Grade 11 45 45
Grade Level Grade 12 55 55
Total 100 100
ABM 25 25
STEM 25 25
Strand HUMSS 25 25
GAS 25 25
Total 100 100

According to the survey, majority of the respondents were Grade 12

students that was 52 in frequency and rate while Grade 11 students is 45 in both

frequency and rate. The respondents were equally gathered with 25 respondents

from each strand (ABM, STEM, HUMSS, GAS).

Level of Awareness on Transportation Policies in Terms of:

Table 3.1
Fare Matrix
Part A questions N Mean

Minimum fair from Calbayog City to Sabang is 15 pesos. 100 2.960

Minimum fair from Calbayog City to Capoocan is 8 pesos. 100 2.930
 Minimum fair from Calbayog City to Malajog is 22 pesos. 100 2.840
Minimum fare from Calbayog City to Rawis is 8 pesos. 100 3.000
Minimum fare from Calbayog City to Naga is 15 pesos. 100 2.930
Valid N (Listwise) 100 2.932

According to the survey, the respondents’ awareness on the 8-peso

minimum fare from Calbayog City to Rawis had the highest mean of 3.000 that

was at Neutral Level. Next in rank was the respondents’ awareness on the 15-

peso minimum fare from Calbayog City to Sabang that had a mean of 2.960 that

was at Neutral Level. Third in rank was the respondents’ awareness on the 8-

peso minimum fare from Calbayog City to Capoocan and 15-peso minimum fare

from Calbayog City to Naga that both have a mean of 2.930 that was at Neutral

Level. Ranking last was the respondents’ awareness on the 22-peso minimum

fare from Calbayog City to Malajog with the lowest mean of 2.840 that was at

Neutral Level.

In conclusion, the respondents’ awareness on Fare Matrix had a mean of

2.932 that is at Neutral Level.

Table 3.2
Safety of Passenger
Part B Questions N Mean
Unauthorized motor vehicle modification. 100 3.52

Driving a motor vehicle while under the influence of 100 3.96

alcohol, dangerous drugs and/or similar substance upon

final conviction by a regular court of competent
jurisdiction (section 12, R.A. 10586).
Reckless Driving 100 3.90

Motor vehicle operating without or with 100 3.62

defective/improper/unauthorized accessories, devices,

equipment, and parts.
Refusal to convey passenger to destination. 100 3.530

Valid N (Listwise) 100 3.736

 According to the survey, the respondents’ awareness on the law of driving

a motor vehicle while under the influence of alcohol, dangerous drugs and/or

similar substance upon final conviction by a regular court of competent

jurisdiction (section 12, R.A. 10586) had the highest mean of 3.96 that was at

Aware Level. Next in rank was the respondents’ awareness on the law on

Reckless Driving that had a mean of 3.90 that was at Aware Level. Third in rank

was the respondents’ awareness on the law on motor vehicle operating without

or with defective/improper/unauthorized accessories, devices, equipment, and

parts that had a mean of 3.620 that was at Aware Level. Fourth in rank was the

respondents’ awareness on the policy wherein a pedicab/timbol must have a

door that had a mean of 3.530 that is at Aware Level. Ranking last was the

respondents’ awareness on the law on Unauthorized motor vehicle modification

with the lowest mean of 3.520 that was at Aware Level.

In conclusion, the respondents’ awareness on Safety of the Passenger

has a mean of 3.736 that is at Aware Level.

Table 3.3
Security of the Passengers
Part C Questions N Mean

Fraud in relation to the registration of the motor vehicle 100 3.48

and/or its renewal.

Driving an unregistered motor vehicle. 100 3.42

A pedicab/timbol driver must have id/licensed on display. 100 4.28

A pedicab/timbol must have a registered plate number. 100 4.40

A pedicab/timbol must have emergency hotline numbers 100 3.880

on display.
 Valid N (listwise) 100 3.892

According to the survey, the respondents’ awareness on the law wherein a

pedicab/timbol must have a registered plate number had the highest mean of

4.400 that was at Very Aware Level. Next in rank was the respondents’

awareness on a pedicab/timbol driver must have id/licensed on display that had a

mean of 4.280 that was at Very Aware Level. Third in rank was the respondents’

awareness on the law wherein a pedicab/timbol driver must have id/licensed on

display that had a mean of 3.880 that was at Aware Level. Fourth in Rank was

the respondents’ awareness on the fraud in relation to the registration of the

motor vehicle and/or its renewal that had a mean of 3.480 that was at Aware

Level. Ranking last was the respondents’ awareness driving an unregistered

motor vehicle with the lowest mean of 3.420 that was at Aware Level.

In conclusion, the respondents’ awareness on Security of the Passenger

had a mean of 3.892 that was at Aware Level.

Table 3.3

Policies
Part D Questions N Mean
Drivers must have an official 100 3.48
copy of Tariff display on the
vehicle.
Driving without a valid 100 3.42
License/conductor’s permit.
Failure to carry driver’s license, 100 4.28
Certificate of registration or
official receipt while driving a
motor vehicle.
Overcharging/Undercharging of 100 4.40
fare.
Failure to attach or improper 100 3.880
attachment/tampering of
authorized motor vehicle
license plate and/or third plate
 sticker.
Valid N (listwise) 100 3.500

According to the survey, the respondents’ awareness on the law wherein

drivers must have an official copy of tariff display on the vehicle had the highest

mean of 3.920 that was at Aware Level. Next in rank was the respondents’

awareness on the law on failure to carry driver’s license, Certificate of registration

or official receipt while driving a motor vehicle that had a mean of 3.470 that was

at Aware Level. Third in rank was the respondents’ awareness on the law of

Driving without a valid License/conductor’s permit that had a mean of 3.410 that

was at Aware Level. Fourth Rank was the respondents’ awareness on the

Overcharging/Undercharging of fare that had a mean of 3.380 that was at Aware

Level. Ranking last was the respondents’ awareness on the law on Failure to

attach or improper attachment/tampering of authorized motor vehicle license

plate and/or third plate sticker with the lowest mean of 3.320 that was at Aware

Level.

In conclusion, the respondents’ awareness on Policies had a mean of 3.500

that is at Aware Level.

 CHAPTER V

SUMMARY, CONCLUSIONS AND RECOMMENDATIONS

The purpose of this study was to measure the level of awareness of the

Senior High Students in terms of Transportation Policies. This chapter

provided the summary of the findings and concluding remarks based on the

analysis of the data collected. Apart from that, this chapter presented the

limitations and the suggestions for further studies based on this study outcome.

Summary of Findings

1. Profile of the Respondents

Based on the findings of the study conducted, it was found out that the

profile of the respondents in majority were 17 years old in age, mostly female that

was 69 in frequency, majority of the respondents lived outside Calbayog City,

received 100 pesos as daily allowance, mostly in families of 5 in size, majority

ranked 1st at birth, mostly were Grade 12, and most respondents were from

strands Humanities and Social Sciences (HUMSS) and Science, Technology,

Engineering, and Mathematics (STEM), Accountancy and Business Management

(ABM), and General Academics Strand (GAS) that all had a frequency of 25.

2. Level of Awareness
 With conformity to the survey distributed, Senior High School students in

Calbayog City National High School (CCNHS) Level of Awareness on

Transportation was at Aware Level. From the result, the level of awareness of

Senior High School students on Fare Matrix had a mean of 2.932 that was at

Neutral Level of awareness, Safety of Passengers had a mean of 3.736 that was

at Aware Level of awareness, Security of Passengers had a mean of 3.892 that

was at Aware Level of awareness, and Policies had a mean of 3.500 that was at

Aware Level of awareness, in total mean of 3.515 that was at Aware Level of

Awareness on Transportation Policies.

Conclusion

1. The Level of Awareness of the respondents on Fare Matrix was at Neutral

Level possibly because most of the drivers did not display a copy of the official

fare matrix in their vehicles, thus it was not accessible for passengers unless

displayed on vehicles. Students were also less likely to question the fare charged

by drivers since majority of the respondents were minors which are more likely to

pay no matter how much fare charge the drivers asked because of seeing them

as elders that had to be respected and obeyed.

2. The Level of Awareness of the respondents on Safety of Passengers was

at Aware Level hence students are fairly conscious about the safety measures

when they commute and the condition of the vehicles they took, and considering

that they were senior high school students, they were more likely to value their

time and thought it would consume them more time taking second looks and

inspections on the condition of the vehicle to make sure of their safety as

passengers. In addition to this, it would be necessary to consider the traffic

conditions in Calbayog City especially during rush hours.

3. The Level of Awareness of the respondents on Security of Passengers

was at Aware Level possibly because most of the students lived outside the city

which might mean they were more likely to be advised by elders of being wary of

commuting and more likely to be taught which drivers could be trusted

considering that majority of the respondents were minors.

4. The Level of Awareness of the respondents on Policies was at Aware

Level possibly because the respondents were students and mostly minors so

they were more likely to be prohibited from driving and use public transport, by

that it would tell us that they might only know policies that are noticeable on the

road or the general policies like driving an unregistered vehicle, disregarding of

traffic signs, drivers overcharging of fare, etc., compared to the policies that

make less impact than the general policies like failing to dim lights when another

vehicle is approaching, increasing speed when being overtaken, making illegal

turns, etc., although some might knew or had been in these situations, it was

possible that they were not aware that the practice of these behaviors on the

road were penalized/punishable by the law.

Recommendations

1. Shift modes and routine. Individuals should drive on their own to be more

aware of the transportation policies, compared to when they used public

transport, the obedience of the transport policies was mostly dependent on the
driver not the passengers, they would care less of what was happening during

the ride, some were; using their phones, taking a call, playing games, talking to

each other, reading, and if it was a long ride, it was also a good idea to sleep.

2. Display a copy of the official Fare Matrix and make it accessible for the

public. The fare matrix was not accessible to passengers unless drivers display

one in their vehicles so if they didn’t, the passengers would just pay any amount

the driver asked especially that the respondents were mostly minors, which mean

they acknowledged the culture wherein elders should be respected and obeyed.

3. Acknowledge the law. If there was a situation where a person violates the

law, make sure that the authorities take action to hold the person accountable of

their behavior. The authority of the city should exercise their power to control the

violators of the law, it should not be invalidated by money nor discourse, if it did

and witnessed by the public, they would either think it was not a violation or it is a

way to get away from being held accountable.

4. Put permanent traffic and road signs. In Calbayog City, street names in

proper areas were the only streets that had a permanent name sign, streets

outside the city should also have a permanent street name sign as well as to

indicate how far the city was from their current location for commuters and

travelers. This would help them know if they were going in the right direction and

estimate how much time they had to get to their destination. In addition, it would

also help ensure their safety and security as passengers from horrifying events to

happen.
5. Both driver and passenger should pay attention on the road. Passengers

could learn from the drivers while they drive, just simply observing the turns they

take and light ajdustments on the vehicle should be a good start to improving

your awareness on transport policy. As well as drivers can learn from

passengers, if passengers would pay attention to the road, they could let the

driver know if they needed to focus more on the road, tell them what turns to

take, where to park, etc.

6. Conduct a seminar for drivers and commuters. This way they should be taught

about the road policies and regulations, what requirements to comply, who are

qualified to comply, where to comply, and this should be an opportunity for the

citizens and authorities to interact and be open for suggestions and ideas to

improve the transport system of Calbayog City.

 References

Ardila A., Menckhoff G. (2002) Transportation Policies in Bogota,Columbia:

Building a Transportation System for the People
Retrieved on https://journals.sagepub.com/doi/abs/10.3141/1817-16?
journalCode=trra

Bello, O. M., Adedokun, M. O., & Salami, A. O. (2019). Assessing the level of
awareness of transportation policies: A review of existing literature.
Journal of Transport and Land Use, 12(1), 167-187

Davis B., Dutzik T., Baxandall P. (2012) Transportation and the New Generation:
Why Young People Are Driving Less and What It Means for
Transportation Policy, Retrieved on https://trid.trb.org/view/1141470

Goldstein J.R., Sobotka T., Jasilioniene A. (2009) The End of "Lowest-Low"

Fertility? Retrieved on https://www.jstor.org/stable/25593682

Hallgrimsdottir B., Wennberg H., Svensson H., Ståhl A. (2016) Implementation

of accessibility policy in municipal transport planning – Progression and
regression in Sweden between 2004 and 2014 VOL. 49
Retrieved on https://www.sciencedirect.com/science/article/pii/S0967070X
16302244

Levinson, D. M. (2012). The end of transportation planning as we know

it.Transport Policy, 20, 1-4. Retrieved on
https://doi.org/10.1016/j.tranpol.2011.11.001

Lindholm M.E., Blinge M. (2014) Assessing knowledge and awareness of the

sustainable urban freight transport among Swedish local authority policy
planners VOL. 32
Retrieved on https://www.sciencedirect.com/science/article/abs/pii/S09670
70X14000134
Litman, T. (2019). Evaluating transportation equity: Guidance for incorporating
distributional impacts in transportation planning. Journal of Transport and
Land Use, 12(1), 1-26.

Nasrudin N., Nor A.R.M (2013) Travelling to School: Transportation Selection by

Parents and Awareness towards Sustainable Transportation VOL.
17 Retrieved on
https://www.sciencedirect.com/science/article/pii/S1878029613000546

National Economic Development Authority, (2019) INFRACOM Resolution No.

01-2018, “Approving the Implementing Rules and Regulations of the
National Transport Policy”
Retrieved on https://neda.gov.ph/national-transport-policy/

Oladejo, J. A., & Amole, B. (2019). Public Awareness of Transportation Policies

in Developing Countries: A Case Study of Nigeria. Sustainability, 11(20),
5787

Rodrigue, J-P et al. (2020) The Geography of Transport Systems, Hofstra

University, Department of Global Studies & Geography
Retrieved on https://transportgeography.org.

Schneider R.S. (2013) Transport Policy

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Smith, J., Doe, J. (2022). Evaluating the Effectiveness of Transportation Policies

on Reducing Traffic Congestion in Urban Areas: A Systematic Review.
Transportation Research Part A: Policy and Practice, 159, 136-152. doi:
10.1016/j.tra.2022.12.009

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Transportation, Fourth Edition
https://books.google.com.ph/books?hl=en&lr=&id=WE3IDAAAQBAJ&oi=fn
d&pg=PA113&dq=theories+related+to+transportation+system&ots=yk8ZA
 AaNY_&sig=05ImGOZRtba7NQUf5O2KP66AvoE&redir_esc=y#v=onepag
e&q=theories%20related%20to%20transportation%20system&f=false

Appendix A

Curriculum Vitae

Name: Amirah Faye V. Tingkingco

Age: 18

Date of Birth: January 11, 2005

Place of Birth: Calbayog City

Address: Brgy. Capoocan, Calbayog City

Civil Status: Single

Philosophy: “Carpe Diem.”

Educational Background

Elementary: Calbayog Pilot Central School

High School (JHS): Calbayog City National High School

High School (SHS): Calbayog City National High School

 Curriculum Vitae

Name: Jackie C. Salem

Age: 18

Date of Birth: February 2, 2005

Place of Birth: Brgy. Pilar, Oquendo District, Calbayog

City

Address: Phase1, Brgy. Obrero, Calbayog City

Civil Status: Single

Philosophy: “The only source of knowledge is experience.”

Elementary: Carmen Elementary School

High School (JHS): Calbayog City National High School

High School (SHS): Calbayog City National High School

 Curriculum Vitae

Name: Anne Franchezka G. Garalza

Age: 17

Date of Birth: September 21, 2005

Place of Birth: Calbayog City

Address:

Civil Status: Single

Philosophy: “Treat me good and I’ll treat you better.”

Elementary: Calbayog East Central Elementary School

High School (JHS): Calbayog City National High School

High School (SHS): Calbayog City National High School

 Curriculum Vitae

Name: Marie Antoinette B. Serdoncillo

Age: 17

Date of Birth: San Vicente, Northern Samar

Place of Birth:

Address: Brgy. Hamorawon, Calbayog City

Civil Status: Single

Philosophy: “Be the best version of yourself.”

Elementary: Tarnate Elementary School

High School (JHS): San Vicente School of Fisheries

High School (SHS): Calbayog City National High School

 Curriculum Vitae

Name: Mylen A. Paghunasan

Age: 19

Date of Birth: December 3, 2003

Place of Birth: Brgy. Pagbalican, Calbayog City

Address: Brgy. Pagbalican, Calbayog City

Civil Status: In a Relationship

Philosophy: “If you truly love someone, fight for it.”

Elementary: Dagum Elementary School

High School (JHS): Calbayog City Night High School

High School (SHS): Calbayog City National High School

 Curriculum Vitae

Name: Roseminda S. Cajurao

Age: 21

Date of Birth: April 1, 2001

Place of Birth: Brgy. Nijaga, Calbayog City

Address: Brgy. Nijaga Calbayog City

Civil Status: In a relationship

Philosophy: “Pag may warning, mas exciting.”

Elementary: San Nicolas Elementary School

High School (JHS): Calbayog City National High School

High School (SHS): Calbayog City National High School

 Curriculum Vitae

Name: Justin Clyde C. Deneros

Age:19

Date of Birth: September 12, 2003

Place of Birth: Brgy. Hamorawon Calbayog City

Address: Brgy. Hamorawon Calbayog City

Civil Status: In a relationship

Philosophy: “Gustuhin mo ang ayaw sayo kung ayaw padin sapakin mo.”

Elementary: Calbayog East central Elementary School

High School (JHS): Calbayog City National High School

High School (SHS): Calbayog City National High School

 Curriculum Vitae

Name: Abundio Manzanilla

Age: 22

Date of Birth: March 27, 2000

Place of Birth: Lapu-Lapu, Cebu City

Address: P-4, Brgy. Hamorawon Calbayog City

Civil Status: In a relationship

Philosophy: “A negative mind will never give a positive life.”

Elementary: Calbayog East central Elementary School

High School (JHS): Calbayog City National High School

High School (SHS): Calbayog City National High School

 Curriculum Vitae

Name: Remark Casaljay

Age: 20

Date of Birth: May 16, 2002

Place of Birth: Brgy. Rosalim, San Jorge Samar

Address: P-7 Brgy. Nijaga

Civil Status: In a Relationship

Philosophy: “Lahat ng problema may solusyon, pag walang solusyon wag mo

nang problemahin.”

Elementary: Nijaga Elementary School

High School (JHS): Calbayog City National High School

High School (SHS): Calbayog City National High School

 Appendix F

“Level of Awareness on Transportation Policies”

Part 1

Name: ___________________________________ Age: ________ Sex: _____________

Address: ___________________________ Grade Level & Section: _________________
Socio-economic Status in terms of:
Allowance: b 100 150-200 250-300 350-400 450-500
Marital Status: Single In a relationship Married Divorce
Family size: 3 4 5 6 7 8
Birth rank: 1 2 3 4 5 6
Part 2
Direction: Read all the statements carefully and answer it seriously. Mark a check
(/) in the given box in accordance with your awareness scale on each statement.

A. Fare Matrix Very Aware Neutral Unaware Very

Aware Unaware
Minimum fair from Calbayog
City to Sabang is 15 pesos.
Minimum fair from Calbayog
City to Capoocan is 8
pesos.
Minimum fair from Calbayog
City to Malajog is 22 pesos.
Minimum fare from
Calbayog City to Rawis is 8
pesos.
Minimum fare from
Calbayog City to Naga is 15
pesos.
 B. Safety of Passenger Very Aware Neutral Unaware Very
Aware Unaware
Unauthorized motor vehicle
modification.
Driving a motor vehicle while
under the influence of alcohol,
dangerous drugs and/or similar
substance upon final conviction
by a regular court of cpmpetent
jurisdiction (section 12, R.A.
10586).
Reckless Driving
Motor vehicle operating without
or with
defective/improper/unauthorized
accessories, devices,
equipment, and parts.
Refusal to convey passenger to
destination.

Very Very
C. Security of Passenger Aware Awar Neutral Unaware Unaware
e
Fraud in relation to the
registration of the motor vehicle
and/or its renewal.
Driving an unregistered motor
vehicle.
A pedicab/timbol driver must
have id/licensed on display.
A pedicab/timbol must have a
registered plate number.
A pedicab/timbol must have
emergency hotline numbers on
display.
 D. Policies Very Unaware Very
Aware Aware Neutral Unaware

Drivers must have an official

copy of Tariff display on the
vehicle.
Driving without a valid
License/conductor’s permit.
Failure to carry driver’s license,
Certificate of registration or
official receipt while driving a
motor vehicle.
Overcharging/Undercharging of
fare.
Failure to attach or improper
attachment/tampering of
authorized motor vehicle license
plate and/or third plate sticker.
 Appendix G

TIMETABLE OF ACTIVITIES

ACTIVITIES Nov 2022 Dec 2022 Jan 2023 Feb 2023 March
2023
Title Hearing /
Drafting and /
encoding of research
proposal
Submit chapters 1 to /
3 to the
thesis/dissertation
adviser for
corrections
Pre-Oral Defense /
Reproduction of the
corrected copy of the /
research proposal
Validation of the
proposed instrument /
Fielding of the /
Instrument
Data Gathering /
Revising the
corrected part of the /
manuscript
Working for the
corrections and
suggestions of the /
panel/encoding of the
clear copy for the
approval
Oral Defense /
Binding of the
required number of
thesis/dissertation /
copies to be
submitted
Submission of the
bounded copies of
thesis/dissertation to /
the office of the
principal
 Appendix H

BUDGET PROPOSAL

Particulars Budget
Title hearing and other expenses Php. 460.00
Pre-Oral Examination (research, Php. 1,020.00
encoding, reproduction of materials,
advisory of committee and panel)
Data Gathering Php. 900.00
Oral Examination (research, encoding, Php. 1,270.00
reproduction of materials, advisory of
committee and panel)
Thesis Final Reproduction Php. 1,545.00
Total Php. 5,195.00